1984-1994 CHEVROLET

CORVETTE SERVICE
AND REPAIR MANUAL
 ENGINES

5.0L & 5.7L TPI V8 - VINS F & 8

ENGINE IDENTIFICATION

NOTE: Unless stated otherwise, references to Camaro and Firebird apply to 5.0L and
5.7L engines. For engine repair procedures not covered in this article, see
ENGINE OVERHAUL PROCEDURES article in GENERAL INFORMATION.

The engine may be identified from the Vehicle Identification Number (VIN). The VIN is stamped on a plate, on
top of instrument panel and visible through the windshield. The VIN contains 17 characters. The 8th character
of the VIN identifies the engine.

The 10th character of the VIN identifies the model year (K = 1989, L = 1990). All engines are stamped with an
engine identification label. This engine identification label will identify the assembly plant, month/date
produced and the engine type code.

ENGINE IDENTIFICATION CODES

Application (1) Engine Code VIN Code
5.0L TPI LB9 F
5.7L TPI L98 8
(1) Unless stated otherwise, references to Camaro and Firebird apply to 5.0L and 5.7L engines.

ADJUSTMENTS
VALVE ARRANGEMENT

Valve Arrangement

E-I-I-E-E-I-I-E (Front-to-rear, both banks).

VALVE CLEARANCE ADJUSTMENT

1. Place number one cylinder on TDC of compression stroke. Ensure timing mark on damper and front
cover are aligned. Refer to the VALVE ADJUSTMENT SEQUENCE table below. Back off adjusting
nut until lash is felt at pushrod. Rotate pushrod while tightening adjusting nut until lash is removed. With
lash removed, tighten adjusting nut 3/4 to 1 1/4 additional turn.
2. Rotate crankshaft one revolution and align timing marks. No. 6 cylinder will be on TDC. Adjust
remaining valves in same manner.

VALVE ADJUSTMENT SEQUENCE

Cylinder No. Valve
No. One Cylinder On TDC
 No. 1 Intake & Exhaust
No. 2, 5 & 7 Intake
No. 3, 4 & 8 Exhaust
No. 6 Cylinder On TDC
No. 6 Intake & Exhaust
No. 2, 5 & 7 Exhaust
No. 3, 4 & 8 Intake

TROUBLE SHOOTING

NOTE: See TROUBLE SHOOTING - BASIC PROCEDURES article in the GENERAL

TROUBLE SHOOTING section.

REMOVAL & INSTALLATION

GENERAL PRECAUTION

NOTE: For reassembly reference, label all electrical connectors, vacuum hoses and
fuel lines prior to removal. Match mark engine hood and all other major
components prior to removal.

FUEL PRESSURE RELEASE

Before servicing any fuel related component on fuel injected models, fuel pressure must be released. Loosen
fuel tank filler cap. Connect Fuel Gauge (J 34730-1) to fuel pressure connection mounted on fuel rail, right side
of fuel pressure regulator. Wrap shop towel around fitting during installation to avoid spillage. Install bleed
hose. Turn gauge valve and drain fuel into a proper container.

RADIATOR UPPER SUPPORT

Fig. 1: View Of Radiator Upper Support (1 Of 2)
Fig. 2: View Of Radiator Upper Support (2 Of 2)

L98

Removal

1. Battery negative cable.

2. Pressure cap.
3. Drain coolant.
4. Air Cleaner assembly.
5. Electrical connectors from cooling fan relays.
6. Bolts retaining accumulator bracket to radiator upper support.
7. Screws retaining fan shroud to upper support. See Fig. 1 and Fig. 2.
8. Rubber access plug from top of radiator.
9. Radiator air bleed hose clamp and hose.
10. Nuts and bolts retaining upper support to front side member.
11. Screws retaining upper support to lower support.
 12. Upper support from vehicle.

Installation

1. Upper support.
2. Screws retaining upper support to lower support.
3. Nuts and bolts retaining upper support to front side member. See Fig. 1 and Fig. 2.

IMPORTANT: Tighten: Upper support to front side member nuts and bolts to 25 N.m (18
Ft. lbs)

4. Electrical connectors to cooling fan relays.

5. Screws retaining fan shroud to upper support.
6. Bolts retaining accumulator bracket to radiator upper support.
7. Radiator air bleed hose clamp and hose.
8. Access plug.
9. Air Cleaner assembly.
10. Refill coolant.
11. Battery negative cable.
12. Pressure cap.

LT5

Removal

1. Battery negative cable.

2. Pressure cap.
3. Drain coolant.
4. Air Cleaner assembly.
5. Radiator upper air deflector.
6. Electrical connectors from cooling fan relays.
7. Bolts retaining accumulator bracket to radiator upper support. See Fig. 1 and Fig. 2.
8. Screws retaining fan shroud to upper support.
9. Rubber access plug from top of radiator.
10. Radiator air bleed hose clamp and hose.
11. Nuts and bolts retaining upper support to front side member.
12. Bolt retaining oil cooler lines to oil cooler.
13. Seal retainers and seal from oil cooler and A/C line.
14. AIR pump.
15. Bolt retaining AIR pump bracket at rear; loosen front bolt.
16. Air pump intake duct.
 17. Screws retaining upper support to lower support.
18. Upper support from vehicle.

Installation

1. Upper support.
2. Screws retaining upper support to lower support.
3. Nuts and bolts retaining upper support to front side member. See Fig. 1 and Fig. 2.

IMPORTANT: Tighten: Upper support to front side member nuts and bolts to 25 N.m (18
Ft. Lbs.)

4. Air pump intake duct.

5. Bolt retaining AIR pump bracket
6. AIR pump.
7. Electrical connectors to cooling fan relays.
8. Screws retaining fan shroud to upper support.

IMPORTANT: Tighten: Fan shroud screws to 9 N.m (80 Inch Lbs.)

9. Bolts retaining accumulator bracket to radiator upper support.

IMPORTANT: Tighten: Accumulator bracket bolts to 9 N.m (80 Inch Lbs.)

10. Retainers to oil cooler /A/C line seal.

11. Bolt retaining oil cooler lines to oil cooler.

IMPORTANT: Tighten: Oil cooler line bolt to 10 N.m (89 Inch Lbs.)

12. Air bleed hose and clamp.

13. Access plug.
14. Radiator upper air deflector.
15. Air Cleaner assembly.
16. Refill coolant.
17. Battery negative cable.
18. Pressure cap.

RADIATOR
Fig. 3: Removing Radiator Assembly

L98

Removal
 1. Radiator upper support. See Radiator Upper Support L98.
2. Radiator inlet and outlet clamps and hoses.
3. Automatic transmission oil cooler lines from radiator (if equipped).
4. Radiator from vehicle. See Fig. 3.

Installation

1. Radiator. See Fig. 3.

2. Automatic transmission oil cooler lines to radiator (if equipped).
3. Radiator inlet and outlet clamps and hoses.

IMPORTANT: Tighten Fittings to 27 N.m (20 Ft. Lbs.)

4. Radiator upper support.

LT5

Removal

1. Radiator upper support. See Radiator Upper Support LT5.

2. Radiator inlet and outlet clamps and hoses.
3. Radiator from vehicle.

Installation

1. Radiator.
2. Radiator inlet and outlet clamps and hoses.
3. Radiator upper support.

INTAKE MANIFOLD

Removal

1. Disconnect negative battery cable and drain cooling system. Relieve fuel pressure. See FUEL
PRESSURE RELEASE. Remove air intake duct assembly. Disconnect accelerator, throttle valve and
cruise control cables (if equipped). Mark and disconnect necessary electrical connectors and vacuum
hoses.
2. Remove bolts attaching left runners to upper and lower intake manifold. See Fig. 4. Remove PCV valve
and hose. Remove bolts attaching right runners to upper and lower intake manifold. Remove EGR
solenoid.
3. Remove bolts retaining lower manifold to runners on each side. Right side bolt is located near engine
front and left side bolt is located near rear of engine. Remove upper intake manifold and runners. Remove
and discard gaskets.
4. Disconnect injector harness and fuel lines. Remove fuel rail and injectors as an assembly. Mark and
 remove spark plug wires at distributor. Mark position of distributor for installation reference and remove
distributor assembly. Disconnect necessary cooling system hoses. Remove lower intake manifold bolts.
Remove lower intake manifold and gaskets.

Installation

1. Clean all gasket surfaces. Apply 3/16" bead of RTV Sealer (1052289) on front and rear of cylinder block
and up 1/2" onto each cylinder head. Install NEW gaskets. Install lower intake manifold.
2. Apply Thread Sealant (1052624) to lower intake manifold bolts. Tighten bolts and studs in sequence to
specifications. See TORQUE SPECIFICATIONS. See Fig. 4. To complete installation, reverse removal
procedure.
Fig. 4: Identifying Upper & Lower Intake Manifold & Bolt Tightening Sequence
Courtesy of GENERAL MOTORS CORP.

EXHAUST MANIFOLD
Removal & Installation

Disconnect negative battery cable. Remove AIR hoses as necessary. Mark and disconnect spark plug wires at
spark plugs. Remove necessary accessory brackets. Separate inlet pipe from exhaust manifold. Remove exhaust
manifold bolts. Remove exhaust manifold and gaskets (if equipped). To install, reverse removal procedure.
Tighten fasteners to specification. See TORQUE SPECIFICATIONS.

VALVE COVERS

Removal & Installation

1. Disconnect negative battery cable. On Corvette models, if removing right side valve cover, cooling
system must be drained and heater hose to upper intake manifold removed.
2. On all models, mark and disconnect spark plug wires at spark plugs. Remove necessary AIR hoses. Mark
and remove necessary electrical connectors.
3. Remove necessary accessories and brackets. Remove bolts retaining valve covers. Use a block of wood
and rubber mallet to loosen valve cover (if necessary). Remove valve cover and gasket. To install, reverse
removal procedure. Tighten fasteners to specification. See TORQUE SPECIFICATIONS.

ROCKER ARMS & PUSH RODS

Removal & Installation

Remove valve covers. See VALVE COVERS. Keep components in order to ensure installation to original
location and position. Remove rocker arm nuts, balls, rocker arms and push rods. To install, reverse removal
procedure. Tighten fasteners to specification. See TORQUE SPECIFICATIONS. Apply Prelube (3755008) to
rocker arm and ball mating surface. Adjust valves as necessary. See VALVE CLEARANCE ADJUSTMENT
under ADJUSTMENTS.

ROCKER ARM STUD

Removal & Installation

Rocker arm studs are replaceable. Using Stud Remover (J-5802-01), remove rocker arm stud. Ream stud bore to
replacement oversize stud. Studs are available in .003" (.08 mm) and .013" (.33 mm) oversize. Coat press fit
area of stud with hypoid axle lubricant. Using Stud Installer (J6880), install stud until installer bottoms out on
cylinder head.

CYLINDER HEAD

NOTE: Check compression and record before removing cylinder head. Remove
cylinder head when cold.

Removal

Remove intake manifold, exhaust manifold, valve cover, rocker arm and push rods. See INTAKE
MANIFOLD, EXHAUST MANIFOLD, VALVE COVERS and ROCKER ARMS AND PUSH RODS .
Ensure components are kept in order for installation reference. Remove cylinder head bolts in 3 steps and in
reverse sequence of tightening. See Fig. 5. Remove cylinder head and gasket.

Inspection

Clean all carbon and gasket mating surfaces. No information on warpage limit available from manufacturer.
Check for cracks. Clean and tap cylinder head bolt holes and threads.

Installation

Coat steel type head gaskets with a good sealer. DO NOT coat composition type head gaskets with any sealer.
Install head gasket properly on cylinder block. Install cylinder head. Coat head bolts with Sealing Compound
(1052080). Install head bolts finger tight. Tighten head bolts in sequence to specification in 3 steps. See Fig. 5.
See TORQUE SPECIFICATIONS. To complete installation, reverse removal procedure.
Fig. 5: Cylinder Head Bolt Tightening Sequence
Courtesy of GENERAL MOTORS CORP.

FRONT TIMING COVER & SEAL

NOTE: It is not necessary to remove timing cover to remove seal.

Removal

1. Disconnect negative battery cable and drain cooling system. Remove accessory belt(s). Remove
accessories as necessary. Remove water pump fan and hub. Remove crankshaft pulley. Remove fan
 shroud (if necessary). Remove harmonic balancer with Remover/Installer (J-23523). Use of other type
puller such as universal claw type, may damage damper. Pry seal out if not removing timing cover.
2. Loosen or remove oil pan as necessary. See OIL PAN. On Corvette models, release fuel pressure and
remove fuel lines as necessary. See FUEL PRESSURE RELEASE.
3. Disconnect radiator and heater hoses from water pump. Remove water pump retaining bolts and remove
water pump assembly. Remove timing cover bolts, timing cover and gasket. See Fig. 6. Carefully pry oil
seal from timing cover with large screwdriver.

Installation

Install new oil seal (if removed). Coat timing cover gasket with sealant and position gasket on timing cover.
Install timing cover and bolts. Tighten bolts finger tight. Alternately and evenly tighten bolts to specifications.
See TORQUE SPECIFICATIONS. Apply sealant to area where oil pan, cylinder block and timing cover join.
To complete installation, reverse removal procedure.

Fig. 6: Exploded View of Engine Front

Courtesy of GENERAL MOTORS CORP.

TIMING CHAIN & GEARS

NOTE: Rotate crankshaft in direction of normal operation only. Keep components in

order for installation reference.

Removal

Remove front timing cover. See FRONT TIMING COVER & SEAL. Rotate crankshaft and align camshaft
gear and crankshaft gear timing mark. No. 6 cylinder should be at TDC on compression stroke. See Fig. 7.
Remove 3 camshaft gear retaining bolts. Remove camshaft gear and chain as an assembly. See Fig. 6. If
replacing crankshaft gear, use Gear Remover (J-5825-A) to pull gear off crankshaft.
Installation

Drive crankshaft gear on crankshaft with timing mark facing out. Align timing marks on camshaft gear and
crankshaft gear. When properly aligned, No. 6 cylinder should be on TDC of compression stroke. See Fig. 7.
Install camshaft gear and chain as an assembly. Tighten fasteners to specification. See TORQUE
SPECIFICATIONS. To complete installation, reverse removal procedure.

Fig. 7: Timing Mark Alignment

Courtesy of GENERAL MOTORS CORP.

CAMSHAFT

NOTE: Rotate crankshaft in direction of normal operation only. Keep components in

order for installation reference.

Removal

1. Remove valve covers. See VALVE COVERS. Remove rocker arms but DO NOT remove push rods at
this time. See ROCKER ARMS & PUSH RODS. Camshaft lobe lift may be measured at this time with
push rods still installed. To measure lobe lift, attach a dial indicator to cylinder head. Position indicator
 pointer on tip of a push rod. Rotate crankshaft until the push rod is at lowest point. Zero indicator and
rotate crankshaft until the push rod is at highest point. Record reading and repeat for remaining lobes.

NOTE: Keep components together and marked to ensure installation to original

location and position.

2. After lobe lift is measured, remove push rods. See ROCKER ARMS & PUSH RODS. Remove intake
manifold. See INTAKE MANIFOLD. Remove valve lifter restrictor retainer. Remove lifters. Remove
front cover, timing chain and timing gears. See TIMING CHAIN & GEARS.
3. Remove radiator. See RADIATOR. Using approved refrigerant recovery/recycling equipment, evacuate
A/C system and remove condenser (if equipped). Remove grille assembly (except Corvette). Remove
camshaft retaining plate. Using three, 5/16-18 x 4" bolts, pull camshaft out of engine. Using care not to
damage camshaft bearings, remove camshaft.

Inspection

Check the camshaft for scratches, pits and loose fit in bearings. Check camshaft for out-of-round journals.
Check camshaft runout at center journal. If not within specifications, replace camshaft. See CAMSHAFT
SPECIFICATIONS table.

Installation

If replacing camshaft, manufacturer recommends replacement of lifters. Replace engine oil and filter. Apply
Camshaft Prelube (3755008) to camshaft lobes and distributor drive gear. Apply engine oil to bearings and
camshaft bearing journals. To complete installation, reverse removal procedure. Tighten fasteners to
specification. See TORQUE SPECIFICATIONS.
Fig. 8: Removing & Installing Rear Seal
Courtesy of GENERAL MOTORS CORP.

OIL PAN

Removal (Camaro & Firebird)

1. Disconnect negative battery cable. Remove air cleaner and distributor cap. Raise vehicle and drain
crankcase. Disconnect exhaust pipe at manifold, Air Injection Reaction (AIR) pipe clamp and catalytic
converter hanger bolts.
2. Remove front starter brace, starter and flexplate access cover. On models with M/T, it may be necessary
to remove oil filter for access to flywheel cover bolts.
3. Remove engine mount through bolts and oil pan bolts. Raise engine and lower pan. Position front
 crankshaft throw and/or counterweights as to clear oil pan. Remove oil pan.

Removal (Corvette)

1. Disconnect negative battery cable. Raise vehicle and drain crankcase. Remove oil filter. Remove oil filter
adapter at block. On A/T models, remove flexplate cover. On M/T models, remove starter and
bellhousing cover.
2. On all models, remove oil cooler pipe at oil pan. Remove Electronic Spark Control (ESC) shield. Remove
front crossmember braces. Remove oil pan bolts. Remove oil pan.

Installation

To install, reverse removal procedure. Apply Sealant (1052914) to oil pan flange. Tighten bolts and nuts to
specification. See TORQUE SPECIFICATIONS.

REAR MAIN BEARING OIL SEAL

Removal

Remove transmission. On A/T equipped vehicles, see appropriate REMOVAL & INSTALLATION - A/T
article in AUTOMATIC TRANSMISSIONS. On M/T equipped vehicles, see appropriate CLUTCHES article.
On all models, remove flywheel/flexplate. Using notches provided in seal retainer, pry out seal with
screwdriver. See Fig. 8.

Installation

Coat entire seal with engine oil. Install seal with Seal Installer (J-35621) until installer bottoms. To complete
installation, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE
SPECIFICATIONS.

WATER PUMP

Removal

1. Disconnect negative battery cable and drain cooling system. Remove air cleaner and intake duct
assembly. Disconnect MAF sensor electrical connector (if equipped). Remove accessory drive belt(s).
2. Remove fan and pulley. Relieve fuel pressure and remove fuel lines. See FUEL PRESSURE
RELEASE. Remove accessories as necessary. Remove radiator and heater hoses from water pump.
Remove water pump bolts, water pump and gasket.

Installation

To install, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE
SPECIFICATIONS. Fill and bleed cooling system. To bleed system, leave radiator cap off. Start and run
engine until upper hose is hot. With engine at idle, add coolant until level is at bottom of neck.

NOTE: For further information on cooling systems, see appropriate COOLING SYSTEM
 SPECIFICATIONS article.

OIL PUMP

Removal & Installation

Oil pump may be removed with engine in vehicle. Remove oil pan. See OIL PAN. Remove oil pump retaining
bolts and remove oil pump. Inspect oil pump. See OIL PUMP INSPECTION under LUBRICATION. To
install, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS.

NOTE: Keep components together and marked to ensure installation to original

location and position.

VALVE SERVICING

Valve Seal, Springs & Rotators

These may be replaced with cylinder head installed using compressed air method.

VALVE GUIDES

Check and service guides prior to valve and seat service. If clearance exceeds specification, it will be necessary
to ream valve guides for oversize valves. Service valves are available in standard, .003" (.08 mm), .015" (.38
mm) and .030" (.76 mm) oversize. Guide replacement information not available from manufacturer.

VALVE SEAT

Valve seat replacement information not available from manufacturer. Follow tool manufacturer's instructions
for servicing valve seats. If seats are serviced, valves also must be serviced or replaced.

VALVES

Check valves before servicing and replace valves as necessary. See VALVES & VALVE SPRINGS
SPECIFICATIONS. Machine valves which are within service specifications.

SEAT CORRECTION ANGLE

If seat is too wide after grinding, use a 20-degree or a 70-degree stone. The 20-degree stone will lower the seat
while the 70-degree stone will raise the seat.

CAMSHAFT BEARINGS

CAUTION: Camshaft front and rear bearings should be installed first. These bearings
will act as guides for the pilot, and center the remaining bearings while
being pulled into place. Cam bearing oil passage holes MUST be indexed
to the cylinder block oil passages before bearings are installed.
 1. Engine must be removed to replace camshaft bearings. Remove rear camshaft block plug. Remove and
install bearings with standard bearing replacer tool. Install front and rear bearings first.
2. On Corvette, install No. 1 (front) camshaft bearing with oil holes indexed at 1 o'clock and 5 o'clock
positions.
3. On Camaro and Firebird, install No. 1 (front) camshaft bearing with oil holes indexed at an equal distance
from 6 o'clock position.
4. On all models, install No. 5 (rear) camshaft bearing with oil hole indexed at 12 o'clock position. Install
No. 2-4 camshaft bearings with oil holes indexed at 5 o'clock position, toward left side of engine, and
even with the bottom of the cylinder bore.
5. Install rear camshaft plug flush to .031" (.79 mm) deep in block. Use Sealant (1052080) on camshaft
plug.

CYLINDER BLOCK INSPECTION

Check cylinder bore for wear, taper, out-of-round and piston fit. Cylinders with less than .005" (.13 mm) of
wear or taper may be honed. Cylinders with greater than .005" (.13 mm) of wear or taper must be bored to
smallest oversized piston that will permit complete resurfacing of all cylinders. Machine or replace as
necessary. See CYLINDER BLOCK SPECIFICATIONS table.

PISTON & ROD ASSEMBLY

Mark rod and rod cap with matching cylinder number. Match mark piston-to-rod prior to disassembly for
reassembly reference. Notch or dot on piston top faces front of engine. Piston pin is a pressed fit. Piston pin
bore and piston pin must be free of varnish or scuffing when being measured. If piston-to-pin clearance
exceeds .001" (.03 mm), replace piston/pin as an assembly only.

PISTON RING SERVICING

Rings are marked and must be installed properly. Marked side of ring must face toward top of piston. Top
compression ring is chrome or molybdenum faced. Second compression ring has a tapered face. Oil ring is a 3-
piece type. Ensure end gaps are positioned properly on piston. See Fig. 9.
Fig. 9: Positioning Piston Ring End Gaps
Courtesy of GENERAL MOTORS CORP.

OVERHAUL
FITTING PISTONS

Ensure notch or dot on piston top faces front of engine. Check pistons for wear or damage and replace if
necessary. Check piston-to-cylinder bore clearance. If one cylinder must be bored, all cylinders must be bored
to same oversize.

CRANKSHAFT & BEARINGS

1. If bearing clearance is greater than specifications, both upper and lower bearings must be replaced.
Service bearings are available in .001, .002, .009, .010 and .020" (.03, .05, .23, .25 and .51 mm)
undersize. Ensure arrow on main bearing caps face engine front.
2. Tighten main bearing cap bolts (except rear main cap) to 80 ft. lbs. (109 N.m). Tighten rear main cap
bolts to 133 INCH lbs. (15 N.m). Tap crankshaft rearward, than forward with lead hammer. This will
align rear main bearing and crankshaft and thrust surfaces. Retighten all main bearing cap bolts to 80 ft.
lbs. (109 N.m).

CRANKSHAFT THRUST BEARING

Check crankshaft end play by forcing crankshaft to extreme front position. Measure at front end of rear main
bearing with a feeler gauge. If not within specifications, replace thrust bearing. Refer to the CRANKSHAFT
MAIN & CONNECTING ROD BEARINGS.

LUBRICATION
ENGINE OILING SYSTEM

Description

A gear-type oil pump provides full pressure lubrication through full flow oil filter. Oil pump is bolted to bottom
of cylinder block, inside oil pan. A drive shaft is splined into the distributor and oil pump. Distributor is
camshaft driven.

CRANKCASE CAPACITY

Crankcase capacity is 4 qts. (3.8L) without oil filter and 5 qts. (4.7L) with oil filter.

MINIMUM OIL PRESSURE

Oil pressure with engine at normal operating temperature should be 6 psi (0.4 kg/cm2 ) at 1000 RPM, 18 psi
(1.3 kg/cm2 ) at 2000 RPM and 24 psi (1.7 kg/cm2 ) at 4000 RPM.

OIL PUMP INSPECTION

Check oil pump body and gears for cracks, wear and damage. Check shaft for looseness in housing. Check
inside of cover for wear which would permit oil leakage. Replace oil pump assembly as necessary. Oil pump
specification are not available from manufacturer.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Camshaft Gear 21 (28)
Clutch Pressure Plate 30 (41)
Connecting Rod Cap Nut 45 (61)
Crankshaft Balancer (Damper) Bolt 70 (95)
Crankshaft Pulley Bolts
Outer (Camaro & Firebird) 43 (58)
Outer (Corvette) 32 (43)
Cylinder Head Bolt (1)
Step 1 22 (30)
Step 2 45 (61)
Step 3 67 (91)
Exhaust Manifold Bolt
Camaro & Firebird
Center Bolt/Stud 20 (27)
Outer Bolt/Stud 26 (35)
Corvette 19 (26)
Flywheel-to-Crankshaft Bolt (2) 74 (100)
Flexplate-to-Crankshaft (2) 74 (100)
Intake Manifold (3)
Lower 35 (47)
Runner-to-Upper 18 (25)
Runner-to-Lower 18 (25)
Main Bearing Cap Bolt (4)

Oil Pan Corner Stud/Nut 16 (22)

Oil Pump Bolt 65 (88)
Spark Plugs 22 (30)
Torque Converter-to-Flexplate 46 (62)
Water Pump-to-Block 30 (41)
Water Pump Pulley 22 (30)
INCH Lbs. (N.m)
Front Timing Cover 80 (9)
Oil Pan Bolts 101 (11)
Valve Cover 80 (9)
(1) Coat threads with Sealing Compound (1052080). Tighten in 3 steps, evenly and in sequence. See Fig.
5.
(2) Tighten bolts evenly, using a criss-cross type sequence.

(3) Tighten intake manifold-to-cylinder head bolts evenly and in sequence. See Fig. 4.
(4) See CRANKSHAFT & BEARINGS.

ENGINE SPECIFICATIONS
GENERAL ENGINE SPECIFICATIONS

GENERAL ENGINE SPECIFICATIONS

Application Specification
Displacement
VIN F 305 Cubic Inch (5.0L)
VIN 8 350 Cubic Inch (5.7L)
Fuel System Tuned Port Injection
Horsepower HP @ RPM
VIN F 180 @ 4300
VIN 8 240 @ 4000
Torque Ft. Lbs. @ RPM
VIN F 240 @ 3200
VIN 8 345 @ 3200
Compression Ratio
Camaro & Firebird 9.3:1
 Corvette 9.5:1
Bore
VIN F (5.0L) 3.740" (94.99 mm)
VIN 8 (5.7L) 4.0" (101.6 mm)
Stroke (5.0L & 5.7L) 3.48" (88.39 mm)

PISTONS, PINS & RINGS SPECIFICATIONS

PISTONS, PINS & RINGS SPECIFICATIONS

Application In. (mm)
Piston Clearance .0007-.0027 (.018-.069)
Pins
Clearance (Maximum) .001 (.0254)
Diameter .9270-.9271 (23.546-23.548)
Rod Fit (Interference) .0008-.0016 (.020-.041)
Rings
Ring No. 1
End Gap
Camaro & Firebird .010-.020 (.25-.50)
Corvette .010-.030 (.25-.76)
Side Clearance
Camaro & Firebird .0012-.0032 (.030-.081)
Corvette .0012-.0039 (.030-.099)
Ring No. 2
End Gap
Camaro & Firebird (VIN F) .010-.025 (.25-.63)
Camaro & Firebird (VIN 8) .018-.026 (.46-.66)
Corvette .013-.027 (.33-.69)
Side Clearance
Camaro & Firebird .0012-.0032 (.030-.081)
Corvette .0012-.0039 (.030-.099)
Oil Ring
End Gap (Production)
Camaro & Firebird .010-.030 (.25-.76)
Corvette .010-.040 (.25-1.02)
End Gap (Service Limit)
Camaro & Firebird .065 (1.65)
Corvette (1)

Side Clearance (Production)

Camaro & Firebird .002-.007 (.05-.17)
Corvette .012-.039 (.30-.99)
 Side Clearance (Service Limit)
Camaro & Firebird .008 (.20)
Corvette (1)

(1) Information is not available from manufacturer.

CRANKSHAFT MAIN & CONNECTING ROD BEARINGS SPECIFICATIONS

CRANKSHAFT MAIN & CONNECTING ROD BEARINGS SPECIFICATIONS

Application In. (mm)
Crankshaft End Play
Camaro & Firebird .001-.007 (.03-.17)
Corvette .002-.006 (.05-.15)
Main Bearings
Journal Diameter
No. 1 2.4484-2.4493 (62.189-
62.212)
No. 2-4 2.4481-2.4490 (62.182-
62.205)
No. 5 2.4479-2.4488 (62.177-
62.120)
Max Journal Out-of-Round .001 (.025)
Max Journal Taper .001 (.025)
Oil Clearance
Camaro & Firebird
Production
No. 1 .0008-.0020 (.020-
.051)
No. 2-4 .0011-.0020 (.028-
.051)
No. 5 .0017-.0032 (.043-
.081)
Service Limit
No. 1 .0010-.0015 (.025-
.038)
No. 2-4 .0010-.0025 (.025-
.064)
No. 5 .0025-.0035 (.064-
.089)
Corvette
No. 1 .0008-.0030 (.020-.076)
No. 2-4 .0011-.0033 (.028-.084)
No. 5 .0017-.0042 (.043-.107)
Connecting Rod Bearings
Journal Diameter
Camaro & Firebird 2.0893-2.0998 (53.068-
53.334)
Corvette 2.0988-2.0998 (53.309-
53.334)
Max Out-of-Round & Taper .001 (.025)
Oil Clearance
Camaro & Firebird
Production .0013-.0035 (.033-
.088)
Service Limit (Maximum) .0030 (.076)
Corvette .0035 (.088)

CONNECTING ROD SPECIFICATIONS

CONNECTING ROD SPECIFICATIONS

Application In. (mm)
Maximum Bend & Twist (1)

Side Play .006-.014 (.15-.36)

(1) Replace rod if any bend or twist exists.

CYLINDER HEAD SPECIFICATIONS

CYLINDER HEAD SPECIFICATIONS

Application Specification
Face Angle 45°
Seat Angle 46°
Seat Runout (Maximum) .002" (.05 mm)
Seat Width
Intake .031-.063" (.79-1.60 mm)
Exhaust .063-.094" (1.60-2.40 mm)
Stem Clearance
Camaro & Firebird
Production
Intake .0011-.0027" (.027-.069
mm)
Exhaust .0011-.0027" (.027-.069
mm)
Service (Maximum)
Intake .0037" (.093 mm)
Exhaust .0047" (.119 mm)
 Corvette
Production
Intake .0010-.0037" (.025-.094
mm)
Exhaust .0010-.0047" (.025-.119
mm)
Service (1)

(1) Information is not available from manufacturer.

CYLINDER BLOCK SPECIFICATIONS

CYLINDER BLOCK SPECIFICATIONS

Application In. (mm)
Cylinder Bore
Diameter
5.0L 3.740 (94.99)
5.7L 4.000-4.002 (101.60-
101.65)
Maximum Taper .001 (.03)
Maximum Out-of-Round .002 (.05)

VALVES & VALVE SPRINGS SPECIFICATIONS

VALVES & VALVE SPRINGS SPECIFICATIONS

Application Specification
Face Angle 45°
Valve Springs
Damper
Free Length 1.86" (47.2 mm)
Approximate Number Of Coils 4
Installed Height
Camaro & Firebird
Intake 1.689-1.768" (43.7 mm)
Exhaust 1.595" (40.5 mm)
Corvette 1.720" (43.7 mm)
Pressure (1)
Valve Closed 76-84 @ 170 (34-38 @
43.2)
Valve Open 194-206 @ 1.25 (88-93
@ 31.8)
(1) Lbs. @ In. (Kg @ mm).
CAMSHAFT SPECIFICATIONS

CAMSHAFT SPECIFICATIONS
Application In. (mm)
Journal Diameter 1.868-1.869 (47.45-47.48)
End Play .004-.012 (.10-.31)
Lobe Lift
VIN F (5.0L)
Intake .269 (6.83)
Exhaust .276 (7.01)
VIN 8 (5.7L)
Intake .273 (6.93)
Exhaust .282 (7.16)
 5.7L V8 - VINS [6 & 8]

GENERAL MOTORS ENGINES 5.7L V8

ENGINE IDENTIFICATION

NOTE: For engine repair procedures not covered in this article, see ENGINE
OVERHAUL PROCEDURES - GENERAL INFORMATION article in GENERAL
INFORMATION.

Engine may be identified from the Vehicle Identification Number (VIN) stamped on metal tab located on top of
instrument panel at lower left of windshield. The VIN number contains 17 characters. The 8th character
identifies engine and 10th character establishes model year.

ENGINE IDENTIFICATION CODES

Application Engine Code VIN Code
5.7L (350") V8
4-Bbl. Police LM1 6
MFI L98 8

ADJUSTMENTS
VALVE ADJUSTMENT

NOTE: When reconditioning valves, ensure interference angles of valve and seat are
not lapped out. Remove grooves and/or score marks from end of valve stem
with oil stone. DO NOT remove more than .010" (.254 mm) from valve stem end.

Valve Arrangement

E-I-I-E-E-I-I-E (Both banks, Front-to-rear).

1. To adjust valves, rotate crankshaft to No. 1 firing position and adjust following valves:
Intake No. 1, 2, 5 and 7.
Exhaust No. 1, 3, 4 and 8.
2. Adjust valves by backing off adjusting nut until lash is felt at push rod, then tighten until lash is removed.
Tighten adjusting nut an additional one full turn.
3. Rotate crankshaft to No. 6 firing position. Adjust following valves:
Intake No. 3, 4, 6 and 8.
Exhaust No. 2, 5, 6 and 7.
4. When adjustment is complete, install valve covers. Start engine and check timing and idle speed.

REMOVAL & INSTALLATION

ENGINE

See ENGINE REMOVAL article.

INTAKE MANIFOLD

CAUTION: Before servicing any fuel related component on fuel injected vehicles,
relieve fuel pressure. Connect fuel gauge (J 34730-1) to fuel pressure
valve. Wrap shop towel around fitting during installation to avoid spillage.
Install bleed hose. Turn valve and drain fuel into a container.

Removal (Carbureted Models)

1. Disconnect negative battery cable. Drain cooling system. Remove air cleaner. Remove heater and upper
radiator hoses and upper alternator bracket. Remove cruise control servo and bracket, if equipped.
2. Disconnect carburetor linkage, throttle valve linkage (A/T), fuel line, vacuum lines and electrical wiring
at manifold. Disconnect right bank spark plug wires at plugs. Remove carburetor.
3. Remove distributor cap and wires. Mark position of rotor and remove distributor. Remove A/C
compressor and bracket, if equipped. Remove EGR solenoids and bracket. Remove dipstick tube at
alternator adjusting brace.
4. Disconnect Computer Command Control (CCC) wiring harness and lay aside. Disconnect fuel lines at air
injection control valve bracket. Remove manifold bolts and intake manifold.

Removal (Fuel Injected Models)

1. Disconnect negative battery cable and drain cooling system. Remove air intake duct. Disconnect
accelerator, T.V. and cruise control cables, if equipped.
2. Remove air intake duct, mass airflow sensor (MAF), and air intake tube. Disconnect coolant hoses at
throttle body. Disconnect wiring, vacuum lines, and breather hoses from throttle body. Relieve fuel
system pressure. Disconnect fuel inlet and return lines. Remove throttle body from plenum. Remove
distributor shield.
3. Disconnect cable retaining bracket. Remove throttle body retaining bolts. Disconnect Throttle Position
Sensor (TPS) and Idle Air Control (IAC) valve connectors. Disconnect vacuum lines and brake vacuum
lines at plenum. Disconnect canister control valve fresh air pipe.
4. Remove right runners. Remove plenum retaining bolts and lift off plenum. Disconnect cold start valve
and fuel line. Disconnect fuel lines and injector harness connectors. Loosen fuel rail retaining bolts and
raise rail. Remove runners, fuel rail, and injectors as an assembly.

NOTE: When servicing fuel rail assembly, ensure no dirt or contaminants enter
fuel passages. Cap fittings and plug holes during servicing. Replace "O"
rings before reinstalling fuel rail.

5. Remove distributor cap and mark rotor position. Remove cold start valve retaining bolts, fuel supply line,
and cold start valve. Remove distributor and disconnect EGR solenoid.
6. Disconnect heater hose at rear of intake manifold. Remove drive belt. Remove air injection pump bracket
 bolts and air injection pump. Disconnect coolant temperature sensor. Remove intake manifold bolts and
intake manifold.

Installation (All Models)

1. Clean mating surfaces. Install gaskets on cylinder heads. Position blocked openings in gaskets rearward.
Bend tab flush with rear face of cylinder head.
2. Apply 3/16" (5 mm) bead of RTV sealant along front and rear ridge of block.
3. Apply Loctite to manifold bolts. Install manifold and bolts. Tighten bolts in sequence shown in Fig. 1. On
fuel injected engines, snug bolts first, then tighten to final value. On all models, reverse removal
procedure to complete installation. Adjust idle, timing and check for leaks.
Fig. 1: Intake Manifold Tightening Sequence. Use 2-step tightening sequence.

EXHAUST MANIFOLD

Removal (Right Side - Carbureted V8)

1. Disconnect battery. Raise vehicle. Disconnect exhaust pipe at manifold. Lower vehicle. Remove air
cleaner. Disconnect spark plug wires. Disconnect vacuum hoses at early fuel evaporative valve.
Disconnect air injection hose.
2. Loosen alternator drive belt. Remove lower alternator bracket and air injection valve. Disconnect air
injection pipe at rear of manifold. Remove manifold bolts and manifold.

Removal (Right Side - MFI)

1. Disconnect negative battery cable. Remove plenum extension. Disconnect EGR wire and remove EGR
pipe bolts at intake manifold. Remove rear A/C compressor brace, and allow to hang at compressor.
Remove dipstick tube.
2. Remove air injection check valve at manifold. Disconnect air injection hose at catalytic converter air pipe.
Disconnect wire at temperature sending unit. Disconnect spark plug wires at plugs, head, and valve cover.
Remove spark plugs. Raise vehicle.
3. Remove catalytic converter air injection pipe clamp at manifold. Disconnect exhaust crossover pipe at
both manifolds. Remove bolts from catalytic converter front hanger. Remove catalytic converter air
injection pipe. Lower vehicle.
4. Remove manifold bolts and manifold with EGR pipe attached. Remove EGR pipe clamp and pipe if
manifold is being replaced.

Removal (Left Side - Carbureted V8)

1. Disconnect battery. Raise vehicle. Remove exhaust pipe at manifold. Disconnect oxygen sensor
connector. Lower vehicle. Disconnect air injection hose. Remove power steering pump (if equipped).
2. If equipped with A/C, loosen bracket at front of head. Remove rear bracket and remove compressor.
Remove lower power steering pump adjusting bracket (if equipped). Remove manifold bolts. Disconnect
wiring harness connector at valve cover and remove exhaust manifold.

Removal (Left Side - MFI)

1. Disconnect negative battery cable. Remove air cleaner. Disconnect PCV hose from intake and rocker
cover. Disconnect air injection hose at exhaust check valve.
2. Disconnect rear alternator brace at manifold and allow to hang from alternator. Raise vehicle and
disconnect exhaust pipe at manifold. Lower vehicle. Remove manifold bolts and manifold.

Installation (All Models)

Clean mating surfaces of manifolds, block and heads. Position manifold and install bolts finger tight. Tighten
bolts to specification. Reverse removal procedure to complete installation.

CYLINDER HEAD
NOTE: Check compression before removal of cylinder head. Remove when cold. Check
for warped gasket surface, nicks or damage. If cylinder head refinishing is
needed, DO NOT machine more than .010" (.25 mm) from gasket surface.
Replace head if cracked. Remove burrs or scratches with oil stone.

Removal (Right Side)

1. Remove intake manifold as previously outlined. Disconnect air injection hose from exhaust check valve.
Remove 2 rear A/C compressor braces and mounting bolt. Remove A/C compressor bracket nuts at water
pump. Slide A/C compressor mounting bracket forward and disconnect wires.
2. Remove upper A/C compressor mounting bolt and remove compressor. Remove valve cover bolts. Bend
bracket at rear of head and remove valve cover. Disconnect air injection hose at catalytic converter pipe
check valve.
3. Remove spark plugs. Remove temperature sending unit. Disconnect air injection hose at exhaust
manifold. Raise vehicle. Remove 2 rear exhaust manifold bolts. Disconnect exhaust pipe at manifold.
Remove dipstick tube at manifold. Lower vehicle.
4. Remove remaining manifold bolts and manifold. Disconnect plug wire holder at rear of head. Loosen
rocker arm nuts and remove push rods. Remove head bolts and cylinder head.

Removal (Left Side)

1. Remove intake manifold as previously outlined. Remove alternator bolts and lay alternator aside. Remove
valve cover bolts. Disconnect spark plug wires at spark plugs. Bend bracket at rear of head and remove
valve cover. Disconnect air injection hose at exhaust check valve.
2. Raise vehicle. Disconnect exhaust pipe at manifold. Lower vehicle. Remove exhaust manifold and upper
air injection pump bracket with power steering reservoir.
3. Disconnect plug wire holder and ground wire at rear of head. Disconnect temperature sending unit
connector. Remove push rods, head bolts and cylinder head.

NOTE: When servicing head, remove carbon deposits from combustion chamber with
scraper and wire brush before removing valves. When disassembling, mark
valve components for proper reassembly.

Installation

1. Clean cylinder block and head mating surfaces of gasket material, carbon and dirt. Ensure mating surfaces
are free of nicks or scratches.
2. Clean bolt hole threads in cylinder block to ensure proper bolt torque. If steel gaskets are used, apply thin,
even coat of sealer to both sides of gasket.
3. On composition steel asbestos gaskets, DO NOT use sealer. Install gaskets over dowel pins with "bead"
side up. Install cylinder heads.

NOTE: Use ONLY composition head gaskets without sealer on Corvette models.

4. Apply sealing compound to head bolt threads. Install and gradually tighten in sequence to specification.
 See Fig. 2. Reverse removal procedure to complete installation.

Fig. 2: Cylinder Head Tightening Sequence. Apply sealer to bolt threads and tighten in sequence.

VALVE & VALVE GUIDE SERVICING

NOTE: When reconditioning valves, ensure interference angles of valve and seat are
not lapped out. Remove grooves and/or score marks from end of valve stem
with oil stone. DO NOT remove more than .010" (.254 mm) from valve stem end.

1. To check valve guide wear, insert valve with head positioned 1/16" above seat. Attach dial indicator to
cylinder head. Position dial indicator stem against valve stem just above guide.
2. Move valve in guide and measure wear shown on indicator. If guide wear is excessive, ream to next
oversize. Service valves are available in standard, .003", .015" and .030" oversize.
 3. Clean valve guides. Reface valve seat if guide is reamed. If valve seat face is reground, check margin
width dimension.
4. Check seats for proper angle and width. Measure valve seat runout. Runout should be within .002" (.05
mm) for intake and exhaust.
5. Use scraper to break (lightly chamfer or bevel) sharp top inside edge of guide. After guide repair, inspect
valve stem end for wear. Valve stem end may be reconditioned by grinding to proper dimension at 90°
angle.
6. Check valve head for warpage. DO NOT reface if knife edge will result. Knife edges lead to breakage,
burning or preignition due to heat localizing on edge. Replace if edge of valve head is less than .031" (.79
mm) thick after grinding.
7. When new valves are installed or after grinding, measure valve stem height. Ensure that there is at
least .015" (.381 mm) minimum clearance between gauge surface and end of valve stem. Ensure that
distance between gauge surface and spring retainer is .030" (.76 mm) minimum.
8. If gauge-to-stem clearance is less than specification, remove valve and grind tip of stem at 90° angle for
clearance. Note that valve stem with less than .005" (.13 mm) above spring retainer is too short and must
be replaced.

VALVE SPRINGS

Removal (Cylinder Head Installed)

1. Rotate engine to TDC of compression stroke. Remove valve cover, spark plug, rocker arms and push rods
on cylinder(s) to be serviced.
2. Install Air Line Adapter (J-23590) to spark plug port. Apply minimum of 140 psi (9.8 kg/cm2 ) line
pressure to hold valves in place.

NOTE: If air pressure fails to hold valve closed, remove cylinder head for
inspection.

3. Using Spring Compressor (J-5892), compress valve spring and remove valve locks, retainer cap (or
rotator), spring and damper. Remove valve stem oil seal.

Removal (Cylinder Head Removed)

1. With rocker arm removed, compress valve spring using Spring Compressor (J-8062). Remove valve
locks. Release compressor.
2. Remove valve retainer (or rotator), spring and damper, oil seals and shim(s). Keep components in order
for installation in original location.

Inspection

1. Check valve spring for out of square with 90° straightedge. Out of square service limit is .0625" (1.588
mm) for intake and exhaust springs.
2. Check valve spring tension using Valve Spring Tester (J-8056). Springs must be within 10 lbs. of
specified load at required height (without dampers).
 CAUTION: Install shims only if necessary. DO NOT use more than 2 shims.

3. Check valve springs for proper installed height of 1.72" (43.66 mm) intake and 1.59" (40.48 mm)
exhaust.
4. Measure from top of valve seat to top of valve spring or bottom of valve retainer. If height is excessive,
install .0625" (1.587 mm) valve spring seat shim. Ensure spring height with shim does not result in
installed height under minimum specification.

Installation

To install, reverse removal procedure.

VALVE STEM OIL SEALS

1. Oil seals are installed on all valve stems and must be replaced when valve service is performed. To
remove oil seals, see VALVE SPRINGS for disassembly procedure.
2. To reassemble, coat seals with oil. Install valve stem oil seal over stem and seat against cylinder head. Set
shim, spring, damper, oil shedder and valve cap (or rotator) in place and compress spring.
3. Install oil seal on lower groove of stem. Ensure seal is flat and not twisted. Install retainer locks. Release
valve spring compressor and remove air line adapter. After assembly, use Vacuum Applier (J-23994) to
apply vacuum to valve cap. Ensure no air leaks past seal. To complete installation, reverse removal
procedure.

ROCKER ARM STUDS

NOTE: Cylinder heads use pressed-in rocker arm studs. Replace studs with damaged
threads or loose fit in head. Studs are available in standard, .003" and .013"
oversize.

Removal

Remove valve cover and rocker arm assembly for stud needing repair. Place Rocker Arm Stud Puller (J-5802-1)
over stud. Install flat washer and nut. Tighten nut until stud is removed.

Installation

1. Using Reamer (J-5715 for .003" and J-6036 for .013" oversize studs), ream stud hole for oversize stud, as
necessary. DO NOT install oversize stud without reaming stud hole, as damage to head may occur.
2. Coat press fit area of stud with hypoid gear oil. Drive stud into place using Stud Guide (J-6880) and
hammer. When stud guide bottoms on head, stud is at correct height.

HYDRAULIC VALVE LIFTER ASSEMBLY

NOTE: Before replacing lifter for noisy operation, ensure noise is not caused by
 improper collapsed lifter gap, worn rocker arms, push rods or valve tips. If lifter
assembly is stuck in bore, use lifter puller or magnet.

1. Hydraulic lifter assemblies must be installed in original locations. Remove valve cover and intake
manifold. Loosen rocker arm and rotate for clearance from push rod. Remove push rod and, using
Hydraulic Lifter Puller (BT-6407 or J-3049) or magnet, remove lifters.
2. Clean and inspect but DO NOT mix components or positions. Parts are select-fitted and not
interchangeable. If lifter is sticking, disassemble and clean dirt, metal chips or varnish from components.
If lifter check valve is not functional, obstructions may prevent it from closing when cam lobe is moving
lifter or check valve spring may be broken. See Fig. 3.

Fig. 3: Exploded View of Hydraulic Lifter Assembly. Use test fluid for leak-down test.

3. Clean or replace components as necessary. If plunger is not free in body of lifter, replace entire assembly.
Plunger should drop to bottom of body by its own weight when assembled dry. Assemble lifter and check
free operation by pressing down on cap.

NOTE: Camshaft lobes are ground, hardened and tapered with high side of lobe
toward rear of engine. This causes lifters to rotate.

4. Inspect lifter base-to-cam lobe contact area. Surface must have smooth and convex contact face. Replace
any lifter with flat or concave surface. Inspect related cam lobe for proper lobe lift. Replace camshaft (and
lifters) if any lobe is worn beyond specification.
5. Check lifter-to-bore clearance. Standard clearance is .0005-.0020" (.013-.051 mm). Standard diameter of
lifter is .8422-.8427" (21.392-21.405 mm). Standard lifter bore diameter is .8435-.8445" (21.425-21.450
mm).

NOTE: When performing leak-down test, lifters cannot be checked with engine oil,
only test fluid. New lifters already contain test fluid. If new lifter is
installed, remove sealer coating from inside and check leak-down rate. If
old lifter is disassembled and cleaned, fill with test fluid before installing
 and testing.

6. Place lifter upright in Hydraulic Lifter Leak-Down Tester (J-5790). Check leak-down rate. Leak-down
rate is 12-90 seconds measured at .0938" (2.38 mm) plunger travel, under 50 lb. (23 kg) load.
7. Coat lifter base with Molykote. When installing, ensure lifter is on base circle of camshaft. Tighten rocker
arm bolt to specification. Coat gasket surfaces with RTV sealer. Install valve covers and intake manifold.

OIL PAN

See OIL PAN REMOVAL article.

PISTON & ROD ASSEMBLY

NOTE: When removing ridge at top of cylinder bore, never cut into ring travel area
more than .03125" (.794 mm). Before removing piston and connecting rod,
ensure rod caps are marked to their related rods for proper reassembly. DO
NOT damage crankshaft journals or cylinder wall during removal.

Removal

1. With cylinder heads, oil pan, and oil pump removed, inspect cylinder bores for ridges and/or deposits.
Move piston to be removed to bottom of bore and cover with cloth to catch cuttings.
2. Remove ridge at top of cylinder bores (using ridge reamer) before removing pistons from block. Rotate
crankshaft and inspect rods and caps for identification. Mark if necessary.
3. Remove rod cap and push each piston and rod assembly out top of cylinder bore. To protect crankshaft,
place Connecting Rod Bolt Guide Set (J-5239) or 3/8" rubber hose over rod bolts. Remove bearing inserts
from rod and cap. Inspect for size, wear and damage. Install rod caps on mating rods.

NOTE: Notch on piston top faces front of engine. V8 pistons are numbered from front-
to-rear with No. 2-4-6-8 on right bank and No. 1-3-5-7 on left bank.

Installation

1. Check fit of new piston and/or rings in cylinder bore before assembling piston and pin to connecting rod.
Install piston on connecting rod. Check piston pin for clearance, etching or wear. New pistons must be
installed in cylinder for which they were fitted, used pistons in cylinders from which they were removed.
2. Measure cylinder bore diameter. Measure piston diameter (at skirt, across centerline of piston pin). Oil
piston rings and cylinder walls. Ensure ring gaps are properly spaced. Install ring compressor on piston.
Marked side of rings must be toward top of piston. Position piston with identification marks on rod and
cap on same side.
3. Install rod bolt guide set or rubber sleeves before installing piston and rod assembly in bore. Tap gently
with wooden handle to insert piston/rod assembly into cylinder bore.
4. After bearings have been inserted, oil journals and bearings. Ensure oil hole in bearing aligns with oil
hole in rod. Turn crankshaft throw to bottom of stroke. Guide piston/rod assembly over crankshaft journal
until rod bearing seats.
 5. Remove rod bolt protectors. Match rod cap to rod and install. Tighten cap nuts in two steps. Repeat for
each piston assembly. After piston/rod assembly is installed, check side clearance of rod on each
crankshaft journal.

FITTING PISTONS

1. Inspect pistons. Replace any showing signs of excessive wear, wavy ring lands, or fractures. Replace if
sponge-like or eroded surface is on edge of piston top (caused by detonation or pre-ignition).
2. If shiny surface on thrust side of piston is found, check for bent connecting rod. DO NOT straighten rod,
replace as necessary. Inspect rods for signs of fracture and bearing bores for out-of-round and taper. If
bore exceeds limits and/or rod is fractured, replace rod.
3. Check pistons for fractures at ring lands, skirts and pin bosses. Check for scuffed, rough or scored skirts.
When measuring piston for side clearance or taper, measurement must be made at centerline of pin bore
and 90° from piston pin hole.
4. Check piston-to-cylinder bore clearance by measuring piston and bore diameters. Ensure piston and
cylinder bore are clean, dry and at room temperature 70°F (21°C) during measurement.
5. Measure diameter of cylinder bore at top, middle and bottom with gauge at right angle and parallel to
centerline of engine. Inspect cylinder walls for scoring, roughness or wear. Check bore for out-of-round
and taper. Standard bore out-of-round is .0010" (.025 mm). Maximum is .0020" (.051 mm).
6. Cylinder bore taper should not be more than .0005" (.013 mm) for thrust side and .0010" (.025 mm) for
relief side. If cylinder wall is severely marred and/or worn, refinishing is needed.
7. Before cylinder refinishing, ensure main bearing caps are in place and tightened to specification to avoid
distortion during refinishing operation. Pistons are available in standard, standard high limit and .010"
oversize.

FITTING RINGS

1. Clean ring grooves with ring groove cleaner or piece of broken ring. Ensure oil holes (or slots) in piston
are clean. Measure piston ring side and end gap clearance for all pistons.
2. Ring side clearance should be checked with feeler gauge between ring and piston lower ring land. Gauge
should slide freely around entire circumference without binding. If step has formed around inner portion
of lower ring land, piston must be replaced.
3. Using piston to position ring in cylinder bore, check ring end gap at least .63" (16 mm) from bottom of
bore. Install rings on pistons with end gaps staggered at proper intervals. Ensure ring gap is not in line
with thrust face of pin bore. See Fig. 4.
 Fig. 4: Piston Ring Gap Spacing. Notch on piston top faces front.

4. Be sure manufacturer's marks face up when rings are installed. Install oil ring expander first, followed by
lower side rail and upper side rail. DO NOT use ring expander on side rails, use only on middle and top
rings.
5. If new piston rings are to be installed and no cross-hatch marks remain on cylinder walls, remove cylinder
glaze using spring-type honing tool. After honing, clean bore and block with soap/water solution and oil
cylinder walls.
PISTON PINS

NOTE: When removing or installing piston pin, connecting rod should be in firm
contact with body of pin setting tool.

Removal

1. Remove inserts from connecting rod and cap. Mark pistons, pins and inserts (if reusable) to assure
assembly with same rod. Press pin from piston and rod using arbor press and Piston Pin
Remover/Installer (J-24086-8 and 9).
2. Inspect and replace any piston pin showing signs of fracture, etching or wear. Check pin-to-rod bore fit.
Check ID of rod pin bore. If pin bore in rod is larger than specification, replace rod.
3. Ensure proper fit by honing or reaming piston pin bore to light slip fit. If clearance exceeds .0010" (.025
mm), replace piston and pin assembly. Standard piston pin diameter is .9270-.9273" (23.54-23.55 mm).
Lubricate pin and small end of rod bore with engine oil.

Installation

1. Check piston-to-cylinder bore clearance before assembling piston and pin to rod. Ensure oil hole in rod
aligns with oil hole in bearing and arrow on top of piston is pointed toward front of engine.
2. Start piston pin in piston and rod. Using guide bar and push rod, press pin through both piston and rod
until pilot hub bottoms on support fixture and/or pin is centered in piston. After pilot hub bottoms, DO
NOT exceed 5000 lbs. (2268 kg) pressure with press. Ensure piston floats during pin installation
operation.

CONNECTING ROD BEARINGS

NOTE: Following procedures are with oil pan and cylinder heads removed. Main and
rod bearing size is indicated by letter stamped into bearing tang or actual
bearing size stamped opposite of tang. Bearing marks are as follows: A
= .0005", B = .0010", and C = .0015". During production, .009" undersize
bearings may have been installed for close tolerances on some journals.

1. Remove connecting rod bearing caps and mark rods and caps for proper installation. Inspect each bearing
for peeling, melting, seizure or improper contact. Replace defective bearings. Use Plastigage method for
bearing clearance check.
2. Measure outside diameter of rod bearing journals to determine if out-of-round or tapered. Standard
journal out-of-round is .0002" (.005 mm) and must not exceed .0010" (.025 mm). Standard journal taper
is .0003" (.008 mm) and must not exceed .0010" (.025 mm). If journals are more than .0010" (.025 mm)
out-of-round or tapered, crankshaft must be reconditioned or replaced.
3. When checking connecting rod clearances, do not support crankshaft. Instead, turn crankshaft until rod to
be checked starts moving up, thus unloading lower bearing.
4. Cut Plastigage to same length as width of rod bearing. Place in bearing cap, parallel with crankshaft (not
over oil hole or groove). Install rod bearings and cap and tighten. Always install caps with markings in
original positions.
 5. DO NOT turn crankshaft with Plastigage installed. Remove rod bearing cap from crankshaft and measure
Plastigage at its widest part (using scale on Plastigage package). If clearance exceeds specifications,
replace bearing.

NOTE: If clearance cannot be brought within specifications with service bearings,

grind crankshaft to next undersize. If already ground to maximum
undersize, replace crankshaft.

6. Selective fitting is required on each connecting rod. Service bearings are available in standard size, .001"
and .002" undersize for new or used standard size crankshaft. Bearings of .010" and .020" undersize are
for use with reconditioned crankshafts. After inspection and/or replacement, coat bearing surfaces with
oil. Tighten connecting rod bearing caps in two steps.

NOTE: Connecting rod bearing cap and rod identification numbers must remain
on same side. Always replace the bearings in pairs. Never use new bearing
in combination with used bearing. Never file or grind connecting rods or
caps when fitting bearings.

7. Check for shiny surface on either side of piston pin boss, indicating bent connecting rod. Twisted rods
will not create identifiable wear patterns, but will disturb the action of entire crankshaft assembly and
may cause excessive oil consumption.
8. Check connecting rod side clearance with dial gauge indicator resting against rod cap. Pull cap toward
front of engine and zero gauge. Push cap toward rear of engine and compare readings. If excessive,
replace rod and cap.
9. Standard connecting rod side clearance is .006-.014" (.15-.36 mm). If side clearance is less than
specification, remove rod and cap. Check for scratches, burrs, nicks or dirt between crankshaft and rod.
Dress minor imperfections with oil stone.
10. During assembly, ensure oil hole in bearing aligns with oil hole in connecting rod. Check bearing tangs
are seated in appropriate slots in rod and cap. Ensure rod bolt heads are properly seated in rod.

MAIN BEARINGS

NOTE: Selective fit main bearings are used. If a .009" undersize and a .010" undersize
bearings were used for precision fitting during production, the main bearing
cap is painted Light Green on each side of affected journal. The crankshaft
throw will also be stamped with a "9" on one side of undersize journal, and have
a large spot of Light Green paint.

NOTE: Following procedures are with oil pan and cylinder heads removed. Main and
rod bearing size is indicated by letter stamped into bearing tang or actual
bearing size stamped opposite of tang. Bearing marks are as follows: A
= .0005", B = .0010", and C = .0015". During production, .009" undersize
bearings may have been installed for close tolerances on some journals.

1. Inspect each bearing for peeling, melting, seizure or improper contact. Replace defective bearings. If
 copper-lead bearing base is visible but is not showing in more than 20% of total area, bearing is not
excessively worn.

NOTE: DO NOT scrape gum or varnish deposits, clean inserts and caps in
solvent. DO NOT file or lap caps to obtain proper bearing clearance. If
main bearing caps are replaced, shimming may be needed. Laminated
shims are available in various sizes.

2. Measure outside diameter of crankshaft main bearing journals in at least four places to determine if out-
of-round or tapered. Standard journal out-of-round is .0002" (.005 mm) and must not exceed .0010" (.025
mm). Standard journal taper is .0002" (.005 mm) and must not exceed .0010" (.025 mm).

NOTE: Observe location of high spots on main bearings. If high spots are not in
line, crankshaft may be bent and should be checked.

3. To check main bearing clearance, shim adjacent main bearings to bearing being checked. Alternate
method is to position jack under counterweight adjoining bearing being checked so weight of crankshaft
will not compress Plastigage and provide incorrect reading.
4. DO NOT position jack under crankshaft pulley. Crankshaft post damage will result. With all bearing caps
(other than one being checked) tight, check clearances using Plastigage method. DO NOT turn crankshaft
with Plastigage installed.

NOTE: New bearings are available in standard size and .0010", .0020", .0090",
.010" and .020" undersize. Replace both upper and lower inserts together.
If undersize bearings are used on more than one journal, position in
cylinder block rather than bearing cap.

5. If standard and undersize bearing combination do not bring clearance within specified limits, crankshaft
will have to be refinished and undersized bearings installed. If journal will not clean up to maximum
undersize bearing, replace crankshaft. Remove and replace crankshaft sprocket as necessary.

NOTE: Crankshaft sprocket removal will require Sprocket Remover (J- 5825).
Sprocket installation will require Sprocket Installer (J-5590).

6. If journals are remachined, ensure same journal shoulder radius is reproduced. Too small a radius results
in fatigue failure of crankshaft. Too large a radius results in bearing failure due to radial ride of bearing.
7. When journals are refinished, chamfer oil holes and polish journals with No. 320 grit polishing cloth and
engine oil. After chamfer and polish operations, clean crankshaft in solvent and blow out oil passages
with compressed air.
8. When main bearings are installed, ensure oil grooves on bearings are installed on same side. Oil new
upper bearing and insert plain (unnotched) end between crankshaft and notched side of block. Rotate
bearing into place. Ensure main bearing caps are installed with arrows pointing toward front of engine.
Install main cap bolts and tighten.

NOTE: Some production engines may have rear main bearings that the distance
 between thrust faces is .008" wider than standard. Crankshaft will have .008"
stamped on rear counterweight. Ensure proper distance between thrust faces is
maintained if rear main bearings are replaced.

THRUST BEARING ALIGNMENT

1. Tighten main bearing cap bolts (except rear main) to specification. Tighten rear main bolts to 11 ft. lbs.
(15 N.m). Tap end of crankshaft rearward and forward to line up main bearing thrust surfaces with
crankshaft thrust face.
2. Tighten all main bearing cap bolts to specification. Rotate crankshaft to ensure there is no excessive drag.
Measure end play at front end of rear main bearing using feeler gauge. Standard end play is .002-
.006" (.05-.15 mm).

REAR MAIN BEARING OIL SEAL

NOTE: Always replace upper and lower seals as a unit. Lip of seals should face front of
engine.

Removal (Crankshaft Installed)

Remove transmission and flywheel. Using notches provided in seal retainer, pry out seal with a screwdriver.
DO NOT nick crankshaft sealing surface with screwdriver during removal.

Installation (Crankshaft Installed)

Lubricate inside and outside diameters of seal with engine oil. Place seal on Seal Installer (J-35621). Thread
screws of seal installer guide into rear of crankshaft. Using a screwdriver, tighten guide snugly. Tighten seal
installer until it bottoms. Remove installer and guide. See Fig. 5.
Fig. 5: Installing Rear Main Bearing Oil Seal. Tighten seal installer until it bottoms.

TORSIONAL DAMPER

NOTE: The inertia weight section of torsional damper is assembled to hub with rubber
sleeve. Removal and installation procedures (using proper tools) must be
followed or movement of inertia weight section on hub will destroy tuning of
damper and engine timing reference.

Removal

Disconnect negative battery cable. Remove accessory drive belt(s). Raise vehicle, if necessary, and remove
crankshaft pulley and damper retaining nut. Check clearance of power steering line and remove as necessary to
mount Hub Puller/Installer (J-23523). Install puller/installer. Turn puller bolt and remove damper.

Installation

1. Coat front cover seal contact area on damper with oil. Place damper in position over key on crankshaft.
Using hub puller/installer, position threaded end of tool on crankshaft, ensuring .50" (13 mm) of thread
 engagement.
2. Install remaining tool components and pull damper into position. Remove installer tool. Install crankshaft
pulley. Install and tighten damper retaining bolts. Install accessory drive belt(s) and related components.
Tighten belts, nuts and bolts.

FRONT ENGINE COVER

Removal

1. Remove torsional damper as previously outlined. Remove air injection pump pulley and air management
valve adapter. Remove air injection pump bolts and pump. Disconnect fuel inlet and return lines.
2. If equipped, remove rear A/C compressor braces and lower A/C mount bolts. Remove compressor bracket
nuts at water pump. Slide mounting bracket forward and remove compressor mount bolt. Disconnect
wires at compressor and lay unit aside.
3. Disconnect air injection hose at right exhaust manifold. Remove compressor mount bracket. Remove
upper air injection pump bracket with power steering reservoir. Remove lower air injection pump bracket.
4. Drain cooling system. Disconnect radiator and heater hoses. Remove water pump. Remove front cover
retaining bolts, cover and gasket.

Installation

1. Clean gasket surfaces. Apply gasket sealer to new gasket. Apply RTV sealer to joint formed where oil
pan meets cylinder block (trim excess gasket material that protrudes at junction). Place gasket on cover.
Install cover-to-oil pan seal. Place light coat of engine oil on bottom of seal.
2. Place cover over end of crankshaft and loosely install upper cover-to-block bolts. Tighten bolts alternately
while pressing down on cover so dowels are aligned with holes in cover. DO NOT force cover over
dowels or hole distortion will result.
3. Install remaining bolts and tighten. Install torsional damper, pulley, fan, belts and water pump. To
complete installation, reverse removal procedure. Refill cooling system. Start engine and check for leaks.

FRONT COVER OIL SEAL

Removal

The oil seal may be replaced without removing cover. Remove torsional damper. Pry old seal out with large
screwdriver. Be careful not to damage sealing surface of crankshaft or block.

Installation

Install new seal with open end toward inside of cover. Drive seal into position using Oil Seal Installer (J-
23042). To complete installation, reverse the removal procedure.

TIMING CHAIN

Removal

Remove front cover. Using torsional damper retaining bolt to rotate crankshaft, align timing marks. Remove
camshaft sprocket bolts. Use 2 large screwdrivers to alternately pry camshaft sprocket forward until free.

Installation

1. With camshaft installed, place timing chain over camshaft sprocket so that it hangs below sprocket. Align
marks on camshaft and crankshaft sprockets. See Fig. 6.

Fig. 6: Timing Chain Sprocket Alignment. Align marks on camshaft and crankshaft sprockets.

2. Align dowel in camshaft with dowel hole in camshaft sprocket and install sprocket. Use mounting bolts to
draw sprocket onto camshaft. Tighten bolts. Check sprocket alignment, lubricate chain and install
remaining components.

CAMSHAFT

Removal

1. Remove intake manifold and torsional damper as previously outlined. Remove front engine cover and
water pump as previously described. Disconnect upper and lower transmission cooler lines, if equipped.
Remove fan shroud, radiator (and grille, if necessary).
 2. Remove cooling fan. Remove power steering pump, if equipped. Remove drive belts, crankshaft pulley
and torsional damper. If equipped, remove A/C compressor mount bolts, brackets, accumulator and
compressor. Set unit aside. Remove air injection pump and brackets.
3. Remove water pump and front engine cover. Remove fuel pump (mechanical) push rod. Rotate crankshaft
and align timing marks. Remove camshaft bolts, gear and chain. Install two 5/16"-18 x 4" bolts in
camshaft bolt holes and carefully remove camshaft.

NOTE: All camshaft journals are same diameter. Use care when removing camshaft to
prevent damage to lobes or journals.

Inspection

1. Check camshaft journals for out-of-round condition. If journals exceed .001" (.025 mm) out-of-round,
replace camshaft and lifters. Check camshaft end play. Standard end play is .0040-.0012" (.038-.127
mm). If not to specification, check camshaft end cover for grooves or wear. Replace as necessary.
2. Check camshaft lobe lift. Attach dial indicator with a ball/socket attachment to camshaft carrier or "V"
block. Measure lobe lift. If lobe lift loss is more than .002" (.05 mm), replace camshaft. Check camshaft
journal-to-bearing clearance. Standard clearance is .0010-.0040" (.025-.101 mm).

NOTE: Camshaft lobes are ground, hardened and tapered with high side of lobe toward
rear of engine. This causes valve lifters to rotate.

Installation

Lubricate journals with engine oil and, on new camshafts, apply Molykote to camshaft lobes. Carefully install
camshaft. Complete installation by reversing removal procedure.

CAMSHAFT BEARINGS

Removal

1. With crankshaft and camshaft removed, fasten rods against side of engine, out of work way. Drive rear
camshaft plug out of block. Using Camshaft Bearing Remover (J-6098), index pilot in front bearing and
install puller screw through pilot.
2. Install tool with shoulder toward No. 2 bearing. Ensure enough threads are engaged. With two wrenches,
hold puller screw while turning nut. With bearing pulled from bore, remove tool and bearing from screw.
Remove No. 3 bearing in same manner.
3. Index pilot in rear bearing to pull rear intermediate (No. 4) bearing. Assemble remover on driver handle
and remove front and rear bearings by driving toward center of block.

Installation

1. Install front and rear bearings first. These bearings act as guides for pilot and center remaining bearings
being pulled into place. Assemble tool on driver handle. Align oil holes. Install camshaft front and rear
bearings by driving toward center of block.
 NOTE: No. 1 bearing should be installed so oil holes are equidistant from 6
o'clock position; No. 2 through No. 4 bearings should be installed with oil
holes at 5 o'clock position; and No. 5 at 12 o'clock position.

2. Using camshaft bearing remover, install two center bearings with oil holes aligned with holes in block.
Coat camshaft plug with sealer. Plug should be installed flush to 1/32" (.79 mm) deep and parallel with
block surface. Reverse removal procedure to complete installation.

WATER PUMP

Removal

1. Disconnect battery. Drain cooling system. Remove fan shroud or upper radiator support, if necessary.
Remove drive belt(s). Remove fan and pulley. Remove upper and lower alternator brackets and power
steering pump lower bracket from water pump (if equipped) and swing aside.
2. Remove air injection pump pulley, brackets, air management valve adapter, and air injection pump.
Disconnect fuel inlet and return lines. Remove A/C compressor brackets, wires, mount bolts and
compressor. Remove right and left air injection hoses at check valve.
3. Remove air injection pipe at intake and power steering reservoir bracket. Remove lower radiator hose and
heater hose from water pump. Remove water pump-to-block attaching bolts and pump.

Installation

To install, reverse removal procedure. If using a new pump, transfer pulley and heater hose fitting from old
pump. Use new gasket.

NOTE: For further information on cooling system capacities and other cooling system
components, see ENGINE COOLING SYSTEMS article.

LUBRICATION
CRANKCASE CAPACITY

On all V8 engines, crankcase capacity without filter change is 4 quarts (3.8L). With filter change, 5.0 quarts
(4.7L).

NORMAL OIL PRESSURE

On all engines, oil pressure is 50-65 psi (3.5-4.6 kg/cm2 ) @ 2000 RPM.

PRESSURE REGULATOR VALVE

Pressure regulator valve is located in oil pump body and is nonadjustable.

ENGINE OILING SYSTEM

Oil is supplied under pressure by gear-type pump, driven by distributor, which in turn is driven by helical gear
on camshaft. The main oil gallery (down center of block above camshaft) feeds oil through drilled passages to
camshaft and crankshaft to lubricate bearings. The valve lifter oil gallery feeds lifters which, through hollow
push rods, feed rocker arms. All other components are lubricated by splash or nozzle.

OIL PUMP

Removal

Remove oil pan. Remove oil pump-to-rear main bearing cap bolt. Remove oil pump and extension shaft.

Disassembly

1. Remove pump cover and mark gear teeth so they may be reassembled with same teeth indexing. Remove
idler gear, drive gear and shaft from pump body. Remove pressure regulator valve retaining pin, valve
and related parts. See Fig. 7.

Fig. 7: Exploded View of Oil Pump Assembly

2. If replacement is necessary, mount pump in soft-jawed vise and pull pick-up screen and pipe assembly
from pump body. DO NOT disturb pick-up screen on pipe. This is serviced as an assembly.

Inspection

1. Check oil pump body for cracks or wear. Inspect pump gears for cracks, wear or damage. Check shaft for
looseness in housing. Replace pump as a unit if any parts are not to specification.
2. Check inside of cover for wear that would permit oil to leak past ends of gears. Check oil pick-up screen
for damage to screen or relief grommet. Remove debris from surface of screen.
 3. When assembling oil pump, fill cavities with petroleum jelly to ensure immediate oil pressure. Install
cover, tighten bolts and ensure shaft turns freely. Install regulator valve plunger, spring, retainer and pin.

Reassembly

1. If pick-up screen and pipe assembly was removed, replacement with new part is necessary. Loss of press
fit could result in air leak and loss of oil pressure.

NOTE: When installing new oil pump pipe assembly, be careful of twisting,
shearing or collapsing pipe.

2. Apply sealer to end of replacement pick-up tube. Using Oil Pump Pipe Installer (J-8369), tap tube in
place with plastic hammer. Install pressure regulator valve and related parts.
3. Install drive gear and shaft in pump body. Install idler gear in pump body with smooth side of gear toward
opening. Install pump cover. Turn drive shaft to ensure smooth operation.

Installation

Install pump and extension shaft to rear main bearing cap. Align slot on top end of extension shaft with drive
tang on lower end of distributor drive shaft. Install pump to rear main bearing cap bolt and tighten.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Camshaft Sprocket Bolts 20 (27)
Clutch Pressure Plate Bolts 30 (41)
Connecting Rod Cap Nuts 45 (61)
Cylinder Head Bolts 65 (88)
Exhaust Manifold Bolts 20 (27)
Flywheel-to-Crankshaft Bolts 60 (81)
Intake Manifold Bolts 35 (47)
Main Bearing Cap Bolts 80 (108)
Oil Pump Bolts 65 (88)
Torsional Damper Bolt 60 (81)
Water Pump Bolts 30 (41)
INCH Lbs. (N.m)
Crankcase Front Cover Nuts 80 (9)

ENGINE SPECIFICATIONS
GENERAL ENGINE SPECIFICATIONS

GENERAL ENGINE SPECIFICATIONS

Application In. (mm)
Displacement
Cu. In. 350
Liters 5.7
Fuel System
VIN 6 4-Bbl
VIN 8 MFI
HP @ RPM
VIN 6 N/A
VIN 8 230 @ 4000
Torque Ft. Lbs. @ RPM
VIN 6 N/A
VIN 8 330 @ 3200
Compr. Ratio
VIN 6 8.2:1
VIN 8 9.0:1
Bore 4.00 (101.6)
Stroke 3.48 (88.4)

PISTON/PIN/RING SPECIFICATIONS

PISTONS, PINS & RINGS SPECIFICATIONS

Application In. (mm)
Piston Clearance .0025-.0035 (.064-.089)
Pins
Piston Fit .00025-.00035 (.0064-.0089)
Rod Fit (1) .0008-.0016 (.020-.040)
Rings
Ring No. 1
End Gap .010-.020 (.25-.51)
Side Clearance .0012-.0032 (.030-.081)
Ring No. 2
End Gap .010-.025 (.25-.64)
Side Clearance .0012-.0032 (.030-.081)
Ring No. 3
End Gap .015-.055 (.38-1.40)
Side Clearance .002-.007 (.051-.178)
(1) Press fit.

BEARING SPECIFICATIONS
CRANKSHAFT MAIN & CONNECTING ROD BEARINGS SPECIFICATIONS
Application In. (mm)
Main Bearings
Journal Diameter
Front 2.4484-2.4493 (62.189-62.212)
Intermediate 2.4481-2.4490 (62.182-62.205)
Rear 2.4479-2.4488 (62.177-62.199)
Clearance
Front .0008-.0020 (.020-.050)
Intermediate .0011-.0023 (.028-.058)
Rear .0017-.0032 (.034-.081)
Thrust Bearing No. 5
Crankshaft End Play .002-.006 (.05-.15)
Connecting Rod Bearings
Journal Diameter 2.0988-2.0998 (53.310-53.335)
Clearance .0013-.0035 (.033-.089)
Side Play .006-.014 (.15-.36)

VALVE SPECIFICATIONS

VALVE SPECIFICATIONS
Application In. (mm)
Intake
Head Diameter 1.94 (49.28)
Face Angle 45°
Seat Angle 46°
Seat Width .031-.063 (.79-1.60)
Stem Diameter .3410-.3417 (8.661-8.679)
Stem Clearance .0010-.0027 (.025-.069)
Valve Lift .410 (10.41)
Exhaust
Head Diameter 1.50 (38.1)
Face Angle 45°
Seat Angle 46°
Seat Width .063-.094 (1.60-2.39)
Stem Diameter .3410-.3417 (8.661-8.679)
Stem Clearance .0010-.0027 (.025-.069)
Valve Lift .423 (10.74)

VALVE SPRING SPECIFICATIONS

VALVE SPRING SPECIFICATIONS

Application In. (mm)
Free Length (1) 2.03 (51.56)
Pressure (2)
Valve Closed
Intake 76-84 @ 1.70 (34-38 @ 43.2)
Exhaust 76-84 @ 1.61 (34-38 @ 40.9)
Valve Open
Intake 194-206 @ 1.25 (88-93 @ 31.8)
Exhaust 194-206 @ 1.16 (88-93 @ 29.5)
(1) Damper spring free length is 1.86" (47.2 mm).

(2) Lbs. @ In. (Kg @ mm).

CAMSHAFT SPECIFICATIONS

CAMSHAFT SPECIFICATIONS
Application In. (mm)
Journal Diameter 1.8682-1.8692 (47.452-47.478)
Clearance N/A
Lobe Lift
VIN 6
Intake .257 (6.53)
Exhaust .269 (6.83)
VIN 8
Intake .273 (6.93)
Exhaust .282 (7.16)
 ENGINE

5.7L VIN J Engine - Corvette

ENGINE ON-VEHICLE SERVICE

5.7 LITER V8, RPO LT5 VIN J

CAUTION: This vehicle is equipped with Supplemental Inflatable Restraint (SIR). Use
caution when servicing components which may relate to, or are in close
proximity to, SIR components and harnesses. Failure to follow CAUTIONS
in appropriate AIR BAG RESTRAINT SYSTEM article could result in
possible air bag deployment, personal injury, or otherwise unneeded SIR
system repairs.

NOTE: When fasteners are removed, always reinstall them at the same location from
which they were removed. If a fastener needs to be replaced, use the correct
part number fastener for that application. If the correct part number fastener is
not available, a fastener of equal size and strength (or stronger) may be used.
Fasteners that are not reused, and those requiring thread locking compound
will be called out. The correct torque value must be used when installing
fasteners that require it. If the above conditions are not followed, parts or
system damage could result.

The threads of some fasteners, sensors, and fittings on the LT5 engine require the application of thread locking
and sealing compounds. It is important that the correct compounds be used to ensure that parts or system
damage does not occur.

ENGINE MOUNTS AND BRACKETS

Fig. 10

The hydraulic engine mounts provide isolation characteristics superior to conventional rigid rubber mounts.

