SECTION 6C1-2A DIAGNOSTIC CHARTS

CAUTION

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

will consist of either seat belt pre-ten sioners and a driv er’s side air bag, or seat b elt

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 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 service lines, before any service work 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.

NOTICE

Diagnostic Charts that are labelled Supercharged Engine, apply only to the V6

Supercharged engine application. Charts labelled Non-Supercharged Engine, apply

only to the V6 Non-Supercharge application. If a Chart is not labelled, then this

Chart will apply to both V6 engine applications.

NOTICE

When performing any of these Diagnostic Chart, make certain that the drive w heels

are blocked and the parking brake is firmly set.

SYSTEM COMPONENT LOCATIONS

Figure 6C1-2A-1 Engine Compartment Component Locations Non-Supercharged Engine

Figure 6C1-2A-2 Engine Compartment Component Locations Supercharged Engine

ENGINE COMPARTMENT RELAY LOCATIONS

Figure 6C1-2A-3 Engine Compartment Relay Locations

COMPONENT LOCATIONS

Figure 6C1-2A-4 Compartment Locations Non-Supercharged Engine

Figure 6C1-2A-5 Compartment Locations Supercharged Engine

Figure 6C1-2A-6 Component Locations Non-Supercharged Engine

Figure 6C1-2A-7 Compartment Locations Supercharged Engine

Figure 6C1-2A-8 Component Locations Non Supercharged Engine

Figure 6C1-2A-9 Powertrain Compartment Locations Supercharged Engine

PCM WIRING DI AGRAMS

Figure 6C1-2A-10 V6 PCM Wiring Diagram (1 of 11) Fuse Power Circuits

Figure 6C1-2A-11 V6 PCM Wiring Diagram (2 of 11) Non-Supercharged Engine

Figure 6C1-2A-12 V6 PCM Wiring Diagram (3 of 11 ) Supercharged Engine

Figure 6C1-2A-13 V6 PCM Wiring Diagram (4 of 11) Non-Supercharged Engine Applications

Figure 6C1-2A-13-A V6 PCM Wiring Diagram (5 of 11) Supercharged Engine Applications

Figure 6C1-2A-14 V6 PCM Wiring Diagram (6 of 11) Both Engine Applications

Figure 6C1-2A-15 V6 PCM Wiring Diagram (7 of 11) Both Engine Application

Figure 6C1-2A-16 V6 PCM Wiring Diagram (8 of 11) Both Engine Application

Figure 6C1-2A-17 V6 PCM Wiring Diagram (9 of 11) Both Engine Application

Figure 6C1-2A-18 V6 PCM Wiring Diagram (10 of 11) Both Engine Application

Figure 6C1-2A-19 V6 PCM Wiring Diagram (11 of 11) Both Engine Application

POWERTRAIN CONTROL M O DULE CONNECTOR I DENTIFICATION

Figure 6C1-2A 20 PCM Connector Terminal End View (1 of 3)

Figure 6C1-2A-21 PCM Connector Terminal End View (2 of 3)

Figure 6C1-2A 22 PCM Connector Terminal End View (3 of 3)

PCM CONNECTOR TERMINAL VOLTAGES WITH EXPLANATIONS

PINS A1 - A12

A1 - SYSTEM EARTH

A2 - SYSTEM EARTH

These terminals should have zero volts. They are connected directly to the engine earth.

A3 - PRIMARY SERIAL DATA

This is a dedicated line for the Tech 2 scan tool communication. The circuit connects the PCM, ABS, and BCM. The

Tech 2 scan tool can "talk" to each of these modules by sending a message to a controller and asking only it to

respond. The communication rate is at 8192 baud. The normal voltage on this circuit is about 5 volts, but when the

Tech 2 scan tool is communicating with a controller, the voltage will vary and if read with a DVM may read about 2.5

volts

A4 - IGNITION SWITCH INPUT SIGNAL

This is the "turn on" signal to the PCM from the ignition switch circuit. It is not the "power supply" to the PCM, it only

tells the PCM that the ignition switch is "ON." The voltage should equal the battery voltage when the key is in either

the `run' or `crank' position.

A5 - NOT USED

A6 - FUEL PUMP (FP) RELAY CONTROL

Turning the ignition "ON" causes the PCM to energise (+12V) the Fuel Pump Relay. If no crankshaft reference input

pulses are received, the PCM turns "OFF" the relay. As soon as the PCM receives crankshaft reference input

pulses, the PCM will turn the Fuel Pump Relay on again.

A7 - THROTTLE POSITION (TP) SENSOR

REFERENCE VOLTAGE

This voltage should always be 5 volts anytime the ignition is "ON." It is a regulated voltage output from the PCM,

and supplies 5 volts to the TP sensor.

A8 - BATTERY VOLTAGE FEED

- HOT AT ALL TIMES -

This supplies the PCM with full-time +12 volts. It stays hot even when the ignition is turned off. It receives its voltage

through the "ENGINE" fuse F25. This PCM terminal could be called the power supply and "MEMORY" terminal.

A9 - NOT USED

A10 - NOT USED

A11 - NOT USED

A12 - NOT USED

PINS B1 - B12

B1 - SYSTEM EARTH

B2 - SYSTEM EARTH

These terminals should have zero volts. They are connected directly to the engine earth.

B3 - A/C REFRIGERANT PRESSURE SENSOR INPUT

SIGNAL

The signal that is sent from the pressure transducer to the PCM indicates to the PCM what the A/C pressure is at.

Depending on the A/C pressure, this signal will indicate to the PCM if A/C pressure is to low or to high.

B4 - INTAKE AIR TEMPERATURE (IAT) INPUT SIGNAL

The PCM sends a 5 volt signal voltage to the IAT sensor, which is a temperature - variable-resistor called a

thermistor. The sensor is also connected to earth, and will alter the signal voltage according to incoming air

temperature. As the air temperature increases, the voltage seen on this terminal decreases. At 0 degrees C, the

voltage will be above 4 volts. At normal operating temperature (10 degrees C to 80 degrees C) the voltage will be

less than 4 volts.

B5 - ENGINE COOLANT TEMPERATURE (ECT)INPUT SIGNAL

The PCM sends a 5 volt signal voltage out to the engine coolant temperature sensor, which is a temperature-

variable-resistor called thermistor. The sensor, being also connected to earth, will alter the voltage according to

engine coolant temperature. As the engine coolant temperature increases, the voltage seen on terminal B5

decreases. At 0 degrees C engine coolant temperature the voltage will be above 4 volts. At normal operating

temperature (85 degrees C to 100 degrees C) the voltage will be less than 2 volts.

B6 - TRANSMISSION FLUID TEMPERATURE (TFT) INPUT SIGNAL

- AUTO TRANS ONLY

The PCM sends a 5 volt signal voltage out to the transmission fluid temperature sensor, which is a temperature-

variable-resistor called thermistor. The sensor, being also connected to earth, will alter the voltage according to

transmission fluid temperature. As the fluid temperature increases, the voltage seen on terminal B6 will decrease.

B7 - EGR/A/C PRESSURE SENSOR REFERENCE VOLTAGE

This voltage should always be 5 volts anytime the ignition is "ON." It is a regulated voltage output from the PCM,

and supplies 5 volts to the A/C Pressure Transducer and EGR valve.

B8 - BATTERY VOLTAGE FEED

- HOT AT ALL TIMES -

This supplies the PCM with full-time +12 volts. It stays hot even when the ignition is turned off. It receives its voltage

through the "ENGINE" fuse F25. This PCM terminal could be called the power supply and "MEMORY" terminal.

B9 - NOT USED

B10 - LINEAR EGR VALVE PINTLE POSITION

This voltage is a indication to the PCM the position of the EGR valve pintle position. A low voltage indicates a fully

extended pintle (closed valve). A voltage near 5 volts indicates a retracted pintle (open valve).

B11 - THROTTLE POSITION (TP) SENSOR

The TP sensor input voltage, which follows actual throttle changes, is variable from 0 to 5 volts. Typically the voltage

is less than 1 volt at idle, and 4 to 5 volts at wide-open throttle.

B12 - INJECTOR CIRCUIT VOLTAGE MONITOR INPUT SIGNAL

The injector voltage monitor line is used so that the PCM will know the exact voltage the fuel injectors are operating

at. This voltage signal is used to modify the fuel injector pulse width calculation.

PINS C1 - C16

C1 - TORQUE CONVERTER CLUTCH ENABLE SOLENOID CONTROL

- AUTO TRANS ONLY

The PCM is used to either open or provide a path to earth for the torque converter solenoid. When the PCM

provides a path to earth, the TCC solenoid is considered ON and voltage should be near 0 volts. The PCM uses

both the TCC enable solenoid and the TCC "PWM" solenoid to control the torque converter clutch. (See TCC PWM

solenoid terminal E1)

C2 - 1 - 2 SHIFT SOLENOID CONTROL

- AUTO TRANS ONLY -

The PCM is used to either open or provide a path to earth for the 1-2 shift solenoid. When the PCM provides a path

to earth, the 1-2 shift solenoid is considered "ON" and the voltage should read 0 volts.

C3 - 2 - 3 SHIFT SOLENOID CONTROL

- AUTO TRANS ONLY

The PCM is used to either open or provide a path to earth for the 2-3 shift solenoid. When the PCM provides a path

to earth, the 2-3 shift solenoid is considered "ON" and the voltage should read 0 volts.

C4 - CANISTER PURGE SOLENOID CONTROL

The PCM operates a normally closed solenoid valve, which controls vacuum to purge the evaporative emissions

storage canister of stored gasoline vapours. The PCM turns "ON" the pulse width modulated control of the purge

solenoid, to control purging of the stored vapours. If the PCM is not energising the purge solenoid, the voltage

measured at this terminal should equal battery voltage. If the PCM is controlling the solenoid, the measured voltage

will be between battery voltage and 0.50 volts.

C5 - VEHICLE SPEED OUTPUT TO SPEEDOMETER

The PCM alternately earths this signal, in pulses, when it receives a vehicle speed signal from the vehicle speed

sensor in the transmission. This pulsing action takes place about 6250 times per kilometer. The speedometer

calculates vehicle speed based on the time between pulses.

C6 - VEHICLE SPEED SENSOR - OUTPUT SHAFT SPEED INPUT SIGNAL HIGH

The transmission has an output shaft speed sensor used by the PCM to calculate vehicle speed, and to help

determine various automatic transmission shifting functions. It is a magnetic inductive sensor that generates an AC

voltage signal sent to the PCM. If measured with the digital AC voltmeter, no voltage will appear until the output

shaft begins turning.

C7 - IDLE AIR CONTROL (IAC )

C8 - IDLE AIR CONTROL (IAC )

C9 - IDLE AIR CONTROL (IAC )

C10 - IDLE AIR CONTROL (IAC)

These terminals connect the Idle Air Control valve, located on the throttle body, to the PCM. It is difficult to predict

what the voltage will be, and the measurement is unusable for any service procedures.

C11 - TRACTION CONTROL (TORQUE REQUESTED)

The ABS/ETC module will send a Nm signal to the PCM when torque reduction is requested from the ABS/ETC

module for traction control. This Nm signal should match closely with Torque Achieved Nm signal, when traction

control is being requested.

C12 - ELECTRONIC SPARK CONTROL (ESC) "KNOCK" INPUT SIGNAL

The Electronic Spark Control "knock" sensor detects when detonation is occurring in the combustion chambers.

When detected, the PCM will reduce the amount of spark advance being delivered on the EST output circuit to the

ignition module.

C13 - 3 - 2 DOWNSHIFT CONTROL SOLENOID

CONTROL

- AUTO TRANS ONLY -

The 3-2 control solenoid is a normally closed, pulse width modulated solenoid used to control the 3-2 downshift. The

PCM operates the 3-2 control solenoid at

a frequency of 50 Hz (cycles per second). The solenoid is constantly fed 12 volts and PCM controls the length of

time the path to earth for the electrical circuit is closed.

C14 - 3 - 2 SHIFT SOLENOID FEEDBACK

- AUTO TRANS ONLY -

The 3-2 Shift solenoid is a normally closed solenoid used to control the 3-2 downshift. The solenoid is constantly fed

12 volts and PCM controls the length of time the path to earth for the electrical circuit is closed. The PCM does this

to provide a smooth 3-2 downshift. If the PCM senses an incorrect voltage on this circuit when controlling the 3-2

downshift solenoid (i.e. - O volts with the solenoid OFF, or 12 volts with the solenoid ON) a DTC code 66 will set.

C15 - TORQUE CONVERTER CLUTCH - PULSE WIDTH MODULATED APPLY SOLENOID FEEDBACK

- AUTO TRANS ONLY -

The PCM uses the pulse width modulated TCC apply solenoid to smoothly engage the torque converter clutch, after

the TCC "ON-OFF" solenoid is energised. By varying the duty cycle pulse width modulation, the PCM can slowly

engage the torque converter clutch, allowing very smooth TCC engagement. If the PCM senses an incorrect voltage

on this circuit when controlling the TCC PWM solenoid (i.e. - O volts with the solenoid OFF, or 12 volts with the

solenoid ON ) a DTC code 83 will set.

C16 - TORQUE CONVERTER CLUTCH - PULSE WIDTH MODULATED APPLY SOLENOID CONTROL

- AUTO TRANS ONLY -

The PCM uses the pulse width modulated TCC apply solenoid to smoothly engage the torque converter clutch, after

the TCC "ON-OFF" solenoid is energised. By varying the duty cycle pulse width modulation, the PCM can slowly

engage the torque converter clutch, allowing very smooth TCC engagement.

PINS D1 - D16

D1 - MASS AIR FLOW (MAF) INPUT SIGNAL

The PCM supplies a 5-volt signal voltage to the mass air flow sensor on this circuit. The mass air flow sensor

pulses the 5-volt signal to earth. These earth pulses occur at a very fast rate - from less than 500 per second (500

Hz) with no airflow through the sensor, to upwards of many thousands of pulses per second at high air flow rates

such as during acceleration. If measured, the voltage seen will be between 0.5 and 4.5 volts, depending on air flow

through the sensor.

D2 - NOT USED

D3 - CAMSHAFT POSITION INPUT SIGNAL

This signal is used by the PCM to "sequence" the energising of the fuel injectors, similar to the firing order of an

engine. This allows the PCM to operate the fuel injectors in a "sequential fuel injection" mode. The camshaft

position sensor is actually wired to the ignition module. The ignition module sends one pulse per every two

crankshaft revolutions to the PCM to determine actual camshaft position, and thus, engine cycle sequence.

D4 - CRANKSHAFT 18X INPUT SIGNAL

The 18X crankshaft reference input signal is used to very accurately control EST spark timing at low engine speeds

- below 1200 RPM. Below 1200 RPM, the PCM monitors the 18X signal to control spark timing. At engine speeds

above 1200 RPM, the PCM uses the 3X crankshaft reference input signal to control spark timing. (See 3X

crankshaft reference terminal D12)

D5 - VEHICLE SPEED SENSOR - OUTPUT SHAFT SPEED INPUT SIGNAL LOW

The transmission has an output shaft speed sensor used by the PCM to calculate vehicle speed, and to help

determine various automatic transmission shifting functions. It is a magnetic inductive sensor that generates an AC

voltage signal sent to the PCM. If measured with the digital AC voltmeter, no voltage will appear until the output

shaft begins turning.

D6 - NOT USED

D7 - NOT USED

D8 - NOT USED

D9 - IGNITION MODULE BYPASS CONTROL

- IGNITION SYSTEM MODE CONTROL -

With ignition "ON" and engine not running this terminal will have very low voltage. As soon as the PCM sees engine

RPM of more than 1600 RPM (Electronic Spark Timing "run" threshold) the PCM turns on 5 volts to the Ignition

Module Bypass Control circuit, causing the ignition module to allow the PCM to operate the ignition system.

D10 - ELECTRONIC SPARK TIMING (EST) OUTPUT

This terminal will have very low voltage with the ignition "ON" but engine not running. With the engine running at

idle, the voltage should be slightly more than 1 volt. As the engine RPM goes up, this voltage will increases.

D11 - CRANKSHAFT REFERENCE INPUT SIGNAL LOW

This terminal should always be zero volts. It is connected through the ignition module to engine earth.

D12 - 3X CRANKSHAFT REFERENCE INPUT SIGNAL HIGH

This terminal could be called the "tach" input. It provides the PCM with RPM and crankshaft position information.

With ignition "ON" but engine not running, the voltage will be either high or low, depending on crankshaft position.

As the crankshaft turns, the voltage will be an average of the two readings. The PCM uses the 3X signal to control

fuel injection, and spark timing with engine speeds above 1200 RPM. (See 18X crankshaft reference terminal D4)

D13 - OXYGEN SENSOR INPUT SIGNAL

- RIGHT BANK -

With ignition "ON" and engine not running, the voltage should be 350 - 450 millivolts (0.350 - 0.450 volts). This is

the PCM-supplied 02 circuit "bias" voltage. With the engine running and after the 02 sensor is hot, the voltage

should be rapidly changing, somewhere between 10 - 1000 millivolts (0.010 - 1.000 volt).

