RG-Powertrain

8/7/2019 RG-Powertrain

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TABLE OF CONTENTS

1.0 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

1.1 SYSTEM COVERAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.2 SIX-STEP TROUBLESHOOTING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . .1

2.0 IDENTIFICATION OF SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

3.0 SYSTEM DESCRIPTION AND FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . . . . . .1

3.1 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13.2 FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

3.2.1 FUEL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23.2.2 ON-BOARD DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23.2.3 OTHER CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53.2.4 PCM OPERATING MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.2.5 NON-MONITORED CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93.2.6 SENTRY KEY REMOTE ENTRY SYSTEM (SKREES) OVERVIEW . . .93.2.7 SKREEM ON-BOARD DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . . . . . . .93.2.8 SKREES OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

3.2.9 PROGRAMMING THE POWERTRAIN CONTROL MODULE . . . . . . .103.2.10 PROGRAMMING THE SKREEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113.2.11 PROGRAMMING THE IGNITION KEYS TO THE SKREEM. . . . . . . . .11

3.3 DIAGNOSTIC TROUBLE CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113.3.1 HARD CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113.3.2 INTERMITTENT CODE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123.3.3 STARTS SINCE SET COUNTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123.3.4 DISTANCE SINCE MI SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

3.4 USING THE DRBIII . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123.5 DRBIII ERROR MESSAGES AND BLANK SCREEN . . . . . . . . . . . . . . . . . . . . .12

3.5.1 DRBIII DOES NOT POWER UP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123.5.2 DISPLAY IS NOT VISIBLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

4.0 DISCLAIMERS, SAFETY, WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

4.1 DISCLAIMERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134.2 SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

4.2.1 TECHNICIAN SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .134.2.2 VEHICLE PREPARATION FOR TESTING. . . . . . . . . . . . . . . . . . . . . . .134.2.3 SERVICING SUB ASSEMBLIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134.2.4 DRBIII SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

4.3 WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144.3.1 ROAD TEST WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144.3.2 VEHICLE DAMAGE CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

5.0 REQUIRED TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

6.0 GLOSSARY OF TERMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

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TABLE OF CONTENTS - Continued

7.0 DIAGNOSTIC INFORMATION AND PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . .17

COMMUNICATION*NO RESPONSE FROM PCM (PCI BUS) - NGC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18*NO RESPONSE FROM PCM (PCM SCI ONLY) - NGC . . . . . . . . . . . . . . . . . . . . . . . .19*NO RESPONSE FROM SENTRY KEY REMOTE ENTRY MODULE . . . . . . . . . . . . . .22*NO RESPONSE FROM TRANSMISSION CONTROL MODULE - NGC . . . . . . . . . . .24*PCI BUS COMMUNICATION FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

DRIVEABILITY - NGCINTERMITTENT CONDITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30P0016-CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT. . . . . . . . . . . . . . . . . . . .31P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION. . . . . . . . . . .40P0071-AMBIENT TEMP SENSOR PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . .46P0072-AMBIENT TEMP SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49P0073-AMBIENT TEMP SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51

P0107-MAP SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53P0108-MAP SENSOR HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56P0111-INTAKE AIR TEMPERATURE SENSOR PERFORMANCE. . . . . . . . . . . . . . . . .59P0112-INTAKE AIR TEMPERATURE SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . . . . . .62P0113-INTAKE AIR TEMPERATURE SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . . . . . .64P0116-ENGINE COOLANT TEMPERATURE PERFORMANCE. . . . . . . . . . . . . . . . . . .66P0117-ENGINE COOLANT TEMPERATURE SENSOR LOW . . . . . . . . . . . . . . . . . . . .69P0118-ENGINE COOLANT TEMPERATURE SENSOR HIGH . . . . . . . . . . . . . . . . . . . .71P0122-THROTTLE POSITION SENSOR #1 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73P0123-THROTTLE POSITION SENSOR #1 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL . . .79P0128-THERMOSTAT RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE LOW . . . . . . . . . . . . . . . . . . . . . .86P0131-O2 SENSOR 1/1 VOLTAGE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89P0137-O2 SENSOR 1/2 VOLTAGE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89P0132-O2 SENSOR 1/1 VOLTAGE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92P0138-O2 SENSOR 1/2 VOLTAGE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92P0133-O2 SENSOR 1/1 SLOW RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95P0139-O2 SENSOR 1/2 SLOW RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95P0135-O2 SENSOR 1/1 HEATER PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . .97P0141-O2 SENSOR 1/2 HEATER PERFROMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . .97P0171-FUEL SYSTEM 1/1 LEAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100P0172-FUEL SYSTEM 1/1 RICH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105P0201-FUEL INJECTOR #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109P0202-FUEL INJECTOR #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109P0203-FUEL INJECTOR #3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109P0204-FUEL INJECTOR #4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109P0205-FUEL INJECTOR #5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109P0206-FUEL INJECTOR #6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109P0300-MULTIPLE CYLINDER MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112P0301-CYLINDER #1 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112P0302-CYLINDER #2 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112P0303-CYLINDER #3 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112P0304-CYLINDER #4 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112

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P0305-CYLINDER #5 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112P0306-CYLINDER #6 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112P0315-NO CRANK SENSOR LEARNED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120P0325-KNOCK SENSOR #1 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122P0335-CRANKSHAFT POSITION SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . .125P0339-CRANKSHAFT POSITION SENSOR INTERMITTENT . . . . . . . . . . . . . . . . . . .130P0340-CAMSHAFT POSITION SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . .134

P0344-CAMSHAFT POSITION SENSOR INTERMITTENT . . . . . . . . . . . . . . . . . . . . .139P0401 - EGR SYSTEM PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143P0403 - EGR CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146P0404 - EGR POSITION SENSOR PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . .149P0405 - EGR POSITION SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .153P0406 - EGR POSITION SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156P0420-CATALYTIC 1/1 EFFICIENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159P0432-CATALYTIC 2/1 EFFICIENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159P0440-GENERAL EVAP SYSTEM FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161P0441-EVAP PURGE SYSTEM PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . .166P0442-EVAP SYSTEM MEDIUM LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168P0455-EVAP SYSTEM LARGE LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168

P0443-EVAP PURGE SOLENOID CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173P0452-NVLD PRESSURE SWITCH SENSE CIRCUIT LOW . . . . . . . . . . . . . . . . . . . .176P0453-NVLD PRESSURE SWITCH SENSE CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . .179P0456-EVAP SYSTEM SMALL LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181P0461-FUEL LEVEL SENSOR #1 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . .183P0462-FUEL LEVEL SENSOR #1 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185P0463-FUEL LEVEL SENSOR #1 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185P0480-LOW SPEED FAN CONTROL RELAY CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . .186P0498-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW . . . . . . . . . . . . . .190P0499-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT HIGH . . . . . . . . . . . . .191P0501-VEHICLE SPEED SENSOR #1 PERFORMANCE (AUTO TRANS) . . . . . . . . .193P0501-VEHICLE SPEED SENSOR #1 PERFORMANCE (MANUAL TRANS) . . . . . .194

P0506-IDLE SPEED LOW PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .196P0507-IDLE SPEED HIGH PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .196P0519-IDLE SPEED PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .196P0508-IAC VALVE SENSE CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .198P0509-IAC VALVE SENSE CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201P0513-INVALID SKIM KEY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203P0516-BATTERY TEMPERATURE SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . . . . . .205P0517-BATTERY TEMPERATURE SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . .207P0522 PRESSURE SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209P0532-A/C PRESSURE SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .210P0533-A/C PRESSURE SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .213P0562-BATTERY VOLTAGE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .216P0563-BATTERY VOLTAGE HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219P0572-BRAKE SWITCH #1 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221P0573-BRAKE SWITCH #1 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .223P0580-SPEED CONTROL SWITCH #1 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .225P0581-SPEED CONTROL SWITCH #1 HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227P0582-SPEED CONTROL VACUUM SOLENOID CIRCUIT . . . . . . . . . . . . . . . . . . . . .229P0586-SPEED CONTROL VENT SOLENOID CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . .231P0594-SPEED CONTROL SERVO POWER CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . .233P0600-SERIAL COMMUNICATION LINK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236P0601-INTERNAL MEMORY CHECKSUM INVALID. . . . . . . . . . . . . . . . . . . . . . . . . . .236

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STARTING*CHECKING FUEL DELIVERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307*CHECKING FUEL PRESSURE LEAK DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310*CHECKING HARD START (FUEL DELIVERY SYSTEM) . . . . . . . . . . . . . . . . . . . . . .311*ENGINE CRANKS DOES NOT START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .313*NO CRANK CONDITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .318*NO RESPONSE FROM PCM WITH A NO START CONDITION . . . . . . . . . . . . . . . .321

*START AND STALL CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .322

VERIFICATION TESTSVERIFICATION TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .325

8.0 COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .331

8.1 CONTROL MODULES AND FUSE & RELAY CENTER . . . . . . . . . . . . . . . . . . .3318.2 CONTROLS AND SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3318.3 DATA LINK CONNECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3338.4 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3348.5 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336

