SECTION 12L - ANTI-LOCK BRAKING &

ELECTRONIC TRACTION CONTROL

CAUTION:

This vehicle will be equipped with a Supplemental Restraint System (SRS). A SRS will

consist of either seat belt pre-tensioners and a driver's side air bag, or seat belt pre-

tensioners and a driver's and front passenger's side air bags. Refer to CAUTIONS,

Section 12M, before performing any service operation on, or around any SRS

components, the steering mechanism or wiring. Failure to follow the CAUTIONS

could result in SRS deployment, resulting in possible personal injury or unnecessary

SRS system repairs.

CAUTION:

This vehicle may be equipped with LPG (Liquefied Petroleum Gas). In the interests of

safety, the LPG fuel system should be isolated by turning 'OFF' the manual service

valve and then draining the LPG serv ice lines, before any service w ork is carried out

on the vehicle. Refer to the LPG leaflet included with the Owner's Handbook for

details or LPG Section 2 for more specific servicing information.

CAUTION:

Whenever any component that forms part of the ABS or ABS/ETC (if fitted), is

disturbed during Service Operations, it is vital that the complete ABS or ABS/ETC

system is checked, using the procedure as detailed in 4 DIAGNOSIS, ABS or

ABS/ETC FUNCTION CHECK, in this Section.

1. GENERAL INFORMATION

NOTE:

There are two systems in this Section; ABS and ABS/ETC. ABS is an Anti-locking Braking System only while the

ABS/ETC system is an Anti-locking Braking System (ABS) and an Electronic Traction Control system (ETC).

1.1 ANTI-LOCK BRAKING SYSTEM (ABS)

The purpose of the Anti-lock Braking System (ABS) is to prevent wheel lock-up during heavy braking conditions on

most road surfaces. A vehicle that is stopped without locking the wheels will normally stop in a shorter distance than

a vehicle with locked wheels, while maintaining directional stability and some steering capability. This allows the

driver to retain greater control of the vehicle during heavy braking.

Therefore, the object of an Anti-lock Braking System (ABS) is to provide drivers with:

1. Enhanced braking performance by reducing vehicle speed in the shortest distance possible on most road

surfaces.

2. Enhanced steering control by enabling the vehicle to move in a driver-controlled direction during braking

manoeuvres.

WHEEL SLIP

Maximum braking is achieved when wheel lock-up

is prevented. Maximum braking force is generated

when the tyre slip is approximately 12%.

Tyre slip can be anywhere between 0% and 100%.

1. 0% slip: The tyre freewheels (Fig. 12L-1).

2. 100% slip: Locked tyre (Fig. 12L-2).

Figure 12L-1

Figure 12L-2

At zero slip, a tyre rolls freely. At 100% slip, a tyre

locks up as the weight of the vehicle pushes the

non-rotating tyre along. At 100% slip, the brakes

stop the tyre but not the vehicle.

Figure 12L-3

The braking system needs tyre traction to function:

in operation, the brakes convert the vehicle's

forward motion into heat energy. The brakes

cannot generate stopping force unless the tyres

have traction. Tyre traction provides a counter

force for the brakes to work against.

The forces involved in stopping a vehicle are

extremely high. For example, stopping an 1800 kg

vehicle from 100 km/h requires the brakes to

generate approximately 8100 kilojoule (kJ) of

braking energy.

At 100% slip, the vehicle's f orward energy is turned

into braking energy between the tyre and the road

surface. However, the disadvantage here is that

the tyres against the road surface are a very poor

high temperature friction material when compared

to that of the brake pads. Brake pad material can

generate stopping f orce muc h more ef ficiently than

the road surface and a non-rotating tyre. The lack

of traction at 100% slip explains why locked wheels

produce long vehicle stopping distances.

Professional drivers carefully control lockup by

limiting brake pressure, but even they cannot

always prevent lock-up on wet roads or in other

reduced traction conditions. In theory, drivers must

limit brake applications just short of lock-up. In

practice, drivers rapidly pump the br akes to reduc e

lock-up. They apply, release, reapply and release

the brakes until the vehicle stops.

However, the mo st skilled driver s cannot pum p the

brakes rapidly or precisely enough for the best

brak ing under all conditions . Of c ourse, pumping of

the brake pedal applies and r eleases the brak es at

all four wheels at the s ame tim e. Ideally, automatic

individual control over the braking at each wheel

would enhance braking on most road surfaces.

This is precisely what ABS attempts to achieve.

STEERING CONTROL

Steering control, like braking, also depends upon

tyre traction: a locked wheel/tyre in 100% slip

condition delivers poor braking and directional

control. Therefore, some tyre rotation is also

necessary for steering control.

Fig. 12L-4 of a sliding vehic le (100%) demons tr ates

the necessity of tyre traction. In this example, the

front tyre direction has minima l steering ef fect. T he

tyres must regain their traction before steering

control is restored to the vehicle.

Figure 12L-4

CORNERING FORCE

Centrifugal force inevitability acts on a vehicle that is turning a corner. A cornering force is needed to overcome the

centrifugal force so that the vehicle will stay on the road. The cornering force is produced when the wheel sideslip

occurs during turns (while the wheels are rotating). The following graph illustrates the relationship between the

percentage of slip, and the cornering force. When the wheel locks completely, the cornering force will then become

zero, that is, the force applied in the lateral direction no longer occurs.

Figure 12L-5

FACTORS AFFECTING BRAKING

During vehicle braking, several conditions and forces are at work. These include:

1. Road surface (dirt, gravel, bitumen).

2. Sudden changes in the road surface (oil, puddles, ice spots).

3. Road conditions (smooth, rough, wet, dry).

4. Vehicle weight.

5. Wheel loading when stopping.

6. Steering manoeuvres.

7. Tyres.

The advent of solid state electronics enables these factors to be monitored and allowed for during braking. Without

special electronics devices, the braking system could not account for these variables.

Figure 12L-6

1.2 ELECTRONIC TRACTION CONTROL (ETC)

Critical driving situations are not restricted to braking; they can also occur during standing start and moving

acceleration (especially on slippery gradients) and during cornering. These conditions can present drivers with more

than they can handle. The result: dangerous driving errors.

Electronic Traction Control (ETC) is designed to solve these problems. The primary purpose of ETC, an expanded

version of ABS, is to reduce the demands placed on the vehicle by the driver by maintaining vehicle stability and

steering response under acceleration (provided that the physical limits are not exceeded). ETC does this through

the use of ABS (brake intervention) and adapting the engine torque to levels corresponding to the traction available

at the road surface, before the situation becomes critical. By combining ETC and ABS, it is possible to obtain higher

levels of safety through dual purpose application of system components.

BASE SYSTEM

The ETC system must be capable of inhibiting wheelspin during initial or moving acceleration under the following

conditions:

• When the lane surface is slippery on one or both sides.

• As the vehicle enters an iced over road surface.

• During acceleration when cornering.

• When starting off on a gradient.

The ETC system must also intervene in the following situations:

• When a wheel spins (the same as when it locks), the lateral forces which it can transmit are limited; the vehicle

becomes unstable and the rear ‘fishtails’. ETC maintains vehicle stability for enhanced safety.

• Spin also leads to increased tyre tread wear and drivetrain stress, ie. rear axle. ETC avoids the drivetrain loads

that occur when a spinning wheel suddenly finds traction on a high adhesive surface.

• ETC must be ready to intervene automatically at all times. ETC employs the difference in slip rates at the drive

wheels to distinguish between cornering and acceleration slippage. The tyres do not drag in tight radius corners,

as can occur with a differential lock. Limited slip differentials can not always inhibit wheel spin resulting from

excess throttle applications. In contrast, ETC also regulates the engine output to ensure that the wheels retain

traction.

• The system responds to conditions in the physical threshold range by triggering a LOW TRAC warning lamp in

the instrument cluster to alert the driver.

2. GENERAL DESCRIPTI ON

There are two types of ABS fitted to VT Series Models, one with traction control ABS/ETC (production options JL9

and NW9) and one without traction control, ABS (production option JL9). ABS is fitted as standard equipment on

Berlina and SS models and is available as an option on all other models except Calais and Acclaim. ABS/ETC is

fitted to Acclaim and Calais models as standard equipment and is available as optional equipment on all other

models except for vehicles with V8 engines or LPG.

NOTE:

Holden will not build a vehicle with Electronic Traction Control (ETC) and LPG, as the systems are

incompatible. If a vehicle with ETC is to be fitted with an aftermarket LPG system, the ETC system must be

permanently disabled.

The only recommended way of disabling the ETC system is to disconnect terminal 27 from the ABS/ETC

Control Module connector YE98, circuit 1427, Black/White wire (actual torque). This is to be achieved by

withdrawing terminal 27 from connector YE98 and taping the wire back to the main wiring harness. This

will disable the ETC system while maintaining normal ABS operation.

If the ETC system is disabled, the TRAC OFF warning lamp in the instrument cluster will be permanently

illuminated when the ignition is on and Diagnostic Trouble Code 74 will be logged. At no time must the

‘TRAC OFF’ warning lamp be disconnected as it’s function is to advise the driver that this safety feature is

not available.

On all VT Series Models, the conventional portion (non-ABS) of the braking system comprises the conventional

heavy duty braking system, specific brake pipe harness and lines and a common master cylinder with the

conventional non-ABS braking system, but has a screw-in blanking plug installed into the lower of the two front

brake outlets. Each front wheel hub also includes the wheel speed sensor as part of the assembly. The rear wheel

speed sensors are toothed pulse rings attached to each of the inner axle flanges.

At road speeds above approximately 6 km/h, the ABS is designed to control brake fluid pressure so that the wheels

are prevented from locking-up during braking, irrespective of the road conditions and tyre grip. The system starts to

regulate when one wheel is detected to be decelerating faster than the other wheels, tending to lock. The vehicle

remains steerable, even in the event of panic braking, for instance on bends or when swerving to avoid an obstacle.

The ABS without traction control fitted to VT Series vehicles modulates braking pressure separately at each front

wheel, with the rear wheels sharing a single ABS modulated hydraulic circuit. This ABS is referred to as a three-

channel system as three separate hydraulic brake circuits are used to achieve anti-lock braking functions. The

ABS/ETC (ABS with electronic traction control) fitted to VT Series vehicles modulates braking pressure separately

at each front and rear wheel. The ABS/ETC is referred to as a four channel system as each of the four wheels have

a separate hydraulic brake circuits which are used to achieve anti-lock braking and traction control functions. The

term modulated refers to the ABS ability to 'Maintain', 'Reduce' or 'Increase' (Build-up) the hydraulic pressure in the

various brake circuits based on various inputs.

The TECH 2 diagnostic scan tool is programmed to assist with VT electrical diagnosis and problem solving,

including ABS and ABS/ETC.

TECH 2 connects to the ABS or ABS/ETC serial data communication information via the Data Link Connector

(DLC), attached to the instrument panel lower right hand trim, to the right of the steering column. For additional

information on DLC location and system diagnosis, refer to 4. ABS, ABS/ETC DIAGNOSIS in this Section. For

additional and more comprehensive information regarding TECH 2, refer to Section 0C TECH 2.

Figure 12L-7

2.1 ABS AND ABS/ETC SYSTEM OVERVIEW

BASIC OPERA TING PRINCIPLE

The rotational speed of each wheel is measured by inductive wheel speed sensors. When the brakes are applied,

the change in rotational speed is used by the processor in the ABS or ABS/ETC Control Module to determine the

deceleration, acceleration and slip of the wheels.

On vehicles with ABS, the front wheels are individually controlled with the rear wheels being controlled jointly (three

channel system). If one side of the road surface is slippery, the rear wheel braking on this surface determines the

braking pressure of both rear wheels. On vehicles with ABS/ETC, select low braking is still used, even thouigh it is a

four channel system.

Figure 12L-8

Three channel ABS

(refer Fig. 12L-9)

The braking force for each of the front wheels is regulated using individual inlet and outlet solenoid valves within the

Hydraulic Modulator, and the rear wheels are controlled by a common set of inlet and outlet solenoid valves within

the Hydraulic Modulator. Four sensors measure the individual speed of each wheel.

Figure 12L-9

Four channel ABS/ETC

(Refer Fig. 12L-10)

The braking force for each wheel (front and back) is regulated using individual inlet and outlet solenoid valves within

the hydraulic modulator. Four sensors measure the individual speed of each wheel.

Figure 12L-10

ABS CONTROL

Lock-up

(refer ➀ in Fig. 12L-12)

During full braking, the driver usually applies braking pressure to such an extent that the wheels lock-up. This

results in a loss of steering control, and the maximum possible braking effect is not attained. During ABS-controlled

full braking, the braking pressure is automatically adjusted to prevent wheel lock-up, regardless of brake pedal

force.

The processes involved are:

• maintaining pressure

• reducing pressure

• increasing (building-up) pressure.

Maintaining Pressure

(refer ➁ in Fig. 12L-11)

If a wheel speed sensor signals severe wheel deceleration to the ABS Control Module, ie. the wheels are likely to

lock-up, the braking pressure at the wheel involved is initially maintained (kept constant) as opposed to being further

increased (point A).

Reducing Pressure

(refer ➂ in Fig. 12L-11)

If the wheel still continues to decelerate rapidly, the pressure in the brake calliper circuit is reduced so that the wheel

is braked less heavily (point B).

Increasing (Building-up) Pressure

(refer ➃ in Fig. 12L-11)

The wheel accelerates again as a result of the reduced braking pressure. Upon reaching a specific limit, the ABS or

ABS/ETC Control Module registers the fact that the wheel is now not being braked sufficiently. The formerly

reduced pressure is then increased, provided pedal pressure is maintained, so that the wheel is again decelerated

(point C). The control cycle begins again. There are approximately four to six control cycles per second, depending

on the state of the road surface. This rate is made possible by rapid electronic signal processing and the short

response times of the solenoid valves.

Self-Monitoring

At the start of a journey, the system automatically carries out an operational check in accordance with a stored

program in the ABS or ABS/ETC Control Module. The signals generated during a braking process are simulated

and the signals transmitted to the hydraulic modulator are checked for their correctness.

During the journey the system monitors itself by comparing the logical sequence of input and output signals with

memorised limit values, in addition to monitoring the voltage supply.

If a system defect is detected, the ABS switches itself off and the driver can still use the conventional, non ABS

controlled braking system. This changeover is indicated by the illumination of an ABS warning lamp in the

instrument cluster.

Performance

When full braking power is applied, the vehicle is optimally braked while retaining its full directional stability and

steerability. The ABS prevents wheel lock-up above a minimum speed of approximately 6 km/h, whether on ice or

on a dry road surface.

Figure 12L-11

2.2 NORMAL CONDITIONS DURING ANTI-LOCK BRAKING AND TRACTION CONTROL

INTERVENTION

During anti-lock braking, a series of rapid pulsations are felt through the brake pedal. These pulsations occur as

solenoid valves within the underhood Hydraulic Modulator Assembly change position to modulate brake hydraulic

pressure. Brake pedal pulsation continues until the vehicle is stopped or the ABS mode disengages.

The operation of the pump, also within the Hydraulic Modulator Assembly, is characterised by rapid brake pedal

pulsation that is accompanied by some electric motor and pump noise. Pump operation may be perceived during

regular vehicle operation or during initial ABS or ABS/ETC Control Module self-test. While these functions sometime

cause driver concern, they are normal functions of ABS operation.

During traction control, normal operation is less noticeable; the operation of the pump may still be heard together

with a power sag from the engine as the ABS/ETC Control Module requests the PCM to bring engine torque into a

specific range.

When the vehicle reaches approximately 6 km/h and provided the ABS or ABS/ETC Control Module does not sense

a stop lamp switch input, after initial engine start-up and driving away, the ABS or ABS/ETC Control Module tests

the solenoid valves and pump. This self test can be heard by the driver and is a normal operating function of the

ABS. If the ABS or ABS/ETC Control Module does sense a stop lamp switch input, the self test will not occur until

the vehicle is travelling at approximately 18 km/h.

Normal function of the ABS, TRAC OFF and LOW TRAC warning lamps in the instrument cluster are as follows:

ABS lamp: should illuminate when the ignition is switched on and will go out approximately two seconds later.

Should the lamp not go out, the ABS or ABS/ETC Control Module has detected a system fault.

TRAC OFF lamp: should illuminate when the ignition is switched on and will go out approximately five seconds later

(or two seconds latter with engine running). If the lamp does not go out, either the ABS/ETC Control Module has

detected a system fault, or the system has been manually switched off.

LOW TRAC lamp: should illuminate when the ignition is switched on and will go out approximately two seconds

later. This lamp will flash whenever the ETC system is engaged.

2.3 ABS AND ABS/ETC SYSTEM COMPONENTS

WHEEL SPEED SENSORS AND PULSE RINGS

Inductive wheel speed sensors are used to detect

the rotational speed of each wheel. There are

specif ic wheel sensor ass emblies f or front and rear

wheels.

Front Wheel Speed Sensors

The f ront wheel speed sensors are incor porated as

part of the front suspension front wheel hub

assembly.

Figure 12L-12

There are three specific front wheel hub

assemblies available. For vehicles with ABS or

ABS/ETC there is a right and left, which

incorporates the wheel speed sensor and a 48

tooth magnet impulse r ing. For non ABS vehicles , a

common hub is used for both sides.

Identification of the front wheel hub assemblies is

by the assembly part number etched on the outer

surf ace of the hub wheel flange or by simply noting

whether a wheel speed sensor cap is fitted to the

hub, refer Fig.12L-13.

CAUTION:

During any service operation that requires the

replacement of the front hub assembly on a

vehicle equipped with ABS or ABS/ETC, ensure

that the correct replacement hub assembly is

installed, otherwise malfunctioning of the ABS

or ABS/ETC will occur. Figure 12L-13

FRONT WHEEL HUB IDENTIFICATION

VEHICLE TYPE HUB PART NUMBER

Vehicles without ABS

or ABS/ETC 92039932

Vehicles with ABS or

ABS/ETC 92046941 L/H

92046940 R/H

Fig. 12L-14 illustrates a sectioned view of the front

wheel sensor in the front hub assembly.

The components of the sensor are:

• magnetic impulse ring (1)

• coil (3)

• flux concentrator (4)

• coaxial connector (6)

The magnetic impuls e ring ( 1), attached to the fr ont

hub rotating member (2), is magnetised and

contains 48 individual magnets evenly spaced

around the ring.

On the flux concentrator (4) there are a

corresponding 48 evenly spaced teeth (5).

Magnetic flux (7), generated from the impulse ring

(1), is induced into the coil (3) via the flux

concentrator (4).

As the road wheel is rotated, the front hub inner

member and magnetic impulse ring rotate as one,

causing a variation of the magnetic flux generated

in the flux concentrator. This change in the

magnetic flux causes an alternating voltage to be

induced in the coil of the sensor.

Figure 12L-14

The frequency and amplitude of the induced

voltage are dependent on wheel RPM, the number

of turns of the coil, the magnetisation level of the

impulse ring and the number teeth of the flux

concentrator. Of all these factors, the only variable

is the wheel RPM, so the frequency and amplitude

of the output signal depend on the speed of wheel

rotation.

Figure 12L-15

NOTE:

Apart from wheel stud replacement, there are no

serviceable item s in the front wheel hub assembly.

With the unit being a 'sealed for life' assembly,

there are no requirements for wheel speed sensor

and/or bearing adjustments. Should a non-

standard condition develop, then the hub assem bly

must be replaced as complete unit.

Rear Wheel Speed Sensors

The rear wheel speed sensor basically consists of

a magnetic core and a coil. The pole tip is

surrounded by a m agnetic f ield. As the wheel turns,

the teeth of the pulse ring cause changes in this

magnetic field. The magnetic flux thereby changes

and an alternating voltage is induced in the coil of

the wheel speed sensor.

The pole piece on the outer surface of the sensor is

of a plastic construction and therefore there is no

requirement to coat the outer surface with high

temperature grease when reinstalling sensor

assemblies (as on previous models).

The rear wheel speed sensors have a high voltage

output and therefore, there is no need to install

shim s between the sens or and its mating m ounting

bracket.

Figure 12L-16

The rear wheel speed sensors are located in a

bracket which is part of the final drive rear cover.

Each pulse ring is a toothed ring made of a ferrous

metal that rotates to allow the wheel speed sensor

to read the rotational speed of each rear wheel.

The rear wheel pulse rings are part of the final drive

inner axle flanges and are not serviced separately.

As the road wheels rotate, the wheel speed

sensors generate an AC electrical signal

proportional (in frequency and amplitude) to the

wheel speed. The ABS or ABS/ETC Control

Module uses wheel speed signals to determine

when anti-lock control or traction control is

required. Specifically, the module uses wheel

speed sensor signals to find out whether any of the

wheels are decelerating rapidly (locking) or

accelerating rapidly (slipping).

Figure 12L-17

The ABS and ABS/ETC systems are calibrated to

use tyres of a known rolling radius and pulse rings

with a specific number of teeth. The number of

teeth on the pulse rings correspond directly to tyre

size. If one of the tyres fitted to the vehic le is larger

or smaller (not to original equipment size) than the

remainder of the tyres on the vehicle, the ABS or

ABS/ETC Control Module will not modulate brake

system hydraulic pressure properly. Improper

system operation occurs because the wheel speed

signal from the off-size tyre makes the module

think that one wheel is ac celerating or decelerating

faster than the others.

NOTE:

IT IS IMPO RT ANT T HAT T HE VEHICLE O NLY BE

EQUIPPED WITH THE ORIGINAL EQUIPMENT

TYRE SIZE AS NOMINATED ON THE VEHICLES

TYRE PLACARD. CHANGING TYRE SIZE

COULD AFFECT SYSTEM FUNCTION.

ABS AND ABS/ETC CONTROL MODULE

The ABS or ABS/ETC Control Module evaluates

the signals from the wheel speed sensors and

computes the permissible wheel slip for optimum

braking and traction.

It regulates the necessary braking pressure in the

brake calipers by means of solenoid valves within

the Hydraulic Modulator assembly. The ABS or

ABS/ETC Control Module tests the system in

accordance with a defined program and monitors it

during driving.

The ABS/ETC Control Module also monitors both

front and rear wheel speeds through the wheel

speed sensors. If at any time during acceleration

the ABS/ETC m odule detec ts drive wheel slip, it will

request (on the Torque Request circuit) the

Powertrain Control Module (PCM) to bring excess

engine torque into a specific range. This is

accomplished via two high speed Pulse Width

Modulated (PWM) circuits between the ABS/ETC

Control Module and the PCM. The PCM will then

adjust spark firing and air/fuel ratio, altering boost

duty cycle (Supercharge engine only), and shutting

OFF up to five (5) injectors (if necessary), and

report the modified torque value (on the Torque

Achieved circuit) back to the ABS/ETC Control

Module. Simultaneously with engine torque

management, the ABS/ETC Control Module will

activate the ABS isolator valves, turn on the ABS

pump m otor and supply brake pressure to the over

spinning wheel/s.

The ABS or ABS/ETC Control Module is integrated

with the hydraulic modulator and is located in the

engine compartment, forward of the master

cylinder.

There are different control modules used in VT

Series Model vehicles for ABS and ABS/ETC

systems. It is physically impossible to fit an ABS

Control Module to an ABS/ETC Hydraulic

Modulator or an ABS/ETC Control Module to a ABS

Hydraulic Modulator. However, if replacing either

an ABS or ABS/ETC Control Module, always refer

to the latest VT Series Model Parts Information for

the correct ABS Control Module part numbers.

Figure 12L-18

HYDRAULIC MODULATOR

The hydraulic m odulator f or the ABS c onsis ts of six

solenoid valves (three inlet and three outlet), two

accumulators, one for the front brake circuits and

the other for the rear brak e circuit and a brak e f luid

return pump.

The hydraulic modulator for ABS/ETC system

consists of ten solenoid valves (four inlet, four

outlet and two ETC solenoid valves), two

accumulators, one for the front brake circuits and

the other for the rear brak e circuit and a brak e f luid

return pump.

The solenoid valves are actuated by the ABS or

ABS/ETC Control Module. Depending on the

switching stage, they connect the wheel brake

calipers either with the brake master cylinder or

with the pump assembly, or disconnect the wheel

brake calliper from both the circuit and pump.

When pressure is reduced, the return pump

conveys the brake fluid flowing out of the wheel

brak e cylinder s back into the brak e mas ter cylinder

via the corresponding accumulator. The

accumulators serve to temporarily accommodate

the brake fluid 'surplus' which suddenly occurs

following a drop in pressure.

The hydraulic modulator is mounted in the engine

compartment, forward of the brake master cylinder.

Figure 12L-19

ABS WARNING LAMP

Located in the instrument cluster, the ABS warning

lamp is part of the driver warning system, refer to

Fig. 12L-20.

The ABS warning lamp is controlled by the ABS or

ABS/ETC Control Module. It is illuminated to warn

the driver that autom atic anti-loc k brak ing c apability

is totally inhibited. This does not affect the

operation of the vehicle's conventional braking

system.

The ABS warning lamp will illuminate when:

1. The ignition is turned on. The lamp will go out

after a stationary 'Self Check' is completed

(two to five seconds).

2. The ABS or ABS/ETC Control Module detects

an ABS electrical wiring or component

problem.

3. The ABS or ABS/ETC Control Module detects

a problem within itself.

These conditions are part of the ABS self-check.

4. When using TECH 2 in certain diagnostic

modes for ABS or ABS/ETC diagnosis, the

ABS or ABS/ETC is disabled by the ABS or

ABS/ETC Control Module while it is

communicating with TECH 2.

Should the ABS warning lamp lose power (from

fuse F13 ignition fuse) or the ABS Control Module

lose earth (terminals 19, 20 and 21), the ABS

warning lamp will not illuminate at any time.

Figure 12L-20

ELECTRONIC TRACTION CONTROL (ETC) WARNING LAMPS

There are two electronic traction control warning

lamps located in the instrument panel cluster;

TRAC OFF and LOW TRAC, refer to Fig. 12L-21.

The TRAC OFF warning lamp is controlled by the

ABS/ETC Control Module, via the serial data bus

circuit, and will illuminate to warn the dr iver that the

ETC system has been disabled.

The TRAC OFF warning lamp will illuminate when:

1. The ignition is turned on. The lamp will go out

after a stationary 'Self Check' is completed

(two to five seconds).

2. When the ETC system is manually switched

off, via the TRAC CTRL button.

3. The ABS/ET C Control Module detects an ET C

electrical wiring or component problem.

4. The ABS/ETC Control Module detects a

problem within itself.

5. When using TECH 2 in certain diagnostic

modes for ABS or ABS/ETC diagnosis, the

ABS and ETC systems are disabled by the

ABS/ETC Control Module while it is

communicating with the TECH 2.

Should the TRAC OFF or LOW TRAC warning

lamps lose power (from fuse F13 ignition fuse)

neither of these lamps will illuminate. Also, if the

ABS/ETC Control Module loses earth (terminals 19,

20 and 21), the LOW TRAC warning lamp will not

illuminate.