To check the condition of the mounts, inspect for damage to the rubber portions of the mount, fluid loss, or
damage to the mounting stud.

IMPORTANT: Before replacing any engine mount due to suspected fluid loss, make
sure that the source of fluid is the mount and not the engine or
accessories leaking from above.

Right Engine Mount

Remove or Disconnect

1. Right exhaust manifold. Refer to "EXHAUST MANIFOLDS"

2. Nut retaining engine mount to drivetrain and suspension frame.
3. Support engine and raise only enough for sufficient clearance.

Fig. 1: Identifying Manifolds And Fuel Related Parts

Fig. 2: Manifolds And Fuel Related Parts - Legend
Fig. 3: Identifying Fuel Related Parts
Fig. 4: Fuel Related Parts - Legend
Fig. 5: Identifying Oil Pump, Pan And Related Parts
Fig. 6: Oil Pump, Pan And Related Parts - Legend
Fig. 7: Oil Lubrication Diagram (1 Of 3)
Fig. 8: Oil Lubrication Diagram (2 Of 3)
 Fig. 9: Oil Lubrication Diagram (3 Of 3)

4. Engine mount/bracket nut and bolt from bracket.

5. Engine mount and heat shield from vehicle.
6. Bolts retaining engine mount bracket to cylinder case and bracket from vehicle.

Install or Connect

1. Engine mount bracket to cylinder case and retaining bolts.

Tighten

Bolts to 52 N.m (38 lb. ft.).

2. Engine mount and heat shield onto vehicle.
3. Engine mount/bracket bolt and nut.

Tighten

Nut to 54 N.m (40 lb. ft.).

 4. Lower engine.
5. Nut retaining mount to drivetrain and suspension frame.

Tighten

Nut to 54 N.m (40 lb.ft.).

6. Right exhaust manifold. Refer to "EXHAUST MANIFOLDS"

Left Engine Mount

Remove or Disconnect

1. Left exhaust manifold. Refer to "EXHAUST MANIFOLDS".

2. Nut retaining engine mount to drivetrain and suspension frame.
3. Support engine and raise only enough for sufficient clearance.
4. Engine mount/bracket nut and bolt from bracket.
5. Engine mount and heat shield from vehicle.
6. Bolts retaining bracket to cylinder case and bracket from vehicle.

Install or Connect

1. Engine mount bracket to cylinder case and retaining bolts.

Tighten

Bolts to 52 N.m (38 lb. ft.).

2. Engine mount and heat shield onto vehicle.
3. Engine mount/bracket bolt and nut.

Tighten

Nut to 54 N.m (40 lb. ft.).

4. Lower engine.
5. Nut retaining mount to drivetrain and suspension frame.

Tighten

Nut to 54 N.m (40 lb. ft.).

6. Left exhaust manifold. Refer to "EXHAUST MANIFOLDS".

OIL LEVEL INDICATOR AND GUIDE TUBE

Remove or Disconnect
 1. Negative battery cable.
2. Oil level indicator from guide tube.
3. Loosen all right exhaust manifold bolts (do not remove). Refer to "EXHAUST MANIFOLDS".
4. Tube and seal from engine.

Install or Connect

1. New seal and tube to engine.

2. Exhaust manifold bolts. Refer to "EXHAUST MANIFOLDS".

Tighten

Bolts to 24 N.m (18 lb. ft.).

3. Oil level indicator into tube.
4. Negative battery cable.

Fig. 10: Identifying Engine Mounts Components

THROTTLE BODY EXTENSION

Fig. 11 through Fig. 13

Remove or Disconnect

1. Negative battery cable.

2. Air intake duct.
 3. Electrical connector from MAT sensor.
4. Ventilation breather hose from left and right side of throttle body extension.
5. Screw and nuts retaining cable shield to throttle body extension and shield from engine.
6. Screws retaining extension to throttle body.
7. Extension and gasket from vehicle.

Clean

Throttle body and throttle body extension sealing surfaces.

IMPORTANT: If replacing throttle body extension, transfer MAT sensor to new part.
Apply Loctite® 565 to MAT sensor threads.

Tighten

MAT sensor to 8 N.m (71 lb. in.).

Install or Connect

1. New throttle body extension gasket, extension, and screws.

IMPORTANT: Be sure screw retainers are in place on screws.

Apply Loctite® 262 to screw threads.

Tighten

Screws to 6 N.m (53 lb. in.).

2. Cable shield, screw, and nuts.

Tighten

Screw and nuts to 3 N.m (27 lb. in.).

3. Ventilation breather hose onto left and right side of extension.
4. Electrical connector onto MAT sensor.
5. Air intake duct.
6. Negative battery cable.

THROTTLE BODY

Fig. 11 through Fig. 13

Remove or Disconnect
 1. Partially drain coolant.

Fig. 11: Identifying Air Cleaner Assembly Components

2. Throttle body extension. Refer to "THROTTLE BODY EXTENSION".

3. Screws retaining cable hold-down clamps from plenum: control cable from throttle body.
4. Electrical connectors from:
TPS.
IAC.
5. Screws retaining throttle body to plenum.
6. Throttle body and gasket from vehicle.

Clean

Plenum and throttle body sealing surfaces.

Install or Connect
1. New throttle body gasket, throttle body, and screws.

Tighten

Screws to 26 N.m (19 lb. ft.).

2. Electrical connectors onto:
TPS.
IAC.
3. Control cable onto throttle body.

Fig. 12: Exploded View Of Throttle Body And Extension

 Fig. 13: Identifying Ventilation Breather Hose Components

4. Cable hold-down screws.

Tighten

Screws to 2 N.m (18 lb. in.).

5. Throttle body extension. Refer to "THROTTLE BODY EXTENSION".
6. Refill coolant.

PLENUM ASSEMBLY

Fig. 14 through Fig. 19

Remove or Disconnect

1. Negative battery cable.

2. Drain coolant.
3. Air intake duct.
 4. Screw and nuts retaining cable shield and shield.
5. Control cable from throttle body.
6. Screws retaining cable hold-down clamps from plenum.
7. Fresh air hose from left and right side of throttle body extension.
8. Electrical connectors from:
TPS.
IAC.
MAT.
9. Coolant bleed hose from plenum.
10. Power brake booster vacuum hose from plenum.
11. Vacuum hose between fuel pressure regulator and plenum.
12. Vacuum hoses from mid-plenum: left and right.
13. Vacuum hose from MAP sensor and plenum.
14. Fuel lines from rail assembly.
15. Bolts retaining plenum assembly to injector housing.
16. Electrical connectors from ignition module.
17. Electrical connector from MAP sensor.
18. Purge solenoid/PCV valve hose fitting from plenum.
19. Purge canister hose connectors.
20. Upper EGR pipe bolts and pipe.
21. Plenum assembly and gaskets from vehicle.
22. Install suitable cover, such as tape, onto injector housings.

IMPORTANT: Covers must be installed on intake openings whenever plenum is

removed.

23. Transfer parts to new plenum if plenum is to be replaced.

MAP sensor and bracket.
Throttle body.
Throttle body extension.
Ignition module.

Tighten

MAP sensor bracket to plenum screws to 10 N.m (89 lb. in.).

Throttle body to plenum screws to 26 N.m (19 lb. ft.).
Throttle body extension to throttle body screws to 6 N.m (53 lb. in.).
Ignition module to plenum screws to 10 N.m (89 lb. in.).
Clean

Injector housing and plenum sealing surfaces.

Install or Connect

1. Remove intake covers (tape) from injector housings.

2. Electrical connectors onto ignition module.
3. Position plenum with MAP sensor over fuel pressure regulator.
4. Electrical connector onto MAP sensor.
5. Vacuum hose to MAP sensor and plenum.

IMPORTANT: Before securing plenum assembly to injector housings, make sure

remaining vacuum hoses and electrical connectors are accessible.

6. New plenum, gaskets, plenum assembly, and bolts.

Tighten

Bolts in sequence to 26 N.m (19 lb. ft.).

7. Vacuum hoses onto mid-plenum.
8. Fuel lines to rail assembly.

Tighten

Fuel line fittings to 26 N.m (19 lb. ft.).

9. Vacuum hose between fuel pressure regulator and plenum.
10. Power brake booster vacuum hose onto plenum.
11. Fresh air hose onto left and right side of throttle body extension.
12. Purge solenoid/PCV valve hose fitting onto plenum.
13. Connect purge canister connection rear right hand side.
14. Electrical connectors onto:
TPS.
IAC.
MAT.
15. Screws retaining cable hold-down clamps onto plenum.

Tighten

Screws to 2 N.m (18 lb. in.).

16. Coolant air bleed hose onto plenum.
17. Control cable onto throttle body.
 18. Cable shield, screw and nuts onto throttle body.
19. Upper EGR pipe and bolts.

Tighten

Screw and nuts to 3 N.m (27 lb. ft.).

EGR pipe bolts to 10 N.m (89 lb. in.).
20. Air intake duct.
21. Refill coolant.
22. Negative battery cable.

Fig. 14: Identifying Throttle Body And Plenum Components

Fig. 15: Ignition Module Connectors - Front
Fig. 16: Ignition Module Connectors - Rear
Fig. 17: Identifying Engine Plenum Components
Fig. 18: Identifying Plenum Assembly Components - Bottom

Fig. 19: Identifying Plenum Bolts Tightening Sequence

OIL PAN

Fig. 5, Fig. 6, Fig. 20 and Fig. 21

Remove or Disconnect

1. Negative battery cable.

2. Oil level indicator from guide tube.
3. Raise vehicle and suitably support.
4. Drain oil from engine.
5. Bolts retaining clutch housing cover: cover from vehicle.
6. Left and right wiring harness heat shields from oil pan.
7. Low oil sensor connection/sensor from pan.
8. Bolts retaining A.I.R. pipe bracket to oil pan.
9. Screws retaining converter heat shields; left and right.
10. Nuts retaining engine mounts at front crossmember rear brace: left and right.
11. Bolts retaining front crossmember rear braces to front crossmember.
12. Bolts retaining left front crossmember rear brace to left front side member and brace from vehicle.
13. Bolts retaining right front crossmember rear brace to right front side member and brace from vehicle.
14. Bolts retaining oil pan to crankcase and pan from vehicle.

Disassemble

1. Bolts retaining oil pan baffles to oil pan and baffles from pan.
2. Bolts, oil pick-up assembly, and crankcase baffle, if necessary.
A new oil pick-up seal may be needed if the oil pick-up assembly is removed. This requires
removing the engine from the vehicle to remove the oil pump to access the oil pick-up seal. Refer
to ENGINE UNIT REPAIR .

Clean

Oil pick-up assembly and screen. Blow dry with compressed air.
Oil pan and baffles. Blow dry with compressed air.

Assemble

1. New oil pick-up seal if damaged. Refer to ENGINE UNIT REPAIR .

2. Crankcase baffle, oil pick-up assembly, and bolts.

IMPORTANT: Apply Loctite® 262 to bolt threads.

Tighten

Crankcase baffle and oil pick-up assembly bolts to 10 N.m (89 lb. in.).
3. Oil pan baffles.
 IMPORTANT: Apply Loctite® 262 to bolt threads.

Tighten

Bolts to 10 N.m (89 lb. in.).

Clean

Oil pan and crankcase sealing surfaces.

Fig. 20: Identifying Oil Pick-Up And Crankcase Baffle

 Fig. 21: Identifying Oil Pan Bolts Tightening Sequence

Install or Connect

1. Apply Loctite® 242 to all screws of oil pan.

2. New gasket and oil pan to crankcase.
3. Screws and bolts retaining pan to crankcase.

Tighten

Front screws to 12 N.m (l06 lb. in.).

Bolts to 31 N.m (23 lb. ft.).
4. Front crossmember rear braces and bolts retaining front crossmember braces to front crossmember.
Finger tighten bolts.
5. Bolts retaining left front crossmember rear brace to left front side member. Finger tighten bolts.
6. Bolts retaining right front crossmember rear brace to right front side member. Finger tighten bolts.

Tighten
 Left and right front crossmember rear brace to front crossmember bolts to 80 N.m (59 lb. ft.).
Left and right front crossmember rear brace to front side member bolts to 62 N.m (46 lb. ft.).
7. Nuts retaining engine mounts to front crossmember.

Tighten

Nuts to 54 N.m (40 lb. ft.).

8. Converter heat shields and screws; left and right.
9. Bolts retaining A.I.R. pipe bracket to oil pan.
10. Oil lever sensor in pan.
11. Left and right wiring harness heat shields to oil pan.

Tighten

Bracket bolts to 10 N.m (89 lb. in.).

Sensor to 25 N.m (18 lb. ft.).
12. Clutch housing cover and bolts.

Tighten

Bolts to 9 N.m (80 lb. in.).

13. Lower vehicle.
14. Oil level indicator into tube.
15. Refill engine with oil. Refer to "ENGINE SPECIFICATIONS" for proper oil capacity.
16. Negative battery cable.

ENGINE OIL COOLER

Fig. 22

Remove or Disconnect

1. Radiator.
2. Bolt retaining oil cooler lines to oil cooler: lines from cooler.
3. Plug cooler inlet/outlet to prevent oil leakage during removal.
4. Screws retaining oil cooler to condenser.
5. Oil cooler from vehicle.

Install or Connect

1. Oil cooler.
2. Screws retaining oil cooler to condenser.
 Tighten

Screws to 6 N.m (53 lb. in.).

3. Remove inlet/outlet plugs.
4. Cooler lines and bolt.

IMPORTANT: Be sure that new oil cooler O-rings are in place prior to installation.

Tighten

Bolt to 10 N.m (89 lb. in.).

5. Radiator.
6. Add engine oil as required.

Fig. 22: Identifying Oil Cooler Hoses And Pipe Components

OIL COOLER LINES

Fig. 22

Remove or Disconnect

1. Negative battery cable.

2. Oil cooler line fittings at oil filter housing.
3. Bolt retaining oil cooler lines at oil cooler and lines from vehicle.
Install or Connect

1. Cooler lines and bolt.

IMPORTANT: Be sure that new oil cooler O-rings are in place prior to installation.

Tighten

Bolt to 10 N.m (89 lb. in.).

2. Oil cooler lines onto filter housing.

IMPORTANT: Use a backup wrench on the oil cooler line fittings.

Tighten

Lines to 56 N.m (41 lb. ft.).

CYLINDER CASE VENTILATION HOSES

Fig. 23

Remove or Disconnect

1. Plenum assembly. Refer to "PLENUM ASSEMBLY".

2. Clamps from ventilation cover and injector housings.
3. Cylinder case ventilation hoses from vehicle.

Install or Connect

1. Ventilation hoses and clamps onto injector housings and ventilation cover.
2. Plenum assembly. Refer to "PLENUM ASSEMBLY".
Fig. 23: Identifying Cylinder Case Ventilation Cover Components

CYLINDER CASE VENTILATION COVER

Fig. 23

Remove or Disconnect

1. Plenum assembly. Refer to "PLENUM ASSEMBLY".

2. NC compressor.
3. Spark plug wires from coil pack.
4. Bolts retaining coil pack bracket and purge solenoid bracket to ventilation cover and cylinder case.
5. Electrical connectors from coil pack: coil pack from vehicle.
6. Vacuum hoses from vacuum reservoir.
7. Nuts and washers retaining vacuum reservoir to ventilation cover; reservoir from vehicle.
8. Vacuum hoses from vacuum solenoid.
9. Electrical connector from vacuum solenoid.
10. Screw retaining vacuum solenoid to ventilation cover and solenoid from vehicle.
11. Vacuum hoses from secondary port throttle actuators.
12. Nuts retaining actuators to brackets.
13. Actuator retaining clips and actuators from vehicle.
14. Screws retaining control assembly covers to actuator brackets; covers from vehicle.
15. Link assemblies from lever assemblies.
16. Electrical connectors from:
 Coolant temperature sensor.
Cooling fan switch.
17. Coolant temperature sensor and cooling fan switch from injector housing.
18. Cylinder case ventilation hose.
19. Bolts retaining cylinder case ventilation cover to cylinder case.
20. Cover and gasket from vehicle.

Clean

Cylinder case and ventilation cover sealing surfaces.

Install or Connect

1. New cylinder case ventilation cover gasket, cover, and bolts.

Tighten

Bolts to 10 N.m (89 lb. in.).

2. Cylinder case ventilation hoses..
3. Coolant temperature sensor and cooling fan switch to injector housing.

IMPORTANT: Apply Loctite® 565 to sensor and switch threads.

Tighten

Sensor to 27 N.m (20 lb. ft.).

4. Electrical connectors onto:
Coolant temperature sensor.
Cooling fan switch.
5. Link assemblies onto lever assemblies.
6. Actuator assembly covers and screws.
7. Actuators and retaining clips.
8. Nut retaining actuators to brackets.
9. Vacuum hoses onto actuators.
10. Vacuum solenoid and screw.
11. Electrical connector onto solenoid.
12. Vacuum reservoir, washers, and nut onto ventilation cover.

Tighten

Nuts to 8 N.m (71 lb. in.).

13. Electrical connectors onto coil pack.
 14. Bolts retaining coil pack bracket solenoid bracket.

Tighten

Small bolts to 10 N.m (89 lb. in.).

Large bolts to 26 N.m (19 lb. ft.).
15. Spark plug wires onto coil pack.
16. NC compressor.
17. Plenum assembly. Refer to "PLENUM ASSEMBLY".

CYLINDER CASE VENTILATION BAFFLE

Fig. 23 and Fig. 24

Remove or Disconnect

1. Cylinder case ventilation cover. Refer to "CYLINDER CASE VENTILATION COVER".

2. Bolts retaining ventilation baffle to cylinder case; baffle from vehicle.

Install or Connect

1. Baffle and bolts.

IMPORTANT: Apply Loctite® 262 to bolt threads.

Tighten

Bolts to 10 N.m (89 lb. in.).

2. Cylinder case ventilation cover. Refer to "CYLINDER CASE VENTILATION COVER".
 Fig. 24: Identifying Cylinder Case Ventilation Baffle Components

INJECTOR HOUSINGS

Fig. 3, Fig. 4, Fig. 5 and Fig. 25 through Fig. 28

Right Injector Housing

Remove or Disconnect

1. Negative battery cable.

2. Drain coolant.
3. Plenum assembly. Refer to "PLENUM ASSEMBLY".
4. Relieve pressure in fuel lines.
5. Fuel lines at right fuel rail.
6. Electrical connectors from injectors.
7. Bolts retaining fuel rail assembly to injector housings.
8. Injectors from housings and fuel rail assembly from vehicle.
 9. Clamp and hose from right coolant outlet pipe.
10. Oil pressure sensor from oil filter housing.

Fig. 25: Identifying Injector Housing

 Fig. 26: Removing Fuel Injection Electrical Connectors

11. Screws retaining outlet pipe to injector housing; gasket and outlet from vehicle.
12. PCV grommet from injector housing.
13. Clamp and ventilation hose from injector housing.
14. Bolt retaining generator rear support bracket to generator.
15. Bolt retaining generation rear support bracket and right-side ventilation pipe to injector housing.
16. Ventilation pipe and bracket from vehicle.
17. Bolts retaining injector housing to cylinder head.
18. Injector housing and gasket from vehicle.

Clean

Cylinder head and injector housing sealing surfaces.

Install or Connect
 1. Injector housing gasket, generator rear bracket, right-side ventilation pipe, and bolts.

IMPORTANT: Be sure spark plug wire harness retainer is secured by injector

housing rear bolt.

Tighten

Bolts to 26 N.m (19 lb. ft.).

2. Ventilation hose and clamp.
3. PCV grommet into injector housing.
4. New coolant outlet gasket, outlet, and screws.

Tighten

Screws to 10 N.m (89 lb. in.).

5. Hose and clamp onto right coolant outlet pipe.
6. Fuel rail assembly to injector housings and bolts.

IMPORTANT: Install new fuel injector O-rings.

Tighten

Bolts to 26 N.m (19 lb. ft.).

7. Electrical connectors to injectors.
8. Fuel lines to right fuel rail.
9. Plenum assembly. Refer to "PLENUM ASSEMBLY".
10. Refill coolant.
11. Negative battery cable.

Left injector Housing

Remove or Disconnect

1. Negative battery cable.

2. Drain coolant.
3. Plenum assembly. Refer to "PLENUM ASSEMBLY".
4. Relieve pressure in fuel lines.
5. Fuel lines at right fuel rail.
6. Electrical connectors from injectors.
7. Bolts retaining fuel rail assembly to injector housings.?
8. Injectors from housings and fuel rail assembly from I vehicle.
 9. Clamp and hose from left coolant outlet pipe.
10. Screws retaining outlet to injector housings, gasket and outlet from vehicle.

Fig. 27: Identifying PCV Valve Assembly Components

Fig. 28: Identifying Fuel Rail/Injector Assembly Components

11. PCV grommet from injector housing.

12. Clamp and ventilation hose from injector housing.
13. Electrical connectors from:
Coolant temperature sensor.
Cooling fan switch.
14. Bolts retaining housing to cylinder head.
 15. Housing and gasket from vehicle.

Clean

Cylinder head and injector housing sealing surfaces.

Install or Connect

1. New injector housing gasket, housing, and bolts.

IMPORTANT: Be sure spark plug wiring harness retainer is secured by injector

housing rear bolt.

Tighten

Bolts to 26 N.m (19 lb. ft.).

2. Ventilation hose and clamp.
3. PCV grommet into injector housing.
4. Electrical connectors onto:
Coolant temperature sensor.
Cooling fan switch.
5. New coolant outlet pipe gasket and screws.

Tighten

Screws to 10 N.m (89 lb. in.).

6. Hose and clamp onto left coolant outlet pipe.
7. Fuel rail assembly to injector housings and bolts.

Tighten

Bolts to 26 N.m (19 lb. ft.).

8. Electrical connectors to injectors.
9. Fuel lines to right fuel rail.
10. Plenum assembly. Refer to "PLENUM ASSEMBLY".
11. Refill coolant.
12. Negative battery cable.

EXHAUST MANIFOLDS

Fig. 29

Right Exhaust Manifold

Remove or Disconnect

1. Negative battery cable.

2. Raise vehicle and suitably support.
3. Wheel and tire assembly.
4. Wheelhouse lower rear and center panels.
5. Manifold outer heat shields.
6. Exhaust system assembly.
7. Engine block heat shield.
8. Catalytic converter from manifold.
9. Oxygen sensor connector.
10. Rear exhaust manifold bolts, spacers and nut.
11. Lower EGR pipe from manifold.
12. Lower vehicle.
13. A.I.R. check valve and hose from manifold.
14. Bolt retaining oil level indicator guide tube.
15. Oil level indicator tube from engine.
16. Remaining exhaust manifold bolts and spacers.
17. Manifold and gasket.
Transfer parts to new manifold if manifold is to be replaced.
Oxygen (O2 ) sensor.
Heat shields.

Clean

Cylinder head and manifold sealing surfaces.

Install or Connect

1. Manifold and gasket to engine.

2. Front and center manifold bolts and spacers.
3. Oil level indicator tube.

Tighten

Manifold bolts to 24 N.m (18 lb. ft.).

4. A.I.R. check valve and hose.
5. Raise vehicle and suitably support.
6. Rear manifold bolts, spacers and nut.

Tighten
 Bolts and nut to 24 N.m (18 lb. ft.).
7. Oxygen sensor connector.
8. Catalytic converter and bolts to manifold.

Tighten

Bolts to 23 N.m (17 lb. ft.).

9. Engine block heat shield.
10. Exhaust system assembly.
11. Manifold outer heat shields (late 1992 only).
12. Lower EGR pipe to manifold.
13. Lower vehicle.

Tighten

Stud nut to 24 N.m (18 lb. ft.).

14. Wheelhouse lower rear and center panels.
15. Wheel and tire assembly.
16. Negative battery cable.

Left Exhaust Manifold

Remove or Disconnect

1. Negative battery cable.

2. Raise vehicle and suitably support.
3. Wheel and tire assembly.
4. Wheelhouse lower rear and center panels.
 Fig. 29: Identifying Exhaust Manifold Components

5. Exhaust system assembly.

6. Left floor pan heat shield.
7. Left heat shield from frame.
8. Engine block heat shield.
 9. Oxygen sensor connector.
10. A.I.R. check valves, hoses and pipe.
11. Manifold outer heat shield.
12. Catalytic converter from manifold.
13. Exhaust manifold bolts, spacers and nut.
14. Exhaust manifold and gasket.
Transfer parts to new manifold if manifold is to be replaced.
Oxygen sensor.
Heat shields.

Clean

Cylinder head and manifold sealing surfaces.

Install or Connect

1. Manifold and gasket to engine.

2. Manifold bolts, spacer and nut.

Tighten

Bolts and nut to 24 N.m (18 lb. ft.).

3. Catalytic converter and bolts to manifold.

Tighten

Bolts to 23 (17 lb. ft.).

4. Manifold outer heat shield.
5. A.I.R. check valve, hoses and pipe.
6. Oxygen sensor connector.
7. Engine block heat shield.
8. Heat shield to frame.
9. Heat shield to floor pan.
10. Exhaust system assembly.
11. Wheelhouse lower rear and center panels.
12. Wheel and tire assembly.
13. Lower vehicle.
14. Negative battery cable.

OIL FILTER HOUSING

Fig. 30 and Fig. 31

Remove or Disconnect

1. Negative battery cable.

2. Pressure cap.
3. Drain coolant.
4. Air intake duct.
5. Clamps and hoses from:
Coolant outlets.
Radiator inlet.
Inlet pipe.
6. Hose and inlet pipe assembly from vehicle.
7. Loosen bolts retaining coolant pump pulley to hub.
8. Rotate belt tensioner.
9. Bolts from coolant pump pulley.
10. Release tensioner.
11. Belt from pulleys.
12. Bolt retaining belt tensioner to cylinder case; tensioner from vehicle.
13. Oil filter.
14. Electrical connectors from:
Oil pressure sensor.
Oil temperature sensor.
Low oil pressure switch.
15. Oil pressure sensor from housing.
16. Bolt retaining generator bracket.
17. Oil cooler lines from housing.
18. Bolts retaining housing to cylinder case; housing from vehicle.

IMPORTANT: Refer to ENGINE UNIT REPAIR for procedures to disassemble, clean

and inspect the oil filter housing assembly.

IMPORTANT: Cut old gasket along front cover (if engine has one piece filter
housing/front cover gasket).

Clean

Cylinder case front cover and filter housing sealing surfaces.

Install or Conned

1. New gasket, new O-rings, housing, and bolts.

 Tighten

Bolts to 26 N.m (19 lb. ft.).

2. Oil cooler lines to housing.

Tighten

Lines to 56 N.m (41 lb. ft.).

3. Bolt retaining generator bracket.

Tighten

Bolt to 52 N.m (39 lb. ft.).

4. Oil pressure sensor.

IMPORTANT: Apply Loctite® 565 to sensor threads.

Fig. 30: Exploded View Of Oil Filter Housing
 Fig. 31: Oil Filter Housing Oil Temperature Control Valve Operation Diagram

Tighten

Oil pressure sensor to 12 N.m (9 lb. ft.).

5. Electrical connectors onto:
Oil pressure sensor.
 Oil temperature sensor.
Low oil pressure switch.
6. Oil filter.
7. Belt tensioner and bolt.

Tighten

Bolt to 60 N.m (45 lb. ft.).

8. Belt onto pulleys.
9. Rotate tensioner.
10. Pump pulley and bolts, finger tighten.
11. Release tensioner.

Tighten

Pump pulley bolts to 10 N.m (89 lb. in.).

12. Hose and inlet pipe: pipe assembly and clamps.
13. Air intake duct.
14. Add engine oil as required.
15. Refill coolant.
16. Negative battery cable.
17. Pressure cap.

SECONDARY TIMING CHAIN TENSIONERS

Fig. 32

Tool Required:

J 41009 Tensioner Release Tool

Right Tensioner

Remove or Disconnect

1. Tire and wheel assembly.

2. Wheelhouse lower center panel.
3. Air intake duct.
4. Raise and suitably support vehicle.
5. Right engine mount nut.
6. Lower vehicle.

Install or Connect
 7. Raise engine for clearance to access tensioner.
8. Bolts retaining secondary timing chain tensioner housing to cylinder head; housing, O-ring, and tensioner
from cylinder case.

IMPORTANT: To avoid loss of engine timing, do not rotate crankshaft with tensioner
removed.

1. New secondary timing chain tensioner, housing, new O-ring, and bolts.

Fig. 32: View Of Front Engine

IMPORTANT: Oil hole in tensioner piston must be installed in vertical position.

Fork on end of tensioner must be properly engaged onto chain
guide.
After installing the tensioner, use J 41009 to release plunger.

Tighten
 Bolts to 10 N.m (89 lb. in.).
2. Lower engine.

Inspect

For oil leaks by briefly running engine.

3. Raise and suitably support vehicle.
4. Engine mount nut.

Tighten

Nut to 54 N.m (40 lb. ft.).

5. Lower vehicle.
6. Wheelhouse panel.
7. Air intake duct.
8. Tire and wheel assembly.

Left Tensioner

Remove or Disconnect

1. A/C compressor.
2. Bolts retaining secondary timing chain tensioner housing to cylinder head; housing, O-ring, and tensioner
from cylinder case.

IMPORTANT: To avoid loss of engine timing, do not rotate crankshaft with tensioner
removed.

Install or Connect

1. New secondary timing chain tensioner, housing, new O-ring, and bolts.

IMPORTANT: Oil hole in tensioner piston must be installed in vertical position.

Fork on end of tensioner must be properly engaged onto chain
guide.
After installing the tensioner, use J 41009 to release plunger.

Tighten

Bolts to 10 N.m (89 lb. in.).

2. A/C compressor.

CRANKSHAFT REAR OIL SEAL

Fig. 33

Tool Required:

J 37312 Crankshaft Rear Seal Installer

Remove or Disconnect

1. Flywheel.
2. Screws retaining crankshaft rear main oil seal/ housing assembly to cylinder case.
3. Seal/housing assembly from crankshaft.
4. Seal from housing.

Install or Connect

1. Seal into housing using J 37312.

IMPORTANT: Seal should be installed 1.0 - 1.5 mm below housing surface.

2. Seal/housing assembly onto crankshaft.

3. Housing screws.

Tighten

Screws to 10 N.m (89 lb. in.).

4. Flywheel.
 Fig. 33: Identifying Crankshaft Rear Seal Components

ENGINE ASSEMBLY REPLACEMENT

Fig. 34 through Fig. 36

Tool Required:

J 37307 Engine Lift Brackets

Remove or Disconnect

1. Negative battery cable from battery.

2. Raise vehicle and suitably support.
3. Drain coolant.
4. Drain oil from engine.
5. Complete exhaust system.
 6. Propeller shaft.
7. Suitably support transmission.
8. Driveline support beam.
9. Transmission from vehicle.
10.
Clutch actuator cylinder.
Left side converter shield.
Clutch housing cover.
Clutch cover and disc.
11. Install lift hook J 37307-2 to rear of engine.
12. A.I.R. tube center section from A.I.R. hose and oil pan.
13. Oxygen sensors.

Fig. 34: Identifying Engine Lift Bracket - Front

Power steering lower hose at oil cooler.

Negative battery cable from cylinder case.
Nuts retaining engine mounts to drivetrain and suspension frame.
Lower vehicle.
Air cleaner assembly and duct.
Engine oil cooler lines from oil filter housing.
Raise rear of engine.
Loosen fuel tank filler cap.
Release fuel pressure at fuel rail.
Fuel lines from fuel rail.
Evaporator housing panel and resistor.
Bolts retaining right bulkhead connector.
Engine right side wiring harness.
Instrument panel right lower sound insulator panel.
Bulkhead wiring harness connectors under dash.
Air bleed hose at plenum.
Radiator upper hose.
Radiator lower hose.
Power steering pump vacuum lines.
Discharge NC system.
NC suction/discharge line flange from compressor.
NC compressor to accumulator line at the accumulator.
NC accumulator and set aside.
NC accumulator bracket from vehicle.
Power steering pressure line at the power steering gear.
Throttle body linkage shield.
Throttle body cable to plenum retainers.
Control cable from throttle body.
Install lift hook J 37307-1 to front of engine.
ECM from ECM bracket.
Harness connectors from ECM.
Left front fender.
Battery positive cable from battery.
Battery hold-down clamp.
Battery from vehicle.
Engine left-hand bulkhead block connector.
Engine wiring harness fusible links at junction block.
Engine harness connectors from:
Secondary injector modules.
Battery positive cable at junction block.
Differential pressure switch vacuum and electrical connectors.
A/C cutout relay.
A/C high blower relay.
Transmission shift solenoid relay.
Fuel pump fuse.
 Forward lamp link connector.
Battery positive lead.
A/C blower resistor.
A/C pressure sensors.
A/C cooling fan switch.
Windshield washer pump.
Low coolant sensor.
Blower motor.
ESC knock sensor.
ESC knock sensor relay.
Hose from vacuum pump.
Front and rear vacuum connections.
Reposition engine harness out of way.
Braided ground strap from left-hand frame rail.
Reposition positive battery cable out of way.
Left-hand plenum panel screen.
Brake booster vacuum hose.
Wiper motor from vehicle.
MAP sensor and MAP sensor bracket from plenum.
A.I.R. hose from left exhaust manifold.
Engine from vehicle.
Transfer parts to new engine as necessary.
Oil level indicator tube.
Left and right exhaust manifolds.
Left and right converter heat shields.
Left and right wire pack heat shields.
Left and right engine mounts.
 Fig. 35: Identifying Engine Lift Bracket - Rear

Install or Connect

1. Engine mounts to drivetrain and suspension frame and nuts. Finger tighten only.
2. Position engine into vehicle.
3. Engine mount/bracket bolts.
4. Remove engine lift brackets.
5. A.I.R. hose to left exhaust manifold.
6. MAP sensor and MAP sensor bracket to plenum.
 7. Wiper motor.
8. Left side plenum panel screen.
9. Route left side engine wiring harness into position.
10. Braided ground strap to left frame rail.
11. Left-hand bulkhead block connector.
12. Engine harness fusible links and relays.
Secondary injector relays.
A/C cutout relay.
A/C high blower relay.
Transmission shift solenoid relay.
Cooling fan relays.
13. Battery and battery hold-down clamp.
14. Positive battery cable to battery.
15. Left front fender.
16. ECM to ECM bracket.
17. ECM electrical connectors.
18. Remove engine front lift hook.
19. Power brake booster vacuum hose to plenum.
20. Cable to throttle body.
21. Cable shield.
22. Cable retainers to plenum.
23. Power steering pressure line to power steering gear.
24. Engine oil cooler lines to engine.
25. A/C accumulator bracket.
26. A/C accumulator to accumulator bracket.
27. Air conditioning lines:
Suction/discharge flange to compressor.
Suction to accumulator.
28. Vacuum lines at P/S pump.
29. Radiator lower hose.
30. Radiator upper hose.
31. Air bleed hose to plenum.
32. Bulkhead connector to bulkhead.
33. Evaporator housing panel resistor connector.
34. Hose onto vacuum pump.
35. Front and rear vacuum connections.
36. Engine harness connectors to:
A/C blower resistor.
A/C pressure sensors.
A/C cooling fan.
Windshield washer pump.
Low coolant sensor.
Blower motor.
ESC knock sensor.
ESC knock sensor relay.
Differential pressure switch.
 Fig. 36: Engine Vacuum Hose Diagram

37. Fuel lines to fuel rail.

38. Engine right side wiring harness under dash.
39. Instrument panel right sound insulator panel.
40. Tighten fuel filler cap.
 41. Raise vehicle.
42. Engine mount/bracket bolts and nuts.

Tighten

Nuts to 54 N.m (40 lb. ft.).

43. Power steering hose to P/S steering oil cooler.
44. Oxygen sensors.
45. A.I.R. tube center section to A.I.R. hose and oil pan.
46. Negative battery cable to engine.
47. Suitably support engine and remove engine rear lift hook.
48. Raise vehicle.
49. Clutch cover and disc.
50. Clutch housing to cylinder block.
51. Clutch housing cover.
52. Left side converter shield to housing.
53. Position actuator cylinder and install actuator cylinder retaining nuts.
54. Transmission.
55. Driveline support beam.
56. Propeller shaft.
57. Complete exhaust system.
58. Lower vehicle.
59. Refill cooling system.
60. Refill engine oil. Refer to "ENGINE SPECIFICATIONS" for oil fill capacity.
61. Negative battery cable.
62. Recharge A/C system.

SPECIFICATIONS

SEALANT APPLICATION

Bolt, Camshaft Idler Sprocket Assembly..........................Loctite® 262

Bolt, Camshaft Secondary Timing Chain Fixed Guide..................Loctite® 262

Bolt, Camshaft Secondary Timing Chain Pivot Guide..................Loctite® 262

Bolt, Camshaft Sprocket ..............Loctite® 262

Bolt, Crankshaft Damper .............Loctite® 262

Bolt, Engine Front Cover..............Loctite® 565

Bolt, Engine Mount Bracket...........Loctite® 262

Bolt, Engine Timing Plate.............Loctite® 262

Bolt, Flywheel......................Loctite® 262

Bolt, Generator Lower Bracket ........Loctite® 565

Bolt, Generator Rear Bracket..........Loctite® 565

Bolt, Generator Upper Bracket ........Loctite® 565

Bolt, Oil Pan Baffle...................Loctite® 262

Bolt, Oil Pipe Pick-up/Crankcase Baffle .............................Loctite® 262

Bolt, P/S Pump Bracket...............Loctite® 262

Bolt, Primary Chain Guide ............Loctite® 262

Bolt, Starter Motor ...................Loctite® 262

Fitting, Oil Cooler Hose...............Loctite® 565

Joint, Camshaft Cover/Cylinder Head ............... Permabond® A136

Joint, Cylinder Case/Crankcase ................... Permabond® A136

Joint, Cylinder Liner/Cylinder Case......................Loctite® 565

Plug, Camshaft.......................Loctite® 565

Plug, Camshaft Secondary Timing Chain Tensioner Housing ...........Loctite® 565

Plug (Core Type), Crankshaft..........Loctite® 620

Plug (Threaded Taper), Crankshaft .... Loctite® 565 Plug, Cylinder Head Coolant

Gallery (3/8-18).....................Loctite® 565

Plug, Cylinder Head Lifter Gallery (1/4-18).....................Loctite® 565

Plug, Oil Filter Housing...............Loctite® 565

Screw, Oil Pan.......................Loctite® 242

Screw, Oil Pump Plate ................Loctite® 262

Screw, Primary Chain Guide Wear Strip.........................Loctite® 262

Screw, Secondary Chain Top Guide.....Loctite® 262

Screw, Secondary Port Throttle Valve......................Loctite® 262

Screw, Throttle Body Extension........Loctite® 262

Sensor, Oil Pressure ..................Loctite® 565

Sensor, Oil Temperature ..............Loctite® 565

Stud, Engine Front Cover .............Loctite® 262

Stud, Exhaust Manifold...............Loctite® 620

Stud, Oil Pan Baffle ..................Loctite® 262

Stud, Secondary Port Throttle Valve Vacuum Actuator Reservoir .........Loctite® 262

Switch, Engine Coolant Temperature Fan...................Loctite® 565

ENGINE SPECIFICATIONS

Type................................90° V8 DOHC

Displacement .................... 5.7L (350 cu. in.)

VIN Code.......................................J

RPO.......................................:.. LT5

Bore...........................99.0 mm (3.897 in.)

Stroke.........................93.0 mm (3.661 in.)

Compression Ratio............................ 11:1

Firing Order ....................... 1-8-4-3-6-5-7-2

Spark Plug

Type................................. AC 41-907

Gap .........................1.27 mm (0.050 in.)

Torque........................ 26 N.m (19 lb. ft.)

CYLINDER BORE

Diameter ....... 98.988-99.012 mm (3.897-3.898 in.)

PISTON RING

Compression

Groove Clearance

1st (Upper) .... 0.050-0.085 mm (0.002-0.003 in.)

2nd (Lower) .... 0.050-0.085 mm (0.002-0.003 in.)

Gap

1st (Upper) .......0.40-0.65 mm (0.016-0.026 in.)

2nd (Lower)........0.80-1.0 mm (0.031-0.039 in.)

Oil Groove

Clearance .... 0.020-0.055 mm (0.001-0.002 in.)

Gap0...............30-0.60 mm (0.012-0.024 in.)

PISTON PIN

Diameter .....24.995-25.000 mm (0.9841-0.9843 in.)

Fit in Piston .... 0.006-0.018 mm (0.0002-0.0007 in.)

Fit in Rod....... 0.012-0.022 mm (0.0005-0.0009 in.)

CRANKSHAFT

Main Journal

Diameter .........69.98-70.0 mm (2.755-2.756 in.)

Taper......................0.006 mm (0.0002 in.)

Out-of-Round ..............0.008 mm (0.0003 in.)

Main Bearing

Clearance .... 0.018-0.0585 mm (0.0007-0.0023 in.)

Crankshaft End Play .......0.26 ± 0.1 mm (0.010 ± 0.04 in.)

Rod Journal Diameter .... 53.321-53.340 mm (2.0993-2.100 in.)

Taper......................0.006 mm (0.0002 in.)

Out-of-Round ..............0.008 mm (0.0003 in.)

Rod Bearing Clearance..... 0.018-0.069 mm (0.0007-0.0027 in.)

Rod Side

Clearance..........0.20-0.70 mm (0.008-0.028 in.)

ENGINE CAMSHAFT

Lobe Lift ± 0.051 mm (0.002 in.)

Intake.......................9.9 mm (0.3898 in.)

Exhaust .....................9.9 mm (0.3898 in.)

Journal

Diameter ....... 28.96-28.98 mm (1.140-1.141 in.)

Camshaft End

Play............ 0.14-0.35 mm (0.0055-0.0138 in.)

ENGINE VALVE SYSTEM

Type............ Dual Overhead Camshaft, 32 Valve

Lifter...................................Hydraulic

Valve Face Angle ..............................45°

Valve Seat Angle ..............................44°

Valve Seat Runout...........0.10 mm (0.003937 in.)

Valve Seat Width

Intake........ 1.446-1.863 mm (0.0569-0.0734 in.)

Exhaust ...... 1.446-1.863 mm (0.0569-0.0734 in.)

Valve Stem Clearance

Intake........ 0.030-0.065 mm (0.0012-0.0026 in.)

Exhaust ...... 0.035-0.075 mm (0.0014-0.0030 in.)

Valve Spring

Inner Spring

Free Length .................39.2 mm (1.54 in.)

Installed Height.............. 30.0 mm (1.18 in.)

Pressure N (lb.) @ Length mm (in.)

Closed ....; 152-168 N (34.2-37.8 lb.) @ 30.0 mm (1.18 in.)

Open............... 336-364 N (75.5-81.8 lb.) @ 20.0 mm (0.79 in.)

Outer Spring

Free Length .................43.5 mm (1.71 in.)

Installed Height.............. 34.0 mm (1.34 in.)

Pressure N (lb.) @ Length mm (in.)

Closed.............. 285-340 N (64.1-76.4 lb.) @ 34.0 mm (1.34 in.)

Open .............653-740 N (146.8-166.4 lb.) @ 24.0 mm (0.95 in.)

ENGINE LUBRICATION SYSTEM

Recommended Synthetic Oil Viscosity .....................SG SAE 5W-30

Engine Oil CAPACITY

Without Filter Change............... 8.0 L (7.6 qt.)

With Filter Change.. 9.0 L (8.6 qt.)

With Oil Cooler Drain and Flush, Without Filter Change ............ 10.1 L (9.6 qt.)

With Oil Cooler Drain and Flush, With Filter Change.............. 11.2 L (10.6 qt.)

With Complete System Drain, Filter Removed, Oil Pan Dry (After Overhaul) ............... 12.3 L (11.6 qt.)
Oil Pressure

Minimum Oil Pressure

(Engine Hot) @ Idle..............83 kPa (12 psi)

Minimum Oil Pressure (Engine Hot) above 3000 rpm .... 276 kPa (40 psi)

FASTENER TIGHTENING SPECIFICATIONS

A.I.R. Pipe Bracket-to-Oil Pan Bolt...................... 26 N.m (19 lb. ft.)

Access Plug-to-Cylinder Head ......................... 20 N.m (15 lb. ft.)

Belt Tensioner-to-Coolant Pump......................... 60 N.m (45 lb. ft.)

Camshaft Cover-to-Cylinder Head Bolt (MS)................ 20 N.m (l5 lb. ft.)

Camshaft Cover-to-Cylinder Head Screw (M6)..............10 N.m (89 lb. in.)

Camshaft Position Sensor.........8 N.m (71 lb. in.)

Camshaft Retainer Bolt..........10 N.m (89 lb. in.)

Camshaft Secondary Timing Chain Top Guide-to-Camshaft Cover Screw ..................6 N.m (53 lb. in.)

Camshaft Secondary Timing Chain Tensioner Housing-to-Cylinder Case Bolt....................10 N.m (89 lb. in.)

Camshaft Sprocket Bolt.......... 25 N.m (18 lb. ft.) and turn 80-85°

Catalytic Converter-to-Exhaust Manifold Bolt ................. 23 N.m (17 lb. ft.)

Clutch Housing Cover-to-Clutch Housing Bolt...................9 N.m (80 lb. in.)

Coil Pack Bracket Rear Bolt...... 26 N.m (19 lb. ft.)

Coil Pack Bracket Front Bolt .....10 N.m (89 lb. in.)

Connecting Rod Cap-to-Connecting Rod Bolt...................... 30 N.m (22 lb. ft.) and turn 80-85°

Coolant Outlet Cover Pipe Bracket-to-P/S Pump Bracket Bolt................. 26 N.m (19 lb. ft.)

Coolant Outlet Cover-to-Injector Housing Screw ................10 N.m (89 lb. in.)

Coolant Outlet Cover Pipe Bracket-to-Generator Bracket Bolt ................. 52 N.m (38 lb. ft,)

Coolant Pump Pulley-to-Pump Hub Bolt......................10 N.m (89 lb. in.)

Coolant Pump-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Coolant Temperature Sensor ..... 27 N.m (20 lb. ft.)

Crankcase-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Crankcase Baffle Bolt............ 10 N.m (89 lb. in.)

(Outer Main Bearing)

Crankcase-to-Cylinder Case

Main Bearing Bolt (M8)....... 20 N.m (15 lb. ft.) and turn 50-55°

(Inner Main Bearing)

Crankcase-to-Cylinder Case

Main Bearing Bolt (M10)...... 20 N.m (15 lb. ft.) and turn 65-75°

Crankshaft Rear Main Oil Seal/Housing Assembly-to-Cylinder

Case Screw ..................10 N.m (89 lb. in.)

Crankshaft Torsional Damper-to-Crankshaft Bolt............. 200 N.m (148 lb. ft.)

Cylinder Case Ventilation Housing-to-Cylinder Case Bolt.............10 N.m (89 lb. in.)

Cylinder Case Ventilation Baffle-to-Cylinder Case Bolt .... 10 N.m (89 lb. in.)

Cylinder Head-to-Cylinder Case Bolt ..................... 60 N.m (45 lb. ft.) 100 N.m (74 lb. ft.) 160 N.m (118 lb. ft.)

EGR Pipe Bolt..................10 N.m (89 lb. in.)

EGR Valve Base Bolt ............ 26 N.m (19 lb. ft.)

Engine Front Cover-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Engine Front Cover-to-Cylinder

Case Stud Nut ................ 28 N.m (21 lb. ft.)

Engine Front Cover Stud......... 11 N.m (97 lb. in.)

Engine Mount Bracket-to-Cylinder Case Bolt ..................... 52 N.m (38 lb. ft.)

Engine Mount-to-Front
Crossmember Nut ............. 54 N.m (40 lb. ft.)

Engine Mount-to-Drivetrain and Suspension Frame Nut......... 54 N.m (40 lb. ft.)

Engine Timing Plate-to-Engine Front Cover Bolt ..............10 N.m (89 lb. in.)

Exhaust Manifold/Converter Flange-to-Front Exhaust Pipe Flange Bolt........., 20 N.m (15 lb. ft.)

Exhaust Manifold Stud .......... 30 N.m (22 lb. ft.)

Exhaust Manifold-to-Cylinder Head Bolt..................... 24 N.m (18 lb. ft.)

Front Crossmember Rear Brace-to-Front Side Member Bolt................. 62 N.m (46 lb. ft.)

Front Crossmember Rear Brace-to-Front Crossmember Bolt............ 80 N.m (59 lb. ft.)

Fuel Rail Assembly-to-Injector Housing Bolt.................. 26 N.m (19 lb. ft.)

Idler Sprocket Assembly-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Ignition Timing Sensor...........10 N.m (89 lb. in.)

Injector Housing-to-Cylinder Head Bolt..................... 26 Nom. (19 lb. ft.)

MAP Sensor Bracket-to-Plenum .. 10 N.m (89 lb. in.)

MAT Sensor......................8 N.m (71 lb. in.)

Oil Cooler Hose-to-Oil Cooler Hose Fittings ................. 56 N.m (41 lb. ft.)

Oil Cooler Hose Fittings-to-Oil Filter Housing ................ 11 N.m (98 lb. in.) and turn 180°

Oil Cooler Hose-to-Oil Cooler Bolt....................10 N.m (89 lb. in.)

Oil Drain Plug .................. 52 N.m (38 lb. ft.)

Oil Filter Housing-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Oil Level Indicator Guide Tube-to-Exhaust Manifold Bolt......... 15 N.m (11 lb. ft.)

Oil Level Sensor................. 25 N.m (18 lb. ft.)

Oil Pan Baffle-to-Oil Pan Bolt .... 10 N.m (89 lb. in.)

Oil Pan-to-Crankcase Bolt........ 31 N.m (23 lb. ft.)

Oil Pick-up-to-Oil Pan Bolt.......10 N.m (89 lb. in.)

Oil Pressure Sensor............... 12 N.m (9 lb. ft.)

Oil Pump Plate-to-Pump Housing Screw .................3 N.m (26 lb. in.)

Oil Pump-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Plenum-to-Injector Housing Bolt.................. 26 N.m (19 lb. ft.)

Primary Timing Chain Guide Bolt....................10 N.m (89 lb. in.)

Primary Timing Chain Tensioner-to-Cylinder Case Bolt..........10 N.m (89 lb. in.)

Secondary Port Throttle Valve Actuator Bracket-to-Cylinder Head Screw..................10 N.m (89 lb. in.)

Secondary Port Throttle Valve Actuator-to-Bracket Nut ........6 N.m (53 lb. in.)

Secondary Port Throttle Valve Linkage Cover-to-Cylinder Head Screw...................3 N.m (26 lb. in.)

Secondary Port Throttle Valve Shaft Lever Nut................3 N.m (26 lb. in.)

Secondary Port Throttle Valve Vacuum Actuator Adjustment Screw.............3 N.m (26 lb. in.)

Secondary Port Throttle Valve Valve Vacuum Actuator Reservoir Bolt.................8 N.m (71 lb. in.)

Secondary Port Throttle Valve-to-Valve Shaft Screw.... 1.3 N.m (12 lb. in.)

Secondary Timing Chain Fixed/Pivot Guide-to-Cylinder Case Bolt.................... 26 N.m (19 lb. ft.)

Secondary Timing Chain Tensioner-to-Cylinder Head Bolt....................10 N.m (89 lb. in.)

Throttle Body Extension-to-Throttle Body Screw............6 N.m (53 lb. in.)

Throttle Body-to-Plenum Screw ........................ 15 N.m (11 lb. ft.)

Throttle Cable Hold-Down-to-Plenum Nut....................2 N.m (18 lb. in.)

Throttle Cable Shield Screw/Nut .....................3 N.m (27 lb. in.)

SPECIAL TOOLS
Fig. 37: Identifying Special Tools
 ENGINES

5.7L -Vin J Overhaul- Corvette

ENGINE UNIT REPAIR

5 J LITER V8, RPO LTS VIN J

NOTE: When fasteners are removed, always reinstall them at the same location from
which they were removed. If a fastener needs to be replaced, use the correct
part number fastener for that application. If the correct part number fastener is
not available, a fastener of equal size and strength (or stronger) may be used.
Fasteners that are not reused, and those requiring thread locking compound
will be called out. The correct torque value must be used when installing
fasteners that require it. If the above conditions are not followed, parts or
system damage could result.

GENERAL DESCRIPTION

CONSTRUCTION

Throttle Body Extension and Throttle Body

The throttle body extension and the throttle body are both made of cast aluminum. The amount of incoming air
is controlled by three throttle plates mounted on the throttle body. A 22 mm (0.87 in.) diameter primary plate,
and two 59 mm (2.32 in.) diameter secondary plates are used. The primary throttle plate is operational when
vehicle speeds are less than 113 km/h (70 mph). At full throttle operation, or after 80° of primary plate rotation,
the larger secondary plates begin to open for additional airflow.

Plenum

The induction air is collected in the plenum, a one piece aluminum casting, where it is distributed evenly into
the plenum primary intake runners, through the injector housings, and into the eight primary inlet ports in the
cylinder heads. The eight plenum secondary intake runners feed through the injector housings and into the eight
secondary inlet ports. Airflow into the secondary inlet ports is regulated by eight throttle plates in the cylinder
head. The MAP sensor and ignition module are attached to the plenum.

Injector Housings

The injector housings are aluminum castings into which the sixteen fuel injectors are inserted. These housings
provide an optimum point for fuel to be added to the induction airflow.

Cylinder Heads

The cylinder heads are made of aluminum and are cast from a semi-permanent mold. The cross-flow, four valve
per cylinder design provides optimum induction and exhaust system breathing. The clover leaf combustion
chamber, with a centrally located spark plug, contributes to smooth, efficient operation.
The valve seat inserts and valve guides are made of sintered metal. The valves are made of hardened steel.

The cylinder heads also house the secondary port throttle valves. These valves are opened and closed by a
vacuum actuator whose operation is governed by the ECM. The inputs to the ECM affecting actuator operation
are throttle position, engine rpm, coolant temperature, and manifold pressure.

In combination with the camshaft covers, the heads form the bearing surfaces for the camshaft journals. There
are no replaceable camshaft bearings.

Cylinder Case and Liners

The cylinder case is an open deck design of cast aluminum. The upper casting houses the cylinder liners, upper
main bearings, and camshaft timing chain assembly. Oil return passages are cast in the side of the cylinder case
to provide proper oil drainback to the oil pan.

The cylinder liners are oriented in the case in a 90° "V" configuration. They are made of aluminum with a
"Nikasil" coating plated onto the bore surface to provide superior wear characteristics.

The cylinder liners are slip-fitted into the cylinder case and sealed with special heat resistant adhesive. Coolant
is circulated around the upper half of each liner, giving them the name wet liners.

Crankcase

The crankcase is an aluminum casting located immediately below the cylinder case. It houses the lower main
bearings and, together with the cylinder case, retains the crankshaft. An oil passage is cast into the crankcase
and runs from the oil pick-up assembly to the oil pump.

Crankshaft

The internally balanced crankshaft is made of forged steel to provide high strength and durability in high torque
applications. Oil is fed through the center of the crankshaft (entering at the front) to provide lubrication to the
main bearings and connecting rod bearings. For increased lubrication to the rod bearings, the crankshaft is
cross-drilled.

Located on the crankshaft is the crankshaft ignition timing disc. Nine notches are machined into the disc. These
notches, along with the engine timing sensor, provide exact crankshaft position information to the ECM.

Connecting Rods

The connecting rods are made of forged steel and are 145.8 mm (5.74 in.) in length, center to center. Rod caps
are secured to the rods with bolts that pass through the caps and thread into the rods.

Piston and Pins

The pistons are made of a cast aluminum alloy and utilize a concave head design. There are two compression
rings, upper and lower and one oil control ring.

The pistons are select-fit to cylinder liners and are not interchangeable between liners. Only piston-liner
assemblies are available as replacement parts.

The piston pins float freely in the pistons and in the rods.

Camshafts and Drive System

The camshafts are made of cast iron and are positioned above the cylinder banks on the cylinder heads. One
intake and one exhaust camshaft operates each bank of sixteen valves. The intake and exhaust camshaft lobes
are ground to accommodate the air induction system characteristics. The secondary lobes of the intake
camshafts are ground to provide a longer duration than the primary lobes of the intake camshafts.

The camshaft sprockets are driven by two duplex secondary timing chains that are routed through the front of
the heads. The secondary chains are driven by the idler sprocket assembly, which is driven by the primary
timing chain. The primary chain is driven by the crankshaft sprocket.

Primary chain tension is maintained by a single guide between the crankshaft sprocket and idler sprocket.
Tension in the two secondary chains is maintained by hydraulic chain tensioners, one per bank. Force is applied
to the chains through a pivot guide at each tensioner. There are also two fixed guides, one adjacent to each pivot
guide, and two top guides, one in each camshaft cover. These guides provide a damping effect, preventing
excessive chain travel and noise.

These steel roller timing chains are highly durable and provide efficient transmission of power.

Hydraulic Lifters

The hydraulic lifters maintain zero lash between the camshaft lobes and the valve stems. Due to the overhead
design of this engine, cam lobe action is transferred in a straight line directly to the valve stem, contributing to
smooth operation.

Exhaust Manifolds

The exhaust manifolds are made of tubular stainless steel. They are part of the manifold/converter assembly that
couples exhaust manifolds with engine compartment-mounted catalytic converters. The A.I.R. injection pipes
are mounted to each manifold.

LUBRICATION

The duo-centric design oil pump is a positive displacement pumping unit consisting of an inner and outer gear.
The inner gear has one less tooth than the outer, with the inner gear's centerline positioned at a fixed eccentricity
from the centerline of the outer gear. The pump is mounted to the front of the cylinder case and driven by two
flats machined into the crankshaft. Also contained within the oil pump body is an oil pressure regulation valve.
The regulation valve regulates oil pressure to provide proper lubrication to engine components.

The oil filter housing mounted on the front of the cylinder case combines three control functions: oil
temperature regulation, oil cooler bypass, and oil filter bypass. The oil filter is attached to the top of the filter
housing.

Engine oil temperature regulation is thermostatically controlled in the oil filter housing. When engine oil is
cold, the temperature control valve is open and the cooler bypass valve is closed. This permits cold oil to be
circulated throughout the engine. When the oil warms to a preset temperature, the temperature control valve
closes and the cooler bypass valve opens, diverting hot oil through the cooler. Some oil is always sent to the
filter before entering the engine, regardless of oil temperature.

Should the oil filter become clogged, a bypass valve in the filter housing will open so that oil is still available
for lubrication. The oil filter also contains a bypass valve, thereby providing a redundant system in the event of
filter restriction.

The oil filter also contains an anti-drainback valve that prevents oil spillage if filter is removed from engine in
upright position when serviced.

After regulation, filtration, and cooling as required, the engine oil is directed to the crankshaft inlet holes for
center feed to the main and connecting rod bearings. Oil passages direct additional oil to the engine upper
components such as the camshafts, timing chains, lifters, etc.

NOTE: The threads of some fasteners, sensors, and fittings on the LT5 engine require
the application of thread locking and sealing compounds. It is important that
the correct compounds be used to ensure that parts or system damage does
not occur.

DISASSEMBLY

THROTTLE BODY EXTENSION

Fig. 13

Remove or Disconnect

1. Electrical connector from MAT sensor.

2. Ventilation breather hose from left and right side of throttle body extension.
3. Screw and nuts retaining cable shield to throttle body extension and shield from engine.
4. Screws retaining extension to throttle body.
5. Extension and gasket from vehicle.

THROTTLE BODY

Fig. 13

Remove or Disconnect

1. Electrical connectors from:

TPS.
IAC.
2. Screws retaining throttle body to plenum.
3. Throttle body and gasket.
PLENUM ASSEMBLY

Fig. 14

Remove or Disconnect

1. Coolant air bleed hose from plenum.

2. Vacuum hose between fuel pressure regulator and plenum.
3. Vacuum hoses from mid-plenum: left and right.
4. Vacuum hose from MAP sensor and plenum.
Fig. 1: Identifying Cylinder Block And Internal Parts
Fig. 2: Identifying Cylinder Block And Internal Parts - Legend
Fig. 3: Identifying Cylinder Head And Related Parts
Fig. 4: Identifying Cylinder Head And Related Parts - Legend
Fig. 5: Exploded View Of Front Cover And Cooling (1 Of 2)
Fig. 6: Exploded View Of Front Cover And Cooling (2 Of 2)
Fig. 7: Identifying Oil Pump, Pan And Related Parts
Fig. 8: Identifying Oil Pump, Pan And Related Parts - Legend
Fig. 9: Identifying Manifolds And Fuel Related Parts
Fig. 10: Identifying Manifolds And Fuel Related Parts - Legend
Fig. 11: Identifying Fuel Related Parts
 Fig. 12: Identifying Fuel Related Parts - Legend

5. Bolts retaining plenum assembly to injector housing.

6. Electrical connectors from ignition module.
7. Electrical connector from MAP sensor.
8. Purge solenoid/PCV valve hose fitting from plenum.
 9. Plenum assembly and gaskets.

CAMSHAFT COVERS

Right Camshaft Cover

Remove or Disconnect

1. Spark plug wires from right cylinder head.

2. Oil pressure sensor from oil filter housing.
3. Bolt retaining coolant outlet pipe bracket to generator bracket.
4. Screws and right side coolant outlet from injector housing.
5. Bolt retaining fresh air pipe bracket to injector housing.
6. Bolts retaining right camshaft cover to cylinder head.
7. Right camshaft cover from cylinder head.

Left Camshaft Cover

Remove or Disconnect

1. Bolt retaining A/C suction/discharge hoses to A/C compressor.

2. Spark plug wires from spark plugs.
3. Ventilation breather pipe from left camshaft cover.
4. Bolts retaining left camshaft cover to cylinder head.
5. Left camshaft cover from cylinder head.

VENTILATION HOSES, COVER AND BAFFLE

Fig. 15 through Fig. 17

Remove or Disconnect

1. Clamps from ventilation hoses on ventilation cover and injector housings.

2. Cylinder ventilation hoses from engine.
3. A/C compressor bolts and compressor.
4. Spark plug wires from coil pack.
5. Bolts retaining coil pack bracket and purge solenoid bracket to ventilation cover and cylinder case.
Fig. 13: Exploded View Of Throttle Body And Extension

Fig. 14: Identifying Plenum Components

Fig. 15: Identifying Cylinder Case Ventilation Cover Components
 Fig. 16: Identifying Secondary Port Throttle Actuation Assembly Components

6. Electrical connectors from coil pack: coil pack from vehicle.

7. Vacuum hoses from vacuum reservoir.
8. Nuts and washers retaining vacuum reservoir to ventilation cover: reservoir from engine.
9. Vacuum hoses from vacuum solenoid.
10. Electrical connector from vacuum solenoid.
11. Screw retaining vacuum solenoid to ventilation cover and solenoid from engine.
12. Vacuum hoses from secondary port throttle actuators.
13. Nuts retaining actuators to brackets.
14. Actuator retaining clips and actuators from engine.
15. Screws retaining control assembly covers to actuator brackets: covers from engine.
16. Link assemblies from lever assemblies.
17. Electrical connectors from:
Coolant temperature sensor.
Cooling fan switch.
18. Coolant temperature sensor and cooling fan switch from injector housing.
19. Cylinder case ventilation hose.
20. Bolts retaining cylinder case ventilation cover to cylinder case.
21. Ventilation cover and gasket from engine.
22. Bolts retaining ventilation baffle to cylinder case; baffle from engine.

INJECTOR HOUSINGS

Fig. 18

Remove or Disconnect

1. Bolts retaining fuel rail assembly to injector housings.

2. Injectors from housings and fuel rail assembly from engine.
3. PCV grommet from right injector housing.
Fig. 17: Identifying Cylinder Case Ventilation Baffle Components
 Fig. 18: Identifying Injector Housing

4. Bolt retaining generator rear support bracket to generator.

5. Bolt retaining generator rear support bracket and right-side ventilation pipe to injector housing.
6. Bolts retaining right injector housing to cylinder head.
7. Right injector housing and gasket from engine.
8. PCV grommet from left injector housing.
9. Bolts retaining housing to cylinder head.
10. Left injector housing and gasket from engine.

EXHAUST MANIFOLDS

Remove or Disconnect

1. Air hoses from check valves on right and left exhaust manifolds.
2. Outer heat shields from exhaust manifolds.
3. Bolts, nuts and spacers from exhaust manifolds.
4. Exhaust manifolds.

TORSIONAL DAMPENER

Figure 19

Tool Required:

J 24420-C Torsional Damper/Crankshaft Sprocket Puller

Remove or Disconnect

1. Bolt and washer retaining crankshaft torsional dampener to crankshaft.

2. Torsional dampener using J 24420-C.
3. Key from crankshaft.
Fig. 19: Removing Torsional Dampener

COOLANT PUMP AND ENGINE FRONT COVER

Figure 20

Remove or Disconnect

1. Coolant pump pulley bolts.

2. Coolant pump pulley.
3. Drive belt tensioner bolt and tensioner.
4. Generator lower bracket bolts and bracket.
5. Bolts retaining coolant pump to engine front cover.
6. A/C compressor-to-coolant pump bolt.
7. Coolant pump and gasket.
8. Bolts and stud nuts (at top of cylinder case vee) retaining engine front cover: cover and gasket from
engine.
Fig. 20: Identifying Engine Front Cover Components

OIL FILTER HOUSING

Remove or Disconnect

1. Oil filter.
2. Electrical connectors from:
Generator.
Oil pressure sensor.
Oil temperature sensor.
Low oil pressure switch.
3. Generator bracket and generator and shield from engine. Oil filter pausing bolt and oil filter housing from
engine.

CAMSHAFTS AND LIFTERS

Fig. 21, Fig. 22 and Fig. 23

Tool Required:

J 38098 Crankshaft Timing Slot Locator J 38099 Timing Chain Retainers

Remove or Disconnect

1. Lock crankshaft into position using J 38098.

2. Remove J 38098.
3. Bolts retaining left and right secondary timing chain tensioner housings to cylinder heads: housings, O-
rings, and tensioners from cylinder heads.
4. Bolts retaining camshaft sprockets using a backup wrench, washers, pins and timing plates.
5. Rotate camshafts to a neutral position (no valves open) using the cast hex head at the rear of camshafts.
6. Bolts retaining camshaft retainers: retainers and thrust washers from engine.
7. Camshafts and sprockets from engine while installing tools J38099 to retain secondary chain loops.
8. Lifters from bores.

IMPORTANT: Make sure lifters are retained in order so that each one is returned to its
original bore upon installation.

Fig. 21: Identifying Camshafts Components

Fig. 22: Identifying Secondary Timing Chain Retainers Components

Fig. 23: Identifying Valve Lifters Components

TIMING CHAINS, SPROCKETS AND GUIDES

Fig. 24, Fig. 25 and Fig. 26

Tools Required:

J 38099 Timing Chain Retainers

J 38211 Crankshaft Sprocket Remover

Remove or Disconnect

1. Bolts retaining primary chain guide to oil pump: guide from engine.
2. Bolts retaining idler sprocket assembly. Primary chain from idler sprocket and crankshaft sprocket: chain
from engine.
3. Disengage right side secondary timing chain from idler sprocket assembly.
4. Tools J 38099.
5. Sprocket assembly and left side chain.
6. Right side chain.
7. Timing chain crankshaft sprocket using J 38211.
8. Bolts retaining fixed and pivot secondary chain guides to cylinder case: guides from engine.

Fig. 24: Identifying Primary Timing Chain Guide Assembly Components (Engine Inverted)
Fig. 25: Removing Crankshaft Sprocket
Fig. 26: Identifying Timing Chain Assembly Components

OIL PUMP

Remove or Disconnect

1. Key and oil pump seal seat from crankshaft.

2. Bolts retaining oil pump to cylinder case and pump from engine.
3. O-ring from crankshaft.

CYLINDER HEADS

Remove or Disconnect

1. Camshaft position sensor electrical connector.

2. Spark plugs.
3. Bolts retaining camshaft position sensor and sensor from left cylinder head.
4. Bolts retaining cylinder heads to cylinder case.
Start with end bolts and work towards center of cylinder head.
5. Cylinder heads and gaskets from engine.

FLYWHEEL AND CRANKSHAFT REAR OIL SEAL

Remove or Disconnect

1. Bolts retaining flywheel and flywheel from crankshaft.

2. Screws retaining rear main oil seal/housing assembly: assembly from crankshaft.

OIL PAN

Fig. 27

Tool Required:

J 37330 Liner Installation and Retainer Kit

Remove or Disconnect

1. Install cylinder liner retainers J 37330.

2. Invert engine.
3. Bolts retaining oil pan; remove pan and gasket from crankcase.
4. Bolts and crankcase baffle and oil pick-up assembly.
Fig. 27: Installing Cylinder Liner Retainers

PISTON-ROD ASSEMBLY

Tool Required:

J 39494 Connecting Rod Guide Pin

Remove or Disconnect

1. Rotate crankshaft until piston is at the bottom of its stroke.

2. Bolts retaining connecting rod cap: remove cap and bearings from engine.

IMPORTANT: Before removal of connecting rod cap, mark the side of the rod and
the cap with the cylinder number to assure matched reassembly of
rod and cap.

3. Piston-rod assembly from cylinder liner using J 39494.

4. Repeat steps for each cylinder.

CRANKSHAFT

Remove or Disconnect

1. Bolts and washers retaining crankcase at main bearing journals.

2. Bolts retaining crankcase to cylinder case.
3. Crankcase from cylinder case.
4. Crankshaft from cylinder case.
5. Main bearings from crankcase and cylinder case.

CYLINDER CASE

Fig. 28
Tools Required:

J 37330 Cylinder Liner Retainers

J 38124 Cylinder Liner Remover

J 8092 Driver Handle

Remove or Disconnect

1. Liner retaining tools J 37330.

2. Cylinder liner(s) from cylinder case using J 38124 with J 8092.
3. Electrical connectors from starter, generator and crankshaft timing sensor.
4. Wiring harness ground connections and wiring harness.
5. Starter bolts and starter.
6. Bolt and crankshaft sensor.
7. Knock sensor.
8. Vee drain tube.

Fig. 28: Removing Cylinder Liner

CLEANING, INSPECTION AND REPAIR

Cylinder Case

Clean
 Cylinder case thoroughly in cleaning solvent and clean all gasket surfaces.
Oil galleries and drainback passages.
Coolant passages.

IMPORTANT: DO NOT use a caustic solution to clean cylinder case.

Inspect

Coolant passages for blockage.

Cylinder case for cracks.
Cylinder case deck surfaces (crankcase and cylinder head) for straightness.

CRANKSHAFT

Fig. 29 and Fig. 30

Tools Required:

J 37306 Crankshaft Cup Plug Installer

Remove or Disconnect

1. Pilot bearing.

Clean

Crankshaft oil gallery passages. Taper plugs and cup plugs must be removed to access all internally
drilled passages.
Blow out all passages with compressed air.

Inspect

For wear and damage.

Install or Connect

1. Coat rear cup plug with Loctite® 620 on plug sealing surface.
2. Install rear cup plug.
3. New pilot bearing.
4. Taper plugs with Loctite® 565 on the threads.
5. Remaining cup plugs with Loctite® 620 on plug sealing surface. Installation is accomplished using
J37306.

NOTE: Protect crankshaft journals damage when using tools near the journals.
Fig. 29: Identifying Crankshaft And Rear Cup Plug

MAIN BEARING FITTING

Main bearings are Of the precision insert type. If clearances are found to be excessive, a new bearing, both
upper and lower halves, will be required.

Inspect

In general, the lower half of the bearing (except No. 1 bearing) shows greater wear and abrasion. If the
lower half of upper half shows evidence of wear or damage, both upper and lower halves should be
replaced. Never replace one half without replacing the other half.
Wipe both upper and lower main bearing shells and crankshaft main journals clean of oil.
Main journals for out-of-round or taper with a micrometer. If not within specifications, replace the
crankshaft.
Normally, main bearing journals wear evenly and are not out-of-round. However, if a bearing is being
fitted to an out-of-round journal (0.001 in. max.), be sure to fit to the maximum diameter of the journal. If
the bearing is fitted to the minimum diameter, and the journal is out-of-round 0.001 in., interference
between the bearing and main journal will occur, resulting in rapid bearing failure.
 A. Place a piece of gaging plastic the full width of the bearing (parallel to the crankshaft) on the
bearing surface.
B. Crankshaft onto cylinder case.
C. Crankcase onto cylinder case.
D. Washers (oil coated) and bolts retaining crankcase at main bearing journals: finger tighten.
E. Crankcase bolts retaining crankcase to cylinder case (at rear of engine): finger tighten.

Tighten

Main bearing bolts on No. 1, No. 3, No. 5 journals per sequence to 40 N.m (30 lb. ft.) and
turn 45-50°. (1992 and earlier).
Main bearing bolts on No. 2, No. 4 journals per sequence to 20 N.m (15 lb. ft.) and turn 77.5-
82.5°. (1992 and earlier).
Inner main bearing bolts per sequence to 20 N.m (15 lb. ft.) and turn 65-70°. (1993 and later).
Outer main bearing bolts per sequence to 20 N.m (15 lb. ft.) and turn 50-55°. (1993 and
later).

NOTE: Do not turn crankshaft with the gaging plastic installed.

F. Remove crankcase bolts, main bearing bolts, and crankcase from cylinder case. Measure the gaging
plastic width at its widest point.
If the clearance exceeds specifications, select a new, correct size bearing and remeasure the clearance.
Be sure to check what size bearing is being removed in order to determine proper replacement size
bearing. If clearance cannot be brought to within specifications, the crankshaft must be replaced. No
crankshaft grinding is allowed.
If the flattened gaging plastic tapers toward the middle or ends, there is a difference in clearance
indicating taper, low spot or other irregularity of the bearing or journal. Be sure to measure the journal
with a micrometer if the flattened gaging plastic indicates more than 0.001 in. difference in clearance.

Clean

Cylinder case and crankcase surfaces onto which bearings are to be seated.
Cylinder case and crankcase sealing surfaces onto which sealer is to be applied.

PISTONS, CONNECTING RODS AND CYLINDER LINERS

Fig. 27 and Fig. 31 through Fig. 34

Tool Required:

J 37330 Cylinder Liner Retainers

Disassemble
 1. Piston pin retainers.
2. Piston pin and connecting rod from piston.
3. Piston rings from piston using suitable ring expander tool.

IMPORTANT: If piston or piston pin replacement is required, the piston, piston

rings, piston pin, and cylinder liner are replaced as an assembly.
Piston and liner assemblies come in matched sets marked A or B.
When replacing a piston and liner assembly, the replacement
assembly DOES NOT have to be of the same set as those in the
remaining cylinders.
Piston set identification mark is stamped on top of the piston.

Clean

Varnish from piston skirts and pins with a cleaning solvent. DO NOT WIRE BRUSH ANY PART OF
THE PISTON.
Ring grooves with a groove cleaner and make sure oil ring holes and slots are clean.
Connecting rods in solvent and dry with compressed air.

IMPORTANT: Rod bores should only be cleaned in a circular direction with a light
emery paper. No scraping of rod or rod cap is allowed.

Inspect

Piston for cracked ring lands, skirts or pin bosses, scuffed or damaged skirts, and eroded areas at top of
piston.
Ring grooves for nicks or burrs that might prevent the rings from seating properly in the grooves.
Piston pin bores and piston pins for wear. Piston pin bores and piston pins must be free of varnish of
scuffing.
Piston pin retainer grooves for burrs.
Connecting rods for signs of being twisted, bent, nicked, or cracked.
Connecting rod bearing insert seating surface for scratches or abrasions.

IMPORTANT: If cylinder liner replacement is required, the piston, piston rings, piston
pin, and cylinder liner are replaced as an assembly. Piston and liner
assemblies come in matched sets marked A or B. When replacing a piston
and liner assembly, the replacement assembly DOES NOT have to be of
the same set as those in the remaining cylinders.
Liner identification mark is stamped on the top rim of the liner.
DO NOT hone cylinder liners.

Clean
 The outer circumference of the liners, removing all old sealer. Failure to do a thorough job will cause a
poor liner to cylinder case seal, resulting in coolant leakage.

Inspect

Cylinder liners for cracked or scored walls.

Fig. 30: Identifying Crankshaft Main Bearings Components

Fig. 31: Identifying Piston-Rod Assembly Components
Fig. 32: Installing Cylinder Liner
 Fig. 33: Applying Sealer To Cylinder Liner

Measure

Cylinder liners for out-of-round and taper.

Install or Connect

1. Liner(s) into cylinder case. DO NOT apply sealer at this time.

IMPORTANT: Liner must be installed with flats positioned 90° to crankshaft axis
(flats facing front and rear of cylinder case).
Flats of adjacent liners should be parallel so that a small gap exists
between them.

Measure

Liner standout height. This distance from the cylinder case deck to the lower ridge at the top of the
liner should be 0.001 - 0.003 in. If standout height is not within specification, make further checks
 as follows:

Inspect

Liner ridge for damage, dirt, or burrs. Clean as required. Recheck standout height. If still not within
specification, proceed to next step.
Cylinder case liner seat for damage, dirt, or burrs. Clean as required. Recheck standout height. If
still not within specification, proceed to next step.
Replace cylinder liner. Recheck standout height.
Apply a band of Loctite® 565, 12 mm (0.47 in.) - wide, around the circumference of the finer, 25.4
mm (1.0 in.) from bottom edge of liner (see Fig. 33).
2. Liner(s) into cylinder case.
3. Install J 37330 to seat liner(s) into case and retain until head installation (see Fig. 26).

Fig. 34: Identifying Piston Rings Components

Inspect

Piston rings for proper fit.

A. Slip the top compression ring in the cylinder bore: then press the ring down into the cylinder bore.
B. Use an inverted piston to press ring into liner to a depth of second ring groove. Be sure ring is
square with cylinder wall.
C. If ring replacement is required due to excessive ring end gap, a piston and liner assembly
replacement will be required.

Measure

The space of gap between the ends of the ring with a feeler gage (see PISTON
RINGSPECIFICATIONS).
If the gap between the ends of the ring is below specifications, remove the ring and try
another for fit.
D. Repeat steps for the second compression and oil control rings.
 E. Fit each ring to the cylinder in which it is going to be used. If the pistons have not been cleaned and
inspected as previously outlined, do so. Slip the outer surface of the top and second compression
ring into the respective piston ring groove and roll the ring entirely around the groove to make sure
that the ring is free. If binding occurs at any point, the cause should be determined. If binding is
caused by ring groove, correct by dressing with a fine cut file. If the binding is caused by a
distorted ring, recheck with a new ring.

Assemble

1. Piston rings onto piston (see Fig. 34).

IMPORTANT: Top compression ring should be installed with chamfer facing

downward.
Second compression ring should be installed with manufacturer
mark (TOP) facing upward.
Rings should be installed with gaps spaced approximately 120° apart
from one another.

2. Connecting rod and piston pin to piston.

IMPORTANT: Rods must be installed to pistons with the arrow on the piston facing
the front of the engine and the chamfer on the journal end of the rod
facing the crankshaft counterweight.
Rod chamfers face to front on left bank.
Rod chamfers face to rear on right bank.

