SECTION 6C3-2A - DIAGNOSTIC TABLES –

GEN III V8 ENGINE

IMPORTANT

Before performing any Service Operation or other procedure described in this Section, refer to Section 00

CAUTIONS AND NOTES for correct workshop practices with regard to safety and/or property damage.

CONTENTS

1. GENERAL INFORMATION

1.1 SYSTEM COMPONENT LOCATIONS

1.2 PCM WIRING DIAGRAMS

1.3 PCM CONNECTOR END VIEWS

PCM CONNECTOR A84-X1 (BLUE)

PCM CONNECTOR A84-X2 (RED)

1.4 PCM CONNECTOR TERMINAL DEFINITIONS

PCM CONNECTOR A84-X1 (BLUE)

PCM CONNECTOR A84-X2 (RED)

1.5 PIM CONNECTOR END VIEW

1.6 PIM CONNECTOR TERMINAL DEFINITIONS

1.7 ENGINE CONTROL CONNECTOR END VIEWS

1.8 AUTOMATIC TRANSMISSION IN-LINE

HARNESS END VIEWS

1.9 AUTOMATIC TRANSMISSION INTERNAL

CONNECTOR END VIEWS

1.10 ENGINE DIAGNOSTIC TROUBLE CODES

(DTC) – GEN III V8 – PCM

1.11 DIAGNOSTIC TROUBLE CODES (DTC) –

PIM GEN III V8 – PIM

1.12 DIAGNOSTIC TROUBLE CODES (DTC) –

GEN III V8 AUTOMATIC TRANSMISSION

2. GENERAL DIAGNOSTIC TABLES

2.1 TABLE A-1 – ON-BOARD DIAGNOSTIC (OBD)

SYSTEM CHECK

2.2 TABLE A-2 – CHECK POWERTRAIN

MALFUNCTION INDICATOR LAMP

2.3 DATA LINK CONNECTOR DIAGNOSIS

2.4 ENGINE CRANKS BUT DOES NOT RUN

2.5 ENGINE CONTROL RELAY DIAGNOSIS

2.6 FUEL PUMP RELAY CIRCUIT DIAGNOSIS

2.7 FUEL PUMP ELECTRICAL CIRCUIT

(UTILITY ONLY)

2.8 FUEL SYSTEM DIAGNOSIS

2.9 STARTER CRANKING CIRCUIT

3. DIAGNOSTIC TROUBLE CODE TABLES

DTC P0101 - MASS AIR FLOW SYSTEM

PERFORMANCE

DTC P0102 - MASS AIR FLOW SENSOR

CIRCUIT LOW FREQUENCY

DTC P0103 - MASS AIR FLOW SENSOR

CIRCUIT HIGH FREQUENCY

DTC P0107 - MANIFOLD ABSOLUTE

PRESSURE SENSOR CIRCUIT LOW

VOLTAGE

DTC P0108 - MANIFOLD ABSOLUTE

PRESSURE SENSOR CIRCUIT HIGH

VOLTAGE

DTC P0112 - INTAKE AIR TEMPERATURE

SENSOR CIRCUIT LOW VOLTAGE

DTC P0113 - INTAKE AIR TEMPERATURE

SENSOR CIRCUIT HIGH VOLTAGE

DTC P0117 - ENGINE COOLANT

TEMPERATURE SENSOR CIRCUIT

LOW VOLTAGE

DTC P0118 - ENGINE COOLANT

TEMPERATURE SENSOR CIRCUIT

HIGH VOLTAGE

DTC P0121 - THROTTLE POSITION

SENSOR CIRCUIT INSUFFICIENT

ACTIVITY

DTC P0122 - THROTTLE POSITION

SENSOR CIRCUIT LOW VOLTAGE

DTC P0123 - THROTTLE POSITION

SENSOR CIRCUIT HIGH VOLTAGE

DTC P0125 - ENGINE COOLANT

TEMPERATURE SENSOR EXCESSIVE

TIME TO CLOSED LOOP FUEL CONTROL

DTC P0131 - HEATED OXYGEN SENSOR

CIRCUIT LOW VOLTAGE BANK 1

SENSOR 1

DTC P0132 - HEATED OXYGEN SENSOR

CIRCUIT HIGH VOLTAGE BANK 1

SENSOR 1

DTC P0133 - HEATED OXYGEN SENSOR

SLOW RESPONSE BANK 1 SENSOR 1

DTC P0134 - HEATED OXYGEN SENSOR

INSUFFICIENT ACTIVITY BANK 1 SENSOR 1

DTC P0135 - HEATED OXYGEN SENSOR

HEATER CIRCUIT BANK 1 SENSOR 1

DTC P0151 - HEATED OXYGEN SENSOR

CIRCUIT LOW VOLTAGE BANK 2

SENSOR 1

DTC P0152 - HEATED OXYGEN SENSOR

CIRCUIT HIGH VOLTAGE BANK 2

SENSOR 1

DTC P0153 - HEATED OXYGEN SENSOR

SLOW RESPONSE BANK 2 SENSOR 1

DTC P0154 - HEATED OXYGEN SENSOR

INSUFFICIENT ACTIVITY BANK 2 SENSOR 1

DTC P0155 - HEATED OXYGEN SENSOR

HEATER CIRCUIT BANK 2 SENSOR 1

DTC P0171 - FUEL SYSTEM LEAN BANK 1

DTC P0172 - FUEL SYSTEM RICH BANK 1

DTC P0174 - FUEL SYSTEM LEAN BANK 2

DTC P0175 - FUEL SYSTEM RICH BANK 2

DTC P0218 - TRANSMISSION FLUID OVER-

TEMPERATURE

DTC P0230 – FUEL PUMP CONTROL CIRCUIT

DTC P0325 – KNOCK SENSOR SYSTEM

DTC P0327 – KNOCK SENSOR CIRCUIT

FRONT SENSOR

DTC P0332 – KNOCK SENSOR CIRCUIT

REAR SENSOR

DTC P0335 – CRANKSHAFT POSITION

SENSOR CIRCUIT

DTC P0336 – CRANKSHAFT POSITION

SENSOR CIRCUIT PERFORMANCE

DTC P0341 – CAMSHAFT POSITION

SENSOR CIRCUIT PERFORMANCE

DTC P0342 – CAMSHAFT POSITION

SENSOR CIRCUIT LOW VOLTAGE

DTC P0343 – CAMSHAFT POSITION

SENSOR CIRCUIT HIGH VOLTAGE

DTC P0351 – IGNITION CONTROL #1 CIRCUIT

DTC P0352 – IGNITION CONTROL #2 CIRCUIT

DTC P0353 – IGNITION CONTROL #3 CIRCUIT

DTC P0354 – IGNITION CONTROL #4 CIRCUIT

DTC P0355 – IGNITION CONTROL #5 CIRCUIT

DTC P0356 – IGNITION CONTROL #6 CIRCUIT

DTC P0357 – IGNITION CONTROL #7 CIRCUIT

DTC P0358 – IGNITION CONTROL #8 CIRCUIT

DTC P0443 – EVAP PURGE SOLENOID

CONTROL CIRCUIT

DTC P0481 – COOLING FAN HIGH SPEED

RELAY CONTROL

DTC P0502 – VEHICLE SPEED SENSOR

CIRCUIT LOW INPUT

DTC P0503 – VEHICLE SPEED SENSOR

CIRCUIT INTERMITTENT

DTC P0506 – IDLE SPEED LOW

DTC P0507 – IDLE SPEED HIGH

DTC P0522 – ENGINE OIL PRESSURE

SENSOR LOW VOLTAGE

DTC P0523 – ENGINE OIL PRESSURE

SENSOR HIGH VOLTAGE

DTC P0530 – A/C REFRIGERANT

PRESSURE SENSOR CIRCUIT

DTC P0562 – SYSTEM VOLTAGE LOW

DTC P0563 – SYSTEM VOLTAGE HIGH

DTC P0601 – POWERTRAIN CONTROL

MODULE MEMORY

DTC P0602 – POWERTRAIN CONTROL

MODULE NOT PROGRAMMED

DTC P0608 – VEHICLE SPEED OUTPUT

CIRCUIT

DTC P0654 – ENGINE SPEED OUTPUT

CIRCUIT

DTC P0705 – TRANSMISSION RANGE

SWITCH CIRCUIT

DTC P0706 – TRANSMISSION RANGE

SWITCH PERFORMANCE

DTC P0711 – TFT SENSOR CIRCUIT

RANGE/ PERFORMANCE

DTC P0712 – TFT SENSOR CIRCUIT LOW

INPUT

DTC P0713 – TFT SENSOR CIRCUIT HIGH

INPUT

DTC P0719 – BRAKE SWITCH CIRCUIT

LOW INPUT

DTC P0724 – BRAKE SWITCH CIRCUIT

HIGH INPUT

DTC P0740 – TCC ENABLE SOLENOID

CIRCUIT ELECTRICAL

DTC P0742 – TCC SYSTEM STUCK ON

DTC P0748 – PC SOLENOID CIRCUIT

ELECTRICAL

DTC P0751 – 1-2 SHIFT SOLENOID VALVE

PERFORMANCE

DTC P0753 – 1-2 SHIFT SOLENOID CIRCUIT

ELECTRICAL

DTC P0756 – 2-3 SHIFT SOLENOID VALVE

PERFORMANCE

DTC P0758 – 2-3 SHIFT SOLENOID CIRCUIT

ELECTRICAL

DTC P0785 – 3-2 SHIFT SOLENOID CIRCUIT

ELECTRICAL

DTC P0801 – REVERSE INHIBIT SOLENOID

CIRCUIT FAULT

DTC P1111 – INTAKE AIR TEMPERATURE

SENSOR CIRCUIT INTERMITTENT HIGH

VOLTAGE

DTC P1112 – INTAKE AIR TEMPERATURE

SENSOR CIRCUIT INTERMITTENT LOW

VOLTAGE

DTC P1114 – ENGINE COOLANT

TEMPERATURE SENSOR CIRCUIT

INTERMITTENT LOW VOLTAGE

DTC P1115 – ENGINE COOLANT

TEMPERATURE SENSOR CIRCUIT

INTERMITTENT HIGH VOLTAGE

DTC P1121 – THROTTLE POSITION

SENSOR CIRCUIT INTERMITTENT HIGH

VOLTAGE

DTC P1122 – THROTTLE POSITION

SENSOR CIRCUIT INTERMITTENT LOW

VOLTAGE

DTC P1258 – ENGINE COOLANT OVER

TEMP FUEL DISABLED

DTC P1539 – A/C CLUTCH STATUS

CIRCUIT HIGH VOLTAGE

DTC P1546 – A/C CLUTCH STATUS

CIRCUIT LOW VOLTAGE

DTC P1626 – THEFT DETERRENT SYSTEM

FUEL ENABLE CIRCUIT

DTC P1630 – THEFT DETERRENT

POWERTRAIN CONTROL MODULE IN

LEARN MODE

DTC P1631 – THEFT DETERRENT

PASSWORD INCORRECT

DTC P1635 – 5 VOLT REFERENCE #1 CIRCUIT

DTC P1639 – 5 VOLT REFERENCE #2 CIRCUIT

DTC P1810 – TFP VALVE POSITION

SWITCH CIRCUIT

DTC P1860 – TCC PWM SOLENOID CIRCUIT

DTC P1870 – TRANSMISSION COMPONENT

SLIPPING

DTC B2002 – LOW SPEED FAN NO BCM

RESPONSE

DTC B2006 – NO SERIAL DATA FROM PCM

DTC B2007 – STARTER RELAY VOLTAGE HIGH

DTC B2009 – EEPROM CHECKSUM ERROR

1. GENERAL INFORMAT ION

1.1 SYSTEM COMPONENT LOCATIONS

Figure 6C3-2A-1 – Component Locations – GEN III V8 Engine RHD (LHD Similar)

Legend

1. Underhood Electrical Centre

2. Fusible Links

3. Relays – Mini & Micro

4. Underhood Fuses

5. Fuel Pressure Regulator (in Fuel Tank)

6. A/C Accumulator Tank

7. Brake Hydraulic Failure Switch

8. Fuel Injectors (8)

9. Idle Air Control (IAC) Valve

10. Check Powertrain MIL

11. Ignition Coil/Module Right Bank

12. Ignition Coil/Module Left Bank

13. Engine Cooling Fans (2)

14. Canister Purge Solenoid

15. Mass Air Flow (MAF) Sensor

16. Engine Coolant Temperature (ECT) Sensor

17. Throttle Position (TP) Sensor

18. Intake Air Temperature (IAT) Sensor

19. Vehicle Speed Sensor (VSS)

20. Camshaft Position (CMP) Sensor

21. Heated Oxygen (HO2S) Sensor (2)

22. Crankshaft Position (CKP) Sensor

23. Knock Sensors (KS) (2)

24. OCC In - Car Air Temperature Sensor

25. A/C Refrigerant Pressure Sensor

26. Powertrain Control Module (PCM)

27. Powertrain Interface Module (PIM) - Inside vehicle

behind left kick panel

28. Diagnostic Link Connector (DLC)

29. Oil Pressure Sensor

30. Manifold Absolute Pressure (MAP) Sensor

A Battery

B ABS/TCS Module

C BCM

D Fuel Tank

E Surge Tank (With Low Coolant Level Switch)

F Air Cleaner

Figure 6C3-2A-2 GEN III V8 Engine View Left-Hand Side

Legend

1. Right-Hand Ignition Coils/Modules

2. Fuel Pulse Dampener

3. Fuel Rail with Injectors

4. Evaporative Canister Purge Solenoid

5. Crankcase Vent

6. Left-Hand Ignition Coils/Modules

7. Engine Coolant Temperature (ECT) Sensor

8. Fuel Pressure Gauge Test Connector

9. Throttle Position (TP) Sensor

10. Idle Air Control (IAC) Valve

11. Throttle Body

Legend

1. Idle Air Control (IAC) Valve

2. Throttle Position (TP) Sensor

3. Generator

4. Throttle Body

Figure 6C3-2A-3 GEN III V8 Engine Front View

Figure 6C3-2A-4 GEN III V8 Engine Rear View

Legend

1. Manifold Absolute Pressure (MAP) Sensor

2. Camshaft Position (CMP) Sensor 3. Oil Pressure Sensor

4. Connector to Knock Sensor Jumper Harness

Figure 6C3-2A-5 Automatic Transmission Internal Electronic Component Locations

Legend

1. Vehicle Speed Sensor

2. 1-2 Shift Solenoid ‘A’ and 2-3 Shift Solenoid ‘B’

3. Automatic Transmission Fluid Pressure (TFP) Manual Valve Position Switch

4. 3-2 Downshift Control Solenoid

5. Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve

6. Torque Converter Clutch (TCC) Solenoid Valve

7. Pressure Control Solenoid (PCS) Valve

Figure 6C2-2A-6 – Engine Compartment Fuse/Relay/Fusible Link Locations

Legend

Fuses

1. Fuel Pump Fuse – F28

2. Engine Control / BCM – F29

3. RH Headlamps – F30

4. LH Headlamps – F31

5. Automatic Transmission – F32

6. Engine Sensors – F33

7. Injectors / Ignition – F34

8. Injectors / Ignition – F35

9. Throttle Relaxer Module – F36

Relays

10. Start – R1

11. Blower Fan – R2

12. Headlamp (High Beam) – R3

13. Engine Control (EFI) – R4

14. Engine Cooling Fan Relay 2 (High Speed) – R5

15. Horn – R8

16. A/C Compressor – R11

17. Fog Lamp – R10

18. Fuel Pump – R16

19. Headlamp (Low Beam) – R14

20. Engine Cooling Fan Relay 1 (Low Speed) – R7

Fusible Links

21. Engine Cooling Fan LT – F101 (30A)

22. Blower Fan – F106 (60A)

23. Main – F105 (60A)

24. Engine – F104 (60A)

25. A.B.S. – F103 (60A)

26. Lighting – F102 (60A)

27. Engine Cooling Fan RT – F107 (30A)

1.2 PCM WIRING DIAGRAMS

Figure 6C3-2A-7 – GEN III V8 Powertrain Controls Schematics (1 of 14) – Fused Power Circuits

Figure 6C3-2A-8 – GEN III V8 Powertrain Control Schematics (2 of 14)

DLC and Instruments Lamps Circuits

Figure 6C3-2A-9 – GEN III V8 Powertrain Control Schematics (3 of 14)

Serial Data Circuits

Figure 6C3-2A-10 – GEN III V8 Powertrain Control Schematics (4 of 14)

Ignition Module Circuits

Figure 6C3-2A-11 – GEN III V8 Powertrain Control Schematics (5 of 14)

Injectors, Heated Oxygen Sensor Circuits

Figure 6C3-2A-12 – GEN III V8 Powertrain Control Schematics (6 of 14)

CKP, CMP, MAF, ECT, TP and MAP Circuits

Figure 6C3-2A-13 – Powertrain Control Schematics (7 of 14)

IAT, A/C Pressure Sensor, Oil Pressure, VSS, Low Coolant and KS Circuits GEN III V8

Figure 6C3-2A-14 – GEN III V8 Powertrain Control Schematics (8 of 14)

Start Relay, IAC Valve Circuits

Figure 6C3-2A-15 – GEN III V8 Powertrain Control Schematics (9 of 14)

Engine Cooling Fan Circuits

Figure 6C3-2A-16 – GEN III V8 Powertrain Control Schematics (10 of 14)

Throttle Relaxer, Tachometer Signal Circuits

Figure 6C3-2A-17 – GEN III V8 Powertrain Control Schematics (11 of 14)

Transmission, Power/Economy Circuits

Figure 6C3-2A-18 – GEN III V8 Powertrain Control Schematics (12 of 14)

Reverse Inhibit Solenoid, Canister Purge Solenoid, OCC Air Conditioning Circuits

Figure 6C3-2A-19 – GEN III V8 Powertrain Control Schematics (13 of 14)

Fuel Pump Control and Telematics Module Circuits

Figure 6C3-2A-20 – GEN III V8 Powertrain Control Schematics (14 of 14)

Fuel Pump Control (Utility Only) and Telematics Module Circuits

1.3 PCM CONNECTOR END VIEWS

PCM CONNECTOR A84–X1 (BLUE)

Connector Part

Information PCM Connector A84–X1 (Blue) – 80 Pin Connector

Pin Wire Colour Circuit No. Function

1 Black/Red 450 System Ground

2 Light Blue/White 1800 Crankshaft Pos iti on Sensor Ignition Voltage Feed

3 Purple 1746 Fuel Injector #3 Driver

4 Green 1745 Fuel Injector #2 Driver

5 Not Used – –

6 Not Used – –

7 Blue/Yellow 596 Oil Pressure Sensor 5 Volt Reference

8 Grey 2701 Throttle Positi on Sensor 5 Volt Reference

9 Not Used – –

10 Not Used – –

11 Light Green/White 1876 Rear Knock Sensor Input Signal

12 Light Blue 573 Crankshaft Position Sensor Input Signal

13 Not Used – –

14 Not Used – –

15 Not Used – –

16 Not Used – –

17 Yellow 1225 Transmission Range B Input

18 Grey 1226 Transmission Range C Input

19 Orange 300 Ignition Positive Voltage

20 Orange 740 Battery Feed

21 Light Blue/Black 574 Crankshaft Position Sensor Reference Low

22 Not Used – –

23 Not Used – –

24 Not Used – –

25 Not Used – –

26 Grey/Black 1667 Bank 2 Sensor 1 Heated Oxygen Sensor Signal Low

27 Not Used – –

28 Not Used – –

29 Blue/Black 1664 Bank 1 Sensor 1 Heated Oxygen Sensor Signal Low

30 Light Green 68 Engine Coolant Level Switch Input Signal

31 Not Used – –

32 Blue/White 771 PRNDL A

33 Brown 86 Torque Converter Clutch/Cruise Brake Switch Input Signal

34 White 776 PRNDL P

35 Not Used – –

36 B l ue 1744 Fuel Injector #1 Driver

37 Yellow 846 Fuel Injector #6 Driver

38 Not Used – –

39 Not Used – –

40 Black/Red 450 System Ground

PCM CONNECTOR A84–X1 (BLUE) – CONTINUED

Connector Part Information PCM Connector A84–X1 (Blue) – 80 Pin Connector

Pin Wire Colour Circuit No. Function

41 Not Used – –

42 Not Used – –

43 Pink/Bl ack 877 Fuel I nj ect or #7 Driver

44 Brown/Yellow 844 Fuel Injector #4 Driver

45 Purple/W hi te 2700 A/C Refrigerant Press ure Sensor 5 Volt Reference

46 Not Used – –

47 Not Used – –

48 Purple/W hi te 2704 Manifold Absol ut e Press ure Sens or 5 Volt Referenc e

49 Not Used – –

50 Not Used – –

51 White/Red 496 Front Knock Sensor Input Signal

52 Not Used – –

53 Black/W hite 2762 Transm iss i on Fluid Temperature Sens or Ground

54 Black 469 Manifold Absolute Pressure Sensor Ground

55 Not Used – –

56 Not Used – –

57 Orange 740 Battery Feed

58 Yellow 1045 Seri al Dat a (Class II )

59 Not Used – –

60 Black/Yel l ow 2752 Throttl e Posit i on Sensor Ground

61 Red/White 632 Camshaft Position Sensor Reference Low

62 Not Used – –

63 Green 470 Oil Pressure Sensor Ground

64 Not Used – –

65 Not Used – –

66 Grey 1666 Bank 2 Sensor 1 Heated Oxygen Sensor Signal High

67 Not Used – –

68 Not Used – –

69 Purple 1665 Bank 1 S ensor 1 Heated Oxygen Sensor Signal Hi gh

70 Not Used – –

71 Blue 553 Power/Economy Switch Input

72 Yellow/Red 772 PRNDL B

73 Brown 633 Camshaft Position Sensor Input Signal

74 Yellow 410 Engine Coolant Temperature Sensor Signal

75 Not Used – –

76 Grey 845 Fuel Injector #5 Driver

77 Li ght Green 878 Fuel Injector #8 Driver

78 Not Used – –

79 Green/White 898 3-2 Shift Solenoid Control

80 Grey/Black 2761 E ngi ne Cool ant Tem perat ure Sensor Ground

PCM CONNECTOR A84–X2 (RED)

Connector Part Information PCM Connector A84–X2 (Red) – 80 Pin Connector

Pin Wire Colour Circuit No. Function

1 Black/Red 450 System Ground

2 Brown 418 Torque Converter Clutch Pulse Width Modulation Solenoid Control

3 Not Used – –

4 Not Used – –

5 Light Blue 260 Fuel Pump Control Signal (V8 Utility)

6 Red 1228 Pressure Control Solenoid Signal High

7 Not Used – –

8 Grey/Blue 1229 Pressure Control Solenoid Signal Low

9 Green/White 465 Fuel Pump Relay Control

10 Brown 121 Tachometer Output Signal

11 Not Used – –

12 Not Used – –

13 Not Used – –

14 Green/Black 380 A/C Refrigerant Pressu re S ensor Input S i gnal

15 Not Used – –

16 Not Used – –

17 Not Used – –

18 Green 59 A/C Compressor Clutch Rela y Feedback

19 Not Used – –

20 Tan 1231 Vehicle Speed Sensor Signal Low

21 Blue/White 1230 Vehic l e Speed Sensor Signal High

22 Not Used – –

23 Not Used – –

24 B l ue 411 Throttle Positi on Sensor Input Signal

25 Brown 472 Intak e Air Temperature Sensor Signal

26 White 2121 Ignition Coil/Module Control #1

27 Yellow 2127 Ignit i on Coil/Module Control #7

28 Lt Green 2126 Ignition Coil/Module Cont rol #6

29 White 2124 Ignition Coil/Module Control #4

30 Not Used – –

31 Brown/W hite 492 Mass Air Flow Sensor Signal

32 Lt Green 432 Manifol d A bsol ut e Press ure Sens or Input Signal

33 Blue/White 335 Engi ne Cool i ng Fan Relay High Speed Control

34 Lt Green/Yellow 428 Evaporative Emiss i on Canister Purge Solenoid Control

35 Not Used – –

36 Not Used – –

37 Not Used – –

38 Not Used – –

39 White/Black 631 Camshaft Sensor Ignition Voltage Feed

40 Black/Red 450 System Ground

PCM CONNECTOR A84–X2 (RED) (CONTINUED)

Connector Part Information PCM Connector A84–X2 (Red) – 80 Pin Connector

Pin Wire Colour Circuit No. Function

41 Not Used – –

42 Grey/Red 422 Torque Converter Cl utch Enable Solenoid Control

43 Light Green/Black 459 A/C Clutch Relay Control

44 Yellow 1652 Manual Transmis sion Reverse Lock-Out Solenoid Control

45 Not Used – –

46 Not Used – –

47 Yellow/Black 1223 2-3 Shift Solenoid ‘B’ Control

48 Li ght Green 1222 1-2 Shi ft Solenoi d ‘A’ Control

49 Not Used – –

50 Purple/White 5197 Vehicle Speed Sensor Output Signal

51 Black/Yel l ow 1227 Transm iss i on Fluid Temperature Sens or Input Signal

52 Not Used – –

53 Grey/Black 1687 Electroni c Traction Control, Spark Retard Signal

54 Not Used – –

55 Not Used – –

56 Not Used – –

57 Green/Orange 2753 Intake Air Temperature / A/C Refrigerant P ressure Sensor Ground

58 Brown/White 331 Oil Pressure Sensor Input Signal

59 Not Used – –

60 Brown 2129 Ignition Reference Low

61 Purple 2130 Ignition Reference Low

62 Grey 773 PRNDL Terminal ‘C’

63 Brown/Yellow 1224 Transmission Range A Input

64 Not Used – –

65 Not Used – –

66 Lt Blue 2128 Ignition Coil/Module Control #8

67 Yellow/Black 2122 Ignition Coil/Module Cont rol #2

68 Green 2125 Ignition Coil/ Module Cont rol #5

69 B l ue 2123 Igniti on Coil/ Module Cont rol #3

70 Not Used – –

71 Not Used – –

72 Not Used – –

73 Not Used – –

74 Not Used – –

75 Not Used – –

76 Lt Green/W hite 1748 Idle Air Control Valve Coil B High

77 Lt Green/Black 1747 Idl e Air Cont rol Val ve Coi l B Low

78 Lt Blue/ Black 444 Idle Air Cont rol Valve Coil A Low

79 Lt Blue 1749 Idle Air Control Val ve Coil A High

80 Not Used – –

1.4 PCM CONNECTOR TERMINAL DEFINITIONS

PCM CONNECTOR A84–X1 (BLUE).