D14 - OXYGEN SENSOR EARTH

- RIGHT BANK -

This terminal should have zero volts. It is connected directly to the engine earth. This terminal earths the PCM

circuitry for the O2 voltage monitor inside the PCM.

D15 - OXYGEN SENSOR INPUT SIGNAL

- LEFT BANK -

With ignition "ON" and engine not running, the voltage should be 350 - 450 millivolts (0.350 - 0.450 volts). This is

the PCM-supplied 02 circuit "bias" voltage. With the engine running and after the 02 sensor is hot, the voltage

should be rapidly changing, somewhere between 10 - 1000 millivolts (0.010 - 1.000 volt).

D16 - OXYGEN SENSOR EARTH

- LEFT BANK -

This terminal should have zero volts. It is connected directly to the engine earth. This terminal earths the PCM

circuitry for the O2 voltage monitor inside the PCM.

PINS E1 - E16

E1 - BOOST CONTROL SOLENOID

The PCM operates a normally closed solenoid valve, which controls vacuum to the By-Pass Valve Actuator. The

PCM turns "ON" the solenoid , to allow vacuum to the By-Pass Valve Actuator, to close the By-Pass valve and allow

full boost. If the PCM is not energising the boost solenoid, the voltage measured at this terminal should equal

battery voltage. If the PCM is controlling the solenoid, the measured voltage will be between battery voltage and

0.50 volts.

E2 - FUEL INJECTOR 3 - CONTROL

E3 - FUEL INJECTOR 2 - CONTROL

E4 - FUEL INJECTOR 5 - CONTROL

The voltage seen at these terminals actually comes through the injectors, which are connected to +12 volts. With

the engine not running, the voltage seen would be battery voltage. With the engine running at idle, the charging

system increases the voltage slightly, so this voltage will increase. With higher engine RPM or more engine load,

the resulting increase in injector pulse frequency or injector pulse width will cause this voltage to appear slightly

less.

E5 - FUEL PUMP CONTROL MODULE

A duty cycle earth signal on this circuit varies depending on engine load. Under normal driving conditions, the duty

cycle earth signal supplied from the PCM to the Fuel Pump Control Module (terminal 7 of the Fuel Pump Control

Module) is at 33% duty cycle. This 33% duty cycle runs the Fuel Pump at a lower fuel flow rate. When the vehicle is

in a heavy engine load condition, the PCM will switch from 33% duty cycle to 100% duty cycle. This will cause the

Fuel Pump to operate at a high fuel flow rate to compensate for the higher engine load condition. This change in

duty cycles does not change the fuel system operating fuel pressure, but changes the fuel flow rate.

E6 - PRNDL A

E7 - PRNDL B

E8 - PRNDL C

These circuits along with PCM circuit F15 indicate to the PCM what transmission gear the driver has selected. The

PCM will then send a command via the serial data line to the instrument panel cluster (smart cluster) to indicate to

the driver what gear has been selected.

E9 - EGR IGNITION

This is a ignition voltage input that runs between the EGR valve and the PCM. The PCM uses this input to

determine actual voltage supplied to the EGR valve.

E10 - EGR CONTROL

The PCM monitors EGR actual position and adjust pintle position accordingly. The PCM uses information from

several sensors to control the pintle position.

E11 - NOT USED

E12 - OIL PRESSURE SWITCH

This is a earth input to the PCM from the Oil Pressure Switch indicating proper oil pressure when the engine is

running. If oil pressure is lost while the engine is running, the oil switch will open its contacts and the earth signal to

the PCM will be removed. When the PCM sees this loss of earth signal, the PCM will command the oil lamp ON.

E13 - NOT USED

E14 - TRANSMISSION PRESSURE CONTROL

SOLENOID (PCS) - LOW

- AUTO TRANS ONLY -

The 4L60-E automatic transmission uses an electrical solenoid to control hydraulic pressure inside the

transmission. This electrical solenoid allows the PCM to control "line pressure", similar to other automatic

transmissions that use a "throttle valve" cable or vacuum modulator. The duty cycle, and amount of current flow to

the PCS, are both controlled by the PCM. By monitoring this line, the PCM can determine if the commanded

amperage has gone to the PCS and returned to the PCM.

E15 - TRANSMISSION FLUID PRESSURE CONTROL

SOLENOID (TFP) - HIGH

- AUTO TRANS ONLY -

The duty cycle, and amount of current flow to the TFP, are controlled by the PCM. This circuit is the B+ supply line

from the PCM to the TFP. The duty cy cle and amperage are controlled by the PCM.

E16 - ENGINE COOLANT TEMPERATURE and THROTTLE POSITION SENSOR EARTH

This terminal should be zero volts. It is connected through the PCM circuitry to engine earth.

PINS F1 - F16

F1 - FUEL INJECTOR 4 - CONTROL

F2 - FUEL INJECTOR 1 - CONTROL

F3 - FUEL INJECTOR 6 - CONTROL

The voltage seen at these terminals actually comes through the injectors, which are connected to +12 volts. With

the engine not running, the voltage seen would be battery voltage. With the engine running at idle, the charging

system increases the voltage slightly, so this voltage will increase. With higher engine RPM or more engine load,

the resulting increase in injector pulse frequency or injector pulse width will cause this voltage to appear slightly

less.

F4 -AIR CONDITIONING RELAY CONTROL

When the A/C is requested, the BCM will communicate to the PCM via the serial data line, requesting A/C. The

PCM supplies the earth path on this terminal to energise the A/C control relay. The voltage will be less than 1 volt

when the PCM energises the relay. When the PCM does energise the A/C control relay, the voltage will be more

than 0.1, but less than 1 volt.

F5 - START RELAY CONTROL

When the PCM receives the proper Theft Deterrent signal, the PCM will supply a earth signal to Start Relay. This

will allow the vehicle to start. If a improper Theft Deterrent signal is sensed by the PCM, then the PCM will not

supply a earth signal to the Start Relay. This will prevent the starter motor from operating.

F6 - ENGINE COOLING FAN - HIGH SPEED RELAY CONTROL

This terminal will have battery voltage until the PCM energises the high speed cooling fan relay by supplying the

earth; then it will be close to zero. The input that causes the PCM to energise the high speed fan relay is the engine

coolant temperature sensor. The PCM will also energise the high speed fan relay in the Diagnostic Mode - i.e.,

ignition "ON," engine stopped, and DLC diagnostic "test" enable terminal earthed. Refer engine fan CHART A-12 in

this Section for further explanation.

(The Body Control Module operates the cooling fan low speed relay)

F7 - TRACTION CONTROL (TORQUE ACHIEVED)

The PCM sends a Nm signal to the ABS/ETC module on the delivered torque circuit informing the ABS/ETC module

of response made to the desired torque Nm signal. This Nm signal should match closely with the Requested Torque

Nm signal. A problem with the delivered torque circuit should cause a ABS/ETC DTC to set, and traction control to

be disabled.

F8 - CRANKING SIGNAL INPUT

This cranking signal circuit provides an input for enabling fuel cutoff during a possible backfire situation. During an

engine start, when the key switch is released from the crank position before the engine is running, the engine may

backfire. The PCM stops all injector pulses when the engine speed is less than 450 RPM, coolant temperature is

greater than -4 degrees C, a cranking signal is not received, but was received within the previous 12.5 milliseconds

F9 - RANGE SIGNAL A INPUT SIGNAL

F10 - RANGE SIGNAL B INPUT SIGNAL

F11 - RANGE SIGNAL C INPUT SIGNAL

- AUTO TRANS ONLY -

Range signal "A", "B" and "C". The PCM sends out a buffered 12 volt signal to the pressure switch assembly,

located in the automatic transmission valve body. The 12 volt signal must pass through either a normally open or

normally closed switch to reach earth. When the switches) are closed, the signal should be near 0 volts. The PCM

monitors the status of these signals to determine which gear servo is actually receiving hydraulic apply pressure.

F12 - NORMAL / ECONOMY INPUT SIGNAL

- AUTO TRANS ONLY -

The PCM sends out a signal voltage of about 12 volts, and monitors the status of this circuit. In the ECONOMY

position the switch is open, the PCM voltage status signal remains high - about 12 volts, and the PCM does not

allow shift point changes. When the transmission switch is pressed to the POWER position the switch is closed and

the PCM voltage status signal is pulled low - about 0 volts. The PCM senses the zero voltage signal, and enables

power mode shifting only if other criteria are met. These criteria include throttle position and engine speed.

F13 - NOT USED

F14 - DIAGNOSTIC TEST ENABLE INPUT SIGNAL

This terminal is connected to the DLC diagnostic test enable terminal. When the diagnostic test terminal is not

earthed, this terminal will have 5 volts on it. When the DLC diagnostic test enable terminal is earthed, the resulting

zero voltage at the PCM will cause it to operate in Diagnostic Mode.

F15 - PRNDL P

This circuit along with PCM circuits E6, E7, E8 indicate to the PCM what transmission gear the driver has selected.

The PCM will then send a command via the serial data line to the instrument panel cluster (smart cluster) to indicate

to the driver what gear has been selected.

F16 - INTAKE AIR TEMPERATURE / TRANSMISSION FLUID TEMPERATURE / EGR VALVE / A /C PRESSURE

SENSOR EARTH CIRCUIT

This terminal should be zero volts. It is connected through the PCM circuitry to engine earth.

TECH 2 SCAN ENGINE DATA

The Tech 2 scan Data listed in the table may be used for comparison

1. After completing the "On-Board Diagnostic System Check"

2. Finding the on-board diagnostics are functioning properly and

3. No diagnostic DTCs are displayed.

A TECH 2 SCAN TOOL THAT DISPLAYS FAULTY DATA SHOULD NOT BE USED, AND THE PROBLEM

SHOULD BE REPORTED TO THE MANUFACTURER. THE USE OF A FAULTY TECH 2 SCAN TOOL CAN

RESULT IN MISDIAGNOSIS AND UNNECESSARY PARTS REPLACEMENT.

Only the parameters listed are used for diagnosis. For more description on the values and use of the Tech 2 scan

tool to diagnosis PCM inputs, refer to the applicable diagnosis chart in this Section. If all values are within the range

illustrated, refer to "Symptoms" Charts in Section 6C1-2B SYMPTOMS .

TEST DESCRIPTION:

Number(s) below refer to number(s) on the Tech 2 scan tool Data Engine Stream.

1. The Tech 2 scan tool "FO: DATA LIST" will display scan position's that will be displayed in order. The Tech 2

can tool will display nine (9) scan position parameters at a time. The "DOWN ARROW" button will scroll down

through all of the scan positions one at a time. After "FUEL" parameter is displayed, pressing the "DOWN

ARROW" button again, will display scan position parameters starting at the top of the list again.

2. "Units Displayed" are the available ways of displaying what each parameter is currently operating in, or a value

that is being sensed or being outputted by the PCM.

3. "Typical Data Value" is separated into two parts. These displayed values are typical of a normally operating

vehicle. The ignition "ON" comparison should be performed first as this may lead to a quick identification of a

failure. The engine running data should be compared to the ignition "ON" data as a diagnostic check to make

sure the component or system is operating properly.

4. Ignition "ON" values are the typical values that should be seen on the Tech 2 scan tool with the ignition "ON,"

and engine stopped. Temperature sensors should be compared to the actual temperatures by letting the

sensor sit overnight and then comparing their values. A difference of 3-5 degrees C from the actual

temperature may indicate a problem with the sensor. Use the diagnostic aids chart for that sensor to compare

the resistance to temperature values.

Some "ON" or "OFF" switches may display an abnormal state. If the chart states this position is abnormal, than

this may be caused by an open or short to earth, depending upon the normal state of the switch. Refer to the

proper Section or more information on diagnosis.

5. "ENGINE RUNNING" typical data values are an average of display values recorded from normally operating

vehicles at normal operating temperature, and are intended to represent what a normally functioning system

would typically display.

TECH 2 SCAN DATA ENGINE STREAM

TYPICAL DATA VALUE !

SCAN POSITION "

"UNITS

DISPLA YED #

#IGNITION "ON" $

$ENGINE RUNNING %

ENGINE SPEED RPM 0 RPM ± 100 RPM FROM

DESIRED RPM

(± 50 RPM IN DRIVE)

DESIRED IDLE RPM 0 RPM PCM IDLE COMMAND

(VARIES WITH

TEMPERATURE)

ECT SENSOR

VOLTS VOLTS 1.90 V

(VARIES) 1.96 V

(VARIES)

ENG. COOLANT

TEMP DEGREES C +96 C

(VARIES) +96 C

(VARIES)

IAT VOLTAGE VOLTS 3.82 V

(VARIES) 1.35 V

(VARIES)

IAT DEGREES C +22 C

(VARIES) +77 C

(VARIES)

MAF FREQUENCY Hz 0 Hz 2450 to 2600 Hz

MASS AIR FLOW GRAM /SEC 0 G/S 5 to 9 G/S

MASS AIR FLW/CYL mG/S 0.0 mG/S 140 to 150 mG/S

TPS VOLTAGE VOLTS 0.25V to 1.25V 0.25V to 1.25V

TPS ANGLE 0-100 % 0 % 0 %

RH O2 READY YES / NO NO YES

LH O2 READY YES / NO NO YES

RH O2 SENSOR mV 447 mV 100 - 1000 mV AND

VARYING

LH O2 SENSOR mV 447 mV 100 - 1000 mV AND

VARYING

ST FUEL TRIM R + 100% to -100 % + 0 % + 0 % + 10% to - 10%

ST FUEL TRIM L + 100% to - 100 % + 0 % + 0 % + 10% to - 10%

LT FUEL TRIM R + 100% to - 100 % + 0 % + 0 % + 10% to - 10%

LT FUEL TRIM L + 100% to - 100 % + 0 % + 0 % + 10% to - 10%

LTFT ENABLE YES / NO NO NO

FUELING MODE OPEN / CLOSED

LOOP OPEN LOOP CLOSED LOOP

LTFT CELL CELL # 0 0

RH O2 STATUS RICH / LEAN LEAN LEAN

LH O2 STATUS RICH / LEAN LEAN LEAN

RH O2 CROSS

CNTS COUNTS 0 0

LH O2 CROSS

CNTS COUNTS 0 0

STFT DELTA 0 - 100 % 0 % 0 %

LTFT DELTA 0 - 100 % 0 % 0 %

DECEL FUEL

CUTOFF NO/YES NO NO

INJ. PULSE TIME mS 27.5 mS 3.25 mS

INJECTOR

VOLTAGE VOLTS 11.4 V 14.0 V

AIR / FUEL RATIO % 0.0 : 1 14.7 : 1

PURGE PWM % 0 % 10 %

EGR POS.

COMMANDED %0%0%

TYPICAL DATA VALUE !

SCAN POSITION "

"UNITS

DISPLA YED #

#IGNITION "ON" $

$ENGINE RUNNING %

EGR POS.

FEEDBACK. %0%0%

EGR PINTLE

SENSOR VOLTS VOLTS 0.6 VOLT 0.6 VOLT

BATTERY

VOLTAGE VOLTS 11.3 V 14.0 V

REFERENCE

VOLTS VOLTS 4.99 V 4.99 V

CRANK SWITCH ON/OFF OFF OFF

CAM SIGNAL MISSING

/PRESENT MISSING PRESENT

IAC POSITION STEPS 169 STEPS 22 STEPS

LITERS PER HOUR L/HR 00.00 1 - 2 L/Hour

IDLE RPM

VARIANT. RPM 0 RPM 0 RPM

SPARK MODE BYPASS/EST BYPASS EST

SPARK ADVANCE DEGREES BTDC 14 ° BTDC + 14° BTDC

KNOCK SIGNAL KNOCK/NONE NONE NONE

KNOCK RETARD # OF DEGREES 0 ° 0 °

TCC SOLENOID ON / OFF OFF OFF

VEHICLE SPEED KM / H 0 KM/H 0 KM/H

A/C REQUEST ON /OFF OFF OFF

A/C CLUTCH ON /OFF OFF OFF

A/C PRESS. VOLTS VOLTS 1 - 2 V 1 - 2 V

A/C PRESSURE kPa 352 kPa 600 - 700 kPa A/C OFF

800 - 1000 kPa A/C ON

HIGH SPEED FAN ON / OFF OFF OFF

LOW SPEED FAN

REQUEST ON / OFF OFF OFF

THEFT STATUS NO START/START START START

STARTER RELAY OFF/ON ON ON

FUEL PUMP RELAY ON / OFF OFF ON

TYPICAL DATA VALUE !