8.6 SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .337

9.0 CONNECTOR PINOUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339

A/C COMPRESSOR CLUTCH - LT. GRAY 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . .339A/C PRESSURE SENSOR - GRAY 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339AMBIENT TEMPERATURE SENSOR - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . .339BATTERY TEMPERATURE SENSOR - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . .339BRAKE LAMP SWITCH - BLACK 6 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .340CAMSHAFT POSITION SENSOR (GAS) - BLACK 3 WAY . . . . . . . . . . . . . . . . . . . . .340CRANKSHAFT POSITION SENSOR (GAS) - BLACK 3 WAY . . . . . . . . . . . . . . . . . . .340DATA LINK CONNECTOR - BLACK 16 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .340

EGR SOLENOID (3.3L) - BLACK 6 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .341ENGINE COOLANT TEMP SENSOR (GAS) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . .341EVAP/PURGE SOLENOID (GAS) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . .341FUEL INJECTOR NO. 1 (2.4L/3.3L/3.8L) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . .341FUEL INJECTOR NO. 2 (2.4L/3.3L/3.8L) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . .342FUEL INJECTOR NO. 3 (2.4L/3.3L/3.8L) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . .342FUEL INJECTOR NO. 4 (2.4L/3.3L/3.8L) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . .342FUEL INJECTOR NO. 5 (3.3L/3.8L) - BLACK 2 WAY. . . . . . . . . . . . . . . . . . . . . . . . . .342FUEL INJECTOR NO. 6 (3.3L/3.8L) - BLACK 2 WAY. . . . . . . . . . . . . . . . . . . . . . . . . .343FUEL PUMP MODULE - LT. GRAY 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .343GENERATOR - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .343IDLE AIR CONTROL MOTOR (GAS) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . .343

IGNITION COIL (2.4L) - BLACK 3 WAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .344IGNITION COIL (3.3L/3.8L) - DK. GRAY 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .344INLET AIR TEMPERATURE SENSOR - BLACK 2 WAY. . . . . . . . . . . . . . . . . . . . . . . .344A/C COMPRESSOR CLUTCH RELAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .346AUTO SHUT DOWN RELAY (GAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .346FUEL PUMP RELAY (GAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .346STARTER MOTOR RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .346INTEGRATED POWER MODULE C2 - GREEN/BLUE 10 WAY . . . . . . . . . . . . . . . . .347INTEGRATED POWER MODULE C3 - 20 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .347INTEGRATED POWER MODULE C4 - BLUE 10 WAY . . . . . . . . . . . . . . . . . . . . . . . .348

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INTEGRATED POWER MODULE C7 - 20 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348INTEGRATED POWER MODULE C8 - ORANGE 10 WAY . . . . . . . . . . . . . . . . . . . . .349INTEGRATED POWER MODULE C9 - BLACK 10 WAY . . . . . . . . . . . . . . . . . . . . . . .349KNOCK SENSOR (EXCEPT EXPORT) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . .349LEFT SPEED CONTROL SWITCH - WHITE 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . .349MANIFOLD ABSOLUTE PRESSURE SENSOR (GAS) - BLACK 3 WAY . . . . . . . . . .350OXYGEN SENSOR 1/1 UPSTREAM (GAS) - 4 WAY. . . . . . . . . . . . . . . . . . . . . . . . . .350

OXYGEN SENSOR 1/2 DOWNSTREAM (GAS) - 4 WAY . . . . . . . . . . . . . . . . . . . . . .350POWERTRAIN CONTROL MODULE C1 - BLACK 38 WAY. . . . . . . . . . . . . . . . . . . . .351POWERTRAIN CONTROL MODULE C2 - ORANGE 38 WAY . . . . . . . . . . . . . . . . . . .352POWERTRAIN CONTROL MODULE C3 - NATURAL 38 WAY . . . . . . . . . . . . . . . . . .353POWERTRAIN CONTROL MODULE C4 - GREEN 38 WAY . . . . . . . . . . . . . . . . . . . .354RADIATOR FAN NO. 1 (GAS) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354RADIATOR FAN NO. 2 (GAS) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .355RADIATOR FAN RELAY (GAS) - 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .355RIGHT SPEED CONTROL SWITCH - WHITE 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . .355SENTRY KEY REMOTE ENTRY MODULE (SKREEM) - BLACK 6 WAY . . . . . . . . . .355SPEED CONTROL SERVO (GAS) - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . .356THROTTLE POSITION SENSOR (GAS) - GRAY 3 WAY . . . . . . . . . . . . . . . . . . . . . . .356

VEHICLE SPEED SENSOR (MTX) - BLACK 3 WAY . . . . . . . . . . . . . . . . . . . . . . . . . .356

10.0 SCHEMATIC DIAGRAMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .357

11.0 CHARTS AND GRAPHS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .359

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are intended to assist the field technician in repair-

ing vehicle problems by the quickest means.

3. 2 FUNCTIONAL OPERATION

3.2.1 FUEL CONTROL

The PCM controls the air/fuel ratio of the engine

by varying fuel injector on t ime. Mass air f low iscalculated using the speed density method using

enigne speed, manifold absolute pressure, and air

temperature change.

Different fuel calculation strategies are used de-

p e n di n g o n t h e op e r a t ion a l s t a t e of t h e e n gi n e.

During crank mode, a longer pulse width fuel pulse

is delivered followed by fuel pulses determined by a

crank time st ra tegy. Cold engine operation is deter-

m in e d vi a a n op en loop s t r a t eg y u n t i l t h e O 2

s e n sor s h a v e r e a ch e d op er a t i n g t e m p er a t u r e . At

this point, the strategy enters a closed loop mode

where fuel requiremen ts ar e based upon the stat e of

the O2 sensors, engine speed, MAP, throttle posi-

tion, air temperatur e, battery voltage, a nd coolant

temperature.

3. 2.2 ON-BOARD DIAGNOSTICS

The PCM has been programmed to monitor many

different circuits of the fuel injection system. This

monitoring is called on-board diagnosis.

Certain criteria, or arming conditions, must be

met for a trouble code to be entered into the PCM

memory. The criteria may be a range of: engine rpm,

e n gi n e t e m p er a t u r e , a n d /or i n p u t v ol t a ge t o t h e

P C M . I f a p r ob le m i s s e n s e d w i t h a m on i t or e dcircuit, and all of the criteria or arming conditions

are met, then a trouble code will be stored in the

PCM.

It is possible that a trouble code for a monitored

circuit may not be entered into the PCM memory

even though a malfunction has occurred. This may

happen because one of the trouble code criteria have

not been met.

The PCM compares input signal voltages from

each input device with specifications (the estab-

l i s h e d h i g h a n d l o w l i m i t s o f t h e r a n g e ) t h a t a r e

p r og r a m m ed i n t o i t for t h a t d e vi ce . I f t h e i n pu t

voltage is not within specifications and other trou-

b le cod e cr i t er i a a r e m e t , a t r o u bl e c od e w il l b e

stored in the PCM memory.

The On Board Diagnostics have evolved t o th e

second Generation of Diagnostics referred to as

O BD I I/E u r o S t a g e I I I O BD . T h e se O BD I I/E u r o

Stage III OBD Diagnostics control the functionsnecessary to meet the requirements of California

OBDII, Federal OBD regulation and European reg-

ulat ion. Th ese requirem ents specify th e inclusion of

a Malfun ction In dicator Light (MIL) locat ed on th e

i n st r u m e n t p a n e l. T h e p u r p os e o f t h e M IL i s t o

inform the vehicle operator in the event of a mal-

fun ction of any emission system or component.

M IL L a m p S t r a t e g y

I/M Readiness OK t o test = Key On Engine OFF

M I L L a m p w il l r e m a in on u n t i l t h e v eh i cl e i s

started or Ignition is turned off.

I/M not r eady for t esting = Ke y O n E n g i n e O F F MIL Lamp on solid for (15) seconds then MIL

Lamp will flash on/off for (5) seconds then it will

rema in on unt il the vehicle is sta rted or th e Ignition

is turned off.

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OBD II/EURO STAGE III OBD MONITOR INFORMATION

Comprehensive Major Monitors Major Monitors

Components Non Fuel Control Fuel Control

Monitor & Non Misfire & Misfire

Run constantly Run Once Per Trip Run Constantly

Includes All Engine Hardware Monitors Entire Emission Monitors Entire System

- Sensors, Switches, System

Solenoids, etc.