The LOW TRAC warning lam p is als o controlled by

the ABS/ETC Contr ol Module and will illum inate for

two seconds when the ignition is switched on and

then go out, or will flash when the ABS/ETC Control

Module is controlling wheel spin, indicating that the

vehicle is in a critical situation.

Figure 12L-21

ELECTRONIC TRACTION CONTROL (ETC) SWITCH

In certain circumstances (i.e. if the vehicle became

bogged and could be ‘rocked out’) it may be

necessary to disable the electronic traction control

system (ETC). This is achieved by pressing the

TRAC CTRL button, located near the transmission

selector, refer to Fig. 12L-22. If the traction control

system is switched off, the TRAC OFF lamp will

illuminate. T he system c an be switched on again by

either pressing the TRAC CTRL button again or

when the ignition is next cycled (off to on).

NOTE 1:

If the electronic traction control system is

commanded off, the ABS will still function normally.

NOTE 2:

If the T RAC CTRL button is depr ess ed and held f or

ten or m ore sec onds, the ABS/ET C Control Module

will see this as a short circuit and the ETC will be

permanently enabled until the ignition is switched

off and the engine restar ted. Additionally, the TRAC

OFF warning lam p (if illuminated) will be turned off

until the ignition is switched off and the engine

restarted.

Figure 12L-22

BRAKE MASTER CYLINDER

On VT Series Models, a common brake master

cylinder is used on vehicles with standard, ABS and

ABS/ETC brake systems. The only difference being

that the master cylinder used with ABS and

ABS/ETC systems has a screw-in blanking plug

installed and tightened into the lower of two front

brake outlets in the master cy linder.

Figure 12L-23

ABS & ETC FUSES

A separate ABS 60 amp fusible link, marked FR, is

incorporated in the engine compartment fusible link

housing.

Also, an additional 10 amp fuse is used for the ABS

and is located in the passenger compartment fuse

panel at fuse location No. 27.

The ABS, TRAC OFF & LOW TRAC warning

lamps are supplied voltage via F13 located in the

passenger compartment fuse panel.

Figure 12L-24

STOP LAMP SWITCH

The stop lamp switch, located in the brake pedal

support, provides a ‘brakes applied’ 12 volt input

signal to terminal 14 of the ABS Control Module.

Whenever the ABS or ABS/ETC Control Module

receives this signal the ABS control cycle will begin.

If the driver pum ps the brake pedal during the ABS

operation, the control cycle will be reset.

The stop lamp switch is a normally-open switch that

supplies battery voltage to the stop lamps and

terminal 14 of the ABS or ABS/ETC Control

Module, when closed, When the switch is open

(brakes not applied), terminal 14 of the ABS or

ABS/ETC Control Module is earthed through the

stop lamps, causing the voltage at terminal 14 to be

pulled low (less than 0.2 volts)

Also, if the ABS or ABS/ETC Control Module

senses a stop lamp switch input, the self test will

not occur until the vehicle is travelling at

approximately 18 km/h.

For all ser vice operations on the s top lamp s witch,

refer to Section 12B LIGHTING SYSTEM.

Figure 12L-25

2.4 INSTALLATION POSITION OF ABS AND ABS/ETC COMPONENTS

The following figures illustrate the installed positions of the various ABS and ABS/ETC components.

ABS OR ABS/ETC HYDRAULIC MODULATOR INSTALLA TION

Figure 12L-26

MAIN WIRING HARNESS INSTALLATION TO ABS OR ABS/ETC

Figure 12L-27

FRONT WHEEL SPEED SENSOR LEAD ROUTING

Figure 12L-28

BODY HARNESS INSTALLATION TO ABS OR ABS/ETC

Figure 12L-29

FRONT BRAKE LINE ROUTING

Figure 12L-30

Figure 12L-31

2.5 ABS PRINCIPLES OF OPERATION - EXCLUDING ABS/ETC

NON-ANTI-LOCK BRAKING

Under normal braking conditions, the anti-lock braking system functions much like a conventional braking system.

Brake fluid pressure is provided by the brake master cylinder and the power booster.

For non-anti-lock braking, hydraulic pressure is applied to the brake callipers without any intervention from the ABS.

At this time, the hydraulic modulator establishes an open two-way fluid path from the master cylinder to the brake

callipers. Non-anti-lock braking occurs when the wheel sensors do not detect wheel lock-up tendencies. However,

even though the ABS is passive during normal braking, the ABS Control Module is constantly monitoring for rapid

deceleration of any of the wheels and a signal from the brake switch (brakes applied input). Rapid wheel

deceleration during a braking operation could indicate wheel lock-up.

ANTI-LOCK BRAKING

When the ABS senses any tendency for wheel lock-up, it enters the anti-lock mode. During anti-lock braking, the

ABS modulates hydraulic pressure in the brake circuits to control wheel slip to 10 - 20%. For anti-lock braking, the

ABS Control Module controls current flow to the hydraulic modulator solenoid valves to control (by maintaining,

decreasing or increasing) hydraulic pressure in the brake circuits.

NOTE:

The hydraulic modulator cannot increase brake circuit hydraulic pressure above the pressure supplied by the brake

master cylinder.

Figure 12L-32

ABS CONTROL MODULE OPERATION

Inputs

The following ABS components send signals to the ABS Control Module where they are evaluated in order for the

module to maintain and control wheel slip.

1. Ignition on input, (via fusible link FJ, ignition switch, fuse F27) - ABS Control Module terminal No. 15.

2. Wheel speed sensor inputs - ABS Control Module terminal No’s. LHF 6 and 7, RHF 4 and 5, LHR 8 and 9, and

RHR 1 and 2.

3. Brakes applied input (from brake lamp switch) - ABS Control Module terminal No. 14.

4. Battery voltage - ABS Control Module terminals 17 and 18.

Outputs

To control the anti-lock braking system, the ABS Control Module sends command signals to the following

components.

1. Valve relay/solenoid valves - internal control.

2. Pump relay/pump motor - internal control.

3. ABS warning lamp - ABS Control Module terminal No. 21.

4. Serial data - ABS Control Module terminal No. 11.

5. Self diagnostic 'Flash Code Actuation' - ABS Control Module terminal No. 12.

With the ignition switch in the ON position, battery voltage is applied to the ABS Control Module terminal No. 15 via

fuse F27. Battery voltage is applied to the pump motor relay and valve relay, via fusible link FR. Neither of the relays

will operate until they receive an earth from the ABS Control Module.

Also, battery voltage is supplied to the ABS warning lamp via fuse F13. The warning lamp will not illuminate until it is

earthed by the ABS Control Module. If the ABS module is not connected, terminals 19, 20 and 21 will be shorted

together with the connector and the ABS warning lamp will be illuminated.

Wheel speed sensors are located at each front wheel and at each final drive inner axle flange. When the vehicle

starts moving, all of the speed sensors create signals that are input to the ABS Control Module at terminals 1 and 2,

4 and 5, 6 and 7, 8 and 9. These signals are AC electrical pulses that are proportional (in frequency and amplitude)

to wheel rotational speed.

Once the vehicle has been started and driven over approximately 6 km/h, the Control Module performs an ABS self

test. The Control Module test cycles each solenoid valve and the return pump in the hydraulic modulator to check

component operation. The Control Module checks its own logic section and circuitry. If errors are detected during

this test, the Control Module earth’s terminal 21 and the ABS warning lamp is illuminated to warn the driver of a

problem with the system. The ABS Control Module remains deactivated until the next ignition switch OFF to ON

cycle when the process is repeated and the ABS warning lamp will be illuminated.

The ABS self test occurs once each ignition cy cle as follows:

1. After receiving an ignition 'ON' input, the Control Module earth’s and activates the valve relay.

2. When the vehicle reaches approximately 6 km/h, the Control Module tests the solenoid valves and the return

pump in the modulator. This test can usually be heard and/or felt by the driver.

3. If the pump or solenoid valves fail to operate, the ABS will be disabled and the ABS warning lamp will be

illuminated.

4. As soon as the ABS Control Module receives a signal from any of the wheel speed sensors, it checks wheel

speed sensor output. If any of the wheel speed sensor signals are not detected, or are incorrect, the ABS will

be disabled and the ABS warning lamp will be illuminated.

Once the vehicle is moving, the Control Module continuously monitors itself and the following components:

1. Solenoid valves.

2. Wheel speed sensors.

3. Wiring harness and relays.

4. Battery voltage.

If battery voltage drops below approximately 9 volts, the ABS will be disabled and the ABS warning lamp will be

illuminated.

During braking applications, if one or more wheels start to decelerate too quickly, the ABS is engaged and the

modulation process begins. Wheel speed information sent to the ABS Control Module is processed and the module

determines proper solenoid valve operation in the modulator. The modulator contains six solenoid valves; two for

each front wheel with the rear wheels both having two common solenoid valves.

HYDRAULIC MODULATOR OPERATION

The hydraulic modulator executes ABS Control Module commands using six solenoid valves that are located in the

hydraulic modulator assembly, are in series with the brake master cylinder and the brake circuits. The hydraulic

modulator solenoid valves are activated separately by the ABS Control Module corresponding to various ABS

control phases:

1. Non-ABS Braking

2. Maintaining Pressure

3. Reducing Pressure

4. Increasing (Building-up) Pressure

While the hydraulic modulator assembly contains six solenoid valves and a brake fluid return pump; for explanation

of the system operation, only two solenoid valves and one accumulator will be described. The operation is the same

for all three circuits.

Non-ABS Braking

During this condition, the solenoid valves 2a and 2b

are not activated. Valve 2a [pressure holding (inlet)

solenoid valve] is open. This allows brake fluid to

flow in either direction between the brake master

cylinder and the brake calliper, providing for

conventional non-ABS braking. The solenoid valve

2b [pressure release (outlet) solenoid valve] is

closed, blocking off the passage to the accumulator

and the return pump.

The brake master cylinder (1) hydraulic pressure is

applied to the brake circuits (3). If the ABS Control

Module (5) does not detect any rapid wheel

deceleration, the ABS will remain passive at this

time. Figure 12L-33

Figure 12L-34

Maintaining Pressure

When the ABS Control Module detects excessive

wheel deceleration, based on the wheel speed

sensor (4) signal, it commands the pressure

holding (inlet) solenoid valve (2a) on, to maintain

brake circuit pressure. It does this by earthing the

respective circuit, therefore allowing a current flow

through the coil of solenoid valve 2a. This causes

the armature and valve to move downward,

isolating the brake circuit (3) from the master

cylinder.

Figure 12L-35

NOTE:

With the brake circuit isolated, brake circuit

pressure between the modulator and the brake

calliper circuit remains constant despite increased

master cylinder hydraulic pressure.

Figure 12L-36

Reducing Pressure

If isolation of a brake circuit between the brake

master cylinder and the brake calliper does not

reduce the excessive wheel deceleration, the ABS

Control Module (5) commands the pressure

release (outlet) solenoid valve (2b) to reduce

hydraulic brake pressure in the brake circuit. During

this phase, the ABS Control Module earths the coil

of the solenoid valve 2b, allowing a current flow

through the coil windings. This causes the armature

and valve to move downward, opening a passage

from the brake circuit to the accumulator (2c) and

the return pump inlet (2d). At this stage, both

solenoid valves (2a and 2b) are activated

simultaneously. Figure 12L-37

NOTE:

At this time, the brake circuit is isolated from the

ma ster cylinder by the retur n pump valving and the

return pump is energised.

This action sends brake fluid from the brake

circuits back to the master cylinder against brake

pedal pressure. The return pump continues to

operate during the rest of the anti-lock cycle.

Figure 12L-38

Accumulators

During the 'Reducing Pressure' phase of ABS

modulation, the accumulators (2c) temporarily

store fluid from the brake circuits. Some road

conditions require the relief of a large volume of

fluid from the brake callipers. In such conditions,

the accumulator guar antees pr es sur e r eduction. As

soon as the solenoid valve (2b) moves to the

'Reduction Pressure' position, brake fluid from the

brake circuit flows into the accumulator. Thus,

before the return pump (2d) starts operation, the

accumulator allows an immediate pressure

reduction in the brake circuit. The front brake

circuits share a common accumulator. The rear

brake circuit uses a separate accumulator. The

accumulators are spring-loaded and designed to

operate at less than 1000 kPa.

Increasing (Building-up) Pressure

The wheel accelerates again as a result of the

reduced braking pressure. Upon reaching a

specific lim it, the ABS Control Module registers the

fact that the wheel is now not being braked

sufficiently.

The ABS Control Module then de-energises both

solenoid valves and the formerly reduced pressure

is then increased so that the wheel is again

decelerated. The ABS control cycle begins again.

There are approximately 4 to 6 control cycles per

second, depending on the state of the road surface.

NOTE:

Circuit pressure cannot increase above master

cylinder pressure. Figure 12L-39

Figure 12L-40

MASTER CYLINDER OPERATION

The operation of the master cylinder assembly

used on vehicles with ABS is the same as the

assembly used on vehicles without ABS refer to

Section 5A STANDARD BRAKES for details.

OPERATION AND TESTING OF THE ABS WARNING LAMP

The following gives information about the

functioning and m alfunctioning of the ABS warning

lamp.

ABS Warning Lamp

W hen the ignition is s witched on, the warning lamp

illuminates for approximately 2 seconds. During this

period of time, the ABS Control Module perf orms a

check of the ABS system wiring.

On all vehicles with ABS, as soon as all four wheels

of the vehicle exceed a speed of approximately 6

km/h for the first time after starting, the ABS

system tests itself automatically (ABS 'Self-Test').

The ABS Control Module cycles each solenoid

valve and the return pump motor to check

component operation. The ABS Control Module

also checks its own circuitry.

This procedure is repeated every time the ignition is

switched OFF and the engine is started again. In

addition, the ABS constantly tests itself while the

vehicle is travelling.

The warning lamp is also used for self diagnosis

purposes.

Incorrect Warning Lamp Indications

1. Warning lamp does not illuminate after

switching ignition ON.

2. Warning lamp does not go out after

approximately 2 seconds.

3. Warning lamp illuminates when driving or

illuminates occasionally.

Illumination of the ABS warning lamp indicates to

the driver that the ABS is defective.

When the ABS warning lamp is activated, the

vehicle reverts to normal braking as in vehicles

without ABS fitted (eg. under emergency braking,

wheel/s may lock).

Occ asional illumination of the warning lamp may be

brought about through the battery being

insufficiently charged.

The lamp lights up only as long as there is a low

voltage, eg. after switching on electrical

components at idle.

The causes of trouble can be determined with the

assistance of the TECH 2 diagnostic scan tool.

Figure 12L-41

2.6 ABS/ETC PRINCIPLES OF OPERATION - EXCLUDING ABS

NON-ANTI-LOCK BRAKING / NON-TRACTION CONTROL

Under normal braking and driving conditions, the anti-lock braking system functions much like a conventional

braking system. Brake fluid pressure is provided by the brake master cylinder and the power booster.

For non-anti-lock braking, hydraulic pressure is applied to the brake callipers without any intervention from the ABS.

At this time, the hydraulic modulator establishes an open two-way fluid path from the master cylinder to the brake

callipers. Non-anti-lock braking occurs when the wheel sensors do not detect wheel lock-up tendencies. However,

even though the ABS is passive during normal braking, the ABS/ETC module is constantly monitoring for rapid

acceleration (wheel slip) and deceleration (wheel lock) of any of the wheels and a signal from the brake switch

(brakes applied input).

ANTI-LOCK BRAKING

When the ABS senses any tendency for wheel lock-up, it enters the anti-lock mode. During anti-lock braking, the

ABS modulates hydraulic pressure in the brake circuits to control wheel slip to 10 - 20%. For anti-lock braking, the

ABS Control Module controls current flow to the hydraulic modulator solenoid valves to control (by maintaining,

decreasing or increasing) hydraulic pressure in the brake circuits.

NOTE:

The hydraulic modulator cannot increase brake circuit hydraulic pressure above the pressure supplied by the brake

master cylinder during anti-lock braking.

ELECTRONIC TRACTION CONTROL

When the ABS/ETC Control Module senses spin from the drive wheels due to too much engine torque for the road

conditions, it enters the traction control mode.

The ABS/ETC module monitors both front and rear wheel speeds through the wheel speed sensors. If at any time

during acceleration the ABS/ETC module detects drive wheel slip, it will request [on the Torque Request (MMR)

circuit] the Powertrain Control Module (PCM) to bring engine torque into a specific range. This is accomplished via

two high speed Pulse Width Modulated (PWM) circuits between the ABS/ETC module and the PCM. The PCM will

then adjust spark firing and air/fuel ratio, altering boost duty cycle (Supercharged engine only), and shutting OFF up

to five (5) injectors (if necessary), and report the modified torque value [on the Torque Achieved (MMI) circuit] back

to the ABS/ETC module. Simultaneous with engine torque management, the ABS/ETC module will activate the ABS

isolation valves, turn on the ABS pump motor and supply brake pressure to the over spinning wheel(s).

The isolation valves isolate the front brake hydraulic circuits from the master cylinder and rear brake hydraulic

circuits. Once the rear brake hydraulic circuits are isolated, pressure can be applied to the rear wheels without

affecting any other brake hydraulic circuits. The ABS/ETC module opens the priming valve, allowing fluid to be

drawn from the master cylinder to the pump motor, turns on the ABS pump motor to apply pressure, begins cycling

the ABS assembly's inlet and outlet valves, and closes the switching valve, ensuring fluid is directed to the wheel

not back into the master cylinder.

The inlet and outlet valve cycling aids in obtaining maximum road surface traction in the same manner as the anti-

lock brake mode. The difference between Traction Control and Anti-Lock Brake mode is that brake fluid pressure is

increased to lesson wheel spin (Traction Control mode), rather than reduced to allow greater wheel spin (Anti-Lock

Brake mode).

If at any time during traction control mode, the brakes are manually applied, the brake switch signals the ABS/ETC

module to inhibit brake intervention and allow for manual braking (engine intervention can still occur if necessary).

Figure 12L-42

ABS/ETC CONTROL MODULE OPERATION

Inputs

The following ABS/ETC components send signals to the ABS/ETC Control Module where they are evaluated in

order for the module to maintain and control wheel slip/spin.

1. Ignition on input, (via fusible link FJ, ignition switch, fuse F27) - ABS/ETC module terminal No. 15.

2. Wheel speed sensor inputs - ABS/ETC module terminal No's. LHF 6 and 7, RHF 4 and 5, LHR 8 and 9, and

RHR 1 and 2.

3. Brakes applied input (from brake lamp switch) - ABS/ETC module terminal No. 14.

4. Battery voltage - ABS/ETC module terminals 17 and 18.

5. Actual Torque (torque acknowledgment) - ABS/ETC module terminal 27.

6. Engine speed signal - ABS/ETC module terminal 30.

7. ETC disable switch (TRAC CTRL) - ABS/ETC module terminal 31.

Outputs

To control the anti-lock braking system and traction control system, the ABS/ETC Control Module sends command

signals to the following components.

1. Valve relay/solenoid valves - internal control.

2. Pump relay/pump motor - internal control.

3. Serial data - ABS/ETC module terminal No. 11.

4. Self diagnostic 'Flash Code Actuation' - ABS/ETC module terminal No. 12.

5. Torque requested - ABS/ETC module terminal No. 13

6. ETC warning lamp (TRAC OFF, LOW TRAC) - ABS/ETC module terminal 20.

7. ABS warning lamp - ABS/ETC module terminal No. 21.

With the ignition switch in the on position, battery voltage is applied to the ABS/ETC Control Module terminal No. 15

via fuse F27. Battery voltage is applied to the pump motor relay and valve relay, via fusible link FR. Neither of the

relays operate until they receive an earth from the ABS Control Module.

Also, battery voltage is supplied to the ABS and ETC warning lamps via fuse F13. The LOW TRAC and ABS

warning lamps will not illuminate until they are earthed by ABS/ETC Control Module. If the ABS/ETC Control Module

wiring harness connector YE98, is not connected to the Control Module, terminals 19, 20 and 21 are shorted

together by a shorting bar, and the LOW TRAC and ABS warning lamps will be illuminated. The TRAC OFF warning

lamp is defaulted to the ON position and is turned off via a serial data message from the ABS/ETC Control Module

when the ignition is turned on (provided the sy stem is OK).

Wheel speed sensors are located at each front wheel and at each final drive inner axle flange. When the vehicle

starts moving, all of the speed sensors create signals that are input to the ABS/ETC Control Module at terminals 1

and 2, 4 and 5, 6 and 7, 8 and 9. These signals are AC electrical pulses that are proportional (in frequency and

amplitude) to wheel rotational speed.

Once the vehicle has been started and driven over approximately 6 km/h, the Control Module performs an

ABS/ETC self test. The Control Module test cycles each solenoid valve and the return pump in the hydraulic

modulator to check component operation. The Control Module checks its own logic section and circuitry. If errors

are detected during this test, the Control Module earths terminal 20, illuminates the ABS warning lamp and also

sends a message, via the serial data circuit, commanding the TRAC OFF warning lamp to be illuminated. The ABS

and/or ETC warning lamp/s are illuminated to warn the driver of a problem with the system/s. The ABS/ETC Control

Module remains deactivated until the next ignition switch OFF to ON cycle when the process is repeated and the

ABS and/or TRAC OFF warning lamp/s will be illuminated.

The ABS self test occurs once each ignition cy cle as follows:

1. After receiving an ignition ‘ON’ input, the control module earth’s and activates the valve relay.

2. As soon as the ABS/ETC Control Module receives a signal from any of the wheel speed sensors, it checks

wheel speed sensor output. If any of the wheel speed sensor signals are not detected, or are incorrect, the

ABS/ETC system will be disabled and the warning lamps will be illuminated.

3. When the vehicle reaches approximately 6 km/h, the control module tests the solenoid valves and the return

pump in the modulator. If the Control Module recieves a brake lamp switch input below 6 km/h, the self-test will

not occur until the vehicle reaches a road speed of approximately 18 km/h.

4. If the pump or solenoid valves fail to operate, the ABS/ETC system will be disabled and the warning lamps will

be illuminated.

Once the vehicle is moving, the Control Module continuously monitors itself and the following components:

1. Solenoid valves.

2. Wheel speed sensors.

3. Wiring harness and relays.

4. Battery voltage.

If battery voltage drops below approximately 9 volts, the ABS/ETC will be disabled and the ABS and TRAC OFF

warning lamps will be illuminated, while the voltage remains below 9 volts.

During braking applications, if one or more wheels start to decelerate too quickly, the ABS is engaged and the

modulation process begins. Wheel speed information sent to the ABS/ETC Control Module is processed and the

module determines proper solenoid valve operation in the modulator. The modulator contains ten solenoid valves; a

priming and a switching relay, plus one inlet and one outlet valve for each wheel.

When wheel spin is detected and traction control mode begins, the ABS/ETC Control Module also engages ABS

through the modulation process. Additionally, the ABS/ETC Control Module simultaneously changes the engine

torque conditions through the use of engine torque management.

HYDRAULIC MODULATOR OPERATION

The hydraulic modulator executes ABS Control

Module commands using ten solenoid valves.

These solenoid valves, located in the hydraulic

modulator assembly. The hydraulic modulator

solenoid valves are activated separately by the

ABS/ETC Contro l Module corresponding to various

ABS or ETC control phases of :

1. Non-ABS Braking (ABS and ETC phases)

2. Maintaining Pressure (ABS phase)

3. Reducing Pressure (ABS phase)

4. Increasing (Building-up) Pressure (ABS

phase)

5. Normal condition (ABS and ETC phases -

brakes off)

6. Applying (ETC phase)

The hydraulic modulator assembly contains ten

solenoid valves and a brake fluid return pump;

however, for explanation of the operation only one

accumulator and four solenoid valves will be

described ( rear brak es). T he operation is the s ame

for all four circuits.

Non-ABS Braking (ABS and ETC phases)

During this condition, the inlet and outlet valves are

not activated. The inlet valve (pressure holding

solenoid valve) is open. This allows brake fluid to

flow in either direction between the brake master

cylinder and the brake calliper, providing for

conventional non-ABS braking. The outlet valve

[pressure release (outlet) solenoid valve] is closed,

blocking off the passage to the accumulator and

the return pump.

The brake master cylinder hydraulic pressure is

applied to the brake circuits (calliper). If the

ABS/ETC Control Module (not shown) does not

detect any rapid wheel deceleration, the ABS will

remain passive at this time.

Hydraulic modulator status:

LH inlet valve Open LH outlet valve Closed

RH inlet valve Open RH outlet valve Closed

Priming valve Closed Switching valve Open

Motor OFF

Figure 12L-43

Figure 12L-44

Maintaining Pressure (ABS phase)

NOTE: The following diagram and explanation

assumes the right hand rear wheel is having a

tendency to lock.

When the ABS/ETC Control Module detects

excessive wheel deceleration (based on the wheel

speed sensor (not shown) s ignal), it com m ands the

right hand inlet valve (pressure holding solenoid

valve) to maintain brake circuit pressure. It does

this by earthing the respective circuit (RH in this

case), ther efore allowing a current f low through the

coil of inlet valve solenoid. This causes the

armature and valve to move downward, isolating

the brake circuit (calliper) from the master cylinder.

NOTE: W ith the brak e circuit isolated, brake circuit

pressure between the modulator and the brake

calliper circuit remains constant despite increased

master cylinder hydraulic pressure.

Hydraulic modulator status:

LH inlet valve Open LH outlet valve Closed

RH inlet valve Closed RH outlet valve Closed

Priming valve Closed Switching valve Open

Motor OFF

Figure 12L-45

Figure 12L-46

Reducing Pressure (ABS phase)

NOTE:

The following diagram and explanation assumes

the right hand rear wheel is having a tendency to

lock.

If isolation of a brake circuit between the brake

master cylinder and the brake calliper does not

reduce the excessive wheel deceleration, the

ABS/ETC Control Module commands the outlet

valve (pressure release solenoid valve) open to

reduce hydraulic brak e press ure in the brak e circ uit

(RH outlet valve in this case). During this phase,

the ABS/ETC Control Module ear th's the coil of the

RH outlet valve, allowing a current flow through the

coil windings. This causes the armature and valve

to move downward, opening a passage from the

brake circuit to the accumulator and the pump

assem bly inlet. At this stage, both the RH inlet and

RH outlet valves are activated simultaneously.

NOTE:

At this time, the brake circuit is isolated from the

master cylinder by the return pum p valving and the

energised return pump.

This action sends brake fluid from the brake

circuits back to the master cylinder, against brake

pedal pressure. The return pump continues to

operate during the rem ainder of the anti-lock cycle.

This will increase the return flow from the brake

caliper, thus allowing the fluid released from the

caliper to be returned back to the master cylinder.

The pum p will continue to operate during the r est of

the anti-lock cycle.

Hydraulic modulator status:

LH inlet valve Open LH outlet valve Closed

RH inlet valve Closed RH outlet valve Open

Priming valve Closed Switching valve Open

Motor ON

NOTE:

Motor will remain operational until ABS mode is

exited.