1 – SYSTEM GROUND – This terminal should have zero volts. This circuit is connected directly to engine ground.

2 – CRANKSHAFT POSITION SENSOR IGNITION VOLTAGE FEED – This voltage should be always be B+

anytime the ignition is ON. It is a regulated voltage output from the PCM and supplies B+ to the CKP sensor.

3 – F UEL INJECT OR #3 DRIV ER – W ith the engine O FF and the i gnition ON, t he voltage s hould be B+. W ith the

engine ru nning at idle, th e c harging s ystem inc reases the batter y volta ge slight l y, so this volta ge will increas e. W ith

higher engine RPM or more engine load, the resulting increase in injector pulse frequency or injector pulse width

will cause this voltage to become slightly less.

4 – F UEL INJECT OR #2 DRIV ER – W ith the engine O FF and the i gnition ON, t he voltage s hould be B+. W ith the

engine ru nning at idle, th e c harging s ystem inc reases the batter y volta ge slight l y, so this volta ge will increas e. W ith

higher engine RPM or more engine load, the resulting increase in injector pulse frequency or injector pulse width

will cause this voltage to become slightly less.

5 – NOT USED

6 – NOT USED

7 – OIL PRESSURE SENSOR 5V REFERENCE – This voltage should always be 5 volts whenever the ignition is

ON. The reference voltage is a regulated voltage from the PCM, and supplies 5 volts to the oil pressure sensor.

8 – THROTT LE POSIT ION SEN SOR 5 VOL T REF ERENC E – This volt age sh oul d always be 5 vo lts whenever the

ignition is ON. The reference voltage is a regulated voltage from the PCM, and supplies 5 volts to the TP sensor.

9 – NOT USED

10 – NOT USED

11 – REAR KNOCK SENSOR INPUT SIGNAL – The 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 circuits to the ignition COIL/MODULES.

12 – CRANKSHAFT POSITION SENSOR INPUT SIGNAL – This terminal could be called the ‘tach’ input. It

provides th e PC M with RP M and crank shaf t positio n inf orm ation. T he PCM uses this sign al to c ontro l fuel inj ect ion,

and spark timing.

13 – NOT USED

14 – NOT USED

15 – NOT USED

16 – NOT USED

17 – TRANSMISSION RANGE B INPUT – The PCM sends out a buffered B+ signal to the pressure switch

assembly located in the automatic transmission valve body. The B+ signal must pass through either a normally

open or norm ally closed switch to reach ground. W hen the switches are closed , the signal should be n ear 0 volts.

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

pressure.

18 – TRANSMISSION RANGE C INPUT – The PCM sends out a buffered B+ signal to the pressure switch

assembly located in the automatic transmission valve body. The B+ signal must pass through either a normally

open or norm ally closed switch to reach ground. W hen the switches are closed , the signal should be n ear 0 volts.

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

pressure.

19 – IGNITI ON POSIT IVE VOLT AGE – This is the wak e up signal to the PC M from the ignition sw itch. It is not the

power su pply to th e PCM, it onl y tells the PCM th at the ign ition sw itch is O N. The v oltage sho uld equ al the battery

voltage when the key is in either the RUN, or CRANK position.

20 – BATT ERY FEED – This s upplies the PC M with full tim e B+ volts. T his cir cuit stays hot even when the ignit ion

is turned OFF. The battery voltage feed circuit receives it’s voltage from fuse F29.

21 – CRANKSHAFT POSITION SENSOR REFERENCE LOW – This terminal should always be zero volts. It is

connected from the PCM to the CKP sensor and provides the ground signal needed for the sensor to operate.

22 – NOT USED

23 – NOT USED

24 – NOT USED

25 – NOT USED

26 – BANK 2 SE NSOR 1 HE ATED OXY GEN SEN SOR SIG N AL LOW – This ter m inal shou ld ha ve zer o v olts. I t is

connected from the PCM to the HO2S. This terminal ground’s the PCM circuitry for the HO2S voltage monitor

inside the PCM.

27 – NOT USED

28 – NOT USED

29 – BANK 1 SE NSOR 1 HE ATED OXY GEN SEN SOR SIG N AL LOW – This ter m inal shou ld ha ve zer o v olts. I t is

connected from the PCM to the HO2S. This terminal ground’s the PCM circuitry for the HO2S voltage monitor

inside the PCM.

30 – ENGINE COOLANT LEVEL SWITCH INPUT SIGNAL – This term inal indic ates to the PCM wh en the co olant

level is low. When the PCM receives this signal from the Engine Coolant Level switch, the PCM will send a serial

data message to the Instrument to activate the Low Coolant Warning icon.

31 – NOT USED

32 – PRNDL A – This circuit along with the circuits on PCM BLUE connector A84-X1, pins 34, 72 and PCM RED

connector A84-X2, pin 62 indicate to th e PCM what trans mission gear th e driver has s elected. The P CM will the n

send a command via the serial data line to the Instrument to indicate to the driver what gear has been selected.

33 – TORQUE CONVERTER CLUTCH/CRUISE BRAKE SWITCH INPUT SIGNAL – This signal indicates to the

PCM when the driver has depressed the brake pedal. The PCM will then disengage the TCC and or cruise if

activated. This circuit also indicates to the PCM and cruise control actuator when the ABS/TCS module is

requesting the Low Traction lamp ON.

34 – PRNDL P – T his circ uit along with the circu its on PCM BLU E connector A84- X1, pins 32, 72 & X2-62 in dicate

to the PCM wh at transm iss ion gear the dr iver h as sele cted. T he PCM will the n send a com m and via th e seri al data

line to the Instrument to indicate to the driver what gear has been selected.

35 – NOT USED

36 – FU EL IN JECT OR #1 DRIV ER – W ith the en gine O FF and th e ignit ion O N, the v oltage s hou ld be B +. W ith the

engine running at idle, the charging system increases battery 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 become slightly less.

37 – FU EL IN JECT OR #6 DRIV ER – W ith the en gine O FF and th e ignit ion O N, the v oltage s hou ld be B +. W ith the

engine running at idle, the charging system increases battery 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 become slightly less.

38 – NOT USED

39 – NOT USED

40 – SYSTEM GROUND – This terminal should have zero volts. This circuit is connected directly to engine ground.

41 – NOT USED

42 – NOT USED

43 – FU EL IN JECT OR #7 DRIV ER – W ith the en gine O FF and th e ignit ion O N, the v oltage s hou ld be B +. W ith the

engine ru nning at idle, th e c harging s ystem inc reases the batter y volta ge slight l y, so this volta ge will increas e. W ith

higher engine RPM or more engine load, the resulting increase in injector pulse frequency or injector pulse width

will cause this voltage to become slightly less.

44 – FU EL IN JECT OR #4 DRIV ER – W ith the en gine O FF and th e ignit ion O N, the v oltage s hou ld be B +. W ith the

engine ru nning at idle, th e c harging s ystem inc reases the batter y volta ge slight l y, so this volta ge will increas e. W ith

higher engine RPM or more engine load, the resulting increase in injector pulse frequency or injector pulse width

will cause this voltage to become slightly less.

45 – A/C REFRIGERANT PRESSURE SENSOR 5 VOLT REFERENCE – This voltage should always be 5 volts

anytim e the ignition is ON. It is a regulated vo ltage output f rom the PCM, and sup plies 5 volts to the A/C Press ure

Sensor.

46 – NOT USED

47 – NOT USED

48 – MANIFOLD ABSOLUTE PRESSURE SENSOR 5 VOLT REFERENCE – 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 MAP

Sensor.

49 – NOT USED

50 – NOT USED

51 – FRONT KNOCK SENSOR – The 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

circuits to the ignition COIL/MODULES.

52 – NOT USED

53 – TRANSMISSION FLUID TEMPERATURE SENSOR GROUND – This terminal should be zero volts. It is

connected through the PCM circuitry to engine ground.

54 – MANIFOLD ABSOLUTE PRESSURE S ENSOR GROUND – T his term inal s hou ld ha ve zer o volts . T his c ircui t

is connected directly to ground through the PCM.

55 – NOT USED

56 – NOT USED

57 – BATT ERY FEED – This s upplies the PC M with full tim e B+ volts. T his cir cuit stays hot even when the ignit ion

is turned off. The battery voltage feed circuit receives it’s voltage fuse F29.

58 – SERIAL DATA (CLASS II) –This is a dedicated line for the Tech 2 communication. The circuit connects the

PCM to the PI M. Tech 2 can talk to the PCM by sending a m essage and ask ing it to respond. The c ommunication

carried on C lass II dat a stream s are prior itised. The n ormal volta ge on this l ine is 0 volts, but when comm unication

is occurring, the voltage will fluctuate from 0 – 7 volts indicating communication.

59 – NOT USED

60 – THROTTLE POSITION SENSOR GROUND – This terminal should have zero volts. This circuit is connected

directly to ground through the PCM.

61 – CAMSHAFT POSITION SENSOR REFERENCE LOW – This terminal should always be zero volts. It is

connected from the PCM to the CMP sensor and provides the ground signal needed for the sensor to operate.

62 – NOT USED

63 – OIL PRESSURE SENSOR GROUND – This terminal should always be zero volts. It is connected from the

PCM to the oil pressure sensor and provides the ground signal needed for the sensor to operate.

64 – NOT USED

65 – NOT USED

66 – B ANK 2 SENSOR 1 HE ATED OXYGEN SENSOR SIGNAL HIGH – W ith the ignition ON and the engine not

running, t he volta ge shoul d be 350 – 450 m illivolts (0.350 0 .450 volts) . This is the PCM s upplied HO 2S circ uit bias

voltage. When the HO2S is hot and the engine is running, the voltage should be rapidly changing, somewhere

between 10 – 1000 millivolts (0.010 – 1.0 volts).

67 – NOT USED

68 – NOT USED

69 – B ANK 1 SENSOR 1 HE ATED OXYGEN SENSOR SIGNAL HIGH – W ith the ignition ON and the engine not

running, t he volta ge shoul d be 350 – 450 m illivolts (0.350 0 .450 volts) . This is the PCM s upplied HO 2S circ uit bias

voltage. When the HO2S is hot and the engine is running, the voltage should be rapidly changing, somewhere

between 10 – 1000 millivolts (0.010 – 1.0 volts).

70 – NOT USED

71 – POWER/ECONO MY SW ITCH INPUT – T he PC M sends a sign al of about 12 vol ts, and m onitors 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 momentarily closed and the PCM voltage status signal is momentarily pulled low. The PCM

senses the momentary voltage signal drop and enables POWER mode shifting.

72 – PRNDL B – This circuit along with the circuits on PCM BLUE Connector A84-X1, pins 32, 34 and RED

connector A84-X2, pin 62 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 to indicate to the driver what gear has been selected.

73 – CAMSHAFT POSITION SENSOR INPUT SIGNAL – This signal indicates to the PCM when number 1 cylinder

is on the compression stroke. The PCM uses this signal for correct injector and ignition coil sequencing.

74 – ENGINE COOLANT TEMPERATURE SENSOR SIGNAL – The PCM sends a 5 volt signal voltage to the

Engine Coolant Temperature sensor, which is a temperature variable resistor called a thermistor. The sensor,

being also connected to ground, will alter the voltage according to engine coolant temperature. As the engine

coolant temperature increases, the voltage seen on terminal A84-X1 74 decreases. At 0° C engine coolant

temperature, the voltage will be above 4 volts. At normal operating temperature, the voltage will be less than 2

volts. The PCM uses this signal for fuelling.

75 – NOT USED

76 – FU EL IN JECT OR #5 DRIV ER – W ith the en gine O FF and th e ignit ion O N, the v oltage s hou ld be B +. W ith the

engine ru nning at idle, th e c harging s ystem inc reases the batter y volta ge slight l y, so this volta ge will increas e. W ith

higher engine RPM or more engine load, the resulting increase in injector pulse frequency or injector pulse width

will cause this voltage to become slightly less.

77 – FU EL IN JECT OR #8 DRIV ER – W ith the engi ne O FF and th e ignit ion ON , the volt age sh ould b e B+. W ith the

engine ru nning at idle, th e c harging s ystem inc reases the batter y volta ge slight l y, so this volta ge will increas e. W ith

higher engine RPM or more engine load, the resulting increase in injector pulse frequency or injector pulse width

will cause this voltage to become slightly less.

78 – NOT USED

79 – 3-2 SHIFT SOLENOID CONTROL – The 3-2 shift solenoid is a normally closed, pulse width modulated

solenoid us e d to c ontro l the 3- 2 do wnshif t. The PCM oper ates the 3- 2 s hif t s oleno id at a f r equency of 50 Hz (cycles

per second). The soleno id is constantly fed B+ and the PCM contr ols the length of time the path to ground for the

electrical circuit is closed.

80 – ENGINE COOLANT TEMPERATURE SEN SOR GROUND – T his term inal s hould ha ve zer o vol ts. T his circuit

is connected directly to ground through the PCM.

PCM CONNECTOR A84-X2 (RED)

1 – SYSTEM GROUND – This terminal should have zero volts. This circuit is connected directly to engine ground.

2 – TORQUE CONVERTER CLUTCH PULSE WIDTH MODULATION SOLENOID CONTROL – The PCM uses

the pulse width modulation (PWM) TCC apply solenoid to smoothly engage the torque converter clutch after the

TCC ENABLE 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.

3 – NOT USED

4 – NOT USED

5 – FUEL PUMP CONTROL – T he GEN I II V8 en gined Ut ility uses a two s peed f uel pum p, the sam e as that fitted

to those MY 2003 VY and V2 Series vehicles fitted with the V6 Supercharged engine. A duty cycle ground signal

on this circuit varies with engine load changes. Under normal driving conditions, the duty cycle ground signal

supplied from the PCM to the Fu el Pump Control Module (terminal 7 of the F uel Pump Control M odule) is at 67%

dut y cycle. This 67% du ty cycle runs the Fuel Pump at a lo wer f uel f lo w rat e. When the vehicl e is i n a h eavy eng in e

load condition, the PCM will switch from 67% duty cycle to 100% duty cycle. This will cause the Fuel Pump to

operate at a hi gh f uel f lo w rate to c ompensate f or the high er engi ne l oad c on dit io n. This change i n duty cycles does

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

6 – PRESSURE CONTROL SOLENOID HIGH – The duty cycle, and amount of current flow to the PCS, is

controlled by the PCM. T his circ uit is the B+ sup ply line fr om the PC M to the PC S. The duty c ycle and c urrent are

controlled by the PCM.

7 – NOT USED

8 – PRESSURE CONTROL SOLENOID LOW – T he 4L60-E aut omatic tr ansmission uses an electrica l solenoid to

control hydraulic press ure inside the transm ission. T his elec trical so lenoid a llows the PCM to c ontrol l ine pre ssure,

similar to other autom atic transmissions that use a throttle valve cable or vacuum modulator. The dut y cycle, and

amount of cur rent f lo w to the PCS, ar e bot h c ontr o lled b y the PCM. B y m oni tori ng this lin e, t he PCM can de te rmine

if the commanded current has gone to the PCS and returned to the PCM.

9 – FUEL PUMP (FP) RELAY CONTROL – Turning t he 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.

10 – TACHOMETER OUTPUT SIGNAL – This signal is used to operate the tachometer located in the instrument

panel cluster. The PCM determines the signal based from the CKP sensor.

11 – NOT USED

12 – NOT USED

13 – NOT USED

14 – A/C REFRIGERANT PRESSURE SENSOR INPUT SIGNAL – The signal that is sent from the pressure

sensor to the PCM indicates to the PCM what the A/C pressure is. Depending on the voltage, this signal will

indicate to the PCM if A/C pressure is too LOW or too HIGH.

15 – NOT USED

16 – NOT USED

17 – NOT USED

18 – A/C CLUTCH STATUS – This circuit is a feed back signal to the PCM indicating that the A/C compressor

rela y has suppl ie d the s ig n al to the co mpres sor c lutch. The PCM uses this cir cuit to deter mine if there is a f ault with

the A/C compressor relay.

19 – NOT USED

20 – VEHICLE S PEED SE NSOR SIG N AL LOW – T he tr ansm iss ion has an o utput s haft spee d sens or us ed b y the

PCM to calculate Vehicle Speed, and to help determine various transmission shifting functions. It is a magnetic

inducti ve sensor that g enerates a n AC voltag e signal sent to the PCM. If measured with the digital AC multi meter,

no voltage will appear until the output shaft begins turning.

21 – VEHICLE SP EED S E NSO R SIG NAL HIGH – The trans mission h as an out p ut shaft spe ed se ns or use d b y th e

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

multimeter, no voltage will appear until the output shaft begins turning.

22 – NOT USED

23 – NOT USED

24 – T HROTT LE PO SITI ON SENSOR INPUT SIG N AL – The TP sens or input vo ltage, which f ollows ac tual thro ttle

changes, is var iable f rom 0 to 5 vo lts. T ypically th e vol tage is less th an 1 vo lt at i dle, and 4 to 5 volts at wid e-open

throttle.

25 – INTAKE AIR TEMPER ATURE S ENSOR SIG N AL – The PCM sends a 5 vol t signal vo ltag e to the IAT sensor ,

which is a temperature – variable – resistor called a thermistor. The sensor is also connected to ground, and will

alter the signal voltage according to incoming air temperature. As the air tem perature increases, the voltage seen

on this terminal decreases. At 0° C, the voltage will be above 4 volts. At normal operating temperature (10° C to

80° C) the voltage will be less than 4 volts.

26 – IGNITION COIL/MODULE CONTROL #1 – This terminal is the EST output signal for cylinder #1. This

terminal is connected from the PCM to the #1 ignition coil/module connector terminal X1-G.

27 – IGNITION COIL/MODULE CONTROL #7 – This terminal is the EST output signal for cylinder #7. This

terminal is connected from the PCM to the #7 ignition coil/module connector terminal X1-B.

28 – IGNITION COIL/MODULE CONTROL #6 – This terminal is the EST output signal for cylinder #6. This

terminal is connected from the PCM to the #6 ignition coil/module connector terminal X1-F.

29 – IGNITION COIL/MODULE CONTROL #4 – This terminal is the EST output signal for cylinder #4. This

terminal is connected from the PCM to the #4 ignition coil/module connector terminal X1-C.

30 – NOT USED

31 – M ASS AIR F LOW SENSOR SIG NAL – The PCM s upplies a 5-volt s ignal volta ge to the mass air flow sensor

on this circuit. The mass air flow sensor pulses the 5-volt signal to ground. These ground 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.

32 – MANIFOLD ABSOLUTE PRESSURE SENSOR INPUT SIGNAL – The voltage seen will vary with intake

manifold pressure. With the ignition ON but the engine not running (High manifold pressure), the voltage will be

above 4 volts. At this time the sensor actually is measuring the barometric pressure, so this voltage will change with

both barometric pressure and altitude changes. W hen the engine is running at idle, the manifold pressure is quite

low because of engine vac uum, and the voltage will also be lo w, 1 to 2 volts. The voltage is variable, m ostly from

engine load changes, but can also change with barometric pressure or altitude changes. This input is typically

called the engine load input.

33 – ENGINE COOLING FAN REL AY HIGH SPEED CONTROL – This terminal will have battery voltage until th e

PCM energises the high speed cooling fan relay by supplying the ground; then it will be close to zero. The inputs

that cause t he PCM to energis e the hi gh speed f an rel ay are the e ngine c oolant t em perature and th e A/ C Pres sure

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

34 – EVAPORATIVE EMISSION CANISTER PURGE SOLENOID CONTROL – The PCM operates a normally

closed solenoid valve, which controls vacuum to purge the evaporative emissions storage canister of stored fuel

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 e nerg is ing the purge s olen oid , the voltage meas ured at t his ter minal sho ul d equa l

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

0.50 volts.

35 – NOT USED

36 – NOT USED

37 – NOT USED

38 – NOT USED

39 – CAMSHAFT SENSOR IGNITION VOLTAGE FEED – This voltage should be always be B+ anytime the

ignition is ON. It is a regulated voltage output from the PCM, and supplies B+ to the CMP sensor.

40 – SYSTEM GROUND – This terminal should have zero volts. This circuit is connected directly to the engine

ground.

41 – NOT USED

42 – TORQUE CONVERTER CLUTCH SOLENOID CONTROL – The PCM is used to either open or provide a

path to ground for the torque converter solenoid. When the PCM provides a path to ground, 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 sol enoid to control the torque converte r clutch.

43 – A/C CLUTCH RELAY CONTROL – When the A/C is requested, the BCM or OCC will communicate to the

PCM through t he PI M v ia t he s erial d ata l ine, r equ es ti ng A/C. T he PCM s up pl ies the gr ou nd pat h on th is terminal to

energise the A/C con tr ol re l a y. When the PC M does e n erg ise th e A/C contro l r elay, the v olt age wi ll b e c lose to zero

volts.

44 – MANUAL TRANSM ISSION R EVER SE LOCK-OUT SOLENOID CONTROL – If the v ehicle is eq ui ppe d with a

manual transmission, this solenoid will prevent the transmission from going into reverse gear when the vehicle

speed is above 8 km/h. When the vehicle speed is below 8 km/h the PCM will supply the ground signal to the

solenoid wh ich will allow th e trans miss ion to be sh if ted int o r e vers e gear . The PC M looks at the VSS input si gna l to

determine vehicle speed for reverse shifting. If there is a fault with this circuit, DTC P0801 will set.

45 – NOT USED

46 – NOT USED

47 – 2-3 SHIFT SOL ENOID ‘B’ CO NT RO L – T he PC M is used to either op en or pr ov ide a pat h to gr o und f o r the 2-

3 shift s olen oid. When the PCM pro vides a path to gr ound , the 2-3 sh if t soleno id is cons idere d ON and t he vo ltage

should read close to 0 volts.