One Trip Faults - Turns On Two Trip Faults - Turns On Two Trip Faults - Turns On

The MIL and Sets DTC After The MIL and Sets DTC After The MIL and Sets DTC After

One Failure Two Consecutive Failures Two Consecutive Failures

Priority 3 Priority 1 or 3 Priority 2 or 4

All Checked For Continuity Done Stop Testing = Yes

Fuel Control MonitorOpen Monitors Fuel Control

Short To Ground Oxygen Sensor Heater System For:

Short To Voltage Oxygen Sensor ResponseFuel System Lean

Fuel System RichInputs Checked For

Requires 3 ConsecutiveRationality Catalytic Converter

Fuel System Good Trips ToEfficiency Except EWMA

Extinguish The MILOutputs Checked For - up to 6 tests per trip

Functionality and a one trip fault

EGR System

Misfire Monitor

Evaporative Emission Monitors For Engine Misfire

System at:

1000 RPM Counter

(Type B)

**200 RPM Counter

(Type A)

Requires 3 Consecutive Requires 3 Consecutive Requires 3 Consecutive

Global/Alternate Good Trip s Global Good Trip s Misfire Good Trip s to Extinguish the MIL* to Extinguish the MIL* To Extinguish the MIL

*40 Warm Up Cycles are required to erase **Type A misfire is a two

DTCs after the MIL has been extinguished. trip failure. The MIL willilluminate and blink atthe first failure.

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the monitor run conditions, select the EGR PRE-

TEST in the DRB III, OBD II Monitors Menu.

D. 02 SENSOR HEATER MONITORThis monitor is now continuously running once

the heaters are energized. Pass information will be

p r oce s se d a t p ow er d ow n . F or t h e m on i t or r u n

conditions, select the O2S H EATER MON PRE-

TEST in the DRB III

, OBD II Monitors Menu.

3.2. 3 OTHER CONTROLS

CHARGING SYSTEMT he ch a r gin g s ys t em is t u r n ed on w he n t h e

engine is started. The Generator field is control by

the PCM using a 12-volt high-side driver and a body

g r ou n d ci r cu i t . T h e G en e r a t or ou t p u t v ol t a ge i s

determined by th e PCM. When more system voltage

is needed, th e P CM will applies a longer dut y cycle

using the 12-volt high-side drive and shortens duty

cycle or none at all when less voltage is needed.

O2 SENSORThe O2 system with ignition on and engine off

has a normalized O2 voltage of around 5 volts as

displayed on the DRBIII or measured with a high

impedance voltmeter. As the O2 sensor starts gen-

erating a signal the voltage will move towards 2.5

volts. The voltage will typically vary between 2.5

volts an d 3.5 volts on a n ormal ru nn ing engine. The

goal voltage is also typically between 2.5 and 3.5

volts. This implies that the 0-volt thr ough 1-volt

range that you are used to is st i l l valid, only i t is

shifted u p by a 2.5 volt offset. This 2.5 volt sup ply isbeing delivered through the sensor return line.

SPEED CONTROL SYSTEMThe PCM controls vehicle speed by operation of

the speed cont rol servo vacuum and vent solenoids.

Energizing the vacuum solenoid applies vacuum to

the servo to increase th rottle position. Operation of

the vent solenoid slowly releases the vacuum allow-

ing throttle position to decrease. A special vacuum

d u m p s ol en oi d a l low s i m m ed ia t e r e le a s e of t h e

throttle during speed control operation.

Speed control may be cancelled by braking, driver

input using th e speed cont rol switches, shifting intoneutral, excessive engine speed (wheels spinning),

or turning the ignition off.

NOTE: If two speed control switches areselected simultaneously, the PCM will detectan illegal switch operation and turn the speedcontrol off.

NATURAL VACUUM LEAK DETECTION (NVLD)T h e N a t u r a l Va cu u m L ea k D et e ct i on (N VL D)

s ys t e m i s t h e n e xt g en e r a t i on e va p or a t i ve l ea k

detection system that will first be used on vehicles

e qu i p pe d w it h t h e P ow er t r a i n C on t r o l M od u l e

(PCM) or Next Generation Controller (NGC) start-

ing in 2002 M.Y. This n ew system replaces the leak

detection pump as the method of evaporative sys-

tem leak detection. The current CARB requirementis to detect a leak equivalent to a 0.020 (0.5 mm)

hole. This system has the capability to detect holes

of th is size very dependably.

The basic leak detection theory employed with

N V L D i s t h e G a s L a w. T h i s i s t o s a y t h a t t h e

pressure in a sealed vessel will change if the tem-

perat ure of the gas in th e vessel cha nges. The vessel

will only see this effect if it is indeed sealed. Even

small leaks will allow t he pressure in the vessel to

come to equilibrium with the ambient pressure.

In addition to th e detection of very small leaks,

this system has the capability of detecting medium

as well as large evaporative system leaks.

THE NVLD UTILIZES THE GAS LAWPRINCIPLES

A vent valve seals the canister vent du ring engine

off conditions. If the vapor system has a leak of less

than the failure threshold, the evaporative system

will be pulled into a vacuum, either due to the cool

down from operating temperatu re or diurnal a mbi-

ent temperature cycling. The diurnal effect is con-

sidered one of the primary contributors to the leak

determina tion by th is diagnostic. When th e vacuu m

in the system exceeds about 1

H2O (0.25 KPA), avacuum switch closes. The switch closure sends a

signal to the PCM. The PCM, via appropriate logic

strategies (described below), uti l izes the switch

signal, or lack thereof, to make a determination of

whether a leak is present.

THE NVLD DEVICE AND HOW IT FUNCTIONSThe N VLD Assembly is designed with a normally

open vacuum switch, a norma lly closed solenoid,

and a seal, which is actuated by both the solenoid

a n d a d ia p h r a gm . T h e N V LD i s l oca t e d o n t h e

atmospheric vent side of the canister.

The normally open vacuum switch will close withabout 1 H2O (0.25 KPA) vacuum in the evaporative

system. The diaphragm actuates the switch. This is

above the opening point of the fuel inlet check valve

i n t h e fi ll t u b e s o c a p off l e a k s ca n b e d e t ect e d .

Submerged fill systems must have recirculation

lines that do not have the in-line normally closed

check valve that protects the system from failed

nozzle liquid ingestion, in order to detect cap off

conditions.

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The normally closed valve in the NVLD is in-

t e n de d t o m a in t a in t h e s ea l on t h e e va p or a t ive

system during the engine off condition. If vacuum in

the evaporative system exceeds 3 t o 6 H2O (0.75 to

1 .5 K PA), t h e v a lv e w il l b e p u ll ed off t h e s e a t ,

opening the seal. This will protect the system from

excessive vacuum as well as allowing sufficient

p u r g e fl ow i n t h e e ve n t t h a t t h e s ol en oi d w a s t o

become inoperative. The solenoid actuates the valvet o u n s ea l t h e ca n is t er v en t w h ile t h e e n gin e i s

ru nning. It also will be used to close th e vent du ring

t h e m e d i u m a n d l a r g e l e a k t e s t s a n d d u r i n g t h e

pur ge flow check. This solenoid requires initial 1.5

amps of current to pull the valve open but after 100

ms. will be dut y cycled down t o an average of about

150 mA for the remainder of the drive cycle.

An ot h e r fe a t u re in t h e N VL D A ss em b ly is a

diaphragm th at will open the seal with pressure in

the evaporative system. The seal will be opened at

about 0.5 H2O (0.12 KPA) pressure to permit the

venting of vapors du ring r efueling. An added bene-

fi t t o t h is is t h a t it w ill a ls o a llow t h e t a n k t ob r e a t h e during increasing temperatur es, thus l im-

iting the pressure in the tank to this low level. This

is beneficial because the induced vacuum during a

subsequent declining temperature will achieve the

switch closed (pass thr eshold) sooner tha n if the

tank had to decay from a built up pressure.

The NVLD Assembly i tself has 3 wires: Switch

sense, solenoid dr iver a nd ground. It also includes a

resistor to protect t he switch from a sh ort to batt ery

or a short to ground. The PCM utilizes a high-side

driver t o energize and dut y-cycle th e solenoid.

THE PCMS ROLE IN NVLD DIAGNOSIS:The integral part of the diagnostic system that

makes engine-off leak detection possible is a special

circuit in the PCM controller. After the vehicle is

turned off, a special part of the controller stays alive

a n d m on i t or s for a n N VL D s w it ch cl os u r e . T h is

circuit within the PCM is very specific in its func-

tion and consumes very l it t le power. If a switch

closure is detected, i t will log the event and t ime

from key-off, and then power down. This informa-

tion will be processed at the next key cycle.

NVLD LEAK DETECTION

S m a l l L e a k T e s t ( P a s s i v e )

If, after a specified delay after key off (perha ps 5

minutes), the switch closes or is closed, the test will

be pass, indicating th at there is n o leak. The PCM

records th e switch closure. The N VLD circuit in t he

P C M w i ll s h u t d ow n for t h e r e m a in d er of t h a t

particular engine off (soak) period. When the engine

is star ted, th e switch closure is r ecorded as a P a s s ,

and t he t imers th at are recording accumulated t ime

are reset.

This diagnostic test can take at least a week to

mat ure a leak fau lt. A week has been chosen for th is

because the vehicle will h ave been exposed t o the

largest possible drive scenarios before a decision is

made (most vehicles should see both daily work and

weeken d d riving cycles). This a lso sat isfies CARBs

stated goal of getting 3 MIL illuminations within a

month for 0.020 (0.5 mm ) leak detection diagn ostic.