3. Piston pin retaining rings.

IMPORTANT: Pin retaining rings should be installed with gap facing toward top of
piston.

CONNECTING ROD BEARING FITTING

Inspect

Connecting rod bearings for evidence or wear or damage. Such bearings should not be installed.
Wipe both upper and lower bearing shells and rod journals clean of oil.
Rod journals for out-of-round of taper with a micrometer. If rod journals are not within specifications,
replace the crankshaft. If within specifications and a new bearing is to be installed, measure the maximum
diameter of the rod journal to determine new bearing size required.
If rod journal is within specifications, measure new or used bearing clearances with a gaging plastic.

IMPORTANT: Connecting rod bearings are of the precision insert type. DO NOT
 FILE RODS OR ROD CAPS. If clearances are found to be excessive,
a new bearing will be required.

If a bearing is being fitted to an out-of-round rod journal, be sure to fit to the maximum diameter of the
rod journal. If the bearing is fitted to the minimum diameter, and the rod journal is out-of-round .008 mm
(,0003 in.) interference between the bearing and rod journal will occur, resulting in rapid bearing failure.
A. Place a piece of gaging plastic, the length of the bearing (parallel to the crankshaft), on the bearing
surface. Gaging plastic should be positioned in the middle of the bearing shell. (Bearings are
eccentric, and false readings could occur if placed elsewhere.)
B. Install the bearing in the connecting rod and cap. Tighten rod bolts to 30 N.m (22 lb. ft.) and turn
80-85°.

NOTE: Do not turn the crankshaft with the gaging plastic installed.

C. Remove the bearing cap, and using the scale on the gaging plastic envelope, measure the gaging
plastic width at the widest point.
If the clearance exceeds specifications, select a new, correct size bearing and remeasure the clearance. Be
sure to check what size bearing is being removed in order to determine proper replacement bearing size.
If clearance cannot be brought to within specifications, replace the crankshaft.

OIL PUMP

Figure 35

Tool Required:

J 29077-A Front Cover Seal/Oil Pump Seal Remover

Disassemble

1. Screws retaining pump plate to body; plate from pump.

2. Inner and outer gears.
3. Snap ring retaining pressure regulation valve.
4. Valve assembly from pump.
5. Snap ring retaining valve assembly.
6. Oil pump shaft seal from pump body using J 29077-A.
7. O-rings from pump body.

IMPORTANT: Make sure position of a-rings on valve and housing is noted for
reference during reassembly.

Clean

Pump gears, housing, and plate.

Inspect

Pump gears, housing, and plate for abnormal wear of damage.

Assemble

1. Position new a-rings on valve and housing.

2. Snap ring retaining relief valve assembly.
3. Valve assembly into pump and snap ring.
4. Inner and outer gears.

IMPORTANT: Chamfer on inner gear MUST face to the rear (toward engine) so as
to accommodate crankshaft a-ring.

5. Pump plate and screws.

Tighten

Screws to 3 N.m (27 lb. in.).

OIL PAN

Disassemble

1. Bolts retaining oil pan baffles to oil pan and baffles from pan.
2. Oil level sensor from pan.

Clean

Oil pan baffles and bolts. Blow dry with compressed air.

Assemble

1. Oil pan baffles and bolts.

IMPORTANT: Apply Loctite® 262 to bolt threads.

Tighten

Bolts to 10 N.m (89 lb. in.).

2. Oil level sensor.

Tighten

Oil level sensor to 25 N.m (18 lb. ft.)

Clean

Oil pan and crankcase sealing surfaces..

CYLINDER HEADS

Fig. 35 through Fig. 45

Tools Required:

J 8062 Valve Spring Compressor

J 8101 Valve Guide Cleaner

J 23738-A Secondary Port Throttle Valve

Vacuum Actuator Tester

J 23907 Slide Hammer

J 37281-A Valve Guide Seal Remover

J 37310 Valve Guide Seal Installer

J 37325 Secondary Port Throttle Valve

Service Kit

J 37979-A Valve Spring Compressor

Adapter/Secondary Port Throttle Valve

Bearing Remover

Disassemble

1. Secondary port shaft lever.

2. Actuator bracket.
3. Throttle valve from shaft.
4. Bearing and shaft assembly from cylinder head using J 37325-1.
5. Bearing from shaft using J 37979-A.
6. Throttle valve shaft seal from cylinder head.
7. Repeat steps for each secondary port.
8. Valve keys using J 8062 with J 37979-A.
9. Upper retainer.
10. Outer spring.
11. Inner spring.
12. Valve from cylinder head.
13. Valve guide seal using J 37281-A and J 23907 (see Fig. 38).
14. Lower retainer.
15. Repeat steps for each valve.
Fig. 35: Identifying Secondary Port Throttle Valve Shaft Bearings Components
Fig. 36: Compressing Valve Spring

IMPORTANT: Valve guides and seats are not replaceable components.

If cylinder head is to be cleaned by soaking, DO NOT use a caustic
 solution as this will cause serious damage.
If combustion chamber is cleaned using a wire wheel, DO NOT
contact head deck with wheel.

Clean

Cylinder case and cylinder head sealing surfaces.

Valve guides of carbon using J 8101 .
Combustion chambers of carbon.
Secondary ports and valves of carbon.

Assemble

1. Lower retainer.
2. Valve guide seal using J 37310 (intake and exhaust valves, see Fig. 41).
3. Valve into cylinder head.
4. Inner spring.
5. Outer spring.
6. Upper retainer.
7. Valve keys using J 8062 with J 37979-A.

IMPORTANT: Strike valve stem tip squarely with a wooden hammer handle to
ensure valve stem keys are properly seated.

8. Repeat steps for each valve.

9. Throttle valve shaft seal into head using J 37325.
10. Bearing onto shaft using J 37325-2, J 37325-3, J 37325-4.
11. Bearing and shaft into cylinder head using J 37325-3.
12. Stake bearing in three places with center punch to prevent walkout and port throttle valve binding.
13. Repeat steps for each secondary port.
14. Actuator bracket and screws.

Tighten

Screws to 10 N.m (89 lb. in.).

15. Shaft lever and nut. Finger tighten into shaft.
16. Throttle valve onto shaft.
17. Apply Loctite® 262 to screws. Finger tighten into shaft.
18. Center throttle valve in bore using J 37325-5.
19. Throttle valve screws.
Tighten

Throttle valve screws to 1.3 N.m (l2 lb. in.).

Fig. 37: Identifying Valve Assembly Components

Fig. 38: Removing Valve Guide Seal
 Fig. 39: Cleaning Valve Guide

IMPORTANT: Check for proper operation by rotating valve 360°. No binding should
occur.
Gap between valve and bore should be 0.25 - 0.35 mm (0.010-0.14
in.).

20. Repeat steps for each secondary port.

21. Link assembly.

Fig. 40: Cleaning Combustion Chambers

Fig. 41: Installing Valve Guide Seal

Fig. 42: Installing Secondary Port Throttle Valve Shaft Seal

Fig. 43: Retaining Secondary Port Throttle Valve In Vertical Position
 Fig. 44: Centering Secondary Port Throttle Valve

22. Actuator and nuts.

Tighten

Nuts to 6 N.m (53 lb. in.).

23. Retain throttle valves in vertical position using J 37325-6 and apply a minimum of 10 in. Hg vacuum
using J 23738-A to actuator to simulate port throttle valve operation.

Tighten

Valve shaft lever nuts to 3 N.m (26 lb. in.).

24. Cover and screws.

Tighten

Screws to 3 N.m (26 lb. in.).

 Fig. 45: Testing Secondary Port Throttle Valves

TIMING CHAINS, SPROCKETS AND GUIDES

Fig. 46 and Fig. 47

Tool Required:

J 37328 Idler Sprocket Bearing Press Tool

Inspect

Secondary chain fixed and pivot guide wear strips for excessive wear. No wear groove should exceed a
depth of 1.0 mm (0.040 in.). Replace wear strips as required by driving pins out of guides.
Primary and secondary timing chains for abnormal wear of damage.
Inside edge of chain links: metal gouged or scored.
Chain for binding: when held with two hands in loop, moving each hand in opposite vertical
direction, links should not kink, and chain should roll freely.
Primary chain guide wear strip for excessive wear. No wear groove should exceed a depth of 1.0 mm
 (0.040 in.). If required, replace wear strip as follows:
Remove retaining screws and wear strip.
Apply Loctite® 262 to screw threads.
Install wear strip and screws.
Sprockets for abnormal wear or damage.
One edge of teeth worn: teeth no longer concentric.
Valley between teeth worn: smooth radius no longer evident.
Idler sprocket shaft bearings for abnormal wear or damage.

Disassemble

1. Idler sprocket assembly screw: washer and shaft from idler sprocket.
2. Idler sprocket bearings from idler sprocket assembly using J 37328 .

Inspect

Idler sprocket shaft for abnormal wear of damage. CAMSHAFTS

Inspect

Camshaft bearing journals for wear or damage.

Camshaft bearing surfaces in cylinder head and camshaft cover for wear or damage.
Lifter contact surfaces using straight edge.
Check for concave wear on face of lifter.
Camshaft lobes for wear.

IMPORTANT: Camshaft cover and cylinder head must be replaced as a set if

excessive wear or damage to bearing surfaces is found.
Individual lifters should not be replaced if cam lobe is worn as this
will promote early lifter failure. Lifters should be replaced in sets
with camshaft.
Fig. 46: Exploded View Of Camshaft Timing Chain Idler Sprocket Assembly

Fig. 47: Installing Idler Sprocket Bearing

ENGINE FRONT COVER

Fig. 48
Tool Required:

J 29077-A Front Cover Seal/Oil Pump Seal Remover

Clean

Cylinder case, engine front cover and coolant pump sealing surfaces.
Remove front cover seal with J 29077-A.

CAMSHAFT COVERS

Fig. 49

The camshaft covers are matched to the cylinder head. If the camshaft cover is damaged, the camshaft cover
and cylinder head must be replaced as an assembly.

Clean

Cylinder head and camshaft cover sealing surfaces.

Fig. 48: Removing Front Cover Seal

 Fig. 49: Identifying Secondary Timing Chain Top Guide Components

Inspect

Foam inserts for contamination. Remove and clean or replace as required.

Secondary chain top guide wear strips. No wear groove should exceed a depth of 1.0 mm (0.040 in.).
Replace if necessary.
Remove wear strip from guide and screws and guide from cover.
Apply Loctite® 262 to screws and install guide and screws and wear strip to guide.

OIL FILTER HOUSING

Fig. 50

Disassemble

1. Filter bypass valve retainer and valve assembly from housing (see Fig. 50).
2. Temperature control valve retainer and valve assembly from housing.
3. Cooler bypass valve retainer: valve assembly from housing.
4. Temperature sensor from housing.
5. Cooler fittings from housing.

Clean

Housing in solvent and blow out all passages with compressed air.
Valve components in solvent and blow dry with compressed air.
Cooler fittings.
 IMPORTANT: Install new a-rings to ensure leak-free operation.

Fig. 50: Exploded View Of Oil Filter Housing

Assemble

1. Cooler fittings onto housing.

 IMPORTANT: Apply Loctite® 565 to fitting threads.

Tighten

Fittings to 11 N.m (8 lb. ft.) and turn 180°.

2. Low oil pressure switch onto housing.

IMPORTANT: Apply Loctite® 565 to switch threads.

Tighten

Switch to 13 N.m (10 lb. ft.).

3. Temperature sensor onto housing.

IMPORTANT: Apply Loctite® 565 to sensor threads.

Tighten

Sensor to 12 N.m (9 lb. ft.).

4. Cooler bypass valve assembly and retainer into housing.
5. Temperature control valve assembly and retainer into housing.
6. Filter bypass valve assembly and retainer into housing.

PLENUM, THROTTLE BODY AND INJECTOR HOUSINGS

Clean

All gasket surfaces.

Inspect

All gasket surfaces for any damage.

Hose connectors for loose fit or damage.
Hoses and clamps for damage.
Throttle body for free movement of butterflies and free rotation of pulleys.
Injector housings for loose plugs.

EXHAUST MANIFOLDS

Clean

Exhaust manifold sealing surfaces.

Inspect

Manifolds for cracks, broken flanges, and gasket surface damage.

CRANKSHAFT REAR OIL SEAL

Tool Required:

J 37312 Crankshaft Rear Seal Installer

Remove or Disconnect

Old seal from housing.

Install or Connect

New seal into housing using J 37312.

IMPORTANT: Seal should be installed 1.0-1.5 mm below housing surface.

ASSEMBLY

CRANKSHAFT

Fig. 51

Install or Connect

1. Main bearing upper inserts into cylinder case.

2. Main bearing lower inserts into crankcase.

IMPORTANT: Lubricate bearings and crankshaft with engine oil.

3. Crankshaft onto cylinder case.

Apply Permabond® A136 to crankcase.
4. Crankcase onto cylinder case.

IMPORTANT: Do not attempt to rotate crankshaft until all main bearing bolts and
crankcase bolts are tightened.
Always install NEW main bearing bolts whenever they are removed
for any service.

5. Crankcase main bearing washers (oil coated) and bolts; finger tighten.
6. Crankcase bolts along sides: finger tighten.
7. Crankcase bolts at rear: finger tighten.
 Tighten

Main bearing bolts on No. 1, No. 3, No. 5 journals per sequence to 40 N.m (30 lb. ft.) and turn 45-
50°. (1992 and earlier).
Main bearing bolts on No. 2, No. 4 journals per sequence to 20 N.m (15 lb. ft.) and turn 77.5-82.5°.
(1992 and earlier).
Inner main bearing bolts per sequence to 20 Nom (15 lb. ft.) and turn 65-70°. (1993 and later).

Fig. 51: Identifying Main Bearing/Crankcase And Inner Bearing Bolts Tightening Sequence

Outer main bearing bolts per sequence to 20 N.m (15 lb. ft.) and turn 50-55°. (1993 and later).
Crankcase bolts per sequence to 26 N.m (19 lb. ft.) (see Fig. 51).

PISTON-ROD ASSEMBLIES

Fig. 52

Tools Required:

J 36660 Torque/Angle Meter

J 8037 Piston Ring Compressor

J 39494 Connecting Rod Guide Pin

Install or Connect
 Lubricate piston, rings and cylinder liner with engine oil.

1. Piston-rod assembly into cylinder liner using J 8037 and J 39494.

2. Bearing onto rod.
3. Bearing onto rod cap.
4. Lubricate bearings, rod journal and rod cap bolts with engine oil.
5. Rod cap and bolts.

IMPORTANT: Always install NEW connecting rod bolts whenever they are removed
for any service.

Tighten

Rod bolts to 30 N.m (22 lb. ft.) and turn 80-85° using J 36660.
Repeat steps for each cylinder being serviced. Rotate crankshaft for each cylinder to ease
installation of each piston-rod assembly.

Measure

All connecting rod side clearances (see SPECIFICATIONS) between connecting rod caps on each
crankshaft journal with a feeler gage.

OIL PUMP

Fig. 53 through Fig. 55

Tools Required:

J 38135 Oil Pump Aligner and Seal Installer

J 38463 Oil Pump Seal/Torsional Damper Installer

Install or Connect

1. New a-ring onto crankshaft.

2. Oil pump and bolts. Finger tighten only.
Fig. 52: Connecting Rod Bearings
Fig. 53: Identifying Oil Pump O-Ring
 Fig. 54: Aligning Oil Pump

IMPORTANT: Apply Loctite® 262 to bolt threads.

Two flats of pump drive gear must be aligned with two flats on
crankshaft. DO NOT force pump onto crankshaft.

3. Align pump on crankshaft using J 38135.

Tighten

Bolts to 26 N.m (19 lb. ft.).

 4. Pump shaft seal using J 38135 with J 38463.

Fig. 55: Installing Oil Pump Seal

Oil PAN

Fig. 56 and Fig. 57

Install or Connect

1. Apply Loctite® 262 to crankcasse baffle and oil pick-up assembly bolts.
 2. Crankcase baffle, oil pick-up assembly and bolts.

Tighten

Baffle and oil pick-up bolts to 10 N.m (89 lb. in.).

3. New gasket and oil pan to crankcase.
4. Apply Loctite® 242 to all screws of oil pan.
5. Screws and bolts retaining pan to crankcase.

Tighten

Front screws to 12 N.m (106 lb. in.) in sequence.

Bolts to 31 N.m (23 lb. ft.) in sequence.

Fig. 56: Identifying Oil Pick-Up And Crankcase Baffle Components

Fig. 57: Identifying Oil Pan Bolts Tightening Sequence

VENTILATION HOSES, COVER AND BAFFLE

Fig. 15 and Fig. 17

Install or Connect

1. Starter and bolts to cylinder case.

Tighten

Starter bolts to 52 N.m (38 lb. ft.).

2. Ventilation baffle and bolts (see Fig. 17).

IMPORTANT: Apply Loctite® 262 to bolt threads.

Tighten
 Bolts to 10 N.m (89 lb. in.).
3. New cylinder case ventilation cover gasket, cover, and bolts (see Fig. 15).

Tighten

Bolts to 10 N.m (89 lb. in.).

4. Cylinder case ventilation hoses to cover.
5. Purge solenoid and bolt to cover.
6. Vacuum reservoir and nuts to cover.

Tighten

Solenoid bolt to 10 N.m (89 lb. in.).

Reservoir nuts to 10 N.m (89 lb. in.).

CYLINDER HEADS

Fig. 58

Install or Connect

Remove liner retainers, J 37330.

1. Cylinder head locating dowels into cylinder case (if removed or loosened during cylinder head removal).
2. Cylinder head gasket, head, washers, and bolts.

IMPORTANT: Head bolt threads and washers should be coated with engine oil.

IMPORTANT: Head gaskets are not interchangeable between cylinder banks.

Tighten

Bolts per sequence in three steps to 60 N.m (45 lb. ft.), 100 N.m (74 lb. ft.), 160 N.m (118 lb. ft.)
(see Fig. 58).
Fig. 58: Identifying Cylinder Head Bolts Tightening Sequence

TIMING CHAINS, SPROCKETS AND GUIDES

Fig. 24, Fig. 26 and Fig. 59

Tools Required:

J 38132 Crankshaft Sprocket Installer

J 38099 Timing Chain Retainers

Install or Connect

1. Secondary chain guides and bolts (see Fig. 26).

IMPORTANT: Apply Loctite® 262 to bolt threads.

Flange of guide bushings should face cylinder head.
 Tighten

Bolts to 26 N.m (19 lb. ft.).

2. Oil pump seal seat with larger diameter side toward crankshaft and key.

Fig. 59: Installing Crankshaft Sprocket

3. Crankshaft sprocket using J 38132.

IMPORTANT: Wide shoulder of sprocket faces away from engine.

4. Right (shorter) secondary chain through right head and install timing chain retaining tool J 38099.
Locate right chain onto inner idler sprocket.
5. Left (longer) secondary chain through left head and install J 38099.
Locate left chain onto middle idler sprocket.
Engage primary chain onto outer idler sprocket and crankshaft sprocket.

IMPORTANT:
 Apply Loctite® 262 to idler sprocket assembly and primary chain
guide bolt threads. Be careful not to plug oil passage in idler
sprocket assembly.

6. Idler sprocket assembly bolts.

7. Primary chain guide and bolts. Push guide so that slack is removed from chain. Do not use lever or other
tool. Finger pressure is sufficient (see Fig. 24).

Tighten

Bolts to 10 N.m (89 lb. in.).

CAMSHAFTS, LIFTERS AND CAMSHAFT TIMING

Fig. 21 and Fig. 60 through Fig. 63

Tools Required:

J 37305 Camshaft Chain Pre-Tensioners

J 38098 Crankshaft Timing Slot Locator

J 37326 Camshaft Timing Pin Set

J 36660 Torque/Angle Meter

J 37303 Camshaft Temporary Retainers

J 41009 Timing Chain Tensioner Release Tool The camshafts have identifying bands to distinguish the right
and left intake and exhaust camshafts. The right intake has one flat band, the right exhaust has one raised band.
The left intake has one raised and one flat band and the left exhaust has two raised bands.

Remove or Disconnect

1. Lifters into same bores from where they were removed.

IMPORTANT: When a camshaft is replaced, new lifters should always be installed.

Lubricate camshaft lobes and journals with clean engine oil.

2. J 38098 into crankshaft sensor opening to locate crankshaft neutral position.

Rotate engine until crankshaft timing locator locks into deep notch on crankshaft timing disc.
3. Remove J 38098.
4. Engage camshaft sprocket onto secondary timing chain while removing J 38099.
Install intake camshaft first.
 Flat edge of sprocket faces camshaft.
5. Slide camshaft into sprocket. Locate camshaft in neutral position (no valves being opened).
6. Camshaft temporary retaining caps, J 37303.
7. Camshaft thrust washer, retainers, and bolts (see Fig. 21).

Tighten

Bolts to 10 N.m (89 lb. in.) starting with the rear retainer.
8. Timing plates, washers and bolts, hand tight.
9. Repeat Steps 1 through 4 for remaining camshafts.
10. Camshaft secondary chain pre-tensioner J 37305.
Apply tension to chains while rotating crankshaft through two revolutions. After rotation, tighten
pre-tensioner an additional 90 degrees.
Apply oil to timing chains.
11. J 38098 into crankshaft sensor opening.
Rotate engine until crankshaft timing slot locator locks into deep notch on crankshaft timing disc.

IMPORTANT: Do not rotate crankshaft after locator tool is inserted into crankshaft
notch.

12. Timing pins J 37326 in camshaft retainers and indexing holes in camshafts. Camshaft can be rotated
using hex cast into camshaft at rear. Oil holes at front of camshafts will be facing up.

IMPORTANT: Sprocket pins are inserted with flat edge to front of engine.
A NEW camshaft bolt should be installed each time a bolt is
removed.
Oil camshaft sprocket washers.
Slide washer to sprocket plate to ensure that flat area on pin aligns
with the edge of the washer.
Apply Loctite® 262 on camshaft sprocket bolts.
If no accessible holes line up on timing plate, reverse plate.

Tighten

Camshaft sprocket bolts to 25 N.m (19 lb. ft.) and turn 80-85 degrees using J 36660.
Fig. 60: Identifying Secondary Timing Chain Pre-Tensioner Components

Fig. 61: Locating Crankshaft Timing Disc Deep Notch

 Fig. 62: Installing Camshaft Timing Pin Tool

Fig. 63: Installing Camshaft Sprocket Pin

13. Remove chain pre-tensioners J 37305 and crankshaft locator tool J 38098.
14. New secondary timing chain tensioner, housing, new a-ring, and bolts.

IMPORTANT:
 Oil hole in tensioner piston must be installed in vertical position.
Fork on end of tensioner must be properly engaged onto chain
guide.
After installing tensioner, use J 41009 to release the tensioner
plunger.

Tighten

Bolts to 10 N.m (89 lb. in.).

15. Tensioner housing plugs.
16. Ignition timing sensor into cylinder case.

Tighten

Bolts to 10 N.m (89 lb. in.).

17. Remove camshaft locking pin tools J 37326.
18. Camshaft sensor and heat shield to left cylinder head.

Tighten

Sensor bolt to 11 N.m (97 lb. in.).

ENGINE FRONT COVER AND COOLANT PUMP

Figures 20 and Fig. 64

Tool Required:

J 37309 Front Cover Oil Seal Alignment and Installation Tool

Install or Connect

1. Generator spacer to top right of cylinder case near cylinder head.

2. New front cover gasket, cover, nuts, and bolts. Finger tighten only.

IMPORTANT: Apply Loctite® 262 to stud threads.

Apply Loctite® 565 to bolt threads.

3. New seal using J 37309.

Tighten

Bolts to 26 N.m (l9 lb. ft.).

4. New coolant pump gasket, pump, and bolts.
 Tighten

Bolts to 26 N.m (19 lb. ft.).

Fig. 64: Installing Front Cover Seal

CAMSHAFT COVERS

Fig. 65

Install or Connect

1. Apply Permabond® A136 to camshaft cover.

IMPORTANT: Make sure camshaft cover end plugs and new spark plug bore a-
rings are in place prior to cover installation.

2. Camshaft cover and bolts.

IMPORTANT: To ensure proper camshaft operation, camshaft cover fasteners

MUST be tightened per sequence to proper specification (see Fig.
65).

Tighten

24 M8 bolts to 20 N.m (15 lb. ft.). Repeat 3 times.

3 M6 screws to 10 N.m (89 lb. in.).
 3. Access plugs to front of cylinder heads.
4. Spark plugs.

Tighten

Access plugs to 20 N.m (15 lb. ft.).

Spark plugs to 20 N.m (15 lb. ft.).

Fig. 65: Identifying Camshaft Cover Bolts Tightening Sequence

TORSIONAL DAMPENER

Fig. 66

Tool Required:

J 38463 Oil Pump Seal/Torsional Damper Installer

Install or Connect

1. Key to crankshaft.

IMPORTANT: Key should be checked for proper seating in keyway while installing
dampener.

2. Dampener onto crankshaft using J 38463 .

IMPORTANT: If dampener is replaced, new balance weights must be installed on

the new dampener in the same hole locations as found on the old
dampener.

3. Washer and dampener bolts.

 Apply Loctite® 262 to dampener bolt threads.
Bolt to 200 N.m (148 lb. ft.).

POWER STEERING PUMP

1. Power steering pump, reservoir and bracket assembly to left front of engine.
2. Bracket bolts.
Apply Loctite® 565 to bolt threads.
Bolts to 26 N.m (19 lb. ft.).

A/C COMPRESSOR

1. NC compressor to top left front of engine.

2. Compressor bolts.
Bolts to 26 N.m (19 lb. ft.).

Fig. 66: Installing Torsional Dampener

OIL FILTER HOUSING AND GENERATOR

Install or Connect

1. New gasket, new a-rings, housing, and bolts.

Tighten

Bolts to 26 N.m (19 lb. ft.).

2. Bolt retaining generator bracket and oil filter housing. Do not tighten at this time.
3. Oil pressure sensor.

IMPORTANT: Apply Loctite® 565 to sensor threads.

Tighten

Oil pressure sensor to 12 N.m (9 lb. ft.).

4. Generator, shield and bolts.

IMPORTANT: Make sure generator spacer is in position. Refer to "ENGINE FRONT

COVER AND COOLANT PUMP".

Tighten

Bolts to 52 N.m (38 lb. ft.).

5. Oil filter.

WIRING HARNESS AND ELECTRICAL

Install or Connect

1. Right and left branches of wiring harness over top of engine.

2. Camshaft sensor connector on left side.
3. Starter connector.
4. NC compressor connector.
5. Solenoid connector to purge solenoid on vent cover. Route right branch of harness under vent cover hose.
6. Generator connector.
7. Oil temperature sensor connector on filter housing.
8. Crankshaft timing sensor connector on right side. Properly orient vent hoses, install clamps and tighten.
9. Coil pack and bolts.

Tighten
 Front bolts to 10 N.m (89 lb. in.).
Rear bolts to 26 N.m (l9 lb. ft.).
10. Coil wiring harness connectors.
11. Ground wires to rear right and left cylinder heads.
12. Connector to MAP sensor and lay sensor aside.
13. Spark plug wires to plugs and coil.
14. Oil pressure sensor connector.
15. Knock sensor.

Tighten

Sensor to 18 N.m (13 lb. ft.).

16. Knock sensor electrical connector.

INJECTOR HOUSINGS AND FUEL RAIL

Install or Connect

1. Left injector housing and gasket to cylinder head.

2. Temperature sensors and connectors to left injector housing.
3. Vent hose and clamp to left injector housing.
4. Right injector housing and gasket to cylinder head.
5. Vent hose and clamp to right injector housing.

Tighten

Hose clamps on right and left vent hoses.

6. Injector housing bolts.
Right rear housing bolt secures spark plug wire clip.

Tighten

Generator brace bolt to 26 N.m (19 lb. ft.).

Injector housing bolts to 26 N.m (19 1b. ft.) from the center outward.
7. Fuel rail assembly to injector housings and bolts.
Install new fuel injector a-rings.

!--ICON --> Tighten

Fuel rail bolts to 26 N.m (19 lb. ft.).

8. Electrical connectors to injectors.

PLENUM, THROTTLE BODY AND EXTENSION

Fig. 13 and Fig. 67

Install or Connect

1. Vacuum hoses.
Secondary port throttle plate actuators.
Solenoid on vent cover.
Right side solenoid.
Vacuum reservoir.
Fuel pressure regulator.
2. Vent tubes to camshaft covers.
3. Ignition module to plenum.

Tighten

Module bolts to 10 N.m (89 lb. in.).

4. Plenum gaskets to injector housings.
5. Ignition module wiring harness connectors and lower plenum into place on injector housings.
6. Plenum bolts (see Fig. 67).

Tighten

Plenum bolts in sequence to 26 N.m (19 lb. ft.).

7. MAP sensor bracket and bolts to plenum.

Tighten

Bolts to 10 N.m (89 lb. in.).

8. Electrical and vacuum connectors to MAP sensor.
9. Vacuum hose between fuel pressure regulator and plenum.
10. Purge canister/PCV valve dual hose fitting onto plenum.
11. New gasket, throttle body and screws (see Fig. 13).

Tighten

Screws to 26 N.m (19 lb. ft.).

12. TPS and IAC electrical connectors.
13. Vacuum hose to bottom of throttle body extension.
14. New gasket, throttle body extension and screws.
Apply Loctite® 262 to screw threads. Be sure screws have retainers in place.

Tighten
 Screws to 6 N.m (53 lb. in.).
15. MAT sensor, if removed.
Apply Loctite® 565 to threads.

Fig. 67: Identifying Plenum Bolts Tightening Sequence

Tighten

Sensor to 27 N.m (20 lb. ft.).

16. MAT sensor electrical connector.
17. Vent hoses from camshaft covers to throttle body extension.

Clean

Coolant outlet pipes and injector housing sealing surfaces.

18. Coolant outlet pipe gaskets, pipes and bolts.

Tighten

Bolts to 10 N.m (89 lb. in.).

19. Remaining vacuum hoses to plenum.

SERPENTINE BELT

Install or Connect
 1. Belt tensioner, washer and bolt to coolant pump.
2. Coolant pump pulley and bolts.

Tighten

Tensioner bolt to 60 N.m (45 lb. ft.).

Pulley bolts to 10 N.m (89 lb. in.).
3. Rotate tensioner counter clockwise and install serpentine belt.

EXHAUST MANIFOLDS

Fig. 68

Install or Connect

1. Exhaust manifold gaskets, manifolds and bolts.

2. Oil level indicator and tube.

Tighten

Bolts to 24 N.m (18 lb. ft.).

3. Exhaust manifold outer heat shield and screws.
Fig. 68: Identifying Exhaust Manifold Components

CRANKSHAFT REAR OIL SEAL AND FLYWHEEL

Fig. 69

Install or Connect
1. Seal/housing assembly onto crankshaft.
2. Housing screws.

Tighten

Screws to 10 N.m (89 lb. in.).

3. Vee drain pipe.
Apply Loctite® 620 to pipe and drive into cylinder case.
4. Flywheel and bolts.

IMPORTANT: Flywheel must be installed with the crankshaft dowel pin in the 3
o'clock position.
Apply Loctite® 262 to bolt threads.

Tighten

Bolts to 90 N.m (66 lb. ft.).

 Fig. 69: Identifying Crankshaft Rear Seal Components

SPECIFICATIONS

SEALANT APPLICATION

Bolt, Camshaft Idler Sprocket Assembly .......................... Loctite® 262

Bolt, Camshaft Secondary Timing Chain Fixed Guide.................. Loctite® 262

Bolt, Camshaft Secondary Timing Chain Pivot Guide.................. Loctite® 262

Bolt, Camshaft Sprocket .............. Loctite® 262

Bolt, Crankshaft Dampener ........... Loctite® 262

Bolt, Engine Front Cover.............. Loctite® 565

Bolt, Engine Mount Bracket........... Loctite® 262

Bolt, Engine Timing Plate............ Loctite® 262

Bolt, Flywheel........................ Loctite® 262

Bolt, Generator Lower Bracket ........ Loctite® 565

Bolt, Generator Rear Bracket.......... Loctite® 565

Bolt, Generator Upper Bracket ........ Loctite® 565

Bolt, Oil Pan Baffle................... Loctite® 262

Bolt, Oil Pipe Pick-up/Crankcase Baffle ............................. Loctite® 262

Bolt, P/S Pump Bracket............... Loctite® 262

Bolt, Primary Chain Guide ............ Loctite® 262

Bolt, Starter Motor ................... Loctite® 262

Fitting, Oil Cooler Hose..... Loctite® 565

Joint, Camshaft Cover/Cylinder Head.........................Permabond® A136

Joint, Cylinder Case/Crankcase ... Permabond® A136

Joint, Cylinder Liner/Cylinder Case .... Loctite® 565

Plug, Camshaft....................... Loctite® 565

Plug, Camshaft Secondary Timing Chain Tensioner Housing.................. Loctite® 565

Plug (Core Type), Crankshaft.......... Loctite® 620

Plug (Threaded Taper), Crankshaft .... Loctite® 565

Plug, Cylinder Head Coolant Gallery (3/8-18)..................... Loctite® 565

Plug, Cylinder Head Lifter Gallery (1/4-18)..................... Loctite® 565

Plug, Oil Filter Housing............... Loctite® 565

Screw, Oil Pan ....................... Loctite® 242

Screw, Oil Pump Plate ................ Loctite® 262

Screw, Primary Chain Guide Wear Strip......................... Loctite® 262

Screw, Secondary Chain Top Guide..... Loctite® 262

Screw, Secondary Port Throttle Valve ... Loctite® 262

Screw, Throttle Body Extension........ Loctite® 262

Sensor, Oil Pressure .................. Loctite® 565

Sensor, Oil Temperature .............. Loctite® 565

Stud, Engine Front Cover ............. Loctite® 262

Stud, Exhaust Manifold............... Loctite® 620

Stud, Oil Pan Baffle .................. Loctite® 262

Stud, Secondary Port Throttle Valve Vacuum Actuator Reservoir ......... Loctite® 262

Switch, Engine Coolant Temperature Fan................... Loctite® 565

ENGINE SPECIFICATIONS

GENERAL INFORMATION

Type................................90° V8 DOHC

Displacement .................... 5.7L (350 cu. in.)

VIN Code.......................................J

RPO......................................... LT5

Bore...........................99.0 mm (3.897 in.)

Stroke.........................93.0 mm (3.661 in.)

Compression Ratio............................ 11:1

Firing Order ....................... 1-8-4-3-6-5-7-2

Spark Plug

Type................................. AC 41-907

Gap......................... 1.27 mm (0.050 in.)

Torque........................ 26 N.m (19 lb. ft.)

CYLINDER BORE

Diameter ....... 98.988-99.012 mm (3.897-3.898 in.)

PISTON RING

Compression Groove Clearance

1st (Upper) ... 0.050-0.085 mm (0.002-0.003 in.)

2nd (Lower) ... 0.050-0.085 mm (0.002-0.003 in.)

Gap

1st (Upper) 0 040-0.65 mm (0.016-0.026 in.)

2nd (Lower).......0.80-1.0 mm (0.031-0.039 in.)

Oil Groove Clearance ... 0.020-0.055 mm (0.001-0.002 in.)

Gap .............0.30-0.60 mm (0.012-0.024 in.)

PISTON PIN

Diameter .....24.995-25.000 mm (0.9841-0.9843 in.)

Fit in Piston .... 0.006-0.018 mm (0.0002-0.0007 in.)

Fit in Rod....... 0.012-0.022 mm (0.0005-0.0009 in.)

CRANKSHAFT

Main Journal

Diameter .........69.98-70.0 mm (2.755-2.756 in.)

Taper......................0.006 mm (0.0002 in.)

Out-of-Round ..............0.008 mm (0.0003 in.)

Main Bearing Clearance .... 0.018-0.0585 mm (0.0007-0.0023 in.)

Crankshaft End Play............0.26 ± 0.1 mm (0.010 ± 0.04 in.)

Rod Journal Diameter .... 53.321-53.340 mm (2.0993-2.100 in.)

Taper......................0.006 mm (0.0002 in.)

Out-of-Round ..............0.008 mm (0.0003 in.)

Rod Bearing

Clearance..... 0.018-0.069 mm (0.0007-0.0027 in.)

Rod Side Clearance ... 0.20-0.70 mm (0.008-0.028 in.)

CAMSHAFT

Lobe Lift ± 0.051 mm (0.002 in.)

Intake.......................9.9 mm (0.3898 in.)

Exhaust .....................9.9 mm (0.3898 in.)

Journal Diameter .. 28.96-28.98 mm (1.140-1.141 in.)

Camshaft End Play ....... 0.14-0.35 mm (0.0055-0.0138 in.)

VALVETRAIN SYSTEM

Type............ Dual Overhead Camshaft, 32 Valve

Lifter...................................Hydraulic

Valve Face Angle ..............................45°

Valve Seat Angle ..............................44°

Valve Seat Runout...........0.10 mm (0.003937 in.)

Valve Seat Width

Intake........ 1.446-1.863 mm (0.0569-0.0734 in.)

Exhaust ...... 1.446-1.863 mm (0.0569-0.0734 in.)

Valve Stem Clearance

Intake........ 0.030-0.065 mm (0.0012-0.0026 in.)

Exhaust ...... 0.035-0.075 mm (0.0014-0.0030 in.)

Valve Spring Inner Spring

Free Length................. 39.2 mm (1.54 in.)

Installed Height............. 30.0 mm (1.18 in.)

Pressure N (lb.) @ Length mm (in.)

Closed.............. 152-168 N (34.2-37.8 lb.) @ 30.0 mm (1.18 in.)

Open ............... 336-364 N (75.5-81.8 lb.) @ 20.0 mm (0.79 in.)

Valve Spring Outer Spring Free Length.................43.5 mm (1.71 in.)

Installed Height............. 34.0 mm (1.34 in.)

Pressure N (lb.) @ Length mm (in.)

Closed.............. 285-340 N (64.1-76.4 lb.)

@ 34.0 mm (1.34 in.)

Open .............653-740 N (146.8-166.4 lb.)

@ 24.0 mm (0.95 in.)

ENGINE LUBRICATION SYSTEM

Engine Oil Recommendation

Recommended Synthetic Oil Viscosity SG SAE 5W-30

Engine Oil Capacity

Without Filter Change ................ 8.0 L (7.6 qt.)

With Filter Change .................. 9.0 L (8.6 qt.)

With Oil Cooler Drain and Flush, Without Filter Change ............ 10.1 L (9.6 qt.)

With Oil Cooler Drain and Flush, With Filter Change .............. 11.2 L (10.6 qt.)

With Complete System Drain,

Filter Removed, Oil Pan Dry

(After Overhaul)............... 12.3 L (11.6 qt.)

Engine Oil Pressure

Oil Pressure Minimum Oil Pressure (Engine Hot)

@ Idle.........................83 kPa (12 psi)

Minimum Oil Pressure (Engine Hot) above 3000 rpm ...............276 kPa (40 psi)

FASTENER TIGHTENING SPECIFICATIONS

Access Plug-to-Cylinder Head .... 20 N.m (15 lb. ft.)

Belt Tensioner-to-Coolant Pump .. 60 N.m (45 lb. ft.)

Camshaft Bolt ................ 25 N.m (19 lb. ft.) and turn 80-85°

Camshaft Cover-to-Cylinder Head Bolt (M8) ..................... 20 N.m (15 lb. ft.)

Camshaft Cover-to-Cylinder Head Screw (M6)....................10 N.m (89 lb. in.)

Camshaft Position Sensor.........8 N.m (71 lb. in.)

Camshaft Retainer Bolt..........10 N.m (89 lb. in.)

Camshaft Secondary Timing Chain Tensioner Housing-to-Cylinder Case Bolt ................ 10 N.m (89 lb. in.)

Camshaft Secondary Timing Chain Top Guide-to-Camshaft Cover Screw .................6 N.m (53 lb. in.)

Camshaft Sensor ................ 11 N.m (97 lb. in.)

Camshaft Sprocket Bolt.......... 25 N.m (18 lb. ft.) and turn 80-85°
Camshaft Timing Chain Idler Sprocket Assembly-to-Cylinder Case Bolt ................... 26 N.m (19 lb. ft.)

Coil Pack Bracket Front Bolt .....10 N.m (89 lb. in.)

Coil Pack Bracket Rear Bolt...... 26 N.m (19 lb. ft.)

Connecting Rod Cap-to-Connecting Rod Bolt...................... 30 N.m (22 lb. ft.) and turn 80-85°

Coolant Outlet Cover Pipe Bracket-to-Generator Bracket Bolt ................ 52 N.m (38 lb. ft.)

Coolant Outlet Cover-to-Injector Housing Screw ................ 10 N.m (89 lb. in.)

Coolant Outlet Cover Pipe Bracket-to-P/S Pump Bracket Bolt ................ 26 N.m (19 lb. ft.)

Coolant Pump-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Coolant Pump Pulley-to-Pump Hub Bolt......................10 N.m (89 lb.in.)

Coolant Temperature Sensor ..... 27 N.m (20 lb. ft.)

Coolant Pump-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Coolant Temperature Sensor ..... 27 N.m (20 lb. ft.)

Crankcase Baffle Bolt............10 N.m (89 lb. in.)

Crankcase-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

(Outer Main Bearing, 1993 and later)

Crankcase-to-Cylinder Case Main Bearing Bolt (M8)........ 20 N.m (15 lb. ft.) and turn 50-55°

(Inner Main Bearing, 1993 and later)

Crankcase-to-Cylinder Case Main Bearing Bolt (M10)..... 20 N.m (15 lb. ft.) and turn 65-75°

(No. 1, No. 3, No. 5 Journals)

Crankcase-to-Cylinder Case Main Bearing Bolt (M/2)

(1992 and earlier) ........... 40 N.m (30 lb. ft.) and turn 45-50°

(No. 2, No. 4 Journals)

Crankcase-to-Cylinder Case

Main Bearing Bolt (M10)

(1992 and earlier) ........... 20 N.m (15 lb. ft.) and turn 77.5-82.5°

Crankshaft Rear Main Oil Seal/Housing Assembly-to-Cylinder Case Screw .................10 N.m (89 lb. in.)

Crankshaft Torsional Dampener-to-Crankshaft Bolt ......................200 N.m (148 lb. ft.)

Cylinder Case Ventilation Baffle-to-Cylinder Case Bolt .... 10 N.m (89 lb. in.)

Cylinder Case Ventilation Housing-to-Cylinder Case Bolt ........................10 N.m (89 lb. in.)

Cylinder Case Ventilation Housing-to-Cylinder Case Bolt ........................10 N.m (89 lb. in.)

Cylinder Head-to-Cylinder Case Bolt ..................... 60 N.m (45 lb. ft.)

EGR Pipe Bolt ..................10 N.m (89 lb. in.)

EGR Valve Base Bolt ............ 26 N.m (19 lb. ft.)

Engine Front Cover-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Engine Front Cover-to-Cylinder Case Stud Nut ................ 28 N.m (21 lb. ft.)

Engine Front Cover Stud......... 11 N.m (97 lb. in.)

Engine Mount Bracket-to-Cylinder Case Bolt ........................ 52 N.m (38 lb. ft.)

Engine Mount-to-Front Crossmember Nut ............. 54 N.m (40 lb. ft.)

Engine Mount-to-Drivetrain and Suspension Frame Nut......... 54 N.m (40 lb. ft.)

Engine Timing Plate-to-Engine

Front Cover Bolt ..............10 N.m (89 lb. in.)

Exhaust Manifold Stud .......... 30 N.m (22 lb. ft.)

Exhaust Manifold-to-Cylinder Head Bolt..................... 24 N.m (18 lb. ft.)

Flywheel Bolts .................. 90 N.m (66 lb. ft.)

Fuel Rail Assembly-to-Injector Housing Bolt.................. 26 N.m (19 lb. ft.)

Idler Sprocket Assembly-to-Cylinder Case Bolt ................... 26 N->m (19 lb. ft.)

Ignition Timing Sensor...........10 N.m (89 lb. in.)

Injector Housing-to-Cylinder Head Bolt..................... 26 N.m (19 lb. ft.)

Low Oil Pressure Switch .......... 12 N.m (9 lb. ft.)

MAP Sensor Bracket-to-Plenum .. 10 N.m (89 lb. in.)

MAT Sensor......................8 N.m (71 lb. in.)

Oil Cooler Hose Fittings-to-Oil Filter Housing ................ 11 N.m (98 lb. in.) and turn 180°

Oil Drain Plug .................. 52 N.m (38 lb. ft.)

Oil Filter Housing-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Oil Level Indicator Guide Tube-to-Exhaust Manifold Bolt........................ 24 N.m (18 lb. ft.)

Oil Level Indicator Guide Tube-to-Cylinder Case Bolt..... 26 N.m (19 lb. ft.)

Oil Level Sensor................. 25 N.m (18 lb. ft.)

Oil Pan Baffle-to-Oil Pan Bolt .... 10 N.m (89 lb. in.)

Oil Pan-to-Crankcase Bolt........ 31 N.m (23 lb. ft.)

Oil Pick-up-to-Oil Pan Bolt.......10 N.m (89 lb. in.)

Oil Pressure Sensor............... 12 N.m (9 lb. ft.)

Oil Pump Plate-to-Pump Housing Screw .................3 N.m (26 lb. in.)

Oil Pump-to-Cylinder Case Bolt ..................... 26 N.m (19 lb. ft.)

Plenum-to-Injector Housing Bolt.................. 26 N.m (19 lb. ft.)

Primary Timing Chain Tensioner-to-Cylinder Case Bolt ............... 10 N.m (89 lb. in.)

Secondary Port Throttle Valve Actuator Bracket-to-Cylinder Head Screw.................10 N.m (89 lb. in.)

Secondary Port Throttle Valve Actuator-to-Bracket Nut ........6 N.m (53 lb. in.)

Secondary Port Throttle Valve Linkage Cover-to-Cylinder Head Screw..................3 N.m (26 lb. in.)

Secondary Port Throttle Valve Shaft Lever Nut................3 N.m (26 lb. in.)

Secondary Port Throttle Valve Vacuum Actuator Adjustment Screw............3 N.m (26 lb. in.)

Secondary Port Throttle Valve Vacuum Actuator Reservoir Bolt................8 N.m (71 lb. in.)

Secondary Port Throttle Valve-to-Valve Shaft Screw .... 1.3 N.m (12 lb. in.)
Secondary Timing Chain Fixed/Pivot Guide-to-Cylinder Case Bolt ................... 26 N.m (19 lb. ft.)

Secondary Timing Chain Tensioner-to-Cylinder Head Bolt ................ 10 N.m (89 lb. in.)

Spark Plug-to-Cylinder Head..... 26 N.m (19 lb. ft.)

Throttle Body-to-Plenum Screw ... 15 N.m (11 lb. ft.)

Throttle Body Extension-to-Throttle Body Screw ..................6 N.m (53 lb. in.)

SPECIAL TOOLS
Fig. 70: Special Tools Chart (1 Of 3)
Fig. 71: Special Tools Chart (2 Of 3)
Fig. 72: Special Tools Chart (3 Of 3)
 GENERAL INFORMATION

Commonly Used Abbreviations

* PLEASE READ THIS FIRST *

NOTE: This article is intended for general information purposes only. This information
may not apply to all makes and models. Not all abbreviations are covered as
manufacturers add new ones every day.

"A"
A

Amperes

ABS

Anti-Lock Brakes

ABRS

Air Bag Restraint System

AC

Alternating Current

A/C

Air Conditioning

ACCS

A/C Cycling Switch

ACCUM

Accumulator

ACCY

Accessory

ACT
 Air Charge Temperature Sensor

ADJ

Adjust or Adjustable

ADV

Advance

AFS

Airflow Sensor

AI

Air Injection

AIR or A.I.R.

Air Injection Reactor

AIS

Air Injection System

Alt.

Alternator or Altitude

Amp./amp/amps

Ampere

ASCS

Air Suction Control Solenoid

ASD

Auto Shutdown

ASDM

Air Bag System Diagnostic Module

ASV
 Air Suction Valve

A/T

Automatic Transmission/Transaxle

ATC

Automatic Temperature Control

ATDC

After Top Dead Center

ATF

Automatic Transmission Fluid

ATS

Air Temperature Sensor

Aux.

Auxiliary

Avg.

Average

AXOD

Automatic Transaxle Overdrive (Ford Models Only)

"B"
BAC

By-Pass Air Control

BAP

Barometric Absolute Pressure Sensor

BARO

Barometric
Batt.

Battery

Bbl.

Barrel (Example: 4-Bbl.)

BCM

Body Control Module

BHP

Brake Horsepower

BMAP

Barometric and Manifold Absolute Pressure Sensor

BOO

Brake On-Off Switch

B/P

Backpressure

BPS

Barometric Pressure Sensor

BPT

Backpressure Transducer

BTDC

Before Top Dead Center

BTSI

Brake Transmission Shift Interlock

BTU

British Thermal Unit

BVSV

Bimetallic Vacuum Switching Valve

"C"
°C

Celsius (Degrees)

Calif.

California

CANP

Canister Purge

CARB

California Air Resources Board

CAT

Catalytic Converter

CB

Circuit Breaker

CBD

Closed Bowl Distributor

cc

cubic centimeter

CCC

Close Coupled Catalyst

CCC

Computer Command Control

CCD
 Computer Controlled Dwell

CCOT

Cycling Clutch Orifice Tube

CCW

Counterclockwise

CDI

Capacitor Discharge Ignition

CEC

Computerized Engine Control

CID

Cubic Inch Displacement

cm

Centimeter

CMP

Camshaft Position Sensor

CO

Carbon Monoxide

CO2

Carbon Dioxide

Cont.

Continued

CONV

Convertible

CP
 Canister Purge

CKP

Crankshaft Position Sensor

CTS

Coolant Temperature Sensor

Cu. In.

Cubic Inch

CVC

Constant Vacuum Control

CV

Check Valve or Constant Velocity

CW

Clockwise

CYL or Cyl.

Cylinder

C3 I

Computer Controlled Coil Ignition

C4

Computer Controlled Catalytic Converter

"D"
"D"

Drive

DC
 Direct Current Or Discharge

DDD

Dual Diaphragm Distributor

Def.

Defrost

Defog.

Defogger

DERM

Diagnostic Energy Reserve Module

DFI

Digital Fuel Injection

Diag.

Diagnostic

DTC

Diagnostic Trouble Code

DIC

Driver Information Center

DIS

Distributorless Ignition System

DIST

Distribution

DLC

Data Link Connector

DOC
 Diesel Oxidation Catalyst

DOHC

Double Overhead Cam

DOT

Department of Transportation

DPF

Diesel Particulate Filter

DRB-II

Diagnostic Readout Box

DVOM

Digital Volt-Ohmmeter

"E"
EACV

Electric Air Control Valve

EATX

Electronic Automatic Transaxle

EBCM

Electronic Brake Control Module

EBL

Electronic Back Light

ECM

Engine Control Module

ECT

Engine Coolant Temperature Sensor

EDIS

Electronic Distributorless Ignition System

EEC

Electronic Engine Control

EECS

Evaporative Emission Control System

EEPROM

Electronically Erasable PROM

EFE

Early Fuel Evaporation

EGO

Exhaust Gas Oxygen Sensor

EGR

Exhaust Gas Recirculation

EOT

Engine Oil Temperature

ESA

Electronic Spark Advance

ESC

Electronic Spark Control

EST

Electronic Spark Timing

EVAP

Fuel Evaporative System

EVIC

Electronic Vehicle Information Center

EVP

EGR Valve Position Sensor

EWMA

Exponentially Weighted Moving Average (MODE 6)

Exc.

Except

"F"
°F

Fahrenheit (Degrees)

F/B

Fuse Block

Fed.

Federal

FI

Fuel Injection

FICU

Fuel Injection Control Unit

FIPL

Fuel Injector Pump Lever

FLI

Fuel Level Indicator

FPR-VSV
 Fuel Pressure Regulator Vacuum Switching Valve

Ft. Lbs.

Foot Pounds

FWD

Front Wheel Drive

"G"
g

grams

Gals.

gallons

GND or GRND

Ground

"H"
HAC

High Altitude Compensation

HC

Hydrocarbons

H/D

Heavy Duty

HO2S

Heated Exhaust Gas Oxygen Sensor

Hg

Mercury

Hgt.
 Height

HLDT

Headlight

HO

High Output

HO2S

Heated Oxygen Sensor

HP

High Performance

HSC

High Swirl Combustion

HSO

High Specific Output

HTR

Heater

Hz

Hertz (Cycles Per Second)

"I"
IAC

Idle Air Control

IACV

Idle Air Control Valve

IAT

Intake Air Temperature

IC

Integrated Circuit

ID

Identification

I.D.

Inside Diameter

IFS

Independant Front Suspension

IFS

Inertia Fuel Shutoff (Ford)

Ign.

Ignition

IMRC

Intake Manifold Runner Control

In.

Inches

INCH Lbs.

Inch Pounds

in. Hg

Inches of Mercury

Inj.

Injector

IP

Instrument Panel
IRS

Independant Rear Suspension

ISC

Idle Speed Control

IVD

Interactive Vehicle Dynamics (Ford)

IVSV

Idle Vacuum Switching Valve

"J"
J/B

Junction Block

"K"
KAPWR

Keep Alive Power

k/ohms

kilo-ohms (1000 ohms)

kg

Kilograms (weight)

kg/cm2

Kilograms Per Square Centimeter

KM/H

Kilometers Per Hour

KOEO
 Key On, Engine Off

KOER

Key On, Engine Running

KS

Knock Sensor

kW

Kilowatt

kV

Kilovolt

"L"
L

Liter

lbs. (Lbs. when used in table)

Pounds

LCD

Liquid Crystal Display

L/D

Light Duty

LDP

Leak Detection Pump (Part of EVAP system.)

LED

Light Emitting Diode

LH

Left Hand
"M"
mA

Milliamps

MA or MAF

Mass Airflow

MAFS

Mass Airflow Sensor

MAP

Manifold Absolute Pressure

MAT

Manifold Air Temperature

Mem.

Memory

MEM-CAL

Memory Calibration Chip

mfd.

Microfarads

MFI

Multiport Fuel Injection

MICU

Multiplex Integrated Control Unit (Acura/Honda)

MIL

Malfunction Indicator Light

MPI
 Multi-Point (Fuel) Injection

mm

Millimeters

MPH

Miles Per Hour

mV

Millivolts

"N"
NA

Not Available

NAC

NOx Adsorber Catalyst

NCA

No Color Available (Wiring Diagrams)

NGS

New Generation Star

N.m

Newton Meter

No.

Number

Nos.

Numbers

NOx

Oxides of Nitrogen
"O"
O2

Oxygen

OBD

On-Board Diagnostics

OC

Oxidation Catalyst

OD

Overdrive

O.D.

Outside Diameter

OHC

Overhead Camshaft

OSS

Output Speed Sensor

O/S

Oversize

oz.

Ounce

ozs.

Ounces

"P"
"P"
 Park

P/C

Printed Circuit

PCM

Powertrain Control Module

PCS

Purge Control Solenoid

PC-SOL

Purge Control Solenoid

PCV

Positive Crankcase Ventilation

PFI

Port Fuel Injection

PGM-FI

Programmed Fuel Injection

PID

Parameter Identification

PIP

Profile Ignition Pick-up

PNP

Park Neutral Position Switch

P/N

Park/Neutral

PRNDL
 Park Reverse Neutral Drive Low

PROM

Programmable Read-Only Memory

psi

Pounds Per Square Inch

P/S

Power Steering

PSPS

Power Steering Pressure Switch

PTC

Positive Temperature Coefficient

PTO

Power Take-Off

Pts.

Pints

Pwr.

Power

"Q"
Qts.

Quarts

"R"
RABS

Rear Anti-Lock Brake System

RECIRC
 Recirculation

RH

Right Hand

RPM

Revolutions Per Minute

RWAL

Rear Wheel Anti-Lock Brake

RWD

Rear Wheel Drive

"S"
SAS

Steering Angle Sensor

SBC

Single Bed Converter

SBEC

Single Board Engine Controller

SDARS

Satellite Digital Audio Radio Service

SES

Service Engine Soon

SFI

Sequential (Port) Fuel Injection

SIL

Shift Indicator Light

SIR

Supplemental Inflatable Restraint

SOHC

Single Overhead Cam

SOL or Sol.

Solenoid

SPFI

Sequential Port Fuel Injection

SPK

Spark Control

SPOUT

Spark Output

SRI

Service Reminder Indicator

SRS

Supplemental Restraint System (Air Bag)

STAR

Self-Test Automatic Readout

STO

Self-Test Output

SUB-O2

Sub Oxygen Sensor

Sw.

Switch
Sys.

System

"T"
TAB

Thermactor Air By-Pass

TAC

Throttle Actuator Module

TAD

Thermactor Air Diverter

TBC

Body Control Module (General Motors)

TBI

Throttle Body Injection

TCC

Torque Converter Clutch

TDC

Top Dead Center

Temp.

Temperature

TFI

Thick Film Ignition

THERMAC

Thermostatic Air Cleaner

TPM
 Tire Pressure Monitor

TPMS

Tire Pressure Monitor System

TPS

Throttle Position Sensor/Switch

TS

Temperature Sensor

TV

Thermovalve

TWC

Three-Way Catalyst

"V"
V

Valve

Vac.

Vacuum

VAF

Vane Airflow

VAPS

Variable Assist Power Steering

VCC

Viscous Converter Clutch

VCRM

Variable Control Relay Module

VIN

Vehicle Identification Number

VM

Vacuum Modulator

Volt.

Voltage

VOM

Volt-Ohmmeter (Analog)

VRV

Vacuum Regulator Valve

VSS

Vehicle Speed Sensor

VSV

Vacuum Switching Valve

"W"
W/

With

W/O

Without

WAC

Wide Open Throttle A/C Switch

WOT

Wide Open Throttle

 BOSCH 2S ANTI-LOCK BRAKE SYSTEM

BRAKES General Motors - Bosch 2S Anti-Lock Brakes

DESCRIPTION
The Bosch Anti-Lock Brake System (ABS) increases vehicle steerability, directional stability and optimum
deceleration in severe braking conditions on most road surfaces. The ABS monitors wheel speed and controls
brake line pressure to eliminate uncontrolled skidding. This performance supplies the vehicle with maximum
controllability.

The ABS consists of an Electronic Brake Control Module (EBCM), modulator valve, lateral acceleration switch
and wheel speed sensors. See Fig. 1 and Fig. 2. ABS system utilizes a 3-way hydraulic circuit; one circuit for
each front wheel and a common circuit for rear axle.

OPERATION
The EBCM is located in left rear storage compartment behind driver's seat. Wheel speed sensors relay
information about wheel acceleration, deceleration and slip value. The EBCM controls braking by activating
and deactivating electromagnetic modulator valve.

The modulator valve consists of 3 rapidly switching solenoid valves, two accumulator chambers and a return
pump. The valves increase and decrease brake fluid pressure to each wheel (rear wheels are one circuit) to
prevent wheel lock-up.

The modulator valve can supply only as much fluid pressure as applied by the driver through the master
cylinder. The modulator valve alone CANNOT apply the brakes.

As a quick system test: When ignition switch is turned to ON position, Amber ANTI-LOCK warning light on
instrument panel will illuminate. After engine is started, light goes out with battery warning light. If ABS
warning light fails to go out or comes on while driving, a system fault is indicated.

The lateral acceleration switch, located within instrument panel beneath radio assembly, consists of 2 mercury
switches in series. It determines if vehicle is cornering faster than a given curve speed. When speed is exceeded,
one of two mercury switches opens to send a signal to the EBCM.

NOTE: Tech 1 Diagnostic Computer (94-00101-A) with Bosch ABS ALDL Adapter,
Pinout Box (J-35592) and High Impedance Multimeter are needed to test ABS
system.
Fig. 1: Anti-Lock Brake System Component Locations
Courtesy of GENERAL MOTORS CORP.

Fig. 2: ABS Diode, EBCM & Relay Locations

Courtesy of GENERAL MOTORS CORP.
BLEEDING BRAKE SYSTEM

Brake system can be bled by either manual or pressure method. Use DOT 3 brake fluid. DO NOT use DOT 5
silicone brake fluid, such as Delco Supreme No. 24.

MANUAL BLEEDING PROCEDURE

1. With engine off, remove reserve vacuum by applying brakes several times. Fill master cylinder with
brake fluid and keep reservoir half full during bleeding procedure.
2. Place proper size box end wrench over bleeder valve. Attach one end of clear tube over valve and
submerge other end in container partially filled with clean brake fluid.
3. Starting at right front wheel, slowly depress brake pedal and hold. Loosen bleeder valve to purge air from
cylinder. Tighten bleeder valve and slowly release brake pedal. Repeat sequence until all air is removed.
4. Remove tube and wrench. Proceed to right rear wheel, left rear wheel and finish at left front wheel. Fill
master cylinder and replace cover.

PRESSURE BLEEDING PROCEDURE

1. Install bleeder adapter (J-29567) to brake master cylinder. Pressurize bleeder to 20-25 psi. Connect
bleeder hose to adapter and bleed air from adapter.
2. Place proper size box end wrench over bleeder valve. Attach one end of clear tube over valve and
submerge other end in container partially filled with clean brake fluid.
3. Starting at right front wheel, loosen bleeder valve to purge air from cylinder. Tighten bleeder valve when
no more air is seen in tube. Repeat sequence until all air is removed.
4. Remove tube and wrench. Proceed to right rear wheel, left rear wheel and finish at left front wheel. Fill
master cylinder and replace cover.

DIAGNOSIS & TESTING

CAUTION: Vehicle is equipped with Supplemental Inflatable Restraint System. USE

ONLY a High Impedance Digital Multimeter, Pinout Box (J-35592) and/or
Tech 1 Diagnostic Computer (94-00101-A) for testing. DO NOT use probe
type test light of any kind.

PRE-DIAGNOSTIC INSPECTION

When checking potential ABS system faults, check the following before using diagnostic code charts.

1. Check STOP/HAZ, BRAKE, SIR and CLUSTER fuses.

2. Check fusible link J.
3. Ensure pump motor relay, ECBM relay and solenoid valve eated.
4. Ensure ECBM connector is properly mated.
5. Check system ground.
ENTERING DIAGNOSTIC DISPLAY MODE

1. Ground pin "H" (Dark Green wire) of ALDL connector, then turn ignition on. Diagnostic display mode
will remain active as long as pin "H" is grounded, serial data link communications has not been initiated,
and vehicle speed is less than 5 MPH.
2. About 3 seconds after ALDL pin "H" is grounded, ECBM will begin flashing code sequence. Sequence
will begin with code 12 signaling beginning of fault code display. Each stored code will be displayed 3
times.
3. After all codes are displayed, sequence will repeat, starting with code 12. Some codes can only be read
through ALDL connector using Tech 1 Diagnostic Computer.

DIAGNOSTIC TROUBLE CODES TABLE

DIAGNOSTIC TROUBLE CODES

Code Definition
12 Diagnostic System is Operational
21 Right Front Wheel Speed Sensor Fault
22 Right Front Toothed Wheel Frequency Error
25 Left Front Wheel Speed Sensor Fault
26 Left Front Toothed Wheel Frequency Error
31 Right Rear Wheel Speed Sensor Fault
32 Right Rear Toothed Wheel Frequency Error
35 Left Rear Wheel Speed Sensor Fault
36 Left Rear Toothed Wheel Frequency Error
41 (1) Right Front Solenoid Valve Fault
45 (1) Left Front Solenoid Valve Fault
55 (1) Rear Solenoid Valve Fault
61 (1) Pump Motor or Motor Relay Fault
63 (1) Solenoid Valve Relay Fault
71 ECBM Fault
72 Serial Data Link Fault
75 Lateral Acceleration Switch Fault (Short or Open)
76 Lateral Acceleration Switch Fault (Signal)
(1) Can only be read using Tech 1 Diagnostic Computer (94-00101-A).

CLEARING CODES

1. Turn ignition switch to OFF position. Ground pin "H". Turn ignition switch to ON position. Wait for code
to begin flashing. Remove ground from pin "H" for at least one second and reconnect ground. This must
be done 3 times within a 10-second period.
2. Wait 15 seconds. Verify only code 12 is flashed. If other codes flashed, begin clearing procedure again. If
only code 12 is flashed, turn ignition switch to OFF position and remove ground from pin "H".
NOTE: Tech 1 Diagnostic Computer (94-00101-A) with Bosch ABS ALDL Adapter,
Pinout Box (J-35592) and High Impedance Multimeter are needed to test ABS
system.

INTERMITTENTS

Failures in anti-lock brakes may be difficult to diagnose accurately. If an intermittent condition is being
diagnosed, ABS self-diagnosis system can help find suspect circuit.

Display and clear any ABS trouble codes present in EBCM.

Test drive vehicle. Attempt to repeat failure condition. Getting a description of the driving conditions
when failure occurred can help.
After duplicating condition, stop vehicle and access ABS trouble codes.
If no trouble codes were stored, it may be necessary to use symptom diagnosis.

Most intermittent problems are caused by faulty electrical connectors or wiring. When an intermittent failure is
encountered, check suspect circuits for:

Poor connector or terminal mating in connector body (backed out).

Improperly formed or damaged terminals. All connector terminals in a problem circuit should be carefully
reformed to increase contact tension.
Poor terminal to wire connection. This requires removing terminal from connector body to inspect.
Wheel speed sensor cables not attached in retainers or routed too close to spark plug wires.
Low system voltage. If low system voltage is detected at EBCM, the ABS will turn on the ANTI-LOCK
light until normal system voltage is achieved.

CODE 21 - RIGHT FRONT WHEEL SPEED SENSOR

Circuit Description

Toothed wheel generates a voltage pulse as it moves past sensor. EBCM uses these pulses to determine wheel
speed. The amount of voltage generated in each pulse depends on air gap between sensor and toothed wheel and
wheel speed.

Code 21 will be set if continuity is lost in circuits No. 872 or 833 while ignition is ON, or if no signal is
produced by wheel speed sensor at vehicle speed of approximately 19 MPH or more.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Checks for correct resistance reading of the sensor.

2. Checks for short between wires of wheel speed sensor.
3. Checks for open in wires between wheel speed sensor and ECBM.
4. Checks for short to ground in circuit No. 872.
 5. Checks for intermittent in wheel speed sensor circuitry.

If no intermittent is found, sensor may be faulty. Replace wheel speed sensor and road test vehicle. If code
returns, replace ECBM.

Diagnostic Aid

Be sure wheel speed sensor wiring is properly routed; this will help prevent false signals.
Fig. 3: Code 21, Right Front Wheel Speed Sensor (Sensor Fault)
Courtesy of GENERAL MOTORS CORP.

CODE 22 - RIGHT FRONT TOOTHED WHEEL

Circuit Description
Toothed wheel generates a voltage pulse as it moves past sensor. EBCM uses these pulses and number of teeth
on toothed wheel to determine wheel speed.

Code 22 will be set if incorrect number of teeth or damaged teeth are present on toothed wheel. It may also set
if sensor-to-toothed wheel air gap is incorrect.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1) Checks for physical problem with toothed wheel.

2) Checks for proper mounting, which includes "O" ring quality and position, and mounting torque.

Diagnostic Aid

A worn hub/bearing assembly may cause fault in extreme cases; the bearing play allows sensor-to-toothed ring
gap to change excessively.

Check for buildup of foreign material in gaps between teeth on toothed wheel; this material may cause this
error.

Check toothed wheel for any large grooves, gouges, marks, etc. that may influence tooth's signal at wheel speed
sensor.
Fig. 4: Code 22, Right Front Toothed Wheel (Frequency Error)
Courtesy of GENERAL MOTORS CORP.

CODE 25 - LEFT FRONT WHEEL SPEED SENSOR

Circuit Description

Toothed wheel generates a voltage pulse as it moves past sensor. EBCM uses these pulses to determine wheel
speed. The amount of voltage generated in each pulse depends on air gap between sensor and toothed wheel and
wheel speed.

Code 25 will be set if continuity is lost in circuits No. 830 or 873 while ignition is ON, or if no signal is
produced by wheel speed sensor at vehicle speed of approximately 19 MPH or more.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1) Checks for correct resistance reading of the sensor.

2) Checks for short between wires of wheel speed sensor.

3) Checks for open in wires between wheel speed sensor and ECBM.

4) Checks for short to ground in circuit No. 830.

5) Checks for intermittent in wheel speed sensor circuitry.

If no intermittent is found, sensor may be faulty. Replace wheel speed sensor and road test vehicle. If code
returns, replace ECBM.

Diagnostic Aid

Be sure wheel speed sensor wiring is properly routed; this will help prevent false signals.
Fig. 5: Code 25, Left Front Wheel Speed Sensor (Sensor Fault)
Courtesy of GENERAL MOTORS CORP.

CODE 26 - LEFT FRONT TOOTHED WHEEL

Circuit Description
Toothed wheel generates a voltage pulse as it moves past sensor. EBCM uses these pulses and number of teeth
on toothed wheel to determine wheel speed.

Code 26 will be set if incorrect number of teeth or damaged teeth are present on toothed wheel. It may also set
if sensor-to-toothed wheel air gap is incorrect.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1) Checks for physical problem with toothed wheel.

2) Checks for proper mounting, which includes "O" ring quality and position, and mounting torque.

Diagnostic Aid

A worn hub/bearing assembly may cause fault in extreme cases; the bearing play allows sensor-to-toothed ring
gap to change excessively.

Check for buildup of foreign material in gaps between teeth on toothed wheel; this material may cause this
error.

Check toothed wheel for any large grooves, gouges, marks, etc. that may influence tooth's signal at wheel speed
sensor.
Fig. 6: Code 26, Left Front Toothed Wheel (Frequency Error)
Courtesy of GENERAL MOTORS CORP.

CODE 31 - RIGHT REAR WHEEL SPEED SENSOR

Circuit Description

Toothed wheel generates a voltage pulse as it moves past sensor. EBCM uses these pulses to determine wheel
speed. The amount of voltage generated in each pulse depends on air gap between sensor and toothed wheel and
wheel speed.

Code 31 will be set if continuity is lost in circuits No. 882 or 883 while ignition is ON, or if no signal is
produced by wheel speed sensor at vehicle speed of approximately 19 MPH or more.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1) Checks for correct resistance reading of the sensor.

2) Checks for short between wires of wheel speed sensor.

3) Checks for open in wires between wheel speed sensor and ECBM.

4) Checks for short to ground in circuit No. 882.

5) Checks for intermittent in wheel speed sensor circuitry.

If no intermittent is found, sensor may be faulty. Replace wheel speed sensor and road test vehicle. If code
returns, replace ECBM.

Diagnostic Aid

Be sure wheel speed sensor wiring is properly routed; this will help prevent false signals.
Fig. 7: Code 31, Right Rear Wheel Speed Sensor (Sensor Fault)
Courtesy of GENERAL MOTORS CORP.

CODE 32 - RIGHT REAR TOOTHED WHEEL

Circuit Description
Toothed wheel generates a voltage pulse as it moves past sensor. EBCM uses these pulses and number of teeth
on toothed wheel to determine wheel speed.

Code 32 will be set if incorrect number of teeth or damaged teeth are present on toothed wheel. It may also set
if sensor-to-toothed wheel air gap is incorrect.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Checks for physical problem with toothed wheel.

2. Checks for proper mounting, which includes "O" ring quality and position, and mounting torque.

Diagnostic Aid

A worn hub/bearing assembly may cause fault in extreme cases; the bearing play allows sensor-to-toothed ring
gap to change excessively.

Check for buildup of foreign material in gaps between teeth on toothed wheel; this material may cause this
error.

Check toothed wheel for any large grooves, gouges, marks, etc. that may influence tooth's signal at wheel speed
sensor.
Fig. 8: Code 32, Right Rear Toothed Wheel (Frequency Error)
Courtesy of GENERAL MOTORS CORP.

CODE 35 - LEFT REAR WHEEL SPEED SENSOR

Circuit Description

Toothed wheel generates a voltage pulse as it moves past sensor. EBCM uses these pulses to determine wheel
speed. The amount of voltage generated in each pulse depends on air gap between sensor and toothed wheel and
wheel speed.

Code 35 will be set if continuity is lost in circuits No. 885 or 884 while ignition is ON, or if no signal is
produced by wheel speed sensor at vehicle speed of approximately 19 MPH or more.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Checks for correct resistance reading of the sensor.

2. Checks for short between wires of wheel speed sensor.
3. Checks for open in wires between wheel speed sensor and ECBM.
 4. Checks for short to ground in circuit No. 885.
5. Checks for intermittent in wheel speed sensor circuitry.

If no intermittent is found, sensor may be faulty. Replace wheel speed sensor and road test vehicle. If code
returns, replace ECBM.

Diagnostic Aid

Be sure wheel speed sensor wiring is properly routed; this will help prevent false signals.
Fig. 9: Code 35, Left Rear Wheel Speed Sensor (Sensor Fault)
Courtesy of GENERAL MOTORS CORP.

CODE 36 - LEFT REAR TOOTHED WHEEL

Circuit Description
Toothed wheel generates a voltage pulse as it moves past sensor. EBCM uses these pulses and number of teeth
on toothed wheel to determine wheel speed.

Code 36 will be set if incorrect number of teeth or damaged teeth are present on toothed wheel. It may also set
if sensor-to-toothed wheel air gap is incorrect.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Checks for physical problem with toothed wheel.

2. Checks for proper mounting, which includes "O" ring quality and position, and mounting torque.

Diagnostic Aid

A worn hub/bearing assembly may cause fault in extreme cases; the bearing play allows sensor-to-toothed ring
gap to change excessively.

Check for buildup of foreign material in gaps between teeth on toothed wheel; this material may cause this
error.

Check toothed wheel for any large grooves, gouges, marks, etc. that may influence tooth's signal at wheel speed
sensor.
Fig. 10: Code 36, Left Rear Toothed Wheel (Frequency Error)
Courtesy of GENERAL MOTORS CORP.

CODE 41 - RIGHT FRONT SOLENOID VALVE

Circuit Description

Wheel solenoid valve circuits are supplied power from battery when ignition is ON. ECBM controls valve
functions by permitting one of 3 levels of current flow (0, 2.5, 5 amps).

If ECBM senses a discrepancy such as an open or ground in the circuit, the valve relay will turn OFF, the
SERVICE ABS light will come on, and code 41 will be set.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Measures resistance in right front solenoid valve circuitry.

2. Checks for short to ground in circuit No. 914.
3. Test uses TECH 1 diagnostic computer to check right front solenoid valve operation.
4. Determines if problem found in step 3) is due to ECBM or hydraulic modulator.
5. Determines if problem found in step 1) is due to hydraulic modulator or a problem in circuit No. 914
6. Determines if problem found in step 3) is due to intermittent in wiring and/or connectors, or a fault with
ECBM.
Fig. 11: Code 41, Right Front Solenoid Valve (Valve Fault)
Courtesy of GENERAL MOTORS CORP.

CODE 45 - LEFT FRONT SOLENOID VALVE

Circuit Description

Wheel solenoid valve circuits are supplied power from battery when ignition is ON. ECBM controls valve
functions by permitting one of 3 levels of current flow (0, 2.5, 5 amps).

If ECBM senses a discrepancy such as an open or ground in the circuit, the valve relay will turn OFF, the
SERVICE ABS light will come on, and code 45 will be set.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Measures resistance in left front solenoid valve circuitry.

2. Checks for short to ground in circuit No. 921.
3. Test uses TECH 1 diagnostic computer to check left front solenoid valve operation.
4. Determines if problem found in step 3) is due to ECBM or hydraulic modulator.
5. Determines if problem found in step 1) is due to hydraulic modulator or a problem in circuit No. 921
6. Determines if problem found in step 3) is due to intermittent in wiring and/or connectors, or a fault with
ECBM.
Fig. 12: Code 45, Left Front Solenoid Valve (Valve Fault)
Courtesy of GENERAL MOTORS CORP.

CODE 55 - REAR SOLENOID VALVE

Circuit Description

Wheel solenoid valve circuits are supplied power from battery when ignition is ON. ECBM controls valve
functions by permitting one of 3 levels of current flow (0, 2.5, 5 amps).

If ECBM senses a discrepancy such as an open or ground in the circuit, the valve relay will turn OFF, the
SERVICE ABS light will come on, and code 55 will be set.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Measures resistance in right rear solenoid valve circuitry.

2. Checks for short to ground in circuit No. 916.
3. Test uses TECH 1 diagnostic computer to check rear solenoid valve operation.
4. Determines if problem found in step 3) is due to ECBM or hydraulic modulator.
5. Determines if problem found in step 1) is due to hydraulic modulator or a problem in circuit No. 916.
6. Determines if problem found in step 3) is due to intermittent in wiring and/or connectors, or a fault with
ECBM.
Fig. 13: Code 55, Rear Solenoid Valve (Valve Fault)
Courtesy of GENERAL MOTORS CORP.

CODE 61 - PUMP MOTOR/RELAY

Circuit Description

When pump motor relay is grounded by ECBM, it provides 12 volts to operate pump. When motor circuit is
energized, a pump on signal is sent to ECBM to verify operation.

Code 61 will be set if 12 volts is present at pump motor without motor relay activation, or if 12 volts is not
present at pump motor within 60 milliseconds after motor relay is activated.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Checks relay for correct resistance.

2. Checks relay for being stuck closed.
3. Checks for open in circuity of hydraulic modulator.
4. Checks for good ground.
5. Checks pump motor for correct resistance.
6. Checks for battery voltage available to pump motor relay.
7. Checks for short to battery voltage in relay feed circuit.
8. Checks for potential open or short to ground in circuit No. 998.
9. Checks for short to ground in circuit No. 913.
10. Checks for open in circuit No. 913.
11. Checks for short to battery voltage in circuit No. 913.
12. Determines if problem found in step 8) is an open or short to ground.
13. Determines if problem found in step 12) is a problem in circuit or faulty ECBM.
14. Checks for short to ground in circuit No. 985.
15. Checks for open in circuit No. 985.
16. Checks for short to battery voltage in circuit No. 985.
Fig. 14: Code 61, Pump Motor/Relay (Motor or Relay Fault)
Courtesy of GENERAL MOTORS CORP.

CODE 63 - SOLENOID VALVE RELAY

Circuit Description
Solenoid valve relay circuit has 2 functions. When ABS is active, relay provides voltage to actuate 3 solenoid
valves. However, solenoid valves do not use this voltage unless ECBM provides grounds. The second function
is to provide a ground path for illumination of SERVICE ABS light if solenoid relay looses power or ground.

Code 63 will be set if valve relay voltage falls to less than 5 volts, or if relay feed line is at 12 volts when
ECBM is not requesting it to be; this would make the relay constantly ON.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Checks relay for correct resistance.