SCAN POSITION "

"UNITS

DISPLA YED #

#IGNITION "ON" $

$ENGINE RUNNING %

SUPERCHARGED

OPTION

(Yes or No

depending on what

engine is selected)

YES/NO YES/NO YES/NO

PWM BOOST

(Only i f

Supercharged

engine is selected)

% 0% 100%

SUPERCHARGER

FUEL PUMP STATE LOW SPEED/

HIGH SPEED HIGH SPEED LOW SPEED

CRANK TIME SEC 0.0 SEC 0.5 SEC

DTC STATUS NO DTC(s)/DTC(s)

SET NO DTC(s) NO DTC(s)

TIME FROM START TIME 0:00:00 VARIES

PROM I.D. FOUR DIGIT

NUMBER

(VARIES WITH

PROM UPDTAES)

8808 8808

CHECK

POWERTRAIN

MALFUNCTION

INDICATOR LAMP

(MIL)

OFF/0N ON OFF

REQUESTED

TORQUE Nm 214Nm 642Nm

(Nm WILL DECREASE

WITH ENGINE LOAD)

ACTUAL TORQUE Nm 0 Nm 35-45 Nm

( Nm WILL CLOSELY

FOLLOW REQUESTED

TORQUE ONCE ENGINE

LOAD IS DETECTED)

LPG SWITCH OFF/ON OFF OFF

LPG FUEL ENABLE NO/YES NO NO

FUEL PETROL / LPG PETROL PETROL

TECH 2 SCAN TOOL ENGINE DATA DESCRIPTIONS

A list of explanations for each data message displayed on the Tech 2 scan tool begins as follows. This information

will assist in tracking down emission or driveability problems, since the displays can be viewed while the vehicle is

being driven. Refer to the "On-Board Diagnostic System Check" for additional informational.

ENGINE SPEED - Range 0-9999 RPM - Engine speed is computed by the PCM from the fuel control reference

input. It should remain close to desired idle under various engine loads with engine idling.

DESIRED IDLE - Range 0-3175 RPM - The idle speed that is commanded by the PCM. The PCM will compensate

for various engine loads to keep the engine at the desired idle speed.

ECT SENSOR VOLTS/ENG COOLANT TEMP - Range -40 degrees to 151 degrees C/ 0 - 5 VOLTS - The Engine

Coolant Temperature (ECT) sensor is mounted in the inlet manifold and sends engine temperature information to

the PCM applies 5 volts to the coolant temperature sensor circuit. The sensor is a thermistor which changes internal

resistance as temperature changes. When the sensor is cold (internal resistance high), the PCM monitors a high

signal voltage which it interprets as a cold engine. As the sensor warms (internal resistance decreases), the voltage

signal will increase, the voltage signal will decrease and the PCM will interpret the lower voltage as a warm engine.

IAT SENSOR VOLTS/IAT - Range -40 degrees to 151 degrees C - The PCM converts the resistance of the intake

air temperature sensor to degrees. Intake Air Temp (IAT) is used by the PCM to adjust fuel delivery and spark

timing according to incoming air density .

MAF SENSOR FREQUENCY - Range 0-10,192 Hz - The signal that is sent from the Mass Air Flow (MAF) sensor

to the PCM is in the form of a frequency output. This frequency output changes as the demand of engine air intake

changes.

MASS AIR FLOW - Range 0-246 Grams/Sec. - The Mass Air Flow (MAF) sensor measures the change in the

intake air flow which results from engine load and speed changes. As intake air flow increases, the air in the inlet

manifold also increases and addition fuel is required.

MASS AIR FLOW/CYL - Range 0-1000 mG/S. - Calculated air flow per each cylinder.

TPS SIGNAL - Range 0 to 5.10 Volts -

Used by the PCM to determine the amount of throttle demanded by the driver. Should read 0.25 - 1.25 volt at idle to

above 4 volts at wide open throttle.

TPS ANGLE - Range 0-100% - Computed by the PCM from TP sensor voltage (Throttle position) should read 0%

at idle, 100% at Wide Open Throttle (WOT).

RH/LH OXYGEN SENSOR READY - Tech 2 Displays "YES" or "NO". Indicates if the 02 sensors have reached

operating temperature.

RH/LH OXYGEN SENSOR - Range 0-1192 - Represents the exhaust sensor output voltage. Should fluctuate

constantly within a range between 100 mV (Lean exhaust) and 1000 mV (Rich exhaust) when operating in "Closed

Loop".

ST FUEL TRIM R/L - Range -100% -0% -+ 100% - Short Term Fuel Trim represents a short-term correction to fuel

delivery by the PCM in response to the amount of time the oxygen sensor voltage spends above or below the 450

mV threshold. If the oxygen sensor voltage has mainly been below 450 mV, indicating a lean air/fuel mixture, STFT

will increase to tell the PCM to reduce fuel delivery to compensate for the indicated rich condition. Under certain

conditions such as extended idle and high ambient temperatures, canister purge may cause STFT to read less than

-10%.

LT FUEL TRIM R/L -100% - 0% - +100% - LTFT is derived by the PCM from the STFT value and is used for long-

term correction of fuel delivery. A value of 0% indicates that fuel delivery requires no compensation to maintain a

14.7:1 air/fuel ratio. A value below 0% means that the fuel system has been rich and fuel delivery is being reduced

(decreased injector pulse width) to maintain a 14.7 to 1 A/F ratio. A value above 0% indicates that a lean condition

exists and the PCM has been compensating by adding fuel (increased injector pulse width). LTFT tends to follow

STFT, a value of less than -10% due to canister purge at idle should not be considered unusual.

LTFT ENABLE - Tech 2 Displays "YES" or "NO". - The Long Term Fuel Trim is enable by the PCM when a long

term fuel correction is required. A YES indicates that the LTFT is enabled, a NO indicates that is not.

FUELING MODE - Tech 2 Displays "OPEN" or "CLOSED" - "Closed Loop" displayed indicates that the PCM is

controlling fuel delivery according to oxygen sensor voltage. In "Open Loop", the PCM ignores the oxygen sensor

voltage and bases the amount of fuel to be delivered on TP Sensor, coolant and IAT sensor inputs only. "Closed

Loop" operation should begin when the 02 sensor becomes active, engine coolant temperature exceeds 50 degrees

C (122 degrees F) for more than 30 seconds and the PCM has seen a RPM of 1200 or greater for 10 seconds. At

extremely high temperature or when towing a trailer, it is possible for the system to remain in "Open Loop" operation

to control catalytic converter temperatures.

LONG TERM FUEL TRIM CELL (LTFT CELL) - Range 0-34 - LTFT cell is dependent upon engine speed and

mass air flow readings and canister purge. A plot of RPM vs MAF is broken into 34 cells. LTFT cell indicates which

cell is currently active.

RH/LH 02 STATUS - Tech 2 Displays "RICH" or "LEAN" - Indicates whether exhaust oxygen sensor voltage is

above (rich) or below (lean) the 450 mV oxygen sensor threshold voltage. Should change constantly indicating that

the PCM is controlling the air/fuel mixture properly.

RH/LH O2 CROSS CNTS - Range 0-255 - The number of times the oxygen sensor voltage crosses over the

rich/lean threshold during a two second interval.

STFT/LTFT DELTA - Range 0-100%. - The difference (Delta) in % of the STFT/LTFT counts from each bank. This

value is used by the PCM to determine bank to bank fuel trim balance.

DECEL FUEL CUTOFF - Tech 2 Displays "YES" or "NO" - Yes displayed indicates that the PCM has detected

conditions appropriate to operate in deceleration fuel mode. The PCM will command deceleration fuel mode when a

sudden decrease in throttle position has been detected while the vehicle is travelling over a certain KM/H. While in

deceleration fuel mode, the PCM will decrease the amount of fuel delivered by entering open loop and decreasing

the injector pulse width.

INJ. PULSE WIDTH TIME - Range 0.0 - 999.9 mS. - The "ON" time of the injector as determined by the PCM.

INJECTOR VOLTAGE - Range 0 - 14.0 Volts. System voltage monitoring

AIR/FUEL RATIO - Range 0.00 : 99.99 - The reading reflects the commanded value. This should be at or near

14.7. A lower number indicates a richer commanded air fuel mixture while a higher number indicates a leaner

mixture.

PURGE PWM - Range 0 - 100% - A proportional signal used to control EVAP Canister Purge function. 0% implies

the valve is commanded fully closed, while 100% implies that the value is fully open.

EGR POSITION COMMANDED - Range 0 - 100% - Represents the EGR pintle position that the PCM is

commanding. Desired EGR position should stay close to EGR Pintle Position.

EGR POSITION FEEDBACK - Range 0% - 100% - Represents the actual position of the EGR pintle in percent. 0%

displayed indicates a fully extended pintle (EGR valve closed).

EGR PINTLE SENSOR - Range 0.0 - 5.0 Volts - Represents the voltage that the PCM uses to determine weather

or not the EGR valve is fully closed (0% pintle position).

BATTERY VOLTAGE - Range 0-25.5 volts - This represents the system voltage measured by the PCM at its

ignition No. 1 feed.

REFERENCE VOLTS - Range 0-5.10 Volts - Indicates the voltage that is supplied to various sensors from the

PCM.

CRANK SWITCH - Tech 2 Displays "ON" or "OFF". - Indicates that the engine is cranking. The signal is used by

the PCM to prevent backfire.

CAM SIGNAL - Range Missing or Present - Signal sent to the PCM by the Cam Sensor. This indicates movement

of the camshaft. This signal is used by the PCM to indicate if the engine is running.

IAC POSITION - Range 0-255 Counts - Displays the commanded position of the idle air control pintle in counts.

The higher the number of counts, the greater the commanded idle speed. Idle air control should respond fairly

quickly to changes in engine load to maintain desired idle RPM.

LITRES Per Hour - Range 0-100 - Indicates fuel consumption per litres per hour.

IDLE RPM VARIANT - Range 0-9999 RPM - Indicates the variation in RPM between sampling's of the engine

speed.

SPARK MODE - Tech 2 displays "BYPASS" or "EST" - Indicates what mode of ignition timing the vehicle is

operating under.

SPARK ADVANCE - Range -90 Degree to +90 Degree - This is a display of the spark advance (EST) calculation

which the PCM is programming into the ignition system. It computes the desired spark advance using data such as

engine temperature, rpm, load, vehicle speed, and operating mode.

KNOCK SIGNAL - Tech 2 Displays "KNOCK" or "NONE" - Indicates whether or not a knock signal is being

detected by the PCM. Should read "NONE" at idle.

KNOCK RETARD - Range 0 Degrees - 90 Degrees - Indicates the amount of spark advance the PCM is removing

from EST in response to the Knock sensor (ESC) signal. Should read 0 degrees at idle.

TCC SOLENOID - Tech 2 Displays "ON" or "OFF". - Indicates if the transmission TCC Solenoid is commanded

the TCC ON or OFF.

VEHICLE SPEED - Range 0-255 km/h - The vehicle speed sensor signal is converted into kph and mph for

display.

A/C REQUEST - Tech 2 Displays "YES" or "NO" - Represents the state of the A/C request serial data input from

the BCM.

A/C CLUTCH - Tech 2 Displays "ON" or "OFF" - Represents the commanded state of the A/C clutch control

relay. Clutch should be engaged when "ON" is displayed.

A/C PRESSURE SENSOR - Tech 2 Displays 0.0 - 5.10 Volts - Represents the A/C refrigerant pressure sensor

signal. The amount of pressure indicates the amount of load that the A/C compressor is placing on the engine.

The PCM uses this information to adjust idle speed and to control the cooling fan.

A/C PRESSURE - Range 0 - 3195 kPa - The kPa displayed indicates that the PCM is monitoring an A/C

Refrigerant Pressure signal voltage which is too high or too low to allow the A/C compressor clutch to engage.

HIGH SPEED FAN - Tech 2 Displays "ON" or "OFF - Indicates if the engine cooling fan high speed relay has

been commanded ON or OFF.

LOW SPEED FAN REQUEST - Tech 2 Displays "ON" or "OFF - Indicates if the engine cooling fan low speed

relay has been commanded ON or OFF.

THEFT STATUS - Tech 2 Displays "NO START" or "START". - Indicates the status of the Theft Deterrent

System.

STARTER RELAY - Tech 2 Displays "OFF" or "ON" - If the scan tool indicates ON, then the vehicle will start. As

long as the Theft Deterrent System is working properly, the scan tool should indicate "ON"

FUEL PUMP RELAY - Tech 2 Displays "ON" or "OFF. - Indicates if the Fuel Pump is ON or OFF.

SUPERCHARGER OPTION - Tech 2 Displays "YES" or "NO" - Under normal driving conditions the scan tool

should indicate NO. When the vehicle is accelerated the scan tool should indicate YES indicating the Supercharger

is being commanded ON.

PWM BOOST- Tech 2 Displays 0% to 100%. Under normal driving conditions, the Tech 2 will display 100% Boost

PWM. When in reverse gear or at a high engine load, the Tech 2 will display 0%.

SUPERCHARGER FUEL PUMP STA TE - Tech 2 Displays "LOW SPEED" or "HIGH SPEED" - Under normal

driving conditions the scan tool should display Low Speed. When the vehicle is accelerated the fuel pump will switch

speeds and the scan tool should display High Speed.

CRANK TIME - Range 0 - 99.9 Seconds. - Indicates the duration of the engine crank time.

DTC STATUS - Tech 2 Displays "NO DTC(s)" or DTC SET – Indicates if a DTC is set. This does not indicate

what DTC is set, just informs that DTC are or are not set.

TIME FROM START - Tech 2 Displays 0:00:00. - Indicates the hours, minutes and seconds the engine has been

running.

PROM I.D. – Tech 2 Displays a four digit number - Indicates the numerical identification of the PROM stored in

the PCM. This PROM number will change with PROM updates.

CHECK POWERTRAIN MALFUNCTION INDICATOR LAMP (MIL) - Tech 2 Displays "OFF" or "ON" - Indicated

if the instrument panel Malfunction Indicator Lamp is "ON", or "OFF".

REQUESTED TORQUE - Tech 2 Displays 0 - 215 Nm of Torque - Indicates what Nm torque signal the ABS/ETC

module is sending to the PCM.

ACTUAL TORQUE - Tech 2 Displays 0 - 215 Nm Of Torque – Indicates the PCM Nm torque response back to

the ABS/ETC module.

LPG SWITCH - Tech 2 Displays "OFF" or "ON" - Indicates which mode the driver has selected, Petrol or LPG

mode.

LPG FUEL ENABLE - Tech 2 Displays "NO" or "YES" – Indicates if the PCM is capable of operating in LPG

mode..

FUEL - Tech 2 Displays Petrol or LPG - Indicates what type of fuelling mode the Vehicle is currently operating

under.

TECH 2 SCAN TRANSM ISSION DATA

The Tech 2 scan Data listed in the table may be used for comparison

1. After completing the "On-Board Diagnostic System Check"

2. Finding the on-board diagnostics are functioning properly and

3. No diagnostic DTCs are displayed.

A TECH 2 SCAN TOOL THAT DISPLAYS FAULTY DATA SHOULD NOT BE USED, AND THE PROBLEM

SHOULD BE REPORTED TO THE MANUFACTURER. THE USE OF A FAULTY TECH 2 SCAN TOOL CAN

RESULT IN MISDIAGNOSIS AND UNNECESSARY PARTS REPLACEMENT.

Only the parameters listed are used for diagnosis. For more description on the values and use of the Tech 2 scan

tool to diagnosis PCM inputs, refer to the applicable diagnosis chart in this Section. If all values are within the range

illustrated, refer to "Symptoms" Charts in Section 6C1-2B SYMPTOMS .

TEST DESCRIPTION:

Number(s) below refer to circled number(s) on the Tech 2 scan tool Transmission Date Stream.

1. The Tech 2 scan tool "FO: DATA LIST" will display scan position's that w ill be displayed in order. The Tech 2

can tool will display nine (9) scan position parameters at a time. The "DOWN ARROW" button will scroll down

through all of the scan positions one at a time. After "CHECK POWERTRAIN MALFUNCTION INDICATOR

LAMP (MIL)" parameter is displayed, pressing the "DOWN ARROW" button again, will display scan position

parameters starting at the top of the list again.

2. "Units Displayed" are the available ways of displaying what each parameter is currently operating in, or a value

that is being sensed or being outputted by the PCM.

3. "Typical Data Value" is separated into two parts. These displayed values are typical of a normally operating

vehicle. The ignition "ON" comparison should be performed first as this may lead to a quick identification of a

failure. The engine running data should be compared to the ignition "ON" data as a diagnostic check to make

sure the component or system is operating properly.

4. Ignition "ON" values are the typical values that should be seen on the Tech 2 scan tool with the ignition "ON,"

and engine stopped. Temperature sensors should be compared to the actual temperatures by letting the

sensor sit overnight and then comparing their values. A difference of 3-5 degrees C from the actual

temperature may indicate a problem with the sensor. Use the diagnostic aids chart for that sensor to compare

the resistance to temperature values.

Some "ON" or "OFF" switches may display an abnormal state. If the chart states this position is abnormal, than

this may be caused by an open or short to earth, depending upon the normal state of the switch. Refer to the

proper Section or more information on diagnosis.

5. "ENGINE RUNNING" typical data values are an average of display values recorded from normally operating

vehicles at normal operating temperature, and are intended to represent what a normally functioning system would

typically display.

TECH 2 SCAN DATA TRANSMISSION STREAM

TYPICAL DATA VALUE !