Accumulators

During the 'Reducing Pressure' phase of ABS

modulation, the acc umulators ( 2c) temporar ily store

fluid from the brake circuits. Some road conditions

require the relief of a large volum e of fluid f rom the

brak e callipers . In such c onditions, the accum ulator

guarantees pressure reduction. As soon as the

solenoid valve (2b) moves to the 'Reduction

Pressur e' pos ition, brake f luid f rom the br ak e c irc uit

flows into the accum ulator. Thus, before the return

pump (2d) starts operation, the accum ulator allows

an immediate pressure reduction in the brake

circuit. The front brake circuits share a common

accumulator. The rear brake circuit uses a

separate accumulator. The accumulators are

spring-loaded and designed to operate at less than

1000 kPa.

Figure 12L-47

Figure 12L-48

Increasing (Building-up) Pressure (ABS phase)

NOTE: The following diagram and explanation

assumes the right hand rear wheel is having a

tendency to lock.

The wheel accelerates again as a result of the

reduced braking pressure. Upon reaching a

specific lim it, the ABS Control Module registers the

fact that the wheel is now not being braked

sufficiently.

The ABS Control Module then de-energises both

the RH inlet and RH outlet valves and the formerly

reduced pressure is then increased so that the

wheel is again decelerated. The ABS control cycle

begins again. There is approximately 4 - 6 control

cycles per second, depending on the state of the

road surface.

Hydraulic modulator status:

LH inlet valve Open LH outlet valve Closed

RH inlet valve Open RH outlet valve Closed

Priming valve Closed Switching valve Open

Motor ON

Figure 12L-49

Figure 12L-50

ETC Normal condition (ABS and ETC phases)

In the normal condition, there is no brake

intervention. All the valves in the hydraulic

modulator are in their normal rest positions,

allowing for uninterrupted flow for normal braking.

The schematic shows no pressure in the system,

therefore no application of brakes.

Hydraulic modulator status:

LH inlet valve Open LH outlet valve Closed

RH inlet valve Open RH outlet valve Closed

Priming valve Closed Switching valve Open

Motor OFF

Figure 12L-51

ETC in operation (ETC phase)

NOTE:

The following diagram and explanation assumes

the right hand rear wheel is having a tendency to

spin.

Brake intervention

In the schematic below, the ABS/ETC Control

Module has detected that the right hand wheel is

about to enter into a situation where wheel slippage

is going to occur from exces s engine torque for the

road condition.

ABS/ETC Control Module commands the priming

valve open, allowing for fluid to be drawn from the

master cylinder by the pump assembly. The

switching valve is closed, ensuring fluid is directed

to the wheels and not back to the master cylinder.

With the right wheel tending to spin, the left inlet

valve closes, allowing the brak es to be applied only

to the right wheel. This will transfer the torque to

the left wheel. This operation can be applied 4 - 6

times a second and can function on either of the

driven wheels, or both.

Hydraulic modulator status:

LH inlet valve Closed LH outlet valve Closed

RH inlet valve Open RH outlet valve Closed

Priming valve Open Sw itching valve Closed

Motor On

Engine Torque management

Simultaneously to brake intervention, the ABS/ETC

Control Module communicates with the Powertrain

Control Module (PCM), requesting the PCM to

bring the engine torque into a specific range, by

sending a requested torque signal (MMR).

With the ignition on and the engine not running, the

ABS/ETC Contro l Module constantly sends a Puls e

W idth Modulated (PMW ) signal with a duty cycle of

93% to the PCM. The PCM responds with a PW M

signal with a duty cycle of 5%. W hen the engine is

started, the duty cycle of the torque

acknowledgment signal will increase to

approximately 30% at idle. When the ABS/ETC

Control Module determines that a reduction in

engine torque is required, the torque requested

signal will decrease fr om 93% ( no torque r eduction)

to 30% (maximum torque reduction) the PCM will

then reduce the engine torque to the required

amount by adjusting spark firing, air/fuel ratio,

altering boost duty cycle (supercharged engine

only) and shutting OFF up to five injectors (if

necessary). During traction control, the duty cycle

of the actual torque signal (MMI) should be similar

to and follow the duty cycle of the torque requested

(MMR) signal.

Figure 12L-52

MASTER CYLINDER OPERATION

The operation of the master cylinder assembly used on vehicles with ABS is the same as the assembly used on

vehicles without ABS, refer to Section 5A STANDARD BRAKES.

OPERATION AND TESTING OF THE ABS AND 'TRAC OFF' WARNING LAMPS

Should a vehicle equipped with ABS/ETC come into the workshop with one of the following customer complaints,

make sure of the circumstances before checking the complete ABS/ETC with the TECH 2 diagnostic scan tool.

1. Warning lamp(s) does not illuminate after switching the ignition on.

2. Warning lamp(s) does not go out after engine has started.

3. Warning lamp(s) illuminates again while driving or illuminates occasionally.

The following gives information about the functioning and malfunctioning of the ABS and TRAC OFF warning lamps.

ABS AND TRA C OFF WARNING LAMPS

W hen the ignition is switched on, the ABS warning

lamp illuminates for approximately two seconds

and the TRAC OFF warning lamp f or appr ox imately

five seconds (with engine running, TRAC OFF lamp

will illuminate for only two seconds also). During

this period of time, the ABS/ETC Control Module

performs a check of the ABS/ETC system wiring.

On all vehicles with ABS/ETC, as soon as all four

wheels of the vehicle exceed a speed of

approximately 6 km/h for the first time after starting,

the ABS/ETC system tests itself automatically

(ABS/ETC 'Self-Test'). The ABS/ETC Control

Module cycles each solenoid valve and the return

pump motor in the hydraulic modulator to check

component operation. The ABS/ETC Control

Module also checks its own circuitry.

This procedure is repeated every time the ignition is

switched OFF and the engine is started again. In

addition, the ABS/ETC system constantly tests

itself while the vehicle is travelling.

The warning lamp is also used for self diagnosis

purposes.

NOTE:

The TRAC OFF warning lamp will also illum inate if

the TRAC CTRL button has been pressed. The

TRAC OFF light will then stay illuminated until

either the ignition is switched off or the TRAC

CTRL button is pressed again.

Figure 12L-53

Incorrect Warning Lamp Indications (ABS and TRA C OFF)

1. Warning lamp(s) does not illuminate after switching ignition ON.

2. Warning lamp(s) does not go out after approximately 2 seconds.

3. Warning lamp(s) illuminates when driving or illuminates occasionally.

NOTE:

The TRAC OFF warning lamp will illuminate if the ETC system is manually switched off by the TRAC CTRL switch

located in the console and the LOW TRAC warning lamp will flash if the ETC system is functioning (in a wheel spin

situation). If either of these lights illuminate under these conditions, the system is functioning correctly.

Illumination of the ABS warning lamp indicates to the driver that the ABS is defective.

Illumination of the TRAC OFF warning lamp indicates to the driver that the ETC system is either manually disabled

or defective.

When the ABS warning lamp is activated, the vehicle reverts to normal braking as in vehicles without ABS fitted

(e.g. under emergency braking, wheel/s may lock).

When the TRAC OFF warning lamp is activated, the ABS still functions correctly.

Occasional illumination of the warning lamps may be brought about through the battery being insufficiently charged.

The lamp lights up only as long as there is a low voltage, e.g. after switching on electrical components at idle.

The causes of trouble can be determined with the assistance of the TECH 2 diagnostic scan tool.

LOW TRAC warning lamp

The LOW TRAC lamp is used to inform the driver that the vehicle is in a critical driving situation and that the ETC

system has been engaged to control wheel spin.

3. SERVICE OPERATIONS

3.1 SAFETY AN D PRECAUTIONAR Y M EASUR ES

The following information is general safety and precautionary measures that must be observed when servicing and

diagnosing the ABS or ABS/ETC system.

BEFORE TESTING FOR AN ABS OR ABS/ETC FAULT, ENSURE THAT CONVENTIONAL BRAKES ARE

WORKING CORRECTLY.

ABS and ABS/ETC are basically maintenance-free, however, when working on a vehicle with either of these

systems, the following points must be observed:

1. Whenever welding with electric welding equipment, disconnect wiring harness plug from the ABS or ABS/ETC

control module.

2. Whenever painting a vehicle using drying techniques that put the temperature above +85°C for more than one

hour, remove the ABS or ABS/ETC control module from the vehicle.

3. During any service operation that requires the replacement of the hydraulic modulator, the ABS or ABS/ETC

control module, wheel speed sensors, wiring harness, as well as after work procedures in which contact is

made with the various ABS and ETC assemblies (eg. accident repair), the complete ABS or ABS/ETC system

MUST be checked, refer to 4.4, ABS, ABS/ETC FUNCTIONAL CHECK in this Section. Make sure that the

brake lines, wheel speed sensor connections on the ABS control module, and the wheel speed sensor wiring

harness connections are assigned correctly (refer to ABS and ABS/ETC wiring diagram, in

Section 12P WIRING DIAGRAMS.

4. After any work is carried out on the brake system, the brake system must be bled and a high-pressure test

conducted. All junctions must be tested for leakage.

5. Be sure to properly tighten the battery cable terminals on the terminal posts of the battery.

6. Do not use a fast charger for starting the vehicle.

7. Never disconnect the battery from the vehicle electrical system while the engine is running.

8. Disconnect the battery from the vehicle electrical system before charging.

9. Make sure that all connectors of the wiring harness are seated correctly.

10. Never disconnect or connect the ABS or ABS/ETC control module wiring harness connector when the battery

is connected or the ignition is turned on.

11. Always use suitable wiring harness test leads (such as those in KM-609) when carrying out any test on the

ABS or ABS/ETC control module wiring harness connector to avoid terminal damage.

12. Always carefully note the routing, position, mounting and location of ABS or ABS/ETC wiring, connectors, clips,

brackets, etc. as ABS and ABS/ETC components are extremely sensitive to EMI (Electro-Magnetic

Interference). Proper mounting is critical when servicing ABS or ABS/ETC components.

13. Do not hang the suspension components by the wheel speed sensor cables; these cables are delicate.

14. Some components of the ABS or ABS/ETC are not serviced separately and must be replaced as assemblies.

15. For safety reasons, the hydraulic modulator and / or control module must never be repaired. Repair of either of

these two units is by replacement only. Apart from the brake line connections and the six screws securing the

control module to the hydraulic modulator, no screws at the hydraulic modulator may be loosened. Once they

are loosened, it is impossible to make the brake circuits leak-free ever again!

16. Special wiring repair procedures have been developed for use on the ABS and ABS/ETC due to the sensitive

nature of the circuitry. These specific procedures and instructions are detailed in Section 12P WIRING

DIAGRAMS. THE PROCEDURES DETAILED IN “SECTION 12P”, ARE THE ONLY RECOMMENDED AND

APPROVED ABS OR ABS/ETC WIRING REPAIR METHODS.

DANGER OF FATAL ACCIDENT

Caution when handling brake fluid

A. Even the slightest trace of mineral oil leads to failure of the brake system. Special care must be taken with

colourless or yellow-tinted brake fluid, since the danger of a mix-up is greatest with such fluid. If mineral oil is

found in the brake system or there is a suspicion of mineral oil being in the brake system, the complete brake

system must be thoroughly flushed out with the correct type of brake fluid (use fluid to Holden's Specification

HN1796). In addition to this, the master cylinder must be replaced.

B. Do not allow brake fluid to come in contact with paintwork of the vehicle, since the fluid attacks the paint.

C. Brake fluid is exceedingly hygroscopic; ie. absorbs moisture from the air, thus reducing its boiling point. For this

reason, brake fluid must be stored only in well-sealed storage containers.

NOTE:

As the operation time progresses, the boiling point of the brake fluid drops owing to the brake fluid permanently

absorbing moisture from the atmosphere. If the brakes are subjected to very severe loading, this can lead to

vapour-bubble formation in the brake sy stem.

Therefore, the brake fluid must be replaced at the time or distance intervals as specified in

Section 0B LUBRICATION AND SERVICE.

IMPORTANT:

ABS AND ABS/ETC ARE VEHICLE SAFETY SYSTEMS. WORK ON THESE SYSTEMS PRESUPPOSES

DETAILED SYSTEM KNOWLEDGE.

The above precautions are not exhaustive and are to be followed when working on an ABS or ABS/ETC equipped

vehicle. Become familiar with the ABS or ABS/ETC and how it may be interrelated to other components on the

vehicle when performing service work.

3.2 FRONT WHEEL SPEED SENSOR LEAD

REMOVE

1. Jack up front of vehicle and support on safety

stands. Observe jacking precautions as

outlined in Section 3 FRONT SUSPENSION.

2. Remove appropriate wheel cover (steel

wheels) or centre cap (alloy wheels).

3. Mark relationship of wheel to hub or brake

disc. Remove wheel attaching nuts and

remove wheel.

4. From engine compartment, pull appropriate

sensor connector from retaining clip at fender

inner panel.

Figure 12L-54

5. From engine compartment, disconnect

appropriate sensor harness connector from

main wiring harness connector by levering out

with a screwdriver.

Figure 12L-55

5. Push out sensor lead and fender inner panel

grommet in the inner wheelhouse.

6. Disconnect sensor lead from inner

wheelhouse mountings and front strut

mounting, taking note of lead routing.

Figure 12L-56

7. From behind steering knuckle, remove set

screw retaining wheel speed sensor lead to

steering knuckle using a 5 mm Allen key or

socket. Then, hold cable retaining bracket,

twist and gently pull on sensor lead connector

end to disconnect it from sensor. Take care

not to lose lead to steering k nuckle sealing 'O'

ring.

Figure 12L-57

TEST

With front wheel speed sensor lead disconnected,

connect an ohm m eter between the two terminals of

connector YE71, and check for continuity. W ith the

lead disconnected at both ends , there should be no

continuity between the terminals (open circuit).

NOTE:

Ensure that your skin is not contacting the

terminals of the sensor lead or multimeter leads

while checking res istance between the term inals as

your skin will serve as a conductor.

A good sensor lead will have a resistance value of

infinity (open circuit indication), between the

terminals. If you measure a resistance value other

than infinity, replace the lead assembly.

Figure 12L-58

REINSTALL

Installation of the front wheel sensor lead is the

reverse of removal procedures, noting the following

points:

1. Refit wheel speed sensor lead connector to

sensor and steering knuckle. Install lead

bracket retainer screw and tighten to the

correct torque specification.

SENSOR CABLE

RETAINER SCREW

TORQUE SPECIFICATION

6 - 14

2. Install sensor lead into inner wheelhouse

and front strut mountings, taking care that

lead routing is correct and not crossed up

with brake calliper hydraulic hose. For lead

routing, refer to Fig’s. 12L-28 and 12L-29 in

this Section.

3. Install the road wheel, aligning marks made

prior to removal, install attaching nuts.

4. Remove jack stands and lower vehicle.

5. Tighten road wheel attaching nuts to the

correct torque specification and refit wheel

cover/centre cap.

ROAD WHEEL ATTACHING NUT

TORQUE SPECIFICATION 110 - 140

6. After carrying out repairs, check ABS

operation, refer to 4.4 FUNCTIONAL CHECK

in this Section.

3.3 WHEEL SPEED SENSORS

FRONT WHEEL SPEED SENSOR

The f ront wheel speed sens ors ar e incor porated as

part of the front wheel hub assembly.

NOTE:

Apart from wheel stud replacement, there are no

serviceable item s in the front wheel hub assem bly.

With the unit being a 'sealed for life' assembly,

there are no requirements for wheel speed sensor

and/or bearing adjustments. Should a non-

standard condition develop, then the hub assem bly

must be replaced as a complete unit.

There are three specific front wheel hub

assemblies available. For vehicles with ABS and

ABS/ETC there is r ight and lef t, which inc orpor ates

the wheel speed sensor and a 48 tooth magnet

impuls e ring. For non ABS vehicles, a com m on hub

is used for both sides.

Identification of the front wheel hub assemblies is

by the assembly part number etched on the outer

surf ace of the hub wheel flange or by simply noting

whether a wheel speed sensor cap is fitted to the

hub, refer to Fig. 12L-59.

CAUTION:

During any service operation that requires the

replacement of the front hub assembly on a

vehicle equipped with ABS, ensure that the

correct replacement hub assembly is installed,

otherwise malfunctioning of the ABS will occur.

Figure 12L-59

FRONT WHEEL HUB IDENTIFICATION

VEHICLE TYPE HUB PART NUMBER

Vehicles without ABS

or ABS/ETC 92039932

Vehicles with ABS or

ABS/ETC 92046941 L/H

92046940 R/H

For front wheel hub checking procedures, other

than wheel speed sensor checking, refer to

Section 3 FRONT SUSPENSION.

REMOVE

1. Raise front of vehicle and support on safety

stands. Observe jacking precautions as

outlined in Section 3 FRONT SUSPENSION.

2. Remove wheel cover (steel wheels) or centre

cap (alloy wheels).

3. Mark relationship of wheel to hub or brake

disc. Remove wheel attaching nuts and

remove wheel.

4. Remove brake calliper anchor plate retaining

bolts and washers, lift calliper assembly from

brak e disc. Position calliper in s uch a way that

no strain is placed on the brake hose. If

necessary, tie calliper to the suspension spring

with a piece of wire. DO NOT ALLOW

CALLIPER TO HANG BY BRAKE HOSE.

5. Remove brake disc from front wheel hub

assembly.

Figure 12L-60

6. From behind steering knuckle, remove set

screw retaining wheel speed sensor lead to

steering knuckle using a 5 mm Allen key or

socket. Then, holding cable retaining bracket,

twist and gently pull on sensor connector end

to disconnect it from sensor. Take care not to

lose lead to steering knuckle sealing O-ring.

7. Using a commercially available 10 mm Allen

key socket and a suitable socket bar, loosen,

each of the three bolts holding the hub to the

steering knuckle, DO NOT FULLY REMOVE.

Figure 12L-61

NOTE 1:

For the lower hub bolt, turn wheel outwards to

provide clearance between ball joint rivet and hub

bolt.

NOTE 2:

If the Allen key socket is too long to fit into front

upper hub bolt, then strut to s teering knuck le lower

nut will need to be removed and bolt withdrawn.

8. As the hub to knuckle interface has sealant

applied, it may be necessary to tap the

loosened bolts to break the seal. DO NOT

STRIKE THE HUB.

9. Remove the thr ee bolts and then the hub from

the steering knuckle.

INSPECT

1. Check wheel studs to ensure threads are not

damaged, and that studs are pressed firmly

into the front wheel hub.

If one or more wheel studs require

replacement, refer to Section 3, FRONT

SUSPENSION.

2. Examine brake disc for scores or damage.

If either of these conditions exist, the brake

disc should be mac hined. Refer to Section 5A

STANDARD BRAKES.

3. Check for any dam age to the brak e shield that

may cause fouling of any rotating parts and if

suspect, the shield should be replaced. Refer

to Section 3, FRONT SUSPENSION.

Figure 12L-62

REINSTALL

Installation of the front wheel hub assembly is the

reverse of r emoval pr ocedur es , noting the f ollowing

points:

1. Before installing a new front wheel hub

assem bly, ensure that the correc t type is fitted.

Identification of the front wheel hub assemblies

is by the assembly part number etched on the

outer surface of the hub wheel flange or by

simply noting whether a wheel speed sensor

cap is fitted to the hub, refer Fig. to 12L-63.

Figure 12L-63

FRONT WHEEL HUB IDENTIFICATION

VEHICLE TYPE HUB PART NUMBER

Vehicles without ABS

or ABS/ETC 92039932

Vehicles with ABS or

ABS/ETC 92046941 L/H

92046940 R/H

2. Inspect mating surfaces of front wheel hub

and steering knuckle to make sure that they

are clean and free from burrs that could

prevent correct alignment of both parts, once

installed.

3. Prior to installation, it is vital that contact face

of hub is coated with Loctite 515 Master

Gasket or equivalent (Holden Specif ication HN

1581). Failing to use this sealant will cause

water to be drawn into the cavity in the

steering knuckle during the normal heating

and cooling cycle of vehicle operation.

4. Install front wheel hub to steering knuckle,

carefully aligning wheel speed sensor

connection on the hub with hole in steering

knuckle.

Install hub to steering knuckle attaching bolts

and tighten to the correct torque specification.

FRONT HUB TO STEERING

KNUCKLE TTACHING BOLT

TORQUE SPECIFICATION 100 - 115 Nm

NOTE:

The three hub attaching bolts are micro-

encapsulated with thread sealant and are not to be

re-used more than three times. If in any doubt to

how many times the bolts have be reused, then

install new bolts.

5. Refit wheel speed sensor lead connector to

sensor and steering knuckle. Install lead

bracket retainer screw and tighten to the

correct torque specification.

SENSOR CABLE

RETAINER SCREW

TORQUE SPECIFICATION 6 - 14 Nm

6. If removal of strut to steering knuckle support

arm lower bolt was necessary, the bolt and nut

must be replaced with new parts and tightened

to the correct torque specification.

STEERING KNUCKLE TO STRUT

ATTACHING BOLT & NUT

TORQUE SPECIFICATION

STAGE 1

STAGE 2

STAGE 3

85 Nm

100 Nm

then turn

through

85° - 95°

7. Reinstall brake disc and brake calliper.

Tighten calliper attaching bolts to the correct

torque specification.

BRAKE CALLIPER

ATTACHING BOLT

TORQUE SPECIFICATION

80 - 90 Nm

then turn

through

40° - 50°

8. Reinstall road wheel, aligning marks made

prior to removal and secure with attaching

nuts.

9. Remove jack stands and lower vehicle.

10. Tighten road wheel attaching nuts to the

correct torque specification.

ROAD WHEEL ATTACHING NUT

TORQUE SPECIFICATION 110 - 140

11. Refit wheel cover/centre cap.

12. After carrying out repairs, check ABS

operation, refer to 4.4 FUNCTIONAL CHECK

in this Section.

REAR WHEEL SPEED SENSOR

REMOVE

1. Using a floor jack under centre of differential

carrier, jack up rear of vehicle, then place

safety stands under trailing arms to support

weight of vehicle. Refer to Section 0A

GENERAL INFORMATION for location of

jacking points.

2. Pull appropriate sensor lead connector from

underbody retaining clip. Separate sensor

connector from body harness connector by

levering out with a screwdriver.

3. Using a screwdriver, carefully lever open

sensor lead retainer at final drive mounting

bracket.

4. Remove sensor from mounting bracket

attaching screw, pull out sensor.

Figure 12L-64

REINSTALL

1. Before reinstalling sensor, check sensor for

any signs of damage.

IMPORTANT:

A replacement wheel sensor must only be taken

out its packaging immediately before installing on

the vehicle.

2. Clean all traces of foreign matter from sensor

and mounting bracket mating hole.

3. Reinstall sensor into mounting bracket and

tighten attaching screw to the correct torque

specification.

WHEEL SPEED SENSOR

ATTACHING SCREW

TORQUE SPECIFICATION 6 - 14 Nm

4. Connect sensor lead connector to body

harness connector and secure to underbody

retaining clip.

3.4 PULSE RINGS

NOTE:

The rear wheel pulse rings are part of the final

drive inner axle flanges and are a press fit onto

each of the rear axle shafts. Therefore, the

following service operation describes the

replacement procedures for the pulse ring and

inner axle shaft assembly.

REMOVE

1. Using a floor jack under centre of differential

carrier, jack up rear of vehicle and then place

safety stands under body rear jacking points.

Refer to Section 0A GENERAL

INFORMATION for location of jacking points.

2. Rem ove drive shaft f rom side of vehicle which

inner axle shaft is to be removed, refer to

Section 4B2 FINAL DRIVE AND DRIVE

SHAFTS.

NOTE:

During drive shaft removal, keep drive shaft

supported so that it does not hang on one end.

Drive shaft deflection should be kept to a minimum.

3. Remove inner axle shaft by installing a slide

hammer, Tool No 09520 - 32012 with three

suitable size bolts to axle shaft flange. Using

slide hammer to release axle shaft spring clip.

As the axle shaft is removed, a small amount

of lubricant may leak from differential carrier.

CAUTION:

If vehicle is fitted with LSD, do not rotate the

opposite axle shaft, as side gear and clutch

cone splines will become misaligned. Then the

axle shaft cannot be reinstalled without

removing differential, dismantling and

realigning gear and cone splines.

Figure 12L-65

REINSTALL

1. Clean around seal bore and housing area to

make sure that no foreign matter enters axle

shaft needle bearing in the screw adjuster.

2. Before installing axle shaft, inspect seal

surface of shaft for any signs of damage.

NOTE 1:

The left hand inner axle shaft is shorter in length

than the right hand shaft.

NOTE 2:

Check spring clip in end of axle s haf t to ens ure that

it is not damaged and moves freely in groove.

Replace spring clip if necessary. Only expand the

ends of a new clip sufficiently to allow installation

into shaft groove.

3. Lubricate inner axle shaft seal lips with lithium

soap grease (Holden Specification HN 1147).

4. Install inner axle shaft, aligning splines with

clutch cone (if fitted with LSD) and side gear.

NOTE:

To avoid premature seal failure, ensure that axle

shaft splines or securing clip do not score or

damage the seal lips during installation.

5. Lightly hit on end of axle shaft with a soft faced

hammer to compress spring clip on shaft into

clutch cone and side gear splines. Fully

engage shaft until clip snaps into side gear

groove.

6. Reinstall drive shaft, refer to

Section 4B2 FINAL DRIVE AND DRIVE

SHAFTS.

7. Remove safety stands and lower vehicle.

8. Check and fill differential carrier to correct

level with specified lubricant. Refer to

Section 4B2 FINAL DRIVE AND DRIVE

SHAFTS.

9. After carrying out repairs, check ABS

operation, refer to 4.4 FUNCTIONAL CHECK

in this Section.

Figure 12L-66

3.5 HYDRAULIC MODULATOR AND CONTROL MODULE ASSEMBLY

NOTE:

1. For safety reasons, the hydraulic modulator

and / or control module must never be

repaired. Repair of either of these two units is

by replacem ent only. Apart f rom the brake line

connections and the six screws securing the

control module to the hydraulic modulator, no

screws at the hydraulic modulator may be

loosened. Once they are loosened, it is

impossible to make the brake circuits leak-

free ever again!

Replacement hydraulic modulator assemblies are

supplied pre-filled with brake fluid. Do not remove

sealing plugs from modulator ports until ready to

install brake line connections.

NOTE:

2. Once replacement modulator has been fitted,

the sealing plugs must be fitted to original

modulator to prevent dirt and moisture entry.

REMOVE

1. Disconnect battery earth lead.

2. Pull out the release bar on the control

module’s wiring harness connector

(approximately 32.4 mm) and remove wiring

harness connector from control module, refer

to Fig. 12L-67.

NOTE:

The wiring harness connector will automatically lift

at the same time the release bar is withdrawn.

3. Fold back wiring harness connec tor and wiring

away f rom the hydraulic m odulator and control

module assembly.