2. Checks relay for bad internal switch.
3. Checks relay for being stuck closed to pin No. 87.
4. Checks for open in circuitry of hydraulic modulator.
5. Checks for good ground.
6. Checks for battery voltage available to solenoid valve relay.
7. Checks for short to battery voltage in relay feed circuit.
8. Checks for potential open or short to ground in circuit No. 998.
9. Checks for short to ground in circuit No. 918.
10. Checks for open in circuit No. 918.
11. Checks for short to battery voltage in circuit No. 918.
12. Determines if problem found in step 8) is an open or short to ground.
13. Determines if problem found in step 12) is a problem in circuit or faulty ECBM.
14. Checks for short to ground in circuit No. 964.
15. Checks for open in circuit No. 964.
16. Checks for short to battery voltage in circuit No. 964.
Fig. 15: Code 63, Solenoid Valve Relay - Relay Fault (1 Of 3))
Courtesy of GENERAL MOTORS CORP.
Fig. 16: Code 63, Solenoid Valve Relay - Relay Fault (2 Of 3)
Courtesy of GENERAL MOTORS CORP.
Fig. 17: Code 63, Solenoid Valve Relay - Relay Fault (3 Of 3)
Courtesy of GENERAL MOTORS CORP.
CODE 71 - ELECTRONIC BRAKE CONTROL MODULE

Circuit Description

ECBM performs various diagnostic checks on itself. Code 71 will be set if it finds a problem.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Checks if minimum voltage is available to ECBM.

2. Checks for good connections from harness to ECBM.
3. Checks if fault was false; if not, replace ECBM.
Fig. 18: Code 71, Elect Brake Control Module (ECBM) Fault
Courtesy of GENERAL MOTORS CORP.

CODE 72 - ELECTRONIC BRAKE CONTROL MODULE

Circuit Description

Serial data link is an asynchronous link operating at 8192 bits per second.

Code 72 will be set if ECBM detects 3 consecutive serial data link messages that are ignored due to errors in
transmission. The SERVICE ABS light will not be illuminated for this fault.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Checks to see if off-board devise can communicate with ECBM.

2. Checks for short to battery voltage in ABS serial data circuit.
3. Checks for short to ground in ABS serial data circuit.
4. Checks for open in ABS serial data circuit.
5. Checks to see if off-board devise can communicate with ECBM.
6. If connections at ECBM and ALDL connector are okay, replace ECBM.

Diagnostic Aid

Problem may be intermittent. Try performing tests shown while wiggling wiring and connectors; this can often
cause fault to appear.
Fig. 19: Code 72, Elect Brake Control Mod ECBM Serial Data Line Fault
Courtesy of GENERAL MOTORS CORP.

CODE 75 - LATERAL ACCELEROMETER

Circuit Description

Lateral accelerometer circuit provides signal to ECBM which reflects severity of vehicle turn. Information is
used by ECBM to modify control of rear wheel brakes to help prevent loss of control in a turn due to light brake
pedal pressure at speeds above 30 MPH (50 KM/H).
Code 75 will be set if ECBM senses lateral accelerometer voltage to be out of permissible range due to
electrical wiring faults.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Checks to ensure good connections at lateral accelerometer and ECBM.

2. Checks for short to ground in power supply and signal circuits.
3. Checks for short to battery voltage in signal and ground circuits.
4. Checks for continuity in power supply circuit through accelerometer, and back to ECBM.
5. Checks for open in signal circuit wiring.
6. Checks for correct voltage supply to accelerometer from ECBM. If voltage is correct, ECBM must be
incorrectly setting code, and should be replaced.
Fig. 20: Code 75, Lateral Accelerom Short To B+ or Grnd, or Open Ckt
Courtesy of GENERAL MOTORS CORP.

CODE 76 - LATERAL ACCELEROMETER

Circuit Description
Lateral accelerometer circuit provides signal to ECBM which reflects severity of vehicle turn. Information is
used by ECBM to modify control of rear wheel brakes to help prevent loss of control in a turn due to light brake
pedal pressure at speeds above 30 MPH (50 KM/H).

Code 76 will be set when accelerometer signal is greater than 0.6g for 120 seconds or more.

Test Description

Numbers below refer to circled numbers in diagnostic chart.

1. Checks if another ABS system problem may be causing code 76.

2. Checks for appropriate accelerometer signal voltage at 0g (no-turn) condition.
3. Checks for appropriate accelerometer signal voltage at full-scale left hand turn. Full-scale left turn is
simulated by right side of accelerometer being exposed to the 1g force of gravity.
4. Checks for appropriate accelerometer signal voltage at full-scale right hand turn. Full-scale right turn is
simulated by left side of accelerometer being exposed to the 1g force of gravity.
Fig. 21: Code 76, Lateral Accelerom Signal Out Of Range or Incorrect
Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAM

Fig. 22: Anti-Lock Brake System Wiring Diagram (Corvette)

REMOVAL & INSTALLATION

ELECTRONIC BRAKE CONTROL UNIT (EBCM) R & I

CAUTION: Before removing any ABS component under high pressure, hydraulic
pressure in system MUST be reduced to a manageable level. Turn ignition
switch to OFF position. Pump brake pedal at least 25 times or until an
increase in pedal force is clearly felt.

Removal & Installation

Remove negative battery cable. Remove storage tray and insulation from behind driver's seat. Disconnect
control module connector by depressing spring clip under neck of connector. Remove 2 screws holding EBCM
to bracket and remove EBCM. To install EBCM, reverse removal procedure.

MODULATOR VALVE R & I

NOTE: The modulator valve MUST be removed through access in rear storage
compartment. DO NOT attempt to remove bottom of rear storage compartment.

CAUTION: Before removing any ABS component under high pressure, hydraulic
pressure in system MUST be reduced to a manageable level. Turn ignition
switch to OFF position. Pump brake pedal at least 25 times or until an
increase in pedal force is clearly felt.

Removal

1. Disconnect negative battery cable. Remove storage tray and insulation from behind driver's seat.
Disconnect and remove entire ABS wiring harness from storage compartment. See WIRING HARNESS
& MODULE RELAY R & I in this section.
2. Disconnect modulator valve ground from body harness. Place shop rags under modulator valve fittings to
catch brake fluid. Disconnect 5 brake lines and note locations for reassembly. Remove 3 nuts holding
modulator to bracket and remove from storage compartment.

CAUTION: When removing modulator valve from storage compartment, be careful not
to spill brake fluid on interior of vehicle. Also clean bottom of storage
compartment.

Installation

To install modulator valve, reverse removal procedure. Torque brake lines to 13 ft. lbs. (18 N.m). After
completing installation, bleed brakes in conventional manner in following sequence: right front, right rear, left
rear and left front.

LATERAL ACCELERATION SWITCH R & I

1. Disconnect negative battery cable. Remove accessory trim plate, console trim plate and radio assembly.
Remove lateral acceleration switch retaining bolts. Disconnect switch wiring harness. Remove switch. To
install lateral acceleration switch, reverse removal procedure.

FRONT & REAR SPEED SENSORS R & I

Removal

1. Raise and support vehicle. Remove wheel. Unclip sensor connector from bracket and disconnect.
2. Remove front speed sensor wiring harness connector from ABS connector. Note wire routing for
installation. Unclip connectors from bracket and separate.
3. On rear sensors, remove bracket and bolt from knuckle. Remove sensor wiring harness with grommets
from remaining brackets. Remove sensor retaining bolt and sensor from knuckle.
Installation

1. Coat new sensor with Anti-Corrosion Sealer (No. 12345106) or equivalent to prevent galvanic corrosion.
DO NOT use chassis grease. Install sensor in steering knuckle. DO NOT hammer sensor into knuckle.
2. Install sensor hold-down bolts. To complete installation, reverse removal procedure. There are no
adjustments required for speed sensors.

WIRING HARNESS & MODULE RELAY R & I

NOTE: To prevent equipment damage, DO NOT disconnect wiring harness from control
module with ignition switch in ON position.

Removal

Disconnect negative battery cable. Remove storage tray and insulation from behind driver's seat. Disconnect
wiring harness connectors as follows:

Control Module - Depress spring clip located under neck of connector. Disconnect connector.
Modulator Valve - Remove 2 screws from harness retainer clip. Disconnect connector.
Battery Feed - Disconnect 12-gauge Red wire connector.
Wheel Speed Sensor - Disconnect from wiring harness connector.
Module Relay - Remove module relay from control module bracket.

Installation

To install harness, reverse removal procedure.

PUMP MOTOR RELAY & SOLENOID RELAY R & I

Disconnect negative battery cable. Remove storage tray and insulation behind driver's seat. Remove retainer
screw and retainer. Note alignment of electrical pins on relay with connector on modulator valve. To install,
reverse removal procedure.

CONTROL MODULE R & I

Removal & Installation

Disconnect negative battery cable. Remove storage tray and insulation from behind driver's seat. Remove
wiring harness connector from control module connector by depressing spring clip under connector neck.
Remove module relay from brackets and bolts attaching control module. To install, reverse removal procedure.
Tighten control module mounting bolts to 22 INCH lbs. (2.4 N.m).

TOOTHED RING R & I

The toothed ring is not serviceable. A new hub and bearing assembly (front) or drive shaft spindle (rear) must
be used.
 A/C COMPRESSOR OVERHAUL - 10-CYL

A/C GENERAL SERVICING NIPPONDENSO 10-CYLINDER COMPRESSOR OVERHAUL

DESCRIPTION
NIPPONDENSO

The Nippondenso 10-cylinder compressor is a reciprocating piston type. The pistons are operated by a
swashplate which moves the pistons back and forth in the cylinders as the shaft is rotated. There are 10 separate
cylinders, 5 at the rear of the compressor and 5 at the front. Reed valves are provided for each cylinder.

NOTE: This article covers shaft seal, pulley bearing and clutch coil replacement
procedures for Ford & Nippondenso 10-cyl. compressors. The shaft seal
assembly is precision-machined with its critical parts finished to extremely
close tolerance and as such must be handled with great care. Its slip face
demands particularly careful handling.

NIPPONDENSO 10PA20 10-CYL CLUTCH R & I

Removal

1. Using Clutch Plate Spanner (J-33027) and a thin-wall socket, remove crankshaft bolt. Using Clutch Plate
Remover (J-37252), remove clutch plate. Remove clutch plate shims.
2. Remove pulley assembly snap ring. Using a plastic hammer, tap pulley assembly from compressor.
Remove snap ring and remove clutch coil. Inspect all parts for damage.

Installation

Install clutch coil and snap ring. Install pulley assembly and snap ring. Install clutch plate shims. Install clutch
plate and bolt. Hold clutch plate with spanner and tighten bolt to 10 ft. lbs. (14 N.m). Using a feeler gauge,
check clearance between pulley and clutch plate. Proper clearance is .014-.026" (.36-.66 mm). If clearance is
not correct, remove or add shims.

NIPPONDENSO 10PA20 10-CYL SHAFT SEAL R & I

Removal

1. Discharge system using approved refrigerant recovery/recycling equipment and drain oil from
compressor. Note amount of oil drained. Remove clutch plate, pulley assembly and clutch coil. Using a 6
mm Allen wrench, remove compressor through bolts. Pull front head from compressor. Use care not to
scratch sealing surface.
2. Reach down inside front head and remove felt seal and retainer. Remove "O" ring. Remove shaft seal
snap ring. Push shaft seal from head. Inspect front head for damage to sealing surface. Replace if
necessary.
Installation

1. Lubricate new "O" ring with refrigerant oil. Press seal into front head and install snap ring. Install felt seal
and retainer.
2. Lubricate Shaft Seal Protector (J-34614) with refrigerant oil and install on crankshaft. Install a new front
head "O" ring on compressor housing.
3. Position front head on compressor. Ensure dowel pins are aligned. Use care when guiding shaft seal
protector through seal opening. Remove shaft seal protector.
4. Install compressor through bolts using NEW brass washers. Diagonally tighten bolts to 18 ft. lbs. (24
N.m). Fill compressor with the same amount of oil that was drained from compressor. To complete
installation, reverse removal procedure. Evacuate and recharge system. Perform leak test.
 A/C COMPRESSOR SERVICING

GENERAL SERVICING Compressor Servicing

HARRISON A-6 6-CYL CLUTCH R & I

CAUTION: When discharging air conditioning system, use only approved refrigerant
recovery/recycling equipment. Make every attempt to avoid discharging
refrigerant into the atmosphere.

Removal

1. Using Compressor Fixture (J-9396), mount compressor in a vise. Using Clutch Plate Spanner (J-25030),
hold crankshaft and remove crankshaft nut. Using Clutch Plate Remover (J-9401), remove clutch plate.
Remove clutch plate key. See Fig. 1 .
2. Remove pulley assembly snap ring. Using Shaft Protector (J-9395) and commercial puller (if necessary),
remove pulley assembly. Remove snap ring and disconnect electrical wiring at clutch coil.
3. Place reference marks on clutch coil and shell for reassembly reference. Using large screwdriver, pry
clutch coil from shell. Use care as clutch coil is retained on shell with adhesive.

Installation

1. Ensure all adhesive is removed from shell and clutch coil. Apply trim detail adhesive on back of clutch
coil around the coil locator protrusions.
2. Install clutch coil and snap ring. Ensure reference marks are aligned. Install pulley assembly and snap
ring. Install clutch plate key in clutch plate, allowing key to protrude about 3/16" from rear of clutch
plate.
3. Install clutch plate on compressor crankshaft. Using Clutch Plate Installer (J-9480-B), press clutch plate
on compressor to achieve a clutch assembly clearance of .022-.057" (.56-1.34 mm). Using spanner, install
nut and tighten to 20 ft. lbs. (27 N.m). Ensure components rotate freely.
Fig. 1: Exploded View of Harrison A-6 6-Cyl Compressor
Courtesy of GENERAL MOTORS CORP.

HARRISON A-6 6-CYL SHAFT SEAL R & I

Removal

1. Remove clutch plate and shaft key. Pry out dust seal (if equipped). Remove seal seat snap ring.
2. Using Seal Seat Remover/Installer (J-23128-A) for ceramic type or (J-9393-A) for steel type, remove seal
seat. Using Seal Remover (J-9553-01), remove "O" ring seal.
3. Using Shaft Seal Remover/Installer (J-9392-01), remove shaft seal by turning remover/installer slightly
clockwise to disengage tangs and pull out shaft seal. Clean all surface areas.

Installation

1. Coat new shaft seal with refrigerant oil and install shaft seal on remover/installer. Align compressor shaft
machine surface with shaft seal and install. Rotate shaft seal remover/installer slightly counterclockwise
to secure shaft seal tangs.
2. Using Seal Installer (J-33011), install "O" ring and coat with refrigerant oil. Coat seal seat with
refrigerant oil and install using seal seat remover/installer. Install snap ring. Install dust seal (if supplied
in seal kit). To complete installation, reverse removal procedure.
HARRISON HR-6 6-CYL & DA-V5 5-CYL CLUTCH R & I
Removal

1. Using Clutch Plate Spanner (J-33027), hold clutch plate and remove nut. Thread Clutch Plate
Remover/Installer (J-33013-B) into clutch plate and remove clutch plate. See Fig. 4 and 5.
2. Remove clutch plate key. Remove snap ring and remove pulley assembly. Disconnect clutch coil
electrical wiring. Scribe marks on compressor and clutch coil for reassembly reference. Using Puller
Adapter (J-33023-A) and 2-jaw puller, remove clutch coil. Inspect all parts for damage and replace as
necessary.

Installation

1. Align scribe marks. Using Puller Adapter (J-33024), Puller Bar (J-8433-1) and Compressor Fixture (J-
34992), Compressor Fixture (J-33026) on HR-6, press clutch coil on compressor. Restake clutch coil
inner ring in 3 places. Install pulley assembly and snap ring. Install clutch plate key in clutch plate,
allowing key to protrude approximately 1/8" from rear of clutch plate.
2. Install clutch plate on compressor crankshaft. Using remover/installer, press clutch plate on compressor to
achieve a clutch assembly clearance of .015-.025" (.38-.64 mm). Using spanner, install crankshaft nut and
tighten to 12 ft. lbs. (17 N.m). Turn pulley and clutch plate by hand to check for free rotation.

Fig. 2: Exploded View of Harrison HR-6 6-Cyl Compressor

Courtesy of GENERAL MOTORS CORP.

Fig. 3: Exploded View of Harrison DA-V5 5-Cyl Compressor

Courtesy of GENERAL MOTORS CORP.

HARRISON HR-6 6-CYL & DA-V5 5-CYL SHAFT SEAL

Removal

Discharge system using approved refrigerant recovery/recycling equipment. Remove clutch plate. Using Snap
Ring Pliers (J-5403), remove shaft seal snap ring. Install Shaft Seal Protector (J-34614) on crankshaft. Insert
Shaft Seal Remover/Installer (J-23128-A) into shaft seal. Tighten handle and remove shaft seal. Using "O" Ring
Remover (J-9553-01), remove "O" ring. Clean and inspect all parts.

Installation

1. With shaft seal protector in place, lubricate new "O" ring with refrigerant oil and install "O" ring on "O"
Ring Installer (J-33011). Insert "O" ring installer in compressor until it bottoms. Move slide on "O" ring
installer downward until "O" ring is released into groove. Rotate installer to seat "O" ring.
2. Lubricate shaft seal with refrigerant oil. Expand seal using shaft seal remover/installer and install seal on
Seal Protector (J-34614). Place seal protector over shaft and push shaft seal into compressor with a rotary
motion until seal bottoms.
3. Install NEW snap ring with flat side against lip seal. To complete installation, reverse removal procedure.
Evacuate and recharge system.
HARRISON R-4 4-CYL CLUTCH R & I
Removal

1. Mount compressor on Holding Fixture (J-25008-A) and secure in a vise. Using Clutch Plate Spanner (J-
33027), remove crankshaft nut. Thread Clutch Plate Remover (J-33013-B) into the clutch plate. Hold
body of clutch plate remover and tighten center bolt to remove clutch plate. Remove pulley retaining snap
ring. See Fig. 4 .
2. On "V" groove drive, remove pulley rim mounting bolts and washers. Install Puller Guide (J-25031) on
compressor. Using internal-jaw puller, remove pulley assembly from compressor.
3. On poly-groove drive, install Clutch Plate Puller (J-33021) over Puller Guide (J-25031). Pull clutch plate
from compressor. Using internal-jaw puller, remove pulley assembly from compressor.
4. Remove clutch coil electrical wiring. Scribe marks on compressor and clutch coil for installation
reference. Using Puller Guide (J-25031) and 2-jaw puller, remove clutch coil. Inspect all parts for damage
and replace as necessary.

Installation

1. Using Puller Adapter (J-33024), Puller Bar (J-8433-1) and Compressor Fixture (J-25008-A), press clutch
coil on compressor. Restake clutch coil inner ring in 3 places and connect electrical wiring.
2. Use Pulley Assembly Installer (J-26271-A), Installer Handle (J-29886) and hammer to drive pulley
assembly on compressor. On "V" groove drive, use thread sealant on pulley rim mounting bolts. On all
models, ensure clutch coil terminals are aligned correctly and locating tabs are aligned with front head
locator holes. Install retaining ring.
3. Install clutch plate key in clutch plate, allowing key to protrude approximately 3/16" from rear of clutch
plate. Install clutch plate on compressor crankshaft. Using Clutch Plate Installer (J-9480-B), press clutch
plate on compressor to achieve a clutch assembly clearance of .020-.040" (.50-1.00 mm). Using spanner,
install crankshaft nut and tighten to 10 ft. lbs. (14 N.m). Turn pulley and clutch plate by hand to check for
free rotation.

HARRISON R-4 4-CYL SHAFT SEAL R & I

Removal

Discharge system using approved refrigerant recovery/recycling equipment. Remove clutch plate. Using Snap
Ring Pliers (J-5403-A), remove shaft seal snap ring. Insert Shaft Seal Remover/Installer (J-23128-A) into shaft
seal. Tighten handle and remove shaft seal. Using "O" Ring Remover (J-9553-01), remove "O" ring. Clean and
inspect all parts.

Installation

1. Lubricate new "O" ring with refrigerant oil and install "O" ring on "O" Ring Installer (J-33011). Insert
installer in compressor until it bottoms. Move slide on "O" ring installer downward until "O" ring is
released into groove. Rotate installer to seat "O" ring.
2. Coat shaft seal with refrigerant oil and install on shaft seal remover/installer. Expand seal using shaft seal
remover/installer and install Shaft Seal Protector (J-34614) through the seal. Seal must be installed on
 shaft seal protector so seal lip will be installed toward the compressor. Remove shaft seal
remover/installer.
3. Install shaft seal protector over end of compressor shaft. Push shaft seal into compressor until it bottoms.
Install NEW shaft seal retaining snap ring with flat side against lip seal.
4. To complete installation, reverse removal procedure. Evacuate and recharge system.

Fig. 4: Exploded View of Harrison R-4 4-Cyl Compressor

Courtesy of GENERAL MOTORS CORP.

NIPPONDENSO 10PA20 10-CYL CLUTCH R & I

Removal

1. Using Clutch Plate Spanner (J-33027) and a thin-wall socket, remove crankshaft bolt. Using Clutch Plate
Remover (J-37252), remove clutch plate. Remove clutch plate shims.
2. Remove pulley assembly snap ring. Using a plastic hammer, tap pulley assembly from compressor.
 Remove snap ring and remove clutch coil. Inspect all parts for damage.

Installation

Install clutch coil and snap ring. Install pulley assembly and snap ring. Install clutch plate shims. Install clutch
plate and bolt. Hold clutch plate with spanner and tighten bolt to 10 ft. lbs. (14 N.m). Using a feeler gauge,
check clearance between pulley and clutch plate. Proper clearance is .014-.026" (.36-.66 mm). If clearance is
not correct, remove or add shims.

NIPPONDENSO 10PA20 10-CYL SHAFT SEAL R & I

Removal

1. Discharge system using approved refrigerant recovery/recycling equipment and drain oil from
compressor. Note amount of oil drained. Remove clutch plate, pulley assembly and clutch coil. Using a 6
mm Allen wrench, remove compressor through bolts. Pull front head from compressor. Use care not to
scratch sealing surface.
2. Reach down inside front head and remove felt seal and retainer. Remove "O" ring. Remove shaft seal
snap ring. Push shaft seal from head. Inspect front head for damage to sealing surface. Replace if
necessary.

Installation

1. Lubricate new "O" ring with refrigerant oil. Press seal into front head and install snap ring. Install felt seal
and retainer.
2. Lubricate Shaft Seal Protector (J-34614) with refrigerant oil and install on crankshaft. Install a new front
head "O" ring on compressor housing.
3. Position front head on compressor. Ensure dowel pins are aligned. Use care when guiding shaft seal
protector through seal opening. Remove shaft seal protector.
4. Install compressor through bolts using NEW brass washers. Diagonally tighten bolts to 18 ft. lbs. (24
N.m). Fill compressor with the same amount of oil that was drained from compressor. To complete
installation, reverse removal procedure. Evacuate and recharge system. Perform leak test.
 A/C COMPRESSOR APPLICATION

GENERAL SERVICING Compressor Applications & Body Designations

MODEL IDENTIFICATION
GENERAL MOTORS CAR BODY CODES

GENERAL MOTORS PASSENGER CAR BODY CODE DESIGNATIONS

Body Designation (1) Model
"A" Body Celebrity, Century, Cutlass Ciera, Cutlass Cruiser Wagon,
6000
"B" Body Caprice, Custom Cruiser, Estate Wagon
"C" Body DeVille, Electra, Fleetwood, Fleetwood Sixty Special,
Ninety-Eight, Park Avenue, Touring Sedan
"D" Body Brougham
"E" Body Eldorado, Reatta, Riviera, Toronado, Trofeo
"F" Body Camaro, Firebird
"H" Body Bonneville, Delta 88, LeSabre
"J" Body Cavalier, Sunbird
"K" Body Seville
"L" Body Beretta, Corsica
"N" Body Cutlass Calais, Grand Am, Skylark
"W" Body Cutlass Supreme, Grand Prix, Lumina, Regal
"Y" Body Corvette
(1) Body codes are determined by fifth character of VIN code.

GENERAL MOTORS TRUCK/VAN BODY CODES

GENERAL MOTORS TRUCK & VAN DESIGNATIONS

Model (1) Designation
Astro & Safari
2WD "M" Series
4WD "L" Series
Blazer, Jimmy, Pickup & Suburban
2WD Models "C" & "R" Series
4WD Models "K" & "V" Series
Lumina APV, Silhouette & Transport "U" Series
S/T10 & S/T15
2WD "S" Series
4WD "T" Series
Van "G" Series
(1) Series codes are determined by fifth character of VIN code.

COMPRESSOR APPLICATIONS
PASSENGER CAR COMPRESSOR APPLICATION

PASSENGER CAR COMPRESSOR APPLICATIONS

Application (1) Compressor
"A" Body
2.5L Engine Harrison DA-V5 5-Cyl.
3.1L & 3.3L Engine Harrison HR-6 6-Cyl.
"B" Body Harrison R-4 4-Cyl.
"C" Body Harrison HR-6 6-Cyl.
"D" Body Harrison R-4 4-Cyl.
"E" Body Harrison HR-6 6-Cyl.
"F" Body Harrison R-4 4-Cyl.
"H" Body Harrison HR-6 6-Cyl.
"J" Body Harrison HR-6 6-Cyl.
"K" Body Harrison HR-6 6-Cyl.
"L" Body Harrison DA-V5 5-Cyl.
"N" Body Harrison DA-V5 5-Cyl.
"W" Body Harrison DA-V5 5-Cyl.
"Y" Body Nippondenso 10PA20 10-Cyl.
(1) Body codes are determined by fifth character of VIN code.

TRUCK/VAN COMPRESSOR APPLICATION

LIGHT TRUCKS & VANS COMPRESSOR APPLICATIONS

Application (1) Compressor
"C" Series Harrison R-4 4-Cyl.
"G" Series Harrison A-6 6-Cyl. & R-4 4-Cyl.
"K" Series Harrison R-4 4-Cyl.
"L" & "M" Series
2.5L Engine Harrison V5 5-Cyl.
4.3L Engine Harrison HR-6 6-Cyl.
"R" Series Harrison R-4 4-Cyl.
"S" & "T" Series Harrison R-4 4-Cyl. & V5 5-Cyl.
"U" Series Harrison DA-V5 5-Cyl.
"V" Series Harrison R-4 4-Cyl.
(1) Series codes are determined by fifth character of VIN code.
 A/C SYSTEM DIAGNOSIS - MANUAL

AIR CONDITIONING & HEAT General Motors Corp. Manual A/C-Heater Systems
Diagnosis & Trouble Shooting

REFRIGERANT SYSTEM DIAGNOSIS

INSUFFICIENT COOLING

NOTE: This procedure may be used to determine whether or not the A/C system has
the proper refrigerant charge, providing ambient air temperature is above 70°F
(21°C).

QUICK CHECK PROCEDURE

1. Engine must be at normal operating temperature, choke must be open, and throttle must be off fast idle
speed cam. Open vehicle's doors and engine hood.
2. Set function lever to "NORM" position, temperature lever at "COLD" position, and blower on "HI"
position. Engine should be at normal slow idle speed.
3. Feel the temperature of the accumulator surface and the evaporator inlet pipe while the compressor is
engaged. On some vehicles it is normal for the compressor to cycle on and off to meet system
requirements.
4. If the accumulator surface and evaporator inlet pipe are both at the same temperature, and slightly cooler
than ambient air, system is normal. If inlet pipe is frosted or feels cooler than accumulator surface,
refrigerant charge is low.
5. Add refrigerant in 4 oz. increments, allowing system to stabilize between additions, until both feel same
temperature. Add 14 oz. more refrigerant.

NOTE: CCOT system does not have a sight glass. DO NOT install a sight glass.

THOROUGH CHECK PROCEDURE

1. Attach manifold gauge set, and refer to CCOT SYSTEM INSUFFICIENT COOLING CHARTS and
V5 SYSTEM INSUFFICIENT COOLING CHARTS below. Compressor clutch cycles on and off
during normal operation.
2. When using insufficient cooling charts, note that procedures apply to all models. When checking
compressor clutch cycling, it may be necessary to jumper different cut-off switches and relays to check
system fully.

DIAGNOSTIC CHARTS (EXCEPT TRUCK MODELS)

CCOT SYSTEM INSUFFICIENT COOLING CHARTS
Fig. 1: CHART A - System Check (Except Trucks)
Courtesy of GENERAL MOTORS CORP.
Fig. 2: CHART B - Compressor Clutch Coil Operational Check (Except Trucks)
Courtesy of GENERAL MOTORS CORP.

Fig. 3: CHART C - Clutch Cycle Rate (Except Trucks)

Courtesy of GENERAL MOTORS CORP.

Fig. 4: CHART D (1 of 2) - Compressor Cycling Pressure (Except Trucks)

Courtesy of GENERAL MOTORS CORP.
Fig. 5: CHART E (2 of 2) - Compressor Cycling Pressure (Cont.) (Except Trucks)
Courtesy of GENERAL MOTORS CORP.

V5 SYSTEM INSUFFICIENT COOLING CHARTS

Fig. 6: V5 SYSTEM CHART A - System Check (Except Trucks)
Courtesy of GENERAL MOTORS CORP.
Fig. 7: V5 SYSTEM CHART B - System Pressure Check (Except Trucks)
Courtesy of GENERAL MOTORS CORP.
Fig. 8: V5 SYSTEM CHART C - System Oil Charge Check (Except Trucks)
Courtesy of GENERAL MOTORS CORP.
Fig. 9: V5 SYSTEM CHART D - Accumulator Pressure Check (Except Trucks)
Courtesy of GENERAL MOTORS CORP.

Fig. 10: V5 SYSTEM CHART E - Electrical System Check (Except Trucks)

Courtesy of GENERAL MOTORS CORP.

DIAGNOSTIC CHARTS (TRUCK MODELS)

CCOT SYSTEM INSUFFICIENT COOLING

Fig. 11: CCOT System Chart (1 of 2) - Insufficient Cooling (Trucks)

Courtesy of GENERAL MOTORS CORP.
Fig. 12: CCOT System Chart (2 of 2) - Insufficient Cooling (Trucks)
Courtesy of GENERAL MOTORS CORP.

CHART A - COMPRESSOR OFF ALL THE TIME

Fig. 13: CHART A - Compressor Off All The Time (Trucks)
Courtesy of GENERAL MOTORS CORP.

CHART B - INLET PIPE COLDER THAN OUTLET PIPE

Fig. 14: CHART B - Inlet Pipe Colder Than Outlet Pipe (Trucks)
Courtesy of GENERAL MOTORS CORP.

CHART C - CHECK COMPRESSOR CYCLING

Fig. 15: CHART C - Check Compressor Cycling (Trucks)
Courtesy of GENERAL MOTORS CORP.

COMPRESSOR DIAGNOSIS CHART

Fig. 16: Compressor Diagnosis Chart (Trucks)
Courtesy of GENERAL MOTORS CORP.

ELECTRICAL SYSTEM DIAGNOSTIC CHARTS

Fig. 17: Electrical System Diagnostic Chart (1 of 2) (Trucks)
Courtesy of GENERAL MOTORS CORP.
Fig. 18: Electrical System Diagnostic Chart (2 of 2) (Trucks)
Courtesy of GENERAL MOTORS CORP.

OPERATIONAL TESTING
When trouble shooting and diagnosing an air conditioning system, always refer to the appropriate vacuum and
wiring diagrams for the system involved. Refer to the applicable operational chart for characteristics, and note
the following:

Blower operation at all 4-speeds and engagement of the compressor clutch would indicate that electrical
circuits are functioning properly.
If evaporator inlet pipe and accumulator surface both appear to be the same temperature when felt by
hand, system is properly charged with refrigerant.
An indication of proper vacuum and diaphragm function is selector lever operation.

ELECTRICAL TROUBLE SHOOTING

BLOWER MOTOR WON'T RUN

Check fuses. Turn ignition switch to "RUN", and check for voltage at function control switch.
Switch blower selector to "HI" position and check for voltage at switch and at high speed blower relay.
Ground blower motor with ignition switch in "RUN".

BLOWER DOES NOT OPERATE IN "HI"

Check for voltage at high speed blower relay with ignition in "RUN" and blower switch in "HI". If not
OK, check for voltage at blower switch.

BLOWER OPERATES ONLY IN "HI"

Check blower resistors for open condition.

BLOWER OPERATES IN "HI" WITH IGNITION SWITCH "OFF"

Check blower motor relay.

AIR CONDITIONER DOESN'T WORK

With engine running and mode lever at "NORM", check for voltage at pressure cycling switch.
Check for voltage between pressure cycling switch and compressor clutch.
Ground compressor clutch circuit. If clutch engages, check wide-open throttle cut-out switch and A/C
compressor cut-off switch.

NOTE: To check Celebrity with 2.5L or 2.8L engine, Pontiac Sunbird with 2.0L MFI
engine, see appropriate ECM article in the COMPUTER ENGINE CONTROL
Section.

VACUUM SYSTEM DIAGNOSIS

1. With engine idling, move mode selector lever to each position. If airflow is not as shown in vacuum
diagram operational charts (see appropriate vacuum diagram), go to next step.
2. Check for poor vacuum hose connections at actuators, control head valve, reservoir, tees, etc. Check
vacuum source circuit by installing tee and gauge (with restrictor) at vacuum outlet.
3. Idle engine, and check that vacuum is equivalent to engine vacuum in all selector positions. If vacuum is
less than normal in all positions, remove tee and connect gauge line directly to tank.
4. If vacuum is normal, problem is downstream. If vacuum is less than normal in some positions, problem is
in the feed circuit.
5. If vacuum was normal and even at all positions, malfunction may be caused by improperly connected,
plugged lines, or a defective vacuum valve(s).
6. To check a specific vacuum circuit, place mode selector lever in the malfunctioning position. Check for
vacuum at the affected actuator. If vacuum exists, but door does not move, actuator is defective or
 binding.
7. If low or no vacuum exists at the actuator, determine whether the vacuum harness or vacuum valve is
faulty. Check vacuum harness first.
 AIR CONDITIONING & HEAT

A/C System Precautions

BEFORE OPENING THE SYSTEM

CAUTION: When discharging air conditioning system, use only approved refrigerant
recovery/recycling equipment. Make every attempt to avoid discharging
refrigerant into the atmosphere.

Before disconnecting any lines or fittings, the system must be completely discharged using approved refrigerant
recovery/recycling equipment.

DISCHARGING A/C SYSTEM

NOTE: Recent findings by the EPA indicate that R-11, R-12 and R-113 are harmful to
the Earths' protective Ozone layer. Make every attempt possible, to avoid
discharging R-11, R-12 or R-113 into the atmosphere.

1. Remove service valve caps and install gauges. For high side gauge hose, Adapter (D81L-19703-A) must
be used to connect to high side service valve.
2. Place open end of center hose in garage exhaust outlet or in a well ventilated area. Slightly open low side
gauge valve and let refrigerant escape slowly without loosing refrigerant oil.
3. When system is nearly discharged, using approved refrigerant recovery/recycling equipment, open high
side gauge valve to release any pressure trapped in compressor. Close valves immediately after
discharging to prevent entry of moisture.

DISCONNECTING LINES & FITTINGS

1. After system is discharged, using approved refrigerant recovery/recycling equipment, carefully clean
entire area around coupling nut to prevent dirt entering system. Always use two wrenches to avoid
twisting or distorting lines and fittings (hold fitting with one wrench while loosening coupling nut with
second wrench).
2. Cap or plug all LINES and FITTINGS immediately to prevent entry of air and moisture into system. Do
not remove these caps until connections are being made.

COMPONENT REPLACEMENT
When components are replaced, system oil level must be adjusted. Add refrigeration oil to replacement
component. See Compressor oil Check article, as well as, Component Oil Replacement Quantities" chart under
"A/C SYSTEM SPECS" article in this section.

USING R-12 REFRIGERANT - SAFETY PRECAUTIONS

1. Always work in a well-ventilated, clean area. Refrigerant (R-12) is heavier than oxygen, and will displace
 oxygen in a confined area. Always wear eye protection when working around air conditioning systems
and R-12. The system's high pressure can cause severe injury to eyes and skin if a hose were to burst. R-
12 evaporates quickly when exposed to atmosphere, freezing anything it contacts.
2. Use care when handling refrigerant containers. DO NOT drop or strike containers or expose refrigerant
containers to excessive heat. Containers must never be heated more than 125°F (52°C). Never expose R-
12 directly to open flame.

CAUTION: When R-12 is exposed to an open flame, drawn into a running engine, or
detected with a Halide (propane) leak tester, poisonous phosgene gas is
formed. Keep work areas ventilated and avoid running engines near work
area.

USING INDIVIDUAL R-12 CANS

Disposable refrigerant cans (referred to as one pound cans) have a flat type seal or a screw type seal, and proper
can tap must be used for each type. Be sure sealing gasket on can tap is in good condition. A proper safety can
tap will prevent refrigerant from flowing back into open can, as tap has a one-way flow control.

NOTE: Recent findings by the EPA indicate that refrigerant is harmful to the Earth's
protective Ozone layer. When discharging refrigerant avoid allowing refrigerant
to enter the atmosphere. Refrigerant recovery system should be used when
discharging the system.

MULTI-CAN DISPENSING VALVES

A multi-can dispensing valve allows attachment of several cans of refrigerant, and is a good substitute when a
bulk container is not available. Cans are installed onto each leg of multi-can dispensing valve in the same
manner as the individual cans, and each leg has its own can tap.

CAN TAP INSTALLATION FLAT TYPE SEAL CANS

On cam-lock or one-piece can taps, first turn the handle outward to the fully open position. Securely engage
locking lugs over the can flange, and lock them in place by turning cam lock or locking nut. Screw tap assembly
into adapter so sealing gasket is fully seated against the can top. Turn tap inward to pierce the can and close the
tap. DO NOT open tap until ready to purge the service hose or dispense refrigerant into the system.

On 2-piece can taps, be certain tap handle is turned fully inward to the closed position. Check that locking base
is turned to its outer limit. Securely engage locking lugs over the can flange. Turn entire tap assembly (without
disturbing the closed setting) downward into the locking base to pierce the can. DO NOT open tap until ready to
dispense into system.

SCREW TYPE SEAL CANS

Ensure can tap is fully closed. Screw refrigerant can into can tap fitting until tight. This will pierce the can.
Connect tap to center hose on manifold gauge set. DO NOT open tap until ready to dispense R-12 into system.
 WARNING: DO NOT open high side hand valve while air conditioning system is in
operation. This high pressure could rupture can or fitting at safety can
valve, resulting in damage and personal injury.

CONNECTING LINES & FITTINGS

A new "O" ring should be used in all instances when connecting lines and fittings (dip "O" ring in clean
refrigeration oil and make certain it is not twisted during installation). Always use two wrenches to avoid
twisting or distorting lines and fittings, tighten coupling nuts securely.

PLACING SYSTEM IN OPERATION

After component replacement and/or system servicing has been completed and all connections have been made,
proceed as follows:

1. Evacuate the system using a vacuum pump.

2. Charge the system with new R-12 (refrigerant) according to each individual vehicle as outlined in the
GENERAL COOLING SYSTEM article under GENERAL INFORMATION. Also see Refrigerant
Capacity in this Section.
3. Leak test the system, with particular attention to all new connections and components.
4. Make a performance test of the system. Never assume that a recharging has automatically corrected a
problem.

COMPRESSOR REMOVAL INFORMATION - ISOLATION METHOD

On systems which have compressors equipped with stem-type service valves (Tecumseh), it is possible to
isolate the compressor for removal.

ISOLATING

Turn both high and low pressure manual valves to extreme clockwise (front seat) position. Loosen cap on high
pressure manual valve connection to compressor and allow gas to escape until compressor is relieved of
pressure.

COMPRESSOR REMOVAL INFORMATION - DISCHARGE METHOD

This procedure is to be used on vehicles which have compressor equipped with Schrader service valves. In these
cases, the compressor cannot be isolated and the system must be discharged, using approved refrigerant
recovery/recycling equipment, prior to compressor removal.
 A/C SYSTEM GENERAL SERVICING

GENERAL SERVICING General Servicing Procedures

SAFETY PRECAUTIONS - USING R-12 REFRIGERANT

1. Always work in a well-ventilated, clean area. Refrigerant (R-12) is heavier than oxygen, and will displace
oxygen in a confined area. Always wear eye protection when working around air conditioning systems
and R-12. The system's high pressure can cause severe injury to eyes and skin if a hose were to burst. R-
12 evaporates quickly when exposed to atmosphere, freezing anything it contacts.
2. Use care when handling refrigerant containers. DO NOT drop or strike containers or expose refrigerant
containers to excessive heat. Containers must never be heated more than 125°F (52°C). Never expose R-
12 directly to open flame.

CAUTION: When R-12 is exposed to an open flame, drawn into a running engine, or
detected with a Halide (propane) leak tester, poisonous phosgene gas is
formed. Keep work areas ventilated and avoid running engines near work
area.

SAFETY PRECAUTIONS - USING INDIVIDUAL R-12 CANS

Disposable refrigerant cans (referred to as one pound cans) have a flat type seal or a screw type seal, and proper
can tap must be used for each type. Be sure sealing gasket on can tap is in good condition. A proper safety can
tap will prevent refrigerant from flowing back into open can, as tap has a one-way flow control.

NOTE: Recent findings by the EPA indicate that refrigerant is harmful to the Earth's
protective Ozone layer. When discharging refrigerant avoid allowing refrigerant
to enter the atmosphere. Refrigerant recovery system should be used when
discharging the system.

SAFETY PRECAUTIONS - MULTI-CAN DISPENSING VALVES

A multi-can dispensing valve allows attachment of several cans of refrigerant, and is a good substitute when a
bulk container is not available. Cans are installed onto each leg of multi-can dispensing valve in the same
manner as the individual cans, and each leg has its own can tap.

CAN TAP INSTALLATION

FLAT TYPE SEAL CANS

On cam-lock or one-piece can taps, first turn the handle outward to the fully open position. Securely engage
locking lugs over the can flange, and lock them in place by turning cam lock or locking nut. Screw tap assembly
into adapter so sealing gasket is fully seated against the can top. Turn tap inward to pierce the can and close the
tap. DO NOT open tap until ready to purge the service hose or dispense refrigerant into the system.
On 2-piece can taps, be certain tap handle is turned fully inward to the closed position. Check that locking base
is turned to its outer limit. Securely engage locking lugs over the can flange. Turn entire tap assembly (without
disturbing the closed setting) downward into the locking base to pierce the can. DO NOT open tap until ready
to dispense into system.

SCREW TYPE SEAL CANS

Ensure can tap is fully closed. Screw refrigerant can into can tap fitting until tight. This will pierce the can.
Connect tap to center hose on manifold gauge set. DO NOT open tap until ready to dispense R-12 into system.

WARNING: DO NOT open high side hand valve while air conditioning system is in
operation. This high pressure could rupture can or fitting at safety can
valve, resulting in damage and personal injury.

SIGHT GLASS INDICATORS

NOTE: Receiver-drier may be used on some models, while other models use an
accumulator.

A sight glass (if used) is usually mounted in receiver-drier or in discharge line to expansion valve. Through
sight glass, a visual check of refrigerant condition passing through the system can be made. There are several
"indicators" that help diagnose possible problems. See Fig. 1 . These "indicators" are outlined as follows:

CLEAR SIGHT GLASS

A clear sight glass indicates system has correct charge of refrigerant or is excessively low on refrigerant for
system circulation. Sight glass may be clear and system may contain excessive R-12. This must be verified with
test gauge readings.

BUBBLY/FOAMY SIGHT GLASS

A "bubbly" or "foamy" sight glass indicates system is low on refrigerant, and air has probably entered system.
However, if only occasional bubbles are noticed, during clutch cycling or system start-up, this may be a normal
condition.

OIL STREAKED SIGHT GLASS

If oil streaks appear on sight glass, a lack of refrigerant may be indicated, and the system's compressor oil is
circulating through the system.

CLOUDY SIGHT GLASS

A cloudy sight glass indicates desiccant contained in receiver-drier or accumulator has broken down and is
being circulated through system. Sight glass readings are not necessarily positive identification of a problem.
Readings should be relied upon only in conjunction with other system symptoms.
Fig. 1: Sight Glass Indicators
Courtesy of GENERAL MOTORS CORP.

1990 PASSENGER CAR SERVICE VALVES LOCATION

1990 PASSENGER CAR SERVICE VALVE LOCATIONS
Vehicle High Low
Passenger cars (1)

"A" Body (2) (3)

"B" Body (4) (3)

"C" Body (5) (3)

"D" Body (6) (3)

"E" Body (7) (3)

"F" Body (5) (3)

"H" Body (5) (3)

"J" Body (2) (3)

"K" Body (7) (3)

"L" Body (2) (3)

"N" Body (8) (3)

"W" Body (5) (3)

"Y" Body (4) (3)

(1) Body codes are determined by fifth character of VIN code.

(2) In discharge line near compressor.
(3) In the line to accumulator or on accumulator.
(4) In discharge line near condenser.
(5) In discharge line near fender panel.
(6) On muffler in discharge line near the compressor.
(7) In discharge line near brake master cylinder.
(8) In liquid line near evaporator.

1991 PASSENGER CAR SERVICE VALVES LOCATION

1991 PASSENGER CAR SERVICE VALVE LOCATIONS
Vehicle High Low
Passenger Cars (1)

"A" Body (2) (3)

"B" Body (4) (3)

"C" Body (5) (3)

"D" Body (6) (3)

"E" Body (7) (3)

"F" Body (4) (3)

"H" Body (5) (3)

"J" Body (4) (3)

"K" Body (7) (3)

"L" Body (4) (3)

"N" Body (4) (3)

"W" Body (5) (3)

"Y" Body (8) (3)

(1) Body codes are determined by fourth character of VIN code.

(2) In discharge line near compressor.
(3) In the line to accumulator or on accumulator.
(4) In discharge line near condenser.
(5) In discharge line near fender panel.
(6) On muffler in discharge line near the compressor.
(7) In discharge line near brake master cylinder.
(8) In liquid line near evaporator.

1990 TRUCK/VAN SERVICE VALVES LOCATION

1990 TRUCKS & VANS SERVICE VALVE LOCATIONS
Vehicle High Low
Trucks & Vans (1)

"C" & "K" Series (2) (3)

"G" Series (2) (5)

"L" & "M" Series (4) (5)

"R" & "V" Series (2) (5)

"S" &"T" Series (2) (5)

"U" Series (2) (5)

(1) Series codes are determined by fifth character of VIN code.

(2) In discharge line near evaporator.
(3) In suction line near accumulator.
(4) In discharge line near compressor.
(5) Service valve on accumulator.

1991 TRUCK/VAN SERVICE VALVES LOCATION

1991 TRUCKS & VANS SERVICE VALVE LOCATIONS
Vehicle High Low
Trucks & Vans (1)

"C" & "K" Series (2) (3)

"G" Series (2) (5)

"L" & "M" Series (4) (5)

"P", "R" & "V" Series (2) (5)

"S" &"T" Series (2) (5)

"U" Series (2) (5)

(1) Series codes are determined by fifth character of VIN code.

(2) In discharge line near evaporator.
(3) In suction line near accumulator.
(4) In discharge line near compressor.
(5) Service valve on accumulator.

STEM-TYPE VALVE OPERATION

This manually operated service valve has adjustable stem, located under a protective cap. Valve stem must be
manually positioned when making gauge connections and/or reading system pressure on the gauges. See Fig. 2 .
BACK-SEATED (OPERATING) POSITION
This is normal operating position, and position used for connecting and disconnecting manifold gauge set. Stem
is turned fully outward to seal the service gauge port.

MID (TEST) POSITION

After service gauge manifold set has been installed (valve stem in back-seated position), turn valve stem 1 1/2
to 2 turns inward. This positions valve stem midway, allowing full system operation and permits refrigerant
pressure to reach gauges.

FRONT-SEATED (OFF) POSITION

With service valve stem turned inward, valve blocks refrigerant flow through system, isolating compressor for
service.

CAUTION: Never operate A/C system with service valves in front-seated position, as
the compressor will be damaged.
Fig. 2: Stem-Type Service Valve Positions
Courtesy of GENERAL MOTORS CORP.

SCHRADER-TYPE VALVE OPERATION

Schrader valve is similar in construction and operation to a tire valve. When a test gauge hose (which has a
valve core depressor) is attached, Schrader stem is pushed inward to the open position and allows system
pressure to reach the gauge.

If test hose being used does not have a built-in core depressor, an adapter must be used. Never attach hoses or
adapters to a Schrader valve unless it is first connected to manifold gauge set.
NOTE: Although similar in construction and operation to a tire valve, the Schrader-type
valve cannot be replaced with a tire valve.

SPECIAL VALVE CONNECTORS

Most General Motors vehicles use a high side service valve with a different thread size than that on low side
(3/8-24 thread on high side and 7/16-20 on low side). Special adapters are required to make this connection.
These adapters are available in 45 degree and 90 degree angles, in addition to straight fixed and flexible
adapters.

MANIFOLD GAUGE SET

A manifold gauge set is used to determine system's high and low side pressures, correct refrigerant charge,
system diagnosis and operating efficiency. High (discharge) and low (suction) pressures must be compared to
determine system operation.

LOW SIDE GAUGE

This gauge, which may have a Blue color identifying feature, is used to measure low side (suction) pressure. It
reads from 0 to 150 psi (pressure scale) and from 0 to 30 inches of mercury (vacuum scale). This low side gauge
is called a compound gauge because it has a dual purpose, to register either pressure or vacuum.

HIGH SIDE GAUGE

The high side gauge, which may have a Red identifying feature, is used to measure high side (discharge)
pressure. It reads from 0 to 500 psi.

CONNECTING GAUGE SET

SCHRADER-TYPE VALVES

1. Put on safety goggles and cover vehicle's fender. Remove protective caps from Schrader valves. Do this
slowly to check for leaky valves.

CAUTION: Be sure hand valves on manifold gauge set are closed before
connecting test hoses to Schrader valves.

2. Be sure service hoses are equipped with valve core depressor to match Schrader valve. If not, install
special adapters for this purpose. Ensure both manifold gauge hand valves are closed.
3. Connect low side service hose to low side (suction) service valve. Tighten finger tight. Connect high side
service hose to high side (discharge) service valve. Tighten finger tight.

STEM-TYPE VALVES

1. Put on safety goggles and cover vehicle's fender. Place valves in back-seated position. Remove protective
 caps from service valves. Do this slowly to check for leaky valves.

CAUTION: Be sure hand valves on manifold gauge set are closed before turning
service valve to the mid-position.

2. Attach low side service hose to the low side (suction) service valve. Connect high side service hose to the
high side (discharge) service valve. Tighten both connectors finger tight.

NOTE: After test gauges are installed, you must purge test hoses of all air before
proceeding with testing.

PURGING TEST HOSES

1. Be sure high and low side hoses are properly connected to service valves and all hose connections are
tight.
2. If stem-type service valves are used, turn stems inward 1 1/2 to 2 turns to mid-position. Place clean shop
towel over end of center service hose.
3. Now purge high side test hose by opening hand valve on the high side gauge for 3-5 seconds. This allows
system's refrigerant to force air through test hoses and out center service hose into the shop towel.
Immediately close high side gauge hand valve.
4. Purge low side test hose in the same manner, using hand valve of low side gauge. Close hand valve after
3-5 seconds. Purging of test hoses is complete. System is ready for testing.

STABILIZING A/C SYSTEM

1. Once manifold gauge set is attached to system, and test hoses have been purged, system is ready for
testing. Place all test hoses, gauge set and other equipment away from all engine moving parts.
2. Start engine and turn air conditioner controls to maximum cooling (full cold and "MAX A/C"). Set
blower fan on high speed. Open doors and/or windows and operate system for 5-10 minutes. System
should now be stabilized and ready for test readings.

PRESSURE GAUGE READINGS

The following typical pressure gauge indications represent conditions that may be encountered during system
servicing. Temperature and humidity, as well as other factors, affect pressure gauge readings. Pressure gauge
indications should be used only as a guide.

EXCESSIVE MOISTURE GAUGE READINGS

Low Side Gauge - Normal-to-Low

High Side Gauge - Normal

OTHER SYMPTOMS
Sight Glass - Tiny bubbles.

Discharge Air - Becomes warm as low side cycles into vacuum. As moisture is released by saturated desiccant,
it becomes released by saturated desiccant, it becomes trapped and freezes at expansion valve or orifice tube,
blocking R-12 flow into the evaporator. As low side drops to a vacuum, high side may rise.

Fig. 3: Excessive Moisture Pressure Gauge Indications

Courtesy of GENERAL MOTORS CORP.

CORRECTION

1. Discharge refrigerant from system using approved refrigerant recovery/recycling equipment.

2. Replace receiver-drier, accumulator or desiccant bag.
3. Evacuate system with vacuum pump.
4. Charge system with R-12.
5. Operate system and check performance.

DEFECTIVE THERMOSTATIC SWITCH GAUGE READINGS

Low Side Gauge - Normal

High Side Gauge - Normal

OTHER SYMPTOMS

Compressor - Cycles on and off too fast.

Low Side Gauge - Not enough range shown on low side gauge.

Fig. 4: Defective Thermostatic Switch Pressure Gauge Indications

Courtesy of GENERAL MOTORS CORP.

CORRECTION

1. Stop vehicle engine and turn air conditioner "OFF".

2. Remove and discard old clutch cycling switch, install a new switch of same type.
3. Operate system and check performance.

MISADJUSTED THERMOSTATIC SWITCH GAUGE READINGS

See DEFECTIVE CLUTCH CYCLING SWITCH PRESSURE GAUGE READINGS below.

DEFECTIVE CLUTCH CYCLING SWITCH PRESSURE GAUGE READINGS

Low Side Gauge - Low-to-Normal/Normal-to-High

High Side Gauge - Normal

OTHER SYMPTOMS

Compressor

Cycles at incorrect temperature or pressure.

Evaporator
May freeze and restrict airflow if switch is allowing compressor to remain on too long.

Fig. 5: Misadjusted Thermostatic Switch or Defective Clutch Cycling Switch Gauge Indications
Courtesy of GENERAL MOTORS CORP.

CORRECTION WITH THERMOSTATIC SWITCH

NOTE: If no adjusting screw is provided, the switch is nonadjustable and must be

replaced.

1. Stop engine and turn air conditioner off.

2. Remove components necessary to gain access to thermostatic adjustment screw.
3. Make certain that all wiring is positioned so that no short-circuiting can occur. Connect battery cable so
that engine can be operated while making switch adjustment. Adjust thermostatic switch.

NOTE: A pressure sensing switch is used on most late General Motors models with
accumulator-type systems. It performs the same function as thermostatic
switch.

CORRECTION WITH CLUTCH CYCLING SWITCH

NOTE: Switch is non adjustable and is mounted on a Schrader valve fitting. Therefore,
no system discharge is required.

1. Stop engine and turn air conditioner off.

2. Detach electrical connector from pressure sensing switch at accumulator.
3. Remove pressure sensing switch, and install a new switch.

LOW R-12 CHARGE GAUGE READINGS

Low Side Gauge - Low

High Side Gauge - Low

OTHER SYMPTOMS

Discharge Air - Slightly cool.

Sight Glass - Some bubbles.

Fig. 6: Low R-12 Charge Pressure Gauge Indications

Courtesy of GENERAL MOTORS CORP.

CORRECTION

1. Leak test system.

2. Discharge refrigerant from system, using approved refrigerant recovery/recycling equipment, if necessary
to replace units or lines.
3. Repair leaks.
 4. Check compressor oil level. System may have lost oil due to leakage.
5. Evacuate system using vacuum pump.
6. Charge system with R-12.
7. Operate system and check performance.

VERY LOW R-12 CHARGE GAUGE READINGS

Low Side Gauge - Low

High Side Gauge - Low

OTHER SYMPTOMS

Discharge Air - Warm.

Sight Glass - Clear or Oil Streaks.

Compressor

Operation may have stopped if system is equipped with a refrigerant pressure sensing switch.

Fig. 7: Very Low R-12 Charge Pressure Gauge Indications

Courtesy of GENERAL MOTORS CORP.

CORRECTION
 1. If compressor operation is stopped due to a pressure sensing switch, by-pass switch with jumper wire
until testing and correction are complete.
2. Add a partial refrigerant charge (to at least 50 percent system capacity), then make thorough leak test.
3. Discharge refrigerant from system using approved refrigerant recovery/recycling equipment.
4. Check compressor oil level. System may have lost oil due to leakage.
5. Evacuate system using vacuum pump.
6. Charge system with R-12.
7. Operate system and check performance.

ORIFICE TUBE PLUGGED GAUGE READINGS

Low Side Gauge - Low

High Side Gauge - Low

OTHER SYMPTOMS

Discharge Air - Slightly cool.

Evaporator Inlet Pipe - Sweating or frost build up just ahead of orifice tube.

TESTING

If evaporator inlet pipe after orifice tube and accumulator surface are warm, orifice tube is plugged.

Fig. 8: Orifice Tube Plugged Pressure Gauge Indications

Courtesy of GENERAL MOTORS CORP.
CORRECTION

1. Evacuate system using vacuum pump.

2. Replace orifice tube.
3. Charge system with R-12.
4. Operate system and check performance.

EXPANSION OR "H" VALVE STUCK CLOSED

Low Side Gauge - Low

High Side Gauge - Low

OTHER SYMPTOMS

Discharge Air - Slightly cool.

Evaporator Inlet Pipe - Sweating or frost build up.

TESTING

1. If evaporator inlet is cool to touch, proceed as follows:

a. Set air conditioner for maximum cooling and operate the system.
b. Spray liquid R-12 on head of valve or capillary tube (if equipped). Note low side gauge reading.
Low side gauge should drop into a vacuum.
c. If low side vacuum reading was obtained, warm expansion valve diaphragm chamber with hand,
then repeat test step b.).
d. If expansion valve test indicates valve operation is satisfactory, clean contact surface of evaporator
outlet pipe and temperature sensing bulb. Make sure bulb is securely in contact with pipe.
e. If expansion valve test indicates the valve is defective, discharge the system using approved
refrigerant recovery/recycling equipment, replace expansion valve, and proceed with correction
procedure.
2. If expansion valve inlet shows sweating or frost proceed as follows:
a. Discharge system using approved refrigerant recovery/recycling equipment.
b. Disconnect inlet line at expansion valve. Remove and inspect screen.
c. Clean and replace screen and reconnect inlet line.
d. Proceed with correction procedure.
Fig. 9: Expansion or "H" Valve Stuck Closed Gauge Indications
Courtesy of GENERAL MOTORS CORP.

CORRECTION

1. Evacuate system using vacuum pump.

2. Charge system with R-12.
3. Operate system and check performance.

EXPANSION OR "H" VALVE STUCK OPEN GAUGE READINGS

Low Side Gauge - High

High Side Gauge - High

OTHER SYMPTOMS

Discharge Air - Warm

Evaporator - Sweating or frost.

TESTING

Check for expansion valve stuck open, or incorrect mounting of temperature sensing bulb as follows:

1. Set air conditioner for maximum cooling and operate system several minutes.
2. Spray liquid R-12 on head of valve or capillary bulb, and note low side gauge reading. It should drop into
a vacuum (if not, a stuck open valve or incorrect bulb mounting is indicated). This test may not be
possible on applications where sensing bulb is not accessible.
 3. If low side vacuum reading is obtained, warm expansion valve diaphragm chamber with hand, then repeat
test.

Fig. 10: Expansion or "H" Valve Stuck Open Pressure Gauge Indications
Courtesy of GENERAL MOTORS CORP.

CORRECTION

1. If expansion valve test indicates valve operation is satisfactory, proceed as follows:

a. Clean contact surface of evaporator outlet pipe and temperature sensing bulb, then clamp bulb
securely in contact with pipe and recover with proper insulation tape.
b. Operate system and check performance.
2. If expansion valve test indicates valve is defective, proceed as follows:
a. Discharge system using approved refrigerant recovery/recycling equipment.
b. Replace expansion valve, making sure all contacts are clean and secure.
c. Evacuate system using vacuum pump, then charge system with R-12.
d. Operate system and check performance.

COMPRESSOR MALFUNCTION GAUGE READINGS

Low Side Gauge - High.
High Side Gauge - Low.

OTHER SYMPTOMS

Compressor - Noisy.

Fig. 11: Compressor Malfunction Pressure Gauge Indications

Courtesy of GENERAL MOTORS CORP.

CORRECTION

1. Isolate compressor (if equipped with stem-type service valves) or discharge entire system using approved
refrigerant recovery/recycling equipment.
2. Remove compressor cylinder head and inspect compressor.
a. Replace reed valve plate assembly if necessary.
b. Install cylinder head using NEW gasket.
3. Check compressor oil level.
4. Replace receiver-drier, desiccant or accumulator if:
a. System previously opened.
b. System operated two or more seasons with present unit.
c. Compressor inspection revealed desiccant particles (very fine golden or brown particles).
5. Using vacuum pump, evacuate compressor or entire system (depending on procedure used in step 1).
6. Charge system with R-12.
7. Operate system and check performance.

CONDENSER MALFUNCTION OR R-12 OVERCHARGE GAUGE READINGS

Low Side Gauge - High

High Side Gauge - High

OTHER SYMPTOMS

Discharge Air - Warm.

High Side Lines - Very Hot.

Sight Glass - Bubbles.

Fig. 12: Condenser Malfunction or R-12 Overcharge Pressure Gauge Indications

Courtesy of GENERAL MOTORS CORP.

CORRECTION

1. Check electric cooling fan operation.

 2. Inspect condenser for clogged air passages, bug screen, or other obstructions preventing airflow through
condenser.
3. Inspect condenser mounting for proper radiator clearance. Inspect clutch type fan for proper operation.
Inspect radiator pressure cap for correct type and proper operation.

NOTE: After Making Above Corrections. Operate system and check performance.
If Condition is Not Corrected perform the following:

4. Inspect system for overcharge of refrigerant and correct as follows:

a. Discharge refrigerant, using approved refrigerant recovery/recycling equipment, until stream of
bubbles appears in sight glass and both high and low gauge readings drop below normal.
b. Add R-12 until bubbles disappear and pressures are normal, then add an additional 1/4-1/2 lb. of
refrigerant.
5. Operate system and check performance. If gauge readings are Still Too High:
a. Discharge system using approved refrigerant recovery/recycling equipment, and remove and
inspect condenser to ensure free passage of refrigerant or replace condenser.
b. Replace receiver-drier, desiccant bag or accumulator.
c. Evacuate system using vacuum pump.
d. Charge system with R-12.
e. Operate system and check performance.

ORIFICE TUBE REPLACEMENT

REMOVAL

1. Orifice tube may be located at condenser outlet or evaporator. See appropriate ORIFICE TUBE
LOCATION & REMOVER/INSTALLER ID (PASSENGER CARS) or ORIFICE TUBE
LOCATION & REMOVER/INSTALLER ID (TRUCKS & VANS) table. Discharge refrigerant from
system using approved refrigerant recovery/recycling equipment and disconnect liquid line at evaporator
or condenser.
2. Remove orifice tube using needle nose pliers or proper orifice tube remover/installer. See appropriate
ORIFICE TUBE LOCATION & REMOVER/INSTALLER ID (PASSENGER CARS) or ORIFICE
TUBE LOCATION & REMOVER/INSTALLER ID (TRUCKS & VANS) table.

ORIFICE TUBE LOCATION & TOOL IDENTIFICATION

1991 PASSENGER CARS

ORIFICE TUBE LOCATION & REMOVER/INSTALLER ID (PASSENGER CARS) (1)

Application Orifice Tube Location Orifice Tube Remover/Installer
"A" Body Condenser J-26549-C
"B" Body Condenser J-26549-E
"C" Body Evaporator J-26549-D
"D" Body Evaporator J-26549-D
"E" Body Evaproator J-26549-D
"F" Body Evaporator J-26549-D
"H" Body Condenser J-26549-D
"J" Body Condenser J-26549-89
"K" Body Evaporator J-26549-D
"L" Body Evaporator J-26549-D
"N" Body Condenser J-26549-89
"W" Body Evaporator J-26549-C
"Y" Body Evaporator J-26549-D
(1) Body codes are determined by fourth character of VIN code.

ORIFICE TUBE LOCATION & REMOVER/INSTALLER ID (TRUCKS & VANS) (1)

Application Orifice Tube Location Orifice Tube Remover/Installer
"C" Series Evaporator Not Available
"G" Series Evaporator Not Available
"K" Series Evaporator Not Available
"L" Series Evaporator Not Available
"M" Series Evaporator Not Available
"P" Series Evaporator Not Available
"R" Series Evaporator Not Available
"S" Series Evaporator J-26549-D
"T" Series Evaporator J-26549-D
"U" Series Condenser J-26549-C
"V" Series Evaporator Not Available
(1) Series codes are determined by fifth character of VIN code.

1. If difficulty is encountered during removal of a plugged or restricted orifice tube, remove as much
impacted residue as possible.
2. Using a heat gun, carefully apply heat on inlet pipe. If inlet pipe contains small dimples in the line, apply
heat 1/4" away from the dimples. On all applications, use care not to overheat pipe.

NOTE: If system has a pressure switch near orifice tube location, remove
pressure switch prior to heating the pipe to avoid switch damage.

3. While heat is being applied, install proper orifice tube remover/installer in orifice tube. Use a turning
motion along with a push or pull motion to loosen orifice tube and remove it.

INSTALLATION

1. To install orifice tube, coat pipe area with refrigerant. Lubricate new orifice tube and "O" ring with
refrigeration oil and insert into inlet pipe.
 2. Install orifice tube with shorter screen end first. To complete installation, reverse removal procedure.
Evacuate and recharge system. Test system for proper operation.

REFRIGERANT RECOVERY

CAUTION: If variation is noted in service procedures, follow the manufacturer's

instructions on refrigerant recovery/recycle system.

1. Close both valves on manifold gauge set. Connect manifold gauge set to high and low side service valves.
2. Connect center hose on manifold gauge set to inlet port on Refrigerant Recovery/Recycle System (J-
38100-B). Start engine. Turn A/C on for approximately 2 minutes.

NOTE: Operating A/C for 2 minutes will warm the refrigerant so refrigerant
recovery/recycle system can recover more refrigerant from the system.

3. Shut engine off. Open BOTH valves on manifold gauge set. Open BOTH valves on refrigerant
recovery/recycle system storage tank at the same time.
4. Plug refrigerant recovery/recycle system in and turn power switch on. Depress compressor START
switch and note that the compressor ON light is activated.
5. The refrigerant recovery/recycle system will shut off when a vacuum reading of 17 in. Hg is obtained on
manifold gauge set. Manifold gauge vacuum reading should remain at 17 in. Hg for at least 2 minutes.
6. If reading increases to above zero, refrigerant still remains in the vehicle A/C system. Depress compressor
START switch and operate refrigerant recovery/recycle system through another cycle.
7. Once refrigerant is recovered, open accumulator pressure valve on the refrigerant recovery/recycle system
for 15 seconds. This will pressurize the oil separator so refrigerant oil can be drained.
8. Open OIL DRAIN valve on the refrigerant recovery/recycle system and drain refrigerant oil into a
container. Measure exact amount of oil to be added when system is put back in service.

DISCHARGING A/C SYSTEM

NOTE: Recent findings by the EPA indicate that refrigerant is harmful to the Earth's
protective Ozone layer. When discharging refrigerant, avoid allowing refrigerant
to enter the atmosphere. Refrigerant recovery/recycle system should be used
whenever possible instead of discharging system. Many states now require by
law the use of recovery/recycle systems. Check local laws before proceeding.

General Motors does not provide procedures for discharging of A/C system. To discharge system, follow
procedures for refrigerant recovery using a recovery/recycle system as outlined under REFRIGERANT
RECOVERY .

FLUSHING A/C SYSTEM

1. Manufacturer does not recommend flushing A/C system. If system is contaminated, discharge system
 using approved refrigerant recovery/recycling equipment and install a liquid line filter between condenser
and evaporator.
2. Filter may be an integral part of the line or line may need to be cut and filter installed (non-integral type).
Filters may contain an orifice. See Fig. 13 .
3. Filters with orifice are used when filter is being installed on low pressure side of the orifice tube. Original
orifice tube must be removed if filter with orifice is installed. Filter without the orifice must be installed
on the high pressure side of the orifice tube.
4. To install liquid line filter, discharge A/C system using approved refrigerant recovery/recycling
equipment and remove liquid line. Using a tubing cutter, cut section from liquid line to allow installation
of liquid line filter. Clean all burrs and smooth surfaces.
5. Install nut over the line. Install ferrule on line with small end toward the nut. DO NOT install "O" ring at
this time.
6. Push line into fitting until it bottoms on filter assembly. Tighten nuts on each joint to 11 ft. lbs. (15 N.m).
Disassemble joint assembly.
7. Install new "O" rings, lubricated with refrigeration oil, on the lines. Install filter assembly. Ensure arrow
on filter indicates proper flow of refrigerant. Tighten nuts to 11 ft. lbs. (15 N.m). Evacuate system and
charge system. Check for leaks.
Fig. 13: Exploded View of Liquid Line Filter & Components
Courtesy of GENERAL MOTORS CORP.

CHARGING A/C SYSTEM

NOTE: DO NOT connect high side gauge hose to high side service port. Perform A/C
charging service through low side only.

1. System must be evacuated before charging. With manifold gauge set attached from evacuation procedure,
start engine, but DO NOT turn on A/C. With gauges and R-12 drum (inverted for liquid charging)
connected from evacuation procedure, open low side gauge valve on manifold gauge set. Allow one
pound of R-12 to enter system.
2. When one pound of R-12 has entered system, turn A/C to NORM position with blower on high speed.
Continue charging (liquid charging) until proper amount of R-12 has entered system.
3. Close R-12 drum valve and continue running A/C system for 30 seconds to clear lines and gauges. Turn
off valve on manifold gauge set. With engine running, disconnect low side hose and install service valve
cap at accumulator. Perform leak test procedure.
 D - ADJUSTMENTS - V8

ENGINE PERFORMANCE General Motors On-Vehicle Adjustments

INTRODUCTION

NOTE: Introduction information not available.

ENGINE COMPRESSION
Check engine compression pressure with engine at normal operating temperature and all spark plugs removed.
Ensure throttle plates are wide open and battery is fully charged.

On fuel injected engines, remove fuel pump or ECM fuse. On engines equipped with Direct Ignition System
(DIS), disconnect battery connector from coil. On engines equipped with Integrated Direct Ignition (IDI)
system, remove cover and 11-pin IDI harness connector. On all other engines, disconnect battery terminal from
HEI distributor.

The lowest cylinder reading should not be less than 70 percent of the highest cylinder reading. No cylinder
reading should be less than 100 psi (7 kg/cm2 .

COMPRESSION SPECIFICATIONS
Application Compression Ratio
4.5L (VIN 3) 9.5:1
5.0L (VIN E & F) 9.3:1
5.0L (VIN Y) 8.0:1
5.7L (VIN 7 & 8) 9.3:1
Min. Compression Pressure 100 psi (7 kg/cm2
Max. Variation Between Cylinders Less than 30%

VALVE CLEARANCE

NOTE: All models use hydraulic lifters. No adjustments are required.

IGNITION TIMING

NOTE: Procedures for timing adjustment are for engines equipped with HEI-EST
distributors only. All other models are equipped with either C(3)I, DIS or IDI
ignition system. Timing on these systems is not adjustable

NOTE: Some engines are equipped with a socket for a magnetic probe timing meter,
located 9.5 degrees ATDC. DO NOT use this location for timing with a
conventional timing light.
4.5L (VIN 3)

1. Place transmission in Park. Start engine and warm to normal operating temperature. Turn diagnostic
display, A/C and all accessories off. Connect timing light to No. 1 spark plug wire. Connect tachometer.
2. Ground ALDL test connector, located under driver's side dash. "Set Timing" message should appear on
the Driver Information Center (DIC). This indicates ECM is in set timing mode.
3. Adjust ignition timing to specification. See IGNITION TIMING SPECIFICATIONS table. Tighten
distributor housing and recheck timing. Remove jumper from ALDL test connector.

5.0L (VIN Y)

1. Place transmission in Park. Start and warm engine to normal operating temperature. Turn A/C and all
accessories off. Connect tachometer to engine. Connect timing light to No. 1 spark plug wire.
2. With engine running, ground ALDL test connector, located under driver's side dash. Loosen distributor
hold-down bolt. Set timing to specification. See IGNITION TIMING SPECIFICATIONS table.
Tighten distributor housing and recheck timing. With engine still running, disconnect jumper from ALDL
test connector. If jumper is removed before engine is shut off, no trouble code will be stored).

5.0L (VIN E & F) & 5.7L (VIN 7 & 8)

1. Place transmission in Park. Start and warm engine to normal operating temperature. Turn A/C and all
accessories off. Ensure "SERVICE ENGINE SOON" light is off.
2. Put EST into by-pass mode by unplugging "Set Timing" connector. Connector is a single wire in the
wiring harness near distributor. DO NOT unplug 4-wire connector at distributor.
3. Connect timing light to No. 1 spark wire. Loosen distributor hold-down bolt. Set timing to specification.
See IGNITION TIMING SPECIFICATIONS table. Tighten distributor and recheck timing. Reconnect
"Set Timing" connector. Clear ECM trouble code by momentarily disconnecting ECM power source.

IGNITION TIMING SPECIFICATIONS

Application Degrees BTDC @ RPM
4.5L (VIN 3) (1) 10
5.0L (VIN E) (2) 6 @ 400
5.0L (VIN F) 6 @ 700
5.0L (VIN Y) (3) 20 @ 1100
5.7L (VIN 7) (2) 6 @ 600
5.7L (VIN 8)
A/T (2) 6 @ 400
M/T (4) 6 @ 450
(1) Set timing below 800 RPM in Park.
(2) A/T in Drive.
(3) A/T in Park.
(4) M/T in Neutral.

IDLE SPEED & MIXTURE

NOTE: Idle mixture is controlled by the Electronic Control Module (ECM). Idle mixture
adjustment is not possible on fuel injected models. On carbureted models,
mixture should be adjusted only if vehicle fails emission testing or carburetor
has been disassembled.

COLD (FAST) IDLE RPM (CARBURETED)

5.0L (VIN Y)

1. Engine must be at normal operating temperature with choke fully open. Air cleaner must be installed and
A/C off.
2. Disconnect and plug vacuum hoses at EGR valve. Place cam follower on low step of fast idle cam. Using
a hand-held vacuum pump, apply vacuum to Idle Load Compensator (ILC) to retract ILC plunger. Turn
fast idle screw to set correct fast idle RPM. Adjust fast idle speed within 15 seconds after idle speed
reaches 700 RPM.

FAST IDLE SPEED SPECIFICATIONS

Application RPM (In Drive)
5.0L (VIN Y) 550

V8 IDLE SPEED (CARBURETED)

NOTE: Engine must be running at normal operating temperature and in "Closed Loop"
during idle speed adjustments.

IDLE SPEED WITH IDLE LOAD COMPENSATOR (ILC)

1. Place transmission in Park, set parking brake and block wheels. Remove air cleaner and plug hose to
Thermal Vacuum Valve (TVV). Disconnect and plug hoses to EGR, canister purge port, and ILC.
2. Back out throttle stop screw on carburetor 3 turns. With engine running, A/C off and transmission
selector in Drive and ILC plunger in the fully extended position (no vacuum applied). Adjust plunger to
obtain specified RPM. Hold jam nut on plunger to avoid damaging ILC guide tabs. See IDLE LOAD
COMPENSATOR ADJUSTMENT table.
3. Measure distance from jam nut to tip of plunger. Measurement must not exceed 1" (25.4 mm). If
measurement exceeds 1" (25.4 mm), check for cause of a low idle condition.
4. Reconnect engine vacuum to ILC and observe idle speed. Idle speed should match retracted RPM. See
IDLE LOAD COMPENSATOR ADJUSTMENT table. If idle speed is correct, no further adjustment
of ILC is necessary. If idle speed is not as specified, proceed to next step.
5. Turn engine off and remove ILC. Remove rubber cap from center outlet tube and then remove metal plug
(if equipped) from tube.
 NOTE: It is not necessary to remove idle load compensator if Allen wrench is
modified to clear obstructions.

6. Insert .090" (3/32") hex key wrench through center outlet to engage adjusting screw inside tube. One
complete turn clockwise of screw will increase idle speed about 75-100 RPM. One complete turn
counterclockwise will decrease idle speed about 75-100 RPM.
7. Recheck idle speed with transmission in Drive and closed loop mode. Turn engine off and disconnect
power feed to ECM for 10 seconds. This allows ECM to reset TPS value.

IDLE LOAD COMPENSATOR ADJUSTMENT (RPM)

Application Plunger Retracted Plunger Extended
5.0L (VIN Y) 425-475 650-750

V8 IDLE SPEED (FUEL INJECTED)

MINIMUM IDLE (DEVILLE & FLEETWOOD)

1. Warm engine to normal operating temperature. Turn A/C and all accessories off. Enter diagnostics by
placing the cruise control ON/OFF switch in the ON position and pushing the "OFF" and "WARMER"
buttons on the climate control panel. Check for any trouble codes. See appropriate SELF-DIAGNOSTICS
article in this section for trouble code definitions and diagnostics.
2. Check and adjust engine timing. Cooling fan must not be running during adjustments. Place steering
wheel in straight ahead position and transmission selector in Park. Disable the alternator by grounding the
Green "test" connector, near the alternator. The "NO CHARGE" light should come on.
3. Select ECM "ISC MOTOR" override E.5.3 by pressing the "HI" button. When display shows E.9.5, press
"ECON" and "WARMER" buttons simultaneously. Retract ISC by pressing the "COOLER" button on
climate control panel. Wait a minimum of 20 seconds for ISC plunger to retract.
4. ISC plunger should now be retracted. If plunger still contacts throttle lever, turn plunger in, so it is not
touching. With ISC plunger fully retracted and not touching throttle lever, check minimum idle speed
RPM. See MINIMUM IDLE SPEED table. If idle speed is incorrect, adjust idle speed stop screw.
Proceed to THROTTLE POSITION SENSOR (TPS) in this article to check and adjust TPS if
necessary. Once TPS is adjusted, perform MAXIMUM ISC EXTENSION (DEVILLE &
FLEETWOOD) in this article.

MINIMUM IDLE (ELDORADO & SEVILLE)

1. Warm engine to normal operating temperature. Turn A/C and all accessories off. Enter diagnostics by
pushing the "OFF" and "WARMER" buttons on the climate control panel. Check for any trouble codes.
See appropriate SELF-DIAGNOSTICS article in this section for trouble code definitions and diagnostics.
2. Check and adjust engine timing. Cooling fan must not be running during adjustments. Place steering
wheel in straight ahead position and transmission selector in Park. Select ECM "ISC MOTOR" override
E.S.3. Retract ISC by pressing the "COOLER" button on climate control panel. Wait a minimum of 20
seconds for ISC plunger to retract.
3. ISC plunger should now be retracted. If plunger still contacts throttle lever, turn plunger in, so it is not
touching. With ISC plunger fully retracted and not touching throttle lever, check minimum idle speed
 RPM. See MINIMUM IDLE SPEED table. If idle speed is incorrect, adjust idle speed stop screw.
Proceed to THROTTLE POSITION SENSOR (TPS) in this article to check and adjust TPS if necessary.
Once TPS is adjusted, perform MAXIMUM ISC EXTENSION (ELDORADO & SEVILLE) in this
article.