48 – 1-2 SHIFT SOL ENOID ‘ A’ CONT RO L – T he PC M is us ed to eit her open or prov ide a pat h to gr o und f o r the 1-

2 shift s olen oid. When the PCM pro vides a path to gr ound , the 1-2 sh if t soleno id is cons idere d ON and t he vo ltage

should read close to 0 volts.

49 – NOT USED

50 – VEHICLE S PEED S ENSOR OUT PUT SIG NAL – T he PCM altern ately gr ound’s t his signa l, in pu lses, when it

receives a vehicle spe ed signal f rom the vehicle spee d sensor in the tr ansmis sion. This puls ing action tak es place

about 6250 times per kilom etr e. The instr ument clus ter and c ruis e c ontr o l module c alc ula te v eh ic le spe ed based on

the time between pulses.

51 – TRANSMISSION FLUID TEMPERATURE SENSOR INPUT SIGNAL – The PCM sends a 5 volt signal voltage

out to the transmission fluid temperature sensor, which is a temperature-variable-resistor called a thermistor. The

sensor, being also connected to ground, will alter the voltage according to transmission fluid temperature. As the

fluid temperature increases, the voltage seen on this terminal will decrease.

52 – NOT USED

53 – ELECTRONIC TRACTION CONTROL SPARK RETARD SIGNAL – The ABS/TCS module will ground a

signal to the PCM when torque reduction is requested from the ABS/TCS module for traction control. This signal

should match closely with Torque Achieved Nm signal, when traction control is being requested.

54 – NOT USED

55 – NOT USED

56 – NOT USED

57 – INTAKE AIR TEMPERATURE SENSOR & A/C REFRIGERANT PRESSURE SENSOR GROUND – This

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

58 – OIL PRESSURE SENSOR INPUT SIGN AL – This signal indicates to the PCM when the oil pressure is low.

When the PCM receives this predetermined voltage from the oil pressure sensor, the PCM will turn ON the oil

warning lamp.

59 – NOT USED

60 – IGNITION REFERENCE LOW – This terminal should always be zero volts. It is the ground signal for the

ignition coil/modules 1, 3, 5 & 7.

61 – IGNITION REFERENCE LOW – This terminal should always be zero volts. It is the ground signal for the

ignition coil/modules 2, 4, 6 & 8.

62 – PRNDL C – T his circuit, al ong with th e circ uits on PCM ( BLUE) connector A 84 X1- 32, 34 and 72 , ind icates 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 to indicate to the driver what gear has been selected.

63 – TRANSMISSION RANGE A INPUT – The PCM sends out a buffered 12 volt signal to the transmission fluid

pressur e switch assem bly, locate d in the autom atic tra nsmis sion valve bod y. The 12 vo lt signa l mus t pass thr ough

either a norm all y open or n orm ally clos ed s witch to re ach gr ound . W hen the swit ches ar e clos ed, t he s ignal shoul d

be near 0 volts. T he PCM monitors the status of thes e signals to det ermine which gear servo is actually receiving

hydraulic apply pressure.

64 – NOT USED

65 – NOT USED

66 – IGNITION COIL/MODULE CONTROL #8 – This terminal is the EST output signal for cylinder #8. This

terminal is connected from the PCM to the #8 ignition coil/module connector terminal X1-G.

67 – IGNITION COIL/MODULE CONTROL #2 – This terminal is the EST output signal for cylinder #2. This

terminal is connected from the PCM to the #2 ignition coil/module connector terminal X1-B.

68 – IGNITION COIL/MODULE CONTROL #5 – This terminal is the EST output signal for cylinder #5. This

terminal is connected from the PCM to the #5 ignition coil/module connector terminal X1-C.

69 – IGNITION COIL/MODULE CONTROL #3 – This terminal is the EST output signal for cylinder #3. This

terminal is connected from the PCM to the #3 ignition coil/module connector terminal X1-F.

70 – NOT USED

71 – NOT USED

72 – NOT USED

73 – NOT USED

74 – NOT USED

75 – NOT USED

76 – IDLE AIR CONTROL VALVE COIL B HIGH – T his ter minal connec ts the Id l e Air Co ntrol valve, loc a ted on the

throttle b od y, to the PC M. It is dif ficult to pr edic t what t he vol tage will be, and th e m eas urement is unusab le f or an y

service procedures.

77 – IDLE AIR CONTROL VALVE COIL B LOW – This term inal connects the Idle Air Contro l valv e, locat ed on the

throttle b od y, to the PC M. It is dif ficult to pr edic t what t he vol tage will be, and th e m eas urement is unusab le f or an y

service procedures.

78 – IDLE AIR CONTROL VALVE COIL A LOW – This term inal connects the Idle Air Contro l valv e, locat ed on the

throttle b od y, to the PC M. It is dif ficult to pr edic t what t he vol tage will be, and th e m eas urement is unusab le f or an y

service procedures.

79 – IDLE AIR CONTROL VALVE COIL A HIGH – This terminal c onnec ts the Idle Air Co ntrol va lv e, loc a ted on the

throttle b od y, to the PC M. It is dif ficult to pr edic t what t he vol tage will be, and th e m eas urement is unusab le f or an y

service procedures.

80 – NOT USED

1.5 PIM CONNECTOR END VIEW

PIM CONNECTOR

Figure 6C3-2A-21

Connector Part Information PIM Connector A5 – X 1 16 Pin Connector

Pin Wire Colour Circuit No. Function

1 Not Used – –

2 Not Used – –

3 Not Used – –

4 Not Used – –

5 Not Used – –

6 Red/Black 800 UART Serial Data

7 Yellow 5072 Class II Seri al Data

8 Gr ey/Blu e (Aut omatic )

Grey (Manual) 275 (Automatic)

434 (Manual) Starter Relay Control

9 Not Used – –

10 Not Used – –

11 Not Used – –

12 Not Used – –

13 Not Used – –

14 Not Used – –

15 Orange 300 Ignition Feed

16 Black/Red 450 System Ground

1.6 PIM CONNECTOR TERMINAL DEFINITIONS

1 – NOT USED

2 – NOT USED

3 – NOT USED

4 – NOT USED

5 – NOT USED

6 – SERIAL DATA (UART) – This is a dedicated line for Tech 2 communications. The circuit connects the PIM,

BCM, and ABS/T CS, Ins trum ent, O CC, SRS. Tec h 2 can talk to each of these m odules b y sending a m essage to a

controller a nd as king only it to r es p ond . The com munic atio n r at e is at 81 92 bau d. The normal vo lta ge on t his c irc uit

is about 5 v olts , but wh en t he ign it ion is turn e d ON and th e modul es are c om municati ng, the vol tag e wil l vary an d if

read with a DMM may read about 2.5 volts.

7 – SERI AL DATA (CL ASS II) – T his is dedica ted lin e for com m unication betwe en the PCM and PIM or t he PCM

and Tech 2. The circuit connects between the PCM, PIM and DLC, terminal 2. Tech 2 can communicate with the

PCM by sending a m essage to the PCM and asking it to respond. T he communication rate is at 10,400 baud an d

the voltage on this circuit is normally 0 volts but is driven high to approximately 7 volts when communication is

occurring. Class II communication is prioritised, so this signal may not be constant.

8 – ST ARTER RELAY CONTROL – When the PIM receives the proper Theft Deterrent signal from the BCM, the

PIM will supply a ground signal to the Start Relay. This will allow the vehicle to crank.

If an impr oper T heft Deterrent s ignal is s ensed b y the PIM, then th e PIM wil l not supp ly a ground s igna l to the Start

Relay, and the PIM will not send a message to the PCM to allow fuel injection.

9 – NOT USED

10 – NOT USED

11 – NOT USED

12 – NOT USED

13 – NOT USED

14 – NOT USED

15 – IGNITION FEED – This is the power sup ply to the PI M from the ig nition swit ch. The volt age should equ al the

battery voltage when the key is in either the RUN, or CRANK position.

16 – SYSTEM GROUND – This terminal should have zero volts. This circuit is connected directly to engine ground.

1. 7 ENGINE CONTROL CONNECTOR END VIEWS

A/C Compressor Clutch Connector B39

Engine Coolant Temperature (ECT) Sensor Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A BK/RD 450 Ground A GY/BK 2761 Sensor Ground

B GN 59 B+ from Relay R11 B YE 410 Sensor Signal

B28

Camshaft Position (CMP) Sensor Connector B18

A/C Refrigerant Pressure Sensor Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A BN 633 Sensor Signal A GN/OG 2753 Sensor Ground

B RD/WH 632 Sensor Ground B PU/WH 2700 5 Volt Reference

C WH/BK 631 Sensor Voltage Supply (B+) C GN/BK 380 Sensor Signal

B30

Crankshaft Position (CKP) Sensor Connector B42

Oil Pressure Sensor Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A L-BU 573 Sensor Signal A GN 470 Sensor Ground

B L-BU/BK 574 Sensor Ground B BU/YE 596 5 Volt Reference

C L-BU/WH 1800 Sensor Voltage Supply (B+) C BN/WH 331 Sensor Signal

Y123

Evaporative Emission (EVAP) Canister Purge Solenoid

Connector

S84

Engine Coolant Level Switch Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A PK 439 B+ from F33 A L-GN 68 Switch Signal Circuit

B L-GN/YE 428 Purge Control PWM B BK/RD 450 Switch Ground

Fuel Injector #1 Connector L2

Fuel Injector #2 Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

1 L-GN 1039 Injector Voltage Supply – F35 1 RD 639 Injector Voltage Supply – F34

2 BU 1744 Injector Control 2 GN 1745 Injector Control

Fuel Injector #3 Connector L2

Fuel Injector #4 Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

1 L-GN 1039 Injector Voltage Supply – F35 1 RD 639 Injector Voltage Supply – F34

2 PU 1746 Injector Control 2 BN/YE 844 Injector Control

Fuel Injector #5 Connector L2

Fuel Injector #6 Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

1 L-GN 1039 Injector Voltage Supply – F35 1 RD 639 Injector Voltage Supply – F34

2 GY 845 Injector Control 2 YE 846 Injector Control

Fuel Injector #7 Connector L2

Fuel Injector #8 Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

1 L-GN 1039 Injector Voltage Supply – F35 1 RD 639 Injector Voltage Supply – F34

2 PK/BU 877 Injector Control 2 L-GN 878 Injector Control

B56-L

Left Heated Oxygen (HO2S) Sensor Connector B57-R

Right Heated Oxygen (HO2S) Sensor Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A BU/BK 1664 Sensor Signal Low A GY/BK 1667 Sensor Signal Low

B PU 1665 Sensor Signal High B GY 1666 Sensor Signal High

C BK/RD 450 Heater Circuit Ground C BK/RD 450 Heater Circuit Ground

D PK 439 Heater Voltage Supply – F33 D PK 439 Heater Voltage Supply – F33

Y20

Idle Air Control (IAC) Valve Connector B64

Intake Air Temperature (IAT) Sensor Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A L-GN/BK 444 IAC Coil 1 Low A GN/OG 2753 Sensor Ground

B L-GN/WH 1749 IAC Coil 1 High B BN 472 Sensor Signal

C L-BU/BK 1748 IAC Coil 2 Low

D L-BU 1747 IAC Coil 2 High

X107

Knock Sensor Patch Harness Connector B65

Front Knock Sensor (KS) Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A L-GN/WH 1876 Knock Sensor 2 Signal A WH/RD 496 Sensor Signal

B BU 496 Knock Sensor 1 Signal

B65

Rear Knock Sensor (KS) Connector B92

Manifold Absolute Pressure (MAP) Sensor Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A L-GN/WH 1876 Sensor Signal A BK 469 Sensor Ground

B L-GN 432 Sensor Signal

C PU/WH 2704 5 Volt Reference

B68

Mass Air Flow (MAF) Sensor Connector Y144

Manual Transmission Reverse Inhibit Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A BN/WH 492 Sensor Signal A YE 1652 Solenoid Control

B BK/RD 450 Sensor Ground B PK/BU 339 Solenoid Voltage Supply – F32

C PK 439 Sensor Voltage Supply – F33

X121 – X1

Vehicle Speed Sensor (VSS) Connector B82

Throttle Position (TP) Sensor Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A BU/WH 1230 VSS Signal High A GY 2701 5 Volt Reference

B TN 1231 VSS Signal Low B BK/YE 2752 Sensor Ground

C BU 411 Sensor Signal

A40 – L

Left Bank, Ignition Module Connector A40 – R

Right Bank, Ignition Module Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A BK 450 Ignition Coil/Module Ground A BK 450 Ignition Coil/Module Ground

B YE 2127 Ignition Coil Control #7 B YE/BK 2122 Ignition Coil Control #2

C GN 2125 Ignition Coil Control #5 C W H 2124 Ignition Coil Control #4

E BN 2129 Ignition Reference Low E PU 2130 Ignition Reference Low

F BU 2123 Ignition Coil Control #3 L-GN 2126 Ignition Coil Control #6

G WH 2121 Ignition Coil Control #1 F L-BU 2128 Ignition Coil Control #8

H L-GN 1039 Ignition Coil/Module Power Supply

F35 G RD 639 Ignition Coil/Module Power Supply

F34

S187 – X2

PRNDL Switch Connector Y38

Throttle Relaxer Connector

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A BU/WH 771 PRNDL Switch Input A A RD/WH 560 Throttle Relaxer Motor B+

B GY 773 PRNDL Switch Input C B RD/BK 561 Throttle Relaxer Motor Ground

C W H 776 PRNDL Switch Input P

D YE/RD 772 PRNDL Switch Input B

1.8 AUTOMATIC TRANSMISSION IN-LINE HARNESS CONNECTOR END VIEWS

X121-X2

Automatic Transmission Wiring – Engine Side X121-X2

Automatic Transmission Wiring – Transmission Side

Pin Wire

Colour Circuit

No. Function

A L-GN 1222 1-2 Shift Solenoid (A) Valve Control

B YE/BK 1223 2-3 Shift Solenoid (B) Valve Control

C RD 1228 Pressure Control Solenoid (PCS) Valve HIGH

D GY/BU 1229 PCS Valve LOW

E PK/BU 339 Transmission Solenoid Power – F32

L BK/YE 1227 Transmission Fluid Temperature (TFT) Sensor HIGH

M BK/WH 2762 TFT Sensor LOW

N BN/YE 1224 Range Signal A

P GY 1226 Range Signal C

R YE 1225 Range Signal B

S GN/WH 898 3-2 Shift Solenoid Valve Assembly Control

T GY/RD 422 Torque Converter Clutch Enable Solenoid Valve Control

U BN 418 Torque Converter Clutch Pulse Width Modulation Solenoid

Valve Control

1.9 AUTOMATIC TRANSMISSION INTERNAL CONNECTOR END VIEW S

Automatic Transmission Fluid Pressure (TFP) Manual

Valve Position Switch Connector Torque Converter Clutch Pulse Width Modulated (TCC

PWM) Solenoid Valve Connector,

Transmission Harness

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A BR 1227

Transmission Fluid Temperature (TFT)

Sensor Signal A RD 339 Transmission Solenoid Power

B GY 1230 TFT Sensor Ground

C PU 1224 Range Signal A Input

B TN 418

Torque Converter Clutch Pulse Width

Modulated Solenoid Valve Cont rol

D OG 1226 Range Signal C Input

E DK-BU 1225 Range Signal B Input

1-2 Shift Solenoid ‘A’ (SS) Valve Connector,

Transmission Side 2-3 Shift Solenoid ‘B’ (SS) Valve Connector,

Transmission Side

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A RD 339 Transmission Solenoid Power A RD 339 Transmission Solenoid Power

B L-GN 1222 1-2 Shift Solenoid (A ) Valve Control B YE 1223 2-3 Shift Solenoid (B) Valve Control

3-2 Shift Solenoid (SS) Valve Assembly Connector,

Transmission Side Pressure Control Solenoid (PCS) Valve Connector,

Transmission Side

Pin Wire

Colour Circuit

No. Function Pin Wire

Colour Circuit

No. Function

A WH 898

3-2 Shift Solenoid Valve Assembly

Control A PU 1228

Pressure Cont rol Solenoi d (PCS )

Valve HIGH Control

B RD 339 Transmission Solenoid Power B L-BU 1229 PCS Valve LOW Control

Torque Converter Clutch (TCC) Enable Solenoid Valve

Connector, Transmission Side

Pin Wire

Colour Circuit

No. Function

A RD 339 Transmission Solenoid Power

B BK 422

Torque Converter Clutch Solenoid

Valve Control

1.10 ENGINE DIAGNOSTIC TROUBLE CODES (DTC) – GEN III V8 – PCM

DTC DESCRIPTION ILLUMINATE MIL

P0101 MAF Sens or Performance Yes

P0102 MAF Sensor Circuit Low Frequency Yes

P0103 MAF Sensor Circuit High Frequency Yes

P0107 MAP Sensor Circuit Low Voltage Yes

P0108 MAP Sensor Circuit High Voltage Yes

P0112 IAT Sensor Circuit Low Voltage No

P0113 IAT Sensor Circuit High Voltage No

P0117 ECT Sensor Circuit Low Voltage Yes

P0118 ECT Sensor Circuit High Voltage Yes

P0121 TP Sensor Circuit Insufficient Activity Yes

P0122 TP Sensor Circuit Low Voltage Yes

P0123 TP Sensor Circuit High Voltage Yes

P0125 ECT Excessive Time to Closed Loop No

P0131 HO2S Circuit Low Voltage Bank 1 Sensor 1 Yes

P0132 HO2S Circuit High Voltage Bank 1 Sensor 1 Yes

P0133 HO2S Slow Response Bank 1 Sensor 1 Yes

P0134 HO2S Insufficient Activity Bank 1 Sensor 1 Yes

P0135 HO2S Heater Circuit Bank 1 Sensor 1 Yes

P0151 HO2S Circuit Low Voltage Bank 2 Sensor 1 Yes

P0152 HO2S Circuit High Voltage Bank 2 Sensor 1 Yes

P0153 HO2S Slow Response Bank 2 Sensor 1 Yes

P0154 HO2S Insufficient Activity Bank 2 Sensor 1 Yes

P0155 HO2S Heater Circuit Bank 2 Sensor 1 Yes

P0171 Fuel Trim System Lean Bank 1 Yes

P0172 Fuel Trim System Rich Bank 1 Yes

P0174 Fuel Trim System Lean Bank 2 Yes

P0175 Fuel Trim System Rich Bank 2 Yes

P0230 Fuel Pump Control Circuit Yes

P0325 Knock Sensor System Yes

P0327 Knock Sensor Circuit Front Yes

P0332 Knock Sensor Circuit Rear Yes

P0335 CKP Sensor Circuit Yes

P0336 CKP Sensor Circuit Performance Yes

P0341 CMP Sensor Circuit Performance Yes

P0342 CMP Sensor Circuit Low Voltage Yes

P0343 CMP Sensor Circuit High Voltage Yes

P0351 Ignition Control #1 Circuit Yes

P0352 Ignition Control #2 Circuit Yes

P0353 Ignition Control #3 Circuit Yes

P0354 Ignition Control #4 Circuit Yes

P0355 Ignition Control #5 Circuit Yes

P0356 Ignition Control #6 Circuit Yes

P0357 Ignition Control #7 Circuit Yes

P0358 Ignition Control #8 Circuit Yes

P0443 EVAP Purge Solenoid Control Circuit Yes

P0481 High Speed Cooling Fan Relay Driver Circuit Yes

P0502 Vehicle Speed Sensor Circuit Low Input No

P0503 Vehicle Speed Sensor Circuit Intermittent No

P0506 Idle Speed Low Yes

P0507 Idle Speed High Yes

DTC DESCRIPTION ILLUMINATE MIL

P0522 Engine Oil Pressure Sensor Low Input Yes

P0523 Engine Oil Pressure Sensor High Input Yes

P0530 A/C Ref r igerant Pr es sur e S ensor Circu it No

P0562 System Voltage Low No

P0563 System Voltage High No

P0601 PCM Memory Yes

P0602 PCM Not Progr am med Yes

P0608 VSS Output Circuit No

P0654 Engine Speed Output Circuit No

P1111 IAT Sensor Intermittent High Voltage No

P1112 IAT Sensor Intermittent Low Voltage No

P1114 ECT Sensor Intermittent Low Voltage No

P1115 ECT Sensor Intermittent High Voltage No

P1121 TP Sensor Intermittent High Voltage No

P1122 TP Sensor Intermittent Low Voltage No

P1258 Engine Coolant Over Temp Fuel Disable Yes

P1539 A/C Clutch Status Circuit High Voltage No

P1546 A/C Clutch Status Circuit Low Voltage No

P1626 Theft Deterrent System Fuel Enable Circuit Yes

P1630 PCM In Learn Mod e Yes

P1631 Theft Deterrent Password Incorrect Yes

P1635 5 Volt Reference #1 Circuit Yes

P1639 5 Volt Reference #2 Circuit Yes

1.11 DIAGNOSTIC TROUBLE CODES (DTC) – GEN III V8 – PIM

DTC DESCRIPTION ILLUMINATE MIL

B2002 Low Speed Fan No BCM Response No

B2006 No Serial Data From PCM No

B2007 Starter Relay Voltage High No

B2009 EEPROM Checksum Error No

1.12 DIAGNOSTIC TROUBLE CODES (DTC) – GEN III V8 – AUTOMATIC TR ANSMISSION

DTC DESCRIPTION ILLUMINATE MIL

P0218 Transmission Fluid Over-temperature No

P0500 Vehicle Speed Sensor Circuit Yes

P0502 Vehicle Speed Sensor Circuit Low No

P0503 Vehicle Speed Sensor Circuit Intermittent No

P0705 PRNDL Range Fault No

P0706 PRNDL Switch Fault No

P0711 TFT Sensor Circuit Range/Performance No

P0712 TFT Sensor Circuit Low No

P0713 TFT Sensor Circuit High No

P0719 Brake Switch Circuit Low No

P0724 Brake Switch Circuit High No

P0740 TCC Enable Solenoid Circuit Electrical No

P0742 TCC System Stuck On Yes

P0748 PC Sol eno id Circ ui t Electr ical No

P0751 1-2 SS Valve Performance Yes

P0753 1-2 SS Circuit Electrical Yes

P0756 2-3 SS Valve Performance Yes

P0758 2-3 SS Circuit Electrical Yes

P0785 3-2 SS Circuit Electrical Yes

P1810 TFP Switch Circuit Fault No

P1860 TCC PWM Solenoid Circuit Electrical No

P1870 Transmission Component Slipping No

2. GENERAL DIAGNOSTIC TABLES

2.1 TABLE A-1 – GEN III V8 PCM –

ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK

Figure 6C3-2A-22 – Check Powertrain MIL and Serial Data Circuits

CIRCUIT DESCRIPTION

The Powertrain OBD System Check is an organised approach to identifying a problem created by an electronic

engine control system malfunction. The Powertrain OBD System Check is the starting point for any driveability

complaint diagnosis. The Powertrain OBD System Check directs the service technician to the next logical step in

diagnosing a complaint. DO NOT PERFORM THIS CHECK IF NO DRIVEABILITY COMPLAINT EXISTS.

Understanding and using the table correctly will reduce the diagnostic time and prevent the replacement of good

parts.

IMPORTANT: This vehicle is equipped with a Powertrain Control Module (PCM) utilising an Electrically Erasable

Programmable Read Only Memory (EEPROM). Program the new PCM when diagnostics call for replacement of

the PCM. Refer to PCM Replacement Programming in Sectio n 6C3- 3 SE RVI CE O PERATION S.

IMPORTANT: This vehicle is equipped with a Powertrain Interface Module (PIM). This PIM is the vehicle serial

data translator between Class II and UART serial data.

DIAGNOSTIC AIDS

IMPORTANT: If an intermittent condition exists, inspect the PCM wiring harnesses for improper installation of

electrical components. Inspect for aftermarket theft deterrent devices, lights, and cellular phones. Ensure that no

aftermarket equipment is connected to the Class II circuit. A cellular phone signal communication may cause an

intermittent condition.