Figure 12L-67

Techline

4. Place protective covers over vehicle exterior

panels to prevent paint damage from any

possible brake fluid spillage.

5. To aid in reassembly, tag all brake lines at

modulator. When tagging brake lines, make

sure the lines are marked in accordance with

the markings on the hydraulic modulator ports.

WARNING:

IF BRAKE LINES ARE INCORRECTLY FITTED

ON REASSEMBLY, WHEEL LOCK-UP WILL

OCCUR AND PERSONAL INJURY MAY

RESULT.

Markings on modulator, refer to Fig. 12L-68 are:

LF = Connection for brake line, front left.

LR = Connection for brake line, rear left and right

(ABS) or rear left only (ABS/ETC).

F = Front brake circuit from master cylinder.

R = Rear brake circuit from master cylinder.

RF = Connection for brake line, front right.

RR = Connection for brak e line, rear r ight (vehicles

with ETC only).

6. Place shop rags around and beneath

modulator and loosen and disconnect brake

lines from modulator.

Figure 12L-68

Immediately seal off brake lines and

connections with dummy plugs. If necessary,

gently push brake lines away from modulator

assembly ports, taking extreme care not to

damage or kink the brake lines in any way.

7. Loosen off or remove the two nuts securing

the hydraulic modulator and control module

assembly to the mounting bracket.

8. Lift hydraulic modulator and control module

assembly up and out of mounting bracket.

Figure 12L-69

REINSTALL

Installation of the hydraulic modulator and control

module assembly is the reverse of removal

procedures noting the following points:

1. Before installing hydraulic modulator and

control module assembly, clean any traces of

brake fluid from within mounting bracket.

2. If necessary, transfer bumpers to mounting

studs on replacem ent hydraulic m odulator and

control module assembly.

3. Ensure the hydraulic modulator motor wiring

harness connector is connected to the control

module, refer to Fig. 12L-70.

4. Install hydraulic modulator and control m odule

into mounting bracket and tighten securing

nuts to the correct torque specification.

Figure 12L-70

HYDRAULIC MODULATOR AND

CONTROL MODULE SECURING NUT

TORQUE SPECIFICATION 5.0 - 12.0 Nm

5. Remove plugs from hydraulic modulator ports

and install brake lines, taking note to ensure

correct fitment of the correct brake line to the

correct port on the modulator. Use tags fitted

on removal to ensure correct fitment.

WARNING:

MAKE SURE BRAKE LINES ARE CORRECTLY

CONNECTED TO MODULATOR. IF BRAKE

LINES ARE INCORRECTLY FITTED, WHEEL

LOCK-UP WILL OCCUR AND PERSONAL

INJURY MAY RESULT.

THE ONLY TWO WAYS THIS CONDITION CAN

BE DETECTED ARE BY USING TECH 2 OR BY

DOING AN ABS STOP.

Tighten brake line connections to the correct

torque specification.

BRAKE LINE CONNECTION

TORQUE SPECIFICATION 8 - 11

NOTE:

If a replacement hydraulic modulator and control

module has been fitted, the sealing plugs must be

fitted to original unit to prevent dirt and moisture

entry.

5. Bleed brake system at all brake callipers and

test for leaks, refer to Section 5A

STANDARD BRAKES.

NOTE:

Use brake fluid to Holden Specification HN 1796

only.

6. After carrying all out repairs, check ABS or

ABS/ETC operation, refer to

4.4 FUNCTIONAL CHECK in this Section.

3.6 CONTROL MODULE

NOTE:

Remove the new control module from it’s protective

package only when it is ready to be fitted to the hydraulic

modulator.

REMOVE

1. Disconnect battery earth lead.

2. Remove hydraulic modulator and control

module assembly, refer to 3.5 HYDRAULIC

MODULATOR AND CONTROL MODULE

ASSEMBLY in this Section.

NOTE 1:

The hydraulic modulator and control module

assembly must be removed due to the specified

installation position of the control module (the

spring plate(s) will not seat corr ectly unless it is in a

horizontal position).

NOTE 2:

Ensure blanking plugs are fitted to the pipe

connections of the hydraulic modulator to avoid

excess drainage and contamination of the brake

fluid.

3. Disconnect hydraulic modulator motor wiring

harness connector from the control module

and press the motor wiring out of the retainer

on the control module, refer to Fig. 12L-71.

Figure 12L-71

4. Support the hydraulic modulator and control

module ass em bly so that the control m odule is

facing upwards, in a horizontal position.

5. Using a T-20H Torx bit, remove the 6 Torx

screws securing the control module to the

hydraulic modulator. Lift the control module

upwards and remove control module.

6. Remove spring plate(s).

7. Cover the valve body of the hydraulic

modulator to protect it from damage and from

any foreign materials entering the unit.

Figure 12L-72

Techline

INSPECT

Inspect the sealing surface of the hydraulic

modulator for cleanliness or damage. If the sealing

surface is damaged, the surface cannot be

mec hanically reworked and therefore, the c om plete

hydraulic modulator and control module assembly

must be replaced.

NOTE:

The use of chemical solvents is not permitted for

cleaning.

REINSTALL

1. Before ins talling a new control m odule, ensure

that the correct type is fitted, always refer to

the latest spare parts information for the

correct ABS or ABS/ETC control module part

numbers.

2. Position the hydraulic modulator assembly so

that the control module face is facing upwards.

3. Insert the spring plate(s) with it’s feet facing

upwards (towards control module) to ensure

pretension and centering of the magnetic

coils, refer to Fig. 12L-73.

4. Remove the new control module from the

protective packaging and using the new

screws supplied, place screws in the new

control module and set the control module

into position.

Figure 12L-73

Techline

5. Tighten the six Torx screws securing the

control module to the hydraulic modulator in

the sequence shown in Fig. to 12L-74 and to

the recommended torque specification.

Figure 12L-74

6. Visually inspect hydraulic modulator and

control m odule as sem bly to ensure there is no

gap between control m odule and the hydraulic

modulator and to ensure Torx screws are

contacting control module correctly.

7. Connect the hydraulic modulator motor wiring

harness connector to the control module and

press the motor wiring into the retainer on the

control module.

8. Reinstall the hydraulic modulator and control

module assembly, refer to 3.5 HYDRAULIC

MODULATOR AND CONTROL MODULE

ASSEMBLY in this Section.

8. Reconnect battery earth lead.

5. After carrying out all repairs, check ABS or

ABS/ETC operation, refer to

4.4 FUNCTIONAL CHECK in this Section.

CONTROL MODULE TO HYDRAULIC

MODULATOR TORX SCREW

TORQUE SPECIFICATION 3 Nm

3.7 MASTER CYLINDER

REMOVE AND REINSTALL

Removal and installation instructions for the master cylinder on ABS equipped vehicles carry over from the

instructions described in Section 5A STANDARD BRAKES.

NOTE:

If installing a new master cylinder assembly to an ABS or ABS/ETC equipped vehicle, ensure that the screw in

blanking plug is installed and tightened into the lower of the two front brake outlets in the master cylinder.

OVERHAUL

Master cylinder overhaul instructions are the same as described in Section 5A STANDARD BRAKES.

3.8 TRACTION CONTROL SWITCH (TRAC CTRL)

REMOVE

1. Remove centre console assembly, refer to

1A3 INSTRUMENT PANEL AND CONSOLE.

2. Pry shift indicator away from retaining tangs on

selector control assembly and move shift

indicator forward (move shift indicator as far

forward as possible with shift selector lever still

installed) to allow switch to be removed

upwards from selector control assembly.

Figure 12L-75

3. From under top of selector control assembly,

using a screw driver, push retaining tangs on

TRAC CTRL switch inward while pushing

switch up and remove.

4. Disconnect wiring harness connector and

remove.

Figure 12L-76

TEST

Using an ohmmeter connected to the TRAC CTRL

switch, check for continuity between the following

terminals with the switch held IN:

Ter. 1 and Ter. 2

Ter. 1 and Ter. 5

Ter. 2 and Ter. 5

If the ohmmeter indicates an open circuit, replace

the switch assembly.

REINSTALL

Installation of the traction control switch is the

reverse of the removal operation.

Figure 12L-77

4. ABS, ABS/ETC DIAGNOSIS

CAUTION:

Certain components in the Anti-lock Brake System and Electronic Traction Control system are not intended

to be serviced individually. Attempting to remove or disconnect certain system components, such as the

solenoid valves or pump motor from the hydraulic modulator, may result in personal injury and/or improper

system operation. Only those components with approved removal and reinstallation procedures described

3. SERVICE OPERATIONS in this Section should be serviced.

Before attempting any diagnostic work on the ABS, refer to and read the 'SAFETY AND PRECAUTIONARY

MEASURES' as described in 3. SERVICE OPERATIONS in this Section.

4.1 GENERAL DESCRIPTION

The following information is necessary when diagnosing any Anti-lock Braking System problem or failure,

specifically it should be used to diagnose conditions that may cause the illumination of the ABS or TRAC OFF

warning lamps in the instrument cluster.

Should conditions exist with the conventional (non ABS) portion of the braking system which cause the BRAKE

FAILURE warning lamp to illuminate (also in the instrument cluster), or there is some other obvious brake

mechanical problem, such as brake noise, brake pulsation (pedal or vehicle vibration during normal brake

application), brake pull or a parking brake problem, then these problems must be corrected before attempting to

rectify any suspected ABS or ABS/ETC problem. Refer to Section 5A STANDARD BRAKES for diagnosis and

repair of the conventional braking system.

Techline

4.2 BASIC KNOWLEDGE REQUIRED

Before attempting to diagnose the Anti-lock Brake System or Electronic Traction Control System, you must have a

good understanding of electrical system basics and the use of circuit testing tools. Without this basic knowledge it

will be difficult to use the diagnostic procedures detailed in this Section.

Some electrical basics, troubleshooting procedures and hints as well as the use of circuit testing tools are covered

in Section 12P WIRING DIAGRAMS.

Basic Electrical Circuits - You should understand the basic theory of electricity, series and parallel circuits, and

voltage drops across series resistors. You should know the meaning of voltage (volts), current (amps), and

resistance (ohms). You should understand what happens in a circuit with an open or shorted wire (shorted either to

voltage or earth). You should also be able to read and understand a wiring diagram.

Use of Circuit Testing Tools - You should know how to use a jumper lead to test circuits. You should be familiar with

the use of a high input impedance (10 Meg ohm) digital type multimeter such as tool No. J39200 or equivalent and

be able to measure voltage, current, and resistance. You should be familiar with the proper use of the Tech 2

Diagnostic Scan Tool.

4.3 VISUAL INSPECTION

When investigating any complaint of an ABS or ABS/ETC system problem or malfunction, start diagnosis with an

ABS, ABS/ETC visual inspection.

The ABS, ABS/ETC visual inspection is an examination of easily accessible components that could cause problems

with the system. The visual inspection procedure may quickly identify the cause and eliminate the need for

additional diagnosis.

If the complaint condition cannot be resolved by a visual check of the system components, then proceed to the

ABS, ABS/ETC Functional Check following on after the Visual Inspection Chart.

ABS, ABS/ETC VISUAL INSPECTION CHART

ITEM INSPECT FOR CORRECTIVE ACTION

GENERAL

Wheel and Tyres Recommended tyre and

wheel size fitted to vehicle Fit recommended size tyres and

wheels

BRAKE SYSTEM COMPONENTS

Master Cylinder Fluid

Reservoir Low fluid level Add fluid as required. Determine

cause of fluid loss and repair

Hydraulic Modulator External leaks If leakage is excessive, replace

modulator

Brake Booster and Master

Cylinder Correct installation and

assembly Reinstall or reposition components

correctly

Park Brake Mechanism Mechanism fully releasing Operate lever to verify release.

Adjust cable or repair release

mechanism as required

FUSES

ENGINE

COMPARTMENT

ABS Fusible Link FR Blown fusible link Replace fusible link. Inspect for

cause of failure

PASSENGER

COMPARTMENT

ABS Fuse F27 Blown fuse Replace fuse. Inspect for

Warning Lamp Fuse F13

(Ignition Circuit) cause of fuse failure

Stop Lamp Fuse F5

WIRING CONNECTIONS

ENGINE COMPARTMENT

ABS or ABS/ETC control

module Wiring Harness

Connector In all cases, inspect fo r:

Main Wiring Harness to

Front Wheel Speed

Sensor Connections Proper engagement.

Loose wires or terminals. Ensure proper engagement

Repair as required

Hydraulic modulator pump

motor wiring harness

connector

Corroded or broken

connections

PASSENGER

COMPARTMENT

Main Wiring Harness to

Body Harness Connectors

UNDER VEHICLE

Front Wheel Speed

Sensor Lead to Front

Wheel Hub Connections

Body Harness to Rear

Wheel Speed Sensor

Connections

4.4 ABS OR ABS/ETC FUNCTIONAL CHECK

If the source of the system problem or malfunction was not isolated during the ABS, ABS/ETC visual inspection,

carry out the following ABS, ABS/ETC functional check. Also, use the check to verify normal ABS or ABS/ETC

operation during diagnosis or after making any system repairs.

ABS OR ABS/ETC FUNCTIONAL CHECK CHART

STEP ACTION YES NO

1∙Has ABS, ABS/ETC Visual

Inspection been

performed?

Go to Step 2. Perform ABS,

ABS/ETC Visual

Inspection as per 4.3

in this Section before

proceeding.

2. ∙While observing the Brake

Failure warning lamp, turn

the ignition to the Bulb

Check position (engine

cranking position).

∙Does the Brake Failure

warning lamp illuminate?

Go to Step 3. Check warning lamp

circuit, re fer to

Section 12C.

3. ∙Turn ignition OFF.

∙Turn ignition ON whilst

observing ABS or ABS and

TRAC OFF warning lamp.

∙Do warning lamps

illuminate for approximately

3 seconds (5 seconds for

TRAC OFF lamp) then turn

OFF?

NOTE:

If engine is started, warning

lamps will illuminate for only 2

seconds

Go to Step 6. Go to Step 4.

4. ∙Install TECH 2 to DLC.

∙Select Chassis / ABS/ETC

and press CONFIRM.

∙Does TECH 2

communicate with the ABS

by displaying the System

Identification Information?

Go to Step 5. Refer to DTC 72 -

SERIAL DATA

FAULT Diagnosis in

this Section.

5. ∙With TECH 2 still

connected, select

Diagnostic Trouble Codes /

Read DTC’s.

∙Are any DTC's set?

Go to Step 6. Refer to Charts A1,

A2 (WARNING

LAMPS INOP) or

CHARTS C1, C2

(WARNING LAMPS

ILLUMINATED

CONTINUOUSLY) in

this Section.

6. ∙Select relevant DTC

Function Key.

∙Are the ignition cycles zero

(0)?

Refer to relevant

ABS or ABS/ETC

DTC chart in this

Section.

Refer to 4.5

INTERMITTENT

FAILURES in this

Section.

STEP ACTION YES NO

7. ∙Road test vehicle, ensuring

to achieve at least a speed

of 35 km/h.

∙Did the ABS warning lamp

turn on during the road test

Go to Step 5. Go to Step 8.

8. ∙During the road test, did the

vehicle exhibit any

symptoms or improper

operation that may be

mechanical in nature and/or

did the Brake Failure

warning lamp turn ON ?

Refer to Section 5A

BRAKES for

conventional braking

system repair

details.

Go to Step 9.

9. ∙Install TECH 2 to DLC and

turn ignition ON.

∙Check for any ABS History

DTC's.

∙Are any History DTC's

present (1 or more ignition

cycles)?

Refer to relevant

ABS or ABS/ETC

DTC diagnostic

chart in this Section.

Chart may be used

to identify and

isolate suspected

failures.

Also, refer to 4.5,

INTERMITTENT

FAILURES in this

Section for more

information on

isolating suspected

failures.

Clear all DTC's and

repeat this functional

check.

If a failure is still

suspected, refer to

4.5, INTER MITTENT

FAILURES in this

Section.

If not, system check

OK.

WHEN A LL DIAGNOSIS AND REPAIRS A RE COMPLETED, CLEAR ALL DTC's AND

VERIFY CORRECT OPERATION

4.5 INTERMITTENT FAILURES

As with most electronic systems, intermittent failures may be difficult to accurately diagnose. The following is a

method to try to isolate an intermittent failure, especially wheel speed circuit failures.

If the control module detects an ABS fault, the ABS warning lamp will illuminate during the ignition cycle in which the

fault was detected and a Diagnostic Trouble Code (DTC) will be logged in memory of the control module.

If an ETC fault occurs, either the TRAC OFF and /or ABS warning lamp will illuminate, if the fault is specific to the

ETC system, both the TRAC OFF and the ABS warning lamps will illuminate, if the fault is common to both systems.

If an intermittent problem occurs, the TRAC OFF and/or ABS warning lamp will go out (if the fault corrects itself)

after the ignition has been cycled off and on. Also stored in the control module memory, will be the history data of

the DTC at the time the fault occurred. This history data includes the number of Ignition Cycles since the DTC

occurred, if the Ignition Cycle is zero, then the DTC is Current, if the Ignition Cycles is greater than zero, then the

DTC is a history DTC. TECH 2 can be used to read ABS or ABS/ETC data;

1. If a system fault has been detected, record all current trouble codes and trouble code history information. Also,

if available, record any specific driving condition during which the problem or failure occurs. This information

can help in duplicating the condition.

2. Clear any trouble codes that are stored in the control module memory, refer 'CLEARING DTC's' in this Section.

3. Using the TECH 2 in Snapshot Mode while test-driving the vehicle, try to duplicate the condition in which the

problem or fault occurs. Refer to 4.7 TECH 2 Diagnostics in this Section for additional information on the use of

TECH 2.

NOTE:

IN CERTAIN DIAGNOSTIC MODES, THE ANTI-LOCK BRAKING SYSTEM IS DISABLED WHILE TECH 2 IS

COMMUNICATING WITH THE ABS OR ABS/ETC CONTROL MODULE.

If an intermittent condition is still undetected, or not related to the wheel speed circuitry, go to the appropriate

Diagnostic Trouble Code (DTC) or symptom chart in this Section. Follow through the Chart while moving or wiggling

the associated ABS or ABS/ETC wiring harnesses and connectors, and at the same time looking for intermittent

type failures in the circuitry.

Most intermittent problems are caused by faulty electrical connections or wiring. When an intermittent failure is

encountered, check suspect circuits for:

a. Poor mating of connector body halves or terminals not fully seated in the connector body (backed out).

b. Improperly formed or damaged terminals. If damaged, carefully reform terminals in a suspected circuit.

c. Poor terminal to wire connection. This requires removing the terminal from the connector body to inspect (refer

to Section 12P WIRING DIAGRAMS).

Also, due to the sensitivity of ABS or ABS/ETC components to Electro-Magnetic Interference (EMI), the following

checks should be performed if an intermittent malfunction is suspected:

a. Check for proper installation of wiring harnesses resulting from add-on options such as a C.B. radio or cellular

telephone etc.

b. Visually inspect wheel speed sensors and pulse rings for looseness, damage, foreign material accumulation

and proper mounting. Replace damaged components, remove any foreign material and/or properly attach all

components.

c. Check for proper routing of front wheel speed sensor wiring near spark plug leads. Refer to Section 6D1-3

(V6) or Section 6D2-3 (V8) for spark plug lead routing.

d. Measure resistance of spark plug leads (refer to Section 6D1-3 (V6) or Section 6D2-3 (V8) for details).

Replace any leads if not to specification.

e. While test driving vehicle, monitor wheel speeds using TECH 2. If any wheel speed drops or displays erratic

speed, refer to the appropriate wheel speed DTC chart in this Section.

If detected, ABS failures will disable the anti-lock brake function of an entire ignition cycle, even if the condition

clears itself before the ignition is switched off. However, the clearing of low voltage failure conditions during an

ignition cycle will allow ABS operation to resume.

If an ETC failure is detected, both the anti-lock braking and traction control functions will be disabled for an entire

ignition cycle, even if the condition clears itself before the ignition is switched off. However, the clearing of low

voltage failure conditions during an ignition cycle will allow ABS and ETC operation to resume.

4.6 ABS & ABS/ETC SELF DIAGNOSTICS

DIAGNOSTIC TROUBLE CODES

The ABS and ABS/ETC control modules are

equipped with a self diagnostic capability that can

detect and isolate ABS and ABS/ETC problems or

failures . W hen a pr oblem or f ailure is detected, the

ABS or ABS/ETC control module sets a diagnostic

trouble code (DTC) that represents that particular

problem or failure. There are twenty one DTCs on

ABS and twenty nine on ABS/ETC systems that

may be set by the ABS or ABS/ETC control

module. Depending on the DTC set, either the

ABS, ETC or both ABS and ETC systems will be

disabled. If the ABS is disabled, it will allow for

conventional non ABS braking only and the ABS

warning lamp will be turned on. T he control module

has the capacity of storing three DTC’s.

NOTE:

W arning lamp will illuminate whilst f ault is active. If

a fault has occurr ed and is not active, the lamp will

not be illuminated and a fault code will be stored.

The control module performs an automatic test

once during each ignition cycle when the vehicle

reaches approximately 6 km/h (18km/h if the stop

lamp switch signal is received). The automatic test

cycles each solenoid valve and the pump motor to

check component operation. If any error is

detected during this test, the ABS or ABS/ETC

control module will set a DTC. This test may be

heard and felt while it is taking place and is a

normal mode of operation.

The ABS or ABS/ETC control module can display

the DTCs via the ABS warning lamp only when the

'Diagnostic Service Mode' has been entered.

Entering the diagnostic service mode is

accomplished by either earthing terminal 12 of the

Data Link Connector (DLC) using a test lead fitted

with suitable terminals and using ABS warning

lamp to flash system DTCs as described under

Flash Code Diagnostics Display in this Section or

by using Tech 2 (refer to

4.7 TECH 2 DIAGNOSTICS in this Section).

Figure 12L-78

FLASH CODE DIAGNOSTICS DISPLAY

To enable the ABS warning lamp to flash system

DTCs, the vehicle must be stopped (vehicle speed

is less than 10 km/h), terminal 12 of the DLC

earthed (DLC terminal 5) using a test lead fitted

with suitable terminals and then the ignition turned

on. The flash code diagnostics will remain enabled

as long as terminal 12 is earthed, serial data line

communication has not been initiated or until any

wheel speed is greater than 10 km/h.

Approxim ately 3 seconds after earthing terminal 12

(ignition on) of the DLC, the ABS or ABS/ETC

control module will begin flashing the ABS warning

lamp.

The flash sequenc e will begin with DTC 12 to signal

the beginning of the f lash code display. DTC 12 will

flash three times. Each stored code will then be

displayed three times. After all codes have been

displayed, the sequence will repeat, starting with

DTC 12.

The following charts set out all the possible

diagnostic trouble codes.

NOTE:

Flash code diagnosis is not fully supported on

certain trouble codes involving the solenoid valves

or motor due to the valve relay inside the control

unit being disabled. Trouble codes 41, 42, 45, 46,

47, 48, 55, 56, 61 and 63 will prevent the ABS

warning lamp from turning off. These faults can

only be read through the DLC using TECH 2.

Figure 12L-79

Figure 12L-80

ABS DIAGNOSTIC TROUBLE CODES (EXCLUDING ABS/ETC)

DTC CODE DESCRIPTION

12 No Fault

21 Front Right Wheel Speed Sensor Incorrect Signal

23 Front Right Wheel Speed Sensor Short Circuit or Open

Circuit

25 Front Left Wheel Speed Sensor Incorrect Signal

27 Front Left Wheel Speed Sensor Short Circuit or Open Circuit

28 Wheel Speed Sensor Frequency Error

31 Rear Right Wheel Speed Sensor Incorrect Signal

33 Rear Right Wheel Speed Sensor Short Circuit or Open Circuit

35 Rear Left Wheel Speed Sensor Incorrect Signal

37 Rear Left Wheel Speed Sensor Short Circuit or Open Circuit

41 Front Right Inlet Valve Solenoid Fault

42 Front Right Outlet Valve Solenoid Fault

45 Front Left Inlet Valve Solenoid Fault

46 Front Left Outlet Valve Solenoid Fault

55 Rear Axle Inlet Valve Solenoid Fault

56 Rear Axle Outlet Valve Solenoid Fault

61 Pump Motor or Relay Fault

63 Valve Solenoid Relay Circuit Fault

67 Stop Lamp Switch Circuit Fault

71 Control Module Internal Fault

85 System Voltage Too Low

ABS/ETC DIAGNOSTIC TROUBLE CODES (EXCLUDING ABS)

DTC CODE DESCRIPTION

12 No Fault

21 Front Right Wheel Speed Sensor Incorrect Signal

23 Front Right Wheel Speed Sensor Short Circuit or Open

Circuit

25 Front Left Wheel Speed Sensor Incorrect Signal

27 Front Left Wheel Speed Sensor Short Circuit or Open Circuit

28 Wheel Speed Sensor Frequency Error

31 Rear Right Wheel Speed Sensor Incorrect Signal

33 Rear Right Wheel Speed Sensor Short Circuit or Open Circuit

35 Rear Left Wheel Speed Sensor Incorrect Signal

37 Rear Left Wheel Speed Sensor Short Circuit or Open Circuit

41 Front Right Inlet Valve Solenoid Fault

42 Front Right Outlet Valve Solenoid Fault

45 Front Left Inlet Valve Solenoid Fault

46 Front Left Outlet Valve Solenoid Fault

47 Priming Valve Solenoid Fault

48 Switching Valve Solenoid Fault

51 Rear Right Inlet Valve Solenoid Fault

52 Rear Right Outlet Valve Solenoid Fault

55 Rear Left Inlet Valve Solenoid Fault

56 Rear Left Outlet Valve Solenoid Fault

61 Pump Motor or Relay Fault

62 RPM Signal Fault

63 Valve Solenoid Relay Circuit Fault

67 Stop Lamp Switch Circuit Fault

71 Control Module Internal Fault

72 Serial Data Fault

73 Requested Torque Circuit Fault

74 Actual Torque Circuit Fault

78 Incorrect Option Coding

85 System Voltage Too Low

CLEARING DTCS

Any DTCs stored in the ABS or ABS/ETC control module's memory can be erased in one of three ways:

1. Diagnostic Request Line Procedure.

2. Tech 2 Clear Codes Selection.

3. Ignition Cycle Default.

These three methods are detailed as follows.

IMPORTANT:

Whichever method is used, be sure to verify proper system operation and absence of any DTCs when clearing

procedure is completed. The ABS or ABS/ETC control module will not permit DTC clearing until all of the codes

have been displayed. Also, DTCs cannot be cleared by unplugging the ABS or ABS/ETC control module,

disconnecting the battery cables, or turning the ignition OFF (except on an ignition cycle default).

Diagnostic Reques t Line Procedure

To clear trouble codes via the DLC diagnostic

request line (terminal 12), go through the following

procedure.

1. Turn ignition OFF.

2. Connect a test lead fitted with suitable

terminals between DLC terminals 5 (black

wire) and 12 (blue/black wire).