MINIMUM IDLE SPEED

Application Idle Speed (RPM)
Deville, Eldorado, Fleetwood & Seville 500-550

MAXIMUM ISC EXTENSION (DEVILLE & FLEETWOOD)

1. Prior to adjusting maximum ISC extension, check minimum idle and TPS adjustment. See MINIMUM
IDLE (DEVILLE & FLEETWOOD) and THROTTLE POSITION SENSOR (TPS) in this article.
With igniton on and engine off, select ECM "ISC MOTOR" override E.5.3. Fully extend the ISC motor
by pressing "WARMER" button on the Electronic Control Center (ECC) on dash. Fuel data center should
display E.5.3 and 99 alternately, indicating override function has started.
2. ISC should extend to maximum extend position. With the ISC at maximum extended position, the TPS
voltage should be between 1.15-1.20 volts. If TPS is not within this range, adjust ISC plunger. Adjust ISC
plunger, clockwise or counterclockwise, until TPS parameter reads 1.18 volts.
3. Recheck maximum extend setting. Press "COOLER" button to retract ISC plunger. Wait 5 seconds. Press
"WARMER" button and check TPS voltage. Readjust ISC plunger is necessary.

MAXIMUM ISC EXTENSION (ELDORADO & SEVILLE)

1. Prior to adjusting maximum ISC extension, check minimum idle and TPS adjustment. See MINIMUM
IDLE (ELDORADO & SEVILLE) and THROTTLE POSITION SENSOR (TPS) in this article. With
igniton on and engine off, select ECM "ISC MOTOR" override E.S.3. Fully extend the ISC motor by
pressing "WARMER" button on the Electronic Control Center (ECC) on dash. Fuel data center should
display E.S.3. and 99 alternately, indicating override function has started.
2. ISC should extend to maximum extend position. With the ISC at maximum extended position, ensure
13.0-13.8 degrees is displayed on the Driver Information Center. If TPS is not within this range, adjust
ISC plunger. Adjust ISC plunger, clockwise or counterclockwise, until TPS parameter reads 13.4 degrees
on Driver Information Center.
3. Recheck maximum extend setting. Press "COOLER" button to retract ISC plunger. Wait 5 seconds. Press
"WARMER" button and check TPS voltage. Readjust ISC plunger is necessary.

NOTE: On 5.0L (VIN E & F) and 5.7L (VIN 7 & 8) engines, idle speed is controlled by
ECM and will normally vary. Idle speed adjustment is not normally required. The
following adjustment is for minimum idle speed only.

5.0L (VIN E & F) & 5.7L (VIN 7 & 8)

1. Pierce idle stop screw plug with an awl and remove it. With Idle Air Control (IAC) motor connected,
ground ALDL test connector, under driver's side dash. Disconnect distributor "Set Timing" connector,
located by distributor.
2. Turn ignition on, but DO NOT start engine. Wait 45 seconds. With ignition on, disconnect IAC
 connector. Remove jumper from ALDL test connector and start engine. Allow engine to go into "closed
loop" mode.
3. Adjust idle screw to specifications. See IDLE SPEED table. Turn ignition off and reconnect IAC motor.
Check TPS adjustment. See THROTTLE POSITION SENSOR (TPS) in this article. Start engine and
check for proper idle operation.

IDLE SPEED
Application RPM
5.0L (VIN E) "B" Body 450-500
5.0L (VIN E & F) "F" Body 400-450
5.7L (VIN 7 & 8) "D", "F" & "Y" Bodies 400-450

IDLE MIXTURE

NOTE: Idle mixture adjustment is not required on fuel injected models. On carbureted
models, mixture should be adjusted only if vehicle fails emission testing or
carburetor has been disassembled.

5.0L (VIN Y)

1. Mixture control solenoid must be checked before attempting mixture adjustment. Stop engine. Remove
air cleaner and gasket. Insert Float Gauge (J-34935-1 or BT-8420-A) in "D" shaped hole in air horn (next
to idle air bleed valve cover). Gauge checks float level externally. It may be necessary to grind material
off gauge to allow it to enter hole.
2. With gauge installed, observe that mark on gauge lines up with top of air horn casting. Setting should be
within +/- 2/32" of specified float level setting. See FLOAT LEVEL SPECIFICATIONS table. If float
level is not as specified, remove air horn and adjust float level. If float level is correct, go to next step.
3. Set parking brake and block drive wheels. Disconnect and plug canister purge hose. Connect tachometer
to engine. Check ignition timing and adjust, if necessary.
4. Connect dwell meter positive lead to Green wire from mixture control solenoid in carburetor and negative
lead to ground. Set dwell meter to 6-cylinder scale. Warm engine to normal operating temperature. A
varying dwell should be noted on dwell meter.

NOTE: Engine must be at operating temperature to ensure coolant temperature

sensor and oxygen sensor are functional.

5. With engine idling in Drive or Neutral on manual transmission. Observe dwell reading. If dwell is
moving within a range of 10-50 degrees, no adjustment is necessary. If dwell is fixed at one point or
outside of this range, see appropriate G - TESTS W/ CODES or TESTS W/O CODES article in this
section. If adjustments are necessary, proceed to next step.
6. Stop engine. Cover carburetor air intake and vents with tape. Drill rivet heads on idle air bleed plug
(above primary bores). Remove plug and blow out metal chips and rivet pieces.
7. Install Gauge (J-33815-2 or BT-8253-B) in "D" shaped hole on throttle side of air horn. Position gauge so
upper end is over open cavity next to idle air bleed valve.
 8. Lightly hold gauge down to seat solenoid plunger against its stop. Adjust idle air bleed valve so gauge
will pivot over and just touch top of valve. Remove gauge.
9. Start engine and allow it to reach normal operating temperature. Ensure canister purge hose is
disconnected and plugged. While idling in Drive or Neutral on manual transmission, adjust idle air bleed
valve with screwdriver until dwell varies within 25-35 degree range. Try to get as close to 30 degrees as
possible.

NOTE: Perform Step 9) carefully. Idle air bleed valve is very sensitive in
controlling air/fuel ratios. Idle air bleed valve should be turned in 1/8 turn
increments only.

10. If dwell reading does not vary and is not within 25-35 degree range after this adjustment, it will be
necessary to remove plugs covering idle mixture screws. Remove carburetor for access to air mixture
screws. Using Remover/Installer (J-29030-B or BT-7610-B), remove both idle mixture screws and
springs.
11. Inspect needles for damage. Inspect needle openings for damage or foreign material. Reinstall mixture
screws and springs in throttle body. Using remover/installer, turn both mixture screws clockwise until
lightly seated and then back out evenly.
12. Reinstall carburetor on engine. Start and warm engine to normal operating temperature. Check dwell
reading. If unable to set dwell to 25-35 degrees, and dwell is below 25 degrees, turn both mixture screws
out one turn. If dwell is above 35 degrees, turn both mixture screws in one turn.
13. Readjust idle air bleed valve to obtain dwell limits. Seal idle mixture screws with silicone sealer or RTV.
Mixture control adjustment is complete if dwell at 3000 RPM varies between 10-50 degrees and there is
at least a 300-RPM drop from full rich to full lean.
14. Idle mixture adjustment is complete if closed loop dwell at idle varies between 10-50 degrees and engine
idle is not rough.

FLOAT LEVEL SPECIFICATIONS

Carburetor No. Setting
17086008 11/32"
17086009 14/32"
17088115 11/32"

THROTTLE POSITION SENSOR (TPS)

NOTE: All testing procedures are made with engine at normal operating temperature.
TPS adjustment screw is factory-sealed. No adjustment should be performed
unless indicated by System Performance Check.

THROTTLE POSITION SENSOR (TPS) - 5.0L (CARBURETED)

1. Using a 5/64" drill bit, drill a hole 1/16 - 1/8" (1.6-3.2 mm) deep in plug covering TPS adjustment screw.
DO NOT damage screw head. Start a 1/2" long, No. 8 screw in drilled hole, seating only enough for good
thread engagement. Using a screwdriver, pry against screw to remove plug. Discard plug.
 2. Apply vacuum to Idle Load Compensator (ILC) to retract ILC plunger. Using TPS Wrench (J-28696 or
BT-7967-A), adjust TPS screw to obtain .31-.51 volts on "Scan" tester. If adjustment value cannot be
obtained, replace TPS.
3. Install new plug to seal setting after adjustment. Clear ECM memory if diagnostic trouble code was set
during adjustment.

THROTTLE POSITION SENSOR (TPS) - 4.5L (DEVILLE & FLEETWOOD)

1. Install TPS Jumper Harness (J-38490) and digital volt-ohmmeter (DVOM) between TPS and TPS wiring
harness connector. Warm engine to normal operating temperature. Turn ignition on, engine off. Enter
diagnostics on climate control panel and select ECM override E.5.3. "ISC MOTOR". Press "COOLER"
button to retract ISC motor to minimum idle setting. Adjust if necessary. See MINIMUM IDLE
(DEVILLE & FLEETWOOD) in this article.
2. Loosen TPS screws enough to permit sensor rotation. Open throttle and allow throttle lever to snap shut
against the minimum idle screw. Adjust TPS so voltage reading is between .48-.53 volt. Tighten TPS
mounting screws and recheck voltage.
3. With ignition on, engine off, select ISC motor override E.5.3. Press the "WARMER" button on climate
control panel. The fuel data center should display E.5.3. and 99 alternately, indicating that the override
function has started. The ISC motor will extend to the maximum extended position. Check and adjust
maximum extension as necessary. See MAXIMUM ISC EXTENSION (DEVILLE & FLEETWOOD)
under IDLE SPEED & MIXTURE in this article.
4. Recheck ISC plunger maximum extended setting. Press the "COOLER" button to retract ISC plunger.
Wait 5 seconds. Press "WARMER" button and read TPS voltage. Readjust ISC motor plunger if readings
are not within range.
5. While still in diagnostic mode, turn ignition off. Allow approximately 20 seconds ECM to retract ISC
motor relearn the TPS setting. Re-enter diagnostics and repeat this step. It takes 2 cycles for a successful
TPS learn to occur.

THROTTLE POSITION SENSOR (TPS) - 4.5L (ELDORADO & SEVILLE)

1)Ensure vehicle is at normal operating temperature. Turn ignition on, engine off. Enter diagnostics on climate
control panel and select ECM override E.S.3. "ISC MOTOR". Press "COOLER" button to retract ISC motor to
minimum idle setting. Adjust if necessary. See MINIMUM IDLE (ELDORADO & SEVILLE) in this article.
Enter ECM data parameter ED01 "TPS".

2) Loosen TPS screws enough to permit sensor rotation. Open throttle and allow throttle lever to snap shut
against the minimum idle screw. Adjust TPS so voltage reading of -.5 to +.5 degrees is displayed on the Driver
Information Center). Tighten TPS mounting screws and recheck voltage.

3) With ignition on, engine off, select ISC motor override E.S.3. Press the "WARMER" button on climate
control panel. The fuel data center should display E.S.3. and 99 alternately, indicating that the override function
has started. The ISC motor will extend to the maximum extended position. Check and adjust maximum
extension as necessary. See MAXIMUM ISC EXTENSION (ELDORADO & SEVILLE) under IDLE
SPEED in this article.

4) Recheck ISC plunger maximum extended setting. Press the "COOLER" button to retract ISC plunger. Wait 5
seconds. Press "WARMER" button and read TPS voltage. Readjust ISC motor plunger if readings are not
within range.

5) While still in diagnostic mode, turn ignition off. Allow approximately 20 seconds ECM to retract ISC motor
relearn the TPS setting. Re-enter diagnostics and repeat this step. It takes 2 cycles for a successful TPS learn to
occur.

THROTTLE POSITION SENSOR (TPS) - 5.0L & 5.7L (VIN E, F, 7 & 8)

1. Install 3 jumper wires between TPS and harness connector or use "Scan" tester. With ignition on and
engine off, connect digital volt-ohmmeter (DVOM) to terminals "A" and "B". Loosen TPS adjusting
screws.
2. Adjust TPS to obtain .5 volt with throttle valves closed and 5.0 volts at wide open throttle. Turn ignition
off. Remove jumper wires and connect wiring harness to TPS.

TPS ADJUSTMENT
Application Voltage
4.5L (VIN 3) (1) .48-.53
5.0L (VIN E & F) (2)

5.0L (VIN Y) .40-4.9

5.7L (VIN 7) .50-5.0
5.7L (VIN 8) (2)

(1) At idle RPM.

(2) Not adjustable.

 AIR BAG RESTRAINT SYSTEM

ACCESSORIES & SAFETY EQUIPMENT General Motors Air Bags

DESCRIPTION & OPERATION

WARNING: To avoid injury from accidental air bag deployment, read and carefully
follow all WARNINGS and SERVICE PRECAUTIONS.

SUPPLEMENTAL INFLATABLE RESTRAINT (SIR) SYSTEM

The Supplemental Inflatable Restraint (SIR) system is designed to protect the driver in a frontal collision. The
air bag will deploy only upon frontal or near frontal impact of no more than 30 degrees off the centerline of the
vehicle. The system is not designed to deploy in rear impacts, side impacts or rollovers. A frontal impact of
sufficient severity (comparable to a collision into a solid wall at approximately 14 MPH or more) will cause the
sensors in the vehicle to detect this sudden deceleration. These sensors, in turn, trigger the inflator module.

DIAGNOSTIC ENERGY RESERVE MODULE (DERM)

The Diagnostic Energy Reserve Module (DERM) maintains a 36-Volt Loop Reserve (36VLR) energy supply to
provide deployment energy for approximately 10-14 minutes if the vehicle system voltage is low or is lost in an
accident. In addition, the DERM performs diagnostic monitoring of all system components, stores both current
and past SIR system fault code information, warns the driver of SIR system faults by controlling the
INFLATABLE RESTRAINT indicator light and records SIR system status during a vehicle accident.

INFLATABLE RESTRAINT INDICATOR LIGHT

The INFLATABLE RESTRAINT light in the Driver Information Center (DIC) illuminates for 5 seconds when
ignition is turned on. This indicates SIR system is operational and functioning properly. If light does not
illuminate or does not go out after 5 seconds, a problem is present in the system.

A system problem detected by DERM self-diagnostics will cause the illumination of both the INFLATABLE
RESTRAINT and FASTEN SEAT BELT indicators. The type of malfunction will be stored in the DERM as a
malfunction code. The malfunction code can be read during diagnosis using the INFLATABLE RESTRAINT
indicator light.

ARMING SENSOR

The arming sensor, located in the DERM, provides unnecessary deployment protection. The arming sensor must
close simultaneously with at least one of the front discriminating sensors for the air bag to deploy. The arming
sensor, therefore, prevents sensor faults or other conditions from activating the air bag when deployment is not
required.

The arming sensor is a protective switch located in the power feed side (positive side) of the deployment loop. It
is calibrated to close at low-level velocity changes (lower than discriminating sensors). This ensures inflator
module is connected directly to the 36-Volt Loop Reserve (36VLR) output of the DERM and ignition voltage
when either of the discriminating sensors close.
DISCRIMINATING SENSORS

There are 2 forward discriminating sensors in the SIR system. One is located on the left side frame rail near the
battery and the other is on the right side frame rail near the Heating, Ventilation and Air Conditioning (HVAC)
blower fan housing. Both discriminating sensors are wired in parallel on the ground side of the deployment
loop. These sensors are calibrated to close when deceleration velocity changes are severe enough to warrant
deployment.

The sensors consist of a sensing element, a normally open switch contacts and a diagnostic resistor. The sensing
element closes the normally open switch contacts when the vehicle velocity changes are severe enough to
warrant deployment.

SIR COIL ASSEMBLY

The SIR coil assembly consists of 2 current-carrying coils. It is installed in the steering column and allows
rotation of the steering wheel while maintaining continuous (directly wired) contact of the deployment loop
through the inflator module. The SIR system does not use slip rings to transmit current from the column to the
steering wheel.

Gold-plated terminals and a shorting bar are used on the coil assembly lower steering column Yellow
connector. The shorting bar shorts the circuits to the main coil and inflator module when the lower steering
column connector is disconnected. This shorts the circuit to the inflator module, preventing unwanted
deployment of the air bag when servicing the steering column or other SIR components.

INFLATOR MODULE

When the vehicle is in an accident of sufficient force to simultaneously close the arming sensor in the DERM
and at least one discriminating sensor, nitrogen gas inflates the air bag packed inside the steering wheel hub.
The air bag inflates and deploys in less than 1/20 of a second. As the driver contacts the air bag, the gas is
vented and deflation occurs.

SERVICE PRECAUTIONS

NOTE: These precautions should be observed when working with air bag systems:

Disable air bag system before servicing any air bag system or steering column component. Failure to do
this could result in accidental air bag deployment and possible personal injury. See DISABLING &
ACTIVATING AIR BAG SYSTEM .
After an accident, all SIR components, including harness and brackets, must be inspected. If any
components are damaged or bent, they must be replaced, even if a deployment did not occur. Check
steering column, knee bolster, instrument panel steering column reinforcement plate and lower brace for
damage. DO NOT service DERM, arming sensor, inflator module, coil assembly or discriminating
sensors. If these components are damaged or defective, replacement is necessary.
After repairs, turn ignition on from passenger side of vehicle in case of accidental air bag deployment.
Ensure INFLATABLE RESTRAINT indicator light is working properly and no system faults are
indicated. See TESTING - SYSTEM OPERATION CHECK .
 Always wear safety glasses when servicing or handling an air bag.
Inflator module must be stored in its original special container until used for service. It must be stored in a
clean, dry place, away from sources of extreme heat, sparks and high electrical energy.
When placing a live inflator module on a bench or other surface, always face air bag and trim cover up,
away from surface. This will reduce motion of module if accidentally deployed.
After deployment, air bag surface may contain deposits of sodium hydroxide, which can irritate skin.
Always wear safety glasses, rubber gloves and long-sleeved shirt during clean- up, and wash hands using
mild soap and water. Follow correct disposal procedures. See DISPOSAL PROCEDURES .
At no time should any electrical source be allowed near inflator on back of inflator module.
When carrying a live inflator module, trim cover should be pointed away from your body to minimize
injury in case of accidental deployment.
DO NOT probe a wire through insulator; this will damage it and eventually cause failure due to
corrosion.
SIR coil assembly must be replaced whenever air bag deploys.
When performing electrical tests, prevent accidental shorting of terminals. Such mistakes can damage
fuses or components and may cause a second fault code to set, making diagnosis of original problem
more difficult.
When using diagnostic charts to diagnose air bag system, under no circumstances should a
volt/ohmmeter, test light or any type of electrical equipment not specified by manufacturer be used. See
SPECIAL TOOLS .
If air bag system is not fully functional for any reason, vehicle should not be driven until system is
repaired. DO NOT remove bulbs, modules, sensors or other components or in any way disable system
from operating normally. If air bag system is not functional, park vehicle until repairs can be made.

SPECIAL TOOLS

To avoid deployment when working on SIR system, DO NOT use electrical test equipment such as test lights,
battery or A/C-powered volt/ohmmeter, or any type of electrical equipment not specified by manufacturer. See
SIR RECOMMENDED TOOLS table.

SIR RECOMMENDED TOOLS

Tool Name Tool Number
Connector Test Adapter Kit (1) J-37808-10
Digital Volt/Ohmmeter J-3429-A
Inflator Module Load Tester J-37808
Wire Repair Kit J-38125-A
(1) Adapter kit for use with Connector Test Adapter Kit (J-35616) and DVOM (J-34029-A).

POST-COLLISION INSPECTION
When a vehicle has been involved in a collision, certain components of the passive restraint system must be
inspected or replaced. See PASSIVE RESTRAINT SYSTEM INSPECTION article in the GENERAL
INFORMATION section for post-collision inspection information.
ADJUSTMENTS
CENTERING COIL ASSEMBLY

1. If coil assembly has been removed from steering column and is being reinstalled, go to step 2). New coil
assemblies are provided precentered and include a Blue plastic tab, which is snapped off once coil is
installed.
2. Ensure front wheels face straight-ahead when installing or removing a coil assembly. If coil is removed
without wheels in straight-ahead position and steering wheel has not been moved, same coil can be
reinstalled if coil hub also has not been rotated.
3. Hold coil assembly with clear bottom upward to see coil ribbon. While holding coil assembly housing,
depress spring lock and rotate hub in direction of arrow until it stops. See Fig. 1 .
4. Coil assembly should now be wound up snug against center hub. Rotate coil assembly hub in opposite
direction approximately 3 turns. Release spring lock between locking tabs in front of arrow.

Fig. 1: Installing SIR Coil Assembly

Courtesy of GENERAL MOTORS CORP.
DISABLING & ACTIVATING AIR BAG SYSTEM

WARNING: Wait about 10 minutes after disabling air bag system before servicing.
System maintains air bag system voltage for about 10 minutes. Servicing
air bag system before 10-minute period may cause accidental air bag
deployment and possible personal injury.

1. To disable air bag system, turn ignition switch to OFF position. Remove left sound insulator. Disconnect
Yellow 2-pin SIR coil connector at base of steering column. See Fig. 2 . Install Inflator Module Load
Tester (J-37808). All connectors used on SIR system use Connector Position Assurance (CPA) clips to
ensure connector retention.

Fig. 2: Identifying Yellow 2-Pin SIR Coil Connector at Steering Column

Courtesy of GENERAL MOTORS CORP.

2. To activate air bag system, turn ignition switch to OFF position. Remove Inflator Module Load Tester.
Reconnect Yellow 2-pin SIR coil connector and Connector Position Assurance (CPA) clip at base of
steering column. Install left sound insulator. Turn ignition switch to RUN position. Observe
INFLATABLE RESTRAINT indicator light. See TESTING - SYSTEM OPERATION CHECK .

DISPOSAL PROCEDURES
DEPLOYED AIR BAG
Deployed inflator modules can be disposed of as would any other part. Handle inflator module with gloves, and
wear safety glasses.

UNDEPLOYED AIR BAG

Undeployed inflator modules must NOT be disposed of at normal refuse locations. Undeployed inflator
modules contain substances which can cause illness or injury if handled improperly. Disposal of inflator module
in any manner inconsistent with proper procedures may be a violation of federal, state and/or local laws. If
possible, deploy inflator module in vehicle. See SCRAPPED VEHICLE .

Transportation of undeployed inflator modules is regulated by hazardous materials regulations of Department of

Transportation (DOT) and most state governments. Special shipping procedures are required. Repair shops
should check with hazardous material section of their respective state governments for applicable shipping
requirements.

SCRAPPED VEHICLE

Some vehicles which have to be scrapped may have an undeployed SIR module. Follow these procedures when
scrapping a vehicle with an undeployed module:

1. Before proceeding, follow air bag service precautions. See SERVICE PRECAUTIONS . Turn ignition
switch to OFF position. Remove SIR fuse. Disconnect Yellow 2-pin SIR coil connector at base of
steering column. Cut harness side of SIR wiring approximately 3-6" from Yellow 2-pin SIR coil
connector.
2. Splice 2 wires at least 20 feet long to wiring cut from SIR harness. Connect Yellow 2-pin SIR coil
connector.
3. Ensure inflator module is secured to steering wheel. Remove all loose objects from front seat, and ensure
no one is in vehicle. Stretch wires as far away from car as possible.
4. Connect wires to a 12-volt battery. Air bag should deploy. DO NOT touch inflator module area for 20
minutes due to heat generated during deployment.

REMOVAL & INSTALLATION

DIAGNOSTIC ENERGY RESERVE MODULE (DERM)

WARNING: Failure to follow air bag service precautions may result in air bag
deployment and personal injury. See SERVICE PRECAUTIONS .

NOTE: After component replacement, always perform a system operation check to

ensure proper system operation. See TESTING - SYSTEM OPERATION CHECK .

Removal

1. Before proceeding, follow air bag service precautions. See SERVICE PRECAUTIONS . Disable air bag
system. See DISABLING & ACTIVATING AIR BAG SYSTEM .
2. Remove console trim plate and instrument panel trim plate. Remove radio control head. Remove 2 upper
left console side trim panel screws. Flip panel down to access DERM area. Remove knee bolster from
under steering column.
3. Remove 4 inner knee bolster bracket-to-console bracket bolts and remove bracket. Remove right seat and
right console trim panel. Remove 12 left instrument panel inner knee bolster bracket fasteners. See Fig.
3 . Remove 2 nuts on right side of instrument panel bracket retaining DERM mounting bracket to right
side of instrument panel bracket.

Fig. 3: Exploded View of DERM Mounting Components

Courtesy of GENERAL MOTORS CORP.

4. Remove left forward discriminating sensor connector from retaining clip. Disconnect connector from
DERM. Cut DERM side to left front sensor lead at least 6" from connector. Remove right forward
discriminating sensor connector from retaining clip, and disconnect connector. Remove DERM-to-
instrument panel harness, Connector Positive Assurance (CPA) clip and connector. Pulling cut end of left
sensor harness through instrument panel area, remove DERM and mounting bracket from vehicle.
Disassemble DERM from mounting bracket. See Fig. 4 .
Fig. 4: Identifying DERM Mounting Bracket & Connector
Courtesy of GENERAL MOTORS CORP.

Installation

1. Using new nuts, assemble DERM to mounting bracket. Install DERM and mounting bracket assembly
into vehicle. Route right front sensor lead and DERM-to-instrument panel harness. Connect instrument
harness connector, and install CPA. Install and tighten 2 new DERM mounting bracket-to-right
instrument panel bracket retaining nuts. See TORQUE SPECIFICATIONS .
2. Connect right front sensor connector, and clip CPA into retaining clip. Route DERM-to-left front sensor
lead above steering column support bracket, and position harness behind support bracket lip. See Fig. 5 .
Using tie strap, secure left front sensor harness to large instrument panel wiring bundle on both sides of
steering column. See Fig. 6 .

Fig. 5: Routing DERM-to-Left Front Sensor Harness (Rear View)

Courtesy of GENERAL MOTORS CORP.
 Fig. 6: Routing DERM-to-Left Front Sensor Harness (Front View)
Courtesy of GENERAL MOTORS CORP.

3. Connect DERM-to-sensor harness to left front sensor connector. See Fig. 7 . Install CPA clip. Install left
instrument panel inner knee bolster bracket and 12 fasteners.
4. To complete installation, reverse removal procedure. Tighten all nuts and bolts. See TORQUE
SPECIFICATIONS . Reactivate air bag system. See DISABLING & ACTIVATING AIR BAG
SYSTEM . Check AIR BAG indicator light to ensure system is functioning properly. See TESTING -
SYSTEM OPERATION CHECK .
Fig. 7: Routing DERM-to-Left Front Sensor Harness (Side View)
Courtesy of GENERAL MOTORS CORP.

FRONT DISCRIMINATING SENSORS

Removal (Left Front Discriminating Sensor)

1. Before proceeding, follow air bag service precautions. See SERVICE PRECAUTIONS . Disable air bag
system. See DISABLING & ACTIVATING AIR BAG SYSTEM .
2. Disconnect and remove battery. Disconnect and support Electronic Control Module (ECM). Remove
sensor mounting bolts. Disconnect sensor electrical connection, and remove sensor from vehicle. See Fig.
8.
Fig. 8: Removing Left Front Sensor
Courtesy of GENERAL MOTORS CORP.

Installation

1. To install sensor, reverse removal procedure. Ensure sensor is installed with arrow pointing toward front
of vehicle. Tighten sensor front attaching bolt to 19 ft. lbs. (25 N.m).
2. Tighten sensor rear attaching bolt to 125 INCH lbs. (14 N.m). Reactivate air bag system. See
DISABLING & ACTIVATING AIR BAG SYSTEM . Check AIR BAG indicator light to ensure
system is functioning properly. See TESTING - SYSTEM OPERATION CHECK .

Removal (Right Front Discriminating Sensor)

 1. Before proceeding, follow air bag service precautions. See SERVICE PRECAUTIONS . Disable air bag
system. See DISABLING & ACTIVATING AIR BAG SYSTEM .
2. Remove 6 right front rocker panel retaining screws. Remove right front fender (gill panel) retaining bolts,
and remove fender. Peel back rear portion of wheelhouse-to-hood seal.
3. Remove right lower wheelhouse retaining bolts, and remove lower wheelhouse. Remove 2 front
windshield washer reservoir retaining bolts. Loosen remaining washer reservoir bolt, and rotate reservoir
to access sensor. Remove sensor mounting bolts. Disconnect electrical connector from sensor, and
remove sensor from vehicle. See Fig. 9 .

Fig. 9: Removing Right Front Sensor

Courtesy of GENERAL MOTORS CORP.

Installation

1. To install sensor, reverse removal procedure. Ensure sensor is installed with arrow pointing toward front
of vehicle. Tighten sensor front attaching bolt to 19 ft. lbs. (25 N.m).
2. Tighten sensor rear attaching bolt to 125 INCH lbs. (14 N.m). Reactivate air bag system. See
 DISABLING & ACTIVATING AIR BAG SYSTEM . Check AIR BAG indicator light to ensure
system is functioning properly. See TESTING - SYSTEM OPERATION CHECK .

SIR COIL ASSEMBLY

CAUTION: Front wheels of vehicle must be in straight-ahead position before

beginning service. Failure to do so can result in coil assembly being
removed without being centered. Reinstalling coil assembly under such
circumstances will cause ribbon in coil assembly to break when steering
wheel is turned fully in one direction. Ensure ignition switch is always in
LOCK position to prevent wheel from turning and uncentering coil
assembly. To recenter coil assembly, see ADJUSTMENTS .

Removal

1. Before proceeding, follow air bag service precautions. See SERVICE PRECAUTIONS . Disable air bag
system. See DISABLING & ACTIVATING AIR BAG SYSTEM .
2. Remove inflator module. See INFLATOR MODULE . Remove horn contact wire. Remove SIR coil
assembly retaining ring. Remove SIR coil from shaft and allow to hang freely. Remove wave washer
from steering shaft.
3. Using Shaft Lock Remover (J-23653), depress shaft lock plate and remove shaft lock retaining ring.
Remove shaft lock plate, turn signal canceling cam, upper bearing spring, upper bearing inner race seat
and inner race. See Fig. 10 .

Fig. 10: Exploded View of Upper Steering Column Components

Courtesy of GENERAL MOTORS CORP.
 4. Position turn signal to right turn position. Remove multifunction lever. Remove column housing cover
end cap by pulling rearward (toward front of vehicle). Remove electrical harness connector and grommet.
5. Pull multifunction lever toward driver's door to release detent. Remove screw and signal switch arm. See
Fig. 11 . Remove turn signal switch screws, hazard knob assembly and turn signal switch. Allow switch
to hang freely.

Fig. 11: Removing Turn Signal Switch

Courtesy of GENERAL MOTORS CORP.

6. Disconnect Yellow connector shroud from Black terminal connector. Remove wiring protector, and
carefully pull wire through housing shroud, column and lock housing cover.

Installation

1. Install coil assembly wire through lock housing cover, column housing and housing shroud. Allow coil to
hang freely. Ensure slack is not present in coil assembly wire in steering column, otherwise coil assembly
wire damage may occur.
2. Install connector shroud to terminal connector. Install turn signal switch, and tighten screws to 30 INCH
lbs. (3.4 N.m). Install wiring protector, hazard knob assembly, multifunction lever, upper bearing spring,
turn signal canceling cam assembly and shaft lock plate.

NOTE: If shaft lock retaining ring is damaged or deformed, replacement is

necessary.

3. Align shaft lock plate retaining ring to block tooth on shaft. Depress shaft lock plate and install shaft lock
 plate retaining ring. Ensure SIR coil hub is centered.
4. Set steering shaft so block teeth on upper steering shaft are at 12 o'clock and 6 o'clock positions. With
wheels on vehicle straight ahead, turn ignition switch to LOCK position to avoid coil assembly damage.

NOTE: Coil assembly will become uncentered if column is separated from

steering gear and is allowed to rotate or if centering spring is depressed,
allowing hub to rotate while coil is removed from column.

5. Install wave washer. Using horn tower on canceling cam inner ring and projections on outer ring for
alignment, install coil. Install coil retaining ring. Gently pull lower coil assembly wire to remove any wire
kinks inside column.
6. To complete installation, reverse removal procedure. Check INFLATABLE RESTRAINT indicator light
to ensure system is functioning properly. See TESTING - SYSTEM OPERATION CHECK .

INFLATOR MODULE

Removal

1. Before proceeding, follow air bag service precautions. See SERVICE PRECAUTIONS . Disable air bag
system. See DISABLING & ACTIVATING AIR BAG SYSTEM .
2. Remove screws from underside of steering wheel retaining inflator module to steering wheel. Remove
inflator module from steering wheel. Remove SIR coil electrical connector at inflator module.

Installation

1. Install horn contact and steering wheel inflator module connector. Install inflator module to steering
wheel with new screws tightened to 87 INCH lbs. (9.7 N.m).
2. To complete installation, reverse removal procedure. Check INFLATABLE RESTRAINT indicator light
to ensure system is functioning properly. See TESTING - SYSTEM OPERATION CHECK .

TESTING - SYSTEM OPERATION CHECK

If system is functioning normally, INFLATABLE RESTRAINT indicator light will illuminate for
approximately 5 seconds, then turn off when ignition switch is turned to ON position. Observe INFLATABLE
RESTRAINT light for next 100 seconds (with ignition still in ON position). If INFLATABLE RESTRAINT
light illuminates during this period, a problem exists in SIR system.

SELF-DIAGNOSTIC SYSTEM

WARNING: Always follow air bag service precautions to avoid accidental air bag
deployment and possible personal injury. See SERVICE PRECAUTIONS .

NOTE: After component replacement, perform a system operational check to ensure

proper system operation. See TESTING - SYSTEM OPERATION CHECK .
TROUBLE CODES

DERM provides a record of trouble codes stored according to type of malfunction. Fault codes set as a result of
system fault or circuit failure. Fault codes cause INFLATABLE RESTRAINT indicator light to remain
illuminated until repairs are made. Codes are then erased. Deployment codes set as a result of accident detection
(Codes 52, 53 and 54). These codes cannot be erased.

FLASH CODE DIAGNOSTICS

Flash code diagnostics can only be used to read stored trouble codes. Flash code diagnosis is enabled by
grounding terminal "K" of Assembly Line Diagnostic Link (ALDL) connector with ignition switch in OFF, then
ON position. Grounding ALDL connector terminal "K" signals DERM to enter flash code diagnostic display
mode. See Fig. 12 .

DERM identifies 2-digit trouble codes by activating INFLATABLE RESTRAINT indicator via a lamp driver at
SIR indicator output terminal. Each code displayed will consist of a number of flashes representing tens for first
digit, a 1/2 second pause and a number of flashes representing ones for second digit of code. Each code is
flashed once before moving on to next code. After all codes have been displayed, entire code sequence will
continuously repeat until ground is removed from ALDL connector terminal "K".

A special code (Code 12) exists when reading flash code mode. Code 12 will always be first code displayed
when flash code mode is entered. Code 12 does not indicate a fault; it indicates flash code mode has been
enabled. If there are no current or history codes present, DERM will display Code 12 until ground is removed
from ALDL connector at terminal "K".

READING TROUBLE CODES

Turn ignition switch to OFF position. Ground ALDL terminal "K" to "A". See Fig. 12 . Turn ignition switch to
ON position. Flashes of INFLATABLE RESTRAINT indicator light will correspond to digits of 2-digit fault
codes. Code 12 will be displayed 3 times, followed by any other stored code. Each fault code will be displayed
3 times. If more than one code is stored, codes will be displayed in numerical order. After codes are displayed,
cycle will repeat itself beginning with Code 12.

CLEARING TROUBLE CODES

NOTE: After problem has been repaired, trouble codes can be cleared by performing
following:

Ground ALDL terminal "K" to "A".

Turn ignition switch to ON position.
When first flash of INFLATABLE RESTRAINT indicator occurs, unground ALDL terminal "K" for 3
seconds.
After ungrounding ALDL terminal "K" as described above, ground it again for 3 seconds.
Unground ALDL terminal "K", wait 10 seconds and then turn ignition switch to OFF position.
After codes have cleared, perform a system operational check to ensure proper system operation. See
TESTING - SYSTEM OPERATION CHECK .
NOTE: Codes 52, 53 and 54 cannot be cleared using this procedure. If these codes are
stored, INFLATABLE RESTRAINT light will illuminate continuously.

DIAGNOSTIC PROCEDURE

1. SIR system diagnostic check should always be starting point of SIR diagnostics. See SIR DIAGNOSTIC
SYSTEM CHECK under SYMPTOM TESTING - DIAGNOSTIC CHARTS. SIR DIAGNOSTIC
SYSTEM CHECK checks for proper INFLATABLE RESTRAINT indicator light operation and SIR
trouble codes using Flash Code and Scan tool methods.
2. SIR DIAGNOSTIC SYSTEM CHECK will lead to correct diagnostic chart to diagnose SIR problems.
Always perform SIR DIAGNOSTIC SYSTEM CHECK after repair or diagnostic procedures to ensure
repair is correct and no other problems are present.

SYMPTOM TESTING - DIAGNOSTIC CHARTS

SIR DIAGNOSTIC SYSTEM CHECK

Description

Diagnostic procedures used in this section are designed to find and repair SIR problems. For best results, utilize
diagnostic charts, and follow sequence listed below:

A) Perform SIR DIAGNOSTIC SYSTEM CHECK. SIR DIAGNOSTIC SYSTEM CHECK should be
start of any SIR diagnosis. SIR DIAGNOSTIC SYSTEM CHECK checks for proper INFLATABLE
RESTRAINT indicator operation and for SIR trouble codes using flash code diagnosis over
INFLATABLE RESTRAINT indicator light.
B) Refer to diagnostic chart as directed by SIR DIAGNOSTIC SYSTEM CHECK. SIR DIAGNOSTIC
SYSTEM CHECK will lead to correct chart to diagnose any SIR problems. By-passing these procedures
may result in extended diagnostic time.
C) Repeat SIR DIAGNOSTIC SYSTEM CHECK after any repair or diagnostic procedures are
performed. Repeating SIR DIAGNOSTIC SYSTEM CHECK will ensure repair was made correctly and
no other conditions exist.

When ignition is first turned on, system voltage is applied through SIR fuse to IGNITION FEED INPUT and
through CLUSTER fuse to INFLATABLE RESTRAINT indicator. DERM feeds system power through ECM
fuse to ECM. Therefore, ECM can only receive power if DERM is properly connected to instrument panel
harness.

When power is applied to DERM, it responds by illuminating INFLATABLE RESTRAINT indicator 5 seconds
if no fault codes have been stored. If DERM has fault codes in memory, it illuminates both INFLATABLE
RESTRAINT and FASTEN SEAT BELT indicators continuously. DERM has an internal lamp driver for
INFLATABLE RESTRAINT indicator. FASTEN SEAT BELT output of DERM is connected to Central
Control Module (CCM), which actually drives FASTEN SEAT BELT indicator.

When engine is being cranked, system voltage is applied to DERM at CRANK SIGNAL input. If no fault codes
are stored and system power is removed from CRANK SIGNAL input, DERM will reset and again illuminate
INFLATABLE RESTRAINT indicator 5 seconds.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Checks status of INFLATABLE RESTRAINT indicator. INFLATABLE RESTRAINT indicator should

illuminate 5 seconds and then turn off. If indicator does not respond correctly, either DERM has a fault
code stored in memory or there is a fault in indicator circuit.
2. Verifies any fault codes which have been cleared do not still exist. If a fault exists but no codes are in
memory when DERM is powered up, INFLATABLE RESTRAINT indicator will illuminate 5 seconds
and then go out. DERM will then perform tests on all circuits and may take up to 100 seconds to
recognize a fault. If a fault is detected, DERM will illuminate both INFLATABLE RESTRAINT and
FASTEN SEAT BELT indicators and store fault code in memory.
3. Checks CRANK SIGNAL input. As engine is cranked, system voltage is applied to CRANK SIGNAL
input of DERM. If no fault codes are in memory, DERM will reset after CRANK SIGNAL input goes
low. DERM responds by illuminating INFLATABLE RESTRAINT indicator for 5 seconds after reset. If
indicator does not respond correctly, go to CHART C, INFLATABLE RESTRAINT INDICATOR DOES
NOT COME ON AFTER CRANK to diagnose CRANK SIGNAL input malfunction. Fig. 12.

Fig. 12: SIR Diagnostic System Check

Courtesy of GENERAL MOTORS CORP.
CHART A, INFLATABLE RESTRAINT INDICATOR ON CONTINUOUSLY

Description

When power is applied to DERM, it responds by illuminating INFLATABLE RESTRAINT indicator 5 seconds
if no fault codes have been stored. If DERM has fault codes in memory, it illuminates both INFLATABLE
RESTRAINT and FASTEN SEAT BELT indicators continuously. DERM has an internal lamp driver for
INFLATABLE RESTRAINT indicator. FASTEN SEAT BELT output of DERM is connected to Central
Control Module (CCM), which drives FASTEN SEAT BELT indicator.

When engine is being cranked, system voltage is applied to DERM at CRANK SIGNAL input. If no fault codes
are stored and system power is removed from CRANK SIGNAL input, DERM will reset and again illuminate
INFLATABLE RESTRAINT indicator 5 seconds.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Checks for a problem in indicator circuit. If INFLATABLE RESTRAINT indicator is on continuously,

there is a short to ground in circuit No. 358.
2. Checks for stored fault codes.
3. Codes 52, 53 and 54 cannot be cleared and will cause indicator light to stay on continuously.
4. Test determines whether a short to ground in circuit No. 358, which was found in step 1), is in instrument
panel harness, DERM harness or DERM itself.
Fig. 13: Chart A - Inflatable Restraint Indicator On Continuously
Courtesy of GENERAL MOTORS CORP.

CHART B, INFLATABLE RESTRAINT INDICATOR DOES NOT COME ON

Description

When power is applied to DERM, it responds by illuminating INFLATABLE RESTRAINT indicator 5 seconds
if no fault codes have been stored. If DERM has fault codes in memory, it illuminates both INFLATABLE
RESTRAINT and FASTEN SEAT BELT indicators continuously. DERM has an internal lamp driver for
INFLATABLE RESTRAINT indicator. FASTEN SEAT BELT output of DERM is connected to Central
Control Module (CCM), which actually drives FASTEN SEAT BELT indicator.

When engine is being cranked, system voltage is applied to DERM at CRANK SIGNAL input. If no fault codes
are stored and system power is removed from CRANK SIGNAL input, DERM will reset and again illuminate
INFLATABLE RESTRAINT indicator 5 seconds.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Checks if power is available to illuminate indicator light.

2. Checks if bulb is okay.
 3. Checks for an open in circuit No. 139.
4. Checks for an open in indicator circuit internal to Driver Information Center (DIC).
5. Checks for an open in circuit No. 358 in instrument panel harness.

Fig. 14: Chart B - Inflatable Restraint Indicator Does Not Come On

Courtesy of GENERAL MOTORS CORP.
CHART C, INFLATABLE RESTRAINT INDICATOR DOES NOT COME ON AFTER CRANK

Description

When power is applied to DERM, it responds by illuminating INFLATABLE RESTRAINT indicator 5 seconds
if no fault codes have been stored. If DERM has fault codes in memory, it illuminates both INFLATABLE
RESTRAINT and FASTEN SEAT BELT indicators continuously. DERM has an internal lamp driver for
INFLATABLE RESTRAINT indicator. FASTEN SEAT BELT output of DERM is connected to Central
Control Module (CCM), which actually drives FASTEN SEAT BELT indicator.

When engine is being cranked, system voltage is applied to DERM at CRANK SIGNAL input. If no fault codes
are stored and system power is removed from CRANK SIGNAL input, DERM will reset and again illuminate
INFLATABLE RESTRAINT indicator 5 seconds.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Checks if CRANK signal voltage is getting to instrument panel harness-to-DERM harness connector.
2. Checks if DERM or instrument panel harness circuit No. 5 is at fault.

Fig. 15: Chart C - Inflatable Restraint Indicator Does Not Come On After Crank
Courtesy of GENERAL MOTORS CORP.

CODE 14, FRONT SENSOR NO. 1 (LEFT) CIRCUIT SHORTED TO GROUND

Description
In an accident of sufficient force, front discriminating sensor switch closes, providing a path to ground for
deployment loop circuit. Sensor contains additional circuitry used by DERM for diagnosis.

If DERM measures less than a certain resistance value between either sensor feed line and ground or diagnostic
return line and ground, Code 14 will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. This step is essential to ensure ground between sensor case and frame rail is in good condition.
2. Checks if sensor and wiring are within correct specifications. If sensor and wiring are okay, fault must be
in DERM or DERM wiring.

Fig. 16: Code 14 - Front Sensor No. 1 (Left) Circuit Shorted To Ground
Courtesy of GENERAL MOTORS CORP.

CODE 15, FRONT SENSOR NO. 1 (LEFT) OPEN CIRCUIT

Description
In an accident of sufficient force, front discriminating sensor switch closes, providing a path to ground for
deployment loop circuit. Sensor contains additional circuitry used by DERM for diagnosis.

If DERM measures more than a certain resistance value between either sensor feed line and ground or
diagnostic return line and ground, Code 15 will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. This step is essential to ensure ground between sensor case and frame rail is in good condition.
2. Checks if sensor and wiring are within correct specifications. If sensor and wiring are okay, fault must be
in DERM or DERM wiring.

Fig. 17: Code 15 - Front Sensor No. 1 (Left) Open Circuit

Courtesy of GENERAL MOTORS CORP.
CODE 16, FRONT SENSOR NO. 1 (LEFT) SENSOR FAULT

Description

In an accident of sufficient force, front discriminating sensor switch closes, providing a path to ground for
deployment loop circuit. Sensor contains additional circuitry used by DERM for diagnosis.

If DERM measures more than a certain resistance value between redundant ground circuit and DERM ground,
Code 16 will set. Code 16 will also set if DERM measures less than a certain resistance between sensor feed
circuit and battery voltage or diagnostic return circuit and battery voltage.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. This step is essential to ensure ground between sensor case and frame rail is in good condition.
2. Checks if sensor and wiring are within correct specifications. If sensor and wiring are okay, fault must be
in DERM or DERM wiring.
Fig. 18: Code 16 - Front Sensor No. 1 (Left) Sensor Fault
Courtesy of GENERAL MOTORS CORP.

CODE 24, FRONT SENSOR NO. 2 (RIGHT) CIRCUIT SHORTED TO GROUND

Description

In an accident of sufficient force, front discriminating sensor switch closes, providing a path to ground for
deployment loop circuit. Sensor contains additional circuitry used by DERM for diagnosis.

If DERM measures less than a certain resistance value between either sensor feed line and ground or diagnostic
return line and ground, Code 24 will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .
 1. This step is essential to ensure ground between sensor case and frame rail is in good condition.
2. Checks if sensor and wiring are within correct specifications. If sensor and wiring are okay, fault must be
in DERM or DERM wiring.

Fig. 19: Code 24 - Front Sensor No. 2 (Right) Circuit Shorted To Ground
Courtesy of GENERAL MOTORS CORP.

CODE 25, FRONT SENSOR NO. 2 (RIGHT) OPEN CIRCUIT

Description

In an accident of sufficient force, front discriminating sensor switch closes, providing a path to ground for
deployment loop circuit. Sensor contains additional circuitry used by DERM for diagnosis.

If DERM measures more than a certain resistance value between either sensor feed line and ground or
diagnostic return line and ground, Code 25 will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
 identification, see WIRING DIAGRAM .

1. This step is essential to ensure ground between sensor case and frame rail is in good condition.
2. Checks if sensor and wiring are within correct specifications. If sensor and wiring are okay, fault must be
in DERM or DERM wiring.

Fig. 20: Code 25 - Front Sensor No. 2 (Right) Open Circuit

Courtesy of GENERAL MOTORS CORP.

CODE 26, FRONT SENSOR NO. 2 (RIGHT) SENSOR FAULT

Description

In an accident of sufficient force, front discriminating sensor switch closes, providing a path to ground for
deployment loop circuit. Sensor contains additional circuitry used by DERM for diagnosis.

If DERM measures more than a certain resistance value between redundant ground circuit and DERM ground,
Code 26 will set. Code 26 will also set if DERM measures less than a certain resistance between sensor feed
circuit and battery voltage or diagnostic return circuit and battery voltage.
NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. This step is essential to ensure ground between sensor case and frame rail is in good condition.
2. Checks if sensor and wiring are within correct specifications. If sensor and wiring are okay, fault must be
in DERM or DERM wiring.

Fig. 21: Code 26 - Front Sensor No. 2 (Right) Sensor Fault

Courtesy of GENERAL MOTORS CORP.

CODE 31, INFLATOR SQUIB CURRENT LEAKAGE TO BATTERY

Description

Inflator squib circuit provides a current path to ignite gas-generating material inside inflator module. Squib is a
resistive element which heats up very quickly when an appropriate current is applied. SIR coil assembly allows
rotation of steering wheel while maintaining continuous contact of deployment loop through inflator module.
If DERM measures a resistance less than a specified value but not a hard short circuit between either
deployment feed circuit and battery voltage or deployment return circuit and battery voltage, Code 31 will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Determines if fault is within steering column by using steering column load tool, clearing codes and
checking to see if code resets. If code resets, fault is not in steering column. If code does not reset,
additional checking of steering column SIR components is necessary.
2. Check indicates faulty portion of circuit is in steering column.
3. Check indicates code clearing procedure required in step 1) was not correctly completed.
4. Check indicates fault is still present. If this condition occurs after repeating procedure in step 1), replace
DERM.
5. Replaces inflator module with load tool. If code does not come back, inflator module is cause of fault and
must be replaced. If code comes back, SIR coil assembly and/or its wiring are defective.
6. Check indicates everything is okay at this time. Since code was set, fault has occurred before and is
intermittent.
7. Check indicates fault is in SIR coil assembly.
Fig. 22: Code 31 - Inflator Squib Current Leakage To Battery
Courtesy of GENERAL MOTORS CORP.

CODE 32, INFLATOR SQUIB CIRCUIT SHORTED TO BATTERY VOLTAGE

Description

Inflator squib circuit provides a current path to ignite gas-generating material inside inflator module. Squib is a
resistive element which heats up very quickly when an appropriate current is applied. SIR coil assembly allows
rotation of steering wheel while maintaining continuous contact of deployment loop through inflator module.

If DERM measures less than a certain resistance value between deployment feed circuit and battery voltage or
deployment return circuit and battery voltage, Code 32 will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Determines if fault is within steering column by using steering column load tool, clearing codes and
checking to see if code resets. If code resets, fault is not in steering column. If code does not reset,
 additional checking of steering column SIR components is necessary.
2. Check indicates faulty portion of circuit is in steering column.
3. Check indicates code clearing procedure required in step 1) was not correctly completed.
4. Check indicates fault is still present. If this condition occurs after repeating procedure in step 1), replace
DERM.
5. Replaces inflator module with load tool. If code does not come back, inflator module is cause of fault and
must be replaced. If code comes back, SIR coil assembly and/or its wiring are defective.
6. Check indicates everything is okay at this time. Since code was set, fault has occurred before and is
intermittent.
7. Check indicates fault is in SIR coil assembly.

Fig. 23: Code 32 - Inflator Squib Circuit Shorted To Battery Voltage

Courtesy of GENERAL MOTORS CORP.

CODE 33, INFLATOR SQUIB CURRENT LEAKAGE TO GROUND

Description

Inflator squib circuit provides a current path to ignite gas-generating material inside inflator module. Squib is a
resistive element which heats up very quickly when an appropriate current is applied. SIR coil assembly allows
rotation of steering wheel while maintaining continuous contact of deployment loop through inflator module.

If DERM measures less than a specified value between either deployment feed circuit and ground or
deployment return circuit and ground, Code 33 will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Determines if fault is within steering column by using steering column load tool, clearing codes and
checking to see if code resets. If code resets, fault is not in steering column. If code does not reset,
additional checking of steering column SIR components is necessary.
2. Check indicates faulty portion of circuit is in steering column.
3. Check indicates code clearing procedure required in step 1) was not correctly completed.
4. Check indicates fault is still present. If this condition occurs after repeating procedure in step 1), replace
DERM.
5. Replaces inflator module with load tool. If code does not come back, inflator module is cause of fault and
must be replaced. If code comes back, SIR coil assembly and/or its wiring are defective.
6. Check indicates everything is okay at this time.
7. Check indicates fault is in SIR coil assembly.
8. Puts inflator module back in circuit to verify whether or not it is faulty.
9. Check indicates everything is okay.
10. Check indicates fault returned to system when inflator module was reinstalled. Inflator module is faulty
and should be replaced.
Fig. 24: Code 33 - Inflator Squib Current Leakage to Ground
Courtesy of GENERAL MOTORS CORP.

CODE 34, INFLATOR SQUIB CURRENT SHORTED TO GROUND

Description

Inflator squib circuit provides a current path to ignite gas-generating material inside inflator module. Squib is a
resistive element which heats up very quickly when an appropriate current is applied. SIR coil assembly allows
rotation of steering wheel, while maintaining continuous contact of deployment loop through inflator module.
If DERM measures less than a certain resistance value between deployment feed circuit and ground or
deployment return circuit and ground, Code 34 will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Determines if fault is within steering column by using steering column load tool, clearing codes and
checking to see if code resets. If code resets, fault is not in steering column. If code does not reset,
additional checking of steering column SIR components is necessary.
2. Check indicates faulty portion of circuit is in steering column.
3. Check indicates code clearing procedure required in step 1) was not correctly completed.
4. Check indicates fault is still present. If this condition occurs after repeating procedure in step 1), replace
DERM.
5. Replaces inflator module with load tool. If code does not come back, inflator module is cause of fault and
must be replaced. If code comes back, SIR coil assembly and/or its wiring are defective.
6. Check indicates everything is okay at this time.
7. Check indicates fault is in SIR coil assembly.
8. Puts inflator module back in circuit to verify whether or not it is faulty.
9. Check indicates everything is okay.
10. Check indicates fault returned to system when inflator module was reinstalled. Inflator module is faulty
and should be replaced.
Fig. 25: Code 34 - Inflator Squib Current Shorted to Ground
Courtesy of GENERAL MOTORS CORP.

CODE 35, INFLATOR SQUIB OPEN CIRCUIT

Description

Inflator squib circuit provides a current path to ignite gas-generating material inside inflator module. Squib is a
resistive element which heats up very quickly when an appropriate current is applied. SIR coil assembly allows
rotation of steering wheel, while maintaining continuous contact of deployment loop through inflator module.

If DERM measures infinite resistance (open circuit) in inflator squib, Code 35 will set.
NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Test determines if fault is within steering column by using steering column load tool, clearing codes and
checking to see if code resets. If code resets, fault is not in steering column. If code does not reset,
additional checking of steering column SIR components is necessary.
2. Check indicates faulty portion of circuit is in steering column.
3. Check indicates code clearing procedure required in step 1) was not correctly completed.
4. Check indicates fault is still present. If connections to load tool and tool itself are okay, clear codes, and
repeat testing described in step 1). If this condition occurs after repeating procedure in step 1), replace
DERM.
5. Test replaces inflator module with load tool. If code does not come back, inflator module is cause of fault
and must be replaced. If code comes back, SIR coil assembly and/or its wiring are defective.
6. Check indicates everything is okay at this time. Since code was set, fault has occurred before and is
intermittent.
7. Check indicates fault is still present. If connections to load tool and tool itself are okay, SIR coil assembly
and/or its wiring is cause of fault.
8. Puts inflator module back in circuit to verify whether or not it is faulty.
9. Check indicates everything is okay at this time.
10. Check indicates fault returned to system when inflator module was reinstalled. Inflator module is faulty
and should be replaced.
Fig. 26: Code 35 - Inflator Squib Open Circuit
Courtesy of GENERAL MOTORS CORP.

CODE 36, INFLATOR SQUIB SQUIB FAULT

Description
Inflator squib circuit provides a current path to ignite gas-generating material inside inflator module. Squib is a
resistive element which heats up very quickly when an appropriate current is applied. SIR coil assembly allows
rotation of steering wheel while maintaining continuous contact of deployment loop through inflator module.

If DERM measures a resistance out of a specified range in inflator squib circuit, Code 36 will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Test determines if fault is within steering column by using steering column load tool, clearing codes and
checking to see if code resets. If code resets, fault is not in steering column. If code does not reset,
additional checking of steering column SIR components is necessary.
2. Check indicates faulty portion of circuit is in steering column.
3. Check indicates code clearing procedure required in step 1) was not correctly completed.
4. Check indicates fault is still present. If connections to load tool and tool itself are okay and no short exists
between Green/Blue and Green/Red wires, clear codes, and repeat step 1). If this condition occurs after
repeating procedure in step 1), replace DERM.
5. Test replaces inflator module with load tool. If code does not come back, inflator module is cause of fault
and must be replaced. If code comes back, SIR coil assembly and/or its wiring are defective.
6. Check indicates everything is okay at this time. Since code was set, fault has occurred before and is
intermittent.
7. Check indicates fault is still present. If connections to load tool and tool itself are okay, SIR coil assembly
and/or its wiring is cause of fault.
8. Puts inflator module back in circuit to verify whether or not it is faulty.
9. Check indicates everything is okay at this time.
10. Check indicates fault returned to system when inflator module was reinstalled. Inflator module is faulty
and should be replaced.
Fig. 27: Code 36 - Inflator Squib Squib Fault
Courtesy of GENERAL MOTORS CORP.

CODE 41, INDICATOR LIGHT CIRCUIT CIRCUIT SHORTED TO BATTERY OR GROUND

Description

Power for INFLATABLE RESTRAINT indicator light circuit is provided by 5-amp cluster fuse. Under
appropriate conditions, DERM grounds circuit, illuminating bulb. If DERM senses circuit No. 358 to be high or
low when it is expecting to see opposite, Code 41 will set.
NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Checks if cluster fuse, which powers INFLATABLE RESTRAINT indicator circuit, is okay or burned
out. If blown, repair short to ground in circuit No. 358.
2. Determines if code is a result of a short to ground or a short to voltage.
3. Checks for a ground source in circuit other than intended ground through DERM.
4. Checks for a short to voltage in vehicle side of circuit, as opposed to DERM side of circuit.
5. Checks if short is possibly in connectors. If connectors check okay but code resets, fault is probably
within DERM and/or its wiring.
6. Checks if short to voltage is in circuit No. 358 wiring to Driver Information Center (DIC) or in DIC itself.
7. Checks if DERM and/or its wiring are cause of fault.

Fig. 28: Code 41 - Indicator Light Ckt, Ckt Shorted To Battery or Ground
Courtesy of GENERAL MOTORS CORP.

CODE 42, INDICATOR LIGHT CIRCUIT OPEN CIRCUIT

Description

Power for INFLATABLE RESTRAINT indicator light circuit is provided by 5-amp cluster fuse. Under
appropriate conditions, DERM grounds circuit, illuminating bulb. DERM periodically checks resistance of
INFLATABLE RESTRAINT indicator light circuit. If resistance is above a specified resistance value, Code 42
will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. Checks if cluster fuse, which powers INFLATABLE RESTRAINT indicator circuit, is okay or burned
out. If blown, repair short to ground in circuit No. 139.
2. Checks if bulb is burned out, causing an open.
3. Checks if circuit No. 139 is open.
4. Checks if Driver Information Center (DIC) itself is open in INFLATABLE RESTRAINT portion of its
circuits.
5. Checks for an open in circuit No. 358. If there is no open and connection at DERM-to-instrument panel
harness connector is okay, fault must be within DERM and/or its wiring.
Fig. 29: Code 42 - Indicator Light Open Circuit
Courtesy of GENERAL MOTORS CORP.

CODE 51, DIAGNOSTIC UNIT FAULTY

Description

DERM performs numerous checks on its internal components and circuits. If it discovers a problem in these
areas, Code 51 will set.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
 identification, see WIRING DIAGRAM .

Checks if any codes other than Code 51 are set. If additional codes are set, conditions causing additional codes
must be repaired before clearing codes and checking for a Code 51 reset.

Fig. 30: Code 51 - Diagnostic Unit Faulty

Courtesy of GENERAL MOTORS CORP.

CODES 52, 53 & 54, FIRING SEQUENCE CONFIRMATION SET, FIRING CURRENT
CONFIRMATION SET & SQUIB CURRENT HAS FLOWED

Description

These codes are set when DERM senses an accident situation. During an accident, DERM monitors deployment
loop and its operating conditions.

Code 52 sets when DERM senses arming sensor and at least one front discriminating sensor have closed.

When DERM recognizes a Code 52 condition exists and microprocessor switches from system diagnostic
monitoring to accident data recording, Code 53 is set.

Code 54 is set when DERM senses current to fire squib has flowed through deployment loop.

These codes cannot be cleared and render DERM inoperative. DERM must be replaced.

NOTE: Test numbers refer to test numbers on diagnostic chart. For circuit number
identification, see WIRING DIAGRAM .

1. If vehicle was in an accident, specific steps must be followed.

 2. If vehicle was not in an accident but these codes are set, other system faults possibly contributed to
setting these codes. Find and repair any other code setting conditions before replacing DERM.
3. This refers to correct instructions for SIR system work after an accident results in deployment.

Fig. 31: Codes 52, 53 & 54 - Firing Sequence Confirmation Set

Courtesy of GENERAL MOTORS CORP.

WIRE REPAIR
Because of sensitive nature of SIR circuitry, manufacturer has developed special wiring repair procedures. Wire
Repair Kit (J-38125-A) contains special sealed splices for use in repairing SIR wiring. Sealed splices are a heat
shrink sleeve with sealing adhesive to produce a sealed splice. Kit also contains a cross-hatched core crimp to
ensure positive contact for low energy circuits.

If any terminal or connector in SIR wire harness (except pigtails) is damaged, component can be repaired using
one of connector repair assembly packs. Terminals in SIR system are manufactured of a special metal to
provide necessary contact for low energy circuits. These terminals are only available in wiring kit and no other
terminal should be substituted.

If an SIR wire pigtail is damaged, entire component (including pigtail) should be replaced. Under no
circumstances should wire, connector or terminal repair be attempted on DERM-to-sensor harness, DERM-to-
sensor harness connectors, forward discriminating sensor wiring pigtail and connectors, SIR coil-to-DERM
connector, SIR coil-to-inflator module connector and SIR coil wiring.

If any wire except a pigtail is damaged, wire can be repaired by splicing in a new section of wire of same gauge.
Sealed splices and crimping tool must be used for these splices. To open wiring harness, remove tape as
necessary. To avoid wire insulation damage, manufacturer recommends using a sewing seam ripper. Refer to
instructions in kit for wire repair procedure.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Discriminating Sensor Bolt (Front) 19 (25)
INCH Lbs. (N.m)
DERM-To-Mounting Bracket Nut 116 (13)
DERM Mounting Bracket-To-Right Instrument 116 (13)
Panel Bracket Bolts
Discriminating Sensor Bolt (Rear) 125 (14)
Inflator Module-To-Steering Wheel Screws 87 (9.7)
Instrument Panel Inner Knee Bolster Fasteners 116 (13)
Knee Bolster-To-Console Bracket Bolts 116 (13)
Reservoir Mounting Screws 89 (10)
Turn Signal Switch Screws 30 (3.4)
Wheelhouse-To-Frame Member Bolt 80 (9)
Wheelhouse-To-"U" Nut Bolt 54 (6)

WIRING DIAGRAM
Fig. 32: SIR System Wiring Diagram
Courtesy of GENERAL MOTORS CORP.
 ALTERNATOR & REGULATOR

ELECTRICAL Alternators

DESCRIPTION
The CS series alternators are available in 74, 85, 100, 105 and 120-amp output. The alternators use a delta
stator, rectifier bridge, and rotor with slip rings and brushes. A built-in regulator incorporates fault detection
circuitry. Conventional pulley and cooling fan are used.

CS series alternators operate with 2 wire connections and a ground path through the mounting bracket. The first
wire connection is the battery positive "BAT" terminal. This terminal must be connected to the battery during
operation. The second wire connection is through the indicator or suitable external resistor to the "L" terminal
of the regulator. This connection serves to turn the unit on at start-up.

Three other regulator terminals, "P", "I" and "S", are provided for optional use. The "P" terminal is connected to
the stator and may be connected to a tachometer. The "I" terminal provides an alternate method for turning on
the alternator without going through the indicator light or external resistor and is often used in parallel with the
"L" terminal connection. The "S" terminal may be used to sense electrical system voltage somewhere else on
the vehicle for voltage control. If the "S" terminal is not used, the regulator uses an internal voltage sense for
control.

No periodic maintenance of CS alternators is necessary. CS144 alternator can be disassembled and repaired. All
CS121 and CS130 alternators are non-serviceable and must be replaced as complete assemblies. See the
ALTERNATOR SPECIFICATIONS to determine model number and amperage of individual units.

ADJUSTMENTS
No adjustment or maintenance is required on alternator assembly. Regulator voltage is preset and no adjustment
is possible.

ON-VEHICLE TESTS
ALTERNATOR WARNING LIGHT

1. Visually check alternator belt and wiring. On models without charge light, proceed to UNDER OR
OVERCHARGED BATTERY . On models with charge light, proceed to step 2).
2. Turn ignition switch to the ON position (engine not running). Charge light should come on. If charge
light is not on, disconnect alternator harness connector at alternator. Using a jumper wire, connect one
end of jumper wire to alternator harness connector terminal "L". Connect the other end to ground. If
charge light comes on, repair or replace alternator.
3. If charge light did not come on in step 2) with jumper wire connected, locate open circuit between
grounding lead and ignition switch. Charge light may be open. If charge light was on in step 2), go to next
step.
4. Start engine and run at moderate speed. Charge light should go off. If charge light stays on, disconnect
alternator wiring connector. If light goes off, repair or replace alternator. If light stays on, check for
 grounded wire to alternator wiring connector terminal "L".

UNDER OR OVERCHARGED BATTERY

1. If battery is undercharged or overcharged, disconnect alternator wiring connector from alternator.

2. Using a voltmeter, connect positive voltmeter lead to "L" terminal of alternator wiring connector and
negative lead to ground. Turn ignition switch to ON position (engine not running).
3. If voltmeter reads zero volts, an open between "L" terminal and battery is indicated. Repair as required.
Reconnect alternator wiring connector.
4. Using a voltmeter, connect positive voltmeter lead to positive battery post. Connect negative lead to
negative battery post. Start engine and run at moderate speed. If voltage reads more than 16 volts, repair
or replace alternator.

CURRENT OUTPUT

1. Connect an ammeter in series with positive battery cable. Connect positive voltmeter lead to positive
battery post and negative lead to negative battery post.

CAUTION: Carbon pile testing is part of this procedure. To avoid explosion, turn
carbon pile OFF before connecting it to or disconnecting it from
vehicle battery.

2. Connect carbon pile rheostat to battery, ensuring carbon pile rheostat is in the OFF position before
connecting to battery.
3. Start engine and reduce speed to idle. Turn on all accessories. Load battery with carbon pile rheostat to
obtain maximum amperage. Maintain voltage at 13 volts or more.
4. If ammeter reads within 15 amps of rated output, alternator is okay. If ammeter does not read within 15
amps of rated output, replace alternator. See ALTERNATOR SPECIFICATIONS at the end of this
article.

BENCH TESTING
ALTERNATOR OUTPUT

CAUTION: Carbon pile testing is part of this procedure. To avoid explosion, turn
carbon pile OFF before connecting it to or disconnecting it from vehicle
battery.

1. Mount alternator on test stand. Be sure ground polarity of alternator and battery are the same. Ensure
battery is fully charged. Connect voltmeter, ammeter, carbon pile (in OFF position) and 30-500 ohm
resistor between the battery and the terminal "L" of alternator. See Fig. 1 .
 Fig. 1: Alternator Bench Test
Courtesy of GENERAL MOTORS CORP.

2. Rotate alternator by hand in clockwise direction. Slowly increase alternator speed and observe voltage. If
voltage is uncontrolled and increases to more than 16 volts, rotor field is shorted and/or regulator is
defective. A shorted rotor field coil can cause regulator to become defective.
 3. If voltage is less than 16 volts, increase speed and adjust carbon pile to obtain maximum amperage
output. Maintain voltage at 13 volts. If output is within 15 amps of rated output, alternator is okay. If
output is not within 15 amps of rated output, repair or replace alternator. See ALTERNATOR
SPECIFICATIONS at the end of this article.

ROTOR - CS144 ONLY

1. Scribe end frames to facilitate reassembly. Remove through-bolts and separate end frames. Using an
ohmmeter, check for grounds. See Fig. 2 . Reading should be very high or infinite. If reading is not as
specified, replace rotor.

Fig. 2: CS144 Alternator Rotor Test

Courtesy of GENERAL MOTORS CORP.

2. With an ohmmeter, check rotor for shorts and opens. See Fig. 2 . Replace rotor if reading is not 1.7-2.1
ohms at 70°F (21.1°C).
 3. To reassemble alternator, reverse disassembly procedure. Retain brushes with brush retaining pin during
reassembly. See Fig. 5 . Remove retaining pin after tightening through-bolts.

NOTE: Manufacturer recommends using a new bearing whenever end frames are
separated.

STATOR - CS144 ONLY

1. Scribe end frames to facilitate reassembly. Remove through-bolts and separate end frames. Remove stator
lead attaching nuts and remove stator. Using an ohmmeter, check stator grounds. See Fig. 3 . Connect one
ohmmeter probe to one stator lead and the other probe to the stator core.
 Fig. 3: CS144 Alternator Stator Test
Courtesy of GENERAL MOTORS CORP.

2. Ohmmeter should read infinite. If ohmmeter does not read infinite, replace stator. Repeat test with
remaining stator leads. Stator cannot be checked for opens and shorts with ohmmeter.
3. To reassemble alternator, reverse disassembly procedure. Retain brushes with brush retaining pin during
reassembly. See Fig. 5 . Remove retaining pin after tightening through-bolts.

NOTE: Manufacturer recommends using a new bearing whenever end frames are
separated.
RECTIFIER BRIDGE - CS144 ONLY

1. Scribe end frames to facilitate reassembly. Remove through-bolts and separate end frames. Connect an
ohmmeter from grounded heat sink to one (of the 3) grounded flat metal rectifier bridge terminal
connectors and note reading. See Fig. 4 .

Fig. 4: CS144 Alternator Rectifier Bridge Test

Courtesy of GENERAL MOTORS CORP.

2. Reverse leads. If both readings are the same, replace rectifier bridge. Repeat test between grounded heat
sink and the other 2 flat metal terminal connectors. If reading is the same when leads are reversed at
either connection, replace rectifier bridge.
3. Repeat test between insulated heat sink and its 3 flat rectifier bridge metal connectors. Replace rectifier
bridge if test reading is the same when leads are reversed at any test connection.
 4. To reassemble alternator, reverse disassembly procedure. Retain brushes with brush retaining pin during
reassembly. See Fig. 5 . Remove retaining pin after tightening through-bolts.

Fig. 5: CS144 Brush Removal

Courtesy of GENERAL MOTORS CORP.
NOTE: Manufacturer recommends using a new bearing whenever end frames are
separated.

TROUBLE SHOOTING

NOTE: See the TROUBLE SHOOTING - BASIC PROCEDURES article in the GENERAL
TROUBLE SHOOTING section.

OVERHAUL

NOTE: Replacement parts are not available for CS121 and CS130 alternator. If
alternator is defective, a new unit must be installed. CS144 alternator may be
disassembled for repair.

BRUSHES & REGULATOR OVERHAUL - CS144

1. Scribe end frames to facilitate reassembly. Remove through-bolts and separate end frames. Remove
solder from brush connections and remove attaching screws and connectors. Separate regulator and brush
holder from end frame. Clean new brushes with soft dry cloth.
2. Put brushes in holder and hold with brush retaining pin. See Fig. 5 . Install brush holder into alternator by
reversing removal procedure. To reassemble alternator, reverse disassembly procedure. Remove brush
retainer pin after tightening through-bolts.

NOTE: Manufacturer recommends using a new bearing whenever end frames are
separated.

DRIVE END BEARING OVERHAUL - CS144

1. Scribe end frames to facilitate reassembly. Remove through-bolts and separate end frames. Remove shaft
nut while holding rotor with a hex wrench inserted into shaft end. Push rotor from housing. Remove plate
and push bearing out.
2. To insert new bearing, press against outer race and push bearing in until stop is felt. Bearing is double
sealed, no added lubricant is required. Assemble retainer and press rotor into end frame. Torque shaft nut
to 40-80 ft. lbs. (54-108 N.m).
3. To reassemble alternator, reverse disassembly procedure. Retain brushes with brush retaining pin during
reassembly. See Fig. 5 . Remove retaining pin after tightening through-bolts.

NOTE: Manufacturer recommends using a new bearing whenever end frames are
separated.

ALTERNATOR SPECIFICATIONS
ALTERNATOR SPECIFICATIONS
Part Number Model Rated Amp Output
1101140 CS130 100A
1101142 CS130 85A
1101143 CS130 100A
1101145 CS130 120A
1101229 CS130 85A
1101231 CS130 100A
1101253 CS130 85A
1101254 CS130 100A
1101264 CS130 105A
1101277 CS130 85A
1101278 CS130 100A
1101310 CS130 105A
1101319 CS121 74A
1101320 CS130 74A
1101321 CS121 74A
1101344 CS130 105A
1101454 CS144 120A
1101461 CS130 100A
1101466 CS130 100A
1101483 CS130 74A
1101646 CS130 105A
1101647 CS130 105A
1101849 CS144 120A
1102614 CS121 80A
1105694 CS130 (1) 85A
1105697 CS121 74A
1105698 CS130 85A
(1) On Cavalier, rated output is 100 amps.
 ANTENNA - POWER

ACCESSORIES & SAFETY EQUIPMENT General Motors Power Antennas

DESCRIPTION & OPERATION

DESCRIPTION

The automatic power antenna is activated whenever radio and ignition are turned on or off. Major power
antenna components are: antenna assembly, lead-in cable, switches, motor and gear housing, gear and spool
assembly, mast and tubing, and drive unit. The drive unit is encased in a 2-piece plastic housing with mast and
tube assembly attached. See Fig. 1 .

OPERATION

With ignition switch in ACCESSORY or RUN position and radio turned on, voltage is applied to antenna relay
coil. The relay contacts close and battery voltage is supplied through Dark Green wire to antenna motor, driving
antenna mast up. The other motor terminal is grounded through the internal antenna motor up switch (Gray wire
and relay contacts). At the end of upward mast travel, up switch opens and motor stops.

When radio or ignition is turned off, the circuit through antenna relay coil is opened and contacts move to a
position which applies battery voltage to White wire. The Dark Green wire is now grounded, reversing the
motor polarity. The motor now runs in reverse and drives antenna mast down.

Once antenna mast is fully down, internal antenna motor down switch opens and breaks current flow. Both sets
of switches are now open.
Fig. 1: Exploded View of Power Antenna
Courtesy of GENERAL MOTORS CORP.

TROUBLE SHOOTING
ANTENNA DOES NOT RAISE OR LOWER
Check for blown fuse, loose electrical connections on receiver or antenna, bent mast or defective relay. See
TESTING in this article.

Should mast meet with an obstruction while cycling to full extension, it automatically recycles in 30 seconds
and attempts to reach full extension. If obstruction remains, cycling will continue every 30 seconds. If mast is
obstructed during downward cycle, mast stops where obstruction occurred. No recycling takes place as in the up
cycle.

FADING OR WEAK RECEPTION

Probable cause is moisture in support tube from condensation or leakage. Remove antenna and disassemble.
Clean drive housing or replace as required.

EXCESS IGNITION NOISE, ERRATIC AUDIO OR REDUCED CB RECEPTION

Check for poor grounding of antenna at mounting or at lead-in system. See GROUND CHECK in this article.

TESTING
PRELIMINARY CHECK

1. Unplug antenna lead at back of radio and plug in a known good antenna. Ground the test antenna and
keep hands off mast. Check reception in an area away from electrical interference.
2. Tune radio to high and low ends of dial in both AM and FM bands. If reception is okay, a problem exists
with antenna and/or lead-in cable. If reception is still poor, radio may be at fault.

LEAD-IN CABLE CHECK

Broken center conductor of lead-in cable will normally result in no AM and weak FM reception. In cases of
continuous reception problems, check lead-in cable with an ohmmeter. See Fig. 2 . When checking resistance,
wiggle lead-in tip and cable. If results are not as listed in chart, lead-in cable should be replaced. See LEAD-IN
CABLE RESISTANCE table.
Fig. 2: Lead-In Resistance Check Points
Courtesy of GENERAL MOTORS CORP.

LEAD-IN CABLE RESISTANCE

Ohmmeter Test Points Resistance (Ohms)
A&B (1) Less Than .2

C&D Less Than .2

A&D Infinite
C&B Infinite
A&C Infinite
B&D Infinite
(1) Some long lead-ins have capacitance added in tip and will show about 100,000 ohms.

GROUND CHECK

1. Lower antenna mast. Remove escutcheon from fender. Attach alligator clip to upper end of mast to act as
antenna. Leave other end of clip unattached.
2. Tune radio to a weak AM station or a station which is received when clip is attached and not received
when clip is removed. Remove clip. Ground upper end of mast to fender with very short jumper wire.
3. If station is not received, antenna grounds are good. If station is still present or even stronger, a poor
ground or no ground condition exists.
4. Possible ground loss points are: antenna upper mounting (screw loose or paint overspray), coaxial
connector at mast not connected or corroded, coaxial connector at radio not tight or corroded or quick
 connector corroded.

ANTENNA OPERATES BUT WON'T COMPLETELY RAISE OR LOWER TEST

1. If motor operates, pull up on top section of mast. If mast moves freely, plastic drive cable is broken.
Replace mast and support tube. If cable is not broken, remove mast and support tube. Check mast sections
for binding.
2. If binding exists, eliminate binding or replace mast and support tube. If no binds exist, check drive cable
for broken hook. If no breaks exist, replace gear and spool assembly. Refer to, in this article, MAST &
CABLE, GEAR & SPOOL ASSEMBLY .

ANTENNA DOES NOT LOWER TEST

1. If the motor does not operate, check CLK-CIG fuse in fuse block. If fuse is blown, remove relay and
install new fuse. If fuse blows again, repair short in Orange wire. If fuse does not blow, check for short in
White wire. If there is no short, replace relay. If White wire is shorted, repair wire. If there is no short,
repair motor.
2. If the fuse was good in original check, use test light and check for 12 volts on Orange wire at antenna
relay. If light does not glow, repair open in Orange wire. If light glows, check for voltage at White wire
on relay.
3. If light does not glow, replace antenna relay. If light glows, check for open in White wire. If no open
exists, check for voltage at Dark Green wire. If light glows, check relay connections and ground wire. If
both are okay, replace relay. If light does not glow, check for loose connection between relay and
connector or connector to antenna. If okay, repair motor.