SCAN POSITION

UNITS

DISPLA YED #

IGNITION

"ON" $

$ENGINE RUNNING %

ENGINE SPEED RPM 0 RPM ± 100 RPM FROM

DESIRED RPM

(± 50 RPM IN DRIVE)

VEHICLE SPEED KM/H 0 0

TPS SIGNAL VOLTS 0.25V - 1.25V 0.25V - 1.25V

TPS ANGLE % 0% 0%

ECT SENSOR

VOLTS VOLTS 1.9 V

(VARIES) 1.96 V

(VARIES)

ENG COOLANT

TEMP 0C+96

(VARIES) +960C

(VARIES)

TFT SENSOR

VOLTS VOLTS 2.8 V

(VARIES) 2.8 V

(VARIES)

TFT 0C 94

(VARIES) 940C

(VARIES)

TFP SWITCH A 0V - 12V 12 V 12 V

TFP SWITCH B 0V -12 V 0 V 0 V

TFP SWITCH C 0V - 12V 12 V 12 V

TFP GEAR P/N R,D, 3, 2,1 P/N P/N

PRNDL SWITCH INVALID /

P,R,N,D,3,2,1 INVALID

GEAR

SELECTED

INVALID

GEAR SELECTED

1 - 2 SHIFT

SOLENOID ON/OFF OFF ON

2 - 3 SHIFT

SOLENOID ON/OFF ON ON

1 - 2 SHIFT SOL.

FDBK ON/OFF OFF ON

2 - 3 SHIFT SOL.

FDBK ON/OFF ON OFF

1 - 2 SHIFT TIME SEC 0.00 0.00

2 - 3 SHIFT TIME SEC 0.00 0.00

COMMANDED.

PCS MILLAMPS 0 MA 900 to 1000 MA

ACTUAL PCS MILLAMPS 0 MA 900 to 1000 MA

PCS DUTY CYCLE % 0 % 55 to 65 %

TCC SOLENOID ON/OFF OFF OFF

TCC PWM

SOLENOID %0%0%

TYPICAL DATA VALUE !

SCAN POSITION

UNITS

DISPLA YED #

IGNITION

"ON" $

$ENGINE RUNNING %

TRANS SLIP

SPEED RPM 0 +700 to 800 RPM

ECON/POWER

SHIFT SW. *

ECONOMY/POW

* ECONOM Y * ECONOMY

3 - 2 DOWNSHIFT

ENABLE YES/NO NO NO

3 - 2 DOWNSHIFT

SOL. OFF/ON ON ON

LT 1 - 2 SHIFT.

ADAPT kPa 0 kPa 0 kPa

LT 2 - 3 SHIFT.

ADAPT kPa 0 kPa 0 kPa

SHORT TERM

SHIFT ADAPT kPa - 32 kPa - 30 to -40 kPa

ADAPT SHIFT

STATUS DISABLED/ENAB

LED ENABLED ENABLED

SHIFT ADAPT

CELL 000

GEAR RATIO RATIO% 3.06:1 3.06:1

COMMANDED

GEAR 1234 1 GEAR 1 GEAR

BATTERY

VOLTAGE VOLTS 12.6 V 13.5 - 14.5V

TIME FROM

START TIME 0:00:00 VARIES

CHECK

POWERTRAIN

MALFUNCTION

INDICATOR LAMP

(MIL)

OFF/0N ON OFF

* Tech 2 will only display POWER when the gear shift selector is in R, D, 3, 2, or 1 gear position. When in

POWER mode and the gear selector is shifted to PARK or NEUTRAL, the Tech 2 will switch to ECONOMY.

TECH 2 SCAN - TRANSM ISSION DATA DESCRIPTIONS

A list of explanations for each data message displayed on the Tech 2 scan tool begins as follows. This information

will assist in tracking down emission or driveability problems, since the displays can be viewed while the vehicle is

being driven. Refer to the "On-Board Diagnostic System Check" for additional informational.

ENGINE SPEED - Range 0-9999 RPM - Displays the PCM's interpretation of actual engine speed, as received from

the reference input signal. Displays in increments of 1 RPM. Often useful to detect if extra reference pulses are

suspected. A sudden high RPM indication while at a steady throttle would indicate electrical interference in the

reference input signal circuit. This interference is usually caused by PCM wires too close to ignition secondary wires

or an open reference earth circuit.

VEHICLE SPEED - Range 0-255 KM/H - Displays the PCM's interpretation of vehicle speed as received from the

PCM. If this position indicates no vehicle speed (zero), but the speedometer shows otherwise, then a Diagnostic

Trouble Code 24 will eventually set. Also useful for checking speedometer accuracy.

TPS VOLTAGE - Range 0-5.10 VOLTS - This position shows the Throttle Position sensor signal input to the PCM.

Values read will be in voltage and will interpret the throttle opening to the PCM. The voltage should between 0.25 -

1.25 volts with the throttle closed and go up to approximately 4.5 volts at Wide Open Throttle (WOT).

TPS ANGLE - Range 0-100% - This display is the PCM's interpretation of the percentage of throttle opening. TPS

angle should display zero (0%) with the throttle closed and 100% at Wide Open Throttle (WOT).

ECT SENSOR VOLTS/ENG COOLANT TEMP - Range -40 degrees to 151 degrees C/ 0 - 5.10 Volts - The

Engine Coolant Temperature (ECT) sensor is mounted in the inlet manifold and sends engine temperature

information to the PCM applies 5 volts to the coolant temperature sensor circuit. The sensor circuit. The sensor is a

thermistor which changes internal resistance as temperature changes. When the sensor is cold (internal resistance

high), the PCM monitors a high signal voltage which it interprets as a cold engine. As the sensor warms (internal

resistance decreases), the voltage signal will increase, the voltage signal will decrease and the PCM will interpret

the lower voltage as a warm engine.

TFT SENSOR VOLTS/TRANS FLUID TEMP - Range -40 degrees C to 151 degrees C/ 0 - 5.10 VOLTS - This

position will display the PCM's interpretation of temperature in the transmission. The Transmission Fluid

Temperature (TFT) sensor is mounted in the valve body and is wired to the PCM. The PCM monitors the difference

in voltage between two terminals, and the TECH 1 scan tool will display TFT in voltage and a temperature shown in

degrees Celsius. The TFT sensor reading should read close to the air temperature when the transmission is cold,

and increases as the transmission fluid temperature increases. After the engine is started the temperature should

rise steadily to about 82 degrees C- 94 degrees C then stabilise.

TFP SWITCH A/B/C VOLTS - Range 0 Volts or 12 VOLTS - These values represent the three fluid pressure

switch assembly signals. These lines are normally high and are taken low as the fluid pressure switch interprets the

manual valve position. The sequence of these signals is decoded by the PCM to determine the appropriate gear

range. O volts indicates closed, and 12 volts indicates open.

TFP GEAR - Tech 2 Displays P/N-R,D,3,2,1 - This value represents the decoded sequence of the Transmission

Fluid Pressure Manual Valve Position Switch Assembly (TFP). The TFP is used to determine the manual valve

position. The manual valve position is an input to the PCM used to control line pressure, TCC, and shift solenoid

operation.

PRNDL SWITCH - Tech 2 Displays Invalid or P, R, N, D, 3, 2, 1 - This displays if the vehicle is not equipped with

a PRNDL switch ( Invaded), or if equipped, indicates what gear the driver has selected.

1-2 SHIFT SOLENOID, 2-3 SHIFT SOLENOID - The 2 Displays "ON" or "OFF" - This displays the "ON" or "OFF"

state of the two shift solenoids. The shift solenoids are turned "OFF" or "ON" to change gears.

1-2 AND 2-3 SHIFT SOLENOID FEEDBACK - The 2 Displays ON/OFF - The 2 Displays "ON" or "OFF" - These

values represent the true electrical state of the solenoids. The PCM uses this information to set malfunction DTC's.

1-2 SHIFT TIME -Tech 2 Displays Time - This value represents the time taken to shift from first gear to second

gear. This information is only accurate if the shift was adaptable.

2-3 SHIFT TIME - Tech 2 Displays Time - This value represents the time taken to shift from second gear to third

gear. This information is only accurate if the shift was adaptable.

COMMANDED PCS - Tech 2 Range 0 to 1000 Millamps - This value represents the commanded pressure control

solenoid current. The commanded current is determined from the manual valve position, transmission fluid

temperature, transmission output speed, shift solenoid state, TCC, A/C status, engine speed, TCC slip and the

throttle position sensor. The commanded pressure control solenoid current is then used to control the transmission

line pressure.

ACTUAL PCS - Tech 2 Range 0 to 1000 Millamps - This value represents the actual pressure control solenoid

current. This value should always be very similar to the desired pressure control solenoid current. If the actual

deviates from the desired by 0.16 amps, a DTC will set.

PCS DUTY CYCLE - The 2 Range 0 to 100 % - This value represents the pressure control solenoid duty cycle.

This value is determined by the desired pressure control solenoid current.

TCC SOLENOID - The 2 Displays "ON" or "OFF" - The Torque Converter Clutch (TCC) solenoid is an

electronically controlled exhaust valve. When energised (provided an earth) by the PCM, the TCC solenoid stops

converter signal fluid from exhausting. The closing of the solenoid valve causes converter signal fluid pressure to

increase and shift the converter clutch apply valve into the apply position.

This value represents the status of the Torque Converter Clutch (TCC) solenoid. This status is determined by

throttle position, transmission output speed, transmission range, engine coolant temperature, transmission fluid

temperature, and TCC slip.

TCC PWM SOLENOID - Tech 2 Displays 0 to 100 % - A proportional signal used to control TCC function 0%

implies that the TCC solenoid is commanded fully closed, while 100% implies that the TCC solenoid is fully open.

TRANS SLIP SPEED - Tech 2 Displays RPM - This displays the calculated difference between the engine RPM

and the transmission input shaft RPM. This TCC slip RPM should be +/- 30 to the actual engine RPM if TCC is

applied.

ECONO/POWER SHIFT SW - Tech 2 Displays ECONOMY or POWER - This display shows the state of the

Economy/Power switch.

3-2 DOWNSHIFT ENABLE - Tech 2 Displays "YES" or "NO" - This value represents the state of the 3-2

downshift control solenoid. This device regulates the release of the 3-4 clutch and the apply of the 2-4 band. The 3-

2 solenoid is normally "NO", except during a 3-2 downshift when it switches to "YES". The solenoid will be NO in

first gear. The solenoid YES state is determined by throttle position, vehicle speed, and the commanded gear.

3-2 DOWNSHIFT SOL FDBK - Tech 2 Displays "OFF" or "ON" - These values represent the true electrical state

of the solenoid and circuit. The PCM uses this information to set a DTC.

LONG TERM 1 - 2 SHIFT ADAPT -

LONG TERM 2 - 3 SHIFT ADAPT -

SHORT TERM 1 - 2 SHIFT ADAPT

ADAPT SHIFT STATUS - This value indicates if the current shift will update the 1-2 adapt tables which are used to

modify line pressure. The following are used to determine if the shift should be adapted.

Braking pressures (manual gear ranges).

Long shift delay is the time the solenoid changes state until the shift starts.

Long shift time.

Throttle range.

Changes of throttle.

Hot mode

Transmission fluid temperature range.

Manual gear ranges (1, 2).

If shift starts too soon after the solenoid state changes.

Diagnostic failure.

SHIFT ADAPT CELL - This value displays the cell that the PCM is operating in. These are three cells available to

adapt the shift, these cells are: Light throttle, Medium throttle and Full throttle. These three cells are very similar to

LTFT cell used by the engine.

GEAR RATIO - This display represents the gear ratio of the commanded gear. 1st 3.06:1, 2nd 1.63:1, 3rd 1.00:1,

4th 0.69:1, Rev 2.29 :1.

COMMANDED GEAR - Tech 2 Displays 1, 2,, 3, 4 - The gear that the PCM is commanding the transmission to be

in. In Park, the Tech 2 scan tool will display "1", the commanded state of the shift.

BATTERY VOLTAGE - Range 0-25.5 VOLTS - This represents the system voltage measured by the PCM at its

ignition No. 1 feed.

TIME FROM START - Tech 2 Displays 0:00:00 - Indicates the hours, minutes and seconds the engine has been

running.

CHECK POWERTRAIN MALFUNCTION INDICATOR LAMP (MIL) - Tech 2 Displays "OFF" or "ON" - Indicated

if the instrument panel Malfunction Indicator Lamp is "ON", or "OFF".

PCM V6 ENGINE DIAGNOSTIC TROUBLE CODES (DTC)

DTC DESCRIPTION

ILLUMINATE

"CHECK

POWERTRAIN"

LAMP

12 No revolutions per minute signal - normal when

engine is not running No

13 Right Hand (RH) No Oxygen Sensor Signal Yes

14 Engine Coolant Temperature ECT - Signal Voltage

Low Yes

15 Engine Coolant Temperature ECT - Signal Voltage

High Yes

16 Engine Coolant Temperature ECT - Signal Voltage

Unstable No

17 PCM Error - ECT Circuit No

18 EGR Flow Fault (Non-Supercharged Engine Only) No

19 Throttle Position (TP) Sensor Stuck Yes

21 Throttle Position (TP) - Signal Voltage High Yes

22 Throttle Position (TP) - Signal Voltage Low Yes

23 Intake Air Temperature (IAT) - Signal Voltage High No

24 No Vehicle Speed Sensor (VSS) Signal Yes

25 Intake Air Temperature (IAT) - Signal Voltage Low No

26 Intake Air Temperature (IAT) - Signal Voltage

Unstable No

29 EGR Position Fault (Non-Supercharged Engine Only) No

31 Theft Deterrent Signal Missing Yes

32 Mass Air Flow (MAF) - Out Of Range Yes

35 Idle Speed Error No

36 Vacuum Leak No

41 Ignition Electronic Spark Timing (EST) Circuit Fault Yes

42 Bypass Circuit Fault Yes

43 Knock Sensor Circuit Fault No

44 Right Hand (RH) Lean Exhaust Indication Yes

45 Right Hand (RH) Rich Exhaust Indication Yes

46 No Reference Pulses While Cranking Yes

DTC DESCRIPTION

ILLUMINATE

"CHECK

POWERTRAIN"

LAMP

47 18X Reference Signal Missing No

48 Camshaft Position Signal Missing No

49 Cam/Crank Signal Intermittent No

51 PROM Error Yes

54 Sy stem Voltage Unstable Yes

55 PCM - Analog - Digital (A/D) Conversion Error Yes

56 Lean Condition Under Load (Supercharged Engine

Only) Yes

57 Injector Voltage Monitor Fault No

63 Left Hand (LH) No Oxygen Sensor Signal Yes

64 Left Hand (LH) Lean Exhaust Indication Yes

65 Left Hand (LH) Rich Exhaust Indication Yes

76 Short Term Fuel Trim (STFT) Delta High No

78 Long Term Fuel Trim (LTFT) Delta High No

91 QDSM (Quad Driver Module) Circuit Fault No

92 Low Speed Fan No BCM Response No

93 SNEF Circuit Fault No

94 No Vehicle Speed Sensor - Manual Transmission Yes

95 Requested Torque Out Of Range Yes

96 A/C Pressure Sensor Fault No

97 Canister Purge Circuit Fault No

PCM V6 TRANSMISSION DIAGNOSTIC TROUBLE CODES (DTC)

DTC DESCRIPTION

ILLUMINATE

"CHECK

POWERTRAIN"

LAMP

14 Engine Coolant Temperature (ECT) - Signal Voltage

Low Yes

15 Engine Coolant Temperature (ECT) - Signal voltage

High Yes

21 Throttle Position (TP) Signal Voltage High Yes

22 Throttle Position (TP) Signal Voltage Low Yes

24 No Vehicle Speed Sensor (VSS) Signal Yes

28 Transmission Fluid Pressure Manual Valve Position

Switch Assembly Circuit - Malfunction Yes

52 System Voltage Too High - Long Time Yes

53 System Voltage Too High Yes

55 PROM - Analog - Digital (A/D) Conversion Error Yes

58 Transmission Fluid Temperature (TFT) Sensor

Circuit - Low Input No

59 Transmission Fluid Temperature (TFT) Sensor

Circuit - High Input No

66 3-2 Shift Solenoid Circuit - Fault Yes

67 Torque Converter Clutch Enable Solenoid Circuit -

Fault Yes

69 Torque Converter Clutch (TCC) Stuck "ON" No

72 Vehicle Speed Sensor Signal Intermittent No

73 Pressure Control Solenoid (PCS) Current Error No

75 System Voltage Low Yes

79 Transmission Fluid Overtemperature Yes

81 2-3 Shift Solenoid Circuit - Fault Yes

82 1-2 Shift Solenoid Circuit - Fault Yes

83 Torque Converter Clutch Pulse Width Modulation

Solenoid

Circuit - Fault

85 Transmission Slipping No

Techline

4L60-E TRANSMISSI ON FLUID CHECKING PROCEDURE

GENERAL INFORMATION

When adding or changing the transmission fluid, use only Dexron III. Refer to the Series Owner's Handbook for the

recommended servicing intervals.

Because this transmission fluid changes colour and smell very easily in its life, these indicators should not

necessarily be relied upon to diagnose either transmission internal condition or fluid deterioration.