3. Turn ignition on (this will enable Flash Code

Diagnostics Display) and allow all codes to be

displayed.

4. Disconnect one end of test lead from DLC for

approximately 1 second then reconnect for no

less than 1 second. Repeat this step at least 2

more times within 10 seconds, leaving test

lead connected to DLC upon completion of

final connection.

Observe flashing ABS warning lamp. Only DTC 12

should be flashed. If not, trouble codes have not

been properly cleared. Begin clearing code

procedure again at Step 1. If DTCs are cleared,

wait at least 15 seconds before turning ignition

'OFF'.

Figure 12L-81

Figure 12L-82

TECH 2 Clear Codes Procedure

Before clearing DTC’s, check and note any history

code data, as this information will also be cleared.

Select the appropriate menu, and select the Clear

Codes function. Verify that DTC’s have been

cleared by using the TECH 2 to read ABS or

ABS/ETC trouble codes. If any are present, either

the DTCs were not cleared, or an ABS or ABS/ETC

fault still exists.

Ignition Cycle Default

If the ignition is cycled 100-times without a

particular fault reappearing, that fault code will be

erased from the ABS or ABS/ETC control module

memory, and the ignition cycle counter inside the

control module will be reset to zero.

4.7 TECH 2 DIAGNOSTICS

IMPORTANT:

When using the TECH 2 in certain diagnostic

modes for ABS or ABS/ETC diagnosis, the Anti-

lock Brake System is disabled by the ABS or

ABS/ETC control module while it is

communicating with TECH 2. The ABS warning

lamp in the instrument cluster will be

illuminated, indicating only conventional (non

ABS) braking is possible.

TECH 2, with the appropriate software, cables and

adaptors, when connected to the Data Link

Connector (DLC) is capable of reading ABS or

ABS/ETC serial data. T he DLC is connected to the

instrument panel lower right hand trim, to the right

of the steering column.

For additional general information on connecting

and operating TECH 2, refer to

Section 0C TECH 2.

The T ECH 2 has f ive tes t modes f or diagnos ing the

Anti-lock Brake System and Electronic Traction

Control system. The five test modes are as follows:

Figure 12L-83

Mode F0: Normal Mode

In this mode, the Tech 2 monitors the constant

communication between control modules on the

serial data line. The information displayed on the

TECH 2 screen in this mode is what the ABS or

ABS/ETC control module is communicating to the

other modules via the serial data line.

Mode F1: Diagnostic Trouble Codes

In this mode, TECH 2 will display a DTC selection

list. When the appropriate function key is selected,

the TECH 2 will display a DT C Data List. The Data

List contains relevant information relating to the

DTC.

Mode F2: Data Display

In this test mode, the operator of Tech 2 has the

option of selecting an Active or Disabled data

stream that they can use to constantly monitor the

status of inputs and outputs of the ABS or

ABS/ETC system.

Mode F3: Snapshot

In this test mode, the Tech 2 captures ABS or

ABS/ETC data before and after a forced manual

trigger.

Mode F4: Miscellaneous Tests

In this test mode, the Tech 2 performs system

functional tests to assist in pr oblem isolation during

troubleshooting.

Each test mode has specific diagnosis capabilities

that depend upon various function key entries on

TECH 2.

Also, included in the MISCELLANEOUS TESTS is

a procedure for ABS or ABS/ETC brake bleeding.

Figure 12L-84

4.8 TECH 2 TEST MODES AND SCREEN DISPLAYS FOR ABS AND ETC DIAGNOSI S

WARNING:

When using TECH 2 for ABS and ABS/ETC

diagnosis, in certain diagnostic modes, the

system will be disabled.

As a prerequisite to this diagnostic section is for the

user to be familiar with the proper use of TECH 2,

the following illustrates only the major TECH 2

screen displays and provide a brief explanation of

their function for diagnosing the ABS or ABS/ETC

systems. If additional infor mation is r equired on the

operation of TECH 2, referenc e should be made to

either Section 0C TECH 2 or the TECH

OPERATORS MANUAL.

System Select Menu

With TECH 2 connected to the DLC and F0:

DIAGNOST ICS selected f rom the MAIN MENU, the

correct MODEL YEAR and VEHICLE TYPE must

be selected for access to the SYSTEM SELECT

MENU.

Select F2: CHASSIS and press enter to continue.

Figure 12L-85

Vehicle Identification Menu

Once F2: CHASSIS has been selected from the

select menu, the ABS/ETC systems can be

selected.

Select ABS/ETC.

Once ABS/ETC is selected, the ABS/ETC

Application menu will be displayed, via the System

Identification screens which will require action.

Note:

If DTC Check is selected, TECH 2 will display

information advising if any DTC’s are set by any

module. (If DTC’s are set from another module,

refer to the relevant Section). Figure 12L-86

System Identification

Turn the ignition ON (as requested) and press

CONFIRM soft key to continue.

Figure 12L-87

The SYSTEM IDENTIFICATION screen will then

display the control module par t num ber and s ystem

identification. Press the CONFIRM soft key to

continue to the ABS/ETC APPLICATION MENU.

Figure 12L-88

ABS/ETC Application Menu

The following functions will now be available:

F0: Normal Mode

F1: Diagnostic Trouble Codes

F2: Data display

F3: Snapshot

F4: Miscellaneous Tests

Figure 12L-89

F0: NORMAL MODE

In the F0: Normal Mode, information that the ABS

or ABS/ETC Control Module is communicating to

other control modules, via the serial data line, is

displayed.

For example: As displayed opposite, the ETC or

ABS/ETC W arning lamp status is ON. This means

the ABS or ABS/ETC control module is

communicating with the instrum ents requesting the

ABS OFF warning lamp to be illuminated.

Figure 12L-90

F1: DIAGNOSTIC TROUBLE CODES

If the F0: READ DT C’s is selected from this mode,

a listing of all (if any) DTC’s that have been set by

the ABS or ABS/ETC control module will be

displayed. To obtain further information about a

particular DT C, press the relevant f unction key and

a DTC data list will be displayed. From the

information provided in this data list, you can

determine when the DTC occurred and the

operating conditions of the system at the time.

For a listing of all DTC’s, refer to

4.6 ABS & ABS/ETC SELF DIAGNOSTICS in this

Section.

DTC’s can be cleared by simply selecting F1 Clear

DTC’s and pressing the ENTER key.

NOTE:

If any DTC’s are set, reference should be made to

the relevant diagnostic charts in this Section.

Figure 12L-91

F2: DATA DISPLAY

If the F2: DATA DISPLAY mode is selected, an

additional application menu will appear giving the

operator the option of selecting ABS or ABS/ETC

data while the system is either active or disabled.

F0: Active ABS/ETC

F1: ABS/ETC disabled

If the disabled data list is selected, the ABS

warning lamp will be illuminated and the s ystem will

become disabled.

While the two data lists offer similar information,

the active data list has the advantage of m onitoring

the ABS or ABS/ETC systems while they are

operational, aiding in the diagnosis of intermittent

faults.

When monitoring speed data, the TECH 2 screen

displays the signals being sent from the wheel

speed sensors to the control module. In F0: Active

ABS/ETC display mode, the vehicle can be driven

while the TECH 2 displays wheel speed data. At

this time, the readings may be compared with

vehicle speed to check proper operation. Wheel

speed signals can also be compared with each

other to determine whether they are within

specification.

If one wheel speed signal differs greatly from the

other signals, improper operation of that particular

sensor may be indicated. Intermittent wheel speed

signals can be detected in this m ode by look ing for

signals that vary for no apparent reason. This

variation can occur during vehicle operation and

can be captured during F3: SNAPSHOT test mode.

For additional information regarding the soft keys

while in the DATA DISPLAY mode, refer to

Section 0C TECH 2.

The table below lists each item contained in the

data stream for both active and disabled lists,

together with a brief description of their meanings.

ACTIVE ABS/ETC

DATA STREAM / SCREEN DISPLA Y DESCRIPTION

FR Wheel Speed (Front Right) Displays wheel speed sensor input (km/h) to

the control module.

FL Wheel Speed (Front Left)

RR Wheel Speed (Rear Right)

RL Wheel Speed (Rear Left)

Pump Motor Displays current status of pump motor - either

ON or OFF.

Pump Relay Displays current status of pump relay - either

ON or OFF.

Valve Relay Displays current status of valve relay - either

OPEN or CLOSED.

ETC Switch Displays current status of switch - will display

OPEN when switch is in the rest position and

CLOSED when held down (ETC Only).

Requested Torque Displays the amount of torque the ABS/ETC

control module is requesting the engine to

deliver (ETC Only).

Actual Torque Displays the calibrated torque (in Nm) that the

engine is delivering (ETC Only).

ABS/ETC DISABLED

DATA STREAM / SCREEN DISPLA Y DESCRIPTION

FR Wheel Speed (Front Right) Displays wheel speed sensor input (km/h) to

the control module.

FL Wheel Speed (Front Left)

RR Wheel Speed (Rear Right)

RL Wheel Speed (Rear Left)

Stop Lamp Switch Displays current status of switch - displays

OFF when switch is in the rest position and ON

when brake pedal is depressed.

Pump Monitor Will always display OFF as ABS and ETC are

disabled in this mode.

Valve Relay Displays current status of valve relay - either

OPEN or CLOSED.

NOTE:

If OPEN displays in this mode, there is a fault

in the valve relay circuit.

ETC Switch Displays current status of switch - displays

OPEN when switch is in the rest position and

CLOSED when held down (ETC Only).

Engine Speed Displays the current engine speed in RPM

(ETC Only).

Requested Torque Displays the amount of torque (in Nm) the

ABS/ETC control module is requesting the

engine to deliver (ETC Only).

Actual Torque Displays the calibrated torque (in Nm) that the

engine is delivering (ETC Only).

System ID Displays control module internal software

identification number.

F3: SNAPSHOT

The snapshot mode will help to identify problems

caused by speed sensor signals that may cause

intermittent operation of the ABS or ABS/ETC

systems.

The SNAPSHOT mode captures data before and

after a forced manual trigger condition.

Figure 12L-92

F4: MISCELLANEOUS TESTS

In the Miscellaneous Tests mode, functional tests

are available on the ABS and ABS/ETC systems

that will help identify proper operation. In this m ode,

error conditions can be further identified by testing

and observing the test results.

Additionally, in this mode, the hydraulic modulator

can be bled (F2: BRAKE BLEED).

In the MISCELLANEOUS TESTS mode the

following tests can be performed:

F0: Solenoid

This test indicates whether spec ific s olenoid valves

in the hydraulic modulator release pressure to

assigned hydraulic wheel circuits and hold pr es sur e

in assigned hydraulic wheel circuits. Figure 12L-93

NOTE:

Use this procedure in conjunction with the

information displayed on the TECH 2 SCREEN

while in the F0: SOLENOID test mode.

The PRESSURE RELEASE part of the test

activates a selected hydraulic wheel circuit valve,

placing it in the pressure release position. Valve

action can then be verified by checking the

appropriate wheel for proper brake action.

The PRESSURE HOLD part of the test activates a

selected hydraulic wheel circuit valve, placing it in

the pressure hold position. Valve action can then be

verified by checking the appropriate wheel for

proper brake action.

These tests completely check each solenoid valve.

With an assistant, the pressure release and hold

tests can be verified as follows:

1. Ignition OFF.

2. Raise vehicle such that the wheels are at least

150 mm off the floor.

3. Install TECH 2 to the DLC.

4. Select Diagnostics / Chassis / ABS/ETC and

turn ignition on and confirm System

Identification information as instructed.

5. Select Miscellaneous Tests / Solenoids.

6. Select the relevant solenoid to be tested and

press ENTER.

7. Follow instructions on the TECH 2 display

screen while getting an assistant to try to spin

the road wheel being tested when requested by

TECH 2.

NOTE:

This test verifies correct operation of the hydraulic

functioning of the solenoid valves, Electrical

function is verif ied by the constant monitor ing of the

solenoid circuits by the control module during

normal operation of the system. If the control

module detects an electrical problem, such as an

open to ground of a solenoid circuit, a DTC will be

set and the system will be disabled.

F1: Auto Test

The AUTO Test is performed automatically by the

control module once during each ignition cycle

when the vehicle reaches approximately 6 km/h.

The TECH 2 will perform this test automatically

during the ABS TESTS mode. The AUTO Test

cycles each solenoid valve and the pump motor

briefly to check c om ponent operation. If any error is

detected during this tes t, the control m odule will set

a DTC and the ABS and or TRAC OFF warning

lamp will be illuminated. Perform the test as follows:

NOTE 1: Use this procedur e in conjunc tion with the

information displayed on the TECH 2 SCREEN

while in the F1: AUTO TEST, test mode.

NOTE 2: If there are any DTC’s set, they will have

to be cleared before this test can be performed.

Procedure

1. Turn ignition OFF.

2. Install TECH 2 to the DLC.

3. Select Diagnostics / Chassis / ABS/ETC and

turn ignition on and confirm System

Identification information as instructed.

4. Select Miscellaneous Tests / Auto Test and

press the CONTINUE soft key on TECH 2 to

start test (return pump will be heard running for

a short period).

5. Note any DTCs that are set when test is

completed.

F2: Brake Bleed

This test pr ompts the tec hnic ian to bleed the brake system . T he tes t is divided into two par ts ; a primar y bleed and a

secondary bleed. A prim ary bleed is a m anual bleed of eac h hydraulic cir cuit. Dur ing a s econdar y bleed, the ABS or

ABS/ETC control module activates the solenoid and pump motor so that any air in these components is expelled.

NOTE 1:

The AUTO TEST m ust be carried out prior to conducting the brake bleed procedure. If the automatic test has not

been conducted, carry out test as described under F1: AUTOMATIC TEST.

The brake bleed procedure is as follows:

1. Install brake bleeding equipment to vehicle as recommended in Section 5 BRAKES.

2. Turn ignition OFF.

3. Install TECH 2 to DLC.

4. Select Diagnostics / Chassis / ABS/ETC and turn ignition on and confirm System Identification information as

instructed.

5. Select Miscellaneous Tests / Brake Bleed and follow instructions on the TECH 2 display screen.

NOTE 2:

The T ECH 2 screen will display “RUN AUTO TEST PRIOR T O BRAKE BLEED. DONE ?” Select YES or NO. The

AUTOMATIC T EST must be c arr ied out prior to conduc ting the br ak e bleed pr oc edure. If the auto tes t has not been

conducted, select NO and carry out test as described under F1: AUTO TEST.

If the auto test has been completed, select YES and continue.

The procedure will begin with a manual bleed at the right hand rear brake calliper. Ensure a suitable size plastic

hose is installed over the bleed screw and that it leads into a container of brake fluid.

While following the bleed procedure, as per TECH 2 instructions, ensure that fluid is continuously fed into the

master cylinder.

4.9 DIAGNOSTIC CHARTS

INTRODUCTION

The following diagnostic charts are designed to provide fast and efficient fault location of the ABS or ABS/ETC

systems. Each diagnostic chart consists of: a ‘diagnostic chart’, connector body terminal assignments for

connectors relevant to that particular diagnostic chart, and pertinent information including Diagnostic Trouble Code

(DTC) setting parameters and circuit diagrams.

The following figures illustrate the terminal layout of the various connectors used in the system. This figure should

be used in conjunction with the diagnostic chart circuit diagrams when checking circuit faults if the connector

diagram is not included in the chart.

When carrying out wiring checks as directed to by the diagnostic charts, rather than probe terminals and connectors

with incorrect sized multimeter connections, use the adaptors contained in connector test adaptor kit KM-609. This

will prevent any possibility of spreading or damaging wiring harness terminals.

ON-VEHICLE SERVICE

When a diagnostic chart in this Section makes reference to removing/reinstalling or checking a component for

proper mounting or operation, refer to the appropriate service operation in this Section. After all diagnosis and

repairs are completed, road-test the vehicle to ensure proper ABS and ABS/ETC operation and the ABS and TRAC

OFF warning lamps do not come on, refer to 4.4 FUNCTIONAL CHECK in this Section. If the TECH 2 was used

for diagnosis, disconnect it from the DLC and turn the ignition OFF for at least 10 seconds before road testing. This

is necessary to reset the ABS or ABS/ETC control module as it is disabled during most TECH 2 diagnostic

procedures, and does not reset until serial data communication is stopped and ignition power is lost.

WIRING HARNESS CONNECTORS

Figure 12L-94

Figure 12L-95

CHART A1 - ABS WARNING LAMP INOPERATIVE

Figure 12L-96

CIRCUIT DESCRIPTION:

Battery voltage is supplied to the ABS OFF warning lamp with the ignition switch in the IGN or START positions

through fuse F13 (located in the passenger compartment fuse panel).

The warning lamp can only be activated by the ABS or ABS/ETC control module internally by supplying earth to

terminal 21 or via shorting bar in the ABS or ABS/ETC control module connector YE98 when it is disconnected from

the control module.

TEST DESCRIPTION:

The numbers below refer to step numbers in diagnostic chart A1.

1. This test checks for any DTC's that may cause the ABS warning lamp to be inoperative.

2. This test verifies an inoperative warning lamp condition.

3. This test checks if fault is within control module.

4. This step determines if the warning lamp bulb or socket is defective.

5. This test checks for a faulty voltage supply to the warning lamp.

6. Checks circuit 875.

7. Checks the warning lamps earth circuit to the ABS or ABS/ETC control module.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. Refer to Section 12P WIRING DIAGRAMS for procedures on checking wiring faults.

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ Diagnostic Trouble

Codes / Read DTC’s

(refer to NOTE 1

above).

∙Are any DTC's set ?

Repair conditions

which set DTC's,

recheck and verify

repair.

Go to Step 2.

2. ∙Disconnect TECH 2

from DLC.

∙Turn ignition on

whilst observing ABS

warning lamp.

∙Does warning lamp

illuminate for

approximately 2

seconds then turn

OFF ?

NOTE:

If battery voltage is below

9V, lamp may stay on.

No fault found.

Perform ABS or

ABS/ETC

functional check

as per 4.4 in this

Section.

Go to Step 3.

3. ∙Turn ignition OFF.

∙Disconnect ABS or

ABS/ETC control

module connector

YE98 from control

module.

∙Turn ignition ON.

∙Does ABS warning

lamp illuminate ?

Check control

module connector

YE98 terminals

for correct sizing

& condition. If all

OK, replace

control module.

Go to Step 4.

4. ∙Remove instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS/WASHERS

AND HORN.

∙Remove ABS

warning lamp bulb

and socket from

instrument cluster

and check warning

lamp bulb condition.

∙Is bulb and socket

OK ?

Go to Step 5. Replace ABS

warning lamp bulb

and/or socket,

recheck and verify

repair.

5. ∙With instrument

cluster removed,

switch ignition on and

measure voltage

between connector

YB66, terminal 19,

circuit 44 (Pink/Blue

wire) and earth (refer

to NOTE 2 above).

∙Is voltage as

specified ?

Battery

+Go to Step 6. Check fusible link

FJ and fuse F13.

Check wiring

between ignition

switch and

instrument cluster

connector YB66.

Check ignition

switch contacts,

recheck and verify

repair.

STEP ACTION VALUE YES NO

6. ∙Check for continuity

between instrument

cluster connector

YB66, terminal 9, and

ABS or ABS/ETC

control module

connector YE98,

terminal 21, circuit

875 (Green wire)

(refer NOTE 2

above).

∙Does continuity exist

Go to Step 7. Check and repair

open in circuit 875,

recheck and verify

repair.

7. ∙Check for continuity

between earth

location E3 (RH inner

fender) and ABS or

ABS/ETC control

module connector

YE98, terminal 19,

circuit 150 (Black

wire) (refer to

NOTE 2 above).

∙Earth ci rcuit OK ?

Replace

instrument

cluster, refer 12C

INSTRUMENTS,

WIPERS /

WASHERS AND

HORNS.

Repair circuit as

required, recheck

circuit to verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-97

CHART A2 - TRAC OFF WARNING LAMP INOPERATIVE

Figure 12L-98

CIRCUIT DESCRIPTION:

Battery voltage is supplied to the TRAC OFF warning lamp with the ignition switch in the IGN or START positions

through fuse F13 (located in the passenger compartment fuse panel). The instrument cluster monitors circuit 1220

for a serial data message from the ABS/ETC control module. If the instrument cluster does not receive a serial data

message from the ABS/ETC control module, the instrument cluster will illuminate the TRAC OFF warning lamp.

The TRAC OFF warning lamp will be illuminated whenever the system is disabled, either manually through the

TRAC CTRL switch or due to a fault being logged in the control module, to alert the driver the ETC system has

been disabled.

TEST DESCRIPTION:

The numbers below refer to step numbers in diagnostic chart A2.

1. This test checks for any DTC's that may cause the TRAC OFF warning lamp to be inoperative.

2. This test determines if the ABS/ETC control module is faulty by using TECH 2 to drive the warning lamp on.

3. This is a simple test to determine if power is being supplied to the instrument cluster warning lamps (the TRAC

OFF and ABS warning lamps share a common power source).

4. This step determines if the warning lamp bulb or socket is defective.

5. This test checks for a faulty voltage supply to the warning lamp.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7, TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. Refer to Section 12P WIRING DIAGRAMS for procedures on checking wiring faults.

DIAGNOSTIC AIDS:

If the TRAC CTRL button is depressed and held for ten or more seconds (or there is a short to earth in circuit 1429),

the ABS/ETC control module will see this as a short circuit to earth and the ETC will be permanently enabled and

the TRAC OFF warning lamp turned off until the ignition is switched off and the engine restarted.

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC.

∙Select Diagnostics /

Chassis / Diagnostic

Trouble Codes /

Read DTC’s (refer to

NOTE 1 above).

∙Are any DTC’s set ?

Repair conditions

which set DTC’s,

recheck and verify

repair.

Go to Step 2

STEP ACTION VALUE YES NO

2. ∙With TECH 2 still

connected, exit

Chassis and select

Body / Instruments /

Miscellaneous Tests

/ Lamps / Traction

Control Off Lamp and

command TRAC

OFF warning lamp

on (refer to

NOTE 1 above).

∙Does TRAC OFF

warning lamp

illuminate ?

Replace

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section,

recheck circuit to

verify repair.

Go to Step 3.

3. ∙Disconnect TECH 2

from DLC.

∙Turn ignition on

whilst observing ABS

warning lamp.

∙Does ABS warning

lamp illuminate for

approximately 2

seconds then turn

OFF ?

Go to Step 4. Go to Step 5

4. ∙Remove instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS/WASHERS

AND HORN

∙Remove TRAC OFF

warning lamp bulb

and socket from

instrument cluster

and check warning

lamp bulb condition.

∙Is bulb and socket

OK ?

Replace

instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS /

WASHERS AND

HORNS.

Replace TRAC

OFF warning lamp

bulb and/or socket,

recheck and verify

repair.

5. ∙Remove instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS/WASHERS

AND HORN.

∙Switch ignition on

and measure voltage

between connector

YB66, terminal 19,

circuit 44 (Pink/Blue

wire) and earth (refer

NOTE 2 above).

∙Is voltage as

specified ?

Battery

+No fault found.

Perform ABS or

ABS/ETC

functional check

as per 4.4 in this

Section.

Check fusible link

FJ and fuse F13.

Check wiring

between ignition

switch and

instrument cluster

connector YB66.

Check ignition

switch contacts,

recheck circuit to

verify repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-99

CHART A3 - LOW TRAC WARNING LAMP INOPERATIVE

Figure 12L-100

CIRCUIT DESCRIPTION:

Battery voltage is supplied to the LOW TRAC warning lamp with the ignition switch in the IGN or START positions

through fuse F13 (located in the passenger compartment fuse panel).

The warning lamp is activated by the ABS/ETC control module internally by supplying earth to terminal 20 when the

traction control system (ETC) is activated, or via a shorting bar in the ABS/ETC control module connector YE98

when it is disconnected from the control module.

TEST DESCRIPTION:

The numbers below refer to step numbers in diagnostic chart A3

1. This test checks for any DTC's that may cause the LOW TRAC warning lamp to be inoperative.

2. This test verifies an inoperative warning lamp condition.

3. This test checks if fault is within control module.

4. This step determines if the warning lamp bulb or socket is defective.

5. This test checks for a faulty voltage supply to the warning lamp.

6. Checks circuit 88.

7. Checks the warning lamps earth circuit to the ABS/ETC control module.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. Refer to Section 12P WIRING DIAGRAMS for procedures on checking wiring faults.

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC select

Diagnostics / Chassis

/ Diagnostic Trouble

Codes / Read DTC’s

(refer to NOTE 1

above).

∙Are any DTC's set ?

Repair conditions

which set DTC's,

recheck and verify

repair.

Go to Step 2.

2. ∙Disconnect TECH 2

from DLC.

∙Turn ignition on

whilst observing

LOW TRAC warning

lamp.

∙Does warning lamp

illuminate for

approximately 2

seconds then turn

OFF ?

No fault found.

Perform ABS or

ABS/ETC

functional check

as per 4.4 in this

Section.

Go to Step 3.

3. ∙Turn ignition OFF.

∙Disconnect ABS/ETC

control module

connector YE98 from

control module.

∙Turn ignition ON.

∙Does LOW TRAC

warning lamp

illuminate ?

Check ABS/ETC

control module

connector

terminal for

correct sizing &

condition. If all

OK, replace

control module.

Go to Step 4.

4. ∙Remove instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS/WASHERS

AND HORN.

∙Remove LOW TRAC

warning lamp bulb

and socket from

instrument cluster

and check warning

lamp bulb condition.

∙Is bulb and socket

OK ?

Go to Step 5. Replace ABS

warning lamp bulb

and/or socket,

recheck and verify

repair.

5. ∙With instrument

cluster removed,

switch ignition on and

measure voltage

between connector

YB66, terminal 19,

circuit 44 (Pink/Blue

wire) and earth (refer

to NOTE 2 above).

∙Is voltage as

specified ?

Battery

+Go to Step 6. Check fusible link

FJ and fuse F13.

Check wiring

between ignition

switch and

instrument cluster

connector YB66.

Check ignition

switch contacts,

recheck circuit to

verify repair.

STEP ACTION VALUE YES NO

6. ∙Check for continuity

between instrument

cluster connector

YB66, terminal 11

and ABS/ETC control

module connector

YE98, terminal 20,

circuit 88 (Yellow/

Red wire) (refer to

NOTE 2 above).

∙Does continuity exist

Go to Step 7. Check and repair

open in circuit 88,

recheck and verify

repair.

7. ∙Check for continuity

between earth

location E3 (RH inner

fender) and

ABS/ETC control

module connector

YE98, terminal 19,

circuit 150 (Black

wire) (refer to

NOTE 2 above).

∙Earth ci rcuit OK ?

Replace

instrument

cluster, refer 12C

INSTRUMENTS,

WIPERS /

WASHERS AND

HORNS.

Repair circuit as

required, recheck

circuit to verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-101

CHART B - POWER SUPPLY TO CONTROL MODULE (NO DTC'S STORED)

Figure 12L-102

CIRCUIT DESCRIPTION:

Battery voltage is supplied to the ABS or ABS/ETC control module terminal 15 with the ignition switch in the IGN or

START positions through fuse F27 (located in the passenger compartment fuse panel).