ANTENNA DOES NOT RAISE TEST

1. If motor does not operate, check fuses in fuse block. If radio fuse is blown, repair radio. If CLK-CIG fuse
is blown, remove antenna relay, install new fuse and recheck. If CLK-CIG fuse is okay, disconnect 3-wire
connector with White wire and install connector with Orange wire at antenna relay.
2. Recheck fuse. If blown, replace relay. If okay, check for short in Gray and Dark Green wires from relay
to antenna motor connector and to the antenna assembly. If no short, replace antenna motor. If new fuse
blows, repair short in Orange wire from fuse panel to connector.
3. If fuses were okay in original check, turn ignition off. Connect test light to Orange wire at relay
connector. If light does not glow, repair open in Orange wire. If light glows, turn ignition and radio on
and listen for relay click.
4. If relay does not click, check for open relay ground, open in Pink wire, or bad radio switch. Probe Pink
wire with test light. If voltage exists, replace relay. If relay clicked, check for voltage at Dark Green wire
in relay connector. If light does not glow, replace relay.
5. If light glows, check for voltage at Gray wire. If light glows, check relay connections and ground wire. If
okay, replace relay. If light does not glow at Gray wire, check for open or short in Gray and Dark Green
wires. If okay, repair motor.

REMOVAL & INSTALLATION

ANTENNA
NOTE: The following procedure is a general procedure for all vehicles. Not all steps
apply to all models.

Removal

1. Disconnect negative battery cable. Remove fender inner splash shield. Remove instrument panel sound
absorber.
2. Disconnect antenna lead-in connector from radio and antenna relay. Remove antenna-to-fender attaching
retainers. Remove tire and wheel if necessary to gain access under fender. Remove inner fender supports.
3. Remove antenna bracket bolts, or lower antenna attaching screws. On Cadillac models, attach a 4-foot
guide wire to top of antenna to help guide mast sections out of housing. On all other models, with all
wiring disconnected, gently guide wires and antenna through fender opening.

Installation

To install, reverse removal procedure. On Cadillac, use guide wire to guide new antenna into housing.

MAST & CABLE, GEAR & SPOOL ASSEMBLY

Removal

1. Remove power antenna unit from vehicle. Remove 4 cover-to-housing eyelets. Remove 5 retaining clips.
Using a small screwdriver, carefully wedge cover from housing. Clean excess and/or loose sealer from
cover and housing.
2. Separate mast and tube assembly from gear housing and unwind cable from gear spool as required to gain
access to attaching hook. Unhook end of cable from gear. If replacing gear and spool assembly, slide gear
and spool assembly from housing post.

NOTE: Switch, armature or field assembly need not be removed to remove gear and
spool assembly.

Installation

1. Extend replacement mast as required until approximately 10" (250 mm) of cable are left exposed. Hook
end of cable in gear and route cable in spool. See Fig. 3 . Position mast and tube assembly on housing so
rubber drain pipe fits into housing hole and mounting ears are located in housing slots.
2. Push excess drive cable into tube assembly as required to keep cable in gear spool. Position cover on gear
and motor housing. Install nuts and bolts which attach mast and tube assembly to housing. Install
remaining bolts and nuts and 5 retainer clips.
Fig. 3: Power Antenna Mast & Cable, Gear & Spool Assembly Replacement
Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAMS
See appropriate chassis wiring diagram in WIRING DIAGRAMS.
 ANTI-THEFT SYSTEM

ACCESSORIES & SAFETY EQUIPMENT General Motors Anti-Theft System

DESCRIPTION & OPERATION

CAUTION: Vehicle is equipped with Supplemental Inflatable Restraint (SIR) or air bag.
Failure to disable SIR system before performing service on or around SIR
components or wiring, could cause possible air bag deployment. Refer to
DISABLING SUPPLEMENTAL INFLATABLE RESTRAINT SYSTEM in this
article.

Operation of theft deterrent system is controlled by the Central Control Module (CCM). When an unauthorized
attempt to enter vehicle is detected, the module will sound an alarm by pulsating the vehicle's horns.

If an incorrect or improperly coded ignition key is used to attempt to start the vehicle, the cranking and fuel
injection systems will be disabled. The system alarm pulsates the vehicle's horns at a rate of 50 cycles per
minute. In order to conserve vehicle battery power, the alarm shuts OFF after 3-7 minutes of operation and then
rearms.

After ignition is turned OFF, the system may be armed at either opened door by activating the power door lock
switch to the lock position. After the last door is shut, there is a 5-second delay then the alarm system arms.
Once the alarm is activated, the only way to shut the alarm OFF is to insert the oval head key into door lock and
turn the key 90 degrees counterclockwise.

To prevent arming the system after using the door lock switch, switch can be moved to the unlock position
before closing all doors. Arming process may also be canceled by rotating ignition switch to the RUN position,
then back to LOCK.

Rotating the ignition switch will NOT cancel the alarm once it is activated. Doors may be locked manually,
using the door key, without arming the system. Once alarm is activated, it will continue to operate for 3-7
minutes.At the end of 7 minutes, the alarm will automatically shut OFF. If the door locks have not been
damaged, the system will rearm itself.

Each door lock is equipped with a tamper sensitive switch, which will trigger alarm if lock cylinder is tampered
with in any way other then normal operation. The door and rear hatch switches will trigger the alarm if they are
opened while the system is armed.

The anti-theft system prevents cranking of starter, and fuel delivery to engine, when using any key other the
special electrically coded ignition key supplied with the vehicle. The cranking/fuel interrupt function operates
independently of the alarm system and provides protection even if the alarm system is defeated and vehicle is
left unlocked.

When operator turns ignition OFF, cranking and engine fuel delivery are automatically disabled. Inserting the
properly encoded key into the ignition switch signals the CCM to permit cranking and to transmit a fuel enable
signal to the ECM.
If the key used does not have the proper electrical coding, the CCM will reset for 2-4 minutes and not permit
starting during this period, even with the proper key. To start vehicle, the key must have the correct mechanical
and electrical coding. Ignition cylinder contains electrical contacts used to read the ignition key.

DISABLING & ACTIVATING

DISABLING SUPPLEMENTAL INFLATABLE RESTRAINT SYSTEM

CAUTION: SIR system can maintain sufficient voltage to cause deployment up to 10

minutes after ignition switch is turned off and battery has been
disconnected.

1. Turn ignition switch OFF. Remove connector position cover and disconnect Yellow 2-way SIR at base of
steering column. See Fig. 2 . Install Load Tool (J-37808) by connecting base of column lead from load
tool to Diagnostic Energy Reserve Module (DERM)-to-SIR Coil Connector.
2. To reactivate SIR, ensure ignition switch is OFF. Disconnect and remove Load Tool (J-37808).
Reconnect wire connectors at base of steering column. Turn ignition switch to RUN position. The INFL
REST indicator should now come on for approximately 5 seconds then go off for approximately 100
seconds. SIR system is now reactivated.

PROGRAMMING

NOTE: Central Control Module (CCM) is programmable so vehicle can be matched with
particular set of ignition keys having resistor pellets already embedded into
them during manufacturing.

CAUTION: DO NOT allow more than 10 seconds between any programming mode
procedure steps. If allotted time passes, procedure must be restarted.

1. Insert first ignition key into ignition switch. Turn key to RUN position. Turn key OFF and remove from
ignition switch. Program mode has now been entered. CCM will prompt technician to insert appropriate
key into ignition switch by flashing the SECURITY lamp.
2. Lamp will flash a number of times corresponding to the key number that is being programmed. At CCM
prompt, insert key No. one into ignition, but DO NOT turn key. During this step, the CCM determines
the resistance value of the key and stores it in memory.
3. If a valid key is sampled, the CCM will prompt the technician to insert key No. 2 into ignition switch by
flashing the SECURITY lamp twice. If an invalid key is detected, the CCM will exit the program mode
and a trouble code will be stored.
4. Process will be repeated for key No. 3, with the SECURITY lamp flashing 3 times as a prompt. After the
third key is inserted into ignition switch, and all keys are detected to be valid, system will finish
programming itself and automatically exit programming mode.

TROUBLE SHOOTING
Ensure power door locks and park lamps and horn operate properly. Ensure Key-In-Ignition warning light
operates properly. See appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE. Ensure
ground connections are clean and tight. Check for Codes 46, 51-64 or 61-65 being set. If any of the codes listed
are set, see appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE.

TESTING
System can be tested using the following DIAGNOSTIC FLOW CHARTS (CHARTS 1-5). See Fig. 1 -5. Refer
to system wiring schematic. See Fig. 4 .

CHART 1 - DOOR AJAR/HATCH AJAR SWITCH TESTS

Fig. 1: Chart 1 - Door Ajar & Hatch Ajar Switch Tests
Courtesy of GENERAL MOTORS CORP.

CHART 2 - UTD SYSTEM WILL NOT ARM

Fig. 2: Chart 2 - UTD System Will Not Arm
Courtesy of GENERAL MOTORS CORP.

CHART 3 - UDT SYSTEM WON'T DISARM WITH DOOR KEY

Fig. 3: Chart 3 - UTD System Will Not Disarm With Key (LH Door, RH Door or Both)
Courtesy of GENERAL MOTORS CORP.

CHART 4 - UTD SYSTEM ARMS, BUT WON'T SOUND ALARM

Fig. 4: Chart 4 - System Arms/Won't Sound Alarm During Illegal Entry
Courtesy of GENERAL MOTORS CORP.

CHART 5 - UDT "SECURITY" INDICATOR WON'T ILLUMINATE (UDT SYSTEM APPEARS TO

BE OPERATING OK)
Fig. 5: Chart 5 - Indicator Won't Illuminate (UDT Seems OK)
Courtesy of GENERAL MOTORS CORP.
Fig. 6: Location of SIR Connector
Courtesy of GENERAL MOTORS CORP.

DUPLICATION OF KEYS

CAUTION: The Interrogator (J-35628) must be used to determine proper electrical

code of the key.

Pass Key Resistance Values

Key Resistance Number Ohms Value
1 402
2 523
3 681
4 887
5 1130
6 1407
7 1870
8 2370
9 3010
10 3740
11 4750
12 6040
13 7500
14 9530
15 11800

Key Replacement (Spare Key Available)

Insert customer's spare ignition key into the Key Code Reader on the Interrogator (J-35628). Press the on-off
rocker switch to ON position. A number from 1-to-15 will appear in the window designating the electrical code
of the key. Cut new key having the electrical code determined from the Interrogator. Start engine, using new
key to ensure key is correct, both mechanically and electrically.

Key Replacement (No Spare Key Available)

1. If ignition key is lost, determine mechanical code from code on ignition key lock cylinder. Code may also
be determined from dealer invoice for the car, or from Chevrolet zone office. Cut new key to mechanical
code. Use a blank VATS (PASS) test key which has no resistance pellet.
2. Key will be used to operate ignition switch for remaining steps. Remove panel under steering column.
Disconnect 2-pin connector (C281) in the wire leading into steering column. Insert male half of connector
into the female pigtail connector from the Interrogator (J-35628).
3. Set key code selector on the interrogator to one. Attempt to start engine, using key made in step 1). If
engine starts, key code selector is set to correct electrical code. Cut a new key having this electrical code.
This key will be customer's replacement key.
4. If engine does not start, turn ignition switch to OFF, then turn the Key Code Selector to the next higher
position. Wait 4 minutes and attempt to restart engine using new electrical code. Use the 4-minute timer
on the Interrogator to indicate the 4-minute interval.
5. Start the timer by pressing START rocker switch. Red indicator will turn off at end of 4 minute interval.
This procedure must be repeated until engine can be started. Cut new key having the electrical code
which allowed car to start.

REMOVAL & INSTALLATION

STARTER ENABLE RELAY

Starter enable relay is located below left side of instrument panel. See Fig. 5 . Disconnect negative battery
cable. Remove instrument panel left lower trim panel. Remove driver's knee bolster. Unplug and remove starter
enable relay from multi-use relay bracket. To install relay, reverse removal procedure.
Fig. 7: Location of Starter Enable Relay
Courtesy of GENERAL MOTORS CORP.

DOOR THEFT DETERRENT DISARMING SWITCH

Remove negative battery cable. Remove door trim panel. Remove water separator. Remove theft deterrent
disarming switch retaining clip. Remove door lock pawl. Remove disarming switch and switch wire connector.
See Fig. 6 . To install, reverse removal procedure.
Fig. 8: Exploded View of Door Theft Deterrent Disarming Switch
Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAMS
Fig. 9: Anti-Theft System Wiring Schematic
Courtesy of GENERAL MOTORS CORP.
 TRANSMISSION REMOVAL & INSTALLATION - A/T

TRANSMISSION SERVICING General Motors Auto Transmission Removal & Installation

DESCRIPTION
A new system has been developed by Hydra-Matic to "functionally" describe its transmissions and transaxles.
The new transmission designations, used throughout this manual, will indicate (in sequence) the number of
speeds, type, series and major features (if applicable).

Refer to the HYDRA-MATIC PRODUCT DESIGNATIONS tables to reference each new designation.

HYDRA-MATIC PRODUCT DESIGNATIONS (AUTOMATIC)

Previous Designation New Designation
THM A-1 Hydra-Matic 3T40-A
THM F-7 (1)
THM F-7
THM R-1 Hydra-Matic 4L30-E
THM 125/125C Hydra-Matic 3T40
THM 180/180C Hydra-Matic 3L30
THM 200-4R (1)
THM 200-4R
THM 400 Hydra-Matic 3L80
THM 440-T4 Hydra-Matic 4T60
THM 475 Hydra-Matic 3L80-HD
THM 700-R4 Hydra-Matic 4L60
(1)

No change in designation.

FWD AUTOMATIC TRANSAXLE APPLICATION

Model Body Transmission(s)
Buick
Century "A" 3T40 & 4T60
Electra "C" 4T60
LeSabre "H" 3T40
Park Avenue "C" 4T60
Reatta "E" 4T60
Regal "W" 4T60
Riviera "E" 4T60
Skylark "N" 3T40
Cadillac
DeVille "C" 4T60
Eldorado "E" 4T60
Fleetwood "C" 4T60
 Seville "K" 4T60
Chevrolet
Beretta "L" 3T40
Cavalier "J" 3T40
Celebrity "A" 3T40 & 4T60
Corsica "L" 3T40
Lumina "W" 3T40
Oldsmobile
Cutlass Calais "N" 3T40
Cutlass Ciera "A" 3T40 & 4T60
Cutlass Cruiser Wagon "A" 4T60
Cutlass Supreme "W" 4T60
Delta 88 "H" 4T60
Ninety-Eight "C" 4T60
Toronado "E" 4T60
Trofeo "E" 4T60
Pontiac
Bonneville "H" 4T60
Grand Am "N" 3T40
Grand Prix "W" 4T60
Sunbird "J" 3T40
Touring Sedan "C" 4T60
6000 "A" 3T40 & 4T60

RWD AUTOMATIC TRANSMISSION APPLICATION

Model Body Transmission(s)
Buick
Electra Wagon "B" 200-4R & 4L60
Cadillac
Brougham "D" 200-4R
Chevrolet
Camaro "F" 4L60
Caprice "B" 200-4R & 4L60
Corvette "Y" 4L60
Oldsmobile
Custom Cruiser "B" 200-4R & 4L60
Pontiac
Firebird "F" 200-4R & 4L60

TRANSAXLE REMOVAL & INSTALLATION

3T40

Removal (All Models)

1. Disconnect negative battery cable. Remove air cleaner and T.V. cable from throttle lever and transaxle.
Remove airflow meter and intake duct (if equipped). Remove shift linkage and wiring harness routing
clips and straps.
2. On V6 models, remove exhaust crossover bolts at right side manifold, and left side exhaust manifold bolts
at cylinder head. Raise and support manifold/crossover assembly.
3. On all models, remove filler tube and install Engine Support Fixture (J-28467-A). Insert a 1/4" x 2" bolt
in hole at front right motor mount to maintain driveline alignment.
4. Remove nut securing wiring harness to transaxle. Disconnect all external wiring connectors from
transaxle. Disconnect manual shift linkage and remove from bracket. Remove top 2 transaxle-to-engine
bolts and upper left transaxle bracket and mount.
5. Remove rubber hose from transaxle to vent pipe. Remove remaining upper engine-to-transaxle bolts.
Raise and support vehicle and remove front wheels. Drain transaxle. Remove lower ball joints from
control arms.
6. Install Axle Boot Protectors (J-34754). Remove and support axles. Refer to appropriate AXLE SHAFTS
article in DRIVE AXLES section for removal procedure. Remove transaxle mounting strut. Remove left
stabilizer bar bolt and left stabilizer bar clamp nuts attaching left stabilizer bar to frame. Remove left
frame support assembly.
7. On models equipped with 2.0L, remove header pipe at exhaust manifold. On models equipped with 2.8L,
remove header pipe and front exhaust manifold. On all models, disconnect speedometer cable and remove
starter motor. Remove torque converter cover. Index mark torque converter to flex plate and remove
converter mounting bolts.
8. Disconnect oil cooler lines. Remove transaxle-to-engine support bracket. Secure transaxle jack under
transaxle and remove remaining engine-to-transaxle bolts. Slide transaxle away from engine and right
axle shaft. Lower transaxle from vehicle.

Installation (All Models)

To install, reverse removal procedure. Guide right axle shaft into transaxle when raising transaxle to engine.
Adjust T.V. and shift cables after installation. Refill transaxle to proper fluid level. See AUTOMATIC
TRANSMISSION SERVICING article.

4T60

Removal (All Except "A" Bodies)

1. Disconnect negative battery cable. On models with air injection crossover pipe, remove air cleaner, air
injection crossover pipe, air management valve and exhaust crossover pipe. On all others, remove airflow
meter.
2. Remove T.V. cable at throttle body and transaxle. Remove shift linkage and vacuum modulator line.
Remove neutral safety switch, cruise control and vehicle speed sensor wiring. Remove 3 upper transaxle-
to-engine mounting bolts.
3. Install Engine Support (J-28467) and raise engine to unload engine mounts. On Eldorado, Toronado and
 Seville, remove driveline damper and engine mount. On all vehicles, raise on a hoist and remove front
wheels.
4. Remove both lower ball joints from steering knuckle. Install Axle Boot Protectors (J-34754). Using Drive
Axle Remover (J-33008), remove drive axle shafts from transaxle. Refer to appropriate AXLE SHAFTS
article in DRIVE AXLES section for removal procedure. Secure drive axles aside.

NOTE: If necessary, raise left side of engine 2" to remove left engine mount and
left cradle attaching bolts. Ensure engine is lowered back to original
position.

5. Remove stabilizer linkage at left side. Remove left splash shield, vacuum pump (if equipped), and
disconnect all wiring and hoses. Remove all transaxle-to-cradle bolts. Remove engine-to-left cradle
assembly mounting bolts. Support left cradle assembly. Remove right and left cradle attaching bolts and
remove left cradle assembly.

NOTE: Whenever cradle assembly is removed or lowered from vehicle, rack and
pinion steering assembly must be disconnected from cradle. To prevent
damage to intermediate shaft, steering assembly must be supported so it
does not "hang" by intermediate shaft.

6. Disconnect oil cooler lines and remove dust cover. Index mark torque converter to flexplate and remove
converter mounting bolts. Secure transmission jack under transaxle. Remove remaining transaxle
mounting bolts and remove from vehicle.

NOTE: Locate bolt connecting transaxle-to-engine installed from opposite

direction. On some models, a 3-foot (socket) extension placed through
right wheelhousing will help remove this bolt.

Installation (All Except "A" Bodies)

To install, reverse removal procedure. Guide right axle shaft into transaxle when raising transaxle to engine.
Adjust T.V. and shift cables. Refill transaxle to proper fluid level. See AUTOMATIC TRANSMISSION
SERVICING article.

Removal ("A" Body)

1. Disconnect negative battery cable. Remove air cleaner, wiring and cable routing clips and straps. Remove
bolt securing T.V. cable to transaxle. Install Engine Support (J-28467) and relieve weight from mounts.
2. Raise vehicle on a hoist. Drain transaxle fluid. Remove strut shock bracket bolts from transaxle. Remove
oil cooler lines from strut bracket and transaxle.
3. Remove left front wheel. Disconnect left front lower ball joint from steering knuckle. Remove brake line
bracket at strut. Remove stabilizer bolts from frame and control arm.
4. Remove transaxle-to-engine bolts leaving bolt near starter loosely installed. Remove speedometer cable at
upper and lower couplings. Disconnect shift linkage from transmission lever. Remove shifter linkage
retaining clip, washer and bracket from transaxle.
5. Remove front and left sections of cradle. Install Axle Boot Protectors (J-34754). Position Axle Shaft
 Remover (J-33008) and Slide Hammer (J-2619-01) behind axle shaft cones and pull axle shafts from
transaxle. Refer to appropriate AXLE SHAFTS article in DRIVE AXLES section for removal procedure.
6. Remove starter motor and converter shields. Index mark flexplate to torque converter and remove torque
converter mounting bolts. Remove 2 transaxle extension bolts from engine-to-transaxle. Remove rear
transaxle mount bracket. It may be necessary to raise transaxle to remove bracket.
7. Secure transmission jack under transaxle. Remove 2 braces to right end of transaxle bolts. Remove
remaining transaxle-to-engine bolt (located near starter). Slide transaxle away from engine (toward
driver's side) and lower transaxle from vehicle.

Installation ("A" Body)

To install, reverse removal procedure. Guide right axle shaft into transaxle when raising transaxle to engine.
Adjust T.V. cable and shift cable after installation. Refill transaxle to proper level with fluid. See
AUTOMATIC TRANSMISSION SERVICING article.

TRANSMISSION REMOVAL & INSTALLATION

THM 200-4R & 4L60

Removal (All Models)

1. Disconnect negative battery cable and remove air cleaner. Disconnect upper end of T.V. cable at throttle
or carburetor linkage, and remove filler tube. Raise and support vehicle on a hoist. Index mark and
remove drive shaft.
2. On Corvette models, remove complete exhaust system and driveline beam. On Corvette convertible,
remove upper and lower body braces. Camaro and Firebird, remove torque arm from rear suspension. On
Cadillac, remove header pipe at exhaust manifold, catalytic converter, fuel line-to-transmission bracket
and transmission-to-engine ground strap bolt.
3. Remove lower floor reinforcement (if equipped). Disconnect speedometer cable. Remove shifter linkage
and disconnect all electrical connectors. Remove flexplate cover. Index mark flexplate to torque converter
and remove attaching bolts.
4. Remove catalytic converter support bracket and remove crossmember. Support transmission with
transmission jack. Lower transmission slightly, disconnect oil cooler lines and remove T.V. cable hold
down bolt.
5. Support engine with a screw jack and block of wood. Remove transmission-to-engine bolts. Pull
transmission back enough to install Torque Converter Holder (J-21366). Lower transmission from
vehicle.

Installation (All Models)

1. To install transmission, reverse removal procedures. Observe index marks made during removal and align
marks to original positions.
2. Test torque converter for freedom of rotation. Tighten torque converter-to-flexplate bolts finger tight, then
tighten to specifications. Adjust shift linkage and T.V. cable as necessary. Fill transmission to proper
level with fluid. See AUTOMATIC TRANSMISSION SERVICING article.
TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
3T40 & 4T60
Cooler Lines Nut 16 (22)
Flexplate-to-Crankshaft Bolt
2.0L 52 (70)
2.3L (1)30 (22)
2.5L 55 (75)
2.8L 35 (47)
3.3L 61 (83)
3.1L & 3.8L 61 (83)
4.3L, 4.5L & 5.0L 74 (100)
Front Cradle Assembly Bolt
"J","L" & "N" Bodies 65 (88)
All Others 74 (100)
Torque Converter-to-Flexplate Bolt
"J","L" & "N" Bodies 35 (47)
All Others 46 (62)
Transaxle-to-Engine Bolt 55 (75)
Transaxle-to-Mount Nut 40 (54)
THM 200-4R & 4L60
Cooler Lines Nut 16 (22)
Crossmember-to-Frame Bolt 41 (56)
Flexplate-to-Crankshaft Bolt
2.8L 35 (47)
3.8L 61 (83)
4.3L & 5.0L 74 (100)
All Others 60 (81)
Torque Converter-to-Flexplate Bolt 46 (62)
Transmission-to-Engine Bolt 35 (47)
Transmission-to-Mount Bolt 35 (47)
(1) Rotate an additional 35 degrees.
 TRANSMISSION REMOVAL & INSTALLATION - M/T

MANUAL TRANSMISSION REMOVAL GM 83 MM 4-SPEED W/OVERDRIVE

REMOVAL & INSTALLATION

REMOVAL

1. Disconnect negative battery cable. Remove air cleaner and disconnect TV cable at throttle lever. Remove
distributor cap and lay aside. Raise vehicle on a hoist. Remove entire exhaust system. Be sure to
disconnect oxygen sensor lead before removing exhaust system.
2. Support transmission with a jack. Remove bolts attaching drive line beam at axle and transmission.
Remove drive line beam from vehicle. Mark position of and remove drive shaft. Disconnect overdrive
cooling lines. Disconnect TV cable at overdrive lever.
3. Disconnect shift linkage and electrical connectors from transmission switches. Lower transmission and
support engine. Remove 4 attaching bolt from transmission to clutch housing. Slide transmission from
engine and lower from vehicle.

INSTALLATION

To install transmission (transaxle), reverse installation procedures. See TORQUE SPECIFICATIONS .

Adjust TV cable and clutch cable. Fill transmission (transaxle) with lubricant to proper level.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Bell Housing-to-Engine 30 (40)
Drive Line Beam-to-Transmission 50 (60)
Support-to-Transmission 30 (40)
Transmission Filler Plug 30 (40)
Transmission-to-Bell Housing 52 (70)
 TRANSMISSION SERVICING - A/T

TRANSMISSION SERVICING General Motors Corp. Automatic Transmission

IDENTIFICATION
A new system has been developed by Hydra-Matic to "functionally" describe its transmissions and transaxles.
The new transmission designations, used throughout this manual, will indicate (in sequence) the number of
speeds, type, series and major features (if applicable).

Refer to HYDRA-MATIC PRODUCT DESIGNATIONS to reference each new designation.

HYDRA-MATIC PRODUCT DESIGNATION SYSTEM CODES

3 - No. Speeds: T - Type: 40 - Series: E - Features:
3 T - Transverse Based on E - Elect.
4 L - Longitudinal Relative A - AWD
5 M - Manual Torque Rating HD - Heavy Duty

HYDRA-MATIC PRODUCT DESIGNATIONS

Previous Designation New Designation
THM A-1 Hydra-Matic 3T40-A
THM F-7 THM F-7
THM R-1 Hydra-Matic 4L30-E
THM 125/125C Hydra-Matic 3T40
THM 180/180C Hydra-Matic 3L30
THM 200-4R (1)
THM 200-4R
THM 400 Hydra-Matic 3L80
THM 440-T4 Hydra-Matic 4T60
THM 475 Hydra-Matic 3L80-HD
THM 700-R4 Hydra-Matic 4L60
(1) No change in designation.

FWD APPLICATION
Model Body Transmission(s)
Buick
Century "A" 3T40 & 4T60
Electra "C" 4T60
LeSabre "H" 3T40
Park Avenue "C" 4T60
Reatta "E" 4T60
Regal "W" 3T40 & 4T60
Riviera "E" 4T60
 Skylark "N" 3T40
Cadillac
DeVille "C" 4T60
Eldorado "E" 4T60
Fleetwood "C" 4T60
Seville "K" 4T60
Chevrolet
Beretta "L" 3T40
Cavalier "J" 3T40
Celebrity "A" 3T40 & 4T60
Corsica "L" 3T40
Lumina "W" 3T40
Oldsmobile
Cutlass Calais "N" 3T40
Cutlass Ciera "A" 3T40 & 4T60
Cutlass Cruiser "A" 4T60
Cutlass Supreme "W" 4T60
Delta 88 "H" 4T60
Ninety-Eight "C" 4T60
Toronado "E" 4T60
Trofeo "E" 4T60
Pontiac
Bonneville "H" 4T60
Grand Am "N" 3T40
Grand Prix "W" 4T60
Sunbird "J" 3T40
Touring Sedan "C" 4T60
6000 "A" 3T40 & 4T60

RWD TRANSMISSION APPLICATION

Model Body Transmission(s)
Brougham "D" 200-4R & 4L60
Camaro "F" 4L60
Caprice "B" 200-4R & 4L60
Corvette "Y" 4L60
Custom Cruiser "B" 200-4R & 4L60
Estate Wagon "B" 200-4R & 4L60
Firebird "F" 200-4R & 4L60

LUBRICATION
SERVICE INTERVALS

Check transmission fluid level at every engine oil change. Transmission fluid should be changed and filter
replaced every 100,000 miles under normal operating conditions.

Under continuous extreme operating conditions (trailer towing, heavy city traffic with ambient temperature over
90°F/32°C or delivery service), fluid and filter should be changed every 15,000 miles.

CHECKING FLUID LEVEL

CAUTION: DO NOT overfill transmission. One pint of fluid will raise level from the
"ADD 1 PT. OR .5L" mark to the "FULL HOT" mark on dipstick when
transmission is hot.

1. Start engine and operate vehicle for at least 15 minutes or until reaching operating temperature. With
engine at curb idle, vehicle on level ground, move gear selector lever through all ranges ending in the "P"
position.
2. Remove transmission dipstick, wipe clean and fully reinsert into filler tube. Remove again and inspect
fluid level. Fluid level should be between the "ADD 1 PT. OR .5L" mark and the "FULL HOT" mark on
dipstick.

CAUTION: If vehicle has been driven for an extended period of time at high speeds, in
city traffic, hot weather, or if vehicle has been pulling a trailer, an accurate
fluid level reading cannot be made until ATF has cooled about 30 minutes
after vehicle has been parked.

RECOMMENDED FLUID

Use only Dexron-II Automatic Transmission Fluid (ATF) or equivalent.

FLUID CAPACITY

NOTE: Quantities listed are approximate. Correct fluid level should be determined by
mark on dipstick rather than by amount of fluid added.

TRANSMISSION REFILL CAPACITIES

Transmission Refill Qts. (L) Total Qts. (L)
3T40 4.0 (3.78) 6.0-6.9 (5.67-6.52)
THM 200-4R 3.5 (3.25) 11.0 (10.40)
4T60 6.0 (5.67) 10.0-11.0 (9.46-10.40)
4L60 5.0 (4.73) 11.5 (10.88)

DRAINING & REFILLING

1. With vehicle raised and large drain pan placed under transmission oil pan, remove front and side
 transmission oil pan bolts only. Loosen rear pan bolts about 4 turns each.
2. Carefully pry pan loose with screwdriver, allowing fluid to drain. Remove remaining bolts and remove oil
pan. Discard old pan gasket. Remove filter and "O" ring or sleeve type seal. Remove any remaining
gasket material left on transmission case.
3. Thoroughly clean pan, magnet and screen with solvent and dry with compressed air. Paper type filters
should be replaced. Install new "O" ring on pick-up tube or new sleeve into pick-up tube recess. Lubricate
with clean oil before installation.
4. Install filter assembly into pick-up tube recess. Install oil pan using new gasket and tighten pan bolts to
specification. Add required amount of fluid to transmission through filler tube.
5. Start engine with gear selector lever in the "P" position and parking brake applied. Engage transmission in
each gear ending in the "P" position. Check fluid level with vehicle warm and add fluid if necessary. DO
NOT overfill.

TORQUE SPECIFICATIONS (OIL PAN BOLTS)

Transmission INCH Lbs. (N.m)
3T40 97 (11)
THM 200-4R 97 (11)
4T60 115 (13)
4L60 177 (20)

ADJUSTMENTS
THROTTLE VALVE (T.V.) CABLE

"N" Body (2.3L Quad 4)

1. Rotate T.V. cable adjuster body (at transaxle) 90 degrees. Pull cable conduit out until slider mechanism
hits stop. See Fig. 1 .
2. Rotate adjuster body back to original position. Using a torque wrench and socket, rotate T.V. cable
adjuster hex nut until 75 INCH lbs. (8.5 N.m) is reached. Road test vehicle.
Fig. 1: Throttle Valve (T.V.) Cable On "N" Body (2.3L Quad 4)
Courtesy of GENERAL MOTORS CORP.

"A" Body (2.5L)

1. Ensure T.V. cable is in full, nonadjusted position. Ensure T.V. cable operates smoothly and connected at
transaxle.
 2. Accelerator cable must be installed when adjusting T.V. cable. Rotate idler pulley (cam)
counterclockwise to 65 INCH lbs. (7 N.m) to place cable in adjusted position. See Fig. 2 .

Fig. 2: Adjusting Throttle Cable On "A" Body (2.5L)

Courtesy of GENERAL MOTORS CORP.

All Other Models

1. Engine must be off. Depress metal readjust tab on cable adjuster (located at cable support bracket on
engine) and hold it in this position.
2. Move cable housing slider (away from throttle lever) until it stops and is completely against fitting.
Release readjust tab. See Fig. 3 .
3. Rotate throttle lever (by hand) to its full throttle position. Slider must move (ratchet) toward lever when
lever is rotated to its full throttle position. Check cable for sticking and binding.
Fig. 3: Self-Adjusting Throttle Valve Cable
Courtesy of GENERAL MOTORS CORP.

GEAR SHIFT LINKAGE

Gear Shift Linkage Basic Adjustment Information

1. Linkage should be adjusted so that engine cannot be started in any position except Park or Neutral. If
linkage is improperly adjusted, an internal hydraulic leak could occur causing internal clutch and/or band
failure.
2. With selector lever in the "P" position, transmission parking pawl should engage rear/reaction internal
gear lugs or output ring gear lugs. Pointer on indicator quadrant should line up properly with range
indicators in all ranges.

Column Shift Rod (RWD)

1. Position steering column gear selector lever in the Neutral gate notch. Loosen clamp screw from below
vehicle and place transmission lever in Neutral. See Fig. 4 .
2. Hold clamp flush against equalizer lever. Tighten clamp screw finger tight, then tighten to 21 ft. lbs. (28
N.m) without applying tension on either equalizer lever or selector rod. Ensure there is no tension on
either equalizer lever or selector rod after adjustment is complete. See Fig. 4 .
Fig. 4: Column Shift Rod (RWD Models)
Courtesy of GENERAL MOTORS CORP.

Floor Shift Cable "B" & "D" Bodies (RWD)

1. Place gear selector lever in the "P" position. Raise and support vehicle. Ensure transmission is fully
engaged in Park by rotating drive shaft until parking pawl engages preventing rotation of shaft.
2. Loosen cable adjusting nut on transmission lever to allow pin to slide freely. With gear selector lever and
transmission lever both in Park position, tighten cable adjusting nut to 15 ft. lbs. (20 N.m). See Fig. 5 .
Fig. 5: Floor Shift Cable "B" & "D" Bodies (RWD)
Courtesy of GENERAL MOTORS CORP.

Floor Shift Cable "F" & "Y" Bodies (RWD)

Place gear selector lever in the "N" position. Raise and support vehicle. Loosen cable adjusting nut at
transmission lever. See Fig. 6 . Ensure that transmission lever is in the Neutral position by rotating it clockwise
to Park detent, then back (counterclockwise) 2 detents to Neutral. Tighten cable adjusting nut to 15 ft. lbs. (20
N.m).

NOTE: Lever must be held out of Park when tightening nut.

Fig. 6: Floor Shift Cable "F" & "Y" Bodies (RWD)
Courtesy of GENERAL MOTORS CORP.

Except Self-Adjusting Cable Type (FWD)

1. Place gear selector lever in the "N" position. Loosen cable adjusting nut at transaxle lever. See Fig. 7 .
2. Ensure that transaxle lever is in the Neutral detent. Tighten cable adjusting nut. Lever MUST be held out
of Park when tightening nut. DO NOT use impact tools on nut.
Fig. 7: Typical Floor Shift Linkage (FWD)
Courtesy of GENERAL MOTORS CORP.

NOTE: Self-adjusting shift cable is commonly used on "A," "C," "H," "N" and "W" body
styles.

Self-Adjusting Cable (FWD)

Place gear selector lever in the "N" position. Lift up lock button on cable adjuster at transaxle mounting bracket.
See Fig. 8 . Place transaxle lever in Neutral detent. Push down on lock button.
Fig. 8: Self-Adjusting Cable (FWD)
Courtesy of GENERAL MOTORS CORP.

PARK/LOCK CONTROL CABLE

Floor Shift Models

1. With gear selector lever in the Park position and ignition key in LOCK position, gear selector lever
should not be able to be moved to other gear positions. Ignition key should be removable from column.
 2. With key in RUN position and gear selector lever in the Neutral position, ensure key cannot be turned to
LOCK position. If system does not perform as described in steps 1) and 2), go to step 3) for adjustment
procedure.
3. If key cannot be removed in Park position, snap connector lock button to up position. Move cable
connector nose rearward until key can be removed from ignition. See Fig. 9 -Fig. 11 . Snap lock button
down.

Fig. 9: Park/Lock Control Cable (Corvette)

Courtesy of GENERAL MOTORS CORP.
Fig. 10: Park/Lock Control Cable On "J" & "N" Bodies
Courtesy of GENERAL MOTORS CORP.
Fig. 11: Park/Lock Control Cable On "A" & "W" Bodies
Courtesy of GENERAL MOTORS CORP.

NEUTRAL SAFETY SWITCH

RWD Models ("B" & "D" Bodies)

Column shift models use a mechanical interference-type neutral start system. A wedge-shaped finger, attached
to the ignition switch actuator rod, blocks movement of ignition switch to the "Start" position in all gear selector
positions except park or neutral.

RWD Models ("F" & "Y" Bodies)

1. Disconnect negative battery cable. Remove gear selector knob. Remove center console cover. Place gear
selector lever in the "N" position. If old switch is being readjusted, go to step 2). If new switch is being
installed, go to step 4).
2. Align tang on switch with tang slot on shift control. See Fig. 12 . Loosen switch mounting nuts. Rotate
switch to align service adjustment hole with carrier tang hole.
3. Insert a .094" (2.34 mm) wire gauge into adjustment hole in top of switch. Rotate switch until pin drops to
depth of .59" (15 mm). Tighten mounting nuts to 26 INCH lbs. (3 N.m). Vehicle should only start in Park
or Neutral.
4. If new switch if being installed, insert switch tang in slot on shift control. Tighten mounting nuts to 26
INCH lbs. (3 N.m).
5. If holes do not align with shift control, ensure gear selector lever is in the "N" position. DO NOT rotate
switch. Switch is pinned in Neutral.

NOTE: If new switch has been rotated and was pin broken during installation, use
adjustment procedure in step 2).

6. If holes align with shift control, move gear selector lever out of Neutral position to shear plastic pin.
Fig. 12: Adjusting Neutral Safety & Back-Up Light Switch On "F" & "Y" Bodies
Courtesy of GENERAL MOTORS CORP.

FWD MODELS

1. There are 2 different neutral safety/back-up light switches used on FWD models. See Fig. 13 . To adjust
switch, place gear selector lever in the "N" position.
2. Ensure shift cable is adjusted correctly and transaxle lever is in Neutral position. Loosen switch attaching
screws. Rotate switch on shifter assembly to align adjustment hole with carrier tang hole.
3. Insert a 3/32" (2.4 mm) wire gauge about 5/8" into switch holes. Tighten attaching screws. Remove wire
gauge. New switches may have plastic pin installed in hole. Plastic pin is designed to shear off during
shift lever operation.
Fig. 13: Neutral Safety Switches (FWD)
Courtesy of GENERAL MOTORS CORP.

TORQUE CONVERTER CLUTCH BRAKE SWITCH

The torque converter clutch brake switch must be adjusted to prevent vehicle stalling at idle due to the clutch
remaining applied. Ensure brake pedal is fully released. Adjust plunger to just touch brake pedal lever.

VISCOUS CONVERTER CLUTCH THERMISTOR SWITCH

Cadillac

Some models with 4T60 transaxle are equipped with a thermistor switch that senses transaxle fluid temperature.
This information is sent to the ECM to determine Viscous Converter Clutch (VCC) operation. The ECM
engages VCC when fluid temperature is 200°F (93°C) or less, provided all other conditions have been met. If
fluid temperature is higher than specified, ECM will not allow VCC engagement until vehicle speed is
approximately 36 MPH.

SPECIFICATIONS
OIL PAN GASKET IDENTIFICATION

Fig. 14: Hydra-Matic THM 200-4R Oil Pan Gasket

Courtesy of GENERAL MOTORS CORP.
Fig. 15: Hydra-Matic 3T40 (THM 125C) Oil Pan Gasket
Courtesy of GENERAL MOTORS CORP.
Fig. 16: Hydra-Matic 4L60 (THM 700-R4) Oil Pan Gasket
Courtesy of GENERAL MOTORS CORP.
Fig. 17: Hydra-Matic 4T60 (THM 440-T4) Oil Pan Gasket
Courtesy of GENERAL MOTORS CORP.
 AUTOMATIC TRANSMISSIONS

Hydra-Matic 700-R4/4L60 Overhaul

APPLICATION
THM 700-R4/4L60 APPLICATIONS
Vehicle Application Engine
Buick
Electra 5.0L
LeSabre 5.0L
Roadmaster 5.0L, 5.7L
Cadillac
Brougham 5.0L, 5.7L
Fleetwood 5.7L
Chevrolet
Astro 2.5L & 4.3L
Blazer 2.5L, 4.3L, 5.0L, 5.7L & 6.2L
Camaro 2.5L, 2.8L, 3.1L, 5.0L & 5.7L
Caprice 4.3L, 4.4L, 5.0L & 5.7L
Corvette 5.7L
Cutaway Van 5.7L, 6.2L, 7.4L
El Camino 4.3L & 5.0L
Hi-Cube Van 5.7L, 6.2L, 7.4L
Impala 4.3L, 4.4L, 5.0L & 5.7L
Monte Carlo 4.3L & 5.0L
Passenger Van 4.3L, 5.0L, 5.7L, 6.2L, 7.4L
Sport Van 4.3L, 5.0L, 5.7L, 6.2L, 7.4L
Suburban 5.7L, 6.2L, 7.4L
Pickup 2.5L, 4.3L, 5.0L, 5.7L, 6.2L,
6.5L, 7.4L
S10 & S10 Blazer 2.0L, 2.2L, 2.5L, 2.8L & 4.3L
Suburban 5.0L, 5.7L & 6.2L
GMC
Caballero 4.3L & 5.0L
Cutaway Van 4.3L, 5.7L
Jimmy 5.0L, 5.7L & 6.2L
Magnavan 5.7L, 6.2L, 7.4L
Passenger Van 4.1L, 4.3L, 5.0L, 5.7L & 6.2L
Rally Van 4.3L, 5.0L, 5.7L, 6.2L
Safari 2.5L & 4.3L
School Bus 4.3L, 5.7L
 Sierra 4.3L, 5.7L, 6.2L, 7.4L
Sonoma 2.5L & 4.3L
Pickup 2.5L, 4.1L, 4.3L, 5.7L & 6.2L
S15 Pickup & Jimmy 2.0L, 2.5L, 2.8L & 4.3L
Suburban 5.0L, 5.7L & 6.2L
Vandura 4.1L, 4.3L, 5.0L, 5.7L & 6.2L
Yukon 5.7L
Oldsmobile
Bravada 4.3L
Custom Cruiser 5.0L, 5.7L
Pontiac
Bonneville 4.3L & 5.0L
Firebird 2.5L, 2.8L, 3.1L, 5.0L & 5.7L
Grand Prix 4.3L & 5.0L
Parisienne 4.3L, 5.0L & 5.7
Safari 5.0L

IDENTIFICATION
Turbo Hydra-Matic 4L60 (previously 700-R4) transmission can be identified by a letter code contained in
identification number. Identification number is stamped on transmission case above oil pan rail on right rear
side. See Fig. 1 . Identification number contains information which must be used when ordering replacement
parts.
Fig. 1: Identifying Transmission & Locating Circuit Taps
Courtesy of GENERAL MOTORS CORP.

DESCRIPTION
Turbo Hydra-Matic (THM) 4L60 is a fully automatic trans-mission consisting of a 3-element hydraulic torque
converter with a Torque Converter Clutch (TCC). Two planetary gear sets, 5 multiple-disc clutches, one sprag
clutch, one roller clutch and a band provide friction elements necessary to produce 4 forward speeds, last of
which is Overdrive. See Fig. 2 .

A hydraulic system, pressurized by a variable capacity vane type pump, provides pressure required to operate
friction elements and automatic controls. Transmission contains an auxiliary valve body for smoother Drive and
Reverse engagement. Temperature switch may be used to apply TCC to prevent transmission overheating.
Temperature switch reduces fluid temperature in Overdrive when TCC is not applied.

Temperature switch mounts on valve body and sits in transmission pan fluid. See Fig. 37 . At normal operating
temperature or less, switch is open. As fluid in pan heats to 270-286°F (134-140°C), switch closes to allow TCC
to apply until fluid in pan cools to 250-268°F (121-131°C). Heat is reduced when TCC is applied and torque
multiplication function of converter is bypassed.

CAUTION: Ensure transmission contains auxiliary valve body before performing

repairs. See Fig. 3 .

NOTE: See AUTO TRANS DIAGNOSIS - GM TORQUE CONVERTER CLUTCH article in

AUTOMATIC TRANSMISSIONS for information on converter clutch system used
in THM 4L60 transmission.

Fig. 2: Cut-Away View of 4L60 Transmission

Courtesy of GENERAL MOTORS CORP.
Fig. 3: Locating Auxiliary Valve Body
Courtesy of GENERAL MOTORS CORP.

LUBRICATION & ADJUSTMENTS

See appropriate TRANSMISSION SERVICING - A/T article in the AUTOMATIC TRANSMISSION
SERVICING section.

ON-VEHICLE SERVICE
THROTTLE VALVE CABLE

Removal

Remove air cleaner. Disconnect throttle valve cable from throttle linkage. Compress locking tabs. Remove
cable from mounting bracket. Raise and support vehicle. Remove cable retaining bolt from transmission.
Disconnect cable from transmission. Remove seal.

Installation

To install, reverse removal procedure. Install NEW seal. Once cable is fully installed, pull upper end of cable.
Slight resistance should be felt due to return spring. Ensure cable fully returns. Adjust cable. See appropriate
TRANSMISSION SERVICING - A/T article in the TRANSMISSION SERVICING section.

GOVERNOR ASSEMBLY

Removal

Raise and support vehicle. On some models, exhaust system components may require removal and transmission
may require lowering to access governor cover. Remove governor cover and "O" ring. Remove governor
assembly.

Inspection

Inspect governor valve and sleeve for binding and scoring. See Fig. 4 . Ensure weights operate freely. Inspect
governor drive gear for damage and loose fit on shaft. Replace governor if necessary.

Installation

To install, reverse removal procedure. Install NEW cover seal or gasket. Apply thin coat of Loctite sealant on
cover before installation. Ensure cover is fully seated. Ensure fluid level is correct.

Fig. 4: Exploded View of Governor Assembly

Courtesy of GENERAL MOTORS CORP.

2-4 SERVO ASSEMBLY

Removal & Installation

1. Raise and support vehicle. On some models, exhaust system, drive shaft and crossmember may require
removal and transmission may require lowering to access servo assembly. Install piston compressor (J-
29714) on 2 oil pan bolts.
2. Compress servo cover, and remove retaining ring. See Fig. 31 . Remove servo cover and "O" ring.
Remove 2-4 servo assembly. To install, reverse removal procedure. For servo pin length check, see 2-4
SERVO ASSEMBLY under TRANSMISSION DISASSEMBLY.

REAR OIL SEAL

Removal

Raise and support vehicle. On some models, exhaust system may require removal to access rear oil seal.
Remove drive shaft. Pry oil seal from extension housing.

Installation

Coat NEW oil seal O.D. with non-hardening sealer. Using Seal Installer (J-21426), install oil seal into housing.
To complete installation, reverse removal procedure. Check fluid level.

AUXILIARY VALVE BODY

Removal

Raise and support vehicle. Remove transmission oil pan. Remove oil filter and "O" ring. Ensure "O" ring is
removed from transmission case. Remove clamp and pressure tube. Remove auxiliary valve body retaining
bolts. Remove auxiliary valve body and check ball. See Fig. 5 . Note location of check ball.

Installation

Coat check ball with petroleum jelly before installation. Install check ball in auxiliary valve body. To complete
installation, reverse removal procedure. Lubricate "O" ring with petroleum jelly. Install new filter and "O" ring.
Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Fill transmission with fluid.
Fig. 5: Locating Valve Body Check Balls
Courtesy of GENERAL MOTORS CORP.

VALVE BODY

CAUTION: Note valve body bolt length and location during removal procedure.
Transmission case damage may occur if bolts are incorrectly installed.

Removal

1. Disconnect throttle valve cable from throttle lever. Raise and support vehicle, and remove transmission
oil pan. Remove oil filter and "O" ring. Ensure "O" ring is removed from transmission case.
2. Remove electrical connectors from switches (if required), and tag. Remove auxiliary valve tube to access
valve body. Remove valve body bolts. Note length and location of bolts for installation.
3. Note direction of manual valve link. Remove manual valve link from manual valve at valve body. See
Fig. 6 . Note direction of throttle valve link. See Fig. 7 . Remove throttle valve bracket and throttle valve
link. Remove valve body. Note location of check balls. DO NOT lose balls. See Fig. 5 .
Fig. 6: Installing Manual Valve Link
Courtesy of GENERAL MOTORS CORP.
Fig. 7: Installing Throttle Valve Link
Courtesy of GENERAL MOTORS CORP.

Installation

1. Coat check balls with petroleum jelly. Install check balls in proper locations on separator plate. See Fig.
5 . Install manual valve link. Ensure manual valve link is properly seated in manual valve. See Fig. 6 .
Improper positioning may prevent vehicle operation in "D" range.

NOTE: Improper positioning of throttle valve link will result in erratic shift points
or high main line oil pressure.

2. Install throttle link. Ensure link is properly positioned with lower hook facing outside of transmission
case. See Fig. 7 . Install valve body and retaining bolts. Tighten bolts to specification. To complete
installation, reverse removal procedure.
3. Lubricate oil filter "O" ring with ATF before installation. Tighten all bolts to specification. See
TORQUE SPECIFICATIONS . Fill transmission with fluid.

TROUBLE SHOOTING

NOTE: For additional trouble shooting, see SERVICE BULLETINS . For clutch and band
 application, see CLUTCH & BAND APPLICATION CHART under CLUTCH &
BAND APPLICATION.

1ST GEAR ONLY, NO UPSHIFT

Check governor assembly. Governor valve sticking. Driven gear loose or damaged. Drive gear retaining pin
missing. Nicks or burrs on output shaft, governor sleeve or case bore. Improper support pin length. Governor
weights or springs missing, damaged or binding.

1-2 shift valve sticking in valve body. Spacer plate or gaskets damaged or not positioned properly. Case-to-
valve body face damaged or not flat. Governor screen restricted or damaged. 2-4 servo assembly restricted or
blocked case passages. Nicks or burrs on servo pin or case pin bore. Missing or damaged piston or pin seals. 4th
servo piston installed backward. 2-4 band worn or damaged or band anchor pin not engaged.

SLIPS IN 1ST

Defective forward clutch assembly. Clutch plates worn. Piston porous or damaged. Piston seals missing or
damaged. Input housing-to-forward clutch housing "O" ring seal missing or damaged. Damaged housing.
Housing retainer and ball assembly damaged or not seating. Input housing and shaft assembly turbine shaft
seals missing or damaged. Accumulator valve stuck in valve body.

Valve body face not flat, damaged lands, or interconnected passages. Spacer plate or gaskets incorrect, damaged
or not positioned properly. Binding or broken T.V. cable. Defective 1-2 accumulator piston assembly. Porosity
in piston or cover and pin assembly. Damaged piston ring grooves. Piston seal missing or damaged. Cover
gasket missing or damaged. Broken accumulator spring.

Improper oil pressure. Torque converter stator roller clutch not holding or 4th servo piston in backward.
Damage to low roller clutch lugs or inner ramps. Rollers not free moving, inadequate spring tension or damage
to inner splines. Oil passage plugged. Forward clutch accumulator piston seal missing or damaged. Piston out of
its bore. Porosity in piston or auxiliary valve body. Abuse valve stuck in auxiliary valve body.

HIGH OR LOW 1-2 SHIFT SPEEDS

T.V. cable binding, broken or improperly adjusted. Governor assembly valve sticking. Driven gear loose or
damaged. Drive gear retaining pin missing. Nicks or burrs on output shaft, governor sleeve or case bore.
Improper support pin length. Governor weights or springs missing, damaged or binding.

Throttle lever and bracket assembly damaged, binding or not installed properly. T.V. link missing, binding or
damaged. Valve body face not flat, T.V. exhaust check ball stuck or T.V. plunger sticking. Oil pump assembly
or case face not flat.

SLIPPING OR ROUGH 1-2 SHIFT

Throttle lever and bracket assembly damaged, not installed properly or T.V. cable broken or binding. Valve
body assembly throttle valve sticking. T.V. bushing turned in bore. Defective valve body assembly. 1-2 shift
valve train, line bias valve, accumulator valve or T.V. limit valve stuck. Gaskets or spacer plate incorrect,
damaged or not installed properly. Body face not flat.
Defective 2-4 servo assembly. Apply pin incorrect length. Servo seals or "O" ring seals missing or damaged.
Restricted or missing oil passages. Case servo bore damaged. Defective 2nd accumulator. Porosity in 1-2
accumulator housing or piston. Piston seal or groove damaged. Nicks or burrs in 1-2 accumulator housing.
Missing or restricted oil passages or 2-4 band worn or not positioned properly. Oil pump assembly or case faces
not flat.

SLIPPING, ROUGH OR NO 2-3 SHIFT

Internal converter damage. Governor valve sticking. Drive gear retaining pin missing or loose. Governor
weights binding. Governor drive gear damaged. Support pin in case incorrect length. Oil pump stator shaft
sleeve scored or not located properly. Valve body 2-3 valve train or accumulator valve stuck. Spacer plate or
gaskets incorrect, damaged or not positioned properly. Throttle valve or T.V. limit valve stuck. Input housing
assembly forward or 3-4 clutch plates worn. Excessive clutch plate travel.

Forward or 3-4 piston seals damaged. Porosity in 3-4 clutch housing or piston, or 3-4 piston check ball stuck,
damaged or not sealing. Restricted apply passages. Forward clutch piston or 3rd accumulator retainer and ball
assembly not seating. Sealing balls loose or missing. 2-4 servo assembly or 2nd apply piston seals missing or
damaged.

SLIPPING, ROUGH OR NO 3-4 SHIFT

Governor weights binding. Governor valve sticking. Drive gear damaged or retaining pin missing or loose.
Support pin in case incorrect length. Oil pump assembly faces not flat or pump cover retainer and ball assembly
omitted or damaged. Valve body assembly 2-3 valve train, accumulator valve, throttle valve, T.V. limit valve,
1-2 shift valve or 3-2 control valve stuck. Manual valve link bent or damaged. Spacer plate or gaskets incorrect,
damaged or not positioned properly. Defective 2-4 servo assembly.

Incorrect band apply pin. Servo seals missing or damaged. Porosity in pistons, cover or case. Plugged or
missing orifice cup plug. Case 3rd accumulator retainer and ball assembly leaking. Porosity in 3-4 accumulator
piston or bore. 3-4 accumulator piston seal or seal grooves damaged. Restricted oil passage. Defective input
housing assembly. Forward or 3-4 clutch plates worn, or excessive plate travel.

Forward or 3-4 piston seals damaged. Porosity in 3-4 clutch housing or piston. 3-4 piston check ball stuck,
damaged or not sealing. Restricted apply passages. Forward clutch piston retainer and ball assembly not seating.
2-4 band worn or not positioned properly. Sealing balls loose or missing.

NO "R" OR SLIPS IN "R"

Defective input housing assembly. 3-4 apply ring stuck in applied position. Forward clutch not releasing.
Turbine shaft seals missing or damaged. Manual valve link disconnected. Defective oil pump assembly.
Retainer and ball assembly missing or damaged. Stator shaft seal rings or ring grooves damaged. Stator shaft
sleeve scored or damaged. Reverse boost valve stuck, damaged or not assembled properly. Cup plug missing.

Restricted oil passage. Faces not flat. Converter clutch apply valve stuck. Defective valve body assembly. 2-3
shift valve stuck. Manual linkage out of adjustment. Spacer plate and gaskets incorrect, damaged or not
positioned properly. Defective reverse input clutch assembly. Clutch plate worn. Housing and drum assembly
cracked at weld. Clutch plate or return spring assembly retaining ring out of groove. Piston deformed or dished.
Seals damaged or missing. Retainer and ball assembly not sealing. Restricted apply passage. Defective low-
reverse clutch. Clutch plates worn or retaining ring not positioned properly. Porosity in piston. Seals damaged.
Return spring assembly retaining ring not positioned properly. Case porosity. Case cover plate not tightened
properly or gasket missing or damaged. Auxiliary valve body low overrun valve stuck. Cup plug restricted,
missing or damaged.

NO PART THROTTLE OR DELAYED DOWNSHIFTS

T.V. cable loose or not adjusted properly. T. V. bracket assembly bent. Defective 2-4 servo assembly. Servo
cover retaining ring missing or not assembled properly. 4th apply piston damaged or not assembled properly.
Inner housing damaged or not assembled properly. Governor weights binding or governor valve stuck.
Defective valve body assembly. Throttle valve, 3-2 control valve or T.V. modulated downshift valve stuck. T.V.
sleeve turned in bore. 4-3 sequence valve body channel blocked. No. 5 check ball missing.

NO OVERRUN BRAKING IN MANUAL 3-2-1

T.V. cable loose or not adjusted properly. Defective valve body assembly. 4-3 sequence valve or throttle valve
stuck. No. 3 check ball not positioned properly. Spacer plate and gaskets incorrect, damaged or not positioned
properly. Defective input clutch assembly. Turbine shaft oil passages plugged or not drilled. Turbine shaft seal
rings damaged. Turbine shaft sealing balls loose or missing. Porosity in forward or overrun clutch piston.
Overrun piston seals damaged or cut. Overrun piston check ball not sealing.

DRIVES (CREEPS) IN NEUTRAL

Forward clutch not releasing. Manual valve link disconnected. Converter clutch apply valve stuck in oil pump.
Face of transmission case not flat or internal leakage in case.

STARTS IN 2ND IN "D"

Governor support pin too long or missing or governor valve stuck. Forward sprag clutch assembly installed
backward.

NO PARK

Parking linkage binding, loose, missing or not positioned properly.

OIL PRESSURE HIGH OR LOW

Perform PRELIMINARY CHECKING PROCEDURE. See CONTROL PRESSURE TEST under TESTING.
Oil pressure regulator valve stuck or valve spring damaged. Rotor guide omitted or not assembled properly.
Rotor cracked or broken. T.V. or reverse boost valve or sleeve stuck, damaged or not assembled properly.
Orifice valve in pressure regulator valve plugged. Sticking slide or excessive rotor clearance. Pressure relief ball
not seated or damaged. Pump cover or body has porosity. Incorrect pump cover or pump face not flat. Excessive
rotor clearance.

Intake pipe restricted by casting flash. Cracks in filter body or intake pipe. "O" ring seal missing, cut or
damaged. Incorrect grease used during rebuild procedure. T.V. exhaust ball stuck or damaged. Throttle link,
lever and bracket assembly binding, damaged or not assembled properly.
Manual valve scored or damaged. Spacer plate or gaskets incorrect, damaged or not assembled properly. Face
not flat. Throttle valve or T.V. limit valve sticking. Modulated downshift valve, line bias valve or 2-3 shift
valve stuck. Check balls omitted or not assembled properly. Case-to-valve body face not flat.

HIGH OR LOW SHIFT POINTS

T.V. cable binding or not adjusted properly. T.V. exhaust ball stuck or damaged. Throttle lever and bracket
assembly binding, damaged or not assembled properly. Pressure regulator valve or T.V. boost valve stuck.
Pump slide sticking.

Throttle valve or plunger sticking. Modulated T.V. upshift or downshift valves, T.V. limit valve or line bias
valve sticking. Spacer plate or gaskets damaged, incorrect or not assembled properly.

Valve body pad porous or damaged. Governor filter restricted or damaged. 2-4 accumulator has porosity. Servo
piston seals damaged. Apply pin damaged or has improper length. 2-4 band burned or anchor pin not engaged.

NO CONVERTER CLUTCH APPLY

Transmission not supplied 12 volts. Outside electrical connector damaged. Inside electrical connector wiring
harness or solenoid damaged. Solenoid wire pinched. Solenoid not grounded. Pressure switches incorrect or
damaged. Temperature switch damaged. Converter internal damage.

Converter clutch valve stuck or assembled backward, or retaining ring not positioned properly. Pump-to-case
gasket not positioned properly. Orifice cup plug restricted or damaged. Solenoid "O" ring seal cut or damaged.
Pump-to-body cover high or uneven bolt torque.Turbine shaft "O" ring seal cut or damaged. Turbine shaft
retainer and ball assembly restricted or damaged. TCC shift valve or apply valve stuck. Solenoid "O" ring
leaking. Solenoid screen is blocked.

CONVERTER SHUDDER

Torque converter has internal damage. Converter clutch valve stuck. Restricted oil passages. Crack in filter
body. Flash restricting filter neck. "O" ring seal cut or damaged.Turbine shaft "O" ring cut or damaged. Turbine
shaft retainer and ball assembly restricted or damaged. Low oil pressure. Engine not tuned properly.

NO CONVERTER CLUTCH RELEASE

Solenoid external ground. Converter internal damage. Converter clutch valve stuck. Converter clutch apply
valve stuck in apply position. ECM external ground.

RATCHETING NOISE

Parking pawl return spring weak, damaged or not assembled properly.

OIL LEAKING OUT VENT

Chamfer in pump body rotor pocket too large. T.V. limit valve stuck. Fluid level overfilled. Cross leak out of
pump body and cover.
VIBRATION IN REVERSE & WHINING NOISE IN PARK

Oil pump broken vane rings.

FRONT OIL LEAK

Torque converter welded seam leaking. Damaged torque converter hub. Damaged front seal.

NO REVERSE, SLIPS IN REVERSE, BAD ENGAGEMENT (NO BRAKING OR WEAK BRAKING IN

MANUAL LOW)

No. 5 check ball missing. Faulty low-reverse clutch. Reverse boost valve sticking. Reverse boost valve installed
backward.

PUMP BUSHING SPINS OUT, "WALKS" INTO SEAL, OR SEIZES TO CONVERTER HUB

Transmission and engine center lines do not match. Excessive crankshaft runout (common on 6.2L). Bent
flexplate (drive plate). Excessive converter hub runout. Pump bushing I.D. not centered in pump. Bushing too
loose in pump. Not enough hub-to-bushing clearance.

SLIP ON 2-3 SHIFT, FALLING OUT OF 3RD, REPEATED 3-4 CLUTCH OR 2-4 BAND FAILURE

Leaking No. 7 check ball (direct clutch accumulator check valve located in case, visible through servo).
Cracked input shaft. Input shaft sealing rings leaking. Leak at base of input shaft where shaft is pressed into
drum. Pump cover bore (sealing ring surface) worn. Servo air bleed cup plug loose or blown out of case. Pump-
to-case gasket misaligned or ripped. 3-4 air bleed ball in back of input drum leaking. 3-4 clutch piston seals
leaking. Servo release side (large) sealing ring leaking in 2nd gear and dragging 3rd clutch. Band apply pin in
case worn. Servo seized in case. Damaged pump. Stator sleeve turned in pump and partly blocking feed
passage. Throttle valve sticking, causing delayed 3rd clutch circuit pressure rise during 2-3 shift.

DELAYED OR NO FORWARD CLUTCH ENGAGEMENT, SLIPS OR CHATTERS IN 1ST GEAR

Leak at forward clutch accumulator (auxiliary valve body) caused by accumulator pin "walking" out of oval
hole in cover.

NO 4TH GEAR, NO 3-4 UPSHIFT (STAYS IN 3RD, 2ND USUALLY OKAY)

Leaking 4th gear piston sealing ring (inside servo cover). Excessive servo clearance allowing 4th piston to
"walk" out of cover, leaking 4th apply oil out servo vent hole. Servo vent hole blocked (hole is at pan gasket
surface). Leaking 4th signal switch. 3-4 relay valve installed backward. Aluminum disc missing from between
3-4 relay valve and hole pin. Servo feed tunnel cup missing from valve body. 3-4 shift valve stuck. Incorrect
spring or spring too stiff at 3-4 shift valve. 3-4 accumulator air bleed cup plug blown out of case. Throttle valve
sticks.

FALLS OUT OF 4TH GEAR DURING COASTING

Low line pressure at idle (weak pressure regulator spring).

BINDS UP ON 3-4 SHIFT (FEELS LIKE BRAKE DRAG)

Forward pressure plate installed incorrectly. Too many plates in overrun clutch. Incorrect top steel plate
installed in overrun clutch.

NO FORWARD OR REVERSE GEARS (LINE PRESSURE READING OKAY)

Mismatched converter input shaft or broken turbine hub.

BINDS UP IN REVERSE

Stator sleeve rotated out of position. Stuck 2-3 shift valve. Servo pin jammed in case. Stuck 3-4 relay or 4-3
sequence valve.

NO REVERSE

Reverse input drum cracked at weld or seals damaged.

NO DRIVE IN DRIVE RANGE

Torque converter stator roller clutch not holding.

NO DRIVE IN OVERDRIVE RANGE

Faulty output sprag. Teeth "hammered" out of forward friction plates.

CLUTCH & BAND APPLICATION

CLUTCH & BAND APPLICATION CHART

Selector Lever Position Elements In Use
"D" (Overdrive)
First Gear Forward Clutch, Forward
Sprag & Low Roller Clutch
Second Gear Forward Clutch, Forward
Sprag & 2-4 Band
Third Gear Forward Clutch, Forward
Sprag & 3-4 Clutch
Overdrive Forward Clutch, 2-4 Band &
3-4 Clutch
"D" (Drive)
First Gear Forward Clutch, Forward
Sprag, Low Roller Clutch &
Overrun Clutch
Second Gear Forward Clutch, Forward
Sprag, Overrun Clutch & 2-4
Band
 Third Gear Forward Clutch, Forward
Sprag, Overrun Clutch & 3-4
Clutch
"2" (Intermediate)
First Gear Forward Clutch, Forward
Sprag, Low Roller Clutch &
Overrun Clutch
Second Gear Forward Clutch, Forward
Sprag, Overrun Clutch & 2-4
Band
"1" (Low)
First Gear Forward Clutch, Forward
Sprag, Low Reverse Clutch,
Low Roller Clutch & Overrun
Clutch
"R" (Reverse) Low Reverse Clutch & Reverse
Input Clutch
"N" Or "P" (Neutral Or Park) All Clutches & Bands Released
Or Ineffective

TESTING
ROAD TEST

1. Operate vehicle in Overdrive. Accelerate using steady throttle pressure. Note shift points for 2nd, 3rd,
Overdrive and TCC application. TCC application should occur in 3rd or Overdrive.
2. Torque converter clutch will not engage until engine coolant has reached a temperature of 130°F (54°C).
Compare shift points to shift speed charts. See SHIFT SPEED CHARTS. If TCC application is not
obtained, see AUTO TRANS DIAGNOSIS - GM TORQUE CONVERTER CLUTCH article in the
AUTOMATIC TRANSMISSIONS section.
3. Operate vehicle in Overdrive normally at 40-55 MPH with throttle in half-open position. Ensure TCC
releases, and note 3rd gear downshift point. Repeat procedure with wide open throttle. Ensure TCC
releases, and note 2nd gear downshift point.
4. Operate vehicle in Overdrive normally at 40-55 MPH. Release accelerator while manually shifting
transmission to 3rd gear. Ensure TCC releases and engine braking is felt, and note 3rd gear downshift
point.
5. Operate vehicle in Overdrive normally at 40-45 MPH. Release accelerator while manually shifting
transmission into 2nd gear. Ensure TCC releases and engine braking is felt, and note 2nd gear downshift
point.
6. With transmission in Overdrive, accelerate normally to 25 MPH, allowing vehicle to upshift normally.
Release accelerator while manually shifting transmission into 1st gear. Ensure TCC releases and engine
braking is felt, and note 1st gear downshift point.
7. With transmission in Overdrive, accelerate to 4th gear with TCC applied. Release accelerator. Lightly
apply brakes, and ensure TCC releases and note speed at which downshifts occur. Compare shift points
noted to shift speed charts. See SHIFT SPEED CHARTS .
 8. Place transmission in 3rd gear with vehicle stopped. Accelerate, and note 1st-2nd and 2nd-3rd shift
points. Repeat procedure with transmission in 2nd gear. Note 1st-2nd shift point. Accelerate to 25 MPH.
Ensure 2nd-3rd gear upshift does not occur and TCC does not engage.
9. Place transmission in 1st gear with vehicle stopped. Accelerate to 15 MPH. Ensure upshifts do not occur
and TCC does not engage. With vehicle stopped, place transmission in Reverse and slowly accelerate to
observe reverse gear operation.
10. Compare all shift points to shift speed charts. See SHIFT SPEED CHARTS . If shift points are not
within approximate speed listed, see TROUBLE SHOOTING . Control pressure can also be checked.
See CONTROL PRESSURE TEST .

SHIFT SPEED CHARTS

NOTE: Shift speed charts are not available for 1983 through 1986 models.

Fig. 8: Shift Speed Chart (1987 Models Except Corvette)

Courtesy of GENERAL MOTORS CORP.
Fig. 9: Shift Speed Chart (1987 Corvette)
Courtesy of GENERAL MOTORS CORP.
Fig. 10: Shift Speed Chart (1988 Car Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 11: Shift Speed Chart (1988 Truck Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 12: Shift Speed Chart (1989 Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 13: Shift Speed Chart (1990 Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 14: Shift Speed Chart (1991 Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 15: Shift Speed Chart (1992 Models)
Courtesy of GENERAL MOTORS CORP.

CONTROL PRESSURE TEST

Preliminary Checking Procedure

1. Ensure fluid level is correct and engine is in good operating condition before performing control pressure
test. Ensure shift linkage is properly adjusted. See appropriate TRANSMISSION SERVICING - A/T
article in the AUTOMATIC TRANSMISSION SERVICING section.
2. Control pressure can be checked to ensure proper throttle valve cable adjustment. If control pressure is
not within specification, adjust throttle valve cable before attempting any other corrections. See
THROTTLE VALVE CONTROL PRESSURE CHECK.

Throttle Valve Control Pressure Check

 1. Install pressure gauge on transmission line pressure tap. See Fig. 16 . Install tachometer on engine. Apply
parking brake. Ensure engine is at normal operating temperature.
2. Operate engine at 1000 RPM. With gear selector in "P" position, note oil pressure reading. Move gear
selector to "D" position, and note oil pressure reading.
3. Oil pressure "D" reading must be equal to "P" reading or must not exceed it by more than 10 psi (.70
kg/cm). Operate engine at 1400 RPM. Oil pressure should increase. Adjust throttle valve cable if pressure
does not increase. See appropriate TRANSMISSION SERVICING - A/T article in the AUTOMATIC
TRANSMISSION SERVICING section.

Fig. 16: Locating Line Pressure Tap

Courtesy of GENERAL MOTORS CORP.

CAUTION: DO NOT perform following pressure tests for longer than 2 minutes or
transmission damage may occur.

Minimum Throttle Valve Pressure Check

1. Ensure throttle valve cable is properly adjusted. Attach pressure gauge to line pressure tap. See Fig. 16 .
Apply parking brake and service brakes.
2. Check line pressure as specified. See OIL PRESSURE SPECIFICATION CHARTS . Pressure
readings must be within specification. If pressure reading is not within specification, see TROUBLE
SHOOTING .

Full Throttle Valve Pressure Check

 1. Attach pressure gauge to line pressure tap. See Fig. 16 . Apply parking brake and service brakes. Ensure
throttle valve cable is secured in fully extended position.
2. Check line pressure as specified. See OIL PRESSURE SPECIFICATION CHARTS . Pressure
readings must be within specification. If pressure reading is not within specification, see TROUBLE
SHOOTING .

Pressure Differential Check

1. Possible leakage in clutch circuits may be determined by checking oil pressure differential between line
pressure and 2nd, 3rd and 4th clutches. Attach pressure gauges to line pressure tap and appropriate clutch
circuit tap on transmission.
2. Circuit tap for 2nd clutch is located on right rear side of transmission, above pan. Circuit tap for 3rd
clutch is located next to 2-4 servo, above 4th clutch circuit tap. See Fig. 1 . Drive vehicle, and note both
pressure readings. Pressure differential between line pressure and clutch circuits exceeding 10 psi (0.70
kg/cm2 ) indicates possible leakage in clutch circuit.

OIL PRESSURE SPECIFICATION CHARTS

Fig. 17: Oil Pressure Specifications (1983 Models)

Courtesy of GENERAL MOTORS CORP.
Fig. 18: Oil Pressure Specifications (1984 Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 19: Oil Pressure Specifications (1985 Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 20: Oil Pressure Specifications (1986 Car Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 21: Oil Pressure Specifications (1986 Truck Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 22: Oil Pressure Specifications (1987 Models Except Astro & Safari)
Courtesy of GENERAL MOTORS CORP.
Fig. 23: Oil Pressure Specifications (1987 Astro & Safari)
Courtesy of GENERAL MOTORS CORP.

Fig. 24: Oil Pressure Specifications (1988 Car Models)

Courtesy of GENERAL MOTORS CORP.
Fig. 25: Oil Pressure Specifications (1988 Truck Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 26: Oil Pressure Specifications (1989 Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 27: Oil Pressure Specifications (1990 Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 28: Oil Pressure Specifications (1991 Models)
Courtesy of GENERAL MOTORS CORP.
Fig. 29: Oil Pressure Specifications (1992 Models)
Courtesy of GENERAL MOTORS CORP.

TORQUE CONVERTER

NOTE: Torque converter is a sealed unit and must be serviced as complete assembly.

STALL TEST

1. Torque converter whine is usually noticed when vehicle is stopped and transmission is in Reverse or
Drive. Whine will increase when engine RPM is increased and will stop when vehicle is moving or when
torque converter clutch is applied. Stall test is to ensure whine is coming from torque converter.
2. Start engine, and allow it to reach normal operating temperature. Apply parking and service brakes. Put
transmission in Drive. Depress accelerator to approximately 1200 RPM for less than 6 seconds. DO NOT
depress accelerator for more than 6 seconds or transmission damage may occur. Torque converter noise
will increase under this load.

NOTE: Torque converter whine should not be confused with pump whine, which is
usually noticeable in Park, Neutral and all other gear ranges.
STATOR CHECK

1. Torque converter stator roller clutch can either remain locked up at all times or freewheel in both
directions. If stator is freewheeling at all times, vehicle tends to have poor acceleration from a stop.
Vehicle may act normal at speeds above 30-35 MPH.
2. If poor acceleration is noted, ensure exhaust system is not blocked, engine timing is correct and
transmission is in 1st gear when starting from a stop. If stator is locked up at all times, performance from
a stop appears normal. Engine RPM and acceleration is limited at high speeds. Engine may overheat from
this condition.
3. A visual inspection of torque converter may reveal converter is Blue from overheating. If torque
converter has been removed from vehicle, stator roller clutch can be checked by inserting a finger into
splined inner race of roller clutch and trying to turn race in both directions. Inner race should turn freely
clockwise but should not turn or should be difficult to turn counterclockwise.

END PLAY CHECK

1. Inspect torque converter for hub scoring, cracks or weld area cracks before checking end play. Install End
Play Checking Tool (J-35138) on torque converter. See Fig. 30 .
2. Note end play of torque converter. End play must be within specification. See TORQUE CONVERTER
END PLAY SPECIFICATIONS . Replace torque converter if end play is not within specification or
damage to hub area exists.

TORQUE CONVERTER END PLAY SPECIFICATIONS

Converter Diameter: In. (mm) End Play: In. (mm)
9.65 (245.0) .000-.020 (.00-.50)
11.73 (298.0) .000-.024 (.00-.61)
Fig. 30: Checking Torque Converter End Play
Courtesy of GENERAL MOTORS CORP.

CONVERTER FLUSHING

Torque converter flushing is not recommended. Replace torque converter if contamination is found during oil
cooler flushing procedure.

NOTE: For additional information on Torque Converter Clutch (TCC), see AUTO TRANS
DIAGNOSIS - GM TORQUE CONVERTER CLUTCH article in the AUTOMATIC
TRANSMISSIONS section.

REMOVAL & INSTALLATION

See appropriate TRANSMISSION REMOVAL & INSTALLATION - A/T article in the TRANSMISSION
SERVICING section.
TRANSMISSION DISASSEMBLY
2-4 SERVO ASSEMBLY

1. Mount transmission in Holding Fixture (J-8763-02). Remove torque converter. Clean outside of
transmission case if necessary. Install Servo Cover Compressor (J-29714) on 2 oil pan bolts. See Fig. 31 .
Compress servo cover. Remove retaining ring. Remove servo cover and "O" ring.
2. Remove 2-4 servo assembly. Servo pin length should be checked before disassembling assembly to
determine 2-4 band and reverse input drum wear or damage.

Fig. 31: Compressing Servo Cover

Courtesy of GENERAL MOTORS CORP.

CHECKING SERVO PIN LENGTH

1. Remove 4th apply piston and return spring. See Fig. 32 . Remove retainer ring, washer, apply pin spring
and 2nd apply piston pin. Install Piston Compressor (J-22269-01) on 2nd apply piston. See Fig. 33 .
2. Remove retainer ring, cushion spring and spring retainer. Install Band Apply Pin Tool (J-33037) and
apply pin. See Fig. 34 . Apply 100 INCH lbs. (11 N.m) torque. Note White line on band apply tool.
3. White line should appear within gauge slot if pin length is correct. If White line does not appear, inspect
 2-4 band and reverse input drum for wear and damage during disassembly.
4. Servo pin length must be checked during reassembly. Servo pin is preset and must not be readjusted. See
SERVO PIN SPECIFICATIONS under 2-4 BAND & SERVO ASSEMBLY under TRANSMISSION
REASSEMBLY.

Fig. 32: Exploded View of 2-4 Servo Assembly

Courtesy of GENERAL MOTORS CORP.
Fig. 33: Compressing 2nd Apply Piston
Courtesy of GENERAL MOTORS CORP.

Fig. 34: Measuring Servo Pin Length

Courtesy of GENERAL MOTORS CORP.

EXTENSION HOUSING

1. Remove governor cover and "O" ring. Remove governor assembly. On models with mechanical
speedometers, remove retaining bolt, washer and retainer. Remove speedometer driven gear assembly,
driven gear and "O" ring.
2. On models with internal speed sensor, remove retaining bolt and washer. Remove speed sensor assembly
and "O" ring. Remove extension housing retaining bolts. Remove extension housing and seal. Remove
output shaft sleeve and "O" ring (if equipped). Speed sensor rotor must be removed from output shaft.
3. Install Gear Puller (J-21427-01) and Adapter (J-8433) on rotor. Pull rotor from output shaft. On models
with mechanical speedometers, push retaining clip tab. Remove speedometer gear from output shaft.

VALVE BODY & AUXILIARY VALVE BODY

Remove valve body and auxiliary valve body. See VALVE BODY and AUXILIARY VALVE BODY under
ON-VEHICLE SERVICE. Note bolt length and location during removal. Note check ball location for
reassembly reference.