The Fluid Checking Procedure shows that a dark brown fluid colour, coupled with a delayed shift pattern, may only

indicate that the fluid requires replacement and alone, is not a definite indication of a potential transmission failure.

NOTE:

Do not overfill the transmission. Overfilling will cause foaming of the fluid, loss of fluid, shift complaints and possible

damage to the transmission.

TRANSMISSION FLUID COLOUR

Transmission fluid colour when new and unused, is red. A red dye is added so that it can be distinguished from

other oils and lubricants. The red dye is not an indicator of fluid quality and is not permanent. As the vehicle is

driven, the transmission fluid will quickly begin to look darker in colour. The colour will then appear light brown. A

DARK brown colour with a distinctively burnt odour MAY indicate fluid deterioration and a need for the fluid to be

changed.

TRANSMISSION FLUID CHECKING PROCEDURE

1. Start the engine and drive vehicle for a maximum of 24 km, or until the transmission normal operating

temperature is reached.

NOTE:

As temperature greatly affects transmission fluid levels, this operation must only be carried out when the

transmission is at normal operating temperature (82 - 94 degrees C). If the vehicle is not at normal operating

temperature, and the proper checking procedures are not followed, the result could be a false reading of the fluid

level on the dipstick.

2. Park vehicle on level earth.

3. Move gear selector to 'PARK' position.

4. Apply park brake.

5. Let engine idle for 3 minutes with accessories turned off.

6. Locate red coloured dipstick in the engine compartment, lift the locking lever, remove the dipstick and check

fluid colour, condition and level.

7. If the fluid level is low, add only enough DEXRONâ III to bring the level into the "HOT" area.

Inaccurate fluid level readings will result if checked immediately after the vehicle has been operated under any or all

of the following conditions:

a. In high ambient temperatures above 32 degrees C.

b. At sustained high speeds.

c. In heavy city traffic during hot weather.

d. Towing

e. In commercial use (eg taxi).

If the vehicle has been operated under these conditions, switch the engine off and allow the vehicle to 'cool' for

approximately thirty minutes. After cool-down period, re-start the vehicle and continue from step 2.

STEP ACTION VALUE YES NO

1. Check the fluid colour.

Is the fluid colour red? Go to Step 2 Go to Step 11

2. Is the fluid level

satisfactory? Go to Step 20 Go to Step 3

3. Check the fluid.

Is the fluid foamy? Go to Step 8 Go to Step 4

4. Check the fluid level. The

proper fluid level should

be In

the middle of the X-hatch.

Is the level high?

Go to Step 9 Go to Step 5

5. Fluid will be low.

Add fluid to the proper

fluid level.

Is the fluid level

satisfactory?

Go to Step 6 Go to Step 1

6. Check for external leaks.

Were any leaks present? Go to Step 7 Go to Step 20

7. Correct the fluid leak

condition.

Is action complete?

Go to Step 20

8. Is the fluid level too high? Go to Step 9 Go to Step 10

9. Remove excess fluid to

adjust to the proper fluid

level.

Is action complete?

Go to Step 20

10. 1. Check for

contaminants in the

fluid.

2. Drain the fluid to

determine the source

of the contamination.

Is action complete?

Go to Step 15

11. Is the fluid colour non-

transparent pink? Go to Step 12 Go to Step 13

12. Replace the cooler.

Is action complete? Go to Step 15

13. The fluid colour should be

light brown. Transmission

fluid may turn dark with

normal use. This does not

always indicate oxidation

or contamination.

Is the fluid colour light

brown?

Go to Step 14 Go to Step 1

STEP ACTION VALUE YES NO

14. Drain the fluid to

determine if the fluid is

contaminated.

A very small amount of

material in the bottom of

the pan is a normal

condition, but large pieces

of metal or other material

in the bottom of the pan

requires a transmission

overhaul.

Was the fluid

contaminated?

Go to Step 15 Go to Step 18

15. Overhaul the

transmission. Refer to

Section 7C5.

Is action complete?

Go to Step 16

16. Flush the cooler.

Is action complete? Go to Step 17

17. Add new fluid.

Is action complete? Go to Step 19

18. Change the fluid and filter.

Is action complete? Go to Step 19

19. Is the fluid level

satisfactory, If not, correct

as necessary.

Is action complete?

Go to Step 20

20. Refer to 4L60-E

Transmission Functional

Test Procedure, in

Section 7C3, Diagnosis.

Is action complete?

Fluid Checking

Procedure

Completed

CHART A V6 PCM - ON-BOARD DIAGNOSTIC SYSTEM CHECK

CIRCUIT DESCRIPTION:

The On-Board Diagnostic System Check is an organised approach in identifying a problem created by a powertrain

control system malfunction. It must be the starting point for any driveability complaint diagnosis, because it directs

the service technician to the next logical step in diagnosing the complaint. Understanding the chart and using it

correctly will reduce diagnostic time and prevent the unnecessary replacement of good parts.

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

1. This step is a check for the proper operation of the "Check Powertrain" lamp (MIL). The PCM should provide

serial data communication path for the "Check Powertrain" lamp, this is a bulb check. The "Check Powertrain"

lamp should be "ON." If it can do this, it confirms that the PCM has power, earth and is capable of some

functions.

If the "Check Powertrain" lamp is "OFF," this indicates a problem in the "Check Powertrain" lamp fuse circuits

or the PCM earth circuits or the PCM's serial data communication circuit or a problem with the instrument

cluster. Chart A-1 will check for both ignition feed and constant battery power to the PCM and the PCM earth.

2. This check is done to see if the PCM has the capability of performing internal diagnostics. With the diagnostic

"test" terminal earthed, the "Check Powertrain" lamp, should flash a DTC 12 three times, followed by any

DTC(s) stored in memory. DTC 12 means there is no crankshaft reference signal coming to the PCM, this is

normal because the engine is not running.

3. This check is used to see if the PCM can supply serial data for Tech 2 scan tool use. If a PROM error is

present, the PCM may have been able to flash DTC 12 but not enable serial data.

4. This check is to see there are any Theft Deterrent DTC stored. If Theft Deterrent system is enabled, this may

be the cause of the no crank condition.

5. This test determines if the vehicle is able to crank. If the vehicle will not crank, refer to Chart A-4.0 to diagnosis

starter cranking circuit.

7. This test is used to determine the cause of a "Cranks But Will Not Run," although the PCM is powered up, a

"Cranks But Will Not Run" symptom could exist because of a PCM problem or the vehicle electrical system.

8. Look at all the parameters to determine if one is not in a normal state with just the ignition "ON" and engine

stopped. Look at the ECT value to see if the value is shifted above or below where it should be. If so, refer

"Diagnostic Aid Chart" on DTC 14.

9. Look at all the parameters to determine that all values are within typical ranges for normal operating

temperatures at idle. Keep in mind that a basic engine problem may alter sensor value.

DIAGNOSTIC AIDS:

If the Serial Data circuit is shorted to voltage or earth or open, the vehicle will not crank. Check Serial Data circuit

from PCM to BCM, and from BCM to all other controllers.

STEP ACTION VALUE YES NO

1. 1. Ignition "ON" engine

"STOPPED".

2. Observe the "CHECK

POWERTRAIN"

lamp (MIL).

Is the "CHECK

POWERTRAIN" lamp

(MIL) "ON" steady ?

Go to Step 2 If no, "CHECK

POWERTRAIN"

lamp, Go to Chart

A-1 in this Section

If "CHECK

POWERTRAIN"

lamp is flashing

DTC 12, Go to

Step 10

2. Jumper Data Link

Connector (DLC) terminal

"6" To "5".

Does "CHECK

POWERTRAIN" lamp

flash DTC 12?

Go to Step 3 Go to Chart A-1 in

this Section

3. 1. Disconnect Data Link

Connector jumper.

2. Install scan tool to

Data Link Connector.

Does scan tool display

PCM serial data.?

Go to Step 4 Go to Chart A-2 in

this Section

4. 1. Ignition "ON".

2. Using Tech 2 scan

tool, check for DTC

31.

Is DTC 31 set?

Go to DTC 31

Chart Go to Step 5

5. Does engine crank? Go to Step 6 Go to

Chart A-4.0

6. 1. With Tech 2 scan

tool, display DTC(s).

Are any Diagnostic

Trouble Codes displayed?

NOTE:

Check both Current and

History codes.

Refer To

Applicable DTC

Chart.

Start with lowest

DTC

Go to Step 7

7. Does engine start? Go to Step 8 Go to

Chart A-3.1

for

Non-

Supercharged

Engine

application

Chart A-3.1-1

for

Supercharged

Engine

application

in this Section

STEP ACTION VALUE YES NO

8. 1. Ignition "ON", engine

"STOPPED".

2. Compare Tech 2

scan tool data with

typical values shown

on scan data chart.

Are values normal or

within typical ranges?

Go to Step 9 Refer to indicated

"Component(s)-

System" checks in

this Section.

9. 1. Run engine until

normal operating

temperature is

reached.

2. Run engine at 1500

revolutions per

minute for 2 minutes,

then idle engine.

3. Compare Tech 2

scan data with typical

values shown on

"scan data" in this

Section.

Are values normal or

within typical ranges?

Refer to

"Symptom"

Diagnosis Charts"

in Section 6C1-2B

Refer to indicated

"Component(s)-

System "checks

10. Check for earthed

diagnostic "TEST"

terminal circuit.

Was a problem found?

Verify Repair Go to Step 11

11. Replace PCM.

Refer to Section 6C1-3

Service Operations, for

PCM Security Link

procedure.

Is action complete?

Verify Repair

CHART A-1 V6 PCM - NO "CHECK POWERTRAIN" (MIL) LAM P

CIRCUIT DESCRIPTION:

There should always be a steady "Check Powertrain" (MIL) lamp with the ignition "ON" and engine stopped. Battery

voltage is supplied directly to the "Check Powertrain" (MIL) lamp bulb through a fused circuit. The Powertrain

Control Module (PCM) will control the lamp via serial data communication to the Body Control Module (BCM) on the

serial data circuit. When the PCM determines that the "Check Powertrain" lamp should be "ON", the PCM will send

a message on the serial data circuit to the BCM requesting the (MIL) "ON". The BCM will then send a serial data

communication message to the instrument panel (IP) Cluster. The IP Cluster will then determine what message the

BCM is sending, and will then turn "ON" the "Check Powertrain" lamp.

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

2. Fuse F13 supplies power to the instrument panel cluster. If this fuse is blown, the cluster lamps will not light.

5. If the Tech 2 scan tool will not communicate with the vehicle, there may be a problem in the serial data line.

Chart A-2 will check this serial data line.

6. If the Tech 2 scan tool is capable of commanding the MIL "ON" and "OFF", the PCM may be at fault.

7. This step checks for proper serial data voltage to the instrument panel (IP) cluster.

STEP ACTION VALUE YES NO

1. Was the "On-Board

Diagnostic" (OBD) System

Check performed?

Go to Step 2. Go to OBD

System Check in

this Section

2. Check IP cluster fuse

F13.

Is fuse OK?

Go to Step 3 Go to Step 9

3. 1. Ignition "OFF".

2. Disconnect PCM

connectors.

3. Ignition "ON".

4. Probe PCM battery

feed circuits and

ignition feed circuit

with a test light

connected to earth.

Is the test light "ON" for all

circuits?

Go to Step 4 Go to Step 15

4. 1. Ignition "OFF".

2. Disconnect PCM

connectors.

3. Probe PCM earth

circuits with a test

light connected to

B+.

Is the test light "ON" for

both circuits?

Go to Step 5 Go to Step 16

5. 1. Ignition "OFF".

2. Reconnect PCM

connectors.

3. Connect Tech 2 scan

tool to DLC.

4. Ignition "ON", engine

stopped.

Does Tech 2 scan tool

display PCM serial data?

Go to Step 6 Go to Chart A-2

6. With scan tool still

connected to DLC,

command the MIL "ON"

using the scan tool.

Does the MIL turn "ON"

when commanded "ON"

using the scan tool?

Go to Step 14 Go to Step 7

7. 1. Ignition "OFF".

2. Remove IP Cluster

from dash panel.

3. Ignition "ON".

4. Using DVM, probe IP

Cluster connector

terminal 12 with the

DVM connected to

earth.

Does the DVM display a

varying voltage between

the specified value?

3-5 volts Go to Step 8 Go to Step 10

STEP ACTION VALUE YES NO

8. Check for poor connection

between the IP Cluster

and cluster connector.

Was a problem found?

Verify Repair Go to Step 11

9. Repair short to earth in IP

cluster fuse circuit.

Is action complete ?

Verify Repair

10. Repair open in the serial

data circuit from the BCM

to IP Cluster.

Is action complete?

Verify Repair

11. Check "Check Powertrain"

(MIL) bulb for open.

Was a problem found?

Go to Step 12 Go to Step 13

12. Replace "Check

Powertrain " (MIL) bulb.

Is action complete?

Verify Repair

13. Replace IP cluster.

Is action complete? Verify Repair

14. Replace PCM.

Refer to Section 6C1-3

Service Operations, for

PCM Security Link

procedure.

Is action complete?

Verify Repair

15. Check for short to earth,

and repair open in power

circuit that did not light

test light.

Is action complete?

Verify Repair

16. Repair open in earth

circuit that did not light

test light.

Is action complete?

CHART A-2 V6 PCM - NO SERIAL DATA OR WILL NOT FLASH DTC 12,

MALFUNCTION INDICATOR LAMP (MIL)

"CHECK POWERTRAIN" LAMP "ON" STEADY

CIRCUIT DESCRIPTION:

There should always be a steady (MIL) "Check Powertrain" lamp when the ignition is "ON" and engine stopped.

Battery voltage is supplied directly to the (MIL) "Check Powertrain" lamp bulb. The Powertrain Control Module

(PCM) will control the "Check Powertrain" lamp and turn it "ON" via the serial data communication circuit..

With the ignition "ON", engine stopped and diagnostic "test" terminal earthed, the "Check Powertrain" lamp should

flash a DTC 12, followed by any diagnostic trouble code(s) stored in memory.

A steady lamp suggests a fault in the IP cluster.

With the Tech 2 scan tool connected to the DLC and the ignition switch on, the scan tool should display serial data

communication. If the scan tool does not display serial data, the serial data circuit may be open or shorted.

There are several other control modules that are connected to the serial data line (PCM, BCM, ABS/ETC module,

ECC module, SRS module and IP cluster). Any one of these controllers could cause a fault on the serial data line.

This fault could result in the scan tool not being able to display serial data.

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

2. This step checks to see if the PCM will flash DTC 12.

3. This step checks to see if the Tech 2 scan tool will communicate with the PCM.

4. Using a Digital Volt\Ohm meter (DVM), there should be 3 to 5 volts at the DLC terminal 9. If the voltage is

higher or lower, serial communication will be effected. This serial data circuit is also connected to several other

controllers. A problem with any one of these other controllers, may cause serial data communication

malfunction.

13. This step checks to see if the Serial Data circuit is shorted to voltage or earth. Check Serial Data circuit from

PCM, to BCM, and from BCM to all other controllers.

DIAGNOSTIC AIDS:

If there is a fault with the serial data circuit, it could be caused by one or more of the several controllers connected

to this serial data circuit. Isolate the fault by disconnection one at a time each controller until the serial data

communication is restored.

STEP ACTION VALUE YES NO

1. Was the "On-Board

Diagnostic" (OBD) System

Check performed?

Go to Step 2 Go to OBD

System Check in

this Section.

2. 1. Ignition" ON" engine

stopped.

2. Earth diagnostic

"TEST" terminal No.

Does "CHECK

POWERTRAIN" lamp

flash DTC 12?

Go to Step 3 Go to Step 6

3. 1. Connect Tech 2 scan

tool to DLC.

2. Ignition "ON", engine

stopped.

Does Tech 2 scan tool

display PCM serial data?

No trouble found Go to Step 4

4. 1. Ignition "ON" engine

stopped.

2. Using DVM, probe

DLC terminal 9 with

DVM connected to

earth.

Does DVM display voltage

varying between the

specified value?

3-5 volts Go to Step 5 Go to Step 8

5. Check connections

between the DLC and the

PCM. If not

OK repair, if connection

are OK, Replace PCM,

Refer to Section 6C1-3,

Service Operations, for

PCM Security link

procedure.

Is action complete?

Verify Repair

6. 1. Ignition "ON" engine

stopped.

2. Using DVM, probe

DLC terminal 6 with

DVM connected to

earth.

Does DVM display voltage

at specified value?

B+ volts Go to Step 13 Go to Step 12

7. Replace IP cluster.

Is action complete? Verify Repair

STEP ACTION VALUE YES NO

8. Is voltage steady at or

above the specified

value?

5 volts Go to Step 11 Go to Step 9

9. 1. Connect Tech 2 scan

tool to DLC.

2. Ignition "ON", engine

stopped.

Does Tech 2 scan tool

display BCM serial data?

Go to Step 10 Go to Step 13

10. Repair open or short to

earth in the serial data

circuit between the PCM

and the DLC.

Is action complete?

Verify Repair

11. Repair short to voltage on

the serial data circuit.

NOTE:

Insure that none of the

other controllers on the

serial data circuit are

causing this voltage

problem. Unplug each

controller one at a time to

isolate short to voltage.