TEST DESCRIPTION:

The numbers below refer to the number/s in diagnostic chart B.

1. This test checks that there is sufficient battery voltage supply available.

2. This test checks the voltage supply to the ABS or ABS/ETC control module.

3. This test checks all fuses in the supply circuit.

4. This tests checks for other conditions that do not allow the correct voltage supply to the ABS or ABS/ETC

control module.

5. This test checks the earth connections to the ABS or ABS/ETC control module.

NOTES ON DIAGNOSTIC CHART:

1. Refer to Section 12P WIRING DIAGRAMS for procedures on checking wiring faults.

STEP ACTION VALUE YES NO

1. ∙Measure voltage

across battery

terminals (refer to

NOTE 1 above).

∙Is it voltage as

specified ?

10 - 16

Volts Go to Step 2. Check condition of

battery, refer to

Section 12A.

Check charging

system, refer to

Section 6D1-1 (V6)

Section 6D2-1 (V8)

STEP ACTION VALUE YES NO

2. ∙Remove wiring

harness connector

YE98 from ABS or

ABS/ETC control

module.

∙Switch ignition ON.

∙Measure voltage at

connector YE98,

terminal 15, circuit

855 (Red wire) (refer

to NOTE 1 above).

∙Is voltage as

specified ?

Approx.

12 Volts Go to Step 5. Go to Step 3.

3. ∙Check fusible link FJ

and fuse F27.

∙Are fusible link and

fuse OK ?

Go to Step 4. Replace defective

fusible link FJ

and/or fuse F27.

Investigate cause

of blown link or

fuse, recheck

circuit to verify

repair.

4. ∙Check wiring in

circuits 2, 3 and 855

for open circuit (refer

to NOTE 1 above).

∙Check ignition switch

contacts.

∙Is all OK ?

Check ignition

switch connector

YB44 and control

module connector

YE98 terminals

for correct sizing

and condition.

Repair/replace

wiring or ignition

switch as

necessary, recheck

circuit to verify

repair.

5. ∙Check for continuity

between earth

location E3 (RH inner

fender) and ABS or

ABS/ETC control

module connector

YE98, terminal 19,

circuit 150 (Black

wire) (refer to

NOTE 1 above).

∙Earth ci rcuit OK ?

Check ABS or

ABS/ETC control

module connector

terminal for

correct sizing &

condition.

If all OK, replace

control module.

Repair circuit as

required, recheck

circuit to verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-103

CHART C1 - ABS ‘OFF’ WARNING LAMP ILLUMINATED CONTINUOUSLY - (NO DTC'S STORED)

Figure 12L-104

CIRCUIT DESCRIPTION:

Battery voltage is supplied to the ABS O FF warning

lamp with the ignition switch in the IGN or START

positions through fuse F13 (located in the

passenger compartment fuse panel). The warning

lamp can only be activated by the ABS or ABS/ETC

control module internally by supplying earth to

terminal 21 or via the shorting bar in the ABS or

ABS/ETC control module connector YE98 when it

is disconnected from the control module.

TEST DESCRIPTION:

The numbers below refer to the Step numbers in

diagnostic chart C1.

1. Uses TECH 2 to check for logged DTC’s that

are causing the warning lamp to illuminate.

2. This test checks whether the fault is caused by

the ABS or ABS/ETC control module or a short

to earth on circuit 875 (Green wire).

3. This test checks for a short to earth in the

wiring between the warning lam p and the ABS

or ABS/ETC control module.

NOTES ON DIAGNOSTIC CHART:

1. Using a small screwdriver, hold shorting bar

away from terminals in connector YE98, refer

to Fig. 12L-105.

2. Refer to 4.7 TECH 2 DIAGNOSTICS in this

Section for connecting and using Tech 2.

3. Refer to Section 12P WIRING DIAGRAMS for

procedures on checking wiring faults.

Figure 12L-105

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC.

∙Select Diagnostics /

Chassis / Diagnostic

Trouble Codes /

Read DTC’s (refer to

NOTE 1 above).

∙Are any DTC's set?

Repair conditions

which set DTC's,

recheck and verify

repair.

Go to Step 2.

2. ∙Disconnect TECH 2

from DLC.

∙Remove wiring

harness connector

YE98 from ABS or

ABS/ETC control

module.

∙Hold shorting bar

away from terminals

20 and 21 in

connector YE98

(refer to

NOTE 2 above).

∙Switch ignition ON.

∙Is the warning lamp

constantly

illuminated?

Go to Step 3. Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

3. ∙Check circuit 875

(Green wire) and the

warning lamp bulb

socket for short to

earth between the

ABS or ABS/ETC

control module

connector YE98,

terminal 21 (Green

wire) and connector

YB66, terminal 9

(Green wire) (refer to

NOTE 3 above).

∙Is all OK?

Replace

instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS /

WASHERS AND

HORNS.

Repair circuit as

required, recheck

circuit to verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-106

CHART C2 - TRAC OFF WARNING LAMP ILLUMINATED CONTINUOUSLY - (NO DTC'S STORED)

Figure 12L-107

CIRCUIT DESCRIPTION:

Battery voltage is supplied to the TRAC OFF warning lamp with the ignition switch in the 'IGN' or 'START' positions

through fuse F13 (located in the passenger compartment fuse panel). The warning lamp is activated by the

ABS/ETC control module sending a signal to the instrument cluster via the serial data bus. The warning lamp will be

illuminated whenever the system becomes disabled either because of a fault in the system or from being manually

turned off by the traction control (TRAC CTRL) switch, located near the transmission shift selector.

TEST DESCRIPTION:

The numbers below refer to the Step numbers in diagnostic chart C2.

1. Uses TECH 2 to check for logged DTC’s that are causing the warning lamp to illuminate.

2. Checks whether the fault is within the instrument cluster or ABS/ETC control module.

NOTES ON DIAGNOSTIC CHART:

Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

DIAGNOSTIC AIDS:

If the TRAC CTRL button is depressed and held for ten or more seconds (or there is a short to earth in circuit 1429)

the ABS/ETC control module will see this as a short circuit to earth and the ETC will be permanently enabled and

the TRAC OFF warning lamp turned off until the ignition is switched off and the engine restarted.

Therefore, a short circuit in circuit 1429, including TRAC CTRL switch will not illuminate the warning lamp

continuously, however, it could hold the lamp on for tens seconds after the ignition is switched on.

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC.

∙Select Diagnostics /

Chassis / Diagnostic

Trouble Codes /

Read DTC’s (refer to

NOTE 1 above).

∙Are any DTC's set ?

Repair conditions

which set DTC's,

recheck and verify

repair.

Go to Step 2.

2. ∙With TECH 2 still

connected, exit

Chassis and select

Body / Instruments /

Miscellaneous Tests

/ Lamps / Traction

Control Off Lamp and

command TRAC

OFF warning lamp

off (refer to

NOTE 1 above).

∙Does TRAC OFF

warning lamp turn

off?

Replace

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

Replace instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS /

WASHERS AND

HORNS.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

CHART C3 - LOW TRAC WARNING LAMP ILLUMINATED CONTINUOUSLY - (NO DTC'S STORED)

Figure 12L-108

CIRCUIT DESCRIPTION:

Battery voltage is supplied to the LOW TRAC

warning lamp with the ignition switch in the IGN or

START positions through fuse F13 (located in the

passenger compartment fuse panel). The warning

lamp can only be activated by the ABS or ABS/ETC

control module internally by supplying earth to

terminal 20 or via the shorting bar in the ABS or

ABS/ETC control module connector YE98 when it

is disconnected from the control module. If the ABS

or ABS/ETC control module activates traction

control, it will send a signal to the cruise control

module via circuit 96 (Brown wire), requesting the

cruise control module to turn off.

TEST DESCRIPTION:

The numbers below refer to the Step numbers in

diagnostic chart C3.

1. Uses TECH 2 to check for logged DTC’s that

are causing the warning lamp to illuminate.

2. This test checks whether the fault is caused by

the ABS or ABS/ETC control module.

3. This test chec ks c irc uit 96, inc luding s top lamp

switch B.

4. This test checks for a short to earth in the

wiring between the warning lamp, ABS or

ABS/ETC control module and the stop lamp

switch connector.

NOTES ON DIAGNOSTIC CHART:

1. Using a small screwdriver, hold shorting bar

away from terminals in connector YE98, refer

Fig. 12L-109.

2. Refer to 4.7 TECH 2 DIAGNOSTICS in this

Section for connecting and using Tech 2.

3. Refer to Section 12P WIRING DIAGRAMS for

procedures on checking wiring faults.

Figure 12L-109

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC.

∙Select Diagnostics /

Chassis / Diagnostic

Trouble Codes /

Read DTC’s (refer to

NOTE 2 above).

∙Are any DTC's set ?

Repair conditions

which set DTC's,

recheck and verify

repair.

Go to Step 2.

2. ∙Disconnect TECH 2

from DLC.

∙Remove wiring

harness connector

YE98 from ABS or

ABS/ETC control

module.

∙Hold shorting bar

away from terminals

20 and 21 in

connector YE98

(refer to

NOTE 1 above).

∙Switch ignition ON.

∙Is the warning lamp

constantly illuminated

Go to Step 3. Replace ABS/ETC

control module,

refer to 3.6

CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

STEP ACTION VALUE YES NO

3. ∙With connector YE98

removed from the

control module and

the shorting bars held

away from terminals

20 and 21 in

connector YE98,

disconnect the stop

lamp switch

connector YB12

(refer NOTE 1

above).

∙Switch ignition ON.

∙Is the warning lamp

constantly illuminated

Go to Step 4. Check for short to

earth in circuit 96

and/or check and

adjust or repair

stop lamp swi tch B,

as necessary (refer

Section 12B

LIGHTING

SYSTEM for

information on stop

lamp switch).

4. ∙Check circuit 88

(Yellow/Red wire)

and the warning lamp

bulb socket for short

to earth between the

ABS or ABS/ETC

control module

connector YE98,

terminal 20,

connector YB66,

terminal 11 and

connector YB12

(Yellow/Red wire)

(refer NOTE 3

above).

∙Is all OK ?

Replace

instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS /

WASHERS AND

HORNS.

Repair circuit as

required, recheck

circuit to verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-110

DTC 21 - FRONT RIGHT WHEEL SPEED SENSOR INCORRECT SIGNAL

Figure 12L-111

CIRCUIT DESCRIPTION:

The toothed pulse ring wheel inside the front hub assembly generates a voltage pulse as it moves past the wheel

speed sensor; each tooth - gap - tooth on the pulse ring generates these pulses.

The frequency of these pulses is used by the ABS or ABS/ETC control module to determine wheel speed.

DTC 21 will set if vehicle speed is approximately 12 km/h and the control module detects a low right hand front

wheel speed sensor output voltage.

If a failure is detected which causes DTC 21 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 21 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 21.

1. This test checks if there is a speed signal output from the sensor.

2. This test checks for connector or wiring problems which may cause an intermittent condition.

3. This test determines whether the DTC was set by an intermittent condition or a control module fault.

4. This check is a visual inspection of the speed sensor, wiring and the pulse ring.

5. If repairs are necessary, the speed sensor output must be rechecked to verify the repair.

6. This test checks for a voltage drop in the wheel speed sensor wiring which could cause lower than specified

sensor output voltage.

NOTES ON DIAGNOSTIC CHART

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using Tech 2.

2. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

DIAGNOSTIC AIDS

For additional information on testing the front wheel speed sensor, refer to 3.2 FRONT WHEEL SPEED SENSOR

LEAD in this Section.

STEP ACTION VALUE YES NO

1. ∙Jack up front of

vehicle and support

on safety stands.

∙Install Tech 2 to

DLC.

∙Select Diagnostics /

Chassis / ABS/ETC/

Data List / Active

ABS (refer to

NOTE 1 above).

∙Check right hand

front wheel speed

sensor output signal

by rotating wheel by

hand.

(Alternatively,

connect an

oscilloscope to the

wheel speed sensor

connector YE71,

between circuit 872

(White wire) and

circuit 873 (Red

wire), rotate right

hand front wheel by

hand and compare

oscilloscope patterns

with those shown

below. Repair as

necessary or go to

Step 2).

∙Does speed signal

change as wheel is

turned faster?

Go to Step 2. Go to Step 4.

2. ∙Visually inspect

sensor lead wiring

and connections.

∙Check wiring for

intermittent open or

short circuit (refer to

NOTE 2 above).

∙Is all OK ?

Go to Step 3. Repair fault with

sensor lead wiring

or connections,

recheck circuit to

verify repair.

3. ∙Clear all stored

DTC's (refer to

NOTE 1 above) and

road test vehicle .

∙Does DTC 21 set

again ?

Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the ABS

or ABS/ETC

control module

connector

terminals.

STEP ACTION VALUE YES NO

4. ∙Visually inspect

sensor lead wiring,

mountings and

connections.

∙Is all OK ?

Go to Step 6. Go to Step 5.

5. ∙Make repairs as

necessary. Retest

speed sensor output.

∙Is output now OK ?

Go to Step 3. Go to Step 6.

6. ∙Check circuits 872

(White wire) and 873

(Red wire) for

continuity (refer to

NOTE 2 above).

∙Inspect Main Wiring

Harness to sensor

lead connector YE71

and sensor

connector at front

wheel hub assembly.

∙Are connectors and

wiring OK ?

Replace front hub

& WSS asm, refer

to 3.3 WHEEL

SPEED SENSOR

in this Section,

recheck circuit to

verify repair.

Repair wiring as

necessary, recheck

circuit to verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Oscilloscope patterns (simulated only)

Normal view

Possible increasing and decreasing distance between wheel speed sensor and pulse ring

Possible chipped or damaged teeth

Figure 12L-112

DTC 23 - FRONT RIGHT WHEEL SPEED SENSOR SHORT CIRCUIT OR OPEN CIRCUIT

Figure 12L-113

CIRCUIT DESCRIPTION:

The toothed pulse ring wheel inside the front hub assembly generates a voltage pulse as it moves past the wheel

speed sensor; each tooth - gap - tooth on the pulse ring generates these pulses.

The frequency of these pulses is used by the ABS or ABS/ETC control module to determine wheel speed.

DTC 23 will set when the ignition is switched on and the control module detects a continuity problem in circuits 872

and 873, or no wheel speed signal is generated by the sensor.

If a failure is detected which causes DTC 23 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 23 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 23.

1. Begin rectification of this DTC by visually inspecting right hand front wheel speed sensor wiring for a fault

condition.

2. This test is a usual check for connector or wiring problems which may cause an intermittent condition.

3. This test checks for correct resistance reading of the sensor coil.

4. This test checks for continuity of right hand front wheel speed sensor wiring.

5. This test checks for short circuit between wheel speed sensor wiring.

6. This test checks for open circuit in right hand front wheel speed sensor wiring.

7. This test checks for short to earth or B+ in circuits 872 and 873.

8. This test determines whether the DTC was set by an intermittent condition or a control module fault.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

DIAGNOSTIC AIDS:

For additional information on testing the front wheel speed sensor, refer to 3.2 FRONT WHEEL SPEED SENSOR

LEAD in this Section.

Figure 12L-114

Figure 12L-115

STEP ACTION VALUE YES NO

1. ∙Ensure that right

hand front wheel

speed sensor lead is

not visibly damaged

and that it is properly

secured at all places.

∙If the sensor lead is

damaged or not

correctly mounted

and retained, replace

the lead and/or

properly install it.

∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle,

does DTC 23 set

again ?

Go to Step 3. Go to Step 2.

2. ∙Inspect all system

wiring and

connections that

could causes

intermittent faults.

Check all wiring is in

good condition,

terminals are clean

and tight and making

good contact (refer to

NOTE 2 above).

∙Is all OK ?

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the ABS

or ABS/ETC

control module

connector

terminals.

Make repairs as

necessary, recheck

circuit to verify

repair.

3. ∙Turn ignition OFF

∙Disconnect sensor

lead connector YE71

from Main Wiring

Harness connector.

∙Using digital

multimeter, measure

sensor and lead

resistance.

∙Is value as specified

1600 -

1800

Ohms

Go to Step 5. Go to Step 4.

STEP ACTION VALUE YES NO

4. ∙Remove sensor lead

and check continuity

of lead wiring.

∙Is continuity OK ?

Wheel speed

sensor faulty.

Replace front hub

assembly, refer to

3.3 in this Section,

recheck circuit to

verify repair.

Faulty lead.

Replace lead, refer

to 3.2 in this

Section, recheck

circuit to verify

repair.

5. ∙Disconnect the ABS

or ABS/ETC control

module connector

YE98.

∙With sensor lead

connector YE71 still

disconnected, check

continuity between

ABS or ABS/ETC

control module

connector YE98,

terminals 4 and 5

(refer to NOTE 2

above).

∙Does continuity exist

Eliminate short

circuit in wiring

between circuits

872 (White wire)

and 873 (Red

wire), recheck

circuit to verify

repair.

Go to Step 6

6. ∙Check circuits 872

(White wire) and 873

(Red wire) for open

circuit between

sensor connector

YE71 and ABS or

ABS/ETC control

module connector

YE98 (refer to

NOTE 2 above).

∙Is there continuity in

both circuits ?

Go to Step 7. Eliminate open

circuit in wiring,

recheck circuit to

verify repair.

7. ∙Check circuits 872

and 873 for short to

earth or B+ (refer to

NOTE 2 above).

∙Are both circuits OK

Go to Step 8. Eliminate short to

earth or B+ in

wiring, recheck

circuit to verify

repair.

8. ∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle.

∙Does DTC 23 set

again ?

Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the ABS

or ABS/ETC

control module

connector

terminals.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

DTC 25 - FRONT LEFT WHEEL SPEED SENSOR INCORRECT SIGNAL

Figure 12L-116

CIRCUIT DESCRIPTION:

The toothed pulse ring wheel inside the front hub assembly generates a voltage pulse as it moves past the wheel

speed sensor; each tooth - gap - tooth on the pulse ring generates these pulses.

The frequency of these pulses is used by the ABS or ABS/ETC control module to determine wheel speed.

DTC 25 will set if vehicle speed is approximately 12 km/h and the control module detects a low left hand front wheel

speed sensor output voltage.

If a failure is detected which causes DTC 25 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS, or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 25 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 25.

1. This test checks if there is a speed signal output from the sensor.

2. This test checks for connector or wiring problems which may cause an intermittent condition.

3. This test determines whether the DTC was set by an intermittent condition or a control module fault.

4. This check is a visual inspection of the speed sensor, wiring and the pulse ring.

5. If repairs are necessary, the speed sensor output must be rechecked to verify the repair.

6. This test checks for a voltage drop in the wheel speed sensor wiring which could cause lower than specified

sensor output voltage.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using Tech 2.

2. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

DIAGNOSTIC AIDS:

For additional information on testing the front wheel speed sensor, refer to 3.2 FRONT WHEEL SPEED SENSOR

LEAD in this Section.

STEP ACTION VALUE YES NO

1. ∙Jack up front of

vehicle and support

on safety stands.

∙Install Tech 2 to

DLC.

∙Select Diagnostics /

Chassis / ABS/ETC /

Data List / Active

ABS (refer to

NOTE 1 above).

∙Check left hand front

wheel speed sensor

output signal by

rotating wheel by

hand.

(Alternatively,

connect an

oscilloscope to the

wheel speed sensor

connector YE71,

between circuit 830

(Brown wire) and

circuit 833 (Grey

wire), rotate left hand

front wheel by hand

and compare

oscilloscope patterns

with those shown

below. Repair as

necessary or go to

Step 2).

∙Does speed signal

change as wheel is

turned faster?

Go to Step 2. Go to Step 4.

2. ∙Visually inspect

sensor lead wiring

and connections.

∙Check wiring for

intermittent open or

short circuit (refer to

NOTE 2 above).

∙Is all OK ?

Go to Step 3. Repair fault with

sensor lead wiring

or connections,

recheck circuit to

verify repair.

3. ∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle.

∙Does DTC 25 set

again ?

Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the ABS

or ABS/ETC

control module

connector

terminals.

4. ∙Visually inspect

sensor lead wiring,

mountings and

connections.

∙Is all OK ?

Go to Step 6. Go to Step 5.

STEP ACTION VALUE YES NO

5. ∙Make repairs as

necessary. Retest

speed sensor output.

∙Is output now OK ?

Go to Step 3. Go to Step 6.

6. ∙Check circuits 830

(Brown wire) and 833

(Grey wire) for

continuity (refer to

NOTE 2 above).

∙Inspect Main Wiring

Harness to sensor

lead connector YE71

and sensor

connector at front

wheel hub assembly.

∙Are connectors and

wiring OK ?

Replace front hub

& WSS asm, refer

to 3.3 WHEEL

SPEED SENSOR

in this Section,

recheck circuit to

verify repair.

Repair wiring as

necessary, recheck

circuit to verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Oscilloscope Patterns (simulated only)

Normal view

Possible increasing and decreasing distance between wheel speed sensor and pulse ring

Possible chipped or damaged teeth

Figure 12L-117

DTC 27 - FRONT LEFT WHEEL SPEED SENSOR SHORT CIRCUIT OR OPEN CIRCUIT

Figure 12L-118

CIRCUIT DESCRIPTION:

The toothed pulse ring wheel inside the front hub assembly generates a voltage pulse as it moves past the wheel

speed sensor; each tooth - gap - tooth on the pulse ring generates these pulses.

The frequency of these pulses is used by the ABS or ABS/ETC control module to determine wheel speed.

DTC 27 will set when the ignition is switched on and the control module detects a continuity problem in circuits 830

and 833, or no wheel speed signal is generated by the sensor.

If a failure is detected which causes DTC 27 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 27 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 27.

1. Begin rectification of this DTC by visually inspecting left hand front wheel speed sensor wiring for a fault

condition.

2. This test checks for connector or wiring problems which may cause an intermittent condition.

3. This test checks for correct resistance reading of the sensor coil.

4. This test checks for continuity of left hand front wheel speed sensor wiring.

5. This test checks for short circuit between wheel speed sensor wiring.

6. This test checks for open circuit in left hand front wheel speed sensor wiring.

7. This test checks for short to earth or B+ in circuits 830 and 833.

8. This test determines whether the DTC was set by an intermittent condition or a control module fault.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

DIAGNOSTIC AIDS:

For additional information on testing the front wheel speed sensor, refer to 3.2 FRONT WHEEL SPEED SENSOR

LEAD in this Section.

Figure 12L-119

Figure 12L-120

STEP ACTION VALUE YES NO

1. ∙Ensure that left hand

front wheel speed

sensor lead is not

visibly damaged and

that it is properly

secured at all places.

∙If the sensor lead is

damaged or not

correctly mounted

and retained, replace

the lead and/or

properly install it.

∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle,

does DTC 27 set

again ?

Go to Step 3. Go to Step 2.

2. ∙Inspect all system

wiring and

connections that

could cause

intermittent faults.

Check all wiring is in

good condition,

terminals are clean

and tight and making

good contact (refer to

NOTE 2 above).

∙Is all OK ?

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the ABS

or ABS/ETC

control module

connector

terminals.

Make repairs as

necessary, recheck

circuit to verify

repair.

3. ∙Turn ignition OFF.

∙Disconnect sensor

lead connector YE71

from Main Wiring

Harness connector.

∙Using digital

multimeter, measure

sensor and lead

resistance.

∙Is value as specified

1600 -

1800

Ohms

Go to Step 5. Go to Step 4.

STEP ACTION VALUE YES NO

4. ∙Remove sensor lead

and check continuity

of lead wiring.

∙Is continuity OK ?

Wheel speed

sensor faulty.

Replace front hub

assembly, refer to

3.3 in this Section,

recheck circuit to

verify repair.

Faulty lead.

Replace lead, refer

to 3.2 in this

Section, recheck

circuit to verify

repair.

5. ∙Disconnect ABS or

ABS/ETC control

module connector

YE98.

∙With sensor lead

connector YE71 still

disconnected, check

continuity between

ABS or ABS/ETC

control module

connector YE98,

terminals 6 and 7

(refer NOTE 2

above).

∙Does continuity exist

Eliminate short

circuit in wiring

between circuits

872 (White wire)

and 873 (Red

wire), recheck

circuit to verify

repair.

Go to Step 6.

6. ∙Check circuits 830

(Brown wire) and 833

(Grey wire) for open

circuit between

sensor connector

YE71 and ABS or

ABS/ETC control

module connector

YE98 (refer

NOTE 2 above).

∙Is there continuity in

both circuits ?

Go to Step 7. Eliminate open

circuit in wiring,

recheck circuit to

verify repair.

7. ∙Check circuits 830

and 833 for short to

earth or B+ (refer to

NOTE 2 above).

∙Are both circuits OK

Go to Step 8. Eliminate short to

earth or B+ in

wiring, recheck

circuit to verify

repair.

8. ∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle.

∙Does DTC 27 set

again ?

Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the ABS

or ABS/ETC

control module

connector

terminals.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

DTC 28 - WHEEL SPEED SENSOR FREQUENCY ERROR

Figure 12L-121

CIRCUIT DESCRIPTION:

The toothed pulse ring generates a voltage pulse as it moves past the wheel speed sensor. Each tooth - gap - tooth

on the pulse ring generates these pulses.

The frequency of these pulses is used by the ABS or ABS/ETC control module to determine wheel speed. The ABS

or ABS/ETC control module will calculate the wheel speed by the number of teeth on the pulse ring.

DTC 28 will set if an incorrect number of teeth or damaged teeth are present on a pulse ring. If the ABS or

ABS/ETC control module could define the specific wheel speed sensor causing the malfunction, the DTC

associated with the sensor (21, 25, 31 or 35) will be set instead of DTC 28.

If a failure is detected which causes DTC 28 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 28 will be set.

NOTE:

If DTC 28 sets, the ABS or ABS/ETC control module does not or cannot determine which sensor assembly is at

fault. All the wheel speed sensors will need to be checked to determine which is setting the DTC.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 28.

1. Begin rectification of this DTC by visually inspecting both front wheel speed sensors wiring for a fault condition.

2. This test checks for any front wheel speed sensor wiring or connector problem that could cause DTC 28 to set.

3. This test checks that rear sensors are correctly installed.

4. This test checks that the rear wheel pulse rings are correctly mounted.

5. This test checks for any rear wheel speed sensor wiring or connector problem that could cause DTC 28 to set.

STEP ACTION VALUE YES NO

FOR FRONT WHEEL SPEED SENSORS ONLY

1. ∙Visually inspect

sensor lead wiring

mountings and

connections.

∙Is all OK ?

Go to Step 2. Repair or replace

components as

necessary, recheck

circuit to verify

repair.

2. ∙Check system wiring

for faults between

ABS or ABS/ETC

control module

connector YE98 and

front wheel speed

sensor lead

connections at the

front wheel hub

connections, YE71,

as per steps 3 to 7 in

diagnostic charts

DTC 23 and/or DTC

27 in this Section.