• The PIM will co ntrol the s ta rter m otor oper ation , whil e the PC M will contr ol the f uel injector PW M. If the PCM is

non-func tio na l, the veh icle may crank but will not start.

• If BCM DT C 7 and or DTC 17 are s et, the BCM is probabl y causin g the problem . Refer to BCM DT C tables in

Section 12J BCM.

• If multiple DTCs are set, inspect the EFI relay for proper operation. This relay protects the battery from a

parasitic draw.

• The following components are powered by the EFI relay:

– Injectors/Ignition coils

– Transmission

– EVAP Solenoid

– MAF Sensor

– Heated Oxygen Sensors

– A/C Relay

• It is benef icial t o revie w the Free ze Fram e Data and/or Fail R ecords . Use the odom eter inform ation and th e fail

counter in order to determine how frequently and how recently the DTC set. This information, and the other

operating conditions when the DTC set, may help diagnose an intermittent problem. Capturing the stored info

preserves data that the PCM will lose when instructed to Clear Info at the end of a diagnostic table, or if you

disconn ect the PCM or r eplace the PCM dur ing a diagnos tic proced ure. Revie w the captured inf o at the end of

the diagnos t ic pr ocedure in order to catc h the nex t DT C in the eve nt t here ar e multiple DTCs s tored. F ol low t h e

order of priority as listed above.

• If the engine is mis-firing and no DTCs are set, refer to , Cuts Out, Misses in Section 6C3-2B SYMPTOMS.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

1. This check is used to establish if the PCM can supply Class 2 serial data for Tech 2 use. If Tech 2 can

communicate with the PCM then the PCM power and ground circuits are OK.

2. This check is to see if the PIM has received a valid thef t deterrent message f rom the BCM. If the PIM has not

received a v alid thef t deterrent signal f rom the BCM th e engine wil l not crank. If the vehicle will not crank , refer

to Starter Cranking Circuit to diagnose the starter cranking circuit.

3. This test deter mines if any DT Cs are s tor ed in the PC M mem ory. To determ ine if a DT C is cur r ent, sel ec t “DTC

Information / Failed This Ignition”.

4. 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.

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

stopped. F or ex am ple, look at th e ECT va lue to s ee if the value is shif ted above o r bel ow wher e it sho uld b e. If

so, refer "Diagnostic Aid Table" on DTC P0118.

6. 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.

A15 – X3 A5 X40

Figure 6C3-2A-23

GEN III V8 PCM – POWERTRAIN OBD SYSTEM CHECK

STEP ACTION VALUE YES NO

1. 1. Install Tech 2 to Data Link Connector.

2. Select V8 GEN III Engine.

Does Tech 2 display Identification Data?

Go to Step 2 Go to

Data Link

Connector

Diagnosis,

in this Section

2. 1. Turn ignition “ON” and wait 5 seconds.

2. Turn ignition to “START” position.

Does engine crank?

Go to Step 3 Go to Starter

Cranking Circuit,

in this Section

3. 1. Using Tech 2, select ”Read DTC Info Ordered by

Priority”.

Are any Diagnostic Trouble Codes displayed?

Refer to

Applicable DTC

Table.

Start with lowest

DTC

Go to Step 4

4. Does engine start and continue to run?

Go to Step 5 Go to Engine

Cranks But Will

Not Run, in this

Section.

5. 1. Ignition "ON", engine "STOPPED".

2. Compare Tech 2 data with typical values shown on

scan data page.

Are values normal or within typical ranges?

Go to Step 6 Refer to

indicated

"Component(s) –

System" ch ec ks

in this Section.

6. 1. Ignition "ON", engine "RUNNING".

3. Compare Tech 2 data with typical values shown on

scan data page.

Are values normal or within typical ranges?

Refer to

Diagnostic Aids Refer to

indicated

"Component(s) –

System" ch ec ks

in this Section.

2.2 TABLE A-2 – GEN III V8 –

CHECK POWE RTRAIN MALFUNCTION INDICATOR LAMP (MIL)

Figure 6C3-2A-24 – Check Powertrain Malfunction Indicator lamp (MIL)

CIRCUIT DESCRIPTION:

The Powertrain Control Module (PCM) controls the Check Powertrain Malfunction Indicator Lamp (MIL) icon, via

serial data communication to the Instrument on the serial data circuit. When the PCM determines that the Check

Powertrain MIL should be activated, the PCM will send a message to the instruments via the serial data circuit

normal mode message, requesting the Check Powertrain MIL "ON”. The Instrument will then activate the Check

Powertrain MIL.

TEST DESCRIPTION:

NOTE: Number(s) below refer to step number(s) on the diagnostic table.

2. This test confirms that the Instrument MFD has passed its system check.

3. Disconnecting the Mass Air Flow Sensor should cause DTC 32 to set and the PCM to command the Check

Powertrain Lamp “ON” via the serial data normal mode message. If the DTC does not set then the internal

diagnostics of the PCM are not functioning correctly.

4. This test checks that the serial data normal mode message displays "ON" when the DTC sets.

A84–X1 (BLUE) A84-X2 (RED)

P3 X40 B68

Figure 6C3-2A-25

TABLE A-1 GEN III V8 PCM – NO "CHECK POWERTRAIN" MALFUNCTION INDICATOR LAMP (MIL)

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. Turn the ignition "ON".

2. Observe the Instrument Multi Function Display

(MFD).

Does the MFD display "OK!" once the “System Check” is

completed?

Go to Step 3 Refer to 12C

INSTRUMENTS

3. 1. Disconnect the Mass Air Flow Sensor connector

B68.

2. Start the engine and allow to idle for 20 seconds.

Does the MFD display the "Check Powertrain MIL"?

Check

Powertrain MIL

is operating

correctly

Go to Step 4

4. 1. Connect Tech 2 to the DLC.

2. With Tech 2 connected, select F0: Normal Mode,

with the Mass Air Flow Sensor connector B68, still

disconnected.

3. Start the engine and monitor the "Normal Mode"

data display.

Does the "Normal Mode" display "Check Powertrain

Lamp" display "ON"?

Refer to 12C

INSTRUMENTS Go to Step 5.

5. 1. Replace PCM. Refer to 6C3-3 Service Operations,

for PCM Security Link proc edure

Is action complete?

Verify Repair

2.3 GEN III V8 PCM – DATA LINK CONNECTOR DIAGNOSIS

Figure 6C3-2A-26 – Check Powertrain Malfunction Indicator Lamp (MIL)

CIRCUIT DESCRIPTION

Use a properly functioning T ech 2 with the diagnostic tables in this section. DO NOT use the ‘Clear DTC’ function

unless instructed by a diagnostic procedure.

IMPORTANT: This vehicle, equipped with a Powertrain Control Module (PCM), utilises an Electrically Erasable

Programm able Read Only Mem ory (EEPROM). Program the new PCM when the diagnostics call for replacement

of the PCM. Refer to PCM Replacement/ Programming in Section 6C3-3 SERVICE OPERATIONS.

DIAGNOSTIC AIDS

• If there is a fault with the PIM power feed or ground circuit, Tech 2 will not communicate with the PIM.

• If BCM DTC 007 is set, it indicates there is a problem (open) in circuit 800 (UART serial data circu it) between

the BCM and the PIM.

• If PIM DTC B2006 is set, it indicates there is a problem (open, short to ground, or short to voltage) in circuit

1045 (Class II Serial data circuit) between the PIM and the PCM.

• The following Table assumes that Tech 2 is fully functional.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

3. This step checks to see if the PCM is receiving all of the power supplies.

4. This step is checking the Ground circuits at the PCM.

12. This step checks to see if the Class II serial data circuit is shorted to ground.

13. This step checks to see if the Class II serial data circuit is shorted to voltage.

A84–X1 (BLUE) A84-X2 (RED)

A5 x40

Figure 6C3-2A-27

GEN III V8 PCM – DATA LINK CONNECTOR DIAGNOSIS

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. 3. Ignition ON, engine OFF.

4. Connect Tech 2 to the Diagnostic Link Connector

(DLC).

Does Tech 2 power-up?

Go to Step 3 Go to Step 7

3. 1. Ignition OFF.

2. Disconnect PCM connectors A84-X1 and A84-X2.

3. Ignition ON.

4. Probe each PCM battery and PCM ignition feed circuit

in PCM connectors, A84 X1-20 and A84 X1-57 (circuit

740, Orange wire) and A84 X1-19 (circuit 300, Orange

wire), using a test lamp connected to a known good

ground.

Does the test lamp illuminate at each terminal?

Go to Step 4 Go to Step 16

4. 1. Ignition OFF.

2. PCM connectors still disconnected.

3. Probe PCM ground circuits with a test light connected

to B+.

Is the test light ON for all ground circuits?

Go to Step 5 Go to Step 17

STEP ACTION VALUE YES NO

5. 1. Ignition OFF.

2. Reconnect both PCM connectors.

3. Connect Tech 2 to the DLC.

4. Ignition ON, engine OFF.

Does Tech 2 display Engine ID Information?

Go to OBD

System Check in

this Section.

Go to Step 6

6. Will the engine crank over? Go to Step 10 Refer to Starter

Cranking Circuit,

in this Section

7. 1. Ignition ON, engine OFF.

2. Probe the DLC terminal X1-16, circuit 740

(Orange/Black wire), with a test lamp connected to the

battery ground.

Is the test lamp illuminated?

Go to Step 8 Repair circuit

740 as required

(including fuse

F29)

8. 1. Probe the DLC terminal X1-4, circuit 150 (Black wire),

with a test lamp connected to B+.

Is the test lamp illuminated?

Go to Step 9 Repair circuit

150 as required.

9. 1. Inspect the Tech 2 connections to the DLC, including

proper terminal tension at the DLC.

Was a problem found?

Go to Powertrain

OBD System

Check Table

Refer Tech 2

Operators

Manual for Tech

2 Self Test

10. Will the engine start and run? Go to Step 18 Go to Step 14

11. 1. Disconnect PCM BLUE connector A84-X1 and PIM

connector A5.

2. Check for an open in the Class II serial data circuit

1045 (Yellow wire) between PCM BLUE connector

A84-X1, terminal X1-58, and PIM connector A5,

terminal X1-7.

Was a problem found?

Repair open in

circuit 5072. Go to Step 12

12. 1. Using test light connected to B+, probe the Class II

serial data circuit at the DLC X40, terminal X1-2, circuit

1045 (Yellow wire).

Is the test lamp illuminated?

Repair short to

ground in circuit

1045

Go to Step 13

13. 1. Using a test light connected to a known good ground,

probe the Class II serial data circuit at the DLC,

terminal 2, circuit 1045 (Yellow wire).

Is the test light illuminated?

Repair short to

voltage in circuit

1045.

Verify repair

Replace PCM,

refer PCM

Replacement in

6C3-3 Service

Operations

14. 1. Connect the Tech 2 to the DLC.

2. Select Body / Powertrain Interface Module (PIM) /

Diagnostic Trouble Codes.

Is PIM DTC B2006 set?

Go to Step 11 Go to Step 15

15.

In Step 14, were any other PIM DTC(s) set? Go to applicable

PIM DTC Table Go to Step 18

16. 1. Check for open circuit or short to ground and repair

power circuit that did not light test light.

Is action complete?

Verify Repair —

17. 1. Repair open in ground circuit that did not light test

light.

Is action complete?

Verify Repair —

18. 1. Repair open in Class II Serial Data circuit from DLC to

PCM.

Is action complete?

Verify Repair —

2.4 GEN III V8 PCM – ENGINE CRANKS BUT DOES NOT RUN

Figure 6C3-2A-28

CIRCUIT DESCRIPTION

The Engine Cranks but does not run diagnostic table assumes that the battery condition and engine cranking

speed are OK. If the battery condition and the cranking speed are not OK, refer to Section 12A BATTERY &

CABLES and Section 6D3-2 STARTING SYSTEM. Make sure that there is adequate fuel in the tank.

DIAGNOSTIC AIDS

• Check the duct work between the Mass Air Flow (MAF) Sensor and the throttle body for air leaks.

• A malfunctioning MAF Sensor may cause a no start or a stall after start. If you suspect this, disconnect the

MAF Se ns or. The PC M wil l default to th e s pe ed dens ity (M AP, I AT , RPM) in or der to c a lc ul ate the lo ad and t he

air flow.

• If this corrects the condition and the connections are OK, replace the MAF Sensor.

• If the steps above check OK, refer to Section 6C3-2B SYMPTOMS.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

2. This step checks to see if any PIM DTC(s) are set.

7. The ignition feed circuit for the camshaft and crankshaft position sensors is internally connected within the

PCM. A short to ground on either circuit will cause a no start condition.

B28 B30

Figure 6C3-2A-29

GEN III V8 PCM – ENGINE CRANKS BUT DOES NOT RUN

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 PIM DTC(s) set? Go to applicable

PIM DTC Tables Go to Step 3

3. 1. Ignition ON, engine OFF.

2. Probe both sides of the fuses listed below using a test

lamp connected to ground.

– F29

– F33

– F34

– F35

Does the test lamp illuminate on both sides of all the fuses?

Go to Step 4 Go to EFI Relay

Diagnosis for

further diagnosis

4. 1. Using Tech 2, select the PCM Diagnostic Trouble

Code (DTC) and the DTC Information options.

Does Tech 2 display any of the following DTC(s) P0230,

P0335, P0336, P0602?

Go to the

applicable DTC

table

Go to Step 5

5. 1. Using Tech 2, Monitor the “Theft Status” display in

Engine Data.

Does Tech 2 display NO START?

Go to Theft

Deterrent

System in 12J

BCM

Go to Step 6

6. 1. Monitor the engine speed while cranking the engine.

Is engine RPM indicated on Tech 2? Go to Step 10 Go to Step 7

7. 1. Disconnect the Crankshaft Position (CKP) Sensor

electrical con nect or.

2. Measure the voltage at the ignition feed circuit at the

CKP electrical connector using a DMM.

Does the DMM display near the specified value?

B+ Go to Step 14 Go to Step 8

8. 1. Disconnect the Camshaft Position (CMP) sensor

electrical con nect or.

2. Measure the voltage at the ignition feed circuit at the

CMP electrical connector using a DMM.

Does the DMM display near the specified value?

B+ Go to Step 15 Go to Step 9

9. 1. Inspect the camshaft and crankshaft position sensor

ignition feed circuits for a short to ground.

Did you find and correct the condition?

Go to Step 17 Go to Step 16

10. 1. Check the engine coolant temperature using Tech 2.

Is the engine coolant temperature on Tech close to the

actual engine temperature?

Go to Step 11 Go to DTC

P0118 ECT

Sensor Circuit

High Voltage

Table

11. 1. Enable the fuel pump using Tech 2.

Does the fuel pump operate?

Go to Step 12 Go to Fuel Pump

Relay Circuit

Diagnosis Table

12. 1. Ignition OFF.

2. Install the fuel pressure gauge. Refer to Fuel System

Diagnosis in this Section.

3. Ignition ON, engine OFF.

4. Observe the fuel pressure.

Is the fuel pressure within the specific range?

380-420 kPa Go to Step 13 Go to Fuel

System

Diagnosis Table

STEP ACTION VALUE YES NO

13. Perform the following additional checks:

• Check the duct between the Mass Air Flow (MAF)

Sensor and the throttle body for air leaks.

• Check that the throttle angle is at 0% at a closed

throttle. If the throttle angle is not at 0%, refer to DTC

P0122/P0123.

• A malfunctioning MAF Sensor may cause a no start or

a stall after a start. If you suspect this, disconnect the

MAF Sensor. The PCM will default to the speed

density (MAP, IAT, RPM) in order to calculate the

engine load and the intake air flow. If disconnecting the

MAF Sensor corrects the condition and the

connections are OK, replace the MAF Sensor.

• Inspect for an engine mechanical failure that causes

an engine not to start (i.e. timing chain, low

compression).

• Compare MAP/BARO parameters to another vehicle.

The parameter values should be close to each other.

Did you find and correct the condition?

Go to Step 17 Go to Hard Start

for diagnosis in

6C3-2B

SYMPTOMS.

14. 1. Replace the CKP Sensor, refer to Crankshaft Position

Sensor Replace in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 17 —

15. 1. Replace the CMP Sensor, refer to Camshaft Position

Sensor Replace in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 17 —

16. 1. Replace PCM. Refer to PCM Programming and

PCM/PIM/BCM Security Link Procedure in 6C3-3

SERVICE OPERATIONS.

Is action complete?

Go to Step 17 —

17. 1. Using Tech 2, select Diagnostic Trouble Codes (DTC),

then the Clear DTC Information option .

2. Attempt to start the engine.

Does the engine start and continue to run?

Go to Step 18 Go to Step 3

18. 1. Idle the engine at the normal operating temperature.

2. Using Tech 2, select Diagnostic Trouble Codes (DTC),

DTC Information, then Failed This Ignition option.

Are any DTC(s) displayed?

Go to the

applicable DTC

table

Go to Step 19

19. 1. Using Tech 2, check for any other DTC(s).

Does Tech 2 display any DTC(s) that you have not

diagnosed?

Go to the

applicable DTC

table

System OK

2.5 GEN III V8 PCM – ENGINE CONTROL RELAY DIAGNOSIS

Figure 6C3-2A-30

CIRCUIT DESCRIPTION

The EFI relay protects the battery from a parasitic draw. The following components are powered by the EFI relay:

• Injectors/Ignition coils

• Transmission

• A/C System

• EVAP Solenoid

• MAF Sensor

• Heated Oxygen Sensors

DIAGNOSTIC AIDS

• The following may cause an intermittent:

– Poor connections. Check for adequate terminal tension.

– Corrosion.

– Incorrectly routed harness.

– Rubbed through wire insulation.

– Broken wire inside the insulation.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

IMPORTANT: For any test that requires probing the PCM or a component harness connector, use the Connector

Test Adaptor Kit J35616-A. Using this kit prevents damage to the harness connector terminals.

2. This test checks the fusible link F104 power feed to the EFI relay.

3. This test checks the fused power feed ignition circuit.

4. This test is checking the ground circuit of the EFI relay.

5. This step isolates the circuit from the EFI relay. All of the circuits at the relay are good if the test lamp

illuminates.

X4 (Part of X100)

Figure 6C3-2A-31

GEN III V8 PCM – EFI (ENGINE CONT.) RELAY DIAGNOSIS

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. Remove the engine compartment Fuse/Relay panel

cover, then remove the Engine Control relay R4.

3. Probe the fusible link F104 power feed circuit to the

EFI relay harness, terminal 30, with a test lamp

connected to ground.

Does the test lamp illuminate?

Go to Step 3 Go to Step 8

3. 1. Ignition ON, engine OFF.

2. Probe the fused ignition feed circuit to the Engine

Control relay harness terminal 85 with a test lamp

connected to ground.

Does the test lamp illuminate?

Go to Step 4 Go to Step 9

4. 1. Ignition OFF.

2. Probe the ground circuit to the relay harness terminal

86 with a test lamp, connected to B+.

Does the test lamp illuminate?

Go to Step 5 Go to Step 10

STEP ACTION VALUE YES NO

5. 1. Ignition OFF.

2. Jump the Engine Control relay B+ feed circuit terminal

30 and the Engine Control relay load circuit terminal 87

together, using a fused jumper wire.

3. Probe the following fuses with a test lamp connected

to ground:

– F32

– F33

– F34

– F35

Does the test lamp illuminate for all fuses?

Go to Step 6 Go to Step 11

6. 1. Check for poor terminal contact at the Engine Control

relay harness connector.

Did you find and correct the condition?

System OK Go to Step 7

7. 1. Replace the Engine Control relay.

Is the action complete? System OK –

8. 1. Repair the open in fusible link F104 circuit to the

Engine Control relay.

Is the action complete?

System OK –

9. 1. Repair the fused ignition feed circuit to the Engine

Control relay. Replace fuse if open.

Is the action complete?

System OK –

10. 1. Repair the open in the ground circuit for the Engine

Control relay.

Is the action complete?

System OK –

11. 1. Repair open in the Engine Control relay load circuit, or

open in fuse(s) circuit that did not illuminate the test

light.

Is the action complete?

System OK –

2.6 GEN III V8 PCM – FUEL PUMP RELAY CIRCUIT DIAGNOSIS

Figure 6C3-2A-32 – Fuel Pump Relay Circuit

CIRCUIT DESCRIPTION

W hen the igniti on s witc h is O N, the PCM ac t iv ates the in- tank f uel pump. The fuel pump rem ains O N as long as the

PCM receives reference pulses from the CKP system. If there are no reference pulses, the PCM turns the fuel

pump OFF after about 2-3 seconds.

The pump deliv er s f uel t o t he fuel r a il an d i nj ect ors an d, b ec aus e this is a s i ngle line system, f uel is a lso dir e c ted t o

the pressure regulator located in the fuel sender module assembly, in the fuel tank. The system pressure then,

remains at 380-440 k Pa. Excess fuel is return ed to the fuel tank, f rom the pressure regulator. W hen the engine is

stopped, a Tech 2 in the output controls function can turn ON the fuel pump.

Improper fuel system pressure may result in one or many of the following symptoms:

• Cranks but will not run

• Cuts out, may feel like an ignition problem

• Poor fuel economy

• Loss of power

• Hesitation

• DTCs

DIAGNOSTIC AIDS

• The following conditions may have caused the fuel pump fuse to open:

– The fuse was faulty.

– There is an intermittent short in the fuel pump power feed circuit.

– The fuel pump has an intermittent internal problem.

• For an intermittent condition, refer to Section 6C3-2B SYMPTOMS.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

3. This test checks for the proper fused power feed to the fuel pump relay.

4. This test checks to see if the ground signal is present at the fuel pump relay.

5. The test lamp only illum inates for two seconds even thoug h Tech 2 commanded position is ON. You will have

to command the fuel pump OFF then ON to re-enable the PCM fuel pump control.

12. Inspect the fuel pump fuse for an open. If the fuse is open, check the circuit for a short to ground.

A84-X2 (RED)

X200 X200A X206 X16 – (PART OF X100)

X402 X402A

Figure 6C3-2A-33

GEN III V8 PCM – FUEL PUMP RELAY CIRCUIT DIAGNOSIS

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. Check the fuel pump fuse, F28.

Is the fuse open? Go to Step 9 Go to Step 3

3. 1. Install Tech 2 to the DLC.

2. Remove the fuel pump relay R16 from the underhood

electrical centr e, X 100.

3. Ignition ON, engine OFF.

4. Probe the fused power feed circuit 240, in the fuel

pump relay R16 harness connector terminal 3, with a

test lamp, connect ed to groun d.

Does the test lamp illuminate?

Go to Step 4 Go to Step 12

4. 1. Probe the ground circuit 550 in the fuel pump relay

harness connector R16, terminal 2, with a test lamp

connected to B+.

Does the test lamp illuminate?

Go to Step 5 Go to Step 13

5. 1. Probe the fuel pump relay control circuit 465, in the

fuel pump relay R16 harness connector terminal 1,

with a test lamp, connected to ground.

2. Cycle the fuel pump ON and OFF using Tech 2.

Does the test lamp turn ON and OFF?

Go to Step 6 Go to Step 11

6. 1. Jumper the fused power feed circuit 240 to the fuel

pump circuit 120 (load), in the fuel pump relay R16

harness connector R16, terminals 3 to 5, using a fused

jumper wire.

Does the fuel pump operate?

Go to Step 18 Go to Step 7

7. 1. Leave the fused jumper wire connected.

2. Disconnect the fuel pump harness connector X402 at

the fuel pump module.

3. Probe the power feed circuit, in the fuel pump harness

connector, with a test lamp, connected to ground.

Does the test lamp illuminate?

Go to Step 8 Go to Step 14

STEP ACTION VALUE YES NO

8. 1. Leave the fused jumper wire connected.

2. Connect a test lamp, between the fused power feed

circuit and the ground circuit in the fuel pump harness

connector X402, terminals 4 and 2.

Does the test lamp illuminate?

Go to Step 25 Go to Step 15

9. 1. Ignition OFF.

2. Remove the fuel pump fuse F28.

3. Disconnect the fuel pump harness connector X402 at

the fuel pump.