T h e d ia g n os t ics w il l l og e n gi n e r u n t i m e a n de n gin e off t i m e t o d et e r mi ne w h en a w ee k h a s

elapsed. There is a limit on the total amount of run

time that is applied to the one-week timer. There is

a ls o a lim it on t h e t ot a l s oa k t im e t h a t w ill b e

allowed to be applied to the one-week timer. There

will be a l imit on the amount of accrued run t ime

during one specific drive that can be applied to the

one-week timer.

The enabling criteria to ru n this monitor are:

Fuel level less than 85%

Ambient temperature greater than 40 F (4.4 C)

R a t i o n a l i t y Te s t s

1. The ra tionality check of the switch, solenoid and

seal will be performed as follows:

At key-on, t he N VLD solenoid will be energized to

v en t a n y v a cu u m t h a t m a y b e t r a p p ed in t h e

evaporative system from the previous soak. This

should result in an open switch condition.

The solenoid will be de-energized (to seal the

s ys t e m ) a t t h e p oi n t w h e r e p u r g e b eg in s . T h e

system / NVLD component ra tiona lity passes for

that drive cycle if the switch closes after purge

begins.

The solenoid is th en r e-energized for t he r emain-

der of the drive cycle.

I f t h e s w it ch e ve n t s a r e n ot s ee n i n a ce r t a in

period of t ime, the rationality check will have

failed (2 t rip ru le).

2. Pur ge Flow:

The above rationality check is considered suffi-

cient to confirm pur ge solenoid fun ction a nd con-

forman ce with th e pur ge flow test r equirement . The

P u r g e F l ow M on i t or i s p a s s ed b a s ed on s w it ch

activity when purge is turned on or based on a rich

fuel control shift when purge is turned on.

M e d i u m a n d L a r g e L e a k T e s t ( I n t r u s i v e )

NOTE: This intrusive test will only be run ifthe Small Leak (passive) test fails, or isinconclusive (the switch does not close)

En abling Conditions:

40 F to 90 F

E n g i n e t e m p e r a t u r e a t s t a r t u p w i t h i n 1 0 F o f

t h e a m b ie n t t e m p er a t u r e

Fuel level less than 85%

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11/365

T h e i n t r u s i v e M e d i u m a n d L a r g e l e a k a r e c o n -

ducted as follows:

De-energize the NVLD solenoid to seal the can-

ister vent.

Activate pur ge shortly a fter closed loop. Pu ll the

t a n k v a c u u m p a s t t h e v a c u u m s w i t c h p o i n t ( 1

H2O vacuum) of th e NVLD for a specific t ime

while tr acking th e stan dard purge flow ra te.

Turn purge off and deter mine how long it ta kes to

d e c a y t h e t a n k v a c u u m a n d r e o p e n t h e s w i t c h .

Determine the leak size from the t ime it took to

reopen the switch. Note: Fuel level is a n impor-

tant determining factor.

If the switch does not close, a more aggressive

purge flow will be applied to determine if it is a

very large leak, missing fuel cap, problem with

the NVLD device, purge flow problem, etc...

FI G U RE 1

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FI G U RE 2

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3. 2.4 PCM OPERATING MODES

A s i n p u t s i g n a l s t o t h e P C M c h a n g e , t h e P C M

adjusts its response to output devices. For example,

the PCM must calculate a different injector pulse

width and ignition timing for idle than it does for

w id e op e n t h r o t t le . T h er e a r e s e ve r a l d iffe r en t

modes of operation that determine how the PCM

responds to the various input signals.

There are two types of engine control operation:

o p e n l o o p a n d c l o s e d l o o p .

In o p e n l o o p operation, the PCM receives input

signals and responds according to preset program-

ming. Inputs from the heated oxygen sensors are

not monitored.

In c l o s e d l o o p operation, the PCM monitors the

inputs from th e h eated oxygen sensors. This input

indicates to the PCM whether or not the calculated

injector pu lse width results in the ideal air-fuel

ratio of 14.7 parts air to 1 part fuel. By monitoring

t h e e xh a u s t ox yg en con t e n t t h r o u gh t h e ox yg en

sensor, the PCM can fine tune injector pulse width.Fine tuning injector pulse width allows the PCM to

achieve the lowest emission levels while maintain-

ing optimum fuel economy.

T h e e n gi n e s t a r t -u p (cr a n k ), e n gi n e w a r m -u p ,

an d wide open th rottle modes ar e open loop modes.

Under most operating conditions, closed loop modes

occur with the engine a t operating temperatur e.

3. 2.5 NON-MONITORED CIRCUITS

The PCM does not monitor the following circuits,

systems, and conditions even though they could

have malfunctions that result in driveability prob-

lems. A diagnost ic code ma y not be displayed for t hefollowing conditions. However, problems with these

systems may cause a diagnostic code to be displayed

for ot h e r s ys t e m s. F or e xa m p l e, a fu e l p r e ss u r e

problem will not register a diagnostic code directly,

but could cause a rich or lean condition. This could

cause an oxygen sensor, fuel system, or misfire

monitor trouble code to be stored in the PCM.

E n g i n e Ti m i n g T h e P C M c a n n ot d e t ect a n

in cor r ect ly in d exed t im in g ch a in , ca m sh a ft

s p r ock e t , or cr a n k s h a f t s p r ock e t . T h e P C M a l so

cannot detect a n incorrectly indexed distributor.(*)

F u e l P r e s s u r e Fuel pressure is controlled by

the fuel pressure regulator. The PCM cannot detect

a clogged fuel pump inlet filter, clogged in-line filter,

or a pinched fuel supply.(*)

F u e l I n j e c t o r s The PCM cannot detect if a fuel

injector is clogged, t he pintle is st icking, or the

wrong in jectors ar e insta lled.(*)

F u e l R e q u i r e m e n t s Poor quality gasoline can

cause pr oblems su ch as hard start ing, stall ing, and

stumble. Use of methanol-gasoline blends may re-

sult in starting and driveability problems. See indi-

vidual symptoms and their definitions in Section

6.0 (Glossary of Terms).

P C M G ro u n d s The PCM cannot detect a poor

system ground. H owever, a diagnostic trouble code

m a y b e s tor ed in t h e P C M a s a r es u lt of t h is

condition.

T h ro t t le B o d y A ir F l o w T h e P C M c a n n o t

detect a clogged or restricted air cleaner inlet orfilter element.(*)

E x h a u s t S y s te m T h e P C M c a n n o t d e t e c t a

plugged, restricted, or leaking exhaust system.(*)

C y l i n d e r C o m p r e s s i o n The PCM cannot de-

tect uneven, low, or high engine cylinder compres-

sion.(*)

E x c e s s i v e O il C o n s u m p t i o n A lt h o u gh t h e

PCM monitors the exhaust stream oxygen content

through the oxygen sensor when the system is in a

closed loop, it cannot determine excessive oil con-

sumption.

NOTE: Any of these conditions could resultin a rich or lean condition causing an oxygensensor TROUBLE CODE to be stored in thePCM, or the vehicle may exhibit one or moreof the driveability symptoms listed in theTable of Contents.

3. 2.6 SENTRY KEY REMOTE ENTRY

SYSTEM (SKREES) OVERVIEW

Th e Sen tr y Key Rem ot e E nt ry Modu le

(SKREEM) combines the Sentr y Imm obilizer Mod-

ule (SKIM) and the Remote Keyless Entry (RKE)

Module into one module system that performs the

functions of both modules. Refer to the Body diag-

nostic informat ion manu al for all RKE related di-

agnostic informa tion.

T h e S K R E E M i s d e s i g n e d t o p r e v e n t u n a u t h o -

rized vehicle operation. The system consists of a

S K RE E M , i gn i t ion k e y(s ) e q u ip p ed w it h a t r a n -

sponder chip and PCM. When t he ignition switch is

turned on, the SKREEM interrogates the ignition

k e y. I f t h e i gn i t ion k e y i s Va l id or I n va l id , t h e

S K R E E M s e n d s a P C I B u s m e s s a g e t o t h e P C M

indicating ignition key status. Upon receiving this

message the PCM will terminate engine operation,or allow the engine to continue to operate.

3. 2. 7 SKREEM ON-BOARD DIAGNOSTICS

The SKREEM has been programm ed to transmit

an d monitor ma ny different coded messa ges as well

as PCI Bus messages. This monitoring is called On

Board Diagnosis.

C er t a i n cr i t er i a m u s t b e m e t for a d ia g n os t ic

trouble code to be entered into the SKREEM mem-

ory. The criteria may be a range of; Input voltage,

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GENERAL INFORMATION


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P CI B us m es sa ge , or cod ed m es sa ge s t o t h e

S K RE E M . I f a l l of t h e cr i t er i a for m on i t or i n g a

circuit or function are met and a fault is sensed, a

d ia g n os t ic t r ou b le cod e w ill b e s t or e d in t h e

SKREEM memory.