∙Is all OK ?

Go to Step 3. Repair or replace

wiring as

necessary, recheck

circuit to verify

repair.

FOR REAR WHEEL SPEED SENSORS ONLY

3. ∙Check that the

sensors are correctly

mounted and that the

retaining bolt is

tightened to the

correct torque

specification.

∙Is all OK ?

Go to Step 4. Properly mount and

attach sensor,

recheck circuit to

verify repair.

4. ∙Check that pulse ring

is correctly mounted

to inner axle shaft

and is in line with

sensor.

∙Is all OK ?

Ensure that the

number of pulse

ring teeth

correspond to

specification (48),

and are not

damaged. If all

OK, go to Step 5.

Replace inner axle

shaft, refer to 3.4

PULSE RINGS in

this Section,

recheck circuit to

verify repair.

5. ∙Check system wiring

for faults between

ABS or ABS/ETC

control module

connector YE98 and

rear wheel speed

sensor lead

connectors YB34, as

per steps 3 to 6 in

diagnostic charts

DTC 33 and/or DTC

37 in this Section.

∙Is all OK ?

Check all system

wiring harness

connector

terminals, in

particular the ABS

or ABS/ETC

control module

connector

terminals.

Repair or replace

wiring as

necessary, recheck

circuit to verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-122

DTC 31 - REAR RIGHT WHEEL SPEED SENSOR INCORRECT SIGNAL

Figure 12L-123

CIRCUIT DESCRIPTION:

The toothed pulse ring wheel on the inner right rear axle flange generates a voltage pulse as it moves past the

wheel speed sensor; each tooth - gap - tooth on the pulse ring generates these pulses.

The frequency of these pulses is used by the ABS or ABS/ETC control module to determine wheel speed.

DTC 31 will set if vehicle speed is approximately 12 km/h and the control module detects a low right hand rear

wheel speed sensor output voltage.

If a failure is detected which causes DTC 31 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 31 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 31.

1. This test checks if there is a speed signal output from the sensor.

2. This test checks for connector or wiring problems which may cause an intermittent condition.

3. This test determines whether the DTC was set by an intermittent condition or a control module fault.

4. This check is a visual inspection of the speed sensor, wiring and the pulse ring.

5. If repairs are necessary, the speed sensor output must be rechecked to verify the repair.

6. This test checks for voltage drops in the wheel speed sensor wiring which could cause lower than specified

sensor output voltage.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

STEP ACTION VALUE YES NO

1. ∙Jack up rear of

vehicle and support

on safety stands.

∙Install TECH 2 to

DLC (refer to

NOTE 1 above).

∙Select Diagnostics /

Chassis / ABS/ETC/

Data List / Active

ABS.

∙Check right hand

rear wheel speed

sensor output signal

by rotating wheel by

hand.

(Alternatively,

connect an

oscilloscope to the

wheel speed sensor

connector YR34,

between circuit 882

(Black w ire) and

circuit 883 (Blue

wire), rotate right

hand front wheel by

hand and compare

oscilloscope patterns

with those shown

below. Repair as

necessary or go to

Step 2).

∙Does speed signal

change as wheel is

turned faster?

Go to Step 2. Go to Step 4.

2. ∙Visually inspect

sensor lead wiring

and connections.

∙Check wiring for

intermittent open or

short circuit (refer to

NOTE 2 above).

∙Is all OK ?

Go to Step 3. Repair fault with

sensor lead wiring

or replace sensor,

recheck circuit to

verify repair.

3. ∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle.

∙Does DTC 31 set

again ?

Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

and verify repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the ABS

or ABS/ETC

control module

connector

terminals.

STEP ACTION VALUE YES NO

4. ∙Visually inspect

sensor end for any

signs of damage

∙Check that the pulse

ring is secured to the

inner axle shaft and

is positioned in line

with the sensor.

∙Inspect pulse ring

teeth for any signs of

damage.

∙Is all OK ?

Go to Step 6. Go to Step 5.

5. ∙Make repairs as

necessary. Retest

speed sensor output.

∙Is output now OK ?

Go to Step 3. Go to Step 6.

6. ∙Check circuits 882

(Black wire) and 883

(Blue wire ) for

continuity (refer to

NOTE 2 above).

∙Inspect body harness

to sensor connector

YR34, body harness

to Main Wiring

Harness connector

YB74 and ABS or

ABS/ETC control

module connector

YE98.

∙Are connectors and

wiring OK ?

Replace rear

WSS asm, refer

to 3.3 WHEEL

SPEED

SENSORS in this

Section, recheck

circuit to verify

repair.

Repair wiring as

necessary, recheck

circuit to verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Oscilloscope Patterns (simulated only)

Normal view

Possible increasing and decreasing distance between wheel speed sensor and pulse ring

Possible chipped or damaged teeth

Figure 12L-124

DTC 33 - REAR RIGHT WHEEL SPEED SENSOR SHORT CIRCUIT OR OPEN CIRCUIT

Figure 12L-125

CIRCUIT DESCRIPTION:

The toothed pulse ring wheel on the inner right rear axle flange generates a voltage pulse as it moves past the

wheel speed sensor; each tooth - gap - tooth on the pulse ring generates these pulses.

The frequency of these pulses is used by the ABS or ABS/ETC control module to determine wheel speed.

DTC 33 will set when the ignition is switched on and the control module detects a continuity problem in circuits 882

and 883, or no wheel speed signal is generated by the sensor.

If a failure is detected which causes DTC 33 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 33 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 33.

1. Begin rectification of this DTC by visually inspecting right hand rear wheel speed sensor wiring for a fault

condition.

2. This test is a usual check for connector or wiring problems which may cause an intermittent condition.

3. This test checks for correct resistance reading of the sensor coil.

4. This test checks for short circuit in right hand rear wheel speed sensor wiring.

5. This test checks for open circuit in right hand rear wheel speed sensor wiring.

6. This test checks for short to earth or B+ in circuits 882 and 883.

7. This test determines whether the DTC was set by an intermittent condition or a control module fault.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

Figure 12L-126

Figure 12L-127

STEP ACTION VALUE YES NO

1. ∙Ensure that right

hand rear wheel

speed sensor lead is

not visibly damaged

and that it is properly

secured at all places.

∙If the sensor lead is

damaged or not

correctly mounted

and retained, replace

the lead and/or

properly install it.

∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle,

does DTC 33 set

again ?

Go to Step 3. Go to Step 2.

2. ∙Inspect all system

wiring and

connections that

could causes

intermittent faults.

Check all wiring is in

good condition,

terminals are clean

and tight and making

good contact (refer to

NOTE 2 above).

∙Is all OK ?

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and

ABS or ABS/ETC

control module

connector

terminals.

Make repairs as

necessary, recheck

circuit to verify

repair.

3. ∙Turn ignition OFF.

∙Disconnect sensor

lead connector YR34

from body harness

connector.

∙Using digital

multimeter, measure

sensor and lead

resistance.

∙Is value as specified

1440 -

1760

Ohms

Go to Step 4. Replace rear WSS

asm, refer to 3.3

WHEEL SPEED

SENSORS in this

Section, recheck

circuit to verify

repair.

STEP ACTION VALUE YES NO

4. ∙Disconnect ABS or

ABS/ETC control

module connector

YB98.

∙With sensor lead

connector YR34 still

disconnected, check

continuity between

ABS or ABS/ETC

control module

connector YB98,

terminals 1 and 2

(refer to NOTE 2

above).

∙Does continuity exist

Eliminate short

circuit in wiring

between circuits

882 (Black wire)

and 883 (Blue

wire), recheck

circuit to verify

repair.

Go to Step 5.

5. ∙Check circuits 882

(Black wire) and 883

(Blue wire) for open

circuit between

sensor connector

YR34 and ABS

control module

connector YB98

(refer to NOTE 2

above).

∙Is there continuity in

both circuits ?

Go to Step 6. Eliminate open

circuit in wiring,

recheck circuit to

verify repair.

6. ∙Check circuits 882

and 883 for short to

earth or B+ (refer to

NOTE 2 above).

∙Are both circuits OK

Go to Step 7. Eliminate short to

earth or B+ in

wiring, recheck

circuit to verify

repair.

7. ∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle.

∙Does DTC 33 set

again ?

Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

and verify repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and ABS

or ABS/ETC

control module

connector

terminals.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

DTC 35 - REAR LEFT WHEEL SPEED SENSOR INCORRECT SIGNAL

Figure 12L-128

CIRCUIT DESCRIPTION:

The toothed pulse ring wheel on the inner left rear axle flange generates a voltage pulse as it moves past the wheel

speed sensor; each tooth - gap - tooth on the pulse ring generates these pulses.

The frequency of these pulses is used by the ABS or ABS/ETC control module to determine wheel speed.

DTC 35 will set if vehicle speed is approximately 12 km/h and the control module detects a low left hand rear wheel

speed sensor output voltage.

If a failure is detected which causes DTC 35 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS, or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 35 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 35.

1. This test checks if there is a speed signal output from the sensor.

2. This test checks for connector or wiring problems which may cause an intermittent condition.

3. This test determines whether the DTC was set by an intermittent condition or a control module fault.

4. This check is a visual inspection of the speed sensor, wiring and the pulse ring.

5. If repairs are necessary, the speed sensor output must be rechecked to verify the repair.

6. This test checks for voltage drops in the wheel speed sensor wiring which could cause lower than specified

sensor output voltage.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

STEP ACTION VALUE YES NO

1. ∙Jack up rear of

vehicle and support

on safety stands.

∙Install TECH 2 to

DLC and turn ignition

ON (refer to

NOTE 1 above).

∙Select Diagnostics /

Chassis / ABS/ETC/

Data List / Active

ABS.

∙Check left hand rear

wheel speed sensor

output signal by

rotating wheel by

hand.

(Alternatively,

connect an

oscilloscope to the

wheel speed sensor

connector YR34,

between circuit 884

(Violet wire ) and

circuit 885 (Yellow

wire), rotate left hand

front wheel by hand

and compare

oscilloscope patterns

with those shown

below. Repair as

necessary or go to

Step 2).

∙Does speed signal

change as wheel is

turned faster?

Go to Step 2. Go to Step 4.

2. ∙Visually inspect

sensor lead wiring

and connections.

∙Check wiring for

intermittent open or

short circuit (refer

NOTE 2 above).

∙Is all OK ?

Go to Step 3. Repair fault with

sensor lead wiring

or replace sensor,

recheck and verify

repair.

3. ∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle .

∙Does DTC 35 set

again ?

Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

and verify repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the ABS

or ABS/ETC

control module

connector

terminals.

STEP ACTION VALUE YES NO

4. ∙Visually inspect

sensor end for any

signs of damage

∙Check that the pulse

ring is secured to the

inner axle shaft and

is positioned in line

with the sensor.

∙Inspect pulse ring

teeth for any signs of

damage.

∙Is all OK ?

Go to Step 6. Go to Step 5.

5. ∙Make repairs as

necessary. Retest

speed sensor output.

∙Is output now OK ?

Go to Step 3. Go to Step 6.

6. ∙Check circuits 884

(Violet wire) and 885

(Yellow wire) for

continuity (refer to

NOTE 2 above).

∙Inspect body harness

to sensor connector

YR34, body harness

to Main Wiring

Harness connector

YB74 and ABS or

ABS/ETC control

module connector

YE98.

∙Are connectors and

wiring OK ?

Replace rear

WSS asm, refer

to 3.3 WHEEL

SPEED

SENSORS in this

Section, recheck

and verify repair.

Repair wiring as

necessary, recheck

and verify repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Oscilloscope Patter (simulated only)

Normal view

Possible increasing and decreasing distance between wheel speed sensor and pulse ring

Possible chipped or damaged teeth

Figure 12L-129

DTC 37 - REAR LEFT WHEEL SPEED SENSOR SHORT CIRCUIT OR OPEN CIRCUIT

Figure 12L-130

CIRCUIT DESCRIPTION:

The toothed pulse ring wheel on the inner left rear axle flange generates a voltage pulse as it moves past the wheel

speed sensor; each tooth - gap - tooth on the pulse ring generates these pulses.

The frequency of these pulses is used by the ABS or ABS/ETC control module to determine wheel speed.

DTC 37 will set when the ignition is switched on and the control module detects a continuity problem in circuits 884

and 885, or no wheel speed signal is generated by the sensor.

If a failure is detected which causes DTC 37 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS, or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 37 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 37.

1. Begin rectification of this DTC by visually inspecting left hand rear wheel speed sensor wiring for a fault

condition.

2. This test is a usual check for connector or wiring problems which may cause an intermittent condition.

3. This test checks for correct resistance reading of the sensor coil.

4. This test checks for continuity of left hand rear wheel speed sensor wiring.

5. This test checks for open circuit in left hand rear wheel speed sensor wiring.

6. This test checks for short to earth or B+ in circuits 884 and 885.

7. This test determines whether the DTC was set by an intermittent condition or a control module fault.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

Figure 12L-131

Figure 12L-132

STEP ACTION VALUE YES NO

1. ∙Ensure that left hand

rear wheel speed

sensor lead is not

visibly damaged and

that it is properly

secured at all places.

∙If the sensor lead is

damaged or not

correctly mounted

and retained, replace

the lead and/or

properly install it.

∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle,

does DTC 37 set

again ?

Go to Step 3. Go to Step 2.

2. ∙Inspect all system

wiring and

connections that

could causes

intermittent faults.

Check all wiring is in

good condition,

terminals are clean

and tight and making

good contact (refer

NOTE 2 above).

∙Is all OK ?

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and

ABS or ABS/ETC

control module

connector

terminals.

Make repairs as

necessary and

recheck circuit to

verify repair.

3. ∙Turn ignition OFF.

∙Disconnect sensor

lead connector YR34

from body harness

connector.

∙Using digital

multimeter, measure

sensor and lead

resistance.

∙Is value as specified

1440 -

1760

Ohms

Go to Step 4. Replace rear WSS

asm, refer to 3.3

WHEEL SPEED

SENSORS in this

Section, recheck

circuit to verify

repair.

STEP ACTION VALUE YES NO

4. ∙Disconnect ABS

control module

connector YB98.

∙With sensor lead

connector YR34 still

disconnected, check

continuity between

ABS or ABS/ETC

control module

connector YB98,

terminals 8 and 9

(refer to NOTE 2

above).

∙Does continuity exist

Eliminate short

circuit in wiring

between circuits

884 (Violet wire)

and 885 (Yellow

wire), recheck

circuit to verify

repair.

Go to Step 5.

5. ∙Check circuits 884

(Violet wire) and 885

(Yellow wire) for

open circuit between

sensor connector

YR34 and ABS or

ABS/ETC control

module connector

YB98 (refer to

NOTE 2 above).

∙Is there continuity in

both circuits ?

Go to Step 6. Eliminate open

circuit in wiring,

recheck circuit to

verify repair.

6. ∙Check circuits 884

and 885 for short to

earth or B+ (refer

NOTE 2 above).

∙Are both circuits OK

Go to Step 7. Eliminate short to

earth or B+ in

wiring, recheck

circuit to verify

repair.

7. ∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer to NOTE 1

above).

∙Road test vehicle.

∙Does DTC 37 set

again ?

Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

and verify repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and ABS

or ABS/ETC

control module

connector

terminals.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

DTC’S: 41, 42, 45, 46, 47, 48, 51, 52, 55 & 56 - SOLENOID VALVE CIRCUIT FAULTS

Figure 12L-133

The components relating to these DTC’s are all part of the hydraulic modulator assembly and share a common

earth and power supply.

DTC 41 Front Right Inlet Valve Solenoid Fault

DTC 42 Front Right Outlet Valve Solenoid Fault

DTC 45 Front Left Inlet Valve Solenoid Fault

DTC 46 Front left Outlet Valve Solenoid Fault

DTC 47 Priming Valve Solenoid Fault

(ABS/ETC Only)

DTC 48 Switching Valve Solenoid Fault

(ABS/ETC Only)

DTC 51 Rear Right Inlet Valve Solenoid Fault

(ABS/ETC Only)

DTC 52 Rear Right Outlet Valve Solenoid Fault

(ABS/ETC Only)

DTC 55 Rear Left Inlet Valve Solenoid Fault

(ABS/ETC Only)

or Rear Axle Inlet Solenoid Valve Fault

(ABS Only)

DTC 56 Rear Left Outlet Valve Solenoid Fault

(ABS/ETC Only)

or Rear Axle Outlet Valve Solenoid Fault

(ABS Only)

CIRCUIT DESCRIPTION:

The hydraulic modulator and control module assembly are supplied with constant power from the battery via fusible

link FR, and, when the ignition is switched ON, via fuse F27. The solenoid valves are activated by the control

module internally supplying earth via terminals 16 and 19

If the ABS or ABS/ETC control module senses a fault such as an open circuit or a short circuit in the wiring or

solenoid valve, the valve relay will be de-energised. The ABS, or ABS and TRAC OFF warning lamps will be

illuminated and the relevant DTC/S will be set.

If a failure is detected which causes DTC’s 41, 42, 45, 46, 47, 48, 51, 52, 55 or 56 to set, the ABS or ABS/ETC

system is disabled and the control module illuminates the ABS, or ABS and TRAC OFF warning lamps for the

remainder of the ignition cycle. If the failure is intermittent, the control module will enable the system at the next

ignition cycle and the relevant history DTC will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the following diagnostic chart.

1. This step determines if there is a common power or earth supply fault to the hydraulic modulator and control

module assembly.

2. This test uses TECH 2 to check for proper solenoid valve operation.

3. Checks for constant battery voltage to the control module at terminals 17 and 18.

4. Checks for battery voltage to the control module at terminal 15 when the ignition is switched on.

5. Checks for continuity in earth circuit 154

6. Checks for continuity in earth circuit 150.

NOTES ON DIAGNOSTIC CHART:

1. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

2. Refer to 4.7, TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Read DTC’s

(refer to NOTE 2

above).

∙Is there more than

one DTC set ?

Go to Step 3 Go to Step 2

2. ∙With TECH 2

connected, select

Diagnostics / Chassis

/ ABS/ETC /

Miscellaneous Tests

/ Solenoids.

∙Depending on the

DTC set, conduct the

relevant solenoid test

(ie. if DTC 41 is set,

select Front Right

Solenoid Valve Test)

and conduct solenoid

test (refer to

NOTE 2 above)

∙Does test confirm

that relevant solenoid

is OK ?

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the ABS

or ABS/ETC

control module

connector

terminals.

Replace hydraulic

modulator asm,

refer to 3.5

HYDRAULIC

MODULATOR

AND CONTROL

MODULE

ASSEMBLY in this

Section.

STEP ACTION VALUE YES NO

3. ∙Turn ignition Off.

∙Disconnect control

module connector

YE98.

∙Check for voltage at

control module

connector YE98,

terminals 17 and

then 18, circuit 23

(Red wire) to earth

(refer to NOTE 1

above)

∙Is voltage as

specified at each

terminal ?

Approx.

12 Volts Go to Step 4. Check and repair

open or short in

circuit 23, recheck

and verify repair.

4. ∙Ignition On.

∙With control module

connector YE98 still

disconnected, check

for voltage between

terminal 15, circuit

885 (Red wire) and

earth (refer

NOTE 1 above).

∙Is voltage as

specified ?

Approx.

12 Volts Go to Step 5. Check and repair

open or short in

circuit 885

(including fuse

F27), recheck and

verify repair.

5. ∙With control module

connector YE98 still

disconnected, check

for continuity

between control

module connector

YE98, terminal 16,

circuit 154

(Black/Orange wire)

and earth location E2

(ABS bracket in

engine

compartment).

∙Does continuity exist

Go to Step 6. Check and repair

open in circuit 154,

recheck and verify

repair.

6. ∙With control module

connector YE98 still

disconnected, check

for continuity

between control

module connector

YE98, terminal 19,

circuit 150 (Black

wire) and earth

location E3.

∙Does continuity exist

Replace hydraulic

modulator asm,

refer to

3.5 HYDRAULIC

MODULATOR

AND CONTROL

MODULE ASM in

this Section.

Check and repair

open in circuit 150,

recheck and verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-134

DTC 61 - PUMP MOTOR OR RELAY FAULT

Figure 12L-135

CIRCUIT DESCRIPTION:

When the pump motor relay is earthed by the ABS control module, it provides B+ to operate the modulators return

pump. Once the pump motor circuit is energised, a 'Pump On' signal is sent to the ABS or ABS/ETC control module

to verify pump motor operation.

DTC 61 will set if 12 volts is present at the pump motor without relay activation, or if battery voltage is not present at

the pump motor when the relay is activated.

If the ABS or ABS/ETC control module senses a fault such as an open circuit or a short circuit in the wiring or pump

motor, the pump relay will be de-energised. The ABS or ABS and TRAC OFF warning lamps will be illuminated and

the relevant DTC/S will be set.

If a failure is detected which causes DTC 61 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS, or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and the relevant history DTC will be

set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 61.

1. This step determines if there is a common power or earth supply fault to the hydraulic modulator and control

module assembly.

2. This test uses TECH 2 to check for proper pump operation.

3. Inspection of hy draulic modulator motor connector.

4. Checks for constant battery voltage to the control module at terminals 17 and 18.

5. Checks for battery voltage to the control module at terminal 15 when the ignition is switched on.

6. Checks for continuity in earth circuit 154

7. Checks for continuity in earth circuit 150.

NOTES ON DIAGNOSTIC CHART:

1. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

2. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC and select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes / Read DTC’s

(refer to NOTE 2

above).

∙Is DTC 61 the only

DTC set ?

Go to Step 4. Go to Step 2.

2. ∙With TECH 2

connected,

Diagnostics /Chassis

/ABS/ETC /

Miscellaneous Tests

/ Auto Test and

conduct test (refer to

NOTE 2 above).

∙Does the pump

motor run ?

NOTE:

The pump motor should

be heard to run for

approximately 1 to 2

seconds while

conducting test

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and

ABS or ABS/ETC

control module

connector

terminals.

Go to Step 3.

3. ∙Inspect the hydraulic

modulator pump

motor connector

(located at the front

of the modulator and

control module

assembly, under

control module

connector YE98) to

ensure it is firmly

connected.

∙Is connector OK ?

Replace hydraulic

modulator asm,

refer to 3.5

HYDRAULIC

MODULATOR

AND CONTROL

MODULE

ASSEMBLY in

this Section.

Ensure secure

connection,

recheck and verify

repair.

STEP ACTION VALUE YES NO

4. ∙Turn ignition OFF.

∙Disconnect control

module connector

YE98.

∙Check for voltage at

control module

connector YE98,

terminals 17 and

then 18, circuit 23

(Red wire) to earth

(refer NOTE 1

above).

∙Is voltage as

specified at each

terminal?

Approx.

12 Volts Go to Step 5. Check and repair

open or short in

circuit 23, recheck

and verify repair.

5. ∙Turn ignition On.

∙With control module

connector YE98 still

disconnected check

for voltage between

terminal 15, circuit

885 (Red wire) and

earth (refer to

NOTE 1 above).

∙Is voltage as

specified ?

Approx.

12 Volts Go to Step 6. Check and repair

open or short in

circuit 885

(including fuse

F27), recheck and

verify repair.

6. ∙Ignition OFF

∙With control module

connector YE98 still

disconnected, check

for continuity

between control

module connector

YE98, terminal 16,

circuit 154

(Black/Orange wire)

and earth location E2

(refer to NOTE 1

above).

∙Does continuity exist

Go to Step 7. Check and repair

open in circuit 154,

recheck and verify

repair.

7. ∙With control module

connector YE98 still

disconnected, check

for continuity

between control

module connector

YE98, terminal 19,

circuit 150 (Black

wire) and earth

location E3 (refer

NOTE 1 above).

∙Does continuity exist

Replace hydraulic

modulator asm,

refer to

3.5 HYDRAULIC

MODULATOR

AND CONTROL

MODULE

ASSEMBLY in

this Section.

Check and repair

open in circuit 150,

recheck and verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-136

DTC 62 - RPM SIGNAL FAULT

Figure 12L-137

CIRCUIT DESCRIPTION:

The determine the requested torque request signal and prevent the engine stalling, the ABS/ETC control module

monitors the engine speed. An engine RPM signal is sent to terminal 30 of the ABS/ETC control module from the

Direct Ignition System (DIS) module. This signal has a fixed duty cycle and a frequency that w ill vary with changing

engine RPM.

DTC 62 will set if an RPM signal (engine speed signal) is not received by the ABS/ETC control module at terminal

30, provided the engine speed is greater than 480 RPM.

If the ABS/ETC control module senses this fault, only the ETC system will be disabled (ABS will operate normally),

the TRAC OFF warning lamp will be illuminated and the relevant DTC will be set. The TRAC OFF warning lamp will

remain illuminated for the remainder of the ignition cycle. If the failure is intermittent, the control module will enable

the system at the next ignition cycle and the relevant history DTC will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 62.

1. Checks for continuity in circuit 121.

NOTES ON DIAGNOSTIC CHART:

1. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

STEP ACTION VALUE YES NO

1. ∙Check continuity of

circuit 121 between

ABS/ETC control

module connector

YE98, terminal 30

and DIS module

connector YE57,

terminal E (Brown/

Red wire) (refer to

NOTE 1 above).

∙Does continuity

exist?

Replace

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

and verify repair.

Check and repair

open in circuit 121.

Recheck and verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-138

DTC 63 - VALVE SOLENOID RELAY CIRCUIT FAULT

Figure 12L-139

CIRCUIT DESCRIPTION:

When the ABS or ABS/ETC is active (ignition on), the valve relay provides voltage to actuate the six (ABS) or 10

(ABS/ETC) solenoid valves. However, the solenoid valves do not use this voltage unless the ABS or ABS/ETC

control module provides the earth for each solenoid.

DTC 63 will set if the valve relay voltage is low or if the relay supply line is at 12 volts when the ABS or ABS/ETC

control module is not requesting it to be: this would make the relay constantly energised.

Also, DTC 63 will set if the ABS or ABS/ETC control module detects if three or more of the solenoid valve circuits

between the valve relay terminal 30 and the control module are open circuited or shorted during the self test.

If a failure is detected which causes DTC 63 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 63 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 63.

1. This test uses TECH 2 to check valve relay operation.

2. Checks for constant battery voltage to the control module at terminals 17 and 18.

3. Checks for battery voltage to the control module at terminal 15 when the ignition is switched on.

4. Checks for continuity in earth circuit 154

5. Checks for continuity in earth circuit 150.

NOTES ON DIAGNOSTIC CHART:

1. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

2. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC.

∙Select Diagnosis /

Chassis / ABS/ETC /

Miscellaneous Tests

/ Solenoid.

∙Conduct solenoid test

on any one of the

solenoid valves (refer

to NOTE 2 above).

∙Does test confirm

that solenoid valve

tested is OK ?

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and

ABS or ABS/ETC

control module

connector

terminals.

Go to Step 2.

2. ∙Turn ignition OFF.