Is action complete?

Verify Repair

12. Check for an open in the

Diagnostic Test circuit

from the PCM to the DLC.

Was a problem found?

Verify Repair Go to Step 5

13. Check for short to earth or

short to voltage or open in

the serial data line.

Refer to Diagnostic Aids.

Was a problem found?

Verify Repair Go to Step 7

CHART A-3.1 V6 PCM - NON-SUPERCHARGED ENGINE,

ENGINE CRANKS BUT WILL NOT RUN

CIRCUIT DESCRIPTION:

This is the first of several diagnostic charts that must be followed in an orderly , progressive fashion in order to find

the cause of a no-start. These charts assume an adequate supply of good quality fuel is in the fuel tank, that the

cranking motor circuit is in good working order, and that the engine will crank with adequate RPM. These charts

also assume that no Diagnostic Trouble Code (DTC) 31 or 46 is set in the PCM memory, as determined by the On-

Board Diagnostic Circuit Check. The On-Board Diagnostic System Check is always the beginning point for all

diagnostic procedures.

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

1. The PCM must be operable. The On-Board Diagnostic System Check will prove that. There are few chances

that the PCM itself would cause a no-start, but the On-Board Diagnostic System Check will uncover any

problems in the PCM power and earth circuitry.

4. This checks for a short to earth on the injector control circuit. If this were to occur, the engine would be

extremely flooded, since the injectors would be "ON" continuously, and would inject fuel any time there is fuel

pressure.

5. Any time the PCM has been "OFF" for at least 10 seconds, it should energise the Fuel Pump Relay for 2

seconds after the ignition is turned "ON." If the engine is not cranked, the PCM should turn the relay "OFF"

after 2 seconds. Proper operation of the Fuel Pump electrical circuit would be noted here by the test light being

"ON" for 2 seconds after the ignition switch is turned to the "ON" position. After 2 seconds, the test light should

go "OFF."

6. Note that this check is for sufficient voltage at the spark plug wire. If, for some reason, the spark plug

electrodes were wet with fuel (engine flooded), this could cause a no-start. However, a "flooded" engine is a

symptom of some other problem. There is no normal condition that should ever be able to "flood" the engine.

7. This is a quick check of the fuel system. The easiest place to install the pressure gauge is where the fuel pipes

come up into the engine compartment. There are 2 hoses, and the gauge must be connected to the hose or

pipe leading directly to the fuel rail. This connection is on the left (passenger) side of the fuel rail (refer Service

Operation 3.11 FUEL CONTROL SYSTEM; Fuel System Pressure Test). The other hose or pipe leads to the

pressure regulator, and no pressure testing is done there. If the pressure is not as specified, or continues to

drop after the pump stops running, the Fuel System Diagnostic Chart A-4.3 in this Section must be used.

NOTE:

Use ST 125 spark checker or equivalent. An ST 125 requires about 25,000 volts (25 kilovolts, or 25 kV) to "spark".

Do not use a spark plug in open air earthed to the engine as an indication of sufficient "spark". Only a few kilovolts

are required to jump the gap of a spark plug outside of the engine, and that would be an inadequate test of the

ignition coil output ability.

STEP ACTION VALUE YES NO

1. Was the "On-Board

Diagnostic" (OBD) System

Check performed?

Go to Step 2. Go to OBD

System Check in

this Section.

2. Is DTC 31 present ? Go to DTC 31

Chart in this

Section

Go to Step 3

3. Is DTC 46 present ? Go to DTC 46

Chart in this

Section

Go to Step 4

4. 1. Check fuel tank

quantity .

2. Disconnect ALL

injector electrical

connectors.

3. Connect test light

between the

terminals of each

injector harness

connector.

Be very careful to NOT

short across the

terminals, or to engine

earth.

4. Ignition "ON", note

test light.

Is light "OFF"?

Go to Step 5 Go to Step 8

5. 1. Probe Fuel Pump

Relay "5" circuit with

a test light connected

to earth.

2. Ignition "ON".

3. Using TECH 2 scan

tool, Select Fuel

Pump.

4. Activate Fuel Pump.

Is test light "ON"?

Go to Step 6 Go to Chart A-4.1

Non-

Supercharged

Engine

in this Section

6. 1. Ignition "OFF".

2. Remove the spark

plug leads from 2

spark plugs.

3. Connect ST 125

spark checker (refer

note above) to each

individually, and

check for spark while

cranking the engine.

4. Check both wires. A

few sparks and then

nothing is considered

no spark.

Was there spark on both

wires ?

Go to Step 7 Go to Chart A-8 in

this Section

STEP ACTION VALUE YES NO

7. 1. Ignition "OFF".

2. Reconnect both

spark plug leads to

spark plugs.

3. Reconnect all injector

electrical connectors.

4. Remove Fuel Pump

Relay from engine

compartment "FUSE

AND RELAY

CENTRE," and crank

engine for 15

seconds to relieve

any residual fuel

pressure.

5. Ignition "OFF,"

connect Fuel

Pressure Gauge

(Gauge to be

installed in the

pressure line,

between the fuel feed

hose and the fuel

inlet line to the fuel

rail, at left rear of fuel

rail.)

6. Reinstall Fuel Pump

Relay

7. Observe fuel

pressure when

ignition is turned

"ON."

8. Pressure should be

within the value, and

not continue to drop

after pump stops

running.

Is fuel pressure at or

between the value?

270 to

350 kPa Go to Chart A-3.2

in this Section Go to Chart A-4.3

in this Section

8. Repair short to earth on

Injector Circuit.

Was Injector Circuit

shorted to earth ?

Verify Repair Go to Step 9

9. Replace PCM.

Refer to Section 6C1-3

Service Operations, for

PCM Security Link

procedure.

Is action complete?

Verify Repair

CHART A-3.1-1 V6 PCM - SUPERCHARGED ENGINE, ENGINE CRANKS BUT

WILL NOT RUN

CIRCUIT DESCRIPTION:

This is the first of several diagnostic charts that must be followed in an orderly , progressive fashion in order to find

the cause of a no-start. These charts assume an adequate supply of good quality fuel is in the fuel tank, that the

cranking motor circuit is in good working order, and that the engine will crank with adequate RPM. This

supercharged engine utilises a Fuel Pump Control Module along with the Fuel Pump Relay, for fuel delivery to the

injectors. These charts also assume that no Diagnostic Trouble Code (DTC) 31 or 46 OR is set in the PCM

memory, as determined by the On-Board Diagnostic Circuit Check. The On-Board Diagnostic System Check is

always the beginning point for all diagnostic procedures.

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

1. The PCM must be operable. The On-Board Diagnostic System Check will prove that. There are few chances

that the PCM itself would cause a no-start, but the On-Board Diagnostic System Check will uncover any

problems in the PCM power and earth circuitry.

4. This checks for a short to earth on the injector control circuit. If this were to occur, the engine would be

extremely flooded, since the injectors would be "ON" continuously, and would inject fuel any time there is fuel

pressure.

5. Any time the PCM has been "OFF" for at least 10 seconds, it should energise the Fuel Pump Relay for 2

seconds after the ignition is turned "ON." If the engine is not cranked, the PCM should turn the relay "OFF"

after 2 seconds. Proper operation of the Fuel Pump electrical circuit would be noted here by the test light being

"ON" for 2 seconds after the ignition switch is turned to the "ON" position. After 2 seconds, the test light should

go "OFF."

6. Note that this check is for sufficient voltage at the spark plug wire. If, for some reason, the spark plug

electrodes were wet with fuel (engine flooded), this could cause a no-start. However, a "flooded" engine is a

symptom of some other problem. There is no normal condition that should ever be able to "flood" the engine.

7. This is a quick check of the fuel system. The easiest place to install the pressure gauge is at the schrader

valve fitting (refer Service Operation 3.11 FUEL CONTROL SYSTEM; Fuel System Pressure Test). The other

hose or pipe leads to the pressure regulator, and no pressure testing is done there. If the pressure is not as

specified, or continues to drop after the pump stops running, the Fuel System Diagnostic Chart A-4.3 in this

Section must be used.

NOTE:

Use ST 125 spark checker or equivalent. An ST 125 requires about 25,000 volts (25 kilovolts, or 25 kV) to "spark".

Do not use a spark plug in open air earthed to the engine as an indication of sufficient "spark". Only a few kilovolts

are required to jump the gap of a spark plug outside of the engine, and that would be an inadequate test of the

ignition coil output ability.

STEP ACTION VALUE YES NO

1. Was the "On-Board

Diagnostic" (OBD) System

Check performed?

Go to Step 2. Go to OBD

System Check in

this Section.

2. Is DTC 31 present ? Go to DTC 31

Chart in this

Section

Go to Step 3

3. Is DTC 46 present ? Go to DTC 46

Chart in this

Section

Go to Step 4

4. 1. Check fuel tank

quantity .

2. Disconnect ALL

injector electrical

connectors.

3. Connect test light

between the

terminals of each

injector harness

connector.

Be very careful to NOT

short across the

terminals, or to engine

earth.

4. Ignition "ON", note

test light.

Is light "OFF" ?

Go to Step 5 Go to Step 8

5. 1. Ignition "OFF".

2. Backprobe Fuel

Pump Control

Module "6" circuit

with a test light

connected to earth.

3. Ignition "ON".

4. Using TECH 2 scan

tool, Select Fuel

Pump.

5. Activate Fuel Pump

Is test light "ON"?

Go to Step 6 Go to Chart A-4.1-

1 Supercharged

Engine

in this Section

6. 1. Ignition "OFF".

2. Remove the spark

plug leads from 2

spark plugs.

3. Connect ST 125

spark checker (refer

note above) to each

individually, and

check for spark while

cranking the engine.

4. Check both wires. A

few sparks and then

nothing is considered

no spark.

Was there spark on both

wires ?

Go to Step 7 Go to Chart A-8 in

this Section

STEP ACTION VALUE YES NO

7. 1. Ignition "OFF".

2. Reconnect both

spark plug leads to

spark plugs.

3. Reconnect all injector

electrical connectors.

4. Remove Fuel Pump

Relay from engine

compartment "FUSE

AND RELAY

CENTRE," and crank

engine for 15

seconds to relieve

any residual fuel

pressure.

5. Ignition "OFF,"

connect Fuel

Pressure Gauge

6. Reinstall Fuel Pump

Relay

7. Observe fuel

pressure when

ignition is turned

"ON."

8. Pressure should be

within the value, and

not continue to drop

after pump stops

running.

Is fuel pressure at or

between the value, and

holding steady?

290 to

410 kPa Go to Chart A-3.2

in this Section Go to Chart A-4.3

in this Section

8. Repair short to earth on

Injector Circuit.

Was Injector Circuit

shorted to earth ?

Verify Repair Go to Step 9

9. Replace PCM.

Refer to Section 6C1-3

Service Operations, for

PCM Security Link

procedure.

Is action complete?

Verify Repair

CHART A-3.2 V6 PCM - ENGINE CRANKS BUT WILL NOT RUN

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

6. "STEADY LIGHT" indicates the PCM is continuously supplying the earth path on the injector circuit. It is not

a harness problem at this point; That would have been in Chart A-3.1 for Non-Supercharged engines or Chart A-

3.1-1 for Supercharged engines. This may destroy an injector, as they are designed to be energised in short pulses

and may not withstand 100% "ON" time. If any injector checks less than 11.8 ohms, it could be the cause of the

defective PCM. The PCM can be damaged when it attempts to energise the injector circuit with a very-low-

resistance load. Normal injector resistance is approximately 12.2 ohms at 20 degrees C per individual injector.

STEP ACTION VALUE YES NO

1. Was the "On-Board

Diagnostic" (OBD) System

Check performed?

Go to Step 2. Go to OBD

System Check in

this Section.

2. From either Chart A-3.1

Non-Supercharged

Engine or Chart A-3.1-1

Supercharged Engine

1. Ignition "OFF".

2. With all injectors

disconnected,

connect test light

across both harness

terminals of one

injector connector.

Be very careful to not

short across the

terminals, or to

engine earth.

3. Have a helper crank

the engine while you

closely observe the

test light.

4. Test light should

blink while cranking,

indicating electrical

injector pulses are

present, do this test

for all injectors

Did test light blink while

cranking ?

Go to Step 3 If there was no

blinking light, Go

to Chart 3.3 in this

Section

If the test light

was on steady (no

blinking light) Go

to Step 6

3. 1. Check the remaining

5 injector connectors

for blinking test light,

as described in step

2. Did all the remaining

injector connectors

blink the test light ?

Go to Step 4 Go to Step 5

STEP ACTION VALUE YES NO

4. At this point, the fuel

control system, fuel

delivery system, and

ignition system are OK.

CHECK FOR:

Fouled spark plugs.

Proper MAF sensor

operation. If engine will

start with MAF sensor

electrical connector

disconnected, refer Chart

A-6.1 in this Section.

Proper TP sensor circuit

operation. Use Tech 2

scan tool to monitor TP

sensor signal. If voltage is

over 1.25 volts with

throttle closed, refer Chart

A-6.2 in this Section.

Restricted exhaust

system. Loosen front pipe

from exhaust manifold(s).

If the engine will start,

refer Chart A-13 in this

Section.

Improper engine coolant

temperature (ECT) sensor

resistance. Refer DTC 14

Diagnostic Aids in this

Section to check

resistance of ECT sensor.

Water or foreign material

in fuel, or incorrect fuel.

Spark plug wires crossed.

Camshaft timing chain.

Inadequate engine

compression.

Is action complete?

Verify Repair

STEP ACTION VALUE YES NO

5. Repair open in circuit 481

and injector circuit to

connector that did not

blink the test light.

Is action complete ?

Verify Repair

6. Check for a short to earth

in injector circuit that

caused test light to stay

"ON" steady.

Was a problem found?

Verify Repair Go to Step 7

7. Check resistance across

each injector. Each

injector should be

between the specified

value.

Is each injector at the

value ?

11.8 -

12.8

ohms

Go to step 8 Go to step 9

8. Replace PCM.

Refer to Section 6C1-3

Service Operations, for

PCM Security Link

procedure.

Is action complete?

Verify Repair

9. 1. Replace any injector

that did not measure

within the specified

value.

2. Retest beginning at

Step 2.

Is action complete?

11.8 -

12.8

ohms

Verify Repair

CHART A-3.3 V6 PCM - ENGINE CRANKS BUT WILL NOT RUN

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

2 "NO LIGHT" indicates no PCM control of the injector. Fuse F32 supplies +12 volts to the injectors. Probe both

terminals of one injector connector with a test light to earth. There should be a light on only one terminal,

confirming ignition voltage to one terminal, but not both.

3. The PCM injector control circuit may be open. Reconnect the injectors. Using a test light connected to earth,

check for a light at the PCM connector terminals. A light at this point indicates that injector control circuit is not

"open." The voltage to light that test light comes from circuit 481, through the injector windings, and continues

through the injector control circuit to PCM connector terminals.

7. There is no terminal identification on the relay connector socket, but the relay itself has terminal numbers.

Make certain the correct relay connector socket terminal (NOT the relay) is being probed.

STEP ACTION VALUE YES NO

1. Was the "On-Board

Diagnostic" (OBD) System

Check performed?

Go to Step 2. Go to OBD

System Check in

this Section.

2. 1. Ignition "OFF"

2. Disconnect injector

connectors. From

Chart A-3.2 No Light

3. Ignition "ON," engine

stopped.

4. Probe each terminal

of each injector

harness connector

with a test light to

earth.

Is the test light "ON" at

each terminal?

Go to Step 3 If

the test light was"

ON" at both

terminals, repair

short to voltage

on injector circuit.

----------------------

there was no light

"ON", Go to Step

3. 1. Ignition "OFF".

2. Reconnect injectors.

3. Ignition "ON".

4. Backprobe PCM

injector control

terminals with a test

light connected to

earth.

Is test light "ON" at each

terminal?

Go to Step 4 Go to Step 12

4. 1. Ignition "ON".

2. With a Tech 2 scan

tool, monitor TP

sensor signal

voltage.

Is voltage less than

value?

1.25

volts Go to Step 5 Go to Chart A-6.2

in this Section

5. Check for faulty

crankshaft reference

signal input to PCM

connector terminal.

Is PCM terminal for circuit

430 (D12) faulty?

Verify Repair Go to Step 6

6. Replace PCM.

Refer to Section 6C1-3

Service Operations, for

PCM Security Link

procedure.

Is action complete?

Verify Repair

7. 1. Ignition "OFF".

2. Disconnect EFI relay.

3. Ignition "ON".

4. Probe EFI relay

harness connector

terminal "30" and

terminal "86" with a

test light connected

to earth.

Is the test light "ON" at

both circuits?

Go to Step 8 Go to Step 13

STEP ACTION VALUE YES NO

8. 1. Ignition "OFF".

2. Disconnect EFI relay.

3. With test light

connected to 12

volts, probe relay

harness terminal

earth circuit of EFI

relay.

Is test light "ON", is it?

Go to Step 9 Go to Step 14

9. Check injector fuse F32

for an open.

Was a problem found?