1-2 ACCUMULATOR & SPACER PLATES

1. Remove solenoid retaining bolts. Remove solenoid and "O" ring. Remove wiring harness, and note
location for reassembly reference. Carefully remove accumulator cover retaining bolts, 1-2 accumulator
cover and pin assembly.
2. Remove 1-2 accumulator piston, seal and spring. Remove spacer plate, and note check ball and filter
locations. Remove spring, 3-4 accumulator piston and pin. Note spacer plate and gasket locations. See
Fig. 35 for check ball and filter locations.
Fig. 35: Locating Check Balls & Filters
Courtesy of GENERAL MOTORS CORP.

TRANSMISSION END PLAY CHECK

NOTE: Check transmission end play before disassembly. If end play is not within
specification, check for damaged components.

1. Position transmission with oil pump facing up. Remove one oil pump retaining bolt and washer, and
replace it using an 11" bolt and lock nut. Install Pump Remover/End Play Fixture (J-24773-A) and End
Play Adapter (J-25022-A) on end of turbine shaft. See Fig. 36 .
2. Clamp dial indicator on long bolt. Position indicator tip on end play fixture. Zero dial indicator. Pull up
on pump remover. Note dial indicator reading. Transmission end play should be .005-.036" (.13-.91 mm).
Check for worn components if end play is not within specification.
Fig. 36: Checking Transmission End Play
Courtesy of GENERAL MOTORS CORP.

OIL PUMP, INPUT CLUTCH & REVERSE CLUTCH

1. Ensure solenoid assembly and oil filter are removed before oil pump removal. Remove oil pump retaining
bolts. Using Oil Pump Remover (J-37789-A) and Adapter (J-39119), pull pump assembly free from case.
2. Remove oil pump seal and gasket. Remove reverse input clutch-to-pump thrust washer from pump.
Remove reverse and input clutch assembly by lifting out along with turbine shaft.

2-4 BAND & INPUT GEAR SET

1. Remove band anchor pin from case. See Fig. 37 . Remove 2-4 band assembly from case. Remove input
sun gear. See Fig. 38 .

CAUTION: Output shaft must be held in place when removing input carrier
retaining ring.
 2. Install Output Shaft Support (J-29837) on output shaft. See Fig. 39 . Remove input carrier to output shaft
retaining ring. Remove input carrier. Remove output shaft. Remove input carrier thrust washer from
reaction carrier shaft.

Fig. 37: Exploded View of 4L60 Transmission External Components

Courtesy of GENERAL MOTORS CORP.

LEGEND FOR FIGURE 37

Item No. Description
1 Converter Assembly
2 Oil Seal
3 Oil Pump Body Bushing
4 Stator Shaft Bushing
5 Oil Pump
6 Pump Cover-To-Case Gasket
7 Transmission Case
8 Vent Assembly
9 Oil Cooler Pipe Connector
10 Retaining Ring
11 "O" Ring
12 2-4 Servo Cover
13 4th Apply Piston
14 Oil Seal Ring
15 Retainer Ring
16 Washer
17 Spring
18 Servo Piston Housing
19 2nd Apply Piston
20 Servo Cushion Spring
21 Servo Spring Retainer
22 Piston Pin
23 Servo Return Spring
24 Case Plug
25 Electrical Connector
26 Seal
27 Extension Housing
28 Bushing
29 Speedometer Gear Retainer
30 Speedometer Gear Assembly
31 Speedometer Gear
32 Speed Sensor
33 Governor Cover
34 Governor Cap
35 Governor
36 Pin
37 Retaining Pin
38 Driven Gear
39 Plug
40 Screen
41 Retainer & Ball Assembly
42 3-4 Accumulator Piston
43 3-4 Accumulator Spring
44 Spacer Plate
45 Check Ball
46 Band Anchor Pin
47 Case Bushing
48 Stator Shaft Bushing
49 Seal Retainer
50 Solenoid
51
 Gasket
52 Carbon Ball
53 Throttle Lever Link
54 Bracket Assembly
55 Valve Body
56 Filter
57 Oil Pan
58 Magnet
59 Solenoid Wire Conduit
60 Detent Spring
61 Clip
62 Temperature Switch
63 Accumulator Cover
64 1-2 Accumulator Piston
65 1-2 Accumulator Spring
66 Tube Clamp
67 Oil Tube
68 Ball
69 Auxiliary Valve Body
Fig. 38: Exploded View of 4L60 Transmission Internal Components
Courtesy of GENERAL MOTORS CORP.

LEGEND FOR FIGURE 38

Item No. Description
1 Thrust Washer
2 2-4 Band
3 Bushing
4 Reverse Input Clutch Housing
5 Piston
6 Seal
7 Spring Assembly
8 Retainer Ring
9 Belleville Plate
10 Clutch Assembly
11 Backing Plate
12 Retaining Ring
13 Bearing Assembly
14 Check Valve
15 "O" Ring
16 Oil Seal
17 Cup Plug
18 Input Shaft Housing Assembly
19 Clutch Boost Spring Assembly
20 Check Ball
21 3-4 Clutch Apply Ring
22 Retainer & Ball Assembly
23 Forward Clutch Housing
24 Snap Ring
25 Overrun Clutch Assembly
26 Overrun Clutch Hub
27 Sprag Retainer Rings
28 Sprag Assembly
29 Forward Clutch Race
30 Sprag Retainer & Race
31 Forward Clutch Apply Plate
32 Waved Plate
33 Forward Clutch Assembly
34 Clutch Retainer Plate
35 3-4 Clutch Apply Plate
36 3-4 Clutch Assembly
37 Input Sun Gear
38 Input Carrier Assembly
39 Input Internal Gear
40 Reaction Carrier Shaft
41 Reaction Sun Gear Shell
42 Reaction Sun Gear
43 Low-Reverse Clutch Race
44
 Low-Reverse Roller Clutch
45 Support
46 Reaction Carrier Assembly
47 Oil Deflector
48 Low-Reverse Clutch Assembly
49 Spacer Plate
50 Internal Reaction Gear
51 Internal Reaction Gear Support
52 Retainer Spring
53 Output Shaft
54 Rotor
55 Clip
56 Speedometer Drive Gear
57 Output Shaft Sleeve
58 Output Shaft Seal

Fig. 39: Installing Output Shaft Support

Courtesy of GENERAL MOTORS CORP.

REACTION GEAR SET

1. Remove input internal gear and reaction carrier shaft. Remove reaction sun shell and thrust washer.
Remove sun shell-to-clutch race thrust washer. Remove support-to-case retaining ring.
 2. Remove spring retainer from low-reverse support. Remove reaction sun gear, low-reverse clutch race,
clutch roller, support assembly and reaction carrier assembly. See Fig. 38 .
3. Remove low-reverse clutch assembly. Note locations of components. Remove internal reaction gear and
bearing assembly. Remove internal reaction support-to-case bearing assembly.

LOW-REVERSE CLUTCH

NOTE: Parking pawl may require removal to access low-reverse clutch.

1. Remove parking lock bracket retaining bolts. Remove lock bracket. Using screw extractor, remove shaft
plug. Remove parking pawl shaft, parking pawl and return spring if necessary.
2. Using Clutch Spring Compressor (J-23327), compress low reverse clutch spring retainer. Remove spring
retaining ring and low-reverse spring assembly. Remove low-reverse clutch piston by applying air
pressure in case apply passage. See Fig. 40 .

Fig. 40: Removing Low-Reverse Clutch Piston

Courtesy of GENERAL MOTORS CORP.

INNER MANUAL SHAFT LINKAGE

Remove manual shaft nut. Remove manual shaft and retainer. Remove parking lock actuator assembly and
inner detent lever. Using a screwdriver, remove manual shaft seal from transmission case.

3RD ACCUMULATOR CHECK VALVE

 1. Check 3rd accumulator check valve before removing it. DO NOT remove check valve unless it is
leaking. Install servo assembly in bore. Install servo cover and retaining ring. See Fig. 31 . Pour clean
solvent in bore. Inspect for leaks in transmission case. Replace check valve assembly if it leaks. See Fig.
41 . Remove servo assembly.
2. For check valve removal, install No. 4 screw extractor in check valve assembly. Remove check valve.
Ensure bore is free of burrs. Installation tool must be made to ensure proper installation depth is obtained.
Using a 3/8" O.D. rod, scribe indicator mark at 1.653" (41.98 mm) from end of rod. Install check valve
until scribe mark on rod is flush with case. See Fig. 41 .

Fig. 41: Installing 3rd Accumulator Check Valve Assembly

Courtesy of GENERAL MOTORS CORP.
COMPONENT DISASSEMBLY & REASSEMBLY
REVERSE INPUT CLUTCH

Disassembly

1. Remove retaining ring from reverse input clutch housing. Remove backing plate, steel clutch plates,
composition plates and Belleville plate. See Fig. 38 . Note number of clutch plates used. Using Clutch
Spring Compressor (J-23327), compress reverse input spring assembly.
2. Remove retaining ring. Remove clutch spring compressor, and remove spring assembly. Remove piston
and seals. Thickness of composition plates should be .068-.074" (1.73-1.88 mm). Selective thickness
backing plate is also used.

Inspection

1. Inspect backing plate and steel clutch plates for damage, distortion, flatness and burred edges. Inspect
composition plates for signs of excessive heat and damage to tang areas.
2. Inspect spring retainer for distortion. Check piston for deformation or damage in seal ring area. Inspect
clutch housing bushings for wear. Inspect clutch housing for dishing. Replace worn or damaged
components as necessary. If components are replaced, ensure replacement components match those
previously used.

NOTE: Soak clutch plates in ATF before installation.

Reassembly

1. Lubricate piston seals with ATF. Install seals on piston with seal lips facing away from hub. Install piston
in clutch housing. Use small feeler gauge to position seals. Install spring assembly with large opening
toward piston.
2. Using clutch spring compressor, compress spring assembly. Install retaining ring. Remove spring
compressor.

CAUTION: Ensure correct retaining ring is used. Ensure reverse input clutch
retaining ring is not interchanged with low-reverse retaining ring.

3. Install Belleville plate. Note number of clutch plates to be installed. Install clutch plates. Install backing
plate with chamfered side upward. Install retaining ring. Clearance must be checked to determine proper
selective backing plate usage. Apply even pressure to backing plate using fingers.
4. DO NOT apply excessive pressure or Belleville plate will be distorted, resulting in inaccurate
measurement. Using feeler gauge, measure clearance between retaining ring and backing plate. Clearance
should be 040-.076" (1.02-1.94 mm). Select backing plate to obtain correct clearance. See BACKING
PLATE SPECIFICATIONS .

BACKING PLATE SPECIFICATIONS

Identification Thickness: In. (mm)
5 .293-.299 (7.44-7.59)
6 .267-.273 (6.78-6.93)
7 .241-.247 (6.12-6.27)
8 .215-.221 (5.46-5.61)

VALVE BODY

NOTE: Valves are held in valve body by pins. Use care when removing pins. Valves
may be under spring pressure. Note locations of all components during
disassembly for reassembly reference.

Disassembly

1. Remove valve train, and note direction of valve installation. Remove all outside pins by pushing pins
through from rough casting side of valve body. See Fig. 42 .
2. Remove blind pins using modified drill bit. Grind taper on end of a 1/16" drill bit. Drive drill bit into pin.
Pull drill bit and pin straight out. Remove pressure switches. Note locations of all components.

Inspection

1. Clean all components with clean solvent, and dry using compressed air. Ensure all components are placed
in sequence for correct reassembly.
2. Inspect valves and sleeves for scoring and cracks. Ensure valves move freely in bores. Inspect valve body
for cracks and scored bores. Inspect machined surfaces for damage. Inspect springs for damaged coils.
Replace damaged components as necessary.

Reassembly

For reassembly, reverse disassembly procedure. Ensure all components are installed in correct location. See Fig.
42 . Ensure pins are fully installed and do not extend into machined areas. Note position of valve lands and
bushing passages.
Fig. 42: Exploded View of Valve Body
Courtesy of GENERAL MOTORS CORP.

LEGEND FOR FIGURE 42

Item No. Description
1 Valve Body
2 Pin
3 Throttle Valve
4 Spring
5 Throttle Valve Plunger
6 Sleeve
7 3-4 Valve
8 3-4 Relay Valve
9 Plug
10 Cup Plug
11 4th Clutch Pressure Switch
12 Throttle Valve Limit Valve
13 Throttle Valve Plug
14 Retainer
15 1-2 Accumulator Valve
16 Valve Sleeve
17 Line Bias Valve
18 3-4 Pulse Pressure Switch
19 3-2 Control Valve
20 3rd Clutch Pressure Switch
21 Manual Valve
22 T.C.C. Pressure Switch
23 Modulator Downshift Valve
24 Modulator Upshift Valve
25 3-4 Throttle Valve Sleeve
26 3-4 Throttle Valve Spring
27 3-4 Throttle Valve
28 3-4 Shift Valve
29 2-3 Shift Valve
30 2-3 Throttle Valve
31 2-3 Throttle Valve Spring
32 2-3 Throttle Valve Sleeve
33 1-2 Throttle Valve Sleeve
34 1-2 Throttle Valve Spring
35 1-2 Throttle Valve
36 1-2 Shift Valve

AUXILIARY VALVE BODY

CAUTION: Note location of all components during disassembly for reassembly

reference.

Disassembly

1. Auxiliary valve cover is under spring tension. Carefully remove cover retaining bolts. Remove cover and
spring. Remove piston and "O" ring. See Fig. 43 . Press low-overrun clutch valve downward.
2. Remove pin, spring and low-overrun valve. Remove pin, abuse valve stop, spring and abuse valve. DO
NOT remove orifice plug unless it is damaged.
Fig. 43: Exploded View of Auxiliary Valve Body
Courtesy of GENERAL MOTORS CORP.

LEGEND FOR FIGURE 43

Item No. Description
1 Pin
2 Spring
3 Low-Overrun Clutch Valve
4 Auxiliary Valve Body
5 Orifice Plug
6 "O" Ring
7 Piston
8 Cover
9 Abuse Valve
10 Abuse Valve Stop
11 Piston Pin
12 Check Ball
Inspection

1. Clean all components with clean solvent, and dry using compressed air. Inspect piston for cracks and
roughness. Inspect valves and piston bore for nicks and scoring. Inspect springs for damaged coils.
2. Ensure valves operate freely in bores. Inspect valve body for damaged or rough machined surfaces.
Ensure overrun valve pin is tight in valve body. If pin has come out of valve body, loss or slipping in "D"
range may occur or forward and overrun clutches may be burnt.

Reassembly

1. Install orifice plug (if removed) using 3/8" diameter rod. Orifice plug must be positioned flush with
mounting surface. For reassembly, reverse disassembly procedure.
2. Install NEW "O" ring on piston. Lubricate "O" ring with petroleum jelly. Install piston and spring. Install
cover and retaining bolts. Tighten bolts to specification. See TORQUE SPECIFICATIONS .

LOW-REVERSE SUPPORT ASSEMBLY

CAUTION: Note direction roller clutch is installed in support. Roller clutch must be
installed in proper direction to provide lockup of inner race when rotated.

Disassembly & Inspection

Remove inner race and retainer ring. Remove roller clutch assembly. Check inner race for damage and surface
finish. See Fig. 44 . Inspect roller and springs for damage and distortion. Inspect support for loose cam, cracks
and damaged surface finish. Replace damaged components as necessary.

Reassembly

1. Install roller clutch assembly in low-reverse support. See Fig. 44 . Place support in case with hub facing
downward. Install inner race. Rotate inner race while pushing downward. Use care not to damage roller
and springs during installation.
2. Ensure inner race is fully seated. Bottom tangs will be flush with carrier hub when fully seated. Inner race
should rotate clockwise and lock counterclockwise with clutch hub downward. Insert support retainer
spring into case between case lug and open notch in support.
Fig. 44: Exploded View of Low-Reverse Clutch Assembly
Courtesy of GENERAL MOTORS CORP.

INPUT CLUTCH & FORWARD CLUTCH HUB ASSEMBLY

Disassembly

1. Position input clutch assembly on bench. Remove snap ring retaining 3-4 clutch backing plate. Remove
backing plate. Remove 3-4 clutch plates. Note number and locations of components. Remove 3-4 apply
plate and clutch ring retainer. See Fig. 38 .
2. Remove forward clutch retainer ring, and remove backing plate. Remove forward clutch sprag assembly
and bearing. Remove input housing seal. Remove forward clutch plates. Note number and locations of
components.
3. Remove waved and apply plates. Remove overrun clutch plates (2 steel and 2 composition). Using Clutch
Spring Compressor (J-23456) and Adapter (J-25018-A), compress overrun clutch spring retainer.
4. Remove retainer ring. Remove compressor, adapter and spring assembly. Remove overrun piston and
forward clutch piston. Remove seals from pistons. Note direction of seals. Remove forward clutch
housing. Remove 3-4 spring, 3-4 apply ring and piston. Remove "O" ring from input housing. Remove
turbine shaft seal rings.
5. Remove forward clutch race. Remove snap ring and overrun clutch hub. Remove sprag retainer and race.
Note direction race is installed. Use care not to lose rollers from roller cage.

Inspection
 1. Inspect sprag assembly for weak or damaged springs and retainers and worn rollers. Inspect overrun
clutch hub for spline damage, excessive wear and open oil passages. Inspect retainer and race for spline
damage, surface wear and damaged ring grooves.
2. Replace sprag assembly if damaged. Inspect forward clutch race for spline damage, excessive wear and
open oil passages. Inspect input shaft and housing for spline damage, wear and open feed passages.
3. Inspect 3 sealing balls located in rear of turbine shaft for tightness. Turbine shaft contains one open
lubrication hole. Ensure orifice plug is installed.
4. Inspect check valve located in end of turbine shaft for tightness in shaft. Check ball must move freely.
Replace check valve if damaged. Inspect turbine shaft seal areas for roughness and burrs.
5. Inspect check ball located in input housing for free operation. Pour solvent in check ball, and check for
leakage. Replace check ball if it leaks.
6. Inspect pistons for wear, damage and porosity. Inspect spring assemblies for damage and distortion.
Inspect steel clutch plates for damaged tang ends, high or burned spots, excessive wear and distortion
caused by heat.
7. Inspect composition clutch plates for damaged tang ends, burning, flaking and excessive wear. Inspect
retainer rings for distortion and damage. Check backing plates for flatness and distortion. Inspect clutch
apply rings for distortion and damaged tangs.
8. Inspect forward clutch housing check ball for proper operation (if equipped). Inspect housing for cracks
and damage in seal areas. Inspect bearings for excessive wear, flatness, damage and flat rollers.

Reassembly

1. If turbine shaft check valve requires replacement, straighten tangs of retainer and remove check ball.
Using No. 4 screw extractor, remove check valve. Remove retainer from shaft by turning.
2. Position check valve in turbine shaft. Using a 3/8" diameter rod, drive retainer and check valve assembly
into shaft. Check valve must be positioned 1/8" below top surface of turbine shaft. Ensure check ball is
loose.
3. For input housing check ball replacement, drive retainer and ball assembly from housing using 1/4"
diameter drift. Install NEW check ball assembly using 1/4" drift. Check ball assembly should seat on
housing shoulder. Assemble forward clutch sprag assembly.
4. Install sprag assembly in forward clutch race. Notches located in sprag must face upward. See Fig. 45 .
Install retainer ring on sprag retainer and race. Retainer ring flange must face away from retainer and
race.
 Fig. 45: Installing & Checking Clutch Sprag Assembly
Courtesy of GENERAL MOTORS CORP.

5. Hold outer race in left hand. Support sprag assembly. Install sprag retainer and race in sprag assembly.
 Rotate retainer and race left. Install remaining retainer ring. Install overrun clutch hub. Install snap ring.
6. Check sprag operation. Holding forward clutch race, rotate overrun clutch hub. Overrun clutch hub
should turn freely clockwise and lock counterclockwise. See Fig. 45 . If lock operation is not correct,
sprag assembly is installed backward.
7. Place input clutch housing with turbine shaft downward. Install 3-4 piston seals with lips facing away
from hub. Install 3-4 piston in input housing. Rotate and gently push downward. Ensure piston is fully
seated. Measure 3-4 clutch apply ring from end of arm to base area that sets against 3-4 piston. Different
size apply rings are used.
8. Install 3-4 clutch apply ring. Install "O" ring in input clutch housing. Install forward clutch housing.
Install seals on forward clutch piston with lips facing away from tangs.
9. Install forward clutch piston in forward clutch housing. Install 3-4 spring on 3-4 clutch apply ring. Install
forward clutch assembly on3-4 spring assembly. Align forward clutch piston legs with tangs of 3-4 apply
ring. Install Seal Protector (J-29883) on input housing.
10. Install 3-4 apply ring and forward clutch assembly in input clutch housing. Hold apply ring tangs while
installing. DO NOT allow forward clutch piston to separate from assembly. Ensure assembly is firmly
seated.
11. Install Seal Protector (J-29883) on input housing. Install overrun clutch piston with hub facing upward.
Remove seal protector. If fully seated, overrun piston should be 3/16" below top of snap ring groove in
input housing hub.
12. Install spring assembly on overrun piston. Install Spring Compressor (J-23456) and Adapter (J-25018-A)
on spring assembly. Compress springs, and install snap ring. Remove spring compressor. Install input
housing seal.

NOTE: Soak clutch plates in ATF before installation. Coat all seals and "O" rings
with ATF. Coat thrust washers and bearings with petroleum jelly.

13. Install 4 overrun clutch plates, starting with steel plate. Align wide notches with case lugs. Install
remaining clutch plates, alternating steel and composition plates.
14. Install bearing assembly on input clutch hub. Bearing inner race must face input housing hub. Ensure
bearing is centered. Align clutch plate tabs. Install forward clutch sprag assembly in input housing. Align
overrun clutch hub with clutch plates.
15. Install forward clutch apply plate in input housing. Install waved forward clutch plate. Ensure all plates
are aligned with input housing tangs. Starting with steel plate, install clutch plates, alternating steel and
composition plates. Install backing plate and retainer ring.
16. Using 2 feeler gauges, measure clearance between backing plate and retainer ring. Clearance should
be .030-.063" (.75-1.60 mm). Install correct amount of clutch plates for model application. See
FORWARD CLUTCH PLATE SPECIFICATIONS . Install backing plate with chamfered side
upward. For backing plate thickness, see FORWARD CLUTCH BACKING PLATE
SPECIFICATIONS . Install retainer ring.

FORWARD CLUTCH PLATE SPECIFICATIONS

Plate Type Quantity Thickness In. (mm)
Apply 1 .169 (4.29)
Waved Steel 1 .070 (1.78)
 Flat Steel 5 .090 (2.29)
Composition 5 .070 (1.78)
Backing 1 Selective

FORWARD CLUTCH BACKING PLATE SPECIFICATIONS

Identification Thickness In. (mm)
A .274-.278 (6.96-7.06)
B .251-.255 (6.38-6.48)
C .228-.232 (5.79-5.89)
D .205-.208 (5.20-5.28)
E .180-.185 (4.57-4.70)

17. Install steel plate, composition plate and backing plate in reverse order of disassembly. Install clutch
plates and backing plate with chamfered side upward. Install retainer ring.
18. Using feeler gauge, measure clearance between backing plate and first composition plate. Clearance is
different depending on transmission model. See 3-4 CLUTCH PLATE SPECIFICATIONS .
19. Select proper backing plate to obtain correct clearance. See 3-4 BACKING PLATE
SPECIFICATIONS . Air check all clutches by applying air pressure at feed holes in turbine shaft.
20. During overrun clutch test, air pressure will blow past forward clutch piston seals and exit out forward
clutch feed hole in turbine shaft. Turbine shaft seals require sizing and should be installed just before oil
pump installation.

3-4 CLUTCH PLATE SPECIFICATIONS

Plate Type Quantity Thickness In. (mm)
Stepped Apply 1 .183 (4.65)
Flat Steel (1) 1 .070 (1.78)
Flat Steel (2) 5 Or 6 .070 (1.78)
Composition (3) 5 Or 6 .079 (2.01)
Backing 1 Selective
(1) Same spline configuration as apply plate.

(2) 6 plates on FBM, MBM and SAM models.

(3) 5 plates on FBM, MBM and SAM models.

3-4 BACKING PLATE SPECIFICATIONS

Identification Thickness In. (mm)
FBM & SAM Models
5 .251-.259 (6.38-6.58)
6 .218-.226 (5.54-5.74)
All Others
7 .186-.194 (4.72-4.93)
 8 .153-.161 (3.89-4.09)

OIL PUMP ASSEMBLY

Disassembly

1. Remove reverse input clutch drum-to-pump thrust washer, pump-to-case gasket and pump-to-case oil seal
ring from pump assembly. Remove pump cover retaining bolts. Separate pump cover from pump body.

CAUTION: Pump slide spring and pressure relief spring rivet are under high
pressure. To prevent possible injury, cover springs during removal.

2. Using needle-nose pliers, compress pump slide spring. Remove from pump by pulling straight out.
Remove pump vane rings, pump vanes, pump rotor and rotor guide from pump pocket.
3. Remove slide from pump pocket. Remove slide seal and seal support from pump slide. See Fig. 46 .
Remove pivot pin and pivot pin spring. Remove seal ring and "O" ring from pump slide. Remove seal
retainer and seal from pump body.
4. Check condition of pump bushing. If bushing is in good condition, DO NOT remove it. Push inward on
converter clutch valve stop to compress spring. Remove snap ring. Remove valve stop, converter clutch
apply valve and springs.
5. Using a small punch, remove pressure relief spring retaining rivet. Remove relief spring and ball. Remove
oil screen and "O" ring from pump cover. Using a small screwdriver, compress throttle valve boost valve
bushing. Remove snap ring.
6. Remove Throttle Valve (T.V.) boost bushing, throttle valve boost valve and reverse boost valve sleeve.
Remove reverse boost valve, pressure regulator valve spring and pressure regulator valve.
Fig. 46: Exploded View of Oil Pump Assembly
Courtesy of GENERAL MOTORS CORP.

LEGEND FOR FIGURE 46

Item No. Description
1 Rivet
2 Pressure Relief Spring
3 Check Ball
4 Stator Shaft Screw
5 Cover-To-Body Bolt
6 Converter Clutch Spring (Inner)
7 Converter Clutch Spring (Outer)
8 Converter Clutch Valve
9 Valve Stop
10 Snap Ring
11 Pump Slide Spring (Inner)
12 Pump Slide Spring (Outer)
13 Oil Pump Cover Plug
14 Oil Pump Cooler Feed Plug
15 Oil Pump Converter Clutch Signal Plug
16 Retainer & Ball Assembly
17 Auxiliary Accumulator Valve Tube
18 Rotor Guide
19 Pump Vane Ring
20 Seal Support
21 Pump Slide Seal
22 Bushing
23 Seal
24 Seal Retainer
25 Pump Body
26 Seal Ring
27 "O" Ring
28 Pivot Pin Spring
29 Pivot Pin
30 Pump Slide
31 Vane
32 Rotor
33 Stator Shaft
34 T.V. Boost Bushing
35 T.V. Boost Valve
36 Boost Valve Sleeve
37 Reverse Boost Valve
38 Regulator Valve Spring
39 Pressure Regulator Valve
40 Pump Cover
41 Screen
42 Oil Seal Ring
43 Oil Pump Air Bleed Plug

Inspection

1. Inspect all valves, springs, sleeves and bushings for chips, burrs, distortion and freeness in bores. Check
pressure relief ball and spring for damage and distortion, especially after metal contamination. Low main
line pressure will exist if ball and spring are damaged.

NOTE: Use compressed air to blow out all passages, especially converter
passage between TCC apply valve and stator support shaft. Metal particles
commonly get lodged inside passage.

2. Inspect pump cover screen and "O" ring for wear and damage. Clean pump body and cover. Check all
bores for obstructions. Inspect mating sides of cover and body for scoring, flatness and damage between
channels. Check channels for dirt and damaged passages. Inspect stator shaft and pump body bushings for
damage.
3. Inspect rotor and slide for scoring, cracks and damage. Check rotor guide and pump vane rings for
excessive wear and damage. Inspect all seals for damage. Measure pump rotor and slide thickness in
 undamaged area if replacement is required. Replacement components must be same size as those removed
to provide proper end clearance.

Reassembly

1. Lay pump body flat on bench, and install rotor into rotor and slide cavity. Lay straight edge over pump
body and rotor. Use feeler gauge to check rotor-to-stator (cover) clearance. Specification is .0010-
.0015" (.025-.038 mm). If pump cover is replaced, ensure reverse input feed hole in stator hub is same
diameter as in hub removed.
2. Install "O" ring and seal ring in groove on back side of pump slide. Retain seal ring using petroleum jelly.
Install pivot pin and spring in pump body. Install pump slide. Notch in pump slide must align with pivot
pin hole and with flat oil seal ring facing downward in pump pocket. Install slide seal and support.
3. Install pump vane ring into pump pocket. Coat rotor guide with petroleum jelly. Install rotor guide on
rotor. Install rotor and guide into pump pocket with guide toward pump pocket. Install vanes in rotor.
Install vane guide ring. Compress pump slide spring and install into pump pocket. All components must
be even with pump body surface. Install "O" ring on pump screen, and install screen in pump cover with
seal end last.
4. Using Seal Installer (J-25016), install seal in pump body. Install seal retainer. Install pressure relief check
ball and spring in pump cover. Install retaining rivet. Install converter clutch valve springs and converter
clutch valve. Install valve stop and snap ring. Install pressure regulator valve and spring in pump cover.
See Fig. 46 .
5. Coat T.V. boost valve with petroleum jelly. Install T.V. boost valve in throttle valve bushing. Long area
on valve must be positioned in large hole of bushing. Coat reverse boost valve with petroleum jelly.
Install reverse boost valve in boost valve sleeve with small end first. Install reverse boost valve sleeve in
pump cover.
6. Install T.V. boost valve sleeve in pump cover. Install snap ring. Ensure snap ring is fully seated. Install
pump cover on pump body. Install retaining bolts finger tight. Align pump body and cover using
Alignment Strap (J-21368). Place bolt through pump-to-case bolt hole. Tighten retaining bolts to
specification. See TORQUE SPECIFICATIONS . Remove alignment strap.
7. Position NEW pump-to-case gasket on pump, and retain it using petroleum jelly. Install oil seal rings on
stator hub. Retain oil seal rings using petroleum jelly. Install NEW pump-to-case oil seal on cover.
Ensure seal is not twisted. Coat seal with ATF. Install pump-to-drum thrust washer. Ensure tangs on
washer engage with holes in hub.

2-4 SERVO ASSEMBLY

Disassembly

1. Remove 4th apply piston and housing from 2nd apply piston assembly. Remove return spring from apply
pin. Install Piston Compressor (J-22269-01) on second apply piston. See Fig. 33 .
2. Compress 2nd servo apply piston assembly. Remove retainer ring. Separate 2nd apply piston, spring and
retainer. Remove retainer ring, washer and spring from apply pin, and remove pin. Remove all oil seal
rings. See Fig. 32 .

Inspection
Inspect all pistons for porosity and damage. Check for ring groove damage and servo bore in case for any wear
which may cut servo seals. Check all springs and oil seal rings for distortion and damage.

Reassembly

Different servo piston housings and 2nd apply pistons are used for different applications. If servo piston
housing or 2nd apply piston is replaced, inside dimension of components must be checked. Measure inside of
piston housing and 2nd apply piston. Dimension must be same as original. To assemble, reverse disassembly
procedure. Coat seals with petroleum jelly before assembly.

CLEANING & INSPECTION

TRANSMISSION CASE

Cleaning & Inspection

1. Clean case with solvent, and dry using compressed air. Inspect case assembly for damage, cracks and
damaged bolt hole threads. Inspect valve body surface for flatness and land damage. Using compressed
air, check case oil passages for restrictions and blockage.
2. Inspect case internal clutch plate lugs for damage and wear. Inspect speedometer, servo and accumulator
bores for damage. Inspect all snap ring grooves for damage. Inspect governor support pin for proper
length. Measure distance from governor cover surface to end of governor support pin.
3. Governor support pin length should be 3.30" (83.8 mm) measured from governor cover surface to end of
support pin. Incorrect pin length may result in damaged governor gear. Replace transmission case if
damaged. Ensure replacement case contains a ribbed area in valve body area. Rib area must be present for
use with auxiliary valve body.

CASE ATTACHING PARTS

Cleaning & Inspection

1. Clean all components with clean solvent, and dry using compressed air. Inspect 1-2 and 3-4 accumulator
components for damage to pistons or housing. Inspect for flatness and condition of accumulator, oil
passage plate and gasket.
2. Inspect wiring harness leads and connectors for damage. Inspect coil and all connections for damage.
Inspect speedometer gear and clip for tooth damage and distortion.

REACTION & INPUT GEAR SETS, LOW-REVERSE CLUTCH & SUPPORT

Cleaning & Inspection

1. Clean all components with clean solvent, and dry using compressed air. Inspect reaction and input
carriers for pinion gear damage, excessive wear and improper staking of pinion pins.
2. Inspect carrier bearings for heat damage, flatness and roller condition by rotating top thrust washer.
Check bearing located inside reaction carrier. Place output shaft sleeve inside reaction carrier and input
carrier.
 3. Rotate sleeve and note smoothness of bearing operation. Replace carrier assembly if roughness is felt.
Check pinion gear end play on reaction and input carriers.
4. Pinion gear end play should be .008-.024" (.20-.61 mm). Replace carrier if pinion gear end play is
excessive. Inspect internal reaction gear and support for cracks and damaged splines. Inspect low-reverse
clutch plates for wear and signs of excessive heat.
5. Inspect low-reverse clutch piston for roughness or damage in seal ring area. Inspect retainer ring and
spring assembly for damage. Inspect sun and internal gears and supports for spline and bushing wear and
damage. Replace damaged components as necessary.

TRANSMISSION REASSEMBLY

NOTE: To identify seals, bearings and thrust washers locations, see SEALS,
BEARINGS & THRUST WASHERS under TRANSMISSION REASSEMBLY.

LOW-REVERSE CLUTCH

1. Place transmission in a vertical position. Ensure piston is same dimension as that removed if replacement
is required. Different thickness pistons are used. Install seals on low-reverse clutch piston. Coat seals with
petroleum jelly. Install piston into transmission case.
2. Align piston with notch in bottom of transmission case. Ensure piston is fully seated and parking pawl
aligns with opening in piston wall. Install spring assembly with flat side of retainer upward. Using Spring
Compressor (J-23327), compress springs past ring groove in case hub. Install retainer ring.
3. Remove spring compressor. Coat bearing assembly with petroleum jelly. Install bearing assembly on case
hub with outside bearing race toward case hub. Install internal reaction gear and support. Install bearing
assembly onto support with outside bearing race toward support. Install oil deflector (if equipped) and
reaction carrier assembly in case. See Fig. 38 . Ensure clutch plates are proper thickness.
4. Install correct number of clutch plates. See LOW-REVERSE CLUTCH PLATE USAGE . Ensure
clutch plates align with splines of reaction carrier and case and that steel plates are aligned. Place waved
plate on work bench. Install 5 composition plates and 4 steel plates alternately, starting with composition
plate.

LOW-REVERSE CLUTCH PLATE USAGE

Type No. Used Thickness: In. (mm)
Flat Steel 4 .069 (1.75)
Composition 5 .088 (2.24)

5. Install low-reverse support. Apply light pressure to low-reverse support. DO NOT apply excessive
pressure or waved plate will start to flatten, resulting in inaccurate measurement. Measure height of clutch
pack from work bench to top of low-reverse support. Using height dimension, determine proper selective
spacer plate to be used. See SPACER PLATE SELECTION .

SPACER PLATE SELECTION

Measured Clutch Pack Height In.
(mm) (2) (1) Plate Thickness In. (mm)
 1.136-1.164 (28.85-29.57) .066-.073 (1.67-1.85)
1.107-1.136 (28.12-28.85) .094-.101 (2.39-2.57)
1.079-1.107 (27.41-28.12) .122-.129 (3.10-3.28)
(1) Spacer plates are available in select sizes. Plate (8680439) has no
identifying marks and is .066-.073" (1.67-1.85 mm) thick. All other plates
have same GM part number (8680440) but are different thicknesses and
have one of following stamped identifying marks: "0", "4" or "8".
(2) Clutch pack height is measured without spacer plate in position.

6. Place spacer plate between waved plate and first composition clutch plate with identification facing
upward. Measure overall height of clutch pack. Overall height should be 1.20-1.24" (30.5-31.5 mm).
Install clutch pack assembly in transmission case.
7. Install low-reverse support in case with hub downward. Install inner race by pushing downward while
rotating until it is fully engaged. Bottom tangs will be flush with hub when fully installed. Install spring
retainer in case between case lug and open notch in support. Install low-reverse retainer ring.

REACTION & INPUT GEAR SETS

1. Install snap ring on reaction sun gear (if removed). Install sun gear into reaction carrier. Install thrust
washer on low-reverse clutch race. Install reaction sun gear shell on reaction sun gear.
2. Install thrust washer on reaction sun gear shell. Ensure thrust washer tangs engage on gear shell. Install
input internal gear and reaction carrier shaft in sun gear shell. Carrier shaft splines must engage with
reaction carrier. See Fig. 38 .
3. Install thrust washer on reaction carrier shaft. Outer race must face toward reaction carrier shaft. Install
output shaft in transmission. Ensure output shaft engages with all components.
4. Install Output Shaft Support (J-29837). Adjust support so output shaft is positioned upward as far as
possible. Install input carrier assembly with hub end down on output shaft. Install NEW retainer ring on
output shaft. Remove output shaft support. Install input sun gear, indexing gear end with input carrier
pinions.

REVERSE INPUT ASSEMBLY & INPUT CLUTCH

Install selective thrust washer on input housing. Install bearing assembly on selective thrust washer. Inner race
(Black) must go toward oil pump. Position reverse input assembly on input clutch assembly. Reverse input
clutch plates must align with input clutch hub. Ensure all clutch plates are fully engaged.

REVERSE & INPUT CLUTCHES

Install reverse and input clutch assemblies in case as an assembly. Align 3-4 clutch plates of input assembly
with input internal gear. Assembly is fully seated when reverse housing is just below oil pump face of case.

2-4 BAND & SERVO ASSEMBLY

1. Install 2-4 band in case. Align band anchor pin end with case pin hole. Install band anchor pin in case.
Ensure band anchor pin aligns with end of 2-4 band.
 2. Install 2-4 servo assembly into case, and index apply pin on band end. Check for proper engagement of
apply pin on band end. Recheck 2-4 servo apply pin selection to ensure correct pin is installed. See
CHECKING SERVO PIN LENGTH under TRANSMISSION DISASSEMBLY. Different length servo
pins are available. See SERVO PIN SPECIFICATIONS . Select proper length servo pin.

SERVO PIN SPECIFICATIONS

Pin ID Pin Length: In. (mm)
2 Rings 2.61-2.62 (66.3-66.5)
3 Rings 2.67-2.68 (67.8-68.1)
Wide Band 2.72-2.73 (69.1-69.3)

3. Install servo cover and "O" ring. Install Servo Cover Compressor (J-29714), and compress cover. Install
cover retaining ring, indexing ring ends with slot in case.

SEALS, BEARINGS & THRUST WASHERS

NOTE: To identify seals, bearings and thrust washers locations, see Fig. 47 .
Fig. 47: Exploded View of Seals, Bearings & Thrust Washers
Courtesy of GENERAL MOTORS CORP.

LEGEND FOR FIGURE 47

Item No. Description
1 Reverse Input Clutch Seals
2 3-4 Clutch Seals
3 Input-To-Forward Housing "O" Ring
4 Forward Clutch Seals
5 Overrun Clutch Seals
6 Low-Reverse Clutch Seals
7 Pump-To-Input Drum Thrust Washer
8 Stator Shaft Bearing
9 Selective Thrust Washer
10 Input Sun Gear Bearing
11 Input Carrier-To-Reaction Shaft Thrust Washer
12 Reaction Shaft-To-Shell Thrust Washer
13 Reaction Shell-To-Shaft Thrust Washer
14 Reaction Carrier-To-Support Bearing
15 Reaction Gear-To-Case Bearing

OIL PUMP ASSEMBLY

1. Turbine shaft seals should be installed just before oil pump installation. Position Seal Installer (J-36418-
1) on input shaft. See Fig. 48 . Adjustment screw in seal installer must be adjusted to obtain correct height
for each seal installation. Install 4 turbine shaft seals.

Fig. 48: Installing & Sizing Turbine Shaft Seals

Courtesy of GENERAL MOTORS CORP.
 2. Turbine shaft seals must be sized using Seal Sizer (J-36418-2A) after installation. Install aligning pins in
2 opposing pump bolt holes in case. Ensure thrust washer is installed on rear of oil pump. Thrust washer
can be retained using petroleum jelly.
3. Install pump into case, aligning filter and pressure regulator holes with holes in case. Install retaining
bolts. Tighten bolts to specification. See TORQUE SPECIFICATIONS . Place transmission in a
horizontal position.
4. Turbine shaft should rotate by hand. If turbine shaft will not rotate, loosen pump retaining bolts and
attempt to rotate shaft again. If shaft now turns, reverse and input assemblies have not been indexed
properly or some other assembly problem has occurred, such as thrust washer not positioned properly.
5. Transmission end play should be checked. See TRANSMISSION END PLAY CHECK under
TRANSMISSION DISASSEMBLY. Transmission end play should be .005-.036" (.13-.91 mm). If
transmission end play is not within specification, thrust washer must be changed between oil pump and
input housing.
6. Select proper thickness thrust washer. See OIL PUMP THRUST WASHER SPECIFICATIONS .
Install thrust washer, and recheck end play. Install torque converter. Ensure converter hub is aligned with
oil pump. Install torque converter retaining strap to hold converter.

OIL PUMP THRUST WASHER SPECIFICATIONS

Identification Thickness: In. (mm)
67 .074-.078 (1.88-1.98)
68 .080-.084 (2.03-2.13)
69 .087-.091 (2.21-2.31)
70 .094-.098 (2.39-2.49)
71 .100-.104 (2.54-2.64)
72 .107-.111 (2.72-2.82)
73 .113-.118 (2.87-3.00)
74 .120-.124 (3.05-3.15)

1-2 ACCUMULATOR & SPACER PLATES

CAUTION: If spacer plate and gasket replacement is required, ensure NEW spacer
plate and gasket are identical as those removed.

1. Install 3-4 accumulator piston pin in case. Install 3-4 piston seal on piston. Install 3-4 accumulator piston
on pin. Legs of piston must face valve body.
2. Install 3-4 accumulator spring. Install check balls and oil screens in proper locations. Install special
retainer and ball assembly. See Fig. 35 and Fig. 36 for check ball and filter installation locations. Install
spacer plate gasket and spacer plate.
3. Install 1-2 accumulator spring, oil seal ring and 1-2 accumulator piston. Install accumulator cover and
bolts. Tighten bolts to specification. See TORQUE SPECIFICATIONS .

VALVE BODY & AUXILIARY VALVE BODY

Install valve body and auxiliary valve body. See VALVE BODY and AUXILIARY VALVE BODY under
ON-VEHICLE SERVICE.

EXTENSION HOUSING

1. Install speedometer gear and retaining clip on output shaft. If output shaft has 2 locating holes, use hole
nearest yoke on Corvette only. Install "O" ring in output shaft sleeve.
2. Using Seal Installer (J-25016), install output sleeve on output shaft. DO NOT position output sleeve past
machined surface of output shaft. Install seal ring on extension housing.
3. Position extension housing on transmission case with speedometer bore on governor side of case. Install
retaining bolts. Tighten bolts to specification. Using Seal Installer (J-21426), install oil seal in extension
housing.
4. Install speedometer driven gear and fitting assembly. Install retainer and bolt. Tighten bolt to
specification. See TORQUE SPECIFICATIONS . Install outside electrical connector and manual shift
lever.

SERVICE BULLETINS
NO UPSHIFT OR STUCK IN 1ST GEAR

1991 Custom Cruiser, 1991 Bravada & 1991-92 Roadmaster (GM TSB 177113R)

Some Hydra-Matic 4L60 transmissions may experience a no upshift or stuck in 1st gear condition. This
condition may be caused by input carrier-to-output shaft retaining ring becoming unseated or retaining ring
omitted during assembly.

Output shaft is able to move slightly and will cause wear on governor driven gear. Governor driven gear wear
may be described as an "apple coring" condition. If governor driven gear is worn, transmission cannot upshift
out of 1st gear.

Remove governor, and inspect governor driven gear. If "apple coring" condition exists, disassemble
transmission to determine if retaining ring is unseated, broken or missing. See Fig. 49 . Install NEW retaining
ring as necessary. DO NOT over expand new retaining ring during installation.
Fig. 49: Exploded View Of Input Carrier-To-Output Shaft Assembly
Courtesy of GENERAL MOTORS CORP.

LEGEND FOR FIGURE 49

Item No. Description
1 3rd-4th Backing Plate
2 Retaining Ring
3 Bushing
4 Input Sun Gear
5 Output Shaft-To-Input Carrier Retainer Ring
6 Input Carrier Assembly
7 Bearing
8 Input Internal Gear
9 Reaction Carrier Shaft
10 Thrust Washer

NO 3RD OR 4TH GEAR OR SLIPPING IN 3RD OR 4TH GEAR

1991-92 All Models (GM TSB 177119)

Some Hydra-Matic 4L60 transmissions may experience a no 3rd or 4th gear or slipping in 3rd or 4th gear
condition. Ensure T.V. cable is adjusted correctly and fluid level is filled to correct level. Check cooler lines to
ensure lines are not restricted. Remove transmission pan, and check transmission filter neck seal for proper fit.
If seal does not seal properly around filter, air can enter into oil pump and cause low line pressure or aerated
fluid. Replace seal if necessary.
If overhaul is performed, disassemble oil pump and inspect pump body bushing for wear. Replace bushing if
necessary. A worn bushing can create a large leak in oil pump and lower line pressure, which can cause oil flow
to be cut off. If oil pump bore has excessive wear in one area (out-of-round), replace oil pump body. Inspect 3-4
clutch boost springs for signs of polishing on spring tabs. Polishing is caused by 3-4 clutch friction plates
rubbing on boost springs. Replace boost springs as necessary.

Inspect input housing splines on inside of input housing. If splines show drag marks in middle spline, 3-4 clutch
steel plates are binding in housing. New plates with smaller outer diameter are available to correct this
condition. See REDESIGNED 3-4 STEEL CLUTCHPLATES under SERVICE BULLETINS. Check 2-4
band for a lube passage. If lube passage does not exist in 2-4 band, install new design 2-4 band with lube
passage.

Inspect 1-2 and 3-4 accumulator piston and bore for scoring caused by metal particles in transmission. Inspect
3rd accumulator exhaust check ball and retainer (located in case servo bore). Check ball may not seat due to
metal particles stuck in bore. This will cause 2-4 band to drag or 3-4 clutch to not fully apply on 2-3 upshift.

Ensure 3rd accumulator orifice cup plug (located in case servo bore) is not blocked. If metal particles block
orifice, 3rd accumulator will not fill properly due to trapped air in cavity. This can effect 3-4 clutch. Orifice cup
plug also lubricates 2-4 band through lube passage.

Check 3-4 clutch exhaust check ball and retainer (located in input housing). Check ball helps exhaust 3-4
clutch. If check ball does not seat, 3-4 clutch cannot fully apply. If check ball is stuck in seated position, 3-4
clutch cannot exhaust fully.

NO 4TH GEAR, LATE OR FALLS OUT OF 4TH GEAR

1991-92 All Models (ATRA TSB 043)

Ensure T.V. cable and manual linkage is adjusted correctly. Check line pressure at 4th gear transmission tap. If
pressure does not exist, go to STEP "A" . If pressure is low, go to STEP "B" . If pressure is normal, go to
STEP "C" .

STEP "A"

If 4th gear pressure does not exist, check items which could keep transmission from shifting. Check for
oversized tires. Oversized tires can reduce governor pressure. Ensure governor is operating correctly. Ensure
valve body bolts are tightened to correct specification.

Ensure pressure regulator snap ring is installed in its groove. Air check into exhaust hole at 4-3 sequence valve
to check 4th apply servo circuit. Air check into exhaust hole at 3-4 shift valve to check 4th gear switch, 4-3
relay and sequence valve for sticking and binding. Check for missing plug at relay valve.

Air check governor circuit for leaks, and check for sticking 3-4 shift valve. Check for missing cup plug.
Remove valve body, and check for stuck valves, relay valve installed backward or plugs missing from upshift
and downshift valves. Ensure gaskets are not covering separator plate holes. Check placement of check balls in
case and 3-4 spring tension.

STEP "B"
If 4th gear pressure is low, shift occurred but a leak exists in circuit. Remove transmission pan, and air check
into exhaust hole at 4-3 sequence valve to check 4th apply servo circuit. Check for valve body leaks. Remove
servo, and check for damaged seals, incorrect clearance and assembly errors. Check piston for cracks and pin
bore for wear. Check 3-4 accumulator piston for cracks and damaged seal. Check for missing cup plug.

STEP "C"

If 4th gear pressure is normal, a mechanical problem exists in transmission. Remove transmission pan, and
check servo exhaust hole for blockage by pan gasket or sealant. Air check into 4th gear pressure tap. Air should
come out 4-3 sequence exhaust hole, showing a clear circuit. Block 4-3 sequence exhaust hole, and air check
again. Servo should apply. Remove servo, and check for stuck servo pin in second gear piston. Check for
stripped sun gear shell. Stripped sun gear shell will cause loss of 2nd gear and Reverse.

LOSS OF WIDE OPEN THROTTLE 3-4 UPSHIFT WHEN HOT

1991 Caprice 5.7L Police (GM TSB 077155)

Some 1991 Hydra-Matic 4L60 transmissions, models BFM, BPM & YNM with 5.7L engine, may exhibit a loss
of wide open throttle 3-4 upshift when hot. When servicing this condition, install new T.V. boost valve and
spring into oil pump cover. Install new 3-4 throttle valve, sleeve and spring into valve body. See Fig. 50 . If
service is necessary on BFM model transmission, replacement of T.V. boost valve and sleeve in oil pump cover
may not be required.

Beginning September 24,1991 (Julian Date 267), transmission contains updated boost valve and sleeve.
Beginning October 19, 1990 (Julian Date 292), BFM model transmission was replaced by BJM model
transmission. BJM model transmission contains updated components.

BFM, BPM & YNM MODEL TRANSMISSION SERVICE PARTS

Description Part Number
Throttle Boost Valve & Bushing, 3-4 Throttle Valve, Bushing & 8673948
Sleeve Service Package

NOTE: During high speed pursuit, vehicles should be driven in Overdrive for maximum
power train performance. DO NOT install 1991 model transmission in earlier
model vehicles. 1991 model transmission is not compatible with earlier model
vehicles.
Fig. 50: Installing Throttle Valve & T.V. Boost Valve Assemblies
Courtesy of GENERAL MOTORS CORP.

REDESIGNED OUTPUT SHAFT & INPUT HOUSING-TO-OUTPUT SHAFT SEAL

1991 All Models (GM TSB 177118)

Due to changes in lube passage locations, Hydra-Matic 4L60 transmission output shafts and input housing-to-
output shaft seals have been redesigned to provide increased oil flow. Beginning January 28, 1991 (Julian Date
028), all transmissions were built using new output shaft and seal. New seal can only be used on new output
shaft. If new seal is used on previous model output shaft, seal will block one lube passage. Previous seal can be
used on both shaft designs.

New output shaft and seal can be used as a set in all 4L60 transmissions manufactured. New output shaft can be
identified by lube passage location. New shaft has a lube passage on chamfer at front of output shaft. Lube
passage was previously located on shank of output shaft.

REDESIGNED 3-4 STEEL CLUTCH PLATES

1991 All Models (GM TSB 077138)

Redesigned 3-4 steel clutch plates have a slightly smaller outer radius. Design lets plates move freely in clutch
housing. Beginning July 27,1990 (Julian Date 208), all Hydra-Matic 4L60 transmissions are equipped with new
design plates. New clutch plates may be used on any 1989-91 4L60 transmission.

3-4 STEEL CLUTCH PLATES

Description Part Number
3rd & 4th Plate (Set Of 5 Plates) 8678053
3rd & 4th Plate (Single Plate) 8678054

NEW 3-4 CLUTCH FRICTION MATERIAL

1991-92 All Models (GM TSB 177119)

New friction material on 3-4 clutch plates has been installed on limited applications of Hydra-Matic 4L60
transmission. New friction material has increased heat capacity but cannot be used interchangeably with
previous friction material. New material was put into production during 1991 model year. Model codes changed
as transmissions received new 3-4 clutch plates.

New plates cannot be used to service any transmissions except those 1991 models listed. See 1991
TRANSMISSION MODEL LIST . Transmissions used with 5.7L engine were first to contain new plates,
beginning in January 1991.

NOTE: DO NOT use new plates in any transmission which is not listed in 1991
TRANSMISSION MODEL LIST . If new plates are used in incorrect application,
shift quality will be poor and transmission damage could occur quickly.

1991 TRANSMISSION MODEL LIST

New (1) Previous
AMM AKM
APM DBM
CNM CHM
CYM CJM
FYM FUM
KWM KRM
LHM None
RCM RAM
RDM WCM
YHM YDM
(1) New models contain new material. Previous models are early 1991 models which do not contain new
material.

PEENED SPACER PLATE

1991 All Models (GM TSB 177120)

Some valve body spacer plate peening is acceptable and preferred to help seat check balls. Excessive peening
will cause uneven seating of check ball. Inspect spacer plate for raised material on opposite side of check ball
seat. If material on opposite side is raised, peening is too severe and spacer plate must be replaced. See Fig. 51 .

To verify spacer plate is peening evenly and check ball is sealing correctly, seat check ball on spacer plate.
Shine beam of light on opposite side and inspect for light between spacer plate and check ball. Light should not
be present. If light is present, check ball is not seated properly and spacer plate must be replaced.
Fig. 51: Checking for Spacer Plate Peening
Courtesy of GENERAL MOTORS CORP.

NOISE IN SHIFT LEVER

1991 Bravada (GM TSB 167103)

When driving vehicle, a squeak or buzz can be heard in shift lever. Possible cause can be found at connection of
transmission shift lever and transmission control lever. Check for loose fitting of control lever to shift lever. A
loose control lever can generate a vibration induced noise. To correct this condition, a wave washer should be
installed on control lever.

A second source of noise is a possible grinding out of shift lever with end of slot in control lever. This condition
can be corrected by adding one or 2 flat washers as necessary to end of shift lever that is secured to frame. See
Fig. 52 . Shift lever will center in slot in control lever, preventing grinding out condition. When wave and flat
washers have been added to control lever, ensure shift linkage is adjusted correctly. Bravada vehicles built after
Vehicle Identification Number (VIN) 1GHDT13Z2M2704746 have had new washers installed.
SHIFT LEVER SERVICE PARTS
Description Part Number
Wave Washer 4722812
Flat Washer 14074908

Fig. 52: Exploded View of Shift Lever Assembly

Courtesy of GENERAL MOTORS CORP.

VALVE BODY SLEEVE INSTALLATION

1991-92 All Models (ATRA TSB 058)

Valve body sleeves may be installed incorrectly if casting lines on end of sleeve are not within 10 degrees of
vertical. Casting lines are visible without removing valve body. If casting lines are not within 10 degrees of
vertical, retaining pin is installed into an oil slot, not into retaining groove. See Fig. 53 .

NOTE: Sleeves can be installed incorrectly even if casting lines are within vertical
position.
Fig. 53: Locating Valve Sleeve Retaining Groove
Courtesy of ATRA.

OIL PUMP REMOVAL TOOL

1991-92 Bravada, Custom Cruiser & Firebird (GM TSB 277107)

Due to product changes in 4L60 Hydra-Matic transmission stator shaft, a new tool has been developed to
remove oil pump assembly. New tool is an adapter for use with current pump puller. Because groove under
stator shaft has been removed, previous tool cannot fit onto new shaft.

With transmission removed from vehicle, remove torque converter. Position transmission in an upright position.
Remove "O" ring and turbine shaft. Remove oil pump bolts, and install 4L60 adapter by slipping adapter over
stator shaft. Install 4L80E pump puller over adapter. Tighten small screw to secure pump puller to adapter. Turn
forcing screw to lift oil pump out of case.

POSSIBLE BLOWN FUSES ON CIRCUITS 420, 422 OR 446 DUE TO SHORTED TCC WIRING

1989 B, C, D, F, G, K, M, R, S, T, V, & Y Body Vehicles

A breakdown in Torque Converter Clutch (TCC) wiring insulation may cause a short to ground which may
affect vehicle's transmission, electrical system and engine performance. Short circuit may cause blown fuse,
loss of A/C, ECM failure or instrument cluster failure.

Die to electrical design differences, each vehicle line may show unique symptoms. A short in TCC wiring will
usually blow the circuit containing the TCC fuse.

The TCC solenoid wiring harness was modified in production as of May 17, 1989 (Julian Date 137) in all 4L60
transmissions.

NOTE: Check vehicle wiring diagram and eliminate any other cause of blown fuses.

Checking Vehicle For Short To Ground

1. Turn off ignition. Unplug TCC wiring harness at transmission. Replace blow fuse.
2. Start engine. Check if short circuit is still present. If so, TCC wiring is probably not the cause. If short
circuit is not present, continue with diagnosis.

Check TCC Wiring Harness For Short To Ground

1. Turn off ignition. Unplug wiring harness from transmission case. Using self-powered test light or high
impedance ohmmeter, check for short circuit between transmission case and terminal "A", and between
terminal "D".
2. If short exists, replace TCC solenoid wiring harness. DO NOT attempt to repair wiring.

Diagnostic Hints

1. If wire "A" (circuit 420) shorts to ground, check for blown fuse in 12-volt feed circuit. See TCC
BATTERY FEED CIRCUIT .

NOTE: TCC BATTERY FEED CIRCUIT does not include all possible fuses. Check
vehicle wiring diagram.

TCC BATTERY FEED CIRCUIT

Vehicle
Type
&
Body Check For Blown Fuse (Circuit
Code 420)
Passenger Cars
B Gauges
D G.A. Trans
F Gauges
Y Gauges
Light Trucks & Vans
C/K ECM/Ignition
M Gauges
R/V Gauges/Idle
G Gauges
S/T Ignition/Gauges
 2. If wire "D" (circuit 422) shorts to ground, 3 different conditions may occur:
TCC may engage if transmission is too hot and there is short in White wire between TCC and TCC
switch.
Engine may idle rough. If transmission has 4th gear switch and there is short between ECM and
switch, ECM always receives signal that transmission is in 4th gear. This may affect engine
performance if spark timing depends on gear position.
3. If wire "B" (circuit 446) shorts to ground, TCC will engage after a 1-2 shift (all except S and T truck with
2.5L engine).

DIAGNOSIS INFORMATION FOR POSSIBLE INOPERATIVE TORQUE CONVERTER OR

RELATED CONDITION

1985-87 F (2.8L), M, S & T Body Vehicles

1. Causes for possible torque converter failure are as follows:

Broken damper plate rivet (inside the converter)
Broken or loose spring tips
Broken or loose converter pump vanes
Broken converter turbine hub
Damaged seals causing hydraulic leak
Delamination of converter clutch apply plate fiber material
2. Symptoms that a vehicle may exhibit upon or during torque converter operation are as follows:
Shudder and/or vibration during torque converter clutch apply
No upshift due to fiber material sticking valves and/or fiber material and metal particles in filter
No Drive and/or Reverse
Converter sprag inoperative (no torque multiplication)
Noisy converter bearing or excessive end play
Pinging noise (constantly)
Vibration, out of balance, loose vanes (noisy)
Vehicle may exhibit shudder or no TCC apply. Torque converter clutch lining delaminating due to
coolant contamination from transmission cooler
Torque converter clutch crowd shudder condition: This condition is caused by a leak in the TCC
circuit which could cause excessive slippage and wear away the fiber lining on the TCC apply
plate. Possible causes for TCC solenoid "O" ring, valve body gaskets. Worn TCC accumulator
piston pin or seal.
TCC apply shudder caused by converter dampener plate not parallel.
A whine noise when shifted into drive that may increase when brake torqued. Torque converter
whine is usually noticed when the vehicle is stopped and when the transmission is in Drive or
Reverse. The noise will increase when the vehicle is moving and there is no torque multiplication
(both halves of the torque converter are turning at the same speed) or when the torque converter
clutch is applied.
3. With foot on brake and Gear Selector in Drive, depress accelerator to approximately 1200 RPM for no
 more than 6 seconds (Stall Test). A torque converter noise increases under load.

NOTE: This noise should not be confused with pump whine noise which is
usually noticeable in Park, Neutral and all other gear ranges. Pump whine
will vary with pressure ranges.

4. The torque converter should be replaced under any of the following conditions:
Vehicles have TCC shudder and/or No TCC apply but, only after all Electrical and Hydraulic
diagnosis has been made (Converter Clutch material may be glazed)
Evidence of damage to the pump assembly or steel particles in converter
Steel particles are found after flushing the cooler and cooler lines
External leaks in the hub weld area
Converter pilot is broken, damaged or poor fit into crankshaft.
Converter hub is scored or damaged
Internal failure to stator roller clutch
Contamination from engine coolant
Excess end play found after checking converter for end play
Steel particles or clutch lining material found in fluid filter or on magnet when no internal parts in
unit are worn or damaged indicating lining material came from converter.
Heavy clutch debris due to overheating (Blue Converter)

NEW LOW & REVERSE CLUTCH SUPPORT & SELECTIVE PLATE DIMENSIONS

1990 B, C, D, F, G, K, L, M, R, S, T, V & Y Body Vehicles

1. Dimensional change has been made in low and reverse clutch support and its selective plates. Thickness
of low and reverse clutch support has increased while thickness of selective plates has decreased. Three
selective plates are available. Productions change was initiated as follows:
Low and Reverse Clutch Support November 1, 1989 (Julian Date 305) and Selective Plates
February 2, 1990 (Julian Date 033).
2. In most cases, new low and reverse clutch assembly will only require fifth reactions plate instead of
selective plate. To identify low and reverse clutch support, measure its thickness with a micrometer.
3. The new low and reverse clutch support and selective plates may be used to service a post model year
transmission if:
Transmission was built after February 9, 1987 (Julian Date 040)

NOTE: Selective plates are not interchangeable between previous clutch

support and new clutch support. If selective plates are installed in the
wrong clutch assembly, durability or low and reverse clutch will be
reduced.

4. The following is service parts information:

NEW LOW & REVERSE CLUTCH ASSEMBLY
Part Name Part No. Dimension: In. (mm)
Selective Plate 8673548 .0459-.0519 (1.168-1.314)
Selective Plate 8673549 .0865-.0922 (2.198-2.344)
Selective Plate 6261120 N/A
Clutch Support N/A .3020-.3090 (7.671-7.849)
Low & Reverse Clutch & Support 8673544 N/A
Assembly

PREVIOUS LOW & REVERSE CLUTCH ASSEMBLY

Part Name Part No. Dimension: In. (mm)
Selective Plate 8667584 .0939-.1007 (2.386-2.557)
Selective Plate 8667585 .1221-.1288 (3.101-3.272)
Clutch Support N/A .2620-.2720 (6.655-6.909)
Low & Reverse Clutch & Support 8663094 N/A
Assembly

CLUTCH APPLY PLATES-MATERIAL CHANGED TO POWDERED METAL IN FORWARD & 3-4

CLUTCHES

1990 B, C, D, F, G, K, L, M,, S, T, V, & 7 Body Vehicles

The forward and 3-4 clutch apply plates will now be manufactured from powdered metal instead of steel.
Production change was as follows:

Forward - January 25, 1990 (Julian Date 025), 3-4 - January 29, 1990 (Julian Date 029)

The new powdered metal plates are interchangeable with current steel plates. Part Numbers have changed as
listed in 3-4 CLUTCH APPLY PLATE .

3-4 CLUTCH APPLY PLATE

Part Number Description
8663785 Apply Plate - Forward Clutch (steel)
8667423 Apply Plate - 3-4 Clutch (steel)
8676059 Apply Plate - Forward Clutch (powdered metal)
8676379 Apply Plate - 3-4 Clutch (powdered metal)

NOISE/VIBRATION WITH TORQUE CONVERTER CLUTCH APPLIED (REPLACE TORQUE

CONVERTER K7020)

1989-91 S/T Trucks, 1989-90 C, G, L & M Body Vehicles (4.3L LB4 Engines Only)

The transmission may produce a noise or vibration with the torque converter clutch (TCC) applied. This may
happen if the damper spring stops in the torque converter damper bottom out against the damper plate. This may
occur in Hydra-Matic 4L60 models that are used with 4.3L LB4 engines.
Date of Production Change

The following dates show which transmissions contain torque converters with damper springs that may bottom
out against the spring stops.

TORQUE CONVERTER WITH DAMPER SPRINGS

Model Date of Production
9FMM, 9MAM, 9MFM, 9MXM, 9TH, 9TLM Some after December 9, 1988 Julian Date 343)
0CAM, 0CAM, 0WAM All before February 20, 1990 Julian Date 051)
0SHM All before February 20, 1990 Julian Date 051)
0TLM All before February 14, 1990 Julian Date 045)
0MJM, 0MNM All before February 2, 1990 Julian Date 033)

Diagnosis

The following information will help you determine if vehicle has a vibration condition caused by damper spring
stops bottoming out in the torque converter.

Gear Range: Drive 4 (overdrive) with TCC engaged

Vehicle Speed: Approximately 40-50 MPH with TCC engaged - then step into the throttle slightly

Conditions:

1. Noise, vibration or rattle

2. Low frequency noise that builds up until the floorboards rattle
3. Low growl or driveline grumble

Road grades or trailer loads may cause conditions to be more prominent or extended.

The condition should disappear when the TCC is disengaged. To eliminate this condition, a Torque Converter
Assembly Package (8678979) containing damper springs with a higher spring rate and improved torque
capacity has been released for production and service.

ERRATIC OR NO UPSHIFT

1989 B, C, E, F, K, M, R, S, T, V & Y Body Vehicles

A Hydra-Matic 4L60 transmission with an erratic or no upshift condition may be due to "Applecoring" or the
governor driven gear. "Applecoring" may be caused by nicks and burrs on the governor drive gear. Beginning
July 6, 1987 all transmissions were produced with the new governor driven gear and pin package (8663995).

REDESIGNED CLUTCH PISTON SEAL

1989 B, C, F, G, K, M, R, S, T & Y Body Vehicles

Beginning February 28, 1989, all 1989 Hydra-Matic 4L60 transmissions have been built using the new short lip
design. Short lip seals are interchangeable with previous seals. All eight seals are available in overhaul kit or in
two separate packages. See NEW PISTON SEAL PACKAGES .

NEW PISTON SEAL PACKAGES

Part Number Description
8642919 3-4 Clutch Piston Inner and Outer Seals, Forward Clutch Piston Inner
and Outer Seals, Overrun Clutch Piston Inner and Outer Seals
8657922 Reverse Input Clutch Piston Inner and Outer Seals

PROPER SPACER PLATE GASKETS USAGE

1982-89 B, C, F, G, K, M, R, S, T, V & Y Body Vehicles

Two sets of spacer plate gaskets are supplied with each transmission overhaul service kit. One set is for use on
model years 1982-86, and the other set for model years 1987-89. The difference between the two sets of gaskets
is the addition of holes in 1987 to accommodate an auxiliary valve body.

If the incorrect (1982-86) gasket set is used on a 1987-89 model year transmission, with or without an auxiliary
valve body, the third clutch exhaust passage will be blocked. This may cause slipping or flaring during a 3-2
shift, a delayed 3-2 downshift, or a burned 3-4 clutch. See PROPER SPACER PLATE GASKET
SELECTION .

PROPER SPACER PLATE GASKET SELECTION

Model Year Part No.: Gasket Set Only Part No.: Output Kit
1982-86 8642993 8649995
1988-89 8657938 8649995

LOSS OF WIDE OPEN THROTTLE 3-4 UPSHIFT WHEN HOT

1989 B Body (5.7L Police Only)

Some 1989 Hydra-Matic 4L60 YNM Model transmissions, a 5.7L (Police only) may exhibit a loss of wide open
throttle 3-4 upshift when hot. Beginning April 24, 1989, all YNM model transmissions were built with a new
control valve assembly containing the new 3-4 throttle valve and sleeve. When servicing for a no wide open
throttle 3-4 upshift when hot, install the new 3-4 throttle valve and sleeve. The new control valve assembly is
also available if it is necessary to replace the control valve assembly complete. See YNM MODEL SERVICE
PARTS .

YNM MODEL SERVICE PARTS

Part Number Description
8671953 9YNM - 3-4 Throttle Valve and Sleeve Service
Package
8673413 9YNM - Control Valve Assembly Complete

BINDING OR INOPERATIVE IN REVERSE

1982-89 B, C, F, G, K, M, R, S, T, V & Y Body Vehicles

When servicing a transmission for a binding in reverse condition, remove the control valve assembly and
inspect the 4-3 sequence valve and the 2-3 shift valve. Either valve, if stuck in the upshifted position, will result
in a binding condition. To correct this condition, the valve body must be completely disassembled and
reconditioned.

Inspect the transmission bottom pan for clutch material or burned fluid. Evidence of this will require further
transmission diagnosis. Repairs may include complete transmission reconditioning, including disassembly and
reconditioning of the transmission pump and possible torque converter replacement.

Complete the cleaning of the hydraulic circuit by changing the transmission fluid and filter and flushing the
transmission cooler and cooler pipes.

CAUTION: Overtorquing the bolts during unit reassembly can cause valve to bind.
This condition may become more apparent as the unit warms to operating
temperature. Correct bolt torque specifications for control valve assembly
are 72-120 INCH lbs. (8-14 N.m). Torquing bolts to minimum specification,
72 INCH lbs. (8 N.m) is recommended.

DRIVELINE CLUNK DURING GARAGE SHIFT OR HARD ACCELERATION

1990 C Bodies

Vehicles may exhibit a clunking noise during a garage shift or a driveline clunk during hard acceleration.
Vehicles may be affected if they were built within the following VIN numbers ranges:

Chevrolet: 1GCDC14K2LZ100013 - 1GCDC14Z2LZ101290

GMC: 1GTDC14Z1LZ500000 - 1GTDC14KXLZ500368

This condition can be repaired by installing a reinforcement plate in the tailshaft crossover support. To install,
remove the nut and washer from the underside of the transmission crossmember. Install reinforcement plate
(15567681) onto the bolt that passes through crossmember and replace the washer and nut. Torque the nut 40
ft.lbs. (54 N.m).

2-4 BAND CHANGES

1989 B, C, D, F, G, K, L, M, S, T, V & Y Body Vehicles

A new transmission 2-4 band has changes to the apply and anchor brackets, locating tabs, and the addition of a
"lube window". The lube window was added to direct lubricating transmission fluid to the bank friction material
while the band is not applied. Structural changes to the apply and anchor brackets increase their durability and
the locating tabs were added to aid in assembly.

The new band is interchangeable with the previous band and should be used for service whenever possible. As
soon as the previous bands are used up, the new bands will become available. See 2-4 BAND ASSEMBLY .
2-4 BAND ASSEMBLY
Part Name Previous Part Number New Part Number
Band Assembly-2/4 8654144 8673175

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Cooler Pipe Connector 28 (38)
Detent Spring-To-Valve Body Bolt 18 (24)
Extension Housing Bolt 26 (35)
Manual Shaft-To-Detent Lever Nut 23 (31)
Oil Pump Cover-To-Body Bolt 18 (24)
Oil Pump-To-Case Bolt 18 (24)
Park Bracket-To-Case Bolt 18 (24)
Pressure Plugs 1/4 X 18" 18 (24)
Torque Converter-To-Flexplate Bolt 46 (62)
INCH Lbs. (N.m)
Accumulator Cover-To-Case Bolt 96 (11.0)
Auxiliary Valve Body Bolt 96 (11.0)
Oil Pan-To-Case Bolt 96 (11.0)
Oil Passage Cover Bolt 96 (11.0)
Pressure Plugs 1/8 X 27" 96 (11.0)
Pressure Switches 96 (11.0)
Solenoid Bolt 96 (11.0)
Speed Sensor Bolt 89 (10.0)
T.V. Cable Bolt 75 (8.5)
Valve Body-To-Case Bolt (1) 96 (11.0)
(1) Tighten valve body bolts in a spiral pattern starting in center of valve body.
 ENGINE PERFORMANCE

Systems & Component Testing

INTRODUCTION
Before testing separate components or systems, it is highly recommended that all procedures listed in BASIC
TESTING article be performed. Since many computer controlled and monitored components will set a trouble
code if they malfunction, it is also recommended that self-diagnosis be performed. See appropriate TESTS
W/CODES article.

NOTE: Testing individual components does not isolate possible shorts or opens in the
control harness of electronically controlled systems. Use an ohmmeter and
appropriate wiring diagram in WIRING DIAGRAMS to isolate shorts or opens in
harness. All voltage tests should be performed with a Digital Volt-Ohmmeter
(DVOM) with a minimum 10-megohm input impedance, unless stated otherwise
in testing procedures.

AIR INDUCTION SYSTEMS (TURBOCHARGERS)

WASTEGATE/BOOST PRESSURE TEST

1. Inspect wastegate and actuator assembly for linkage damage. Check condition of hose from throttle body
to wastegate solenoid and from wastegate solenoid to actuator. Remove hose.
2. Connect a hand-held Vacuum/Pressure Pump (J-23738) in series with component Gauge (J-28474) to
actuator assembly hose.
3. With 4 psi (.28 kg/cm2 ) pressure applied, actuator should move rod .015" (.38 mm). Replace actuator if
not operating properly. Check new unit and crimp threads on rod to maintain proper calibration. Remove
test equipment. Reconnect actuator-to-wastegate solenoid hose.

WASTEGATE ACTUATOR

1. Disconnect vacuum hose to wastegate actuator. Apply vacuum to actuator. If wastegate actuator moves,
replace wastegate control valve solenoid.
2. If wastegate actuator does not move, check vacuum hose. Replace vacuum hose if defective. If vacuum
hose is okay, disconnect actuator linkage at wastegate. Apply vacuum to actuator. If actuator moves,
wastegate is sticking. If actuator does not move, replace actuator.

WASTEGATE SOLENOID

Disconnect wastegate solenoid connector and vacuum hose. Apply 12-volt power source to solenoid. Using a
hand-held vacuum pump, apply vacuum to solenoid. A clicking noise should be heard from wastegate solenoid
and vacuum should flow through valve. If these conditions are not met, solenoid is defective.
Fig. 1: 2.0L Sunbird Turbocharger System
Courtesy of GENERAL MOTORS CORP.

Fig. 2: 3.1L Grand Prix Turbocharger System

Courtesy of GENERAL MOTORS CORP.

ENGINE SENSORS & SWITCHES

A/C ON SWITCH SYSTEM TEST

1. Turn ignition switch to RUN position. Move mode selector switch to OFF position. With A/C control
assembly connector connected, measure voltage between mode selector switch Brown wire and ground.
For wiring schematics, see mini-schematics in A/C CLUTCH under MISCELLANEOUS ECM
CONTROLS in this article.
2. Battery voltage should be present. If battery voltage is present, mode selector switch is operating
normally. If battery voltage is not present, check Brown wire from selector switch to fuse for an open
circuit.
3. Check voltage between mode selector Brown/White wire and ground. Voltage should not be present. If
voltage was present, replace mode selector switch.

A/C PRESSURE SENSOR (2.3L & 3.1L J BODY)

A malfunction in A/C pressure sensor circuit will set a related trouble code. For testing procedures, see
appropriate TESTS W/CODES article in this section. For wiring schematics, see mini-schematics in A/C
CLUTCH under MISCELLANEOUS ECM CONTROLS in this article.

A/C PRESSURE SWITCH

1. Connect A/C pressure gauges to system and start engine. Note pressure readings. If pressures are normal,
go to step 2). If pressures are less than normal, check system for leaks. Evacuate and recharge as
necessary. If pressures are high, check for system overcharge, overheating or mechanical failure in freon
delivery system.
2. Using an ohmmeter, check continuity between pressure switch terminals. Continuity should be present on
both high and low switches (if equipped with both). If continuity is not present, check switch terminal
connectors. If terminal connectors are okay, replace A/C pressure switch. For wiring schematics, see
mini-schematics in A/C CLUTCH under MISCELLANEOUS ECM CONTROLS in this article.

BRAKE SWITCH

Disconnect brake switch harness connector. Using an ohmmeter, check continuity between brake switch
terminals. Continuity should be present. Depress brake pedal or activate brake switch, continuity should not be
present.

CAMSHAFT SENSOR (3.8L VIN C)

A malfunction in the camshaft sensor circuit will set a related trouble code. For testing procedures, see
appropriate TESTS W/CODES article.

COOLANT LEVEL SENSOR/COOLANT LEVEL LIGHT

1. Ensure radiator coolant level is full and Codes 14, 26 and 32 are not set. Correct as necessary. Turn
ignition on and note coolant level light. It should be on as a bulb check. If not, go to step 2). Start engine
and note coolant level light. It should be off. If light stays on and coolant level is not low, check for a
short in the bulb ground circuit. If short is not present, connect a test light to battery voltage and touch
ECM coolant level light driver terminal. If test light illuminates, go to step 4).
 2. Disconnect ECM connector containing coolant level light driver terminal. Turn ignition on. Using a
jumper wire, ground ECM coolant level light driver terminal. If light does not illuminate, check for an
open in the coolant level light circuit, including a bad bulb. If light does illuminate, ECM driver is faulty.
3. Disconnect coolant level sensor harness connector (located on right side of radiator), coolant light should
come on again. If it does, no problem is present. If light does NOT come on again, check for terminal "B"
circuit of sensor shorted to ground.
4. Disconnect sensor wiring harness connector. Connect jumper wire between harness side terminal "B" to
ground. If coolant light does not go out, go to step 5). If coolant light does go out, check circuit between
wiring harness side terminals "A" and "C" to ECM. If circuit is okay, replace defective coolant level
sensor.
5. Using a voltmeter, check for 5 volts at harness side terminals "B" and "C". See Fig. 3. If 5 volts is not
available, check for open circuit, faulty ECM connection or faulty ECM. If both terminals read 5 volts,
disconnect ECM connector. Check sensor terminal "B" and "C" circuits for short to voltage or each other.
If circuits are okay, ECM is faulty.

Fig. 3: Coolant Level Sensor Circuit

Courtesy of GENERAL MOTORS CORP.

COOLANT TEMPERATURE SENSOR (CTS)

If a coolant sensor related code is present, see appropriate TESTS W/CODES article. An out-of-calibration
sensor may not set a trouble code. Use following procedure to test sensor calibration. Disconnect coolant
temperature sensor connector. Measure resistance between sensor terminals. Resistance should be high when
engine is cold and drop as engine warms up. See CTS RESISTANCE VALUES table.
CTS RESISTANCE VALUES
Temperature °F (°C) Resistance (Ohms)
210 (100) 185
160 (70) 450
100 (38) 1800
70 (20) 3400
20 (-7) 13,500
0 (-18) 25,000
-40 (-40) 100,700

CRANKSHAFT POSITION SENSOR (2.3L IDI)

Disconnect crankshaft sensor connector, located above oil filter. Set ohmmeter to 2K position, measure
resistance across sensor terminals. Resistance should be between 500-900 ohms. Set voltmeter on the 2-volt AC
scale. Crank engine and measure voltage across sensor terminals. Voltmeter reading should be .1 volt or greater.
If resistance reading is not as specified or sensor does not produce a voltage reading, replace faulty crank
sensor. Also, check if sensor is still magnetized. Replace as necessary.