3. 2. 8 SKREES OPERATION

When ignition power is supplied to the SKREEM,

the SKREEM performs an internal self-test . Afterthe self-test is completed, the SKREEM energizes

t h e a n t e n n a ( t h i s a c t i v a t e s t h e t r a n s p o n d e r c h i p )

and sends a challenge to the tran sponder chip. The

transponder chip responds to the challenge by gen-

erating an encrypted response message using the

following:

S e c re t Ke y - This is an electronically stored

value (identification n umber ) that is unique t o each

SKREES. The secret key is stored in the SKREEM,

PCM an d a ll ignition key tran sponders.

C h a l l e n g e - T h i s i s a r a n d o m n u m b e r t h a t i s

g en e r a t e d b y t h e S K RE E M a t e a ch i gn i t ion k e y

cycle.

T h e s e c r e t k e y a n d c h a l l e n g e a r e t h e t w o v a r i -

a b le s u s ed in t h e a l gor it h m t h a t p r od u ce s t h e

encrypted response message. The transponder uses

th e crypto algorithm to receive, decode a nd respond

t o t h e m e ss a ge s en t b y t h e S KR E E M. A ft e r r e -

s p o n d i n g t o t h e c o d e d m e s s a g e , t h e t r a n s p o n d e r

sends a tran sponder I .D. message to the SKREEM.

The SKREEM compares the transponder I.D. to the

available valid key codes in the SKREEM memory

(8 key maximum at any one time). After validating

t h e k ey ig n it ion t h e S KR E E M s e n ds a P C I B u s

message called a Seed Request to the engine con-troller then waits for a PCM response. If the P CM

does not r espond, th e SKREEM will send the seed

r e qu e st a g ai n. Aft e r t h r e e fa il ed a t t e mp t s t h e

S K R E E M w i l l s t o p s e n d i n g t h e s e e d r e q u e s t a n d

s t or e a t r ou b le cod e. I f t h e P C M s e n d s a s ee d

response, the SKREEM sends a valid/invalid key

message to the PCM. This is an encrypted message

that is generated using the following:

VIN - Vehicle Identification Number

S e e d - This is a random number that is generated

by the PCM at each ignition key cycle.

The VIN and seed are the two variables used in

the rolling code a lgorithm that encrypts the valid/ invalid key message. The P CM uses the rolling code

a l gor i t h m t o r e ce iv e, d e cod e a n d r e s pon d t o t h e

valid/invalid key message sent by th e SKREEM.

After sending the valid/invalid key m essage the

SKREEM waits 3.5 seconds for a PCM status mes-

sage from the PCM. If the PCM does not respond

with a valid key message to the SKREE M, a fau lt is

detected and a trouble code is stored.

The SKREES incorporates a VTSS LED located

on t h e i n st r u m e n t p a n e l u p p e r cov er . T h e L E D

receives switched ignition voltage a nd is ha rdwired

to the body control module. The LED is actuated

when the SKREEM sends a P CI Bus message to the

body controller requesting the LED on. The body

controller then provides the ground for the LED.

The SKREEM will request VTSS LED operation for

th e following:

bulb checks at ignition on

t o a l er t t h e v eh i cl e op e r a t or t o a S K IS m a l -

function

customer key programming mode

For all fau lts except tr an sponder faults an d VTSS

LED remains on steady. In the event of a transpon-

der fault t he LED flashes at a r at e of 1 Hz (once per

second). If a fault is present th e LED will remain on

or flashing for the complete ignition cycle. If a fault

is stored in SKREEM memory which prevents the

system from operating properly, the PCM will allow

the engine to start and run (for 2 seconds) up to six

times. After the sixth attempt, the PCM disables

the start er relay un til the fault is corrected.

3. 2.9 PROGRAMMING THE POWERTRAIN

CONTROL MODULE

I m p o r t a n t N o t e : Before replacing the PCM for a

failed dr iver, contr ol circuit or ground circuit, be

sure to check the related component/circuit integ-

rity for failures not detected due to a double fault in

the circuit. Most PCM driver/control circuit failures

are caused by internal failure to components (i .e.

12-volt pull-ups, drivers and ground sensors). These

failures are difficult to detect when a double fault

has occurr ed an d only one DTC h as set.

NOTE: If the PCM and the SKREEM arereplaced at the same time, program the VINinto the PCM first. All vehicle keys will thenneed to be replaced and programmed to thenew SKREEM.

The SKREES Secret Key is an I .D. code that is

unique to each SKREES. This code is programmed

and stored in the SKREEM, engine controller and

tra nsponder chip (ignition key). When replacing t he

PCM it is necessary to program the secret key into

the PCM.

NOTE: After replacing the PCM, you mustreprogram pinion factor.

1 . Tu r n t h e ig ni tion on (t r a n s m is sion i n p a r k /

neutral).

2 . U s e t h e D R B I I I and select THEFT ALARM,

SKREEM th en MISCELLANEOUS.

3. Select PCM REPLACED.

4. En ter secured access mode by enter ing the vehi-

cle four-digit PIN.

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NOTE: If three attempts are made to enterthe secure access mode using an incorrectPIN, secured access mode will be locked outfor one hour. To exit this lockout mode, turnthe ignition to the run position for one hourthen enter the correct PIN. (Ensure allaccessories are turned off. Also monitor thebattery state and connect a battery charger ifnecessary).

5 . P r e s s E N T E R t o t r a n s fe r t h e s ecr e t k ey (t h e

SKREEM will send t he secret key to th e PCM).

3.2. 10 PROGRAMMING THE SKREEM

NOTE: If the PCM and the SKREEM arereplaced at the same time, program the VINinto the PCM first. All vehicle keys will thenneed to be replaced and programmed to thenew SKREEM.

1 . Tu r n t h e ign it ion on (t r a n s m is sion in p a r k / neutral).


SKREEM th en MISCELLANEOUS.

3 . S el ect S K RE E M M OD U LE R E P L AC E M E N T

(GASOLINE).

4 . P r og r a m t h e v eh i cl e fou r -d ig it P I N i n t o t h e

SKREEM.

5. Select COUNTRY CODE and enter the correct

country.

NOTE: Be sure to enter the correct country

code. If the incorrect country code isprogrammed into SKREEM, the SKREEMmust be replaced.

6. Select UPDATE VIN (the SKREEM will learn

the VIN from the PCM).

7. Press ENTER t o transfer th e VIN (the PCM will

send th e VIN to the SKREEM).

8. The DRBIII will ask if you want to transfer the

secret key. Select ENTER to transfer secret key

fr om t h e P C M. T h is w ill e n su r e t h e cu r r e n t

ve h icle ig n it ion k ey s w ill s t ill op er a t e t h e

SKREES system.

3.2.11 PROGRAMMING THE IGNITION

KEYS TO THE SKREEM

1 . Tu r n t h e ign it ion on (t r a n s m is sion in p a r k /

neutral).


SKREEM, th en MISCELLANEOUS.

3. Select P ROGRAM IGNITION KEYS.

4. En ter secured access mode by ent ering the vehi-

cle four-digit PIN.

NOTE: A maximum of eight keys can belearned to each SKREEM AT ONE TIME. Oncea key is learned to a SKREEM it (the key)cannot be transferred to another vehicle.

If ignition key programming is unsuccessful, the

DRBIII will display one of the following m essa ges:P r o g r a m m i n g N o t A t te m p t e d - The DRBIII

a t t e m p t s t o r e a d t h e p r o g r a m m e d k e y s t a t u s a n d

there are no keys programmed in the SKIM mem-

ory.

P r o g r a m m i n g K e y F a i l e d - (Possible Used Key

From Wrong Vehicle) - SKREEM is unable to pro-

gram key du e t o one of the following:

faulty ignition key tran sponder

ignition key is programm ed to another vehicle.

8 K e y s A lr e a d y L e a r n e d , P r o g r a m m i n g N o t

D o n e - SKIM transponder ID memory is full.

1 . O b t a i n i gn i t ion k e ys t o b e p r og r a m m e d fr omcustomer (8 keys maximum)

2 . U s i n g t h e D R B I I I, erase all ignition keys by

selecting MISCELLANEOUS and ERASE ALL

CURRENT IGN. KEYS

3. Pr ogram a ll ignition keys.

Learned Key In Ignition - Ignition k ey tra nspon-

der ID is currently programmed in SKREEM mem-

ory.

3. 3 DIAGNOSTIC TROUBLE CODES

E a c h d ia g n os t ic t r ou b le cod e i s d ia g n os e d b yfollowing a specific testing procedure. The diagnos-

tic test procedures conta in st ep-by-step instr uctions

for determining the cause of trouble codes as well as

n o t r ou b le cod e p r ob le m s . I t i s n ot n e ce s sa r y t o

perform all of the tests in this book to diagnose an

individual code.

Always begin by reading the diagnostic trouble

codes using the DRBIII.

3.3. 1 HARD CODE

A diagnostic trouble code t ha t comes back within

one cycle of the ignition key is a hard code. This

m ea n s t h a t t h e d efe ct is t h er e e ver y t im e t h epowertrain control module checks that circuit or

function. Procedures in this manu al verify if the

DTC is a hard code at the beginning of each test .