Go to step 15 Go to Step 10

10. Check for an open in

injector power circuit from

fuse F32 to injector splice.

Was a problem found?

Verify Repair Go to Step 11

11. Replace EFI relay.

Is action complete? Verify Repair

12. Repair open injector

control circuit that did not

light test light.

Is action complete?

Verify Repair

13. Check fuses and repair

circuit that did not turn

"ON" test light.

Is action complete?

Verify Repair

14. Repair earth circuit to EFI

relay.

Is action complete?

Verify Repair

15. Repair short to earth in

fuse circuit.

Replace fuse.

Is action complete?

Verify Repair

CHART A- 4.0 V6 PCM - STARTER CRANKING CI RCUI T

CIRCUIT DESCRIPTION:

When the ignition is turned to the "ON" position, battery power is supplied from a fusible link to the Start Relay

terminal "30". As the ignition switch is turned to the START position, power is also supplied from the ignition switch

to the PCM Cranking Signal Input terminal, and to the Start Relay terminal "85". The PCM supplies the earth signal

needed to energise the Start Relay and allows power to the starter motor.

When the PCM receives this voltage input at the Cranking Signal Input terminal, the PCM will then look for the

proper Theft Deterrent signal sent from the BCM. If the PCM has determined that the proper Theft Deterrent signal

is present, the PCM will allow the vehicle to crank. If the PCM determines that a improper Theft Deterrent signal

was sent from the BCM, or no Theft Deterrent signal was sent, the PCM will not supply a earth signal from the PCM

terminal to the Start Relay terminal "86". When the Start Relay receives this earth signal from the PCM, the relay will

be energised, allowing the starter motor to operate. This removed earth signal to the Start Relay will cause the

vehicle not to crank.

The cranking signal provides an input for enabling fuel cutoff during a possible backfire situation. During an engine

start, when the ignition switch is released from the crank position before engine is running, the engine may backfire.

The PCM stops all injector pulses when the engine speed is less than 450 RPM, coolant temperature is greater

than -4 degrees C, a cranking signal is not received, but was received within the previous 12.5 milliseconds.

If there is a fault with the PCM Start Relay Control circuit DTC 91 will set.

If there is a problem with the Theft Deterrent signal from the BCM to the PCM, DTC 31 will set.

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

2. This step checks to see if DTC 31 or 91 is set. Either of these DTC could prevent the vehicle from cranking.

This step also verifies that if a PCM was replaced, that the Security Link procedure was performed.

3. This step checks to see if power is being applied to the starter motor. If test light lights, the problem is with the

starter motor.

12. This step checks the adjustment of the Neutral start switch.

STEP ACTION VALUE YES NO

1Was the "On-Board

Diagnostic" (OBD) System

Check performed?

Go to Step 2 Go to OBD

System Check in

this Section

21. Install a Tech 2 scan

tool.

2. Using the scan tool,

check for a DTC 31

or a DTC 91.

Is a DTC 31 or a DTC 91

set?

Go to the

appropriate DTC

chart

Go to Step 3

31. Ignition OFF.

2. Using a test light,

probe the starter

solenoid terminal "S"

with test light

connected to earth.

3. Have a helper turn

the ignition switch to

the START position,

note the test light.

Does the test light

illuminate when the

ignition switch is turned to

the START position?

Refer to Section

6D1-2, Starting

Sy stem - V6

Go to Step 4

4Check fuse F10 for an

open.

Was an open fuse found?

Go to Step 14 Go to Step 5

51. Remove the start

relay.

2. With a test light

connected to earth

probe the start relay

harness terminal 30.

3. Turn the ignition ON.

Does the test light

illuminate?

Go to Step 6 Go to Step 16

61. With the start relay

still removed and the

test light connected

to earth probe the

start relay harness

terminal 85.

2. Turn the ignition to

the start position.

Did the test light

illuminate?

Go to Step 8 Go to Step 15

7Check for an open circuit

between the starter

solenoid and the Start

Relay.

Was a problem found?

Verify Repair Go to Step 9

STEP ACTION VALUE YES NO

81. Ignition OFF.

2. Remove the Start

Relay.

3. Connect a test light

between the relay

harness terminal 85

and terminal 86.

4. Turn the ignition

switch to the START

position.

Does the test light

illuminate when the

ignition switch is turned to

the START position?

Go to Step 7 Go to Step 10

9Replace the Start Relay.

Is the action complete? Verify Repair

10 Is the vehicle equipped

with a manual

transmission?

Go to Step 11 Go to Step 13

11 1. Ignition ON engine

OFF.

2. With a test light

connected to B+,

probe both of the

circuits at the neutral

start switch.

Did the test light illuminate

at both terminals?

Go to Step 17 Go to Step 12

12 Check the adjustment of

the neutral start switch. If

the adjustment is OK,

replace the neutral start

switch.

Is the action complete?

Verify Repair

13 Check for open circuit

from the neutral start

switch to the Start Relay.

Was a problem found?

Verify Repair Go to Step 18

14 Repair the short to earth

in the faulty circuit.

Replace the fusible link or

the fuse as necessary.

Is the action complete?

Verify Repair

15 Repair the open in the

ignition circuit.

Is the action complete?

Verify Repair

16 Check for an open circuit

2 including the fusible link.

Is the action complete?

Verify Repair

17 Repair the open in circuit

434.

Is the action complete?

Verify Repair

18 Replace PCM.

Refer to Section 6C1-3

Service Operations, for

PCM Security Link

procedure.

Is action complete?

Verify Repair

CHART A-4.1 V6 PCM - NON-SUPERCHARGED ENGINE

FUEL PUMP ELECTRI CAL CIRCUIT

CIRCUIT DESCRIPTION:

When the ignition switch is turned "ON," the Power Control Module (PCM) energises its Fuel Pump Relay control

output. It will provide +12 volts to the Fuel Pump Relay, as long as the engine is cranking or running, and the PCM

is receiving crankshaft reference input signal pulses.

If there are no ignition reference pulses (ignition "ON," engine stopped - or - engine stalled), the PCM will shut

"OFF" the Fuel Pump Relay within 2 seconds.

Improper electrical control of the pump will result in one or more of the following symptoms:

Cranks, but won't run.

Hard start.

Cuts out, may feel like ignition problem.

Excessive cranking ti me.

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

3. If the fuse is blown, this test will check for short to earth on Fuel Pump power feed circuit. To prevent mis-

diagnosis, be sure Fuel Pump is disconnected and ignition is "OFF" before performing this test.

4. This checks to see if the cause of the blown fuse is a short to earth in the Fuel Pump Relay power feed circuit..

8. Determines if the PCM and Fuel Pump Relay circuit are operating correctly. The PCM should turn "ON" the

Fuel Pump Relay.

-If test light stays "OFF," go to Chart A-4.2

-If test light stays "ON," disconnect the Fuel Pump Relay. If the test light now stays "ON," repair short to

voltage on Fuel Pump power feed circuit, but if the light goes out, check for short to voltage on Fuel Pump

Relay control circuit. If no voltage on Fuel Pump Relay control circuit, replace relay.

9. This should turn "ON" the Fuel Pump if Fuel Pump power feed circuit. wiring is OK. If the Fuel Pump runs

(Pump Runs? YES), the Fuel Pump electrical circuit is OK. Continue to Chart A-4.3 in this Section to complete

the testing of the fuel delivery system.

14. The fuel pump on the Non-Supercharged Engine application is serviceable separate from the Modular

Sender Assembly. Refer to Section 6C1-3 SERVICE OPERATIONS for replacement procedures.

STEP ACTION VALUE YES NO

1. Was the "On-Board

Diagnostic" (OBD)

System Check

performed?

Go to Step 2. Go to OBD

System Check in

this Section.

2. Check Fuel Pump fuse.

("F/PMP" fuse F28 in

engine compartment fuse

and relay centre)

Is the Fuel Pump fuse

blown ?

Go to step 3 Go to step 8

3. 1. Ignition "OFF".

2. Disconnect Fuel Pump

electrical connector to

pump.

3. Backprobe Fuel Pump

Relay harness

connector for Fuel

Pump power feed circuit

with a test light

connected to + battery

terminal.

Is the test light "ON" ?

Go to Step 15 Go to step 4

4. 1. Ignition "OFF".

2. Reconnect Fuel Pump

electrical connector.

3. Replace Fuel Pump

fuse F28 ("F/PMP").

4. Ignition "ON".

5. Recheck fuse.

Is Fuel Pump fuse OK ?

Problem was

either an

intermittent short

to earth.

Go to step 5

5. Check for short to earth in

Fuel Pump power feed

circuit.

Was a problem found?

Verify Repair Go to step 6

6. Check for shorted to earth

Fuel Pump .

Was Fuel Pump shorted

to earth ?

Verify Repair Go to step 7

7. Replace Fuel Pump

Relay.

Is action complete?

Verify Repair

STEP ACTION VALUE YES NO

8. 1. Ignition "OFF" for 10

seconds:

2. Disconnect Fuel Pump

Relay connector from

relay housing bracket.

3. With Fuel Pump Relay

connected, probe relay

connector terminal "5"

with test light connected

to earth.

4. Using TECH 2 scan

tool, Select FUEL

PUMP .

5. Turn Fuel Pump "ON"

and "OFF"

Is test light "ON" and

"OFF" when Fuel Pump is

"ON" and "OFF" ?

Go to Step 9 If Test

Light stays "OFF",

Go to Chart A-4.2

in this Section

------------------------

If Test Light

stays "ON",

Go to Step 16

9. 1. Ignition "OFF".

2. Disconnect Fuel Pump

Relay.

3. Apply +12 volts to Fuel

Pump Relay terminal

"5".

4. Check that the Fuel

Pump is running, check

by listening for Fuel

Pump operation in fuel

tank.

Is Fuel Pump running ?

Go to Step 10 Go to Step 11

10. 1. Fuel Pump electrical

circuits are OK.

2. Reconnect Fuel Pump

Relay.

To complete testing of the

fuel delivery pressure

system, continue to Chart

A-4.3

Go to Chart

A-4.3 in this

Section

11. Check for faulty

connection at Fuel Pump

and relay.

Is connection faulty?

Verify Repair Go to Step 12

12 Check for open in Fuel

Pump power feed circuit.

Was a problem found?

Verify Repair Go to Step 13

13. Check for open in Fuel

Pump .

Is Fuel Pump open?

Verify Repair Go to Step 14

14. If both circuits check OK,

replace Fuel Pump .

Is action complete?

Verify Repair

STEP ACTION VALUE YES NO

15. Check for and repair short

to earth in Fuel Pump

power feed circuit.

Is repair complete?

Verify Repair

16. 1. Ignition "OFF".

2. Disconnect Fuel Pump

Relay.

Is the test light "OFF"?

Go to Step 17 Go to Step 18

17. Repair short to voltage in

circuit 465.

Is action complete ?

Verify Repair

18. Repair short to voltage in

circuit 120.

Is action complete ?

Verify Repair

CHART A-4.1-1 V6 PCM - SUPERCHARGED ENGINE

FUEL PUMP ELECTRICAL CIRCUIT

CIRCUIT DESCRIPTION:

When the ignition switch is first turned "ON", the PCM energises the Fuel Pump Relay which applies power to the

Fuel Pump Control Module. The Fuel Pump Relay will remain "ON" as long as the engine is cranking or running and

the PCM is receiving reference pulses. If no reference pulses are present, the PCM de-energises the Fuel Pump

Relay within 2 seconds after the ignition is turned "ON" or the engine is stopped. The Fuel Pump delivers fuel to the

fuel rail injectors, then to the fuel pressure regulator. The pressure regulator control fuel pressure by allowing

excess fuel to be returned to the fuel tank. With the engine stopped, the Fuel Pump can be turned "ON" by using

the Tech 2 scan tool output controls function.

The PCM alters Fuel Pump speed by applying or removing a duty cycle on the Fuel Pump PWM driver circuit 411 to

the Fuel Pump Control Module. Under normal driving conditions, the PCM will apply a 33% PWM earth signal to the

Fuel Pump Control Module circuit 411. This 33% duty cycle will command the Fuel Pump Control Module to run the

fuel pump at a lower speed, (lower fuel volume, low voltage supplied to fuel pump, between 7 to 9 volts.). When

higher fuel volume is required due to increased engine load, the PCM will remove the supplied 33% PWM earth

signal from circuit 411. This will cause the Fuel Pump Control Module to switch internally and allow the Fuel Pump

to run at a higher speed (higher fuel volume, system voltage applied to fuel pump). The PCM also compensates for

low system voltage by commanding the Fuel Pump Control Module to switch to high speed Fuel Pump , when

system voltage is low.

NOTICE:

When performing this diagnostic Chart, make certain that the drive wheels are blocked and the parking

brake is firmly set.

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

3. Checks that fuel pressure is sufficient for the vehicle to start.

4. Ensures that the Fuel Pump PWM driver circuit and the PCM are capable of controlling Fuel Pump speed.

5. Verifies that the Fuel Pump feed and earth circuits are OK between the Fuel Pump Control Module and the

Fuel Pump , and that the Fuel Pump can deliver adequate pressure to the fuel rail.

6. Checks the feed circuit to the Fuel Pump Control Module.

8. Ensures that the Fuel Pump PWM driver circuit is not shorted to earth.

13. Checks the ignition feed circuit to the Fuel Pump Relay contacts.

14. Checks the earth circuit for the Fuel Pump Relay coil.

15. Ensures that the Fuel Pump Relay driver circuit is OK and that the PCM is capable of controlling the Fuel Pump

Relay. Using the Tech 2 scan tool to command the Fuel Pump Relay allows only a 2 second "ON" time.

21. Checks the Fuel Pump Relay driver circuit for a short to earth.

26. If the Fuel Pump is operating but incorrect pressure is noted, the Fuel Pump wiring is OK. Go to Chart A-4.3.

28. Determines weather the problem is being caused by an open in the Fuel Pump feed circuit or the Fuel Pump

earth circuit.

31. Ensures that the Fuel Pump speed control PWM circuit is OK and that the PCM can control the Fuel Pump

speed control PWM driver.

37. The fuel pump on this Supercharged Engine application is serviceable from the Modular Sender Assembly.

Refer to Section 6C1-3 SERVICE OPERATIONS for replacement procedures.

STEP ACTION VALUE YES NO

1. Was the "On-Board

Diagnostic" (OBD) System

Check performed?

Go to Step 2. Go to OBD

System Check in

this Section.

2. Are any DTC’s set? Go to DTC Chart

first Go to step 3

3. 1. Connect Fuel

Pressure Gauge to

fuel pressure tap

fitting.

2. Ignition "ON".

3. Select Fuel Pump

Relay output control

with the Tech 2 scan

tool.

4. Observe the

pressure gauge while

turning the fuel pump

"ON" with the Tech 2.

5. Note fuel pressure on

Fuel Pressure

Gauge.

Is proper fuel pressure

indicated?

290 to

410 kPa Go to Step 4 Go to Step 5

4. 1. Engine idling.

2. Remove vacuum

hose from fuel

pressure regulator,

and plug hose.

3. Observe the Fuel

Pressure Gauge at

idle.

4. Using scan tool,

sele ct Fuel Pump

Speed , and select

High Speed.

Does the fuel pressure

increase slightly from the

idle

Position when the fuel

pump High Speed is

turned "ON"

then turned "OFF"?

No problem found Go to Step 31

STEP ACTION VALUE YES NO

5. 1. Ignition "OFF".

2. Disconnect Fuel

Pump Control

Module.

3. Connect a fused

jumper wire between

Fuel Pump Control

Module harness

connector terminal 6

(Fuel Pump power

feed circuit) and +12.

Volts.

4. Connect a second

jumper between the

Fuel Pump Control

Module harness

connector terminal 5

(Fuel Pump earth

circuit) and chassis

earth.

5. Note the fuel

pressure on the Fuel

Pressure Gauge

Is proper fuel pressure

indicated?

290 to

410

kPa

Go to Step 6 Go to Step 26

6. 1. Ignition "OFF".

2. Disconnect the

jumpers from the

Fuel Pump Control

Module connector.

3. Connect a test light

between the Fuel

Pump Control

Module harness

connector terminal 8

(Fuel Pump Control

Module relay feed

circuit) and earth.

4. Ignition "ON".

5. Using the Tech 2

scan tool output

control functions,

command the Fuel

Pump Relay "ON".

6. Observe the test

light.

Did the test light turn

"ON"?

Go to Step 7 Go to Step 13

7. Probe terminal 4 (Fuel

Pump Control Module

earth circuit) with a test

light to +12 volts.

Is the test light "ON"?

Go to Step 8 Go to Step 25

STEP ACTION VALUE YES NO

8. 1. Ignition "OFF".

2. Disconnect the PCM

connectors.

3. Probe the Fuel Pump

Control Module PWM

driver circuit at the

PCM connector with

a test light connected

to +12 volts.

Is the test light "ON"?

Go to Step 9 Go to Step 10

9. Locate and repair short to

earth in the Fuel Pump

Control Module PWM

driver circuit .

Is action complete?

Go to Step 39

10. 1. Ignition "OFF".

2. Reconnect PCM

connectors.