4. Probe the load circuit 240, terminal 5, for the fuel pump

relay R16 in the underhood electrical centre, with a

test lamp, connect ed to B+.

Does the test lamp illuminate?

Go to Step 16 Go to Step 10

10. 1. Probe the fused power feed circuit 240 for the fuel

pump relay, at the engine compartment fuse/relay

panel, with a test lamp, connected to B+.

Does the test lamp illuminate?

Go to Step 20 Go to Step 21

11. 1. Ignition OFF.

2. Disconnect the PCM RED connector, A84-X2.

3. Check the continuity of the fuel pump relay control

circuit, from the relay harness connector to the PCM

RED connector, using a DMM.

Does the DMM display the specified value or lower?

5 Ω Go to Step 22 Go to Step 17

12. 1. Repair the open fused power feed circuit to the relay.

Replace fuse if open.

Is the action complete?

Go to Step 26 –

13. 1. Repair the open relay ground circuit.

Is the action complete? Go to Step 26 –

14. 1. Repair the open circuit between the fuel pump relay

and fuel pump.

Is the action complete?

Go to Step 26 –

15. 1. Repair the open in the ground circuit 650 to the fuel

pump.

Is the action complete?

Go to Step 26 –

16. 1. Repair the short to ground in the fuel pump relay load

circuit between the relay and the fuel pump.

Is the action complete?

Go to Step 26 –

17. 1. Repair open or short to ground in the fuel pump relay

control circuit.

Is the action complete?

Go to Step 26 –

18. 1. Check for poor connections at the relay.

Was a problem found? Go to Step 26 Go to Step 19

19. 1. Replace the fuel pump relay, R16.

Is the action complete? Go to Step 26 –

20. 1. Repair the short to ground in the fuel pump relay fused

power feed circuit between the relay and the fuse.

Is the action complete?

Go to Step 26 –

21. 1. Ignition OFF.

2. Reinstall the fuel pump relay.

3. Install a new fuse.

4. Connect the fuel pump harness to the fuel pump.

5. Ignition ON, engine OFF.

6. Command the fuel pump relay ON using Tech 2.

Is the Fuel Pump fuse open?

Go to Step 24 Intermittent

conditions.

Refer to

Diagnostic Aids

22. 1. Check for a poor connection at the PCM.

Did you find and correct the condition? Go to Step 26 Go to Step 23

23. 1. Replace PCM. Refer to 6C3-3 SERVICE

OPERATIONS, for PCM Programming and

PCM/PIM/BCM Security Link Procedure.

Is action complete?

Go to Step 26 –

24. 1. Inspect the fuel pump harness at the fuel tank for a

short to ground.

2. If a short is found, repair the circuit as nec es sary .

Was a problem found?

Go to Step 26 Go to Step 25

25. 1. Replace the fuel pump.

Is the action complete? Go to Step 26 –

STEP ACTION VALUE YES NO

26. 1. Select the Diagnostic Trouble Codes (DTC) option and

the Clear DTC Information option, using Tech 2.

2. Attempt to start the engine.

Does the engine start and continue to run?

Go to Step 27 Go to Step 2

27. 1. Idle the engine until the normal operating temperature

is reached.

2. Select the Diagnostic Trouble Code (DTC) option.

Are any DTCs displayed?

Go to applicable

DTC table System OK

2.7 GEN III V8 PCM – FUEL PUMP ELECTRICAL CIRCUIT (UTILITY ONLY)

Figure 6C2-2A-34 – Fuel Pump Electrical Circuit

CIRCUIT DESCRIPTION:

W hen the ignition switch is f irst 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 and injectors and, because this is a single line system, fuel is also directed to the pressure

regulator l ocated in the in-tank fuel s ender module as sem bly. The system then, rem ains at 380 – 440 k Pa. Excess

fuel is returned to the fuel tank from the pressure regulator. When the engine is stopped, the Fuel Pump can be

turned "ON" by using the Tech 2 output controls function.

The PCM a lters Fuel P ump speed b y applying or rem oving a 67% dut y cycle on the F uel Pum p PWM dr iver circui t

260 to the Fuel Pump Control Module. Under normal driving conditions, the PCM will apply a 67% PWM ground

signal to the Fuel Pump Control Module circuit 260. This 67% duty cycle will command the Fuel Pump Control

Module t o run the fuel pum p at a lo wer speed, (lo wer fuel vo lume, lo w voltage su pplied to f uel pump, bet ween 7 to

9 volts) . W hen high er f uel volume is requ ired due to in cr eased en gine loa d, th e PCM will rem ove the supp lie d 67%

PW M ground signal from circuit 260. This will cause the Fuel Pump Control Module to switch internally and allow

the Fuel Pump to run at a higher speed (higher fuel volum e, system voltage applie d to fuel pump). The PC M also

compensates for low system voltage by comm anding the Fuel Pum p Control Module to s witch to high speed Fuel

Pump , when system voltage is low.

TEST DESCRIPTION:

NOTE: Number(s) below refer to step number(s) on the diagnostic table.

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 ground 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 ground.

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

14. Checks the ground 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 ground.

26. If the Fuel Pump is operating but incorrect pressure is noted, the Fuel Pump wiring is OK. Go to Table 2.6.

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

ground 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 is not serviced separately from the Modular Sender Assembly. If the pump is confirmed as being

faulty, then the complete Modular Sender Assembly must be replaced.

NOTICE:

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

brake is firmly applied.

A84-X2 (RED)

M8 A47 X16 (Part of X100)

Figure 6C3-2A-35

GEN III V8 PCM – FUEL PUMP ELECTRICAL CIRCUIT (UTILITY ONLY)

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 Table

first Go to step 3

3. 1. Connect Fuel Pressure Gauge and adaptor to the fuel

pressure tap fitting.

2. Turn the ignition switch to the "ON" position.

3. Select “Fuel Pump Relay Output Control” with Tech 2.

4. Observe the pressure gauge while activating the fuel

pump "ON" with Tech 2.

5. Note fuel pressure on Fuel Pressure Gauge.

Is proper fuel pressure indicated?

380 to 440

kPa Go to Step 4 Go to Step 5

4. 1. Engine idling.

2. Observe the Fuel Pressure Gauge at idle.

3. Using Tech 2, select 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

5. 1. Ignition "OFF".

2. Disconnect Fuel Pump Control Module.

3. Connect a fused jumper wire between Fuel Pump

Control Module harness connector A47, terminal X1-6

(Fuel Pump power feed circuit) and Battery +12 volts.

4. Connect a second jumper between the Fuel Pump

Control Module harness connector A47 terminal X1-5

(Fuel Pump ground circuit) and chassis ground.

5. Note the fuel pressure on the Fuel Pressure Gauge.

Is proper fuel pressure indicated?

380 to 440

kPa Go to Step 6 Go to Step 26

STEP ACTION VALUE YES NO

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 A47 terminal X1-8 (Fuel

Pump Control Module relay feed circuit) and ground.

4. Ignition "ON".

5. Using the Tech 2 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. 1. Probe A47 terminal X1-4 (Fuel Pump Control Module

ground circuit) with a test light to +12 volts.

Is the test light "ON"?

– Go to Step 8 Go to Step 25

8. 1. Ignition "OFF".

2. Disconnect the PCM connector A84-X2 (RED).

3. Probe the Fuel Pump Control Module PWM driver

circuit X2-5 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 ground in the Fuel Pump Control

Module PWM driver circuit .

Is action complete?

– Go to Step 39 –

10. 1. Ignition "OFF".

2. Reconnect PCM and Fuel Pump Control Module

connectors.

3. Ignition "ON".

4. Install a Digital Multimeter (DMM) to measure voltage

between the Fuel Pump Control Module connector A47

terminal X1-7 (Fuel Pump Control Module PW M driver

circuit) and A47 terminal X1-4 (ground circuit ).

5. Using the Tech 2 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"?

2 – 4 volts Go to Step 11 Go to Step 38

11. 1. Ignition "ON".

2. Using a test light, back-probe between the Fuel Pump

Module connector A47 terminal X1-6 (Fuel Pump

power feed circuit) and A47 terminal X1-5 (Fuel Pump

ground circuit).

3. Using the Tech 2 output test functions, command the

Fuel Pump Relay "ON" and "OFF".

4. Observe the test light.

Is the test light "ON" while the Fuel Pump Relay is

commanded "O N"?

– Go to Step 12 Go to Step 34

12. 1. Check for a poor connection 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

in this

diagnostic.

13. 1. Ignition "OFF".

2. Remove the Fuel Pump Relay R16.

3. Ignition "ON".

4. Probe the Fuel Pump Relay fused power feed circuit

240 with a test light to ground.

Is the test light "ON"?

– Go to Step 14 Go to Step 19

14. 1. With the Fuel Pump Relay R16 still removed, connect

test light between the Fuel Pump Relay power feed

circuit 240 and the Fuel Pump Relay ground circuit 550

(X16 terminal 2).

Is the test light "ON"?

– Go to Step 15 Go to Step 20

15. 1. Connect the test light between the Fuel Pump Relay

control circuit 465 (X16-1) and ground circuit 550 (X16-

2).

2. Using the Tech 2 output control function, command the

Fuel Pump Relay "ON".

Is the test light "ON" when the Fuel Pump Relay is

commanded "O N"?

– Go to Step 16 Go to Step 21

STEP ACTION VALUE YES NO

16. 1. Connect a fused jumper wire between Fuel Pump

Relay connector power feed circuit 240 (terminal X16-

3) and output power feed circuit 120 (terminal X16-5).

2. Probe the Fuel Pump power feed circuit at the Fuel

Pump Control Module A47 harness connector, terminal

X1-6 with a test light to ground.

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. 1. Replace the Fuel Pump Relay, R16.

Is action complete? – Go to Step 39 –

19. 1. Locate and repair open in Fuel Pump Relay fused

power feed circuit 240.

Is action complete?

– Go to Step 39 –

20. 1. Locate and repair open in Fuel Pump Relay ground

circuit 550.

Is action complete?

– Go to Step 39 –

21. 1. Ignition "OFF".

2. Disconnect the PCM connector A84-X2 (RED).

3. Probe the Fuel Pump Relay control circuit X2-5 at the

PCM connector with a test light to + 12 volts.

Is test light "ON"?

– Go to Step 22 Go to Step 23

22. 1. Locate and repair short to ground in the Fuel Pump

Relay control circuit 465.

Is action complete?

– Go to Step 39 –

23. 1. Check for the following conditions:

• Fuel Pump Relay control circuit 465 for an open

between the Fuel Pump Relay and the PCM.

• Fuel Pump Relay control circuit 465 for a poor

terminal connection at PCM A84-X2 (RED),

terminal X2-9.

2. If a problem is found, repair as necessary.

Was a problem found?

– Go to Step 39 Go to Step 38

24. 1. Check for an open or poor connection in the Fuel

Pump Control Module A47 Fuel Pump power feed

circuit 1058.

Was a problem found?

– Go to Step 39 Go to Step 35

25. 1. Locate and repair open in Fuel Pump Control Module

A47 ground circuit 650.

Is action complete?

– Go to Step 39 –

26. 1. Remove the fuel tank filler cap and listen for the Fuel

Pump running.

Is the Fuel Pump running?

– Go to

2.6 Fuel System

Diagnosis

Go to Step 27

27. 1. Using fused jumper wires, jumper Fuel Pump Control

Module A47 terminal X1-6 circuit 1058 to +12 volts,

and jumper terminal X1-5 circuit to ground.

2. Raise the vehicle.

3. Disconnect the Fuel Pump electrical connector at the

fuel tank patch harness.

4. Connect a test light between the Fuel Pump electrical

connector power feed circuit , and fuel pump

ground circuit at PCM s ide of connector .

Is the test light "ON"?

– Go to Step 36 Go to Step 28

28. 1. Probe the Fuel Pump power feed circuit 1058 at the

Fuel Pump electrical connector with a test light

connected to chassis ground.

Is the test light "ON"?

– Go to Step 30 Go to Step 29

29. 1. Locate and repair open in the Fuel Pump power feed

circuit 1058.

Is action complete?

– Go to Step 39 –

30. 1. Locate and repair open in the Fuel Pump ground

circuit 1580.

Is action complete?

– Go to Step 39 –

STEP ACTION VALUE YES NO

31. 1. Ignition "OFF"

2. Using a test light, backprobe between the Fuel Pump

Control Module A47 terminal X1-7 (Fuel Pump Control

Module PWM circuit ) and terminal X1-8 (Fuel Pump

Control Module Fuel Pump Relay circuit).

3. Ignition "ON", engine idling.

4. Observe the test light while the engine is idling.

5. Using Tech 2, select Fuel P ump Speed a nd select

High Speed.

Is the test light "ON" but dull when the engine is idling, and

brighter when the fuel pump high speed is turned "ON"?

– Go to Step 32 Go to Step 33

32. 1. Using a DMM, backprobe between Fuel Pump control

module A84 terminal X1-5 (Fuel Pump ground circuit )

and terminal X1-6 (Fuel Pump power supply circuit ).

2. Engine idling for longer than 15 seconds.

3. Observe the voltage on the DMM while the engine is

idling.

4. Using Tech 2, select Fuel Pump Speed , and

select High Speed.

• Idle speed voltage is the first value shown.

• Fuel Pump High Spee d voltage is t he s ec o nd

value shown.

Does the voltage measure near the specified values?

8 – 9 volts

at idle.

+12 volts

with fuel

pump at

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, A84-X2 (RED),

Terminal 5.

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 A47.

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. 1. Replace the Fuel Pump Control Module A47.

Is action complete? – Go to Step 39

36. 1. Remove the Fuel Sender Module Assembly. Refer to

8A FUEL TANK.

2. Check terminal connections at the Fuel Pump, M8.

3. If a problem is found, repair faulty terminal as

necessary.

Was a problem found?

– Go to Step 39 Go to Step 37

37. 1. Replace the Fuel Sender Module assembly.

Is action complete? – Go to Step 39 –

38. 1. Replace PCM. Refer to PCM Programming and

PCM/PIM/BCM Security Link Procedure, in 6C-3

SERVICE OPERATIONS.

Is action complete?

– Go to Step 39 –

39. 1. Ignition "ON", select Fuel Pump Relay output control

with Tech 2.

2. Observe the Fuel Pressure Gauge while turning the

fuel pump "ON" with Tech 2.

3. Note the fuel pressure on the Fuel Pressure Gauge.

Is proper fuel pressure indicated?

380 to 440

kPa Go to Step 40 Go to Step 5

40. 1. Ignition "OFF".

2. Fuel Pressure Gauge still installed.

3. Ignition "ON", engine idling.

4. Observe the Fuel Pressure Gauge at idle.

5. Using Tech 2, select 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 exists,

Refer to 6C3-2B

SYMPTOMS in

this Section.

Go to Step 2

2.8 GEN III V8 PCM – FUEL SYSTEM DIAGNOSIS

Figure 6C3-34 – Fuel System Testing

Legend

1. J 37287 Fuel Line Shut-off Adaptor

2. Rear Fuel Return Pipe

3. T-connector

4. Fuel Return Pipe

5. Fuel Feed Pipe

6. J 34730-1A Fuel Pressure Gauge

CIRCUIT DESCRIPTION

W hen the ign iti on is tur n ed O N, the Po wer trai n C ontr o l Mod ul e (PC M) s upp lies po wer to t he in- ta nk fuel pum p. The

in-tank fuel pump remains ON as long as the engine is cranking or running and the PCM receives reference pulses.

If there are no reference pulses, the PCM turns the in-tank fuel pump OFF 2 seconds after the ignition switch is

turned ON or 2 seconds after the ignition stops running.

The electric fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies fuel

through an i n-line fuel f ilter to the f uel rail assem bly. The f uel pump provi des fuel at a pres sure above t he pres sure

needed b y the fue l inj ectors . T he fuel pres sure r egulat or k eeps the f uel ava ilab le to the fuel injector s at a r egulat e d

pressure. The fuel pressure regulator attaches to the fuel sender assem bly return pipe . Unused fuel returns to the

fuel tank by a separate f uel return p ipe. The fuel r eturn pipe attac hes to a T -connector in th e fuel feed p ipe on the

outlet side of the fuel filter.

TEST DESCRIPTION

NOTE: Number(s) below refer to the step number(s) on the diagnostic table.

2. When the ignition switch is ON and the fuel pump is running, the fuel pressure indicated by the fuel pressure

gauge should read 380-440 kPa. The spring pressure inside the fuel pressure regulator controls the fuel

pressure.

3. A fuel system that drops more than 34 kPa in 10 minutes has a leak in one or more of the following areas:

– The fuel pipes

– The fuel pump check valve

– The fuel pump flex pipe

– The valve or valve seat within the fuel pressure regulator

– The fuel injector(s)

4. A fuel s ystem that drops m ore tha n 14 kPa in 10 m inutes after bein g rel ieved to 6 9 k Pa indicates a leak ing fue l

pump check valve.

5. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean condition. A lean

condition can cause a loss of power, surging, or misfire. You can diagn ose a lean condition usin g a Tech 2. If

an extrem ely lean condit ion occur s, the heat ed ox ygen sensor (s) will stop to ggling. T he heat ed ox ygen s ensor

output voltage(s) will drop below 300 mV. The fuel injector pulse width will increase.

IMPORTANT: Make sur e the f uel system is not op erating in th e F ue l Cut-O f f Mode. If s o, this can c aus e f als e T ec h

2 readings.

10. A rich condition may result from the fuel pressure being above 440 kPa. A rich condition may cause DTC

P0132, DTC P0152, DTC P0172 or DTC P0175 to set. Driveability conditions associated with rich conditions

can include hard starting followed by black smoke and a strong sulphur smell in the exhaust.

11. T his test deter m ines if the high f uel press ure is due t o a res tricted f uel re turn p ipe or if the h igh fue l press ure is

due to a faulty fuel pressure regulator.

12. A lean condition may result from the fuel pressure being below 380 kPa. A lean condition may cause DTC

P0131, DTC P0151, DTC P0171 or DTC P0174 to set. Driveability conditions associated with lean conditions

can include hard starting (when the engine is cold), hesitation, poor driveability, lack of power, surging, and

misfiring.

NOTE: Do not allow the fuel pressure to exceed 500 kPa. Fuel pressure in excess of 500 kPa may damage the fuel

pressure regulator.

13. Res tric tin g the f uel r eturn pipe with t he J 372 87 f uel pi p e s hut-of f adaptor c auses the f uel pr es sur e to r ise abo ve

the regulated fuel pressure. Using a Tech 2 to pressurise the fuel s ystem, the fuel pressure should rise above

440 kPa (62 psi) as the valve on the fuel pipe shut-off adaptor connected to the fuel return pipe becomes

partially closed.

18. Check the spark plug associated with a particular fuel injector for fouling or saturation in order to determine if

that particular fuel injector is leaking. If checking the spark plug associated with a particular fuel injector for

fouling or saturation does not determine that a particular fuel injector is leaking, use the following procedure:

1. Remove the fuel rail, but leave the fuel pipe connected to the fuel rail. Refer to Fuel Rail Assembly

Replacement in Section 6C3-3 SERVICE OPERATIONS.

2. Lift the fuel rail just enough to leave the fuel injector nozzles in the fuel injector ports.

CAUTION: In order to reduce the risk of fire and personal injury that may result from fuel spraying on

the engine, verify that the fuel rail is positioned over the fuel injector ports. Also verify that the fuel

injector retainin g clip s ar e intact.

3. Pressurise the fuel system using Tech 2 and Fuel Pump Enable.

4. Inspect the fuel injector nozzle for leaks.

GEN III V8 PCM – FUEL SYSTEM DIAGNOSIS

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. CAUTION: Wrap a shop towel around the fuel

pressure connection in order to reduce the risk of

fire and personal injury. The towel will absorb any

fuel that may leak from the pressure gauge. Place

the towel in an approved container when the

connection of the fuel pressure gauge is complete.

1. Ignition OFF.

2. Air conditioning OFF.

3. Install the J34730-1A fuel pres sure gaug e.

4. Place the bleed hose of the fuel pressure gauge

into an approved petrol conta i ner.

5. Ignition ON.

6. Bleed the air out of the fuel pressure gauge.

7. Ignition OFF for 10 seconds.

8. Ignition ON.

IMPORTANT: The fuel pump will run for approximately

2 seconds. Cycle the ignition as necessary in order to

achieve the highest possible fuel pressure.

9. Observe the fuel pressure with the fuel pump

running.

Is the fuel pressure within the specified limits?

380-440 kPa Go to Step 3 Go to Step 10

STEP ACTION VALUE YES NO

3. IMPORTANT: The fuel pressure may vary slightly when

the fuel pump stops running. After the fuel pump stops

running, the fuel pressure should stabilise and remain

constant.

Does the fuel pressure drop more than the specified

value in 10 minutes?

34 kPa Go to Step 8 Go to Step 4

4. 1. Relieve the fuel pressure to the upper specified

value.

Does the fuel pressure drop more than the lower

specified value in 10 minutes?

69 kPa

14 kPa

Go to Step 17 Go to Step 5

5. 1. Do you suspect the fuel pressure of dropping off

during acceleration, cruise, or hard cornering?

Go to Step 6 Go to Section

6C3-2B

Symptoms

6. 1. Inspect the following items for a restriction:

• The fuel filter.

• The fuel feed pipe.

Did you find a restriction?

Go to Step 21 Go to Step 7

7. 1. Remove the fuel sender assembly. Refer to Fuel

Sender Assembly Replacement in 6C3-3 SERVICE

OPERATIONS.

2. Inspect the following items:

– The fuel pump strainer for a restriction.

– The fuel pump flex pipe for leaks.

– The fuel pressure regulator for leaks.

– The fuel pressure regulator fuel return flex pipe

for leaks.

– Verify the fuel pump is correct for this vehicle.

Did you find a problem in any of these areas?

Go to Step 21 Go to Step 17

8. 1. Relieve the fuel pressure. Refer to Fuel Pressure

Relief Procedure in 6C3-3 SERVICE

OPERATIONS.

2. Disconnect the fuel feed pipe from the fuel rail.

Refer Quick Connect Fitting(s) Service (Metal

Collar) in 6C3-3 SERVICE OPERATIONS.

3. Install the J37287 fuel pipe shut-off adaptor

between the fuel feed pipe and the fuel rail.

4. Open the valve on the fuel feed pipe shut-off

adaptor.

5. Pressurise the fuel system using Tech 2.

6. Place the bleed hose of the fuel pressure gauge

into an approved petrol container.

7. Bleed the air out of the fuel pressure gauge.

8. Wait for the fuel pressure to build.

9. Close the valve in the fuel feed pipe shut-off

adaptor.

Does the fuel pressure remain constant?

Go to Step 9 Go to Step 18

9. NOTE: This step will require an assistant.

1. Open the valve in the fuel feed pipe shut-off

adaptor.

2. Relieve the fuel pressure. Refer to Fuel Pressure

Relief Procedure in 6C3-3 SERVICE

OPERATIONS.

3. Raise the vehicle.

4. Disconnect the steel fuel return pipe at the nylon

rear return pipe. Refer Quick Connect Fitting(s)

Service (Plastic Collar) in 6C3-3 SERVICE

OPERATIONS.

5. Drain any remaining fuel from the pipes into an

approved petrol conta iner .

6. Install the J37287 fuel pipe shut-off adaptor

between the steel fuel return pipe and rear nylon

return pipe.

7. Pressurise the fuel system using Tech 2.

8. Wait for the fuel pressure to build.

9. Close the valve in the fuel pipe shut-off adaptor that

is connected to the fuel return pipe.

Does the fuel pressure remain constant?

Go to Step 16 Go to Step 17

10. Is the fuel pressure above the specific value?

440 kPa Go to Step 11 Go to Step 12

STEP ACTION VALUE YES NO

11. 1. Relieve the fuel pressure. Refer to Fuel Pressure

Relief Procedure in 6C3-3 SERVICE

OPERATIONS.

2. Disconnect the steel fuel return pipe at the nylon

rear return pipe. Refer Quick Connect Fitting(s)

Service (Plastic Collar) in 6C3-3 SERVICE

OPERATIONS.

3. Drain any remaining fuel from the fuel pipes into an

approved petrol container.