W h e n i t i s n o t a h a r d c o d e , a n i n t e r m i t t e n t t e s t

must be performed.

DTCs that are for OBDII/Euro Stage III OBD

monitors will not set with just the ignition key on.

Compar ing t hese to n on-emission DTCs, t hey will

seem like an intermittent. These DTCs require a

set of parameters to be performed (The DRBIII

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GENERAL INFORMATION


16/365

pre-test screens will help with this for MONITOR

DTCs), this is called a TRIP. All OBDII/Eu ro St age

III OBD DTCs will be set after one or in some cases

t w o t r i p f a i l u r e s , a n d t h e M I L w i l l b e t u r n e d o n .

These DTCs require th ree successful, n o failur es,

T RI P S t o e xt in g u is h t h e M IL , foll ow ed b y 4 0

w a r m -u p cy cl es t o e r a se t h e D TC . F or fu r t h e r

explanation of TRIPS, P re-test screens, Warm-up

cycles, and the use of the DRBIII

, refer to th e OnBoard Diagnostic training booklet #81-699-97094.

3.3.2 INTERMITTENT CODE

A diagnostic trouble code that is not there every

time the PCM checks t he circuit is an intermittent

DTC. Most int ermitt ent DTCs ar e caused by wiring

or connector problems. Defects that come and go

like this are the most difficult to diagnose; they

must be looked for u nder specific conditions tha t

cause t hem. The following checks may assist you in

identifying a possible intermittent problem:

Visually inspect related wire ha rness connectors.Look for broken, bent, pu shed out, or corroded

terminals.

Visually inspect the related harnesses. Look for

chafed, pierced, or par tially broken wire.

Refer to any technical service bulletins that may

apply.

Use the DRBIII data recorder or co-pilot.

3. 3. 3 STARTS SINCE SET COUNTER

The star t since set counter count s th e num ber of

times the vehicle has been started since codes were

last set , erased, or the battery was disconnected.The reset counter will count up to 255 start counts.

The number of starts helps determine when the

trouble code actua lly happened. Th is is recorded by

t h e P C M a n d ca n b e v ie we d o n t h e D RB II I a s

STARTS since set.

When th ere ar e no tr ouble codes stored in mem-

ory, the DRBIII will display N O DTCs Detected

and the reset counter will show STARTS since clear

= XXX.

3.3.4 DISTANCE SINCE MI SET

The Euro Stage III OBD directive requires that

the distance traveled by the vehicle while the MI is

activated must be available at a ny instant through

the serial port on the standard data link connector.

This featu re works as follows:

1 . I f t h e MI is illu m in a t ed d u e t o a fa u lt , t h e

distance count is updated (i.e. it is counting).

2. If there is a stale MI fault ( i.e. the fault is st i ll

fr oz en i n m e m o r y b u t t h e M I h a s b ee n e xt i n -

guished due to 3 good trips), the distance count is

held (i.e. frozen).

3. If the distance count is being held due to (Item

2 .) a n d t h e fa u lt is cl ea r e d, t h e d is t a n ce is

cleared (set to zero).

4. If the distance count is being held due to (Item

2.) and another MI occurs, the distance count is

reset (to) and begins updating anew.

5. If a fault occurs while th e MI is already i l lumi-

nated due to a previous fault (the distance count

is updating), then the distance count continues

to updat e w/out interruption.

6. If the MI is f lashing due to active misfire and

there is an active fault (i .e. matu red fault for

which 3 good trips have not occurred), the dis-

tance count behaves as the MI in ON.

7. If the MI is f lashing due to active misfire and

there is no active fault (i.e. the MI is flashing for

a 1 malf.) , the distance count behaves as if the

MI is off (because it is not yet a matured fault).

8. The distan ce count is cleared whenever th e fau lt

is cleared. (Via 40 warm up cycles, or via scan

tool).

3.4 USING THE DRBIII

Refer t o the DRBIII user s guide for ins tr uctions

an d assistan ce with reading DTCs, era sing DTCs,

and other DRBIII functions.

3.5 DRBIII ERROR MESSAGES ANDBLANK SCREEN

Under normal operation, the DRBIII will dis-

play one of only two error messages: U ser -Requ es ted WARM Boot or U ser -

Requested COLD Boot

I f t h e D R B I I I should display any other error

message, record the entire display and call the Star

Center for informat ion and assistance. This is a

sample of such an error message display:

ver: 2.14date: 26 J ul93file: key_itf.ccdate: Ju l 26 1993line: 548

err: 0x1User-Requested COLD Boot

Press MORE to switch between this displayand the application screen.

Press F4 when done noting information.

3.5.1 DRBIII DOES NOT POWER UP

If the LEDs do not light or n o soun d is emitt ed at

sta rt up, check for loose cable connections or a bad

cable. Check the vehicle battery voltage (data link

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GENERAL INFORMATION


17/365

connector cavity 16). A minimum of 11 volts is

required to adequately power the DRBIII.

If all conn ections are proper between th eDRBIII

and the vehicle or other devices, and the vehicle

battery is fully charged, and inoperative DRBIII

may be the result of faulty cable or vehicle wiring.

3.5. 2 DISPLAY IS NOT VISIBLE

Low temperatures will affect the visibility of thedisplay. Adjust the contrast to compensate for this

condition

4.0 DISCLAIMERS, SAFETY,

WARNINGS

4.1 DISCLAIMERS

All information, illustrations, and specifications

c o n t a i n e d i n t h i s m a n u a l a r e b a s e d o n t h e l a t e s t

informat ion available a t the t ime of publication.

The right is reserved to make changes at any t ime

without notice.

4.2 SAFETY

4. 2. 1 TECHNICIAN SAFETY INFORMATION

WARNING: ENGINES PRODUCE CARBONMONOXIDE THAT IS ODORLESS, CAUSESSLOWER REACTION TIME, AND CAN LEADTO SERIOUS INJURY. WHEN THE ENGINE ISOPERATING, KEEP SERVICE AREAS WELLVENTILATED OR ATTACH THE VEHICLEEXHAUST SYSTEM TO THE SHOP EXHAUSTREMOVAL SYSTEM.

Set th e park ing brake an d block th e wheels before

t e s t in g or r e p a ir i n g t h e v eh i cl e. I t i s e s pe ci a ll y

important to block the wheels on front-wheel drive

vehicles; the parking brake does not hold the drive

wheels.

When servicing a vehicle, always wear eye pro-

t e ct i on , a n d r e m ov e a n y m e t a l je we lr y s u ch a s

watchbands or bracelets that might make an inad-

vertent electr ical cont act.

When diagnosing a powertrain system problem,

it is important to follow approved procedures whereapplicable. These procedures can be found in ser-

vice man ual procedures. Following these proce-

dures is very important to the safety of individuals

performing diagnostic tests.

4. 2. 2 VEHICLE PREPARATION FOR

TESTING

M a k e s u r e t h e v e h i c l e b e i n g t e s t e d h a s a f u l l y

char ged bat ter y. If it does n ot, false dia gnostic codes

or error messages may occur.

4.2. 3 SERVICING SUB ASSEMBLIESSome components of the powertrain system are

intended to be serviced in assembly only. Attempt-

in g t o r em ove or r ep a ir ce rt a in s ys t em s u b-

components may result in personal injury and/or

improper system operat ion. On ly those component s

with appr oved repair a nd inst allation pr ocedures in

the service manual should be serviced.

4.2.4 DRBIII SAFETY INFORMATION

WARNING: EXCEEDING THE LIMITS OF THE

DRBIII

MULTIMETER IS DANGEROUS. ITCAN EXPOSE YOU TO SERIOUS INJURY.CAREFULLY READ AND UNDERSTAND THECAUTIONS AND THE SPECIFICATIONLIMITS.

Follow t he veh icle ma nu factur er s ser vice specifi-

cations at all times.

Do not use t he DRBIII if i t ha s been dam aged.

D o n ot u s e t h e t e st le a ds if t h e in s u la t ion is

damaged or if metal is exposed.

To a void electrical shock, do n ot touch the test

leads, tips, or the circuit being tested.

C h oos e t h e p r op er r a n g e a n d fu n c t ion for t h e

measurement. Do not try voltage or current mea-

surements tha t may exceed the rated capacity.

Do not exceed the limits shown in the table below:

F U N CTION IN P U T LIMIT

Volt s 0 - 500 pea k volt s AC

0 - 500 volts DC

O h m s (r e sis t a n ce )* 0 - 1 .1 2 m e goh m s

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GENERAL INFORMATION


18/365

F U N CTION IN P U T LIMIT

Frequency Measured

Frequency Generated

0 - 1 0 k H z

Tem per a t u r e -58 - 1100F

-50 - 600C

* Ohms cannot be measured if voltage is present.

O h m s ca n b e m e a s u r e d on l y i n a n on -p ow er e d

circuit.

Voltage between any terminal and ground must

not exceed 500v DC or 500v peak AC.

Use caution when measuring voltage above 25v

DC or 25v AC.

The circuit being tested must be protected by a

10A fuse or circuit breaker.