∙Back probe control

module connector

YE98, terminals 17

and then 18, circuit

23 (Red wire) with a

voltmeter to earth

(refer NOTE 1

above).

∙Is voltage as

specified at each

terminal ?

Approx.

12 Volts Go to Step 3. Check and repair

open or short in

circuit 23, recheck

and verify repair.

3. ∙Turn ignition ON.

∙Back probe control

module connector

YE98, terminal 15,

circuit 885 (Red wire)

with a voltmeter to

earth (refer to

NOTE 1 above)

∙Is voltage as

specified ?

Approx.

12 Volts Go to Step 4. Check and repair

open or short in

circuit 885

(including fuse

F27), recheck and

verify repair.

STEP ACTION VALUE YES NO

4. ∙Disconnect control

module connector

YE98.

∙Check for continuity

between control

module connector

YE98, terminal 16,

circuit 154

(Black/Orange wire)

and earth location E2

(ABS bracket in

engine

compartment).

∙Does continuity exist

Go to Step 5. Check and repair

open in circuit 154,

recheck and verify

repair.

5. ∙With control module

connector YE98 still

disconnected, check

for continuity

between control

module connector

YE98, terminal 19,

circuit 150 (Black

wire) and earth

location E3 (RH inner

fender).

∙Does continuity exist

Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

and verify repair.

Check and repair

open in circuit 150,

recheck and verify

repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-140

DTC 67 - STOP LAMP SWITCH CIRCUIT FAULT

Figure 12L-141

CIRCUIT DESCRIPTION:

The ABS or ABS/ETC control module monitors the stop lamp switch signal at terminal 14 to determine if the brakes

are being manually applied.

DTC 67 will set if the voltage monitored at terminal 14 goes out of range; between approximately 6 and 9 volts.

If the ABS or ABS/ETC control module senses this fault, the ABS will operate normally, however, it’s response time

will be marginally slower (approx 10 milliseconds) to react than if this input was available. The ETC systems brake

intervention will be disabled immediately, while the ETC engine intervention will become disabled after the

operation. The TRAC OFF warning lamp will be illuminated and the relevant DTC will be set. The TRAC OFF

warning lamp will remain illuminated for the remainder of the ignition cycle. If the failure is intermittent, the control

module will enable the system at the next ignition cycle and the relevant history DTC will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 67.

1. Checks for voltage at control module terminal 14 when brakes are applied.

2. Checks stop lamps to see if they illuminate when brakes applied.

3. Checks for continuity in 20.

4. Checks circuit 840 for power to stop lamp switch.

5. Checks stop lamp switch.

NOTES ON DIAGNOSTIC CHART:

1. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

STEP ACTION VALUE YES NO

1. ∙Back probe control

module connector

YE98, terminal 14,

circuit 20 (Blue/Red

wire) with a voltmeter

to earth (refer to

NOTE 1 above).

∙Apply brakes (brake

switch closed).

∙Is voltage as

specified ?

B+ Volts Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

and verify repair.

Go to Step 2.

2. ∙Apply brakes and

check stop lamp

operation.

∙Do stop lamps

illuminate ?

Go to Step 3. Go to Step 4.

3. ∙Disconnect control

module connector

YE98 and stop lamp

switch A, connector

YB161.

∙Check for continuity

between control

module connector

YE98, terminal 14

and stop lamp switch

connector YB161,

circuit 20 (Blue/Red

wire) (refer to

NOTE 1 above).

∙Does continuity exist

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and

ABS or ABS/ETC

control module

connector

terminals.

Check and repair

open in circuit 20,

recheck and verify

repair.

4. ∙Back probe stop

lamp switch

connector YB161,

circuit 840

(Orange/Blue wire)

with a voltmeter to

earth (refer to

NOTE 1 above).

∙Is voltage as

specified ?

B+ Volts Go to Step 5. Check and repair

open or short in

circuit 840

(including fuse F5),

recheck and verify

repair.

5. ∙Back probe stop

lamp switch A,

connector YB161,

circuit 20 (Blue/Red

wire) with a voltmeter

to earth (refer to

NOTE 1 above).

∙Apply brakes (brake

switch closed).

∙Is voltage as

specified ?

B+ Volts System OK. Check and adjust

or repair stop lamp

switch A, refer to

Section 12B

LIGHTING

SYSTEM.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-142

DTC 71 - CONTROL MODULE INTERNAL FAULT

Figure 12L-143

CIRCUIT DESCRIPTION:

The ABS or ABS/ETC control module performs various diagnostic checks on itself. If the control module detects an

internal fault, DTC 71 will be set.

If a failure is detected which causes DTC 71 to set, the ABS or ABS/ETC is disabled and the control module

illuminates the ABS or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 71 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 71.

1. This test checks for any additional system faults that may be causing DTC 71 to set.

2. Determines whether the DTC is set by an internal fault with the control module or by a faulty wiring connection.

3. This test checks the minimum supply voltage and integrity of the control module earth circuit.

4. This test checks for intermittent connections of the ABS control module connector and terminals to the module.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

DIAGNOSTIC AIDS:

If circuit 855 (Red wire) or circuit 150 (Black wire) are open circuited, TECH 2 screen will display "NO DATA

RECEIVED FROM ABS".

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC.

∙Select Diagnostics /

Chassis / Diagnostic

Trouble Codes /

Read DTC’s (refer

NOTE 1 above).

∙Are any other DTC's

set ?

Repair problems

causing other

DTC’s to set. Go

to Step 2.

Go to Step 2.

2. ∙With TECH 2

connected and

Diagnostic Trouble

Codes selected,

select Clear DTC’s

(refer to NOTE 2

above)

∙Road test vehicle.

∙Does DTC 71 set

again ?

Go to Step 3. Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and ABS

or ABS/ETC

control module

connector

terminals.

3. ∙Disconnect control

module connector

YE98.

∙Switch ignition ON

and measure voltage

between connector

YE98, terminals 15

and 19.

∙Is voltage as

specified ?

At least

10 Volts Go to Step 4. Check voltage

supply and earth

connections to ABS

or ABS/ETC

control module,

refer to CHART B -

POWER SUPPLY

TO CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

4. ∙Check ABS control

module connector

YE98 carefully to

ensure good

electrical connection

will all terminals and

that the connector is

properly retained

when connected.

∙Is all OK ?

Go to Step 5. Repair connector

and/or connector

retention, recheck

circuit to verify

repair.

5. ∙No fault found, Install

TECH 2 to DLC and

select Diagnostics /

Chassis / ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC's

(refer NOTE 1

above).

∙Road test vehicle.

∙Does DTC 71 set

again ?

Replace ABS or

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

and verify repair.

System OK.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-144

DTC 72 - SERIAL DATA FAULT

Figure 12L-145

CIRCUIT DESCRIPTION:

With the ignition ON, the ABS or ABS/ETC control module will be able to communicate with other control modules

via the serial data line, circuit 1220 (Green/White wire). If communication between the modules is disrupted due to a

short or open circuit, DTC 72 will be set.

If the ABS/ETC control module senses this fault, only the ETC system will be disabled (ABS operation will operate

normally), the TRAC OFF warning lamp will be illuminated and the relevant DTC will be set. The TRAC OFF

warning lamp will remain illuminated for the remainder of the ignition cycle. If the failure is intermittent, the control

module will enable the system at the next ignition cycle and the relevant history DTC will be set.

There are several other control modules that are connected to the serial data circuit (PCM, BCM, ABS/ETC, ECC,

SRS, and instrument cluster). Any of these control modules could cause a fault in the serial data line. This fault

could result in TECH 2 not being able to display serial data.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 72.

1. This test determines if fault is current or not.

2. This test checks for connector or wiring problems which may cause an intermittent fault.

3. Determines if fault is in wiring or ABS/ETC control module.

4. Determines if fault is with BCM serial data communication (bus master).

5. Checks if fault is caused by other control modules that are communicating on the serial data line.

6. Checks circuit 1220 and determines if fault is in wiring or control module.

7. Checks for continuity in circuit 1220.

NOTES ON DIAGNOSTIC CHART:

1. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

2. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

DIAGNOSTIC AIDS:

A fault with the serial data circuit could be caused by one or more of the several controllers connected to this serial

data circuit. Isolate the fault by disconnecting each controller one at a time until serial data communication is

restored.

Figure 12L-146

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC.

∙Select Diagnostics /

Chassis / ABS/ETC /

Diagnostic Trouble

Codes / Clear DTC’s

and clear all DTC’s

(refer to NOTE 2

above).

∙Road test vehicle.

∙ Does DTC 72 set

again ?

NOTE:

Go to Step 4 if TECH 2

will not communicate with

the ABS/ETC control

module.

Go to Step 3. Go to Step 2.

2. ∙Inspect all system

wiring and

connections that

could cause

intermittent faults.

Check all wiring is in

good condition,

terminals are clean

and tight and making

good contact (refer

NOTE 1 above).

∙Is wiring OK ?

NOTE:

Other control modules

(SRS, Instruments, ECC,

BCM, PCM) that are

connected to the serial

data circuit could cause

DTC 72 to set, therefore,

check wiring and

connectors that could

cause intermittent faults at

these control modules

also.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and

ABS/ETC control

module connector

terminals.

Make repairs as

necessary, recheck

and verify repair.

STEP ACTION VALUE YES NO

3. · In step 1, was TEC H

2 able to

communicate with

the ABS/ETC c ont r ol

module (refer

NOTE 2 above)?

Go to Step 4. Replace ABS/ETC

cont ro l module, refer

to 3. 6 CON TROL

MODULE in this

Section, recheck

circuit to verify

repair.

4. · With TECH 2

connected, select

Diagnos tics / Body /

Body Control Module

and turn ignition on

as requested (refe r

NOTE 2 above) .

· Does TECH 2 display

BCM system

identification

information?

Go to Step 5. Refer to BCM Serial

Data Communication

diagnostics in

Section 12J-1 LOW

SERIES BC M

Section 12J-2 HIGH

SERIES BCM.

5. · U s ing TECH 2, check

for similar DTC’s

(Seria l Da ta faul t s)

that have been set by

other control

modules;

instrument s, SRS,

and ECC if applicable

to model variant

(refer NO TE 2

above).

· Ha ve simil a r DTC’s

been set by other

control modules ?

Go to Step 6. Go to Step 7.

6. · Check circuit 1220

for open, s hor t to

earth or short to

voltage between

BCM and individual

control modules

(refer NO TE 1

above).

· Is circ uit 1220 OK ?

NOTE:

Disconnect each controller

in circuit 1220 one at a

time to isolat e the fault in

the circuit or to identify

contr ol module causing

fault.

Replace faulty

m odule, refer to

relevant Section ,

recheck and verify

repair.

Make repairs as

necessary, recheck

and verify repair.

STEP ACTION VALUE YES NO

7. ∙Disconnect BCM

connector YB164

(Low Series BCM) or

YB175 (High Series

BCM) and ABS/ETC

control module

connector YE98.

∙Check for continuity

between BCM

connector YB164

terminal 3 or YB175

terminal 9 and

ABS/ETC control

module connector

YE98, terminal 11,

circuit 1220

(Green/White wire)

(refer to NOTE 1

above).

∙Does continuity exist

Replace

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

Check and repair

open in circuit 1220

between BCM and

ABS/ETC control

module, recheck

and verify repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

DTC 73 - REQUESTED TORQUE CIRCUIT FAULT

Figure 12L-147

CIRCUIT DESCRIPTION:

With the ignition on, the ABS/ETC control module constantly sends a Pulse Width Modulated (PWM) signal AT 93%

with a frequency of 100Hz to the PCM via terminal 13, circuit 1426 (Orange/White wire). This is to indicate to the

PCM that the traction control system (ETC) is in a state of readiness. If the ABS/ETC control module requests

traction control, engine intervention, it signals the PCM to reduce engine torque by varying the duty cycle of this

pwm signal.

DTC 73 will set if this frequency output signal deviates outside a frequency specification (95 - 105 Hz) or if the signal

stops for more than 50 milliseconds.

If the ABS/ETC control module senses this fault, the ETC system will be disabled (ABS operation will operate

normally), the TRAC OFF warning lamp will be illuminated and DTC 73 will be set. The TRAC OFF warning lamp

will remain illuminated for the remainder of the ignition cycle. If the failure is intermittent, the control module will

enable the system at the next ignition cycle and the logged DTC will become history.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 73.

1. Checks if ABS/ETC control module is sending signal to PCM.

2. Checks circuit 1426.

3. Checks if PCM is returning message to ABS/ETC control module.

4. Checks circuit 1427.

5. Determines if fault is within ABS/ETC control module or whether fault is intermittent.

NOTES ON DIAGNOSTIC CHART:

1. For all wiring checking procedures, refer to Section 12P, WIRING DIAGRAMS.

2. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

DIAGNOSTIC AIDS:

If DTC 74 (PCM / ETC INTERFACE FAULT (MMI - TORQUE ACKNOWLEDGMENT)) is logged as well as DTC 73,

always perform diagnostics for DTC 73 first.

When DTC’s 73 and 74 are logged by the ABS/ETC control module, the PCM will also log it’s own DTC’s; 91 and

95.

STEP ACTION VALUE YES NO

1. ∙Turn ignition ON.

∙Back probe

ABS/ETC control

module connector

YE98, terminal 13,

circuit 1426

(Orange/White wire)

with a digital

multimeter to earth

(refer NOTE 1

above).

∙Is value as specified

95 - 105

4.2 - 4.8

Volts

Go to Step 2. Replace ABS/ETC

control module,

refer to 3.6

CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

2. ∙Turn ignition ON

∙Back probe PCM

connector YB193,

terminal C11, circuit

1426 (Orange/White

wire) with a digital

multimeter to earth

(refer to NOTE 1

above).

∙Is value as specified

95 - 105

Hz &

4.2 - 4.8

Volts

Go to Step 3. Check and repair

open or short in

circuit 1426,

recheck and verify

repair.

3. ∙Turn ignition ON.

∙Back probe PCM

connector YB194,

terminal F7, circuit

1427 (Black/White

wire) with a digital

multimeter to earth

(refer NOTE 1

above).

∙Is value as specified

95 - 105

Hz &

0.1 - 1.0

Volts

Go to Step 4. Replace PCM,

refer to

Section 6C1

POWERTRAIN

MANAGEMENT -

V6 ENGINE

Section 6C2

POWERTRAIN

MANAGEMENT -

V8 ENGINE.

STEP ACTION VALUE YES NO

4. ∙Turn ignition ON.

∙Back probe

ABS/ETC control

module connector

YE98, terminal 27,

circuit 1427

(Black/White wire)

with a digital

multimeter to earth

(refer to NOTE 1

above).

∙Is value as specified

95 - 105

Hz &

0.1 - 1.0

Volts

Go to Step 5. Check and repair

open or short in

circuit 1427,

recheck and verify

repair.

5. ∙Install TECH 2 to

DLC

∙Select Diagnostics /

Chassis / ABS/ETC /

Diagnostic Trouble

Codes/ Clear DTC’s

and clear all DTC’s

(refer NOTE 2

above).

∙Road test vehicle.

∙ Does DTC 73 set

again ?

Replace

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and

ABS/ETC control

module connector

terminals.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-148

DTC 74 - ACTUAL TORQUE CIRCUIT FAULT

Figure 12L-149

CIRCUIT DESCRIPTION:

On receiving the request torque signal, the PCM will modify the output of the engine and then send an actual torque

signal to the ABS/ETC control module, via circuit 1427, this signal is a Pulse Width Modulated (PWM) signal with a

frequency of 100Hz. The duty cycle of the torque acknowledgment signal will vary depending on the torque

reduction achieved, ie. The actual torque of the engine.

Provided the engine speed is above 480 RPM, DTC 74 will set if this frequency deviates outside the frequency

specification (95 - 105 Hz) or if the signal stops for more than 100 milliseconds.

If the ABS/ETC control module senses this fault, the ETC system will be disabled (ABS operation will operate

normally), the TRAC OFF warning lamp will be illuminated and DTC 74 will be set. The TRAC OFF warning lamp

will remain illuminated for the remainder of the ignition cycle. If the failure is intermittent, the control module will

enable the system at the next ignition cycle and the relevant history DTC will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 74.

1. Checks if ABS/ETC control module is receiving a signal from the PCM.

2. Checks circuit 1427.

3. Checks if PCM is at fault and not sending message to ABS/ETC control module.

4. Checks circuit 1426.

5. Determines if fault is within ABS/ETC control module or whether fault is intermittent.

NOTES ON DIAGNOSTIC CHART:

1. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

2. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

DIAGNOSTIC AIDS

If DTC 74 (PCM / ETC INTERFACE FAULT (MMI - TORQUE ACKNOWLEDGMENT)) is logged as well as DTC 73,

always perform diagnostics for DTC 73 first.

When DTC’s 73 and 74 are logged by the ABS/ETC control module, the PCM will also log it’s own DTC’s; 91 and

95.

STEP ACTION VALUE YES NO

1. ∙Turn ignition ON.

∙Back probe

ABS/ETC control

module connector

YE98, terminal 27,

circuit 1427

(Black/White wire)

with a digital

multimeter to earth

(refer to NOTE 1

above).

∙Is value as specified

95 - 105

Hz &

0.1 - 1.0

Volts

Go to Step 5. Go to Step 2.

2. ∙Turn ignition ON.

∙Back probe PCM

connector YB194,

terminal F7, circuit

1427 (Black/White

wire) with a digital

multimeter to earth

(refer to NOTE 1

above).

∙Is value as specified

95 - 105

Hz &

0.1 - 1.0

Volts

Check and repair

open or short in

circuit 1427,

recheck and verify

repair.

Go to Step 3.

3. ∙Turn ignition ON.

∙Back probe PCM

connector YB193,

terminal C11, circuit

1426 (Orange/White

wire) with a digital

multimeter to earth

(refer to NOTE 1

above).

∙Is value as specified

95 - 105

Hz &

4.2 - 4.8

Volts

Replace PCM,

refer to

Section 6C1

POWERTRAIN

MANAGEMENT -

V6 ENGINE

Section 6C2

POWERTRAIN

MANAGEMENT -

V8 ENGINE.

Go to Step 4.

STEP ACTION VALUE YES NO

4. ∙Turn ignition ON.

∙Back probe

ABS/ETC control

module connector

YE98, terminal 13,

circuit 1426

(Orange/White wire)

with a digital

multimeter to earth

(refer to NOTE 1

above).

∙Is value as specified

95 - 105

Hz &

4.2 - 4.8

Volts

Check and repair

open or short in

circuit 1426,

recheck and verify

repair.

Replace ABS/ETC

control module,

refer to 3.6

CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

5. ∙Install TECH 2 to

DLC.

∙Select Diagnostics /

Chassis / ABS/ETC /

Diagnostic Trouble

Codes/ Clear DTC’s

and clear all DTC’s

(refer to NOTE 2

above).

∙Road test vehicle.

∙ Does DTC 74 set

again ?

Replace

ABS/ETC control

module, refer 3.6

CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and

ABS/ETC control

module connector

terminals.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-150

DTC 78 - INCORRECT OPTION CODING

CIRCUIT DESCRIPTION:

This DTC relates to a difference in the interfacing of the ABS/ETC control module and other control modules and is

only applicable to the ABS/ETC system, not the ABS only sy stem.

Control modules are specifically designed for a particular optioned vehicle, ie. V6 or V6 supercharged. If any

module that communicates with the ABS/ETC control module are for an incorrect application, including the

ABS/ETC control module, DTC 78 will be set.

If the ABS/ETC control module senses this fault, only the ETC system will be disabled (ABS operation will operate

normally), the TRAC OFF warning lamp will be illuminated and the relevant DTC will be set. The TRAC OFF

warning lamp will remain illuminated for the remainder of the ignition cycle. If the failure is intermittent, the control

module will enable the system at the next ignition cycle and the relevant history DTC will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 78.

1. Physical check to determine if correct control modules are fitted to the vehicle.

2. Checks for other DTC’s logged that may cause DTC 78 to log.

Checks if fault is intermittent or in ABS/ETC control module.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. There are different control modules used in VT Series Model vehicles for ABS and ABS/ETC systems. It is

physically impossible to fit an ABS control module to an ABS/ETC hydraulic modulator or an ABS/ETC control

module to a ABS hydraulic modulator. However, if replacing either an ABS or ABS/ETC control module, always

refer to the latest VT Series Model Parts Information for the correct ABS control module part numbers.

STEP ACTION VALUE YES NO

1. ∙Are the correct

control modules that

communicate with

the ABS/ETC control

module, including the

ABS/ETC control

module installed in

the vehicle

(ABS/ETC and PCM)

(refer to NOTE 2

above) ?

Go to Step 2. Replace control

module with control

module that

matches vehicle

specifications,

recheck and verify

repair.

2. ∙Install TECH 2 to

DLC and check if

other system DTC's

are set (refer to

NOTE 1 above).

∙Are other codes

present ?

Repair problems

causing DTC to

set.

Go to Step 3.

3. ∙With TECH 2

connected, Select

Diagnostics / Chassis

/ ABS/ETC /

Diagnostic Trouble

Codes/ Clear DTC’s

and clear all DTC’s

(refer NOTE 1

above).

∙Road test vehicle.

∙Does DTC 78 set

again?

If correct control

modules are

installed in the

vehicle, replace

ABS/ETC control

module, refer to

3.6 CONTROL

MODULE in this

Section, recheck

circuit to verify

repair.

Fault not present.

Check all system

wiring harness

connectors and

terminals, in

particular the

modulator and

ABS/ETC control

module connector

terminals.

WHEN ALL DIAGNOSIS AND REPAIRS A RE COMPLETED, CLEAR ALL DTC’S AND

VERIFY CORRECT OPERATION

DTC 85 - SYSTEM VOLTAGE TOO LOW

Figure 12L-151

CIRCUIT DESCRIPTION:

The ABS or ABS/ETC control module is supplied with power to terminal 15, circuit 855 (Red wire) from the battery

via fuse F27 when the ignition is in the IGN or START positions.

DTC 85 will set if the ABS or ABS/ETC control module detects a voltage of 10 volts or less on terminal 15 when the

ignition is in the IGN or START positions.

If a failure is detected which causes DTC 85 to set, the ABS or ABS/ETC system is disabled and the control module

illuminates the ABS or ABS and TRAC OFF warning lamps for the remainder of the ignition cycle. If the failure is

intermittent, the control module will enable the system at the next ignition cycle and a history DTC 85 will be set.

TEST DESCRIPTION:

The numbers below refer to Step numbers in the diagnostic chart for DTC 85.

1. Uses TECH 2 to determine if the ABS or ABS/ETC control module is receiving normal battery voltage, above

10 volts.

2. Checks to see if the low voltage reading is due to the generator. If the voltage is below 10 volts, the ABS or

ABS/ETC control module is OK.

3. Checks for open in circuit 855.

4. Checks if low reading is due to faulty connection in circuit 855 or faulty ABS or ABS/ETC control module.

NOTES ON DIAGNOSTIC CHART:

1. For all wiring checking procedures, refer to Section 12P WIRING DIAGRAMS.

2. Refer to 4.7 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

DIAGNOSTIC AIDS:

If DTC 85 sets when an accessory is operated, check for poor connections or excessive current draw.

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC

∙Select Diagnostics /

Body / Body Control

Module / Data List

and scroll to

BATTERY

VOLTAGE (refer to

NOTE 2 above).

∙Engine running (idle).

∙Is battery voltage

shown on TECH 2

above specified

value ?

10 Volts Fault not present.

If no additional

DTC’s were

stored, refer to

Diagnostic Aids

above.

Go to Step 2.

STEP ACTION VALUE YES NO

2. ∙Measure voltage

across battery

terminals.

∙Is voltage equal to or

above specified value

10 Volts Go to Step 3. Check generator

operation, refer to

Section 6D1-1,

CHARGING

SYSTEM - V6

ENGINE or Section

6D2-1 CHARGING

SYSTEM - V8

ENGINE.

3. ∙Ignition OFF.

∙Disconnect control

module connector

YE98.

∙Switch ignition ON

and measure voltage

between connector

YE98, terminals 15

and earth (refer to

NOTE 1 above).

∙Is voltage equal to or

above specified value

10 Volts Go to Step 4. Check and repair

open in circuit 855

(Red w ire)

(including fuse

F27), recheck and

verify repair.

4. ∙Check for faulty ABS

or ABS/ETC control

module connection

for circuit 855.

∙Was a fault found ?

Repair fault as

necessary,

recheck and verify

repair.

Replace ABS or

ABS/ETC control

module, refer to 3.6

CONTROL

MODULE in this

Section, recheck

and verify repair.

WHEN A LL DIAGNOSIS AND REPA IRS ARE COMPLETED, CLEAR A LL DTC’S AND

VERIFY CORRECT OPERATION

Figure 12L-152

5. SPECIFICATIONS

WHEEL SPEED SENSORS

Winding resistance at ambient temperature

Front wheels 1600 - 1800 Ohms

Rear wheels 1440 - 1760 Ohms

Wheel speed sensor air gap Non-adjustable

Wheel speed sensor pulse rings 48 teeth

Brake Fluid

Type Holden Specification

HN 1796

Control Module ABS and ABS/ETC control

modules are not interchangeable.

If replacing an ABS or ABS/ETC

control module, always refer to the

latest VT spare parts information.

6. TORQUE WRENCH SPECIFICATIONS

Brake line connections 8 - 11

Brake hose to calliper bolt 32 - 37

Brake master cylinder support bracket nut 5 - 12

Brake master cylinder support bracket bolt 15 - 20

Control module to hydraulic modulator 3

Front brake calliper attaching bolts 80 - 90 Nm, then

turn through

40° - 50°

Front wheel hub to steering knuckle attaching bolts 100 - 115

Front wheel speed sensor cable retainer screw 6 - 14

Hydraulic modulator and control module securing nut 5 - 12

Rear axle bearing outer retainer to axle housing

attaching nuts 40 - 50

Road wheel attaching nuts 110 - 140

Rear wheel speed sensor attaching screw 6 - 14

Steering knuckle to strut attaching bolt and nut Stage 1: 85

Stage 2: 100

Stage 3: then turn

through 85° - 95°

7. SPECIAL TOOLS

TOOL NO. REF IN TEXT TOOL DESCRIPTION COMMENTS

09520 - 32012 SLIDE HAMMER PREVIOUSLY RELEASED

FOR V AND J CARS.

USED FOR REMOVING INNER

AXLE SHAFT

TECH 2 DIAGNOSTIC SCAN TOOL PREVIOUSLY RELEASED

J39200 DIGITAL MULTIMETER TOOL NO. J39200

PREVIOUSLY RELEASED, OR

USE COMMERCIALLY

AVAILABLE EQUIVALENT.

MUST HAVE 10 MEG OHM

INPUT IMPEDANCE AND BE

CAPABLE OF READING

FREQUENCIES

KM-609 ELECTRONIC KIT USED IN CONJUNCTION

WITH A MULTIMETER FOR

MEASURING VOLTAGES AND

RESISTANCE’S WITHOUT

DAMAGING WIRING

HARNESS CONNECTORS