4. Attach a length of flexible fuel hose to the steel fuel

return pipe attached to the T-connector.

5. Place the open end of the flexible fuel hose into an

approved petrol container.

6. Turn ON the fuel pump using Tech 2.

7. Observe the fuel flow with the fuel pump running.

Is there fuel flow?

Go to Step 20 Go to Step 19

12. Is the fuel pressure above the specified value?

0 kPa Go to Step 13 Go to Step 14

13. NOTE: This step will require an assistant.

1. Relieve the fuel pressure. Refer to Fuel Pressure

Relief Procedure in 6C3-3 SERVICE

OPERATIONS.

2. Raise the vehicle.

3. Disconnect the steel fuel return pipe at the nylon

rear return pipe. Refer Quick Connect Fitting(s)

Service (Plastic Collar) in 6C3-3 SERVICE

OPERATIONS.

4. Drain any remaining fuel from the fuel pipes into an

approved petrol conta iner .

5. Install the J37287 fuel pipe shut-off adaptor

between the steel fuel return pipe and the nylon

rear fuel return pipe.

6. Open the valve on the fuel pipe shut-off adaptor.

7. Pressurise the fuel system using Tech 2.

8. Place the bleed hose of the fuel pressure gauge

into an approved petrol conta i ner.

9. Bleed the air out of the fuel pressure gauge.

10. Slowly close the valve in the fuel pipe shut-off

adaptor that is connected to the fuel return pipe.

NOTE: Do not allow the fuel pressure to exceed 500

kPa. Fuel pressure in excess of 500 kPa may damage

the fuel pressure regulator.

Does the fuel pressure rise above the specified value?

440 kPa Go to Step 16 Go to Step 7

14. 1. Refer to “Fuel Pump Relay Circuit Diagnostic Table”

in this Section, to diagnose the fuel pump electrical

circuit.

Did you find a problem with the fuel pump electrical

circuit?

Go to Step 21 Go to Step 15

15. 1. Inspect the following items:

• The fuel filter for obstructions.

• The fuel feed pipe.

• The fuel pump strainer for obstructions.

• The fuel pump flex pipe for leaks.

Did you find a problem in any of these areas?

Go to Step 21 Go to Step 17

16. 1. Faulty fuel pressure regulator. Replace the fuel

sender assembly. Refer to Fuel Sender Assembly in

6C3-3 SERVICE OPERATIONS.

Is the action complete?

System OK –

17. 1. Faulty fuel pump. Replace the fuel sender

assembly. Refer to Fuel Sender Assembly in 6C3-3

SERVICE OPERATIONS.

Is the action complete?

System OK –

18. 1. Locate and replace any leaking fuel injector(s).

Is the action complete? System OK –

19. 1. Locate and correct the restriction in the steel fuel

return pipe or the T-connector .

Is the action complete?

System OK –

STEP ACTION VALUE YES NO

20. 1. Inspect the nylon rear fuel return pipe for a

restriction.

Did you find a restriction?

Go to Step 21 Go to Step 16

21. 1. Repair the problem as necessary.

Is the action complete? System OK –

2.9 GEN III V8 PCM – STARTER CRANKING CIRCUIT

Figure 6C3-35 – Starter Cranking Circuit

CIRCUIT DESCRIPTION

When the ignition is turned to the ON position, battery power is supplied from a fusible link to the Start Relay R1,

terminal X1-30. As the ignition switch is turned to the START position, power is also supplied from the ignition

switch S149 to the Start Relay R1, at terminal X1-85. The Powertrain Interface Module (PIM) supplies the ground

signal needed to energise the start relay from X1-86 which allows power to the starter motor solenoid.

When the BCM receives the correct theft deterrent signal, the BCM will send a command via the serial data (UART)

to the PIM to allo w star ter motor oper ation. At the sa me time the PIM will s en d a c ommand via the ser ia l data Clas s

II circuit to the PCM to allow fuel injector pulses.

If the PCM determines that an improper theft deterrent signal was sent from the PIM, or no theft deterrent signal

was sent, the PCM will not allow fuel injection pulses. When the start relay receives this ground signal from the

PIM, the rela y will be energ ised, al lo wing the st arter motor to oper ate.

If there is a prob lem with t h e thef t d eter rent sign al from the BCM to t he PC M, or a ground or p o wer f eed prob l em at

the PIM, DTC P1626, P16 3 0, or P1631 wil l set.

If there is a high voltage problem on the starter relay PIM control circuit, PIM DTC P2007 will set.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

3. T his step c hecks to see if DTC P1626, DTC P163 0 or DT C P1631 are set. Eithe r of these DT Cs could prev ent

the vehicle from starting.

6. T his step checks to see if power is being applied to the starter motor. If the test light illuminates, the problem is

with the starter motor.

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

A5 S187 X1 - PART OF X100

S149-X1 M15 – X1

Figure 6C3-2A-36

GEN III V8 PCM – STARTER CRANKING 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. 1. Observe the Theft Deterrent LED on the Instrument

panel.

2. Key ON, engine OFF.

Is the Theft LED flashing?

Go to Theft

Deterrent

System, in

12J BCM.

Go to Step 3

3. 1. Install Tech 2.

2. Using Tech 2, check for a DTC P1626, DTC P1630 or

DTC P1631, in the PCM.

Are any DTC(s) set?

Go to the

appropriate DTC

Table

Go to Step 4

4. Does Tech 2 display PIM serial data? Go to Step 5 Go to Step 21

5. 1. Ignition ON, engine OFF.

2. Using Tech 2, select the PIM Normal Mode data list.

Does the PIM Normal Mode “Theft Status” message

display START?

Go to Step 6 Go to Step 23

6. 1. Ignition OFF.

2. Using a test light, probe the starter solenoid M15,

terminal X1-A with test light connected to ground.

3. Have an assistant 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

6D3-2 Starting

System

Go to Step 7

7. 1. Check fusible link F105.

Was fusible link blown? Go to Step 17 Go to Step 8

8. 1. Remove the start relay, R1.

2. With a test light connected to ground, probe the start

relay harness connector, terminal X1-30.

Does the test light illuminate?

Go to Step 9 Go to Step 19

9. 1. With the start relay still removed and the test light

connected to ground, probe the start relay harness

connector terminal X1-85.

2. Turn the ignition to the START position.

Did the test light illuminate?

Go to Step 11 Go to Step 18

STEP ACTION VALUE YES NO

10. 1. Check for an open circuit between the starter solenoid

connector terminal X1-A and the start relay connector

terminal X1-87.

Was a problem found?

Verify Repair Go to Step 12

11. 1. Ignition OFF.

2. Remove the Start Relay, R1.

3. Connect a test light between the relay harness

connector terminals X1-85 and X1-86.

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 10 Go to Step 13

12. 1. Replace the start relay.

Is the action complete? System OK –

13. Is the vehicle equipped with a manual transmission? Go to Step 16 Go to Step 14

14. 1. Ignition ON engine OFF.

2. With a test light connected to B+, probe terminals X1-E

and X1-G, at the Neutral Start Switch A83.

Did the test light illuminate at both terminals?

Go to Step 20 Go to Step 15

15. 1. Check the adjustment of the neutral start switch.

NOTE: If the test light illuminated at only one terminal and

adjustment of neutral start switch does not fix the problem,

replace the switch.

Does test lamp now illuminate at both terminals?

System OK –

16. 1. Check for open in the start relay control circuit 434

from the PIM to the Start Relay.

Was a problem found?

System OK Go to Step 21

17. 1. Repair the short to ground in the faulty circuit.

2. Replace the fusible link as necessary.

Is the action complete?

System OK –

18. 1. Repair the open in the ignition circuit.

Is the action complete? System OK –

19. 1. Check for an open circuit including the fusible link,

F105.

Is the action complete?

System OK –

20. 1. Check for an open in circuit 275 from PIM terminal X1-

8 to the neutral start switch, terminal X1-G.

Was a problem found?

Verify Repair Go to Step 23

21. 1. Check the PIM power feed circuit and ground circuit for

opens or shorts.

Was a problem found?

Verify Repair Go to Step 22

22. 1. Check for an open, short to ground or short to voltage

in the UART circuit.

Was a problem found?

Verify Repair Go to Step 23

23. 1. Check for poor connection at PIM.

Was a problem found? Verify Repair Go to Step 24

24. 1. Replace PIM. Refer to Powertrain Interface Module

Replacement, in 6C3-3 SERVICE OPERATIONS.

Is action complete?

Verify Repair –

3. DIAGNOSTIC TROUBLE CODE TABLES

GEN III V8 PCM – DTC P0101 MASS AIR FLOW SYSTEM PERFORMANCE

Figure 6C3-2A-37 – Mass Air Flow

CIRCUIT DESCRIPTION

The Mass Air Flow (MAF) Sensor m easures the amount of air ingested by the engine. The direct m easurement of

the air entering the engine is more accurate than calculating the airflow from the MAP, the IAT and the engine

speed (speed/density). The MAF sensor has a battery feed, ground, and a signal circuit.

The MAF Sensor used on this engine is a hot wire type and is used to measure air flow rate. The MAF output

frequency is a func tion of th e po wer requ ir ed t o keep the air f low sensing elements ( hot wire) at a f ix ed temperature

above t he ambien t temperatur e. Air flo wing through th e sensor c ools the sens ing elem ents. T he am ount of coolin g

is prop ortiona l to t he am ount of a ir flo w. T he MAF Se nsor requ ires a gre ater amount of c urrent in order to m aintain

the hot wires at a constant tem perature as the air f low increases . T he MAF Sens or c onverts the c hanges in current

draw to a frequency signal read by the PCM. The PCM calculates the air flow (grams per second) based on this

signal.

The PCM monitors the MAF Sensor frequenc y. The PCM can determ ine if the sensor is stuck low, stuck high, not

provid ing th e airflow val ue ex pec ted f or a giv en op er at ing c on dit ion , or that the s ignal appe ar s to be stuc k bas ed on

a lack of signal variation expected during the normal operation. This diagnostic checks the range/performance of

the MAF Sensor.

The MAF s ystem performance or rationality diagnostic uses the MAP, the IAT, and the engine speed to calculate

an expected airflow rate. The PCM then compares the rate to the actual measured airflow from the MAF Sensor.

The PCM only compares the actual MAF value and the calculated value during conditions where the values are

likely to match. This DTC sets if the actual MAF reading is not within a predetermined range of the calculated

reading.

CONDITIONS FOR RUNNING THE DTC

• DTCs P0102, P0103, P0107, P0108, P0121, P0122, P0123 are not set.

• The engine is running.

• The throttle position angle is less than 50% and the engine vacuum (BARO-MAP) is greater than 65 kPa.

• The system voltage is greater than 11 volts but less than 16 volts.

• The change in thrott le pos it ion is les s than 3%.

• All above conditions stable for two seconds.

CONDITIONS FOR SETTING THE DTC

• The MAF frequency is 50% different from the speed density calculation.

• The conditions met for at least five seconds.

ACTION TAKEN WHEN THE DTC SETS

• The PCM illuminates the Check Powertrain MIL when the diagnostic runs and fails.

• The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in

the Freeze Frame/Failure Records.

• The PCM utilises speed density (RPM, MAP, IAT) for fuel management.

CONDITIONS FOR CLEARING THE MIL/DTC

• The PCM deactivates the Check Powertrain MIL after one ignition c ycle that the diagnostic runs and does not

fail.

• A last test failed (current DTC) clears when the diagnostic runs and does not fail.

• Use Tech 2 to clear the MIL/DTC.

DIAGNOSTIC AIDS

• Inspect the EFI relay for correct operation if you cannot find any problems with the ignition feed circuit to the

component. Probe both sides of the fuse with a test lamp connected to ground in order to determine if a voltage

is supplied to the fuse. Refer to EFI Relay Diagnosis table in this Section.

• The following may cause an intermittent:

– Incorrectly routed harness

– Rubbed through wire insulation

– Broken wire inside the insulation

• For an intermittent fault, refer to Section 6C3-2B SYMPTOMS in this Section.

• Any un-metered air may cause this DTC to set. Check for the following:

– An engine vacuum leak

– The PCV system for vacuum leaks

– An incorrect PCV valve

– The engine oil dip stick not fully seated

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

2. The MAF system performance or rationalit y diagnostic uses the MAP Sensor signal along with other inputs in

order to calculate an expected airflow rate.

The PCM then c om pares t he exp ected flow ra te to t he ac tual m easured air flo w from the MAF Se nsor. T he f irst

few steps of this table verify that the MAP Sensor is working properly. Correct any MAP Sensor DTCs first.

Refer to DTC P0107 MAP Sens or C irc uit Lo w Vo lta ge if the MAP Se ns or vo lta ge is less than .0 8 v olts . Ref er to

DTC P0108 MAP Sensor Circuit High Voltage if the MAP Sensor voltage is greater than 4.0 volts.

3. Twist the sensor towards the front of the vehicle and lift upward in order to remove the MAP sensor.

6. Using the Freeze Frame/Failure Records data may aid in locating an intermittent condition. If you cannot

duplicat e the DTC, t he inform ation include d in the F reeze Fram e/Failure Rec ords dat a can help de termine t he

distance tra velled since the DTC sets. The Fail Coun ter and Pass Cou nter can also help det ermine how m any

ignition cycles the diagnostic reported a pass and/or a fail. Operate the vehicle within the same freeze frame

conditions (RPM, load, vehicle speed, temperature etc.) that you observed. This will isolate when the DTC

failed. For an y test that requires probing the PCM or component harness connectors, use the Connector Test

Adaptor Kit J35616-A. Using this kit prevents any damage to the harness connector terminals.

7. An y un-metered a ir c aus es this DT C to s et. C hec k the PCV system for vacuum leaks. Als o ins pect the dip s t i ck

is seated correctly and the oil filler cap is tight.

8. This step verifies the signal circuit from the MAF Sensor electrical connector to the PCM.

9. This step verifies whether a ground and B+ circuit is available.

10. This step checks the signal circuit for an open.

11. This step checks the signal circuit for a short to B+.

A84-X2 (RED) B92 X206

Figure 6C3-2A-38

GEN III V8 PCM – DTC P0101 MASS AIR FLOW SYSTEM PERFORMANCE

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. If any MAP sensor DTCs are set, refer to the applicable

DTC before proceeding.

1. Idle the engine.

2. Monitor the MAP Sensor voltage parameter using

Tech 2.

Is the MAP Sensor voltage outside of the specified range?

0.08 – 4

volts Go to DTC

P0107 or P0108

Table

Go to Step 3

3. 1. Turn OFF the ignition.

2. Remove the MAP Sensor from the intake manifold,

leaving the electri cal harnes s conn ect ed.

3. Connect a hand operated vacuum pump to the MAP

sensor.

4. Ignition ON, engine OFF.

5. Observe the MAP Sensor display while slowly applying

vacuum up to 20 inches Hg as indicated on the pump

gauge. Each 1 inch of vacuum applied should result in

a 3 to 4 kPa drop in the MAP sensor value on Tech 2

and the value should change smoothly with each

increase in vacuum.

Did the MAP Sensor value change smoothly through the

entire range of the test without any erratic readings?

Go to Step 4 Go to Step 19

4. 1. Apply 20 inches Hg vacuum to the MAP sensor.

Is the MAP Sensor reading on Tech 2 the same or less

than the specified value?

34 kPa Go to Step 5 Go to Step 19

5. 1. Disconnect the vacuum source from the MAP Sensor.

Does the MAP Sensor reading return to the original value? Go to Step 6 Go to Step 19

6. 1. Ignition ON, engine OFF.

2. Review the Freeze Frame/Failure Records data for this

DTC and observe the parameters.

3. Turn OFF the ignition for 15 seconds.

4. Start the engine.

5. Operate the vehicle, within the conditions required for

this diagnostic to run, and as close to the conditions

recorded in the Freeze Frame/Failure Records as

possible. Special operating conditions that you need to

meet before the PCM will run this diagnostic, where

applicable, are listed in Conditions for Running the

DTC.

6. Select the Diagnostic Trouble Code (DTC) option, the

DTC Information option, and the Failed This Ignition

option, using Tech 2.

Does Tech 2 indicate that this DTC failed this ignition?

Go to Step 7 Go to Diagnostic

Aids

7. 1. Check for the following conditions:

– Objects blocking the MAF Sensor inlet screen.

– Intake manifold vacuum leaks.

– Vacuum leaks at the throttle body.

– Crankcase ventilation valve faulty, missing, or

incorrectly installed.

2. If you find a condition, repair as necessary.

Did you find and correct the condition?

Go to Step 21 Go to Step 8

8. 1. Ignition OFF.

2. Disconnect the MAF Sensor connector.

3. Ignition ON, engine OFF.

4. Measure the voltage between the MAF Sensor signal

circuit 492 the battery ground using a DMM.

Is the voltage near the specified value?

5.0 volts Go to Step 9 Go to Step 10

9. 1. Connect a test lamp between the MAF Sensor ignition

feed, circuit 439 and the ground circuit 450 at the MAF

Sensor harness connector.

Is the test lamp illuminated?

Go to Step 13 Go to Step 12

10. Is the voltage less than the specified value? 4.5 volts Go to Step 14 Go to Step 11

STEP ACTION VALUE YES NO

11. 1. Ignition ON.

2. Disconnect the PCM RED connector A84-X2.

3. Ignition ON, engine OFF.

4. Measure the voltage between the MAF Sensor signal

circuit and the battery ground using a DMM.

Is the voltage near the specified value?

0.0 volts Go to Step 20 Go to Step 17

12. 1. Connect a test lamp between the MAF sensor ignition

feed circuit 439 and the battery ground.

Is the test lamp illuminated?

Go to Step 15 Go to Step 16

13. 1. Check for a poor connection at the MAF sensor.

2. If you find a poor connection, replace the faulty

terminal(s).

Did you find a poor connection?

Go to Step 21 Go to Step 18

14. 1. Check the MAF sensor signal circuit 492 between the

PCM and the MAF sensor for the following:

– An open circuit.

– A short to ground.

– A short to the MAF sensor ground circuit.

2. Repair the circuit if the MAF sensor signal circuit is

open or shorted.

Did you find the MAF sensor signal circuit open or shorted?

Go to Step 21 Go to Step 20

15. 1. Locate and repair the open in the ground circuit 450 to

the MAF sensor.

Is the action complete?

Go to Step 21 –

16. 1. Locate and repair the open in the ignition feed circuit

439 to the MAF sensor.

Is the action complete?

Go to Step 21 –

17. 1. Locate and repair the short to voltage in the MAF

sensor signal circuit.

Is the action complete?

Go to Step 21 –

18. 1. Replace the MAF sensor. Refer to ‘MAF Sensor

Replace’ in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 21 –

19. 1. Replace the MAP sensor. Refer to ‘MAP Sensor

Replace’ in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 21 –

20. 1. Replace PCM. Refer to PCM Programming and

PCM/PIM/BCM Security Link Procedure, in 6C3-3

SERVICE OPERATIONS.

Go to Step 21 –

21. 1. Select the Diagnostic Trouble Code (DTC) option and

the Clear DTC Information option using Tech 2.

2. Idle the engine at the normal operating temperature.

3. Select the ‘Diagnostic Trouble Code (DTC)’ option, the

‘DTC Information’ option and the ‘Failed This Ignition’

option, using Tech 2.

4. Operate the vehicle within the Conditions for Running

the DTC as specified in the supporting text, if

applicable.

Does Tech 2 indicate that this DTC reset?

Go to Step 2 Go to Step 22

22. 1. Using Tech 2, check for any other DTC.

Does Tech 2 display any DTCs that you have not

diagnosed?

Go to applicable

DTC Table in

this Section

System OK

GEN III V8 PCM – DTC P0102 MASS AIR FLOW SENSOR CIRCUIT LOW FREQUENCY

Figure 6C3-3-39 – Mass Air Flow Sensor

CIRCUIT DESCRIPTION

The Mass Air Flow (MAF) Sensor measures the amount of air entering the engine via the inlet tract. The direct

measurement of the air entering the engine is more accurate than calculating the airflow from the MAP, IAT and the

engine speed (speed/density). The MAF Sensor has a battery feed, a ground and a signal circuit.

The MAF Sensor used on this engine is a hot wire type. The MAF output frequency is a function of the power

required to keep the air flow sensing elements (hot wires) at a fixed temperature above the ambient temperature.

Air flowing through the sensor cools the sensing elements. The amount of cooling is proportional to the amount of

air flow. The MAF Sensor requires a greater amount of current in order to maintain the hot wires at a constant

temper ature as the air flo w increas es. T he MAF Se nsor converts the changes in c urrent dr aw to a freque nc y signal

read by the PCM. The PCM calculates the air flow (grams per second) based on this signal.

The PCM monitors the MAF Sensor frequency. The PCM determines if the sensor is stuck low, stuck high, not

provid ing th e airflow val ue ex pec ted f or a giv en op er at ing c on dit ion , or that the s ignal appe ar s to be stuc k bas ed on

a lack of signal variation expected during the normal operation. This diagnostic checks for too low an airflow rate.

This DTC sets when the PCM detects that the MAF Sensor frequency is below a predetermined value.

CONDITIONS FOR RUNNING THE DTC

• The engine speed is greater than 300 RPM.

• The system voltage is at least 11.0 volts.

CONDITIONS FOR SETTING THE DTC

• The MAF frequency is less than 2048 Hz with the engine running.

• The conditions met for at least five seconds.

ACTION TAKEN WHEN THE DTC SETS

• The PCM activates the Check Powertrain MIL when the diagnostic runs and fails.

• The PCM utilises speed density (RPM, MAP, IAT) for fuel management.

• The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in

the Freeze Frame/Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC

• The PCM deactivates the Check Powertrain MIL after one ignition c ycle that the diagnostic runs and does not

fail.

• A last test failed (current DTC) clears when the diagnostic runs and does not fail.

• Use Tech 2 to clear the MIL/DTC.

DIAGNOSTIC AIDS

• Inspect the EFI relay for proper operation if you cannot find any problems with the ignition feed circuit to the

component. Probe both sides of the fuse with a test lamp connected to ground in order to determine if a voltage

is supplied to the fuse. Refer to EFI Relay Diagnosis.

• The following may cause an intermittent:

– Incorrectly routed wiring harness.

– Rubbed through wire insulation.

– Broken wire inside the insulation.

• For an intermittent, refer to Section 6C3-2B SY MPTOMS.

• Any un-metered air may cause this DTC to set. Check for the following:

– An engine vacuum leak.

– The PCV system for vacuum leaks.

– An incorrect PCV valve.

– The engine oil dip stick not fully seated.

– The engine oil fill cap loose or missing.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

2. Monitoring the MAF s ensor fr equency wi ll det erm ine if the f ault is pres ent or the m alf unctio n is intermittent. F or

any test tha t requires probing th e PCM or c omponent harness conn ectors, us e the Connec tor Test Adap tor Kit

J35616-A. Using this kit will prevent any damage to the harness connector terminals.

3. Using the Freeze Frame/Failure Records data may aid in locating an intermittent condition. If you cannot

duplicat e the DTC, t he inform ation include d in the F reeze Fram e/Failure Rec ords dat a can help de termine t he

distance travelled since the DTC set. The Fail Counter and Pass Counter can also help determine how many

ignition cycles the diagnostic reported a pass and/or a fail.

Operate th e vehicle within t he same freeze fram e conditions (RPM , load, vehicl e speed, temperatur e etc.) that

you observ ed. This will iso late when the DT C failed. For an y test that r equires probi ng the PCM or com ponent

harness connectors, use the Connector Test Adaptor Kit J35616- A. Using this k it prevents an y damage to the

harness connector terminals.

4. This step checks whether the MAF sensor signal circuit is open or shorted to a ground. If 5.0 volts is present

the circuit is OK.

5. This step checks whether the B+ supply and the ground circuit are OK.

6. This step checks whether the B+ is available at the MAF Sensor.

10. Inspect the fuse f or being open. Ins pect the MAF sen sor ignition f eed circuit for a short to ground if the fuse is

open. Inspec t the EF I rela y f or proper operat ion if you can not f ind an y problem s with the ign ition f eed circu it to

the component. Probe both sides of the fuse with a test lamp connected to ground in order to determine if a

voltage is suppl ied to the f use. Refer to the EFI Rela y Diagnosis table in t his Sec tion, for f urther dia gnosis of

the relay. Multiple DTCs set when a malfunction occurs with the ignition relay or the EFI feed circuit. The

following DTCs may set: P0102, P0443, P0740, P1860, and HO2S heater DTCs.