Use the low current shunt to measure circuits up

to 10A. Use the high current clamp to measure

circuits exceeding 10A.

When testing for the presence of voltage or cur-

r e n t , m a k e s u r e t h e m e t er i s f u n ct i on i n g c or -r e ct l y. Ta k e a r e a d in g of a k n ow n v ol t a ge or

current before accepting a zero reading.

When measuring current, connect the meter in

series with the load.

Disconnect the live test lead before disconnecting

the common test lead.

Wh en u sin g t h e m et er fu n ct ion , k eep t h e

DRBIII away from spark plug or coil wires to

avoid m easur ing error from out side interference.

4. 3 WARNINGS AND CAUTIONS

4.3.1 ROAD TEST WARNINGS

Some complaints will require a test drive as part

of the repair verificat ion procedure. Th e pu rpose of

the test drive is to try to duplicate the diagnostic

code or symptom condition.

CAUTION: Before road testing a vehicle, besure that all components are reassembled.During the test drive, do not try to read theDRBIII screen while in motion. Do not hang

the DRBIII

from the rear view mirror oroperate it yourself. Have an assistantavailable to operate the DRBIII.

4. 3.2 VEHICLE DAMAGE CAUTIONS

Before disconnecting any control module, make

s u r e t h e i gn i t ion i s off. F a i lu r e t o d o s o cou l d

damage t he m odule.

When t esting voltage or continu ity at an y control

module, use the terminal side (not the wire end) of

t h e con n e ct or . D o n o t p r ob e a w ir e t h r o u gh t h e

insulat ion; this will dam age it an d eventua lly cau se

it to fail because of corrosion.

Be careful when performing electrical tests so as

to prevent accidental shorting of terminals. Such

mistakes can damage fuses or components. Also, a

second DTC could be set, making diagnosis of the

original problem more difficult.

5. 0 R EQ U I R ED T O OL S A N DEQUIPMENT

DRBIII (diagnostic read-out box) scan tool

Evaporative System Diagnostic Kit #6917

fuel filler a dapt er #8382

fuel pressure adapter (C-6631) or #6539

fuel pressure kit (C-4799-B) or #5069

fuel release hose (C-4799-1)

Min Air flow fitting #6714

Pinout Box (Miller #8815)

jum per wires

ohmmeter

oscilloscopevacuum gauge

voltmeter

12 volt test l ight minimum 25 ohms resistance

with probe #6801

CAUTION: A 12 volt test light should not beused for the following circuits, damage to thepowertrain controller will occur.

5 Volt Supply

8 Volt Supply

J1850 PCI Bus

CCD Bus

CKP Sensor Signal

CMP Sensor Signal

Vehicle Speed Sensor Signal

O2 Sensor Signal

6. 0 G LO SS ARY OF T E RM S

AB S anti-lock brake system

b a c k f i r e ,

p o p b a c k

fuel ignites in either the intake or

the exhaust system

CKP crank position sensor

CMP camsha ft position sensor

c u t s o u t ,

m i s s e s

a steady pulsation or the inability of

the engine t o maintain a consistent

r pm

D LC data link connector (previously

called engine diagnostic connector)

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GENERAL INFORMATION


19/365

d e t o n a -

t i o n ,

s p a r k

k n o c k

a mild to severe ping, especially un-

der loaded engine conditions

E CT engine coolant temperature sensor

E GR exhaust gas recirculation valve and

system

g e n e r a -

to r

previously called altern at or

h a r d

s t a r t

The engine takes longer than usual

to start , even though it is able to

crank norma lly.

h e s i t a -

t i o n , s a g ,

s t u m b l e

There is a momentar y lack of re-

sponse when the throttle is opened.

This can occur at all vehicle speeds.

If it is severe enough, the engine

may st all.

IAT intake/inlet air temperatur e sensor

IAC idle air control motor

J T E C Combined engine and transmission

control module

l a c k o f

p o w e r ,

s l u g g i s h

The engine has less th an expected

power, with little or no increase in

vehicle speed when the throttle is

opened.

LD P leak detection pump

MAP manifold absolute pressure sensor

MIL malfunction indicator lamp

MTV manifold tuning valve

N GC next generat ion controller

O2 S oxygen sensor

P CI programmable communication inter-

face

P CM powertrain control module

P CV positive cran kcase ventilation

P EP peripheral expansion port

p o o r f u e l

e c o n o m y

There is significan tly less fuel mile-

age tha n other vehicles of the sam e

design ad configuration

r o u g h ,

u n s t a b l e ,

o r e r -

r a t i c i d l e

s t a l l i n g

The engine runs unevenly at idle

and causes the engine to shake if i t

is severe enough. The engine idle

rpm may vary (called hunting). This

condition may cause stalling if it is

severe enough.

S B E C single board engine controller

SKIM sentr y key immobilizer m odule

SKIS sentry key immobilizer system

SKREEM sentry key r emote ent ry module

SKREES sentry key r emote ent ry system

s t a r t &

s t a l l

The engine starts but immediately

dies.

s u r g e engine rpm fluctuation without cor-

responding change in throttle posi-

tion sensor

TP S thr ottle position sensor

TR S tran smission range sensor

VS S vehicle speed sensor/signal

15

GENERAL INFORMATION


20/365

NOTES

16


21/365

7 .0

DIAGNOSTIC INFORMATION AND

PROCEDURES

17


22/365

S y m p t o m :

*N O R E SP O N SE F R O M P C M (P C I B U S) - N G C

P O S S I B L E C A U S E S

PCM PCI NO RESPONSE

POWERTRAIN CONTROL MODULE

PCI BUS CIRCUIT OPEN

TES T ACTION AP P LICAB ILITY

1 Tu r n t h e ign it ion on .

N O TE : A s s o o n a s o n e o r m o r e m o d u l e c o m m u n i c a t e s w i t h t h e D R B , a n s w e r

t h e q u e s t i o n .

With the DRB, enter Body then Body Computer

With the DRB, enter Body th en Electro/Mecha nical Cluster (MIC).

With the D RB, enter P as s ive Res traints then Airbag.Were you able to establish communications with any of the modules?

All

Yes G o To 2

N o Refer to s ym ptom P CI Bus Com m unication F ailure in the Com -

munications category.

Perform POWERTRAIN VERIFICATION TEST VER - 1 - N GC.

2 With the D RB read the P owertrain D TCs . This is to ens ure pow er and grounds to the

PCM are operational.

N O TE: I f th e D R B w ill n ot re ad P C M D TC s , follow th e N O R ES P O N S E TO

P C M ( P C M S C I o n l y ) s y m p t o m p a t h .

Turn th e ignition off.

Disconnect the PCM harness connectors.

CAUTION: DO NOT PR OBE THE PCM HARNES S CONNECTORS. PROBINGTH E P C M H A R N ES S C O N N EC TO R S WI LL D A MA GE TH E PC M TER MI -

NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL

MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

U s e S cope input cable CH 7058, Cable to P robe adapter CH 7062, and the red and

black test probes.

Connect the scope input cable to the channel one connector on the DRB. Attach the

red an d black leads and the cable to probe ada pter t o the s cope input cable.

With the DRBIII select Pep Module Tools.

Select lab scope.

Select Live Data.

Select 12 volt square wave.

Press F2 for Scope.

P res s F 2 and us e the dow n arrow to s et voltage range to 20 volts . P res s F 2 again

when complete.

Connect the Black lead to the chassis ground. Connect the Red lead to the PCI Bus

circuit in the appropriate terminal of special tool #8815.

Turn the ignition on.

Observe the voltage display on t he DRB La b Scope.

Does t he voltage pu lse from 0 t o approximately 7.5 volts?

All

Yes Replace and program the P ow ertrain Control M odule in accor-

dance with the Service Information.

Perform POWERTRAIN VERIFICATION TE ST VER - 1 - NGC.

N o Repair the PCI Bus circuit for an open.


18

COMMUNICATION


23/365

S y m p t o m :

*NO RESP ONSE FROM PCM (P CM SCI ONLY) - NGC


CHECK PCM P OWERS AND GROUNDS

PCM SCI TRANSMIT CIRCUIT SHORTED TO VOLTAGE

PCM SCI RECEIVE CIRCUIT SHORTED TO VOLTAGE

PCM SCI CIRCUITS SHORTED TOGETHER

PCM SCI TRANSMIT CIRCUIT SHORTED TO GROUND

PCM SCI RECE IVE CIRCUIT SHORTED TO GROUND

PCM SCI RECEIVE CIRCUIT OPEN

PCM SCI TRANSMIT CIRCUIT OPEN



1 P erform the s ym ptom Checking P CM P ower and G round Circuits in the D riveability

category.

NOTE: With the DRBIII i n t h e g e n e r i c s c a n t o o l m o d e , a t te m p t t o c o m m u -

n i c a t e w i t h t h e P C M .

N O TE: I f th e D R BI I I c a n c o m m u n i c a t e w i t h t h e P C M i n t h e g e n e r i c s c a n

t o o l m o d e , i t m a y n o t b e n e c e s s a r y t o p e r f o r m t h i s s t e p .