3. Ignition "ON".

4. Install a

volt/ohmmeter to

measure voltage

between the Fuel

Pump Control

Module connector

terminal 7 (Fuel

Pump Control

Module PWM driver

circuit ) and terminal

4 (earth circuit ).

5. Using the Tech 2

scan tool relay output

test function,

command the Fuel

Pump Relay "ON"

and "OFF".

Does the voltage measure

at or above the specified

value while the Fuel Pump

Relay is commanded

"ON"?

8 volts Go to Step 11 Go to Step 38

STEP ACTION VALUE YES NO

11. 1. Ignition "OFF".

2. Reconnect the Fuel

Pump Control

Module electrical

connector.

3. Ignition "ON".

4. Using a test light,

backprobe between

the Fuel Pump

Control Module

connector terminal 6

(Fuel Pump power

feed circuit ) and

terminal 5 (Fuel

Pump earth circuit ).

5. Using the Tech 2

scan tool relay output

test functions,

command the Fuel

Pump Relay "ON"

and "OFF".

6. Observe the test

light.

Is the test light "ON" while

the Fuel Pump Relay is

commanded "ON"?

Go to Step 12 Go to Step 34

12. 1. Check for a poor

connections at the

Fuel Pump Control

Module.

2. If a problem is found,

replace faulty

terminals as

necessary.

Was a problem found?

Go to Step 39 Refer to

Diagnostic Aids

13. 1. Ignition "OFF".

2. Disconnect the Fuel

Pump Relay.

3. Ignition "ON".

4. Probe the Fuel Pump

Relay fused power

feed circuit with a test

light to earth.

Is the test light "ON"?

Go to Step 14 Go to Step 19

14. Connect test light

between the Fuel Pump

Relay power feed circuit

and the Fuel Pump Relay

earth circuit .

Is the test light "ON"?

Go to Step 15 Go to Step 20

STEP ACTION VALUE YES NO

15. 1. Connect the test light

between the Fuel

Pump Relay control

circuit, and the Fuel

Pump Relay earth

circuit.

2. Using the Tech 2

scan tool output

control function,

command the Fuel

Pump Relay "ON".

Is the test light "ON" when

the Fuel Pump Relay is

commanded "ON"?

Go to Step 16 Go to Step 21

16. 1. Connect a fused

jumper wire between

Fuel Pump Relay

connector power

feed circuit ( terminal

5) and output power

feed circuit ( terminal

3).

2. Probe the Fuel Pump

Control Module Fuel

Pump power feed

circuit at the Fuel

Pump Control

Module harness

connector (terminal

6) with a test light to

earth.

Is the test light "ON"?

Go to Step 17 Go to Step 24

17. 1. Check for a faulty

terminal connection

at the Fuel Pump

Relay.

2. If a problem is found,

repair terminals as

necessary.

Was a problem found?

Go to Step 39 Go to Step 18

18. Replace the Fuel Pump

Relay.

Is action complete?

Go to Step 39

19. Locate and repair open in

Fuel Pump Relay fused

power feed circuit .

Is action complete?

Go to Step 39

20. Locate and repair open in

Fuel Pump Relay earth

circuit.

Is action complete?

Go to Step 39

21. 1. Ignition "OFF".

2. Disconnect the PCM

connectors.

3. Probe the Fuel Pump

Relay control circuit

at the PCM

connector with a test

light to +12 volts.

Is test light "ON"?

Go to Step 22 Go to Step 23

STEP ACTION VALUE YES NO

22. Locate and repair short to

earth in the Fuel Pump

Relay control circuit .

Is action complete?

Go to Step 39

23. 1. Check for the

following conditions:

Fuel Pump Relay control

circuit for an open

between the Fuel Pump

Relay and the PCM.

Fuel Pump Relay control

circuit for a poor terminal

connection at the PCM.

2. If a problem is found,

repair as necessary.

Was a problem found?

Go to Step 39 Go to Step 38

24. Check for a open or poor

connection in the Fuel

Pump Control Module

Fuel Pump power feed

circuit .

Was a problem found?

Go to Step 39 Go to Step 35

25. Locate and repair open in

Fuel Pump Control

Module earth circuit .

Is action complete?

Go to Step 39

26. Remove the fuel tank filler

cap and listen for the Fuel

Pump running.

Is the Fuel Pump running?

Go to

Chart A-4.3 Go to Step 27

27. 1. Using fused jumper

wires, jumper Fuel

Pump control module

terminal 6 circuit to

+12 volts, and jumper

terminal 5 circuit to

earth.

2. Raise the vehicle.

3. Disconnect the Fuel

Pump electrical

connector at fuel

tank.

4. Connect a test light

between the Fuel

Pump electrical

connector power

feed circuit, and fuel

pump earth circuit at

PCM side of

connector.

Is the test light "ON"?

Go to Step 39 Go to Step 28

28. Probe the Fuel Pump

power feed circuit at the

Fuel Pump electrical

connector with a test light

connected to chassis

earth.

Is the test light "ON"?

Go to Step 30 Go to Step 29

STEP ACTION VALUE YES NO

29. Locate and repair open in

the Fuel Pump power feed

circuit .

Is action complete?

Go to Step 39

30. Locate and repair open in

the Fuel Pump earth

circuit .

Is action complete?

Go to Step 39

31. 1. Ignition "OFF"

2. Reconnect fuel

pressure regulator

vacuum hose.

3. Using a test light,

backprobe between

the Fuel Pump

control module

terminal 7 (Fuel

Pump Control

Module PWM circuit )

and terminal 8 (Fuel

Pump Control

Module Fuel Pump

Relay circuit ).

4. Ignition "ON", engine

idling.

5. Observe the test light

while the engine is

idling.

6. Using scan tool,

sele ct Fuel Pump

Speed, and select

High Speed.

Is the test light "ON" when

the engine is idling, and

"OFF" when the fuel pump

High Speed is turned

"ON" ?

Go to Step 32 Go to Step 33

STEP ACTION VALUE YES NO

32. Using a volt/ohmmeter,

backprobe between Fuel

Pump control module

terminal 5 (Fuel Pump

earth circuit) and terminal

6 (Fuel Pump power

supply circuit).

2. Engine idling for

longer than 15

seconds.

3. Observe the voltage

on the volt/ohmmeter

while the engine is

idling.

4. Using scan tool,

sele ct Fuel Pump

Speed, and select

High Speed.

Idle speed voltage is the

first value shown.

Fuel Pump High Speed

voltage is the second

value shown.

Does the voltage measure

near the specified values?

8-9 volts

at idle

+12

volts

Fuel

Pump

High

Speed

Go to Step 36 Go to Step 34

33. 1. Check for the

following conditions:

Fuel Pump PWM driver

circuit for an open or short

to voltage between the

Fuel Pump Control

Module and the PCM.

Fuel Pump PWM driver

circuit for a poor terminal

connection at the PCM.

2. If a problem is found,

repair as necessary.

Was a problem found?

Go to Step 39 Go to Step 38

34. 1. Check terminal

connections at the

Fuel Pump Control

Module.

2. If a problem is found,

repair faulty

terminal(s) as

necessary.

Was a problem found?

Go to Step 39 Go to Step 35

35. Replace the Fuel Pump

Control Module.

Is action complete?

Go to Step 39

36. 1. Check terminal

connections at the

Fuel Pump.

2. If a problem is found,

repair faulty terminal

as necessary

Was a problem found?

Go to Step 39 Go to Step 37

37. Replace the Fuel Pump.

Is action complete? Go to Step 39

STEP ACTION VALUE YES NO

38. Replace PCM.

Refer to Section 6C1-3

Service Operations, for

PCM Security Link

procedure.

Is action complete?

Go to Step 39

39. 1. Ignition "ON", select

Fuel Pump Relay

output control with

the Tech 2 scan tool.

2. Observe the Fuel

Pressure Gauge

while turning the fuel

pump "ON" with the

Tech 2 scan tool.

3. Note the fuel

pressure on the Fuel

Pressure Gauge.

Is proper fuel pressure

indicated?

290 to

410

kPa

Go to Step 40 Go to Step 5

40. 1. Ignition "OFF".

2. Fuel Pressure Gauge

still installed.

3. Remove vacuum

hose from fuel

pressure regulator,

and plug hose.

4. Ignition "ON", engine

idling.

5. Observe the Fuel

Pressure Gauge at

idle.

6. Using scan tool,

sele ct Fuel Pump

Speed , and select

High Speed.

Does the fuel pressure

increase slightly from the

idle

Position when the fuel

pump High Speed is

turned "ON"?

Repair complete.

If a driveability

symptom exist s,

refer to Section

6C1-2B

Symptoms.

Go to Step 31

CHART A-4.2 V6 PCM - FUEL PUMP ELECTRI CAL CIRCUIT

CIRCUIT DESCRIPTION:

Relay connector has no terminal identification. See diagram above for terminal identification.

There are 3 basic circuits to any relay. They are:

LOAD - This is the device controlled by the relay. In this case, it is the Fuel Pumps power feed circuit.

LINE - This is the voltage supply that will power the load whenever the relay switch contacts are closed. In this case,

it is the fused power circuit.

CONTROL - This is the circuitry that energises the small electromagnet windings in the relay, which causes the-

switching contacts to change position. In this case, one side of the relay windings is simply earthed. The other

control circuit is the +12 volts supplied by the PCM whenever it wants the relay to be energised.

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

2. This checks the earth circuit) to the relay windings, part of the relay's control circuitry. (CONTROL)

3. This checks Fuel Pump +12 volt power supply circuit to the relay switching contacts. (LINE)

4. This checks for the relay control voltage supplied by the PCM to the relay. (CONTROL) It is the PCM's only

output that switches +12 volts to control a circuit. All other PCM outputs switch the earth circuit.

5. At this point, the 3 other circuits to the relay are OK. This check is to determine if the contacts in the relay will

close, allowing the "line" voltage to pass through the switching contacts to the "load" terminal of the relay, which

goes to the fuel pump motor.

7. If the light stays "OFF," these checks will detect the fault in the Fuel Pump Relay control circuit.

STEP ACTION VALUE YES NO

1. Was the "On-Board

Diagnostic" (OBD) System

Check performed?

Go to Step 2. Go to OBD

System Check in

this Section.

2. Test light stay's "OFF".

1. Ignition "ON", engine

stopped.

2. Disconnect Fuel

Pump Relay

connector from relay

housing bracket.

3. With Fuel Pump

Relay connected,

probe relay

connector earth

circuit with a test light

connected to +12

volts.

Is test light "ON"?

Go to Step 3 Go to step 11

3. Probe relay connector

power feed circuit with

test light connected to

earth.

Is test light "ON" ?

Go to Step 4 Go to step 12

4. 1. Probe relay

connector Fuel Pump

Relay control circuit

with test light to

earth.

2. Using TECH 2 scan

tool, Select FUEL

PUMP.

3. Turn Fuel Pump

"ON" and "OFF".

Is test light "ON" and

"OFF", when Fuel Pump

is turned "ON" and

"OFF"?

Go to Step 5 Go to Step 7

5. 1. Using TECH 2 scan

tool, Select FUEL

PUMP .

2. Turn Fuel Pump

"ON" and "OFF".

3. Probe Fuel Pump

Relay connector Fuel

Pump power feed

circuit with test light

to earth.

Is test light "ON" and

"OFF", when Fuel Pump

is turned "ON" and

"OFF"?

Go to Step 6 Go to Step 8

6. Fuel Pump Relay is

operating correctly.

Repair open in power feed

circuit from Fuel Pump

Relay to Fuel Pump.

Is action complete?

Verify Repair

STEP ACTION VALUE YES NO

7. 1. Ignition "OFF".

2. Disconnect Fuel

Pump Relay and

PCM connectors.

3. Check for open in

Fuel Pump Relay

control circuit.

Was a problem found ?

Verify Repair Go to Step 9

8. 1. Ignition "OFF"

2. Replace Fuel Pump

Relay.

Will engine start ?

Verify Repair Go to OBD

System Check

(Chart A) in this

Section

9. Check for short to earth in

Fuel Pump Relay control

circuit.

Was a problem found ?

Verify Repair. Go to step 10

10. Replace PCM.

Refer to Section 6C1-3

Service Operations, for

PCM Security Link

procedure.

Is action complete?

Verify Repair

11. Repair open in relay earth

circuit .

Is action complete?

Verify Repair

12. Repair open in Fuel Pump

power feed circuit .

Is action complete?

Verify Repair

CHART A-4.3 V6 PCM - FUEL DELIVERY SYSTEM

CIRCUIT DESCRIPTION:

Fuel is drawn from the tank by the electric fuel pump and is fed under pressure through a fuel filter and continues on

into the fuel rail and then is injected into the ports through the fuel injectors.

Fuel pressure in the system is governed by the fuel pressure regulator, in such a manner that a certain pressure

difference between fuel pressure and inlet manifold pressure is maintained. Excess fuel above the regulated

pressure is returned to the fuel tank by the pressure regulator and the fuel return line.

The fuel pump has a check valve to maintain pressure at the fuel rail after the pump stops running. The check valve

plays an important part in the fuel delivery system: to keep the fuel rail "charged" with fuel after the pumps shuts off.

When the engine begins cranking to start, there is no delay before fuel injection begins, and quick starting is

ensured. The check valve is inside the fuel pump, and is not serviceable.

TEST DESCRIPTION:

Number(s) below refer to step number(s) on the diagnostic chart.

2. These are electrical system checks, which must both be OK before any further fuel delivery system checks can

be made. If either do not "pass," refer Chart A-4.1 for Non-Supercharged Engine and Chart A-4.1-1 for

Supercharged Engine, Fuel Pump Electrical Circuit in this Section.

3. This has eleven sequenced segments to follow in order. "1" and "2" is to reduce the residual pressure in the

lines before opening the lines. "6" is to purge any air from the lines after installing the gauge. It also serves to

cool the fuel rail for more accurate pressure testing if the engine is hot. "8" is to allow the PCM to "power

down," so the next time the ignition is turned "ON," the PCM will energise its Fuel Pump Relay control for 2

seconds. "9" and "10" indicate what the pressure should do when the ignition is turned "ON". There are two

things to note:

(A) - pressure reading, and

(B) - that the pressure does not continue to drop after the pump stops running.

4. At this point, the regulated pressure should be within specification, and the pressure does not drop when

the pump stops running. This check is to see if the pressure regulator will modulate the regulated fuel pressure

when the vacuum signal to it changes. During normal engine operation, the regulated pressure can change, based

on inlet manifold pressure. When the manifold pressure is at its lowest (engine idling), fuel pressure will be at its

lowest regulated pressure. When inlet manifold pressure is at its highest (wide open throttle), regulated fuel

pressure will be at its highest regulated pressure.

STEP ACTION VALUE YES NO

1. Was the "On-Board

Diagnostic" (OBD) System

Check performed?

Go to Step 2. Go to OBD

System Check in

this Section.

2. 1. Ignition "ON".

2. Using TECH 2 scan

tool, Select FUEL

PUMP.

3. Turn Fuel Pump "On"

and "OFF".

4. Listen for Fuel Pump

in fuel tank.

Does fuel pump run when

turned "ON" with TECH 2

scan tool?

Go to Step 3 Go to Chart A-4.1

for Non-

Supercharged

Engine application

or Chart A-4.1-1

for Supercharged

Engine application

in this Section

3. 1. Disable output test

for Fuel Pump .

2. Turn ignition "OFF".

3. Remove Fuel Pump

Relay from engine

compartment fuse

and relay centre,

then crank engine for

15 seconds to relieve

any residual fuel

pressure.

4. Connect Fuel

Pressure Gauge,

then reinstall fuel

pump relay .

5. Remove vacuum

hose from fuel

pressure regulator.

6. Ignition "ON",

7. Enable output test

with Tech 2 scan tool

for Fuel Pump and

allow pump to run for

15 seconds. This is

to purge the lines of

any air before

pressure testing.

8. Disable output test

for Fuel Pump .

9. Ignition "OFF" for 10

seconds.

10. Observe fuel

pressure when

ignition is turned

"ON".

11. Pressure should be

within specified value

and not continue to

drop (after a small

amount) after pump

stops running.

Is fuel pressure at or

between the specified

value and holding?

270 to

350 kPa

for Non-

Super-

charged

Engine

290 to

410 kPa

for

Super-

charged

Engine

Go to Step 4 Go to Chart

A-4.4 in this

Section

STEP ACTION VALUE YES NO

4. 1. Ignition "ON".

2. Enable output test

with Tech 2 scan tool

for fuel pump and

note fuel pressure.

3. Connect a hand

vacuum pump to the

fuel pressure

regulator vacuum

fitting, and apply 38

cm Hg of vacuum to

the fuel pressure

regulator.

4. Note fuel pressure

with vacuum applied

to regulator.

When vacuum is applied,

is fuel pressure at least

specified value difference

then when no vacuum

applied?

15 kPa Fuel supply

system OK. Refit

regulator vacuum

hose.

Go to Step 5

5. Replace fuel pressure

regulator.

Is repair complete?

Verify Repair

CHART A-4.4 V6 PCM - FUEL DELIVERY SYSTEM