12. Inspect for proper terminal tension/connections at the PCM harness before replacing the PCM.

A84-X2 (RED) B92 X206

Figure 6C3-2A-40

GEN III V8 PCM – DTC P0102 MASS AIR FLOW SENSOR CIRCUIT LOW FREQUENCY

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. Install Tech 2.

2. Idle the engine.

3. Monitor the MAF Sensor frequency display on the

Tech 2 ‘Engine Data List’.

Is the MAF Sensor frequency below the specified value?

10 Hz Go to Step 4 Go to Step 3

STEP ACTION VALUE YES NO

3. 1. Ignition ON, engine OFF.

2. Review the Freeze Frame/Failure Records data for this

DTC and observe the parameters.

3. Turn OFF the ignition for 15 seconds.

4. Start the engine.

5. Operate the vehicle, within the conditions required for

this diagnostic to run and as close to the conditions

recorded in the Freeze Frame/Failure Records as

possible. Special operating conditions that you need to

meet before the PCM will run this diagnostic, where

applicable, are listed in Conditions for Running the

DTC.

6. Select the ‘Diagnostic Trouble Code (DTC)’ option, the

‘DTC Information’ and the ‘Failed This Ignition’ option

using Tech 2.

Does Tech 2 indicate that this DTC failed this ignition?

Go to Step 4 Go to

Diagnostic Aids

4. 1. Ignition OFF.

2. Disconnect the MAF Sensor connector.

3. Ignition ON, engine OFF.

4. Measure the voltage between the MAF sensor signal

circuit 492 and the battery ground using a DMM.

Is the voltage near the specified value?

5.0 volts Go to Step 5 Go to Step 8

5. 1. Connect a test lamp, between the MAF Sensor ignition

feed circuit 439 and the ground circuit 450 at the MAF

Sensor harness connector.

Is the test lamp illuminated?

Go to Step 7 Go to Step 6

6. 1. Connect a test lamp, between the MAF Sensor ignition

feed circuit 439 and the battery ground.

Is the test lamp illuminated?

Go to Step 9 Go to Step 10

7. 1. Check for a poor connection at the MAF Sensor

harness terminals.

2. If you find a poor connection, replace the faulty

terminal(s).

Did you find a poor connection?

Go to Step 13 Go to Step 11

8. 1. Check the MAF Sensor signal circuit between the PCM

and the MAF Sensor for the following:

– An open circuit.

– Short to ground.

– Short to the MAF Sensor ground circuit.

– Short to voltage.

2. If you find the MAF Sensor signal circuit is open or

shorted, repair the circuit as necessary.

Did you find the MAF Sensor signal circuit open or

shorted?

Go to Step 13 Go to Step 12

9. 1. Locate and repair the open in the ground circuit to the

MAF Sensor.

Is the action complete?

Go to Step 13 –

10. 1. Repair the ignition feed circuit to the MAF Sensor.

Is the action complete? Go to Step 13 –

11. 1. Replace the MAF Sensor. Refer to MAF Sensor

Replace in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 13 –

12. 1. Replace PCM. Refer to PCM Programming and

PCM/PIM/BCM Security Link Procedure, in 6C3-3

SERVICE OPERATIONS.

Is action complete?

Go to Step 13 –

13. 1. Select the Diagnostic Trouble Code (DTC) option and

the Clear DTC Information option using Tech 2.

2. Idle the engine at the normal operating temperature.

3. Select the ‘Diagnostic Trouble Code (DTC)’ option, the

‘DTC Information’ option and the ‘Failed This Ignition’

option, using Tech 2.

4. Operate the vehicle within the Conditions for Running

the DTC as specified in the supporting text, if

applicable.

Does Tech 2 indicate that this DTC reset?

Go to Step 2 Go to Step 14

STEP ACTION VALUE YES NO

14. 1. Using Tech 2, check for any other DTC.

Does Tech 2 display any DTCs that you have not

diagnosed?

Go to the

applicable DTC

table

System OK

GEN III V8 PCM – DTC P0103 MASS AIR FLOW SENSOR CIRCUIT HIGH FREQUENCY

Figure 6C3-2A-41 – Mass Air Flow Sensor

CIRCUIT DESCRIPTION

The Mass Air Flow (MAF) Sensor measures the amount of air entering the engine via the inlet tract. The direct

measurement of the air entering the engine is more accurate than calculating the airflow from the MAP, IAT, and

the engine speed (speed/density). The MAF Sensor has a battery feed, a ground and a signal circuit.

The MAF S ensor use d on this engine is a hot wire type. T his engine uses th e MAF Sens or in ord er to meas ure air

flow rate. The MAF output f requenc y is a func tion of th e power re quired t o keep the air f low sens ing elem ents (hot

wires) at a fixed temperature above the ambient temperature. Air flowing through the sensor cools the sensing

elements. The amount of cooling is proportional to the amount of air flow. The MAF Sensor requires a greater

amount of current in order to maintain th e hot wires at a constant tem perature as the air flow increases. T he MAF

sensor converts the changes in current draw to a frequency signal read by the PCM. The PCM calculates the air

flow (grams per second) based on this signal.

The PCM monitors the MAF Sensor frequency. The PCM determines if the sensor is stuck low, stuck high, nor

provid ing th e airflow val ue ex pec ted f or a giv en op er at ing c on dit ion , or that the s ignal appe ar s to be stuc k bas ed on

a lack of signal variation ex pected durin g the norm al operation. This di agnostic chec ks for too high an a irflow rate.

This DTC sets when the PCM detects that the MAF sensor frequency is above a predetermined value.

CONDITIONS FOR RUNNING THE DTC

• The engine speed is greater than 300 RPM.

• The system voltage is at least 11.0 volts.

CONDITIONS FOR SETTING THE DTC

• The MAF frequency is greater than 11,250 Hz.

• The conditions met for at least one second.

ACTION TAKEN WHEN THE DTC SETS

• The PCM activates the Check Powertrain MIL when the diagnostic runs and fails.

• The PCM utilises speed density (RPM, MAP, IAT) for fuel management.

• The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in

the Freeze Frame/Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC

• The PCM deactivates the Check Powertrain MIL after one ignition c ycle that the diagnostic runs and does not

fail.

• A last test failed (current DTC) clears when the diagnostic runs and does not fail.

• Use Tech 2 to clear the MIL/DTC.

DIAGNOSTIC AIDS

• Water entering the air intake system that reaches the MAF Sensor could cause this DTC to set. The water

rapidly cools the hot wires in the sensor, causing a false indication of excessive airflow. Check the following

areas for evidence (witness marks) of water intrusion:

– Air system

– Intake air system

• Inspect the EFI relay for proper operation if you cannot find any problems with the ignition feed circuit to the

component. Probe both sides of the fuse with a test lamp connected to ground in order to determine if a voltage

is supplied to the fuse. Refer to EFI Relay Diagnosis in this Section.

• The following may cause an intermittent:

– Incorrectly routed wiring harness

– Rubbed through wire insulation

– Broken wire inside the insulation

– A poor connection in the ignition feed circuit to the MAF Sensor can cause a DTC P0103 to set.

For an intermittent, refer to Section 6C3-2B SY MPTOMS.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

2. Monitoring the MAF Sensor frequency determines if the fault is present or the malfunction is intermittent.

A poor connection at the MAF Sensor or at the fuse causes this DTC to set.

For any test that requ ires p r obin g th e PCM or c omponent h arnes s conn ec tor s, use the Co nnector T es t A dapt or

Kit J35616-A. Using this kit prevents any damage to the harness connector terminals.

3. Using the Freeze Frame/Failure Records data may aid in locating an intermittent condition. If you cannot

duplicat e the DT C, the inform ation include d in the F reeze Fram e/Failur e Records dat a can hel p determine t he

distance travelled since the DTC set. The Fail Counter and Pass Counter can also help determine how many

ignition cycles the diagnostic reported a pass and/or a fail. Operate the vehicle within the same freeze frame

conditions (RPM, load, vehicle speed, temperature etc.) that you observed. This will isolate when the DTC

failed.

4. This step c heck s fo r electro-m agnetic interf erenc e on t he MAF Sensor signa l circ uit. T here s houl d be n o signa l

indicated on Tech 2 with the sensor disconnected.

A84–X2 (RED) B92 X206

Figure 6C3-2A-39

GEN III V8 PCM – DTC P0103 MASS AIR FLOW SENSOR CIRCUIT HIGH FREQUENCY

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. Idle the engine.

2. Monitor the MAF Sensor display on the Tech 2 Engine

Data List.

Is the MAF sensor frequency above the specified value?

11,250 Hz Go to Step 4 Go to Step 3

3. 1. Ignition ON, engine OFF.

2. Review the Freeze Frame/Failure Records data for this

DTC and observe the parameters.

3. Turn OFF the ignition for 15 seconds.

4. Start the engine.

5. Operate the vehicle, within the conditions required for

this diagnostic to run, and as close to the conditions

recorded in the Freeze Frame/Failure Records as

possible. Special operating conditions that you need to

meet before the PCM will run this diagnostic, where

applicable, are listed in Conditions for Running the

DTC.

6. Select the Diagnostic Trouble Code (DTC) option, the

DTC Information option and the ‘Failed This Ignition’

option, using Tech 2.

Does Tech 2 indicate that this DTC failed this ignition?

Go to Step 4 Go to Diagnostic

Aids

STEP ACTION VALUE YES NO

4. 1. Ignition OFF.

2. Disconnect the MAF Sensor connector.

3. Idle the engine.

4. Monitor the MAF Sensor frequency using Tech 2.

Does Tech 2 indicate a MAF Sensor frequency?

Go to Step 7 Go to Step 5

5. 1. Check for a poor connection at the MAF Sensor

harness terminals.

2. Replace the faulty terminal(s) if you find a poor

connection.

Did you find and correct the condition?

Go to Step 10 Go to Step 6

6. 1. Replace the MAF Sensor. Refer to MAF Sensor

Replace, in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 10 –

7. 1. Check the MAF Sensor harness for incorrect routing at

the following locations:

– Near secondary ignition wires or components.

– Other high current components. Such as

solenoids, relays, and motors.

2. Correct the harness routing if you find incorrect

routing.

Did you find and correct the condition?

Go to Step 10 Go to Step 8

8. 1. Check the MAF Sensor signal circuit terminal

connections at the PCM RED connector.

2. Replace the faulty terminal(s) if you find a poor

connection.

Did you find and correct the condition?

Go to Step 10 Go to Step 9

9. 1. Replace PCM. Refer to PCM Programming and

PCM/PIM/BCM Security Link Procedure, in 6C3-3

SERVICE OPERATIONS.

Is action complete?

Go to Step 10 –

10. 1. Select the Diagnostic Trouble Code (DTC) option and

the Clear DTC Information option using Tech 2.

2. Idle the engine at the normal operating temperature.

3. Select the ‘Diagnostic Trouble Code (DTC)’ option, the

‘DTC Information’ option and the ‘Failed This Ignition’

option, using Tech 2.

4. Operate the vehicle within the Conditions for Running

the DTC as specified in the supporting text, if

applicable.

Does Tech 2 indicate that this DTC reset?

Go to Step 2 Go to Step 11

11. 1. Using Tech 2, check for any other DTC.

Does Tech 2 display any DTCs that you have not

diagnosed?

Go to applicable

DTC table System OK

GEN III V8 PCM - DTC P0107 MANIFOLD ABSOLUTE PRESSURE SENSOR

CIRCUIT LOW VOLTAGE

Figure 6C3-2A-40 – Manifold Absolute Pressure Sensor

CIRCUIT DESCRIPTION

The Manifold Absolute Pressure (MAP) Sensor is mounted to the rear of the intake manifold. The MAP Sensor

measures the pressure changes within the intake manifold which is an indication of the engine load. The MAP

Sensor has a 5.0 volt reference, a ground, and a signal circuit.

The MAP Sensor contains a diaphragm which changes the resistance based on pressure. When the manifold

pressu re is l ow (h igh v acuu m), the s ensor outp ut vo ltage is lo w. W hen the m anif old pr essur e is h igh ( low vacuum) ,

the sensor out put vo lta ge is hig h.

The MA P Sensor vo ltage (depend ing on a ltitude) can range from 1.0 – 1.5 volts at idle (h igh vacuum ) to 4.0 – 4. 9

volts at wide open throttle (low vacuum).

When the PCM senses a signal voltage lower than the normal operating range of the sensor, this DTC will set.

CONDITIONS FOR RUNNING THE DTC

• No TP or ECT sensor DTCs are set.

• The engine is running.

• The TP angle is above 20% when the engine speed is greater than 1200 RPM.

• The TP angle is below 18% when the engine speed is below 1000 RPM.

CONDITIONS FOR SETTING THE DTC

• The MAP sensor voltage is less than 0.10 volts.

• The conditions met for at least two seconds.

ACTION TAKEN WHEN THE DTC SETS

• The PCM activates the Check Powertrain MIL when the diagnostic runs and fails.

• The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in

the Freeze Frame/Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC

• The PCM deactivates the Check Powertrain MIL after one ignition c ycle that the diagnostic runs and does not

fail.

• A last test failed (current DTC) clears when the diagnostic runs and does not fail.

• Use Tech 2 to clear the MIL/DTC.

DIAGNOSTIC AIDS

• The following may cause an intermittent:

– Incorrectly routed wiring harness

– Rubbed through wire insulation

– Broken wire inside the insulation

• The PCM 5.0 volt r eferenc e circuits ar e interna lly con nected wit hin th e PCM. If a ll the MA P Sensor c ircuits are

OK, inspect the following component circuit for malfunctions:

– A/C Refriger ant Pres s ure S ens or

For an intermittent, refer Section 6C3-2B SYMPTOMS.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

2. If the DTC P1635 sets at the same time, this indicates that the 5.0 Volt reference circuit is either shorted to

ground or shorted to voltage. The 5.0 volt reference circuit is internally connected within the PCM. The A/C

Refrigerant Pressure Sensor may be causing this DTC to set. Refer to DTC P1635 for further diagnosis.

3. This step determines if the malfunction is present.

4. Using the Freeze Frame/Failure Records data may aid in locating an intermittent condition. If you cannot

duplicat e the DT C, the inform ation include d in the F reeze Fram e/Failur e Records dat a can hel p determine t he

distance travelled since the DTC set. The Fail Counter and Pass Counter can also help determine how many

ignition cycles the diagnostic reported a pass and/or fail.

Operate t he veh icle wit hin t he sam e free ze fram e c onditions ( RPM, load, vehic le s peed, tem peratur e, etc .) that

you observed . This will isol ate when the DT C failed.

5. If Tech 2 displays 5.0 volts, the MAP Sensor signal, 5.0 volt reference circuit, and the PCM are OK. For any

test that requires probing the PCM or component harness connectors, use the Connector Test Adaptor Kit J

35616-A. Using this kit will prevent any damage to the harness connector terminals.

6. If Tech 2 displays 5.0 volts, the MAP sensor signal circuit and the PCM is OK. For any test that requires

probing the PCM or components harness connectors, use the Connector Test Adaptor Kit J 35616-A. Using

this kit will prevent any damage to the harness connector terminals.

7. Disconnecting the PC M a ll o ws us in g a D MM in or der t o c hec k the conti nu it y of th e cir cuits . This a ids i n l oc ati ng

an open or shorted circuit.

A84–X1 (BLUE) A84-X2 (RED)

B92

Figure 6C3-2A-41

GEN III V8 PCM – DTC P0107 MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT LOW VOLTAGE

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. Install Tech 2.

2. Idle the engine.

3. Monitor the ‘Failed This Ignition’ option under the DTC

Informat ion option usin g Tech 2.

Did DTC P1635 fail this ignition cycle?

Go to DTC

P1635

5 Volt Reference

Circuit

Go to Step 3

3. 1. Monitor the MAP Sensor voltage on ‘Engine Data List’

on Tech 2.

Is the MAP Sensor voltage below the specified value?

0.10 volts Go to Step 5 Go to Step 4

STEP ACTION VALUE YES NO

4. 1. Ignition ON, engine OFF.

2. Review the ‘Freeze Frame/Failure Records’ data for

this DTC and observe the parameters.

3. Turn OFF the ignition for 15 seconds.

4. Start the engine.

5. Operate the vehicle, within the conditions required for

this diagnostic to run, and as close to the conditions

recorded in the ‘Freeze Frame/Failure Records’ as

possible. Special operating conditions that you need to

meet before the PCM will run this diagnostic, where

applicable, are listed in ‘Conditions for Running’ the

DTC.

6. Select the ‘Diagnostic Trouble Code (DTC)’ option, the

‘DTC Information’ option and The ‘Failed This Ignition’

option, using Tech 2.

Does Tech 2 indicate that this DTC failed this ignition?

Go to Step 5 Go to

Diagnostic Aids

5. 1. Disconnect the MAP Sensor electrical connector.

2. Jumper the 5.0 volt reference circuit and the MAP

Sensor signal circuit together at the MAP Sensor

harness connec tor.

3. Observe the MAP Sensor voltage display on Tech 2.

Is the MAP Sensor voltage near the specified value?

5.0 volts Go to Step 11 Go to Step 6

6. 1. Connect a test lamp, between B+ and the MAP Sensor

signal circuit at the MAP Sensor harness connector.

2. Observe the MAP Sensor voltage display on Tech 2.

Is the MAP Sensor voltage near the specified value?

5.0 volts Go to Step 7 Go to Step 9

7. 1. Ignition OFF.

2. Disconnect the PCM BLUE connector A84-X1.

3. Check the 5.0 volt reference circuit for an open or

short to ground.

4. If you find the 5.0 volt reference circuit is open or

shorted to ground, repair the circuit as necessary.

Did you find the 5.0 volt reference circuit open or shorted to

ground?

Go to Step 13 Go to Step 8

8. 1. Check the 5.0 volt reference circuit for a poor

connection at the PCM.

2. Replace the terminal if necessary.

Did th e terminal require replacement?

Go to Step 13 Go to Step 12

9. 1. Ignition OFF.

2. Disconnect the PCM RED connector A84-X2.

3. Check the MAP sensor signal circuit for the following:

– Open circuit

– Short to ground

– Short to sensor ground circuit

4. If you find the MAP Sensor signal circuit is open or

shorted to ground, repair the circuit as necessary.

Did you find the MAP Sensor signal circuit open or shorted

to ground?

Go to Step 13 Go to Step 10

10. 1. Check the MAP Sensor signal circuit for a poor

connection at the PCM and replace the terminal if

necessary.

Did th e terminal require replacement?

Go to Step 13 Go to Step 12

11. 1. Replace the MAP Sensor. Refer to MAP Sensor

Replace, in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 13 –

12. 1. Replace PCM. Refer to PCM Programming and

PCM/PIM/BCM Security Link Procedure, in 6C3-3

SERVICE OPERATIONS.

Is action complete?

Go to Step 13 –

STEP ACTION VALUE YES NO

13. 1. Select the Diagnostic Trouble Code (DTC) option and

the Clear DTC Information option using Tech 2.

2. Idle the engine at the normal operating temperature.

3. Select the ‘Diagnostic Trouble Code (DTC)’ option, the

‘DTC Information’ option and the ‘Failed This Ignition’

option, using Tech 2.

4. Operate the vehicle within the Conditions for Running

the DTC as specified in the supporting text, if

applicable.

Does Tech 2 indicate that this DTC reset?

Go to Step 2 Go to Step 14

14. 1. Using Tech 2, check for any other DTC.

Does Tech 2 display any DTCs that you have not

diagnosed?

Go to the

applicable DTC

table

System OK

GEN III V8 PCM - DTC P0108 MANIFOLD ABSOLUTE PRESSURE SENSOR

CIRCUIT HIGH VOLTAGE

Figure 6C3-3-42 – Manifold Absolute Pressure Sensor

CIRCUIT DESCRIPTION

The Manifold Absolute Pressure (MAP) Sensor is mounted to the rear of the intake manifold. The MAP Sensor

measures the pressure changes within the intake manifold which is an indication of the engine load. The MAP

Sensor has a 5.0 volt reference, a ground, and a signal circuit.

The MAP Sensor contains a diaphragm which changes the resistance based on pressure. When the manifold

pressu re is l ow (h igh v acuu m), the s ensor outp ut vo ltage is lo w. W hen the m anif old pr essur e is h igh ( low vacuum) ,

the sensor out put vo lta ge is hig h.

The MA P Sens or v olt age (depending on a lti tud e) can r ange f r om 1.0- 1.5 volts at i dle ( hi gh vacuum ) to 4.0-4 .9 volts

at wide open throttle (low vacuum).

When the PCM senses a signal voltage higher than the normal operating range of the sensor, this DTC will set.

CONDITIONS FOR RUNNING THE DTC

• No TP or ECT sensor DTCs are set.

• The engine is running.

• The TP angle is above 20% when the engine speed is greater than 1000 RPM.

• The TP angle is below 18% when the engine speed is below 1200 RPM.

CONDITIONS FOR SETTING THE DTC

• The MAP sensor voltage is greater than 4.3 volts.

• The conditions met for at least four seconds.

ACTION TAKEN WHEN THE DTC SETS

• The PCM activates the Check Powertrain MIL when the diagnostic runs and fails.

• The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in

the Freeze Frame/Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC

• The PCM deactivates the Check Powertrain MIL after one ignition c ycle that the diagnostic runs and does not

fail.

• A last test failed (current DTC) clears when the diagnostic runs and does not fail.

• Use Tech 2 in order to clear the MIL/DTC.

DIAGNOSTIC AIDS

• The following may cause an intermittent:

– Incorrectly routed harness

– Rubbed through wire insulation

– Broken wire inside the insulation

• The PCM 5.0 volt r eferenc e circuits ar e interna lly con nected wit hin th e PCM. If a ll the MA P Sensor c ircuits are

OK, inspect the following component circuit for malfunctions:

– A/C Refriger ant Pres s ure S ens or

For an intermittent, refer to Section 6C3-2B SY MPTOMS.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

2. If the DTC P1635 sets at the same time, this indicates that the 5.0 volt reference circuit is either shorted to

ground or shorted to voltage. The 5.0 volt reference circuit is internally connected within the PCM. The A/C

Refrigerant Pressure Sensor may be causing this DTC to set. Refer to DTC P1635 for further diagnosis.

3. This step determines if the malfunction is present.

4. Using the Freeze Frame/Failure Records data may aid in locating an intermittent condition. If you cannot

duplicat e the DTC, t he inform ation include d in the F reeze Fram e/Failure Rec ords dat a can help de termine t he

distance travelled since the DTC set. The Fail Counter and Pass Counter can also help determine how many

ignition cycles the diagnostic reported a pass and/or fail. Operate the vehicle with the same freeze frame

conditions (RPM, load, vehicle speed, temperature, etc.) that you observed.

This will isolate when the DTC failed. For any test that requires probing the PCM or component harness

connectors, use the Connector Test Adaptor Kit J 35616-A. Using this kit will prevent any damage to the

harness connector terminals.

5. This step checks whether the signal circuit is shorted to a voltage.

6. This step checks whether t he ground circuit is available at the M AP Sensor. For any test that req uires probing

the PCM or com ponent harness connectors, use the Connector Test Adaptor Kit J 35616-A. Using this k it will

prevent any damage to the harness connector terminals.

A84–X1 (BLUE) A84-X2 (RED)

B92

Figure 6C3-2A-43

GEN III V8 PCM – DTC P0108 MA NIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT HIGH VOLTAGE

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. Install Tech 2.

2. Run the engine at idle.

3. Monitor the ‘Failed This Ignition’ option under the ‘DTC

Information’ option using Tech 2.

Did DTC P1635 fail this ignition cycle?

Go to DTC

P1635 – 5 Volt

Reference

Circuit

Go to Step 3

3. IMPORTANT: If the engine idle is rough, unstable or

incorrect, repair the idle condition before using this table.