Did the vehicle pass this test?

All

Yes G o To 2

N o Repair as necessary.Perform POWERTRAIN VERIFICATION TEST VER - 1 - N GC.

2 Tu r n t h e ig ni t ion off.

Disconnect the DRBIII from the DLC.



M ea s u r e t h e v ol t a ge o f t h e P C M S C I T r a n s m it ci r cu i t a t t h e D a t a L in k h a r n e s s

conn ector (cav 7).

Is t he voltage a bove 1.0 volt?

All

Yes Repair the PCM SCI Transmit circuit for a short to voltage.


N o Go To 3

3 Tu r n t h e i gn it i on off.




M e a s u r e t h e v o l t a g e o f t h e P C M S C I R e c e i v e c i r c u i t a t t h e D a t a L i n k h a r n e s s

conn ector (cav 12).

Is t he voltage a bove 1.0 volt?

All

Yes Repair the PCM SCI Receive circuit for a short to voltage.


N o G o To 4

19

COMMUNICATION


24/365





M eas ure the res is tance betw een the P CM S CI Trans m it circuit and the P CM S CIReceive circuit at the Data Link harness connector (cavs 7 and 12).

Is the resistance below 5.0 ohms?

All

Yes Repair the s hort betw een the P CM S CI Trans m it and the P CM

SCI Receive circuits.


N o Go To 5




M eas ure the res is tance betw een ground and the P CM S CI Trans m it circuit at the

Data Link harness connector (cav 7).


All

Yes Repair the PCM SCI Transmit circuit for a short to ground.


N o Go To 6


Disconnect the PCM harness connector.


Measure t he resistan ce between ground a nd th e PCM SCI Receive circuit in the Dat a

Link h arn ess connector (cav 12).


All

Yes Repair the PCM SCI Receive circuit for a short to ground.


N o G o To 7


Disconnect the PCM harness connector.


CAUTION: DO NOT P ROBE THE PCM HARNES S CONNECTORS. PROBING

TH E P C M H A R N ES S C O N N EC TO R S WI LL D A MA GE TH E PC M TER MI -



Measure the resistance of the PCM SCI Receive circuit from the Data Link harness

connector (cav 12) to th e a ppropriate term inal of special t ool #8815.


All

Yes

G o To 8N o Repair the PCM SCI Receive circuit for an open.


20

COMMUNICATION

*NO R ESP ONSE FROM P CM (PCM SCI ONLY) - NGC C o n t i n u e d


25/365



Disconnect the PCM h arn ess connector.


CAUTION: DO NOT PR OBE THE PCM HARNES S CONNECTORS. P ROBINGTH E P C M H A R N ES S C O N N EC TO R S WI LL D A MA GE TH E PC M TER MI -



Measure t he resistan ce of the P CM SCI Tran smit circuit from the Data Link har ness

connector (cav 7) to th e a ppropriate term inal of special t ool #8815.


All

Yes G o To 9

N o Repair the PCM SCI Transmit circuit for an open.


9 If t h er e a r e n o possible ca u ses r em a in in g, view r epa ir. All

Repair

Replace an d program the P owertrain Control M odule in accor-

dance with the Service Information.


21

COMMUNICATION

*NO R ESP ONSE FROM P CM (PCM SCI ONLY) - NGC C o n t i n u e d


26/365

S y m p t o m :

*NO RESP ONSE FROM SEN TRY KEY REMOTE ENTRY MODULE


ATTEMPT TO COMMUNICATE WITH THE BCM

GROUND CIRCUIT OPE N

FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN

FUSED B(+) CIRCUIT OPEN

OPEN PCI BUS CIRCUIT

SENTRY KEY REMOTE ENTRY MODULE


1 Tu r n t h e ign it ion on .With the DRB, enter Body then Body Computer.

Was the DRB able to I/D or communicate with the BCM?

All

Yes G o To 2

N o Refer to the symptom list for problems related to no communica-

tion with the BCM.

Perform SKREEM VERIFICATION TE ST - VER 1A.


Disconnect the SKREEM h arn ess connector.

Using a 12-volt test light connected to 12-volts, pr obe t he Ground circuit.

Is the tes t l ight i llum inated?

All

Yes

G o To 3

N o Repair the ground circuit for an open.



Disconnect the SKREEM h arn ess connector.


U s ing a 12-volt tes t l ight connected to ground, probe t he F us ed Ignition S w itch

Output circuit.


All

Yes G o To 4

N o Repair the Fused Ignition Switch Output circuit for an open.



Disconnect the SKREEM harness connector.

Using a 12-volt t est light connected t o ground, pr obe th e Fu sed B(+) circuit.


All

Yes G o To 5

N o Repair the Fused B+ circuit for an open.


22

COMMUNICATION


27/365


5 N o t e : E n s u r e t h e r e i s P C I B u s c o m m u n i c a t i o n w i t h o t h e r m o d u l e s o n t h e

v e h i c l e b e f o r e p r o c e e d i n g . I f n o t , r e f e r t o t h e s y m p t o m l i s t f r o m t h e m e n u

a n d r e p a i r a s n e c e s s a r y .

Disconnect the SKREEM h arn ess connector.U s e S cope input cable CH 7058, Cable to P robe adapter CH 7062, and the red and

black test probes.

Connect the scope input cable to the channel one connector on the DRBIII . Attach

the red an d black leads and the cable to probe adapt er t o the s cope input cable.

With the DRBIII select Pep Module Tools.

Select lab scope.

Select Live Data.

Select 12 volt square wave.

Press F2 for Scope.

P res s F 2 and us e the dow n arrow to s et voltage range to 20 volts . P res s F 2 again

when complete.

Connect the Black lead to the chassis ground. Connect the Red lead to the PCI Bus

circuit in the SKREEM connector.

Turn the ignition on.Observe the voltage display on the DRBIII Lab Scope.

Does t he voltage pu lse from 0 t o approximately 7.5 volts?

All

Yes G o To 6

N o Repair the PCI Bus circuit for an open.


6 If t h er e a r e n o possible ca u ses r em a in in g, view r epa ir. All

Repair

Replace and program the S entry K ey Rem ote Entry M odule in

accordance with the Service In forma tion.

Perform SKREEM VERIFICATION TEST - VER 1A.

23

COMMUNICATION

*N O R E S P O N S E F R OM S E N T RY KE Y R E M OT E E N TR Y M OD U L E C o n t i n u e d


28/365

S y m p t o m :

*NO RES P ONSE F ROM TRANS MISS ION CONTROL MODULE - NGC


NO RESPONSE FROM TRANSMISSION CONTROL MODULE

FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN

FUSED B(+) CIRCUIT OPEN

GROUND CIRCUIT(S) OPEN

PCI BUS CIRCUIT OPEN



1 Tu r n t h e ign it ion on .N o t e : As s o o n a s o n e o r m o r e m o d u l e c o m m u n i c a t e s w i t h t h e D R B , a n s w e r

t h e q u e s t i o n .

With t he D RB, attem pt t o com m unicate w ith th e Ins tru m ent Clus ter.

With the DRB, attempt to communicate with the Airbag Control Module.

Was the DRB able to I/D or establish communications with both of the modules?

All

Yes G o To 2

N o Refer t o the Communications category an d perform the appropri-

ate s ym ptom .

P erform 40/41TE (N G C) TRAN S M ISS IO N VERIF ICATIO N

TEST - VER 1.


Disconnect the PCM harness connectors.CAUTION: DO NOT PR OBE THE PCM HARNES S CONNECTORS. PROBING





Using a 12-volt test light connected to ground, probe both Fused Ignition Switch

Output circuits (cavs 11 and 12) in the appropriate terminal of special tool #8815.

N O TE : T h e t e s t l i g h t m u s t i l l u m i n a t e b r i g h t l y. Co m p a r e t h e b r i g h t n e s s t o

t h a t o f a d i r e c t c o n n e c t i o n t o t h e b a t t e r y .

Is the test light illuminated for both circuits?

All

Yes G o To 3

N o Repair the F us ed Ignition S w itch O utput circuit for an open.

Refer to the wiring diagrams located in the Service Information.


TEST - VER 1.

24

COMMUNICATION


29/365




CAUTION: DO NOT PR OBE THE PCM HARNES S CONNECTORS. P ROBING

TH E P C M H A R N ES S C O N N EC TO R S WI LL D A MA GE TH E PC M TER MI -NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL


Using a 12-volt test light connected to ground, probe the Fused B(+) circuit in the

appropriat e t ermina l of special t ool #8815.



Is the tes t l ight i l lum inated?

All

Yes G o To 4

N o Repair the F us ed B(+) circuit for an open. Refer to the w iring

diagrams located in the Service Information.


TEST - VER 1.



CAUTION: DO NOT PR OBE THE PCM HARNES S CONNECTORS. PROBING




Using a 12-volt test light connected to 12-volts, probe each ground circuit in the

appropriat e t ermina l of special t ool #8815.



Is the light illuminated at all ground circuits?

All

Yes G o To 5

N o

RG-Powertrain

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