Refer to 6C3-2B SYMPTOMS in this Section.

1. Monitor the MAP Sensor voltage on ‘Engine Data List’

on Tech 2.

Is the MAP Sensor voltage above the specified value?

4.3 volts Go to Step 5 Go to Step 4

STEP ACTION VALUE YES NO

4. 1. Ignition ON, engine OFF.

2. Review the Freeze Frame/Failure Records data for this

DTC and observe the parameters.

3. Turn OFF the ignition for 15 seconds.

4. Start the engine.

5. Operate the vehicle, within the conditions required for

this diagnostic to run, and as close to the conditions

recorded in the Freeze Frame/Failure Records as

possible. Special operating conditions that you need to

meet before the PCM will run this diagnostic, where

applicable, are listed in Conditions for Running the

DTC.

6. Select the Diagnostic Trouble Code (DTC) option, the

DTC Information option and the Failed This Ignition

option, using Tech 2.

Does Tech 2 indicate that this diagnostic failed this

ignition?

Go to Step 5 Go to

Diagnostic Aids

5. 1. Disconnect the MAP Sensor electrical connector.

2. Observe the MAP Sensor voltage display on Tech 2.

Is the MAP Sensor voltage below the specified value?

1.0 volts Go to Step 6 Go to Step 7

6. 1. Probe the sensor ground circuit with a test lamp, to B+.

Is the test lamp illuminated? Go to Step 8 Go to Step 9

7. 1. Check the MAP sensor signal circuit for a short to

voltage or a short to the 5.0 volt reference circuit.

2. Repair the MAP Sensor signal circuit if the circuit is

shorted.

Is the MAP Sensor signal circuit shorted?

Go to Step 14 Go to Step 11

8. 1. Measure the voltage at the 5.0 volt reference circuit to

the battery ground using a DMM.

Is the voltage near the specified value?

5.0 volts Go to Step 12 Go to Step 13

9. 1. Check for a poor sensor ground terminal connection at

the PCM RED connector A84-X2.

2. Replace the faulty terminal if a problem is found.

Did th e terminal require replacement?

Go to Step 14 Go to Step 10

10. 1. Check continuity of the MAP Sensor ground circuit.

2. Repair the open or the poor connection if the MAP

sensor ground circuit measures over the specified

value.

Did you find and correct the condition?

5 Ω Go to Step 14 Go to Step 11

11. 1. Replace PCM. Refer to PCM Programming and

PCM/PIM/BCM Security Link Procedure in 6C3-3

SERVICE OPERATIONS.

Is action complete?

Go to Step 14 –

12. 1. Replace the MAP Sensor. Refer to MAP Sensor

Replace in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 14 –

13. 1. Repair the 5.0 volt reference circuit for a short to

voltage.

Is the action complete?

Go to Step 14 –

14. 1. Select the Diagnostic Trouble Code (DTC) option and

the Clear DTC Information option using Tech 2.

2. Idle the engine at the normal operating temperature.

3. Select the ‘Diagnostic Trouble Code (DTC)’ option, the

‘DTC Information’ option and the ‘Failed This Ignition’

option, using Tech 2.

4. Operate the vehicle within the Conditions for Running

the DTC as specified in the supporting text, if

applicable.

Does Tech 2 indicate that this DTC reset?

Go to Step 2 Go to Step 15

15. 1. Using Tech 2, check for any other DTC.

Does Tech 2 display any DTCs that you have not

diagnosed?

Go to the

applicable DTC

table

GEN III V8 PCM - DTC P0112 INTAKE AIR TEMPERATURE SENSOR

CIRCUIT LOW VOLTAGE

Figure 6C3-2A-44 – Intake Air Temperature Sensor

CIRCUIT DESCRIPTION

The Intak e Air T em perature (IAT ) Sensor contains a s em ic onductor dev ice wh ich c hanges res istance b ased on the

temper ature (a ther mistor ). The IAT Sensor is loc ated in the air int ake duct of the engine air ind uction s ystem. T he

IAT Sens or has a sig nal circ uit and a groun d circuit. T he PCM appl ies 5.0 vo lts on the sig nal circuit t o the sensor .

The PCM monitors the changes in this voltage, caused by changes in the resistance of the sensor, in order to

determine intake air temperature.

When the intake air is cold, the sensor (thermistor) resistance is high. The PCM’s signal voltage is only pulled down

a small amount through the sensor to a ground; therefore, the PCM senses a high signal voltage (low temperature).

When the intake air is warm, the sensor resistance is low. The signal voltage is pulled down a greater amount;

therefore, the PCM senses a low signal voltage (high temperature).

When the PCM senses a signal voltage lower than the normal operating range of the sensor, this DTC will set.

CONDITIONS FOR RUNNING THE DTC

• DTC(s) P0101, P01 02, P01 03, P01 17, P0 118, are not set.

• The engine run time is greater than 30 seconds.

• The vehicle speed is less than 40 km/h.

CONDITIONS FOR SETTING THE DTC

• The Intake Air Temperature is greater than 139° C.

• The conditions met for at least 20 seconds.

ACTION TAKEN WHEN THE DTC SETS

• The PCM stores the DTC information into memory when the diagnostic runs and fails.

• The Check Powertrain MIL will not be activated.

• The PCM will substitute a default Intake Air Temperature value of 25° C.

• The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in

the Freeze Frame/Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC

• A last test failed (current DTC) clears when the diagnostic runs and does not fail.

• Use Tech 2 to clear the MIL/DTC.

DIAGNOSTIC AIDS

• The following may cause an intermittent:

– Incorrectly routed wiring harness

– Rubbed through wire insulation

– Broken wire inside the insulation

• If the en gin e h as sat o ver n ight, the En gin e Coolant T em per ature and the eng in e Intak e Air T emperatur e va lu es

should d ispl a y wit hin a few degr e es of each o t her. If th e temperatur es are not within 3 ° C, r ef er to Tem per atur e

vs. Resistance Table in Section 6C3-4 SPECIFICATIONS, in this Section.

• If you determine that the DTC occurs intermittently, performing the P1112 diagnostic table may isolate the

cause of the fault.

For an intermittent, refer to Section 6C3-2B SY MPTOMS in this Section.

TEST DESCRIPTION

NOTE: Number(s) below refer to the step number(s) on the diagnostic table.

2. This step determines if the malfunction is present.

3. Using the Freeze Frame/Failure Records data may aid in locating an intermittent condition. If you cannot

duplicat e the DTC, t he inform ation include d in the F reeze Fram e/Failure Rec ords dat a can help de termine t he

distance travelled since the DTC set. The Fail Counter and Pass Counter can also help determine how many

ignition cycles the diagnostic reported a pass and/or fail. Operate the vehicle with the same freeze frame

conditions (RPM, load, vehicle speed, temperature, etc.) that you observed.

This will isolate when the DTC failed. For any test that requires probing the PCM or component harness

connectors, use the Connector Test Adaptor Kit J 35616-A. Using this kit will prevent any damage to the

harness connector terminals.

4. An intake air temperature below –30° C indicates the PCM and IAT wiring are OK.

5. Disconnecting the PCM allows the use of a DMM to check continuity of the circuits. This aids in locating an

open or a shorted circuit.

A84-X2 (RED) B64

Figure 6C3-2A-45

GEN III V8 PCM – DTC P0112 INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW VOLTAGE

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. Install Tech 2.

2. Idle the engine.

3. Monitor the IAT display on Tech 2 ‘Engine Data List’.

Is the IAT above the specified value?

139° C Go to Step 4 Go to Step 3

3. 1. Ignition ON engine OFF.

2. Review the Freeze Frame/Failure Records data for this

DTC and observe the parameters.

3. Turn OFF the ignition for 15 seconds.

4. Start the engine.

5. Operate the vehicle, within the conditions required for

this diagnostic to run, and as close to the conditions

recorded in the Freeze Frame/Failure Records as

possible. Special operating conditions that you need to

meet before the PCM will run this diagnostic, where

applicable, are listed in Conditions for Running the

DTC.

6. Select the Diagnostic Trouble Code (DTC) option, the

DTC Information option and the Failed This Ignition

option using Tech 2.

Does Tech 2 indicate that this diagnostic failed this

ignition?

Go to Step 4 Go to Diagnostic

Aids

4. 1. Disconnect the IAT sensor electrical connector.

2. Observe the IAT display on Tech 2.

Is the IAT at the specified value?

–39° C Go to Step 6 Go to Step 5

5. 1. Ignition OFF.

2. Disconnect the PCM RED connector A84-X2.

3. Check the IAT Sensor signal circuit for a short to

ground.

4. If you find the IAT sensor signal circuit is grounded,

repair the circuit as neces sary .

Is the IAT Sensor signal circuit grounded?

Go to Step 8 Go to Step 7

STEP ACTION VALUE YES NO

6. 1. Replace the IAT Sensor. Refer to IAT Sensor Replace

in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 8 –

7. 1. Replace PCM. Refer to PCM Programming and

PCM/PIM/BCM Security Link Procedure in 6C3-3

SERVICE OPERATIONS.

Is action complete?

Go to Step 8 –

8. 1. Select the Diagnostic Trouble Code (DTC) option and

the Clear DTC Information option using Tech 2.

2. Idle the engine at the normal operating temperature.

3. Select the ‘Diagnostic Trouble Code (DTC)’ option, the

‘DTC Information’ option and the ‘Failed This Ignition’

option, using Tech 2.

4. Operate the vehicle within the Conditions for Running

the DTC as specified in the supporting text, if

applicable.

Does Tech 2 indicate that this DTC reset?

Go to Step 2 Go to Step 9

9. 1. Using Tech 2, check for any other DTCs.

Does Tech 2 display any DTCs that you have not

diagnosed?

Go to the

applicable DTC

table

System OK

GEN III V8 PCM - DTC P0113 INTAKE AIR TEMPERATURE SENSOR

CIRCUIT HIGH VOLTAGE

Figure 6C3-2A-46 – Intake Air Temperature Sensor

CIRCUIT DESCRIPTION

The Intak e Air T em perature (IAT ) Sensor contains a s em ic onductor dev ice wh ich c hanges res istance b ased on the

temper ature (a ther mistor ). The IAT Sensor is loc ated in the air int ake duct of the engine air ind uction s ystem. T he

IAT Sens or has a sig nal circ uit and a groun d circuit. T he PCM appl ies 5.0 vo lts on the sig nal circuit t o the sensor .

The PCM monitors the changes in this voltage, caused by changes in the resistance of the sensor, in order to

determine intake air temperature.

When the intake air is cold, the sensor (thermistor) resistance is high. The PCM’s signal voltage is only pulled down

a small amount thr ough the sensor to a ground t herefo re, the PC M sens es a high signa l volta ge (lo w tem perature) .

When the intake air is warm, the sensor resistance is low. The signal voltage is pulled down a greater amount

therefore, the PCM senses a low signal voltage (high temperature).

When the PCM senses a signal voltage higher than the normal operating range of the sensor, this DTC will set.

CONDITIONS FOR RUNNING THE DTC

• DTC(s) P0101, P01 02, P01 03, P01 17, P0 118, are not set.

• The engine run time is greater than 100 seconds.

• The engine coolant temperature is greater than 0° C.

• The vehicle speed is less than 11 km/h.

CONDITIONS FOR SETTING THE DTC

• The Intake Air Temperature is at or below –35°C .

• The conditions met for at least 20 seconds.

ACTION TAKEN WHEN THE DTC SETS

• The PCM stores the DTC information into memory when the diagnostic runs and fails.

• The Check Powertrain MIL will not be illuminated.

• The PCM will substitute a default Intake Air Temperature value of 25° C.

• The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in

the Freeze Frame/Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC

• A last test failed (current DTC) clears when the diagnostic runs and does not fail.

• Use Tech 2 to clear the MIL/DTC.

DIAGNOSTIC AIDS

• The following may cause an intermittent:

– Incorrectly routed harness

– Rubbed through wire insulation

– Broken wire inside the insulation

• If the en gin e h as sat o ver n ight, the En gin e Coolant T em per ature and the eng in e Intak e Air T emperatur e va lu es

should display within a few degrees of each other. If the temperatures are not within 3° C, refer to the

Temperature vs. Resistance Table in Section 6C3-4 S PECIFICATIONS, in this Section.

• If you determine that the DTC occurs intermittently, performing the P1111 diagnostic table may isolate the

cause of the fault.

For an intermittent, refer to Section 6C3-2B SY MPTOMS in this Section.

TEST DESCRIPTION

NOTE: Number(s) below refer to the step number(s) on the diagnostic table.

2. This step determines if the malfunction is present. For any test that requires probing the PCM or component

harness connectors, use the Connector Test Adaptor Kit J35616-A. Using this kit will prevent any damage to

the harness connector terminals.

3. Using the Freeze Frame/Failure Records data may aid in locating an intermittent condition. If you cannot

duplicat e the DTC, t he inform ation include d in the F reeze Fram e/Failure Rec ords dat a can help de termine t he

distance travelled since the DTC set. The Fail Counter and Pass Counter can also help determine how many

ignition cycles the diagnostic reported a pass and/or fail. Operate the vehicle with the same freeze frame

conditions (RPM, load, vehicle speed, temperature, etc.) that you observed.

This will isolate when the DTC failed. For any test that requires probing the PCM or component harness

connectors, use the Connector Test Adaptor Kit J 35616-A. Using this kit will prevent any damage to the

harness connector terminals.

4. An intak e air temperature abov e 140° C indica tes the PCM and IAT wiring are O K.

5 An intake air temperature above 140° C indicates an open IAT ground circuit.

6. Disconnect ing th e PCM all ows us ing D MM to c heck conti nuit y of the c ircuits . Thi s aids in locatin g an op en o r a

shorted circuit.

8 Disc onnect ing the P CM al lo ws usin g a DM M to chec k conti nuit y of the circ uits. T his aids in locating an op en or

a shorted circuit.

A84-X2 (RED) B64

Figure 6C3-2A-47

GEN III V8 PCM – DTC P0113 INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH VOLTAGE

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. Install Tech 2.

2. Idle the engine.

3. Monitor the IAT sensor display on the Tech 2 ‘Engine

Data List’.

Is the IAT at or below the specified value?

–35° C Go to Step 4 Go to Step 3

3. 1. Ignition ON, engine OFF.

2. Review the Freeze Frame/Failure Records data for this

DTC and observe the parameters.

3. Turn OFF the ignition for 15 seconds.

4. Start the engine.

5. Operate the vehicle, within the conditions required for

this diagnostic to run, and as close to the conditions

recorded in the Freeze Frame/Failure Records as

possible. Special operating conditions that you need to

meet before the PCM will run this diagnostic, where

applicable, are listed in Conditions for Running the

DTC.

6. Select the ‘Diagnostic Trouble Code (DTC)’ option, the

‘DTC Information’ option and the ‘Failed This Ignition’

option, using Tech 2.

Does Tech 2 indicate that this diagnostic failed this

ignition?

Go to Step 4 Go to Diagnostic

Aids

4. 1. Disconnect the IAT Sensor electrical connector.

2. Jumper the IAT harness connector terminals together.

3. Observe the IAT parameter on Tech 2.

Is the IAT at the specified value?

139° C Go to Step 9 Go to Step 5

STEP ACTION VALUE YES NO

5. 1. Jumper the IAT signal circuit 472 to a known good

ground.

Is the IAT at the specified value?

139° C Go to Step 8 Go to Step 6

6. 1. Ignition OFF.

2. Disconnect the PCM RED connector A84-X2.

3. Check the IAT Sensor signal circuit 472 for an open.

Is the IAT Sensor signal circuit open?

Go to Step 7 Go to Step 11

7. 1. Repair the IAT Sensor signal circuit.

Is the action complete? Go to Step 12 –

8. 1. Ignition OFF.

2. Disconnect both the PCM connectors.

3. Check the IAT Sensor ground circuit for an open.

Is the IAT Sensor ground circuit open?

Go to Step 10 Go to Step 11

9. 1. Replace the IAT Sensor. Refer to IAT Sensor Replace

in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 12 –

10. 1. Repair the IAT Sensor ground circuit.

Is action complete? Go to Step 12 –

11. 1. Replace PCM. Refer to PCM Programming and

PCM/PIM/BCM Security Link Procedure in 6C3-3

SERVICE OPERATIONS.

Is action complete?

Go to Step 12 –

12. 1. Select the Diagnostic Trouble Code (DTC) option and

the Clear DTC Information option using Tech 2.

2. Idle the engine at the normal operating temperature.

3. Select the ‘Diagnostic Trouble Code (DTC)’ option, the

‘DTC Information’ option and the ‘Failed This Ignition’

option, using Tech 2.

4. Operate the vehicle within the Conditions for Running

the DTC as specified in the supporting text, if

applicable.

Does Tech 2 indicate that this DTC reset?

Go to Step 2 Go to Step 13

13. 1. Using Tech 2 check for any other DTCs.

Does Tech 2 display any DTCs that you have not

diagnosed?

GEN III V8 PCM - DTC P0117 ENGINE COOLANT TEMPERATURE SENSOR

CIRCUIT LOW VOLTAGE

Figure 6C3-2A-46 – Engine Coolant Temperature (ECT) Sensor

CIRCUIT DESCRIPTION

The Engi ne Cool ant Tem perature ( ECT ) Sensor cont ains a sem ic onductor d evic e which ch anges resis tanc e based

on the tem perature (a thermistor). The ECT Sensor is mounted in the left bank cylinder head near the front of the

engine. The ECT Sensor has a signal circuit and a gr ound circuit. The PCM applies a vo ltage (about 5.0 volts) on

the signal circuit to the sensor. The PCM monitors the changes in this voltage, caused by changes in the resistance

of the sensor, in order to determine the coolant temperature.

W hen the co ol ant is c o ld, t he s ens or ( ther mistor) r esis tanc e is h igh . T he PCMs s i gna l vol tag e is on ly pulled do wn a

small amount through the sensor to ground; therefore, the PCM senses a high signal voltage (low temperature).

When the coolant is warm, the sensor resistance is low. The signal voltage is pulled down a greater amount

therefore, the PCM senses a low signal voltage (high temperature). At normal operating temperature, the voltage

should measure about 1.5-2.0 volts at the PCM.

When the PCM senses a signal voltage lower than the normal operating range of the sensor, this DTC will set.

CONDITIONS FOR RUNNING THE DTC

• The engine run time is greater than 10 seconds.

CONDITIONS FOR SETTING THE DTC

• The engine coolant temperature is greater than 139° C.

• All conditions met for at least 45 seconds.

ACTION TAKEN WHEN THE DTC SETS

• The PCM activates the Check Powertrain MIL when the diagnostic runs and fails.

• The PCM will substitute a coolant temperature default value.

• The PCM arr ives at th is default va lue, b y using curr ent intak e air tem perature, the n counting u pward to 11 6° C

at a rate of approximately 7 degrees per minute.

• The PCM will turn on the electric engine cooling fans. This is a FAIL-SAFE action by the PCM to prevent a

possible engine overheat condition, since the DTC indicates an unknown actual coolant temperature.

• The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in

the Freeze Frame/Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC

• The PCM deactivates the Check Powertrain MIL when the diagnostic runs and does not fail.

• A last test failed (current DTC) clears when the diagnostic runs and does not fail.

• Use Tech 2 to clear the MIL/DTC.

DIAGNOSTIC AIDS

• The following may cause an intermittent:

– Incorrectly routed harness

– Rubbed through wire insulation

– Broken wire inside the insulation

• If the en gin e h as sat o ver n ight, the En gin e Coolant T em per ature and the eng in e Intak e Air T emperatur e va lu es

should display within a few degrees of each other. If the temperatures are not within 3° C, refer to

Section 6C3-4 SP ECIF I CATIO NS, Temperature vs. Resistance Table.

• If you determine that the DTC occurs intermittently, performing the P1114 diagnostic table may isolate the

cause of the fault.

• For an intermittent, refer to Section 6C3-2B SY MPTOMS in this Section.

TEST DESCRIPTION

NOTE: The number(s) below refer to the step number(s) on the diagnostic table.

2. This step determines if the malfunction is present.

3. Using the Freeze Frame/Failure Records data may aid in locating an intermittent condition. If you cannot

duplicat e the DTC, t he inform ation include d in the F reeze Fram e/Failure Rec ords dat a can help de termine t he

distance travelled since the DTC set. The Fail Counter and Pass Counter can also help determine how many

ignition cycles the diagnostic reported a pass and/or fail. Operate the vehicle with the same freeze frame

conditions (RPM, load, vehicle speed, temperature, etc.) that you observed. This will isolate when the DTC

failed. For an y test that requires probing the PCM or component harness connectors, use the Connector Test

Adaptor Kit J 35616-A. Using this kit will prevent any damage to the harness connector terminals.

4. An engine coolant temperature below -30° C indicates the PCM and ECT wiring are OK.

5. Disconnecting the PCM allows the use of a DMM to check continuity of the circuits. This aids in locating an

open or a shorted circuit.

7. Inspect for proper terminal tension/connections at the PCM harness before replacing the PCM.

A84-X1 (BLUE) B39

Figure 6C3-2A-47

GEN III V8 PCM – DTC P0117 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW VOLTAGE

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. IMPORTANT: If the engine is overheating, correct the

overheating condition before proceeding with this table.

1. Install Tech 2.

2. Idle the engine.

3. Monitor the ECT display on the Tech 2 ‘Engine Data

List’.

Is the ECT at or above the specified value?

139° C Go to Step 4 Go to Step 3

3. 1. Ignition ON, engine OFF.

2. Review the Freeze Frame/Failure Records data for this

DTC and observe the parameters.

3. Turn OFF the ignition for 15 seconds.

4. Start the engine.

5. Operate the vehicle, within the conditions required for

this diagnostic to run, and as close to the conditions

recorded in the Freeze Frame/Failure Records as

possible. Special operating conditions that you need to

meet before the PCM will run this diagnostic, where

applicable, are listed in Conditions for Running the

DTC.

6. Select the Diagnostic Trouble Code (DTC) option, the

DTC Information option and the Failed This Ignition

option using Tech 2.

Does Tech 2 indicate that this diagnostic failed this

ignition?

Go to Step 4 Go to Diagnostic

Aids in this

Table

4. 1. Disconnect the ECT Sensor electrical connector.

2. Observe the ECT parameter on Tech 2.

Is the ECT at or below specified value?

–30° C Go to Step 6 Go to Step 5

STEP ACTION VALUE YES NO

5. 1. Ignition OFF.

2. Disconnect the PCM BLUE connector A84-X1.

3. Check the ECT Sensor signal circuit 410 for a short to

ground.

4. If you find the ECT Sensor signal circuit is grounded,

repair the circuit as neces sary .

Did you find and repair a grounded ECT signal circuit?

Go to Step 8 Go to Step 7

6. 1. Replace the ECT Sensor. Refer to ECT Sensor

Replace in 6C3-3 SERVICE OPERATIONS.

Is the action complete?

Go to Step 8 –

7. 1. Replace PCM. Refer to PCM Programming and

PCM/PIM/BCM Security Link Procedure, in 6C3-3

SERVICE OPERATIONS.

Is action complete?

Go to Step 8 –

8. 1. Select the Diagnostic Trouble Code (DTC) option and

the Clear DTC Information option using Tech 2.

2. Idle the engine at the normal operating temperature.

3. Select the Diagnostic Trouble Code (DTC) option, the

DTC Information option and the Failed This Ignition

option using Tech 2.

4. Operate the vehicle within the Conditions for Running

the DTC as specified in the supporting text, if

applicable.

Does Tech 2 indicate that this DTC reset?

Go to Step 2 Go to Step 9

9. 1. Using Tech 2, check for any other DTCs.

Does Tech 2 display any DTCs that you have not

diagnosed?

Go to the

applicable DTC

table

System OK

GEN III V8 PCM – DTC P0118 ENGINE COOLANT TEMPERATURE SENSOR

CIRCUIT HIGH VOLTAGE

Figure 6C3-2A-48 – Engine Coolant Temperature (ECT) Sensor

CIRCUIT DESCRIPTION

The Engi ne Coolant Tem perature(E CT) Sensor c ontains a sem iconductor devic e which chang es resistance based