CRANKSHAFT POSITION SENSOR (DIS)

Disconnect crankshaft sensor harness connector. Set ohmmeter to 2K position, measure resistance across sensor
terminals. Resistance should be 900-1200 ohms. Set voltmeter on the 2-volt AC scale. Crank engine and
measure voltage across sensor terminals. See the Voltmeter reading should be .1 volt or greater. If resistance
reading is not as specified or sensor does not produce a voltage reading, repair faulty wiring or crank sensor.

NOTE: The following table contains information updated as per Technical Service
Bulletin Numbers 89-6E-28 (Buick) and 90-168-6E (Chevrolet).

NORMAL CRANK SENSOR VOLTAGE OUTPUT RANGE (3.1L VIN "T")

Application Specification
Room Temperature/Charged Battery .8-1.4 Volts (800-1400 mV)
Slow Cranking/Low Battery .3 Volt (300 mV)

DUAL CRANK (COMBINATION) SENSOR (3.3L C(3)I SYSTEM)

This test should only be performed if vehicle will not start, injectors will not pulse and spark plugs will not fire.
This simulates a dual crank sensor signal. If spark and injector pulse occur, dual crank sensor or sensor
connections are bad.

1. Turn ignition off. Disconnect No. 6 spark plug wire from coil tower. Install Spark Tester (ST-125) to coil
tower. Install spark plug wire to spark tester.
2. Connect injector test light to any injector connector. Connect jumper wire across dual crank sensor
connector terminals "A" and "B". See Fig. 4 and Fig. 5. Turn ignition on, engine off (DO NOT crank
engine).
3. Using a test light connected to ground, momentarily touch dual crank sensor terminal "A". Note injector
 test light and spark tester. Test light should blink and spark should be present at spark tester.

NOTE: Repeatedly grounding terminal "A" at dual crank sensor or terminals "C"
and "B" at C(3)I module may cause engine to flooded.

4. If spark was present and test light came on, check for poor connection at dual crank sensor terminal. If
connections are okay, replace faulty dual crank sensor. If spark and test light did not come on, check for
poor connection at C(3)I module or replace faulty C(3)I module.

Fig. 4: Century & Cutlass Ciera C(3)I W/Dual Crank Sensor

Courtesy of GENERAL MOTORS CORP.
Fig. 5: Skylark C(3)I W/Dual Crank Sensor
Courtesy of GENERAL MOTORS CORP.

EGR POSITION SENSOR

See EMISSION SYSTEMS & SUB-SYSTEMS in this article.

ENGINE OIL TEMPERATURE SENSOR (5.7L VIN 8)

Disconnect engine oil temperature sensor connector. Using an ohmmeter, measure resistance between sensor
terminals. Resistance should be as specified. See ENGINE OIL TEMPERATURE SENSOR RESISTANCE
table. Also see CODE 52 and CODE 62 in 3.1L, 5.0L & 5.7L TROUBLE CODE CHARTS.

ENGINE OIL TEMPERATURE SENSOR RESISTANCE

°F (°C) Resistance (Ohms)
210 (100) 185
160 (70) 450
100 (38) 1800
70 (20) 3400
40 (4) 7500
20 (-7) 13,500
0 (-18) 25,000
-40 (-40) 100,700
KNOCK SENSOR

Disconnect knock sensor harness connector. Using an ohmmeter, measure knock sensor resistance between
sensor terminal and engine block. Resistance should be 3300-4500 ohms. Connect voltmeter between sensor
terminal and ground. Set voltmeter to 2-volt AC scale. Start and idle engine. Tap on engine block near sensor. A
signal should be indicated on voltmeter. If no signal is indicated, replace knock sensor. Also see TIMING
CONTROL SYSTEMS in this article and appropriate TESTS W/CODES article.

CAMSHAFT SENSOR/HALL EFFECT SWITCH (CADILLAC EXCEPT BROUGHAM)

1. Turn ignition off. Disconnect 6-terminal, 5-wire connector at HEI distributor. Connect a DVOM to
terminal "E" (pos.) and terminal "D" (neg.) on distributor side of connector. See Fig. 6.
2. Turn ignition on and note DVOM reading. Using ignition key, bump starter to rotate distributor. Note
DVOM reading. Repeat procedure several times. DVOM should read either zero or 12 volts. Voltmeter
should NOT read a steady voltage.
3. Crank engine and note voltage reading. Depending on voltmeter, reading may fluctuate between zero and
12 volts or average about 6 volts. If voltmeter readings are correct, Hall Effect switch is okay.
4. If voltmeter readings are not correct, turn ignition off and remove distributor. Reconnect 3-terminal
connector and connect voltmeter to 6-terminal, 5-wire connector as previously described. Turn ignition
on and rotate distributor by hand. Replace Hall Effect switch if voltage remains either high or low.

Fig. 6: Cadillac HEI Ignition With Hall Effect Switch

Courtesy of GENERAL MOTORS CORP.

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

A malfunction in the MAP sensor circuit should set a related code in ECM memory. If a code is present, see
appropriate TESTS W/CODES article. An out-of-calibration sensor may not set a trouble code. Use following
procedure to test sensor calibration. If driveability problems exist, MAP sensor failure is suspected and no MAP
code is present, disconnect MAP sensor connector. If driveability condition improves, replace MAP sensor.

1. With ignition on and engine off, check MAP sensor parameter using a "Scan" tester connected to the
ALDL connector. Voltage should be as specified in MAP SENSOR VOLTAGE RANGE table. If MAP
sensor voltage is as specified, go to step 2). If voltage is not as specified, check for 5-volt reference
supplied to sensor. Check harness integrity. If no problems are evident, replace MAP sensor.
2. Using a hand-held vacuum pump, apply 10 in. Hg to MAP sensor and note voltage change. Voltage
should drop to about 1.2-2.3 volts or less than as specified in table. If voltage is not as specified or
voltage reading does not immediately follow vacuum change, MAP sensor is faulty.

Fig. 7: Typical MAP Sensor Circuit

Courtesy of GENERAL MOTORS CORP.

MAP SENSOR VOLTAGE RANGE

Altitude (Ft.) Range (Volts)
Below 1000 3.8-5.5
1000-2000 3.6-5.3
2000-3000 3.5-5.1
3000-4000 3.3-5.0
4000-5000 3.2-4.8
5000-6000 3.0-4.6
6000-7000 2.9-4.5
7000-8000 2.8-4.3
8000-9000 2.6-4.2
9000-10,000 2.5-4.0

MANIFOLD AIR TEMPERATURE (MAT) SENSOR

If a MAT sensor related code is present, see appropriate TESTS W/CODES article. An out-of-calibration sensor
may not set a trouble code. Use following procedure to test calibration. Disconnect MAT sensor harness
connector. Connect ohmmeter between sensor terminals. Sensor resistance should be as specified. See MAT
SENSOR RESISTANCE table. With vehicle sitting overnight, MAT sensor and coolant sensor should have
close to the same resistance reading.

MAT SENSOR RESISTANCE

Temperature °F (°C) Resistance (Ohms)
210 (100) 185
160 (70) 450
100 (38) 1800
70 (20) 3400
40 (4) 7500
20 (-7) 13,500
0 (-18) 25,000
-40 (-40) 100,700

MASS AIRFLOW SENSOR

A malfunction in the MAF sensor circuit will result in the setting of a related trouble code. For testing
procedures, see appropriate code(s) in appropriate TESTS W/CODES article.

OXYGEN SENSOR (O2)

1. Start engine and warm to operating temperature. Disconnect oxygen sensor. Connect a DVOM between
Purple lead of oxygen sensor and ground. Place meter on the 2-volt scale. Voltmeter reading should
increase to greater than .8 volt.
2. Using another DVOM on the 20-volt scale. Connect voltmeter in series between the Purple wire from the
ECM and the positive post of battery. Reading on voltmeter connected to oxygen sensor should decrease
to a low voltage (less than .3 volt).
3. If a second DVOM is not available, install short jumper in Purple wire from the ECM. Hold jumper in
one hand and touch positive post of battery with other hand to cause oxygen sensor to produce less than .3
volts. For additional testing procedures, see appropriate TESTS W/CODES article.

P/N SWITCH

Disconnect P/N switch (located on transmission) harness connector. Connect ohmmeter between the P/N switch
terminals. See Fig. 8. Continuity should be present only when gear shift selector is in Park or Neutral. If
continuity is not present, check P/N switch adjustment or replace defective P/N switch.
Fig. 8: Typical P/N Switch Circuit
Courtesy of GENERAL MOTORS CORP.

POWER STEERING PRESSURE SWITCH (PSPS)

Disconnect P/S pressure switch harness connector. Connect ohmmeter between P/S pressure switch terminals.
Start engine. With no-load on power steering, continuity should not be present. Turn steering wheel to full stop,
continuity should now be present. If readings are not as specified, replace defective P/S pressure switch.

PRESSURE/BARO SENSOR CARBURETED 5.0L (VIN Y)

1. Connect jumper harness between sensor and sensor harness to enable checking voltage with DVOM with
circuit intact. With ignition on, engine off, check voltage between pressure sensor terminals "A" and "B".
See Fig. 9. Voltage should be as specified. See PRESSURE SENSOR VOLTAGE RANGE table. If okay,
go to next step. If voltage is not as specified, check vacuum hose. If vacuum hose is okay, replace
pressure sensor.
2. Using a hand-held vacuum pump, apply 10 in. Hg to pressure sensor and note voltage change. Voltage
should drop to about 1.2-2.3 volts or less from specified sensor voltage range on table. If voltage is not as
specified or if voltage reading does not immediately follow vacuum change, pressure sensor is faulty.

NOTE: "Scan" tester will not read same voltage as voltmeter since ECM inverts voltage
signal internally.
Fig. 9: Pressure (Baro) Sensor Circuit
Courtesy of GENERAL MOTORS CORP.

PRESSURE SENSOR VOLTAGE RANGE

Altitude (Ft.) Range (Volts)
Below 1000 3.8-5.5
1000-2000 3.6-5.3
2000-3000 3.5-5.1
3000-4000 3.3-5.0
4000-5000 3.2-4.8
5000-6000 3.0-4.6
6000-7000 2.9-4.5
7000-8000 2.8-4.3
8000-9000 2.6-4.2
9000-10,000 2.5-4.0

THROTTLE POSITION SENSOR (TPS)

Install jumper wires to enable connection of a DVOM in parallel between TPS harness connectors. Connect
DVOM positive lead to Blue wire terminal. Connect negative lead to Black wire terminal. See Fig. 10. Turn
ignition on, engine off. Signal voltage should gradually change from less than one volt at closed throttle to
about 5.0 volts at wide open throttle position. If reading is not as specified, adjust or replace TPS. See the
appropriate ADJUSTMENTS article.

A malfunction in the TPS circuit should set a related trouble code. For further information, see appropriate
TESTS W/CODES article. Also see TPS adjustment procedure in the appropriate ADJUSTMENTS article in
this section.
Fig. 10: Typical Throttle Position Sensor Circuit
Courtesy of GENERAL MOTORS CORP.

VEHICLE SPEED SENSOR (PM GENERATOR TYPE)

Disconnect vehicle speed sensor harness connector (located in transaxle). Place gear selector in Neutral. Raise
vehicle drive wheels off the ground. Turn drive wheels by hand (greater than 3 MPH). Measure AC signal
voltage between sensor terminals. Voltage reading should be vary from 0.1-0.5 volt AC as the wheel is turned.
If reading is not as specified, replace vehicle speed sensor.

VEHICLE SPEED SENSOR (LED TYPE)

A speed sensor or buffer malfunction should set a related code in ECM memory. If a code is set, refer to
appropriate TESTS W/CODES article in this section for diagnosis.

RELAYS
A/C RELAYS

See MISCELLANEOUS ECM CONTROLS in this article.

FUEL PUMP RELAY

1. Disconnect fuel pump relay. See SYSTEM & COMPONENT TESTING article. Apply battery voltage
and ground to fuel pump relay winding terminals. To identify fuel pump relay terminals, see appropriate
wiring diagram in WIRING DIAGRAMS.
2. Using an ohmmeter, check continuity between fuel pump relay power and fuel pump relay drive
terminals. Continuity should exist. If continuity does not exist, fuel pump relay is defective.
3. To by-pass fuel pump relay on-vehicle (fuel pump not operating), turn ignition off. Disconnect fuel pump
relay connector. Using a fused jumper wire, connect fuel pump test connector to positive side of battery.
Fuel pump should run.
4. If fuel pump runs, check for faulty connections to relay or replace defective relay. To locate fuel pump
 test connector, see the SYSTEM & COMPONENT TESTING article in this section.

Fig. 11: Typical Fuel Pump Relay Schematic

Courtesy of GENERAL MOTORS CORP.

SOLENOIDS

NOTE: All ECM controlled solenoids should have at least 20 ohms of resistance.

CANISTER PURGE SOLENOID

See Canister Purge Solenoid tests in the Fuel Evaporation Control Section..

MIXTURE CONTROL SOLENOID

See FUEL SYSTEM in this article and CODE 23 in 5.0L CARBURETED TROUBLE CODES in appropriate
TESTS W/CODES article.

ILC/RVB/EGR SOLENOID

1. Disconnect solenoid harness connector. Install vacuum pump to manifold vacuum side of solenoid. Apply
vacuum to solenoid. Vacuum should pass through when solenoid connector is disconnected.
2. Apply battery voltage and ground to solenoid terminals. Solenoid should energize. With solenoid
energized, apply vacuum to solenoid. Vacuum should not pass through solenoid. If results are not as
 specified, replace defective solenoid.

WASTEGATE SOLENOID

See AIR INDUCTION SYSTEMS in this article.

MOTORS
IDLE AIR CONTROL (IAC) MOTOR

See IDLE CONTROL SYSTEM in this article.

IDLE SPEED CONTROL (ISC) MOTOR

See IDLE CONTROL SYSTEM in this article.

FUEL SYSTEM

NOTE: For fuel system pressure testing, see BASIC DIAGNOSTIC PROCEDURES
article.

FUEL PRESSURE REGULATOR (PFI)

1. Install fuel pressure gauge to fuel rail fuel pressure test fitting. Remove vacuum hose from fuel pressure
regulator. Turn ignition on and note fuel pressure on gauge.
2. Start engine. Check for manifold vacuum at pressure regulator vacuum hose. Repair as necessary.
Reconnect vacuum hose to pressure regulator and note fuel pressure on gauge. Compare first and second
reading. Fuel pressure reading should be 4-7 psi (.28-.49 kg/cm2 ) less with vacuum hose installed. Fuel
pressure should decrease as vacuum increases. If results are unsatisfactory, replace fuel pressure
regulator.

FUEL PRESSURE REGULATOR (TBI)

Fuel pressure regulator is mechanically controlled by internal spring pressure. Regulator is adjusted at factory
and is not serviceable. If fuel pressure is too low, check for fuel filter, fuel pump pressure and volume. If fuel
pressure is too high, check for restricted fuel tank return line. If no faults are found and pressure is too high or
too low, replace fuel pressure regulator.

FUEL PUMP RELAY

See RELAYS, SOLENOIDS, MOTORS & MODULES in this article.

FUEL PUMP RELAY BY-PASS PROCEDURE

If fuel pump will not energize, relay may be by-passed to test fuel pump. Turn ignition off. Using a fused
jumper wire, apply battery voltage to fuel pump test connector (located in engine compartment). Fuel pump
should turn on. For fuel pump test connector location, refer to SYSTEM & COMPONENT TESTING article.

FUEL CONTROL (CARBURETED)

NOTE: For testing of feedback system, including oxygen sensor, mixture control
solenoid, ECM and related wiring, refer to SYSTEM PERFORMANCE CHECK in
BASIC TESTING article.

FLOAT LEVEL (ON-VEHICLE)

1. Warm engine to normal operating temperature. With engine at idle and choke wide open, insert Float
Level Gauge (J-34935-1 or BT-8420-A) into carburetor air horn vent slot. Allow gauge to float freely.
2. Observe that mark on gauge lines up with top of air horn casting. Setting should be within 2/32" of
specified float level setting. See FLOAT LEVEL SPECIFICATIONS table. If float level is not as
specified, remove air horn and adjust float level.

FLOAT LEVEL SPECIFICATIONS

Carburetor No. Setting
17086008 11/32"
17086009 14/32"
17088115 11/32"

HOT AIR CHOKE

1. Warm engine to normal operating temperature. Check choke valve. Choke valve should be fully open. If
choke is not fully opened, touch choke housing and hot air inlet pipe or hose to determine if sufficient
heat is reaching choke thermostatic spring.
2. If choke housing or hot air inlet pipe is not getting hot, check choke housing, choke heat pipe or manifold
choke heat stove for restricted passages. Repair or replace components.

MIXTURE CONTROL SOLENOID

Disconnect mixture control solenoid harness connector. Check resistance between solenoid terminals. Normal
resistance is 20-32 ohms. Check for unwanted shorts to ground between solenoid connector terminals and
solenoid body. Resistance to ground should be infinite. If resistance is less than 10 ohms or if solenoid has
continuity to ground, replace solenoid.

OXYGEN SENSOR

See ENGINE SENSORS & SWITCHES in this article.

VACUUM BREAK

Plug air bleed hole (if equipped) on vacuum break. Using a hand-held vacuum pump, apply 15 in. Hg to
vacuum break. Check and see if plunger has moved through its full travel. Observe vacuum gauge. Vacuum
should hold for at least 20 seconds. If plunger did not move to its full travel or vacuum did not hold as specified,
replace vacuum break.

FUEL CONTROL (FUEL INJECTED)

FUEL INJECTOR(S)

Disconnect fuel injector harness connector. Measure resistance across injector terminals. Resistance should be
as specified. See FUEL INJECTOR RESISTANCE table.

FUEL INJECTOR RESISTANCE

Application (1) Resistance (Ohms)
2.0L (VIN K) 1.6
2.0L Turbo (VIN M) 2.0
2.2L (VIN G) 1.6
2.3L (VIN A & D) 1.9-2.1
2.5L (VIN R & U) 1.6
3.1L (VIN T) 12.0-12.4
3.1L Turbo (VIN V) 12.0-12.4
3.3L (VIN N) (2)

3.8L (VIN C) (2)

5.0L (VIN E) 1.2

5.0L (VIN F) 10.0
5.7L (VIN 7) 1.2
5.7L (VIN 8) 10.0
(1) Injector resistance specification is at 140°F (60°C).

(2) Information not available from manufacturer. Solenoid should have resistance; however, infinite
resistance indicates an open injector winding.

NOTE: If injectors are dirty, they should be cleaned using approved injector cleaning
procedure before performing INJECTOR BALANCE TEST.

INJECTOR BALANCE TEST

The injector balance test is used to pulse the injector for a precise amount of time, spraying a measured amount
of fuel in the intake manifold. As each injector is pulsed, a drop in fuel rail pressure occurs. This pressure drop
can be recorded and compared to other injectors. An injector with a pressure drop of 1.5 psi (.11 kg/cm2 ) or
more, greater than or less than other injectors, should be considered faulty.

NOTE: Allow engine to cool down to avoid irregular readings due to "Hot Soak" fuel
boiling. To prevent flooding, the INJECTOR BALANCE TEST should not be
repeated more than once without starting and running engine.
 CAUTION: To avoid possible vehicle fire, wrap a shop towel around fitting to avoid
fuel spillage.

1. With ignition off, connect Fuel Pressure Gauge (J-34730-1) to pressure tap. Unplug harness connector at
all injectors. Connect Injector Tester (J-34730-3) to one of the injectors.
2. Follow manufacturer's instructions when installing adapter harness. Ignition should be turned off at least
10 seconds to complete ECM shutdown cycle.
3. Turn ignition on. Fuel pump should run at least 2 seconds after ignition is turned on. Bleed air from gauge
and hose to ensure accurate gauge reading. Repeat this procedure until all air is bled from system. Turn
ignition off for at least 10 seconds.
4. Turn ignition on again to bring fuel pressure to maximum. Record initial pressure reading. Energize tester
one time and note pressure drop at lowest point.
5. Disregard any slight pressure drop after low point is reached. Subtracting second pressure reading from
initial reading indicates amount of injector pressure drop.
6. Repeat step 4) on each injector and compare pressure drop. Recheck injectors not within pressure drop
range. Replace injector(s) failing second check.
7. If injectors are all okay, plug in harness connectors and review SYMPTOMS in H - TESTING W/O
CODES article.

OXYGEN SENSOR

See ENGINE SENSORS & SWITCHES in this article.

IDLE CONTROL SYSTEM

IDLE AIR CONTROL (IAC) MOTOR

1. Disconnect harness connector to motor. Check resistance across IAC coil terminals "A" to "B" and "C" to
"D". Resistance should be 40-80 ohms. See Fig. 12. If okay, go to next step. If resistance is not as
specified, replace IAC motor.
2. Check resistance between IAC terminals "B" to "C" and "A" to "D". Resistance should be infinite. If
resistance is not as specified, replace IAC motor.

NOTE: Testing Idle Air Control (IAC) motor requires a "Scan" tester capable of cycling
ECM output devices. Flow charts in the TESTS W/CODES articles may refer to
the Tech 1 tester, General Motors' version of this tester.
Fig. 12: Typical IAC Motor Circuit
Courtesy of GENERAL MOTORS CORP.

IDLE SPEED CONTROL (ISC) MOTOR (CADILLAC EXCEPT BROUGHAM)

A malfunction in the ISC circuit will set a trouble code. For testing procedures, see appropriate TESTS
W/CODES article. Also, see ISC minimum and maximum adjustment procedures in ADJUSTMENTS article.

IDLE SWITCH (CADILLAC EXCEPT BROUGHAM)

The ISC motor is equipped with an internal idle switch (also called a throttle or nose switch) which informs the
ECM when it should be controlling idle.

Disconnect ISC connector. Connect an ohmmeter across Pink and Black/White wire terminals ("A" and "B") of
ISC motor connector. See Fig. 13. With throttle closed, continuity should exist. With throttle open enough to
relieve tension from the ISC plunger, continuity should not exist.

Fig. 13: Idle Speed Control Solenoid/Idle Switch Schematic

Courtesy of GENERAL MOTORS CORP.

IDLE LOAD COMPENSATOR (ILC)

 1. With engine running and transmission in Park, hold throttle lever part way open and allow ILC plunger to
fully extend. Apply finger pressure to ILC plunger. Using a hand-held vacuum pump/gauge, apply 20 in.
Hg to ILC plunger.
2. Plunger should begin to retract. If not, replace ILC plunger. If plunger retracts, observe vacuum gauge.
Vacuum should hold for at least 20 seconds. If vacuum does not hold, replace ILC plunger.

IGNITION SYSTEM (C3I)

CHART C-4-1 (C3I MISFIRE AT IDLE 3.3L VIN N)

1. If engine misfires under load only, see C-4-2 below. With engine idling at normal operating temperature,
disconnect IAC. While observing engine RPM, temporarily disconnect each injector connector. All
injector(s) should result in a drop in RPM. If it does, see ROUGH, UNSTABLE OR INCORRECT IDLE
in TESTS W/O CODES article If it doesn't, turn ignition OFF, and install injector tester J 34730-2 or
equivalent on injector connector which did not result in an RPM drop. Crank engine while observing
injector test light. Light should blink. If it doesn't, see NO START (PFI W/C3I). If it does, then proceed
to next step.
2. With ignition OFF, install spark tester (ST-125) J 26792 or equivalent on plug lead(s) which did not result
in drop in RPM (1,3,5 at plug and 2,4,6 at coil). Spark should jump tester gap while cranking engine. If it
does, check for faulty, worn or cracked spark plug(s), plug fouling due to engine mechanical fault. If
spark plugs are OK, then see CUTS OUT MISSES in TESTS W/O CODES article. If it doesn't, then
check resistance of plug wire which did not fire spark tester. Wire resistance should be less than 30,000
ohms each and wires shouldn't be grounded. Are wires are OK. If Not, then replace faulty wire(s) and
retest. If OK go to next step.
3. Remove coil from module. Inspect coils, plug wire and plug wire nipples. They should be free of carbon
tracking. If NOT, replace faulty component. If OK got to next step.
4. Check secondary coil resistance. It should be 5-8K Ohms resistance for 3.3 VIN N models and 10-13
Ohms resistance for 3.8L VIN C models. If NOT, replace coil. If YES, then go to next step.
5. Install a known good coil. Spark should jump tester gap at problem cylinder with engine idling. If it did
not, then there is a faulty C(3)1 module. If it did, then original ignition coil is faulty.
Fig. 14: Chart C-4-1 Schematic, Misfire At Idle (3.3L VIN N)

Fig. 15: Chart C-4-1 Schematic, Misfire At Idle (3.8L VIN C)

CHART C-4-2 (C3I MISFIRE UNDER LOAD IDLE 3.3L VIN N)

1. If engine misfires at idle, see C-4-1 above. With engine idling at normal operating temperature,
disconnect IAC. While observing engine RPM, temporarily disconnect each injector connector. All
injector(s) should result in a drop in RPM. If it does, check for faulty, worn or cracked spark plug(s), plug
fouling due to engine mechanical fault. If spark plugs are OK, then see CUTS OUT MISSES in TESTS
W/O CODES article. If it doesn't, turn ignition OFF, and install injector tester J 3470-2 or equivalent on
injector connector which did not result in an RPM drop. Crank engine while observing injector test light.
Light should blink. If it doesn't, see NO START (PFI W/C3I). If it does, then proceed to next step.
2. With ignition OFF, install spark tester (ST-125) J 26792 or equivalent on plug lead(s) which did not result
in drop in RPM (1,3,5 at plug and 2,4,6 at coil). Spark should jump tester gap while cranking engine. If it
does, check for faulty, worn or cracked spark plug(s), plug fouling due to engine mechanical fault. If
spark plugs are OK, then see CUTS OUT MISSES in TESTS W/O CODES article. If it doesn't, then
check resistance of plug wire which did not fire spark tester. Wire resistance should be less than 30,000
ohms and shouldn't be grounded. Are wires are OK? If Not, then replace faulty wire(s). If OK go to next
step.
3. Remove coil from module. Inspect coils, plug wires and plug wire nipples. They should be free of carbon
tracking. If NOT, replace faulty component. If YES , then check secondary coil resistance. It should be 5-
8K Ohms resistance for 3.3 VIN N models and 10-13 Ohms resistance for 3.8L VIN C models. If NOT,
replace coil. If YES, then go to next step.
4. Install a known good coil. Spark should jump tester gap at problem cylinder with engine idling. If it did
not, then there is a faulty C3I module. If it did, then original ignition coil is faulty.

Fig. 16: Chart C-4-2 Schematic, Misfire Under Load (3.3L VIN N)
Fig. 17: Chart C-4-2 Schematic, Misfire At Idle (3.8L VIN C)

IGNITION SYSTEM (EXC. C3I)

NOTE: For basic ignition system checks, see BASIC TESTING article.

TIMING CONTROL SYSTEMS

ELECTRONIC SPARK TIMING (EST) ADVANCE SYSTEM

1. A malfunction in the EST circuit should set a related trouble code. Start engine and warm to operating
temperature. On vehicles equipped with a manual transmission, increase engine speed to about 2000
RPM. On vehicle equipped with an automatic transmission, slightly increase idle speed.
2. On all vehicles, ground "test" terminal "B" of ALDL. A noticeable change in engine speed should occur.
If no change occurs, see DIAGNOSTIC CIRCUIT CHECK in BASIC TESTING article.

ELECTRONIC SPARK CONTROL (ESC) RETARD SYSTEM (WITHOUT ESC CONTROLLER)

1. An open or short circuit on the ESC wire to the ECM will set a related trouble code. A false detonation
signal will not cause ECM to set a code.
2. If a "Scan" tester is available, connect it to the ALDL connector. Tap on engine next to knock sensor and
note "knock" parameter. Knock should be indicated on "Scan" tester.
3. If a "Scan" tester is not available, connect tachometer to engine. Start engine and hold above idle. Using a
 metal object, tap on engine close to knock sensor. A noticeable decrease in engine RPM should occur. If
no RPM decrease occurred, check knock sensor to ECM circuit.
4. On vehicles equipped with automatic transmission, it may be necessary to place transmission in Drive for
timing change to occur. Also, see KNOCK SENSOR in ENGINE SENSORS & SWITCHES in this
article.

ELECTRONIC SPARK CONTROL (ESC) RETARD SYSTEM (WITH ESC CONTROLLER)

1. An open or short circuit on the ESC wire to the ECM will cause a loss of the 12-volt ESC controller
signal. This will cause the ECM to fully retard ignition timing.
2. If a "Scan" tester is available, connect it to the ALDL connector. Tap on engine next to knock sensor and
note "knock" parameter. Knock should be indicated on "Scan" tester.
3. If a "Scan" tester is not available, connect a DVOM to the ECM ESC signal terminal. With engine idling,
12 volts should be present at this terminal. Using a metal object, tap on engine close to knock sensor.
Voltage signal at ECM terminal should drop to zero volts, and return when knock signal ceases.
4. If signal does not respond as described, check knock sensor signal to controller signal. On vehicles
equipped with automatic transmission, it may be necessary to place transmission in Drive for timing
change to occur. Also, see KNOCK SENSOR in ENGINE SENSORS & SWITCHES in this article.

AIR INJECTION
AIR PUMP

Accelerate engine to approximately 1500 RPM and observe airflow from hoses. If airflow increases as engine is
accelerated, pump is working properly. If airflow does not increase, check hoses, pump belt tension, leaky
valves or defective air injection pump.

CHECK VALVE

Detach check valve and blow through valve in direction of check valve flow (to cylinder head). Attempt to suck
back. Replace valve if airflow is allowed against the direction of flow.

DECELERATION VALVE

1. Remove air cleaner. Remove and plug vacuum hose to air cleaner. Connect tachometer to engine. With
engine at idle, remove deceleration valve signal hose from vacuum port.
2. Reconnect signal hose to deceleration valve while listening for air flow through ventilation pipe into
deceleration valve. Engine speed should drop when hose is reconnected.
3. If airflow lasts less than one second or engine speed does not drop, check for defective hose(s) or
deceleration valve.

ELECTRIC DIVERT & ELECTRIC SWITCHING VALVE (EDES)

With engine at idle, check for at least 10 in. Hg to EDES. Run engine at part throttle (less than 2000 RPM). Air
should go into exhaust ports until system goes into closed loop, then divert the air to atmosphere. If not, check
terminal harness connector to EDES or replace defective EDES.
PRESSURE OPERATED ELEC. DIVERT/ELEC. SWITCHING (PEDES)

1. When engine is cold, port solenoid should be energized, allowing airflow to exhaust ports.
2. When engine is warming up, port switch should be de-energized (off) and converter solenoid should be
energized, forcing airflow past the converter valve to the catalytic converter.
3. On the divert mode, both solenoids are de-energized, which opens the converter valve, allowing air out to
divert/relief tube to atmosphere. If valves are not operating as specified, check circuit to solenoids. Repair
or replace components as necessary.

EARLY FUEL EVAPORATION (EFE) CARBURETED 5.0L (VIN Y)

NOTE: Before performing EFE testing, allow engine to cool until coolant temperature is
less than 105°F (41°C).

EARLY FUEL EVAPORATION SYSTEM CHECK

1. Locate and note position of EFE actuator arm. On some models, actuator arm may be protected by metal
cover, which must be removed and then replaced after service has been performed.
2. When engine is cold, valve should close as actuator link pulls into diaphragm housing. If valve closes, go
to step 6). If not, stop engine and remove vacuum hose to EFE valve. Restart engine and check for
vacuum at hose. If vacuum is present, go to step 4).
3. If vacuum is not present, check vacuum supply to Thermal Vacuum Switch (TVS), located in coolant
passage of intake manifold. Repair as necessary. If vacuum is present at TVS and coolant temperature is
less than 105°F (40°C), replace TVS.

CAUTION: Exhaust manifold will become very hot once engine is started. Wear
heavy gloves when handling exhaust system components.

4. Attempt to move actuator arm by hand. If valve opens freely, vacuum motor diaphragm is defective.
Replace EFE valve and actuator motor.
5. If lever will not move freely, try to free valve using Manifold Valve Lubricant (1050422). Allow time for
lubricant to penetrate. If valve cannot be freed, replace valve and actuator motor.
6. If valve closes in step 2), allow engine to warm. When coolant temperature exceeds 105°F (40°C), valve
should open. If valve does not open, stop engine, remove vacuum hose from EFE valve. Restart engine. If
vacuum is present at vacuum hose and coolant temperature is greater than 105°F (40°C), replace TVS.

EXHAUST GAS RECIRCULATION (EGR)

NOTE: Some vehicles may use integral EGR/ILC/RVB, TCC/EGR, or EGR/CP solenoid
valves.

There are 5 types of EGR systems used: backpressure (positive and negative), digital, electronic and pulse width
modulated systems.
SYSTEM TEST

Start and run engine to normal operating temperature. With engine at idle, RPM should drop as EGR valve is
opened by pushing up on underside of EGR diaphragm.

CAUTION: Wear gloves when handling EGR valve when it is hot .

EGR CONTROL SOLENOID

1. Disconnect EGR solenoid electrical harness connector and vacuum hoses. Connect a hand-held vacuum
pump to solenoid vacuum source port. Connect vacuum gauge to solenoid EGR port. Pump up vacuum
pump. Vacuum should not be present at port to EGR valve.
2. Activate EGR solenoid with a 12-volt power supply. Vacuum should now be present or registered at
vacuum gauge. Solenoid should have at least 20 ohms of resistance.

DIGITAL EGR VALVE

1. Start and allow engine to idle. With engine at normal operating temperature, disconnect digital EGR
valve solenoid harness connector. Using a 12-volt power source, very quickly energize EGR solenoid No.
1. RPM should drop slightly. See Fig. 18.
2. Next, energize EGR solenoid No. 2. RPM should drop slightly more than step 1). If RPM drops, EGR is
okay. If not, check for plugged EGR passages or defective digital EGR valve. Check EGR solenoid
resistance. See DIGITAL EGR SOLENOID RESISTANCE table.

For additional testing procedures, see appropriate TESTS W/CODES article.

DIGITAL EGR SOLENOID RESISTANCE (1)

Terminals No. Resistance (Ohms)
A-D 20-30
B-D 20-30
C-D 10-17
(1) See Fig. 18 for terminal location.
Fig. 18: Digital EGR Solenoid Circuit
Courtesy of GENERAL MOTORS CORP.

POSITIVE BACKPRESSURE EGR VALVE

1. Place transmission in Park or Neutral. Set parking brake and block drive wheels. Connect tachometer.
With engine running at normal operating temperature, run engine at 2000 RPM.
2. On carbureted engines, place fast idle cam on high step. Disconnect vacuum hose from EGR valve and
plug hose. EGR valve diaphragm should move down and engine RPM should increase.

NOTE: On some engines with ECM controlled solenoid, EGR vacuum is locked
out in Park/Neutral and solenoid must not be by-passed.

3. Reconnect vacuum hose. EGR diaphragm should move up and engine RPM should decrease. A slight
vibration of diaphragm plate may be noticed in backpressure EGR valves.
4. If engine RPM did not change and EGR diaphragm moved, the EGR valve is functioning properly. If
engine RPM did not change and diaphragm did not move, remove EGR valve and apply 10 in. Hg to
EGR vacuum signal port. EGR valve should not open.
5. If EGR valve opens, replace EGR valve. With vacuum still applied, direct a stream of air (15 psi
maximum) into valve seat. EGR valve should open completely.
6. If air is not available, connect a short piece of hose over EGR valve seat. Connect vacuum pump to signal
port. With thumb plugging intake port of EGR valve, operate vacuum pump while alternately blowing
and pausing through hose.
7. With vacuum present at signal port, EGR valve should open while pressure is applied and should close
when no vacuum is present.

NEGATIVE BACKPRESSURE EGR VALVE

With engine off, disconnect vacuum hose to EGR valve. Connect vacuum pump to EGR and apply 10 in. Hg.
EGR diaphragm should move up and stay up for 20 seconds. If not, replace EGR valve.
PULSE WIDTH MODULATED EGR VALVE

1. Place transmission in Park or Neutral. With engine at idle and at normal operating temperature, push up
on EGR valve diaphragm. Engine RPM should drop. If engine RPM did not drop, clean EGR valve and
passages.
2. Check EGR valve movement with engine RPM change from 2000 RPM to idle. If EGR valve moves with
RPM change, check Park/Neutral switch adjustment or open circuit. If EGR valve did not move, ground
ALDL test connector. If EGR valve moves now, EGR valve is functioning properly. If not, go to next
step.
3. Turn engine off and disconnect EGR solenoid connector. Connect 12-volt test light between EGR
solenoid connector terminals. Turn ignition on and ground ALDL test connector. Test light should flash
repeatedly.
4. If test light flashes, check vacuum to EGR solenoid at 2000-3000 RPM. If engine does not use a vacuum
regulator, at least 7 in. Hg should be present at solenoid. If engine is equipped with a vacuum regulator,
2-10 in. Hg should be present.
5. If vacuum is greater than 10 in. Hg, replace regulator. If vacuum is less than 2 in. Hg, vacuum at solenoid
is okay. Check EGR solenoid connections and/or faulty EGR solenoid.

INTEGRATED ELECTRONIC EGR VALVE

1. Turn ignition off. Connect vacuum pump to EGR valve. Apply vacuum and observe EGR valve. EGR
valve should not move. If it does, check vent filter for restriction. Replace EGR valve if necessary.
2. Turn ignition on and repeat step 1). When applying vacuum, EGR valve should not move. If EGR moves,
a fault code should be present. See appropriate TESTS W/CODES article.

FUEL EVAPORATION CONTROL

NOTE: Two types of canister control valves are used on General Motors vehicles. One
is fixed to canister (Type 1) and the other is removable (Type 2).

CANISTER CONTROL VALVE (TYPE 1)

1. Note vacuum hose location and disconnect hoses from control valve and canister. Install a short vacuum
hose to lower tube of carbon canister valve. Blow into hose. Air should not pass through canister. If it
does, replace valve/canister.
2. Using a hand-held vacuum pump, apply 15 in. Hg to trigger port. With vacuum applied, again blow into
hose installed on bowl vent tube. Air should now flow through canister. If not, replace valve/canister.

CANISTER CONTROL VALVE (TYPE 2)

1. Note vacuum hose location and remove valve from vehicle. Install a short length of hose to vacuum
trigger port. Blow into hose. Air should not pass through. If it does, diaphragm is ruptured and valve must
be replaced.
2. Using a hand-held vacuum pump, apply 15 in. Hg to vacuum trigger port. Vacuum should hold for 20
seconds. If not, replace valve.
 3. With vacuum still applied to trigger port, blow through canister tube. Air should exit from vacuum purge
tube. If not, replace valve.

CANISTER PURGE SOLENOID

1. Disconnect canister purge solenoid harness connector and vacuum hose. Apply 10 in. Hg to ported intake
manifold vacuum side of solenoid valve. If vacuum holds, go to next step. If vacuum does not hold,
replace canister purge solenoid.
2. Using a 12-volt power source, energize canister purge solenoid. Vacuum should release. If vacuum does
not release, replace canister purge solenoid.

EVAP PURGE VALVE SOLENOID

1. Disconnect purge valve solenoid harness connector and vacuum hose. Apply 10 in. Hg to ported vacuum
side of solenoid valve. If vacuum holds, go to next step. If vacuum does not hold, replace canister purge
solenoid.
2. Using a 12-volt power source, energize purge valve solenoid. Vacuum should release. If not, replace
purge valve solenoid. Solenoid resistance should be at least 20 ohms.

FUEL TANK PRESSURE CONTROL VALVE

Apply approximately 15 in. Hg to tank pressure control valve. The diaphragm should hold vacuum for at least
20 seconds. If not, replace tank pressure control valve.

THERMAL BOWL VENT VALVE (TBVV) CARBURETED 5.0L (VIN Y)

1. Remove thermal bowl vent valve. Allow valve to cool to less than 90°F (32°C). Install a short hose to
either valve port. Lightly blow into hose. No air should pass through valve. If it does, replace TBVV.
2. Warm valve to greater than 120°F (49°C). Once again, blow into hose. Air should now pass through
valve. If not, replace TBVV.

PCV
CHECKING PCV VALVE FUNCTION

The PCV system may require service for obstructions if any of

the following conditions exist:

Rough Idle
Stalling or Slow Idle Speed
Oil Leaks
Oil in Air Cleaner
Sludge in Engine
A PCV leaking valve or hose could cause:

Rough Idle
Stalling
High Idle speed

If engine idles roughly, check for clogged PCV valve, plugged or broken hoses BEFORE adjusting idle. Check
correct PCV valve application to ensure the correct valve is fitted. Replace PCV valve if required.

PCV VALVE FUNCTION

1. Remove PCV valve from rocker cover. Run engine at idle. Place thumb over open end of valve to check
for vacuum. If there is no vacuum at valve, check for obstruction in manifold port, hoses or PCV valve.
Repair or replace as necessary.
2. Turn engine off. Remove PCV valve. Shake valve and listen for rattle of check valve inside. If a clear
rattle is not heard, replace PCV valve.
3. Visually inspect valve for varnish or deposits which may make PCV valve operation sticky, restricted or
cause incomplete seating of valve. Replace if necessary.
4. An engine must be sealed for the PCV system to function as designed. If leakage, sludging or dilution of
oil is noted and the PCV system is functioning properly, check engine for cause and repair as required to
insure PCV system will continue to function properly.
5. An engine operating without any crankcase ventilation can be damaged so it is important to replace PCV
valve and air cleaner breather at regular intervals (at least every 30,000 miles). Check all hoses and
clamps for failure or deterioration.

THERMOSTATIC AIR CLEANER

TEMPERATURE SENSOR

1. Air cleaner temperature should be less than 86°F (30°C). Place thermometer as close to sensor inside air
cleaner. Start and idle engine. Damper door should close off outside air immediately.
2. When damper door starts to open snorkel passage, remove air cleaner cover and read thermometer
temperature. Thermometer should read 131°F (55°C).
3. If damper door does not open to outside air at the specified temperature, replace defective thermostatic air
cleaner temperature sensor.

VACUUM DIAPHRAGM MOTOR

1. Turn engine off. Disconnect vacuum hose to vacuum motor. Apply 7 in. Hg to vacuum motor. Damper
door should close. If not, check if linkage is properly hooked up.
2. With vacuum still applied, trap vacuum in vacuum diaphragm motor by bending hose. Damper door
should remain closed. If damper door does not remain closed, replace vacuum diaphragm motor
assembly.

MISCELLANEOUS ECM CONTROLS

NOTE: Although not considered true engine performance-related systems, some
controlled devices may affect driveability if they malfunction.

A/C CLUTCH

A/C Clutch Relay

1. Disconnect A/C clutch relay harness connector. Using proper mini-schematic and an ohmmeter, check
continuity between A/C clutch relay winding terminals. Continuity should exist. Check continuity
between clutch drive circuit terminals of relay. Continuity should not exist. See Fig. 19-38.
2. Using jumper wires, apply ground and battery voltage to relay winding of relay. Continuity should now
exist between clutch drive circuit terminals of relay. Replace A/C clutch relay if readings are not as
specified.

Fig. 19: Sunbird 2.0L TBI A/C Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 20: Sunbird 2.0L PFI A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 21: Beretta & Corsica 2.2L A/C Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 22: Cavalier 2.2L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 23: Beretta 2.3L A/C Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 24: Calais, Grand Am & Skylark 2.3L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 25: Cutlass Supreme & Grand Prix 2.3L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 26: Cutlass Calais, Grand Am & Skylark 2.5L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 27: Celebrity, Century & Cutlass Cruiser 2.5L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 28: Lumina 2.5L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 29: Beretta & Corsica 3.1L A/C Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 30: Camaro & Firebird 3.1L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 31: Cavalier 3.1L A/C Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 32: Celebrity & 6000 3.1L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 33: Cutlass Supreme, Grand Prix & Regal 3.1L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 34: Lumina 3.1L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 35: Century 3.3L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 36: Skylark 3.3L A/C Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 37: Bonneville, Delta 88, Electra, LeSabre, Ninety-Eight & Park Avenue 3.8L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 38: Corvette 5.7L A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

A/C WOT CUT-OUT RELAY

1. Disconnect WOT cut-out relay harness connector. Using an ohmmeter, check continuity between relay
terminals "A" and "C" and "B" and "E". Continuity should be present on these circuits.
2. Using jumper wires, apply battery voltage to relay terminal "C" and ground to relay terminal "A".
Continuity should not exist between relay terminals "B" and "E" while relay is energized. If continuity is
not as specified, replace defective WOT cut-out relay.

Fig. 39: Brougham Carbureted A/C Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 40: Carbureted (Except Brougham) A/C Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

COOLING FAN

NOTE: For additional information on electric cooling fans, see ELECTRIC COOLING
FANS article in ENGINE COOLING.

COOLING FAN SYSTEM & QUAD-DRIVER CHECK

1. Connect a test light to battery voltage. Touch test light probe to the cooling fan control driver terminal of
the ECM. See Fig. 41-62. Disconnect coolant temperature sensor. This should set a code, causing ECM to
engage cooling fan through relay. On some models it may be necessary to jumper the coolant temperature
sensor harness connectors. On some models, grounding the ALDL with the ignition on and engine off
will cause the ECM to activate the cooling fan control driver (ground circuit).
2. If test light illuminates and cooling fan does not come on, check cooling fan relay, power circuits, cooling
fan motor, and relay and fan motor ground circuits. If test light does not illuminate, problem is a faulty
ECM connector or ECM. Clear trouble code(s) from ECM memory after testing.
3. If cooling fan functions normally during testing but fails to operate under normal conditions, check ECM
monitored inputs which affect cooling fan operation. These include the following: coolant temperature
sensor, A/C request signal from A/C control switch and A/C pressure sensor or pressure/temperature
switch signals (if equipped).
COOLING FAN RELAY

1. Disconnect cooling fan relay harness connector. Using an ohmmeter, check continuity of relay winding.
See Fig. 41-62. Continuity should exist. Check continuity across power delivery terminals of relay. With
relay not energized, no continuity should exist.
2. With ohmmeter still attached to power delivery terminals of relay, apply battery voltage and ground to
energize relay winding. Continuity should now be present between cooling fan relay power delivery
terminals. Replace cooling fan relay if readings are not as specified.

COOLING FAN MOTOR

Disconnect cooling fan motor harness connector. Apply battery voltage to one of the fan motor terminals and
jumper the other terminal to ground. Fan motor should activate. If fan motor does not activate, replace faulty
fan motor.

Fig. 41: Sunbird 2.0L TBI Cooling Fan Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 42: Sunbird 2.0L PFI Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 43: Beretta & Corsica 2.2L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 44: Cavalier 2.2L Cooling Fan Schematic

Courtesy of GENERAL MOTORS CORP.

Fig. 45: Beretta 2.3L Cooling Fan Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 46: Calais, Grand Am & Skylark 2.3L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 47: Cutlass Supreme & Grand Prix 2.3L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 48: Cutlass Calais, Grand Am & Skylark 2.5L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 49: Celebrity, Century & Cutlass Cruiser 2.5L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 50: Lumina 2.5L Cooling Fan Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 51: Beretta & Corsica 3.1L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 52: Camaro & Firebird 3.1L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 53: Cavalier 3.1L Cooling Fan Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 54: Celebrity & 6000 3.1L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 55: Cutlass Supreme, Grand Prix (Except Turbo), Lumina & Regal 3.1L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 56: Grand Prix 3.1L Turbo Cooling Fan Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 57: Century 3.3L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 58: Skylark 3.3L Cooling Fan Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 59: Bonneville, Delta 88, Electra, LeSabre, Ninety-Eight & Park Avenue 3.8L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 60: Reatta, Riviera, Toronado & Trofeo 3.8L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 61: Camaro & Firebird 5.0L & 5.7L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 62: Corvette 5.7L Cooling Fan Schematic
Courtesy of GENERAL MOTORS CORP.

COOLANT LEVEL LIGHT

See COOLANT LEVEL SENSOR & COOLANT LEVEL LIGHT in ENGINE SENSORS & SWITCHES in
this article.

HOT LIGHT OR COOLANT TEMPERATURE LIGHT

1. Turn ignition on and note indicator light. Light should be on as a bulb check. If light is not on, go to step
2). Start engine. Light should go off. If light stays on and engine temperature is low, scan coolant
temperature sensor reading. If reading indicates a false high reading, see COOLANT TEMPERATURE
SENSOR in this article. If reading is low, check for a short in the bulb ground circuit. If short is not
present, connect a test light to battery voltage and touch ECM temperature light driver terminal. If test
light illuminates, ECM is faulty.
2. Disconnect ECM connector containing temperature light driver terminal. Turn ignition on. Using a
jumper wire, ground ECM temperature light driver terminal. If light does not illuminate, check for an
open in the temperature light circuit, including a bad bulb. If light does illuminate, ECM driver is faulty.

TRANSMISSION
CONVERTER CLUTCH SOLENOID
Disconnect harness connector to TCC solenoid. Measure resistance between TCC solenoid terminals "A" and
"D". Solenoid resistance should be greater than 20 ohms.

NOTE: Some solenoids have an internal pressure switch in series with the solenoid
winding and will not show continuity until that pressure switch is applied by
transmission hydraulic pressure. See Fig. 63-86.

CONVERTER LOCK-UP SIGNAL AT TRANSMISSION

1. Warm engine to operating temperature. Raise vehicle and support drive wheels. Support suspension
where necessary to prevent damage to drive axles.
2. Disconnect converter clutch connector at transmission. Connect a test light across terminals "A" and "D"
of converter clutch harness. Start engine and place transmission in Drive. Accelerate vehicle to 45 MPH
and note test light.
3. If test light is not on, check solenoid power supply wire of harness for open or short to ground. Check
ground circuit for open between harness connector and ECM. If harness is okay, see CONVERTER
LOCK-UP SIGNAL FROM ECM.

CONVERTER LOCK-UP SIGNAL FROM ECM

1. Warm engine to operating temperature. Raise vehicle and support drive wheels. Support suspension
where necessary to prevent damage to drive axles.
2. Connect a test light to battery voltage. Touch TCC control driver terminal with test light. See Fig. 63-86.
Accelerate vehicle to 45 MPH and note test light. If test light does not illuminate, problem is a faulty
ECM connector or ECM. On some models, lock-up signal may be checked at ALDL terminal "F" instead
of at ECM terminal.

Fig. 63: Carbureted Converter Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 64: 2.0L PFI Sunbird Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 65: 2.0L TBI, 2.2L & 2.5L Celebrity, Century, Cutlass Calais, Cutlass Cruiser, Grand Am & Skylark
Converter Clutch
Courtesy of GENERAL MOTORS CORP.
Fig. 66: 2.2L Beretta & Corsica Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 67: 2.3L Cutlass Calais, Cutlass Supreme, Grand Am, Grand Prix & Skylark Converter Clutch
Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 68: 2.5L Lumina Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 69: 3.1L Beretta & Corsica Converter Clutch Schematic

Courtesy of GENERAL MOTORS CORP.

Fig. 70: 3.1L Camaro & Firebird Converter Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 71: 3.1L Cavalier Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 72: 3.1L Celebrity & 6000 With 3T40 Transmission Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 73: 3.1L Celebrity & 6000 With 4T60 Transmission Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 74: 3.1L Lumina With 125C Transmission Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 75: 3.1L Cutlass Supreme, Grand Prix, Regal & Lumina With 4T60 Transmission Converter Clutch
Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 76: 3.3L Century & Skylark With 3T40 Transmission Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 77: 3.3L Century With 4T60 Transmission Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 78: 3.8L Bonneville, Delta 88 & Ninety-Eight Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 79: 3.8L Reatta & Riviera Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 80: 3.8L Toronado & Trofeo Converter Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 81: 4.5L DeVille, Eldorado, Fleetwood & Seville Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 82: 5.0L TBI Camaro & Firebird Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 83: 5.0L & 5.7L TBI Caprice & Custom Cruiser Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.
Fig. 84: 5.0L & 5.7L PFI Camaro & Firebird Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

Fig. 85: 5.7L Brougham Converter Clutch Schematic

Courtesy of GENERAL MOTORS CORP.
Fig. 86: 5.7L Corvette Converter Clutch Schematic
Courtesy of GENERAL MOTORS CORP.

SHIFT LIGHT (MANUAL TRANSMISSION)

1. These tests assume a shift light problem exists. Use this procedure only if the light will not illuminate, or
illuminates all of the time.
2. Turn ignition on, with engine off. Note shift light. Shift light should not be on. If light is on, check for a
short to ground between the bulb and the ECM, or a bad ECM.
3. With ignition on and engine off, ground "test" terminal of ALDL connector. SERVICE ENGINE SOON
light should start to flash and shift light should come on. If light comes on, go to next step. If SERVICE
ENGINE SOON light does not flash, perform DIAGNOSTIC CIRCUIT CHECK as described in BASIC
TESTING article.
4. If shift light does not come on, ground Tan/Black wire at ECM terminal B7 (A12 on Corvette or GF4 on
2.3L Beretta, Cutlass Calais & Grand Am) using a jumper wire. If light still does not come on, check for
blown GAUGES fuse (AIRBAG fuse on Corvette), blown bulb or open circuit between fuse and ECM. If
light came on when grounding terminal B7 (or A12 or GF4) with a jumper wire, problem is a bad ECM
connection or bad ECM.
Fig. 87: Shift Light Schematic (Except Corvette)
Courtesy of GENERAL MOTORS CORP.

Fig. 88: Shift Light Schematic (Corvette)

Courtesy of GENERAL MOTORS CORP.

1-4 SHIFT SYSTEM CHECK (MANUAL TRANSMISSION CORVETTE)

1. With engine off, depress clutch and place transmission in 1st gear. Shift transmission into 2nd or 3rd gear.
If transmission cannot be shifted into 2nd or 3rd gear, check for short to voltage on circuit No. 138
between 1-4 shift relay and 1-4 shift solenoid, defective 1-4 shift solenoid, or internal mechanical
transmission problem. See Fig. 90.
2. Turn ignition on with engine not running. Ground ALDL "test" terminal "B". Shift transmission into 2nd
or 3rd gear. If transmission cannot be shifted into 2nd or 3rd gear, system is functioning correctly.
3. If transmission can be shifted into 2nd and 3rd gear, turn ignition off. Disconnect 1-4 shift relay
connector. Turn ignition on and check for voltage from ground to harness terminals "D" and "E". If
voltage is not present on both harness terminal, check for blown fuses or open circuit to terminal which
did not illuminate test light.
4. If test light illuminated when touched to both terminals, ground ALDL "test" terminal "B" and connect
test light from battery voltage to terminal "F" of 1-4 shift relay harness connector.
5. If test light does not illuminate, check for open in circuit No. 108 between relay and ECM, poor ECM
terminal contact or defective ECM. If test light did illuminate, perform 1-4 SHIFT RELAY test
procedures.
1-4 SHIFT LIGHT (MANUAL TRANSMISSION CORVETTE)

1. This testing procedures assumes that a problem exists with the 1-4 shift light. Use this procedure only if
the light will not illuminate, or illuminates all of the time.
2. Turn ignition on, with engine off. Note shift light. Shift light should not be on. If light is on, check for a
short to ground between the bulb and the ECM, or a bad ECM.
3. With ignition on and engine off, ground "test" terminal "B" of ALDL connector. SERVICE ENGINE
SOON light should start to flash and 1-4 shift light should come on. If light comes on, go to next step. If
SERVICE ENGINE SOON light does not flash, perform DIAGNOSTIC CIRCUIT CHECK as described
in BASIC TESTING article.
4. If 1-4 shift light does not come on, ground ECM terminal C13 using a jumper wire. If light still does not
come on, check for blown GAUGES fuse, blown bulb or open circuit between fuse and ECM. If light
came on when grounding terminal C13 with a jumper wire, problem is a bad ECM connection or bad
ECM.

Fig. 89: Corvette 1-4 Shift Light Schematic

Courtesy of GENERAL MOTORS CORP.

1-4 SHIFT RELAY (MANUAL TRANSMISSION CORVETTE)

1. Turn ignition off. Disconnect 1-4 shift relay connector. Check for continuity between terminals "D" and
"F" of relay. If continuity does not exist, replace relay. If continuity does exist, check for continuity
between relay terminals "C" and "A". Continuity should also exist when relay is not energized. If not,
replace relay.
2. Energize relay by applying battery voltage to terminal "D" of relay and ground to terminal "F". Check
continuity between terminals "A" and "E". Continuity should exist while relay is energized. Replace relay
if it does not test as described.
Fig. 90: Corvette 1-4 Shift Relay Schematic
Courtesy of GENERAL MOTORS CORP.

COMPONENT LOCATIONS

Fig. 91: Component Location for 5.0L (VIN Y) "B" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 92: Component Location for 5.0L (VIN Y) "D" Body
Courtesy of GENERAL MOTORS CORP.
Fig. 93: Component Location for 2.0L (VIN K) "J" Body
Courtesy of GENERAL MOTORS CORP.
Fig. 94: Component Location for 2.2L (VIN G) "J" Body
Courtesy of GENERAL MOTORS CORP.
Fig. 95: Component Location for 2.2L (VIN G) "L" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 96: Component Location for 2.5L (VIN R) "A" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 97: Component Location for 2.5L (VIN R) "W" Body
Courtesy of GENERAL MOTORS CORP.
Fig. 98: Component Location for 2.5L (VIN U) "N" Body
Courtesy of GENERAL MOTORS CORP.
Fig. 99: Component Location for 5.0L (VIN E) "B" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 100: Component Location for 5.7L (VIN 7) "B" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 101: Component Location for 5.0L (VIN E) "F" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 102: Component Location for 5.7L (VIN 7) "D" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 103: Component Location for 2.0L (VIN M) "J" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 104: Component Location for 2.3L (VIN A & D) "N" Body
Courtesy of GENERAL MOTORS CORP.
Fig. 105: Component Location for 2.3L (VIN A & D) "W" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 106: Component Location for 2.3L (VIN A) "L" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 107: Component Location for 3.1L (VIN T) "A" Body
Courtesy of GENERAL MOTORS CORP.
Fig. 108: Component Location for 3.1L (VIN T) "F" Body
Courtesy of GENERAL MOTORS CORP.
Fig. 109: Component Location for 3.1L (VIN T) "J" Body
Courtesy of GENERAL MOTORS CORP.
Fig. 110: Component Location for 3.1L (VIN T) "L" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 111: Component Location for 3.1L (VIN T) "W" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 112: Component Location for 3.1L (VIN V) "W" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 113: Component Location for 3.3L (VIN N) "A" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 114: Component Location for 3.3L (VIN N) "N" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 115: Component Location for 3.8L (VIN C) "C" & "H" Body
Courtesy of GENERAL MOTORS CORP.
Fig. 116: Component Location for 3.8L (VIN C) "E" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 117: Component Location for 3.8L (VIN C) "E" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 118: Component Location for 3.8L (VIN L) "W" Body (Regal)
Courtesy of GENERAL MOTORS CORP.

Fig. 119: Component Location for 5.0L (VIN F) "F" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 120: Component Location for 5.7L (VIN ) "F" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 121: Component Location for 5.7L (VIN ) "Y" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 122: Component Location for 4.5L (VIN 3) "C" Body
Courtesy of GENERAL MOTORS CORP.

Fig. 123: Component Location for 4.5L (VIN 3) "E" Body

Courtesy of GENERAL MOTORS CORP.
Fig. 124: Component Location for 4.5L (VIN 3) "K" Body
Courtesy of GENERAL MOTORS CORP.
 GENERAL INFORMATION

Trouble Shooting - Basic Procedures

* PLEASE READ THIS FIRST *

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

ACCESSORIES & ELECTRICAL

CHARGING SYSTEM TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC CHARGING SYSTEM TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Vehicle Will Not Start
Dead battery Check battery cells, alternator
belt tension and alternator
output
Loose or corroded battery connections Check all charging system
connections
Ignition circuit or switch malfunction Check and replace as necessary
Alternator Light Stays On With Engine Running
Loose or worn alternator drive belt Check alternator drive tension
and condition, See Belt
Adjustment in TUNE-UP
article in the TUNE-UP section
Loose alternator wiring connections Check all charging system
connections
 Short in alternator light wiring See Indicator Warning Lights in
STANDARD INSTRUMENTS
in the ACCESSORIES &
EQUIPMENT section
Defective alternator stator or diodes See Bench Tests in
ALTERNATOR article
Defective regulator See Regulator Check in
ALTERNATOR article
Alternator Light Stays Off With Ignition Switch ON
Blown fuse See WIRING DIAGRAMS
Defective alternator See Testing in ALTERNATOR
article
Defective indicator light bulb or socket See Indicator Warning Lights in
STANDARD INSTRUMENTS
in the ACCESSORIES &
EQUIPMENT section
Alternator Light Stays OFF With Ignition Switch ON
Short in alternator wiring See On-Vehicle Tests in
ALTERNATOR article
Defective rectifier bridge See Bench Tests in
ALTERNATOR article
Lights or Fuses Burn Out Frequently
Defective alternator wiring See On-Vehicle Tests in
ALTERNATOR article
Defective regulator See Regulator Check in
ALTERNATOR article
Defective battery Check and replace as necessary
Ammeter Gauge Shows Discharge
Loose or worn drive belt Check alternator drive belt
tension and condition. See Belt
Adjustment in TUNE-UP
article in the TUNE-UP section
Defective wiring Check all wires and wire
connections
Defective alternator or regulator See Bench Tests and On-
Vehicle Tests in
ALTERNATOR article
Defective ammeter, or improper ammeter wiring connection See Testing in STANDARD
INSTRUMENTS in the
ACCESSORIES &
EQUIPMENT section
Noisy Alternator
Loose drive pulley Tighten drive pulley attaching
nut
 Loose mounting bolts Tighten all alternator mounting
bolts
Worn or dirty bearings See Bearing Replacement
ALTERNATOR article
Defective diodes or stator See Bench Test in
ALTERNATOR article
Battery Does Stay Charged
Loose or worn drive belt Check alternator drive belt
tension and condition. See Belt
Adjustment in appropriate
TUNE-UP article in the TUNE-
UP section
Loose or corroded battery connections Check all charging system
connections
Loose alternator connections Check all charging system
connections
Defective alternator or battery See On-Vehicle Tests and
Bench Tests in ALTERNATOR
article
Add-on electrical accessories exceeding alternator capacity Install larger alternator
Battery Overcharged-Uses Too Much Water
Defective battery Check alternator output and
repair as necessary
Defective alternator See On-Vehicle Test and Bench
Tests in ALTERNATOR article
Excessive alternator voltage Check alternator output and
repair as necessary

IGNITION SYSTEM TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.
Fig. 1: Ignition Secondary Trouble Shooting Chart
Fig. 2: Ignition Primary Trouble Shooting Chart

STARTER TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC STARTER TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Starter Fails to Operate
Dead battery or bad connections between starter and battery Check battery charge and all
wires and connections to
starter
Ignition switch faulty or misadjusted Adjust or replace ignition
switch
Open circuit between starter switch ignition terminal on starter Check and repair wires and
relay connections as necessary
Starter relay or starter defective See Testing in STARTER
article
Open solenoid pull-in wire Testing in STARTER article
Starter Does Not Operate and Headlights Dim
Weak battery or dead cell Charge or replace battery as
necessary
Loose or corroded battery connections Check that battery connections
are clean and tight
Internal ground in starter windings See Testing in STARTER
article
Grounded starter fields See Testing in STARTERS
Armature rubbing on pole See STARTER article shoes
Starter Turns but Engine Does Not Rotate
Starter clutch slipping See STARTER article
Broken clutch housing See STARTER article
Pinion shaft rusted or dry See STARTER article
Engine basic timing incorrect See Ignition Timing in TUNE-
UP article
Broken teeth on engine flywheel Replace flywheel and check
for starter pinion gear damage
Starter Will Not Crank Engine
Faulty overrunning clutch See STARTER article
Broken clutch housing See STARTER article
Broken flywheel teeth Replace flywheel and check
 for starter pinion gear damage
Armature shaft sheared or reduction gear teeth stripped See STARTER article
Weak battery Charge or replace battery as
necessary
Faulty solenoid See On-Vehicle Tests in
STARTER article
Poor grounds Check all ground connections
for tight and clean connections
Ignition switch faulty or misadjusted Adjust or replace ignition
switch as necessary
Starter Cranks Engine Slowly
Battery weak or defective Charge or replace battery as
necessary
Engine overheated See ENGINE COOLING
SYSTEM article
Engine oil too heavy Check that proper viscosity oil
is used
Poor battery-to-starter connections Check that all between battery
and starter are clean and tight
Current draw too low or too high See Bench Tests in STARTER
article
Bent armature, loose pole shoes screws or worn bearing See STARTER article
Burned solenoid contacts Replace solenoid
Faulty starter Replace starter
Starter Engages Engine Only Momentarily
Engine timing too far advanced See Ignition Timing in TUNE-
UP article
Overrunning clutch not engaging properly Replace overrunning clutch.
See STARTER article
Broken starter clutch See STARTER article
Broken teeth on engine flywheel Replace flywheel and check
starter pinion gear for damage
Weak drive assembly thrust spring See STARTER article
Weak hold-in coil See Bench Tests in STARTER
article
Starter Drive Will Not Engage
Defective point assembly See Testing in STARTER
article
Poor point assembly ground See Testing in STARTER
article
Defective pull-in coil Replace starter solenoid
Starter Relay Does Not Close
Dead battery Charge or replace battery as
 necessary
Faulty wiring Check all wiring and
connections leading to relay
Neutral safety switch faulty Replace neutral safety switch
Starter relay faulty Replace starter relay
Starter Drive Will Not Disengage
Starter motor loose on mountings Tighten starter attach bolts
Worn drive end bushing See STARTER article
Damaged engine flywheel teeth Replace flywheel and starter
pinion gear for damage
Drive yolk return spring broken or missing Replace return spring
Faulty ignition switch Replace ignition switch
Insufficient clearance between winding leads to solenoid terminal Replace starter solenoid
and main contact in solenoid
Starter clutch not disengaging Replace starter clutch
Ignition starter switch Replace ignition switch
contacts sticking
Starter Relay Operates but Solenoid Does Not
Faulty solenoid switch, switch connections or relay Check all wiring between relay
and solenoid or replace relay
or solenoid as necessary
Broken lead or loose soldered connections Repair wire or wire
connections as necessary
Solenoid Plunger Vibrates When Switch is Engaged
Weak battery Charge or replace battery as
necessary
Solenoid contacts corroded Clean contacts or replace
solenoid
Faulty wiring Check all wiring leading to
solenoid
Broken connections inside switch cover Repair connections or replace
solenoid
Open hold-in wire solenoid
Low Current Draw
Worn brushes or weak brush springs Replace brushes or brush
springs as necessary
High Pitched Whine During Cranking Before Engine Fires but Engine Fires and Cranks Normally
Distance too great between starter pinion and flywheel Align starter or check that
correct starter and flywheel are
being used
High Pitched Whine After Engine Fires With Key released. Engine Fires and Cranks Normally
Distance too small between starter pinion and flywheel Flywheel runout contributes to
the intermittent nature
AIR CONDITIONING & HEAT
AIR CONDITIONING TROUBLE SHOOTING

WARNING: This is GENERAL information. This article is not intended to be specific to

any unique situation or individual vehicle configuration. The purpose of
this Trouble Shooting information is to provide a list of common causes
to problem symptoms. For model-specific Trouble Shooting, refer to
SUBJECT, DIAGNOSTIC, or TESTING articles available in the section(s)
you are accessing.

BASIC AIR CONDITIONING TROUBLE SHOOTING CHART

CONDITION POSSIBLE CAUSE
Compressor Not Working Compressor clutch circuit open.
..... Compressor clutch coil inoperative.
..... Poor clutch ground connection.
..... Fan belts loose.
..... Thermostatic switch inoperative.
..... Thermostatic switch not adjusted.
..... Ambient temperature switch open.
..... Superheat fuse blown.
Excessive Noise or Vibration Missing or loose mounting bolts.
..... Bad idler pulley bearings.
..... Fan belts not tightened correctly.
..... Compressor clutch contacting body.
..... Excessive system pressure.
..... Compressor oil level low.
..... Damaged clutch bearings.
..... Damaged reed valves.
..... Damaged compressor.
Insufficient or No Cooling; Expansion valve inoperative.
Compressor Working
..... Heater control valve stuck open.
..... Low system pressure.
..... Blocked condenser fins.
..... Blocked evaporator fins.
..... Vacuum system leak.
..... Vacuum motors inoperative.
..... Control cables improperly adjusted.
..... Restricted air inlet.
..... Mode doors binding.
..... Blower motor inoperative.
..... Temperature above system capacity.

HEATER SYSTEM TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to DIAGNOSTIC, or
TESTING articles available in the section(s) you are accessing.

BASIC HEATER SYSTEM TROUBLE SHOOTING CHART

CONDITION POSSIBLE CAUSE
Insufficient, Erratic, or No Heat Low Coolant Level
..... Incorrect thermostat.
..... Restricted coolant flow through core.
..... Heater hoses plugged.
..... Misadjusted control cable.
..... Sticking heater control valve.
..... Vacuum hose leaking.
..... Vacuum hose blocked.
..... Vacuum motors inoperative.
..... Blocked air inlet.
..... Inoperative heater blower motor.
..... Oil residue on heater core fins.
..... Dirt on heater core fins.
Too Much Heat Improperly adjusted cables.
..... Sticking heater control valve.
..... No vacuum to heater control valve.
..... Temperature door stuck open.
Air Flow Changes During Vacuum system leak.
Acceleration
..... Bad check valve or reservoir.
Air From Defroster At All Times Vacuum system leak.
..... Improperly adjusted control cables.
..... Inoperative vacuum motor.
Blower Does Not Operate Correctly Blown fuse.
..... Blower motor windings open.
..... Resistors burned out.
..... Motor ground connection loose.
..... Wiring harness connections loose.
..... Blower motor switch inoperative.
..... Blower relay inoperative.
..... Fan binding or foreign object in housing.
..... Fan blades broken or bent.

BRAKES
BRAKE SYSTEM TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BRAKE SYSTEM TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Brakes Pull Left or Right
Incorrect tire pressure Inflate tires to proper pressure
Front end out of alignment See WHEEL ALIGNMENT
Mismatched tires Check tires sizes
Restricted brake lines or hoses Check hose routing
Loose or malfunctioning caliper See DISC BRAKES or
BRAKE SYSTEM
Bent shoe or oily linings See DRUM BRAKES or
BRAKE SYSTEM
Malfunctioning rear brakes See DRUM, DISC BRAKES
or BRAKE SYSTEM
Loose suspension parts See SUSPENSION
Noises Without Brakes Applied
Front linings worn out Replace linings
Dust or oil on drums or rotors See DRUM, DISC BRAKES
or BRAKE SYSTEM
Noises With Brakes Applied
Insulator on outboard shoe damaged See DISC BRAKES or
BRAKE SYSTEM
Incorrect pads or linings Replace pads or linings
Brake Rough, Chatters or Pulsates
Excessive lateral runout Check rotor runout
Parallelism not to specifications Reface or replace rotor
Wheel bearings not adjusted See SUSPENSION
Rear drums out-of-round Reface or replace drums
Disc pad reversed, steel against rotor Remove and reinstall pad
Excessive Pedal Effort
Malfunctioning power unit See POWER BRAKES or
 BRAKE SYSTEM
Partial system failure Check fluid and pipes
Worn disc pad or lining Replace pad or lining
Caliper piston stuck or sluggish See DISC BRAKES or
BRAKE SYSTEM
Master cylinder piston stuck See MASTER CYLINDERS
or BRAKE SYSTEM
Brake fade due to incorrect pads for linings Replace pads or linings
Linings or pads glazed Replace pads or linings
Worn drums Reface or replace drums
Excessive Pedal Travel
Partial brake system failure Check fluid and pipes
Insufficient fluid in master cylinder See MASTER CYLINDERS
or BRAKE SYSTEM
Air trapped in system See BRAKE BLEEDING or
BRAKE SYSTEM
Rear brakes not adjusted See Adjustments in DRUM
BRAKES or BRAKE
SYSTEM
Bent shoe or lining See DRUM BRAKES or
BRAKE SYSTEM
Plugged master cylinder cap See MASTER CYLINDERS
or BRAKE SYSTEM
Improper brake fluid Replace brake fluid
Pedal Travel Decreasing
Compensating port plugged See MASTER CYLINDERS
or BRAKE SYSTEM
Swollen cup in master cylinder See MASTER CYLINDERS
or BRAKE SYSTEM
Master cylinder piston not returning See MASTER CYLINDERS
or BRAKE SYSTEM
Weak shoe retracting springs See DRUM BRAKES
BRAKE SYSTEM
Wheel cylinder piston sticking See DRUM BRAKES or
BRAKE SYSTEM
Dragging Brakes
Master cylinder pistons not returning See MASTER CYLINDERS
BRAKE SYSTEM
Restricted brake lines or hoses Check line routing
Incorrect parking brake adjustment See DRUM BRAKES
BRAKE SYSTEM
Parking Brake cables frozen See DRUM BRAKES
BRAKE SYSTEM
 Incorrect installation of inboard disc pad Remove and replace correctly
Power booster output rod too long See POWER BRAKE UNITS
BRAKE SYSTEM
Brake pedal not returning freely See DISC, DRUM BRAKES
BRAKE SYSTEM
Brakes Grab or Uneven Braking Action
Malfunction of combination valve See CONTROL VALVE or
BRAKE SYSTEM
Malfunction of power brake unit See POWER BRAKE UNITS
or BRAKE SYSTEM
Binding brake pedal See DISC, DRUM BRAKES
or BRAKE SYSTEM
Pulsation or Roughness
Uneven pad wear caused by caliper See DISC BRAKES or
BRAKE SYSTEM
Uneven rotor wear See DISC BRAKES or
BRAKE SYSTEM
Drums out-of-round Reface or replace drums

ENGINE MECHANICAL
COOLING SYSTEM TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

COOLING SYSTEM TROUBLE SHOOTING

CONDITION & POSSIBLE CAUSE CORRECTION
Overheating
Coolant Leak Fill/Pressure Test System
A/C Condenser Fins Clogged Remove/Clean Condenser
Radiator Fins Clogged Remove/Clean Radiator
Thermostat Stuck Closed Replace Thermostat
Clogged Cooling System Passages Clean/Flush Cooling System
Water Pump Malfunction Replace Water Pump
Fan Clutch Malfunction Replace Fan Clutch
Retarded Ignition Timing Reset Ignition Timing
Cooling Fan Malfunction Test Cooling Fan/Circuit
Cooling Fan Motor Malfunction Test Fan Motor
Cooling Fan Relay Malfunction Test Fan Relay
 Faulty Radiator Cap Replace Radiator Cap
Broken/Slipping Fan Belt Replace Fan Belt
Restricted Exhaust Repair Exhaust System
Corrosion
Impurities In Coolant Clean/Flush System
Coolant Leakage
Damaged hose Replace Hose
Leaky Water Pump Replace Water Pump
Damaged Radiator Seam Replace/Repair Radiator
Leaky Thermostat Cover Replace Thermostat Cover
Cylinder Head Problem Check Head/Head Gasket
Leaky Freeze Plugs Replace Freeze Plugs
Recovery System Inoperative
Loose and/or Defective Radiator Cap Replace Radiator Cap
Overflow Tube Clogged and/or Leaking Repair Tube
Recovery Bottle Vent Restricted Clean Vent
No Heater Core Flow
Collapsed Heater Hose Replace Heater Hose
Plugged Heater Core Clean/Replace Heater Core
Faulty Heater Valve Replace Heater Valve

GASOLINE ENGINE - MECHANICAL TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC GASOLINE ENGINE - MECHANICAL TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Engine Lopes At Idle
Intake manifold-to-head leaks Replace manifold gasket, See
ENGINES
Blown head gasket Replace head gasket, See
ENGINES
Worn timing gears, chain or sprocket Replace gears, chain or
sprocket
Worn camshaft lobes Replace camshaft, See
ENGINES
Overheated engine Check cooling system, See
COOLING
Blocked crankcase vent valve Remove restriction
 Leaking EGR valve Repair leak and/or replace
valve
Faulty fuel pump Replace fuel pump
Engine Has Low Power
Leaking fuel pump Repair leak and/or replace
fuel pump
Excessive piston-to-bore clearance Install larger pistons, See
ENGINES
Sticking valves or weak valve springs Check valve train
components, See ENGINES
Incorrect valve timing Reset valve timing, See
ENGINES
Worn camshaft lobes Replace camshaft, See
ENGINES
Blown head gasket Replace head gasket. See
ENGINES.
Clutch slipping Adjust pedal and/or replace
components, See ENGINES
Engine overheating Check cooling system, See
COOLING
Auto. Trans. pressure regulator valve faulty Replace pressure regulator
valve
Auto. Trans. fluid level too low Add fluid as necessary
Improper vacuum diverter valve operation Replace vacuum diverter
valve
Vacuum leaks Inspect vacuum system and
repair as required
Leaking piston rings Replace piston rings, See
ENGINES
Faulty High Speed Operation
Low fuel pump volume Replace fuel pump
Leaking valves or worn Replace valves and/or springs,
See ENGINES
Incorrect valve timing Reset valve timing,See
ENGINES
Intake manifold restricted Remove restriction
Worn distributor shaft Replace distributor
Faulty Acceleration
Improper fuel pump stroke Remove pump and reset pump
stroke
Incorrect ignition timing Reset ignition timing, See
TUNE-UP
Leaking valves Replace valves, See
ENGINES
 Worn fuel pump diaphragm or piston Replace diaphragm or piston
Intake Backfire
Improper ignition timing Reset ignition timing, See
TUNE-UP
Faulty accelerator pump discharge Replace accelerator pump
Improper choke operation Check choke and adjust as
required
Defective EGR valve Replace EGR valve
Fuel mixture too lean Reset air/fuel mixture, See
TUNE-UP
Choke valve initial clearance too large Reset choke valve initial
clearance
Exhaust Backfire
Vacuum leak Inspect and repair vacuum
system
Faulty vacuum diverter valve Replace vacuum diverter
valve
Faulty choke operation Check choke and adjust as
required
Exhaust system leak repair exhaust system leak
Engine Detonation
Ignition timing too far advanced Reset ignition timing, See
TUNE-UP
Faulty ignition system Check ignition timing, See
TUNE-UP
Spark plugs loose or faulty Retighten or replace plugs
Fuel delivery system clogged Inspect lines, pump and filter
for clog
EGR valve inoperative Replace EGR valve
PCV system inoperative Inspect and/or replace hoses
or valve
Vacuum leaks Check vacuum system and
repair leaks
Excessive combustion chamber deposits Remove built-up deposits
Leaking, sticking or broken valves Inspect and/or replace valves
External Oil Leakage
Fuel pump improperly seated or worn gasket Remove pump, replace gasket
and seat properly
Oil pan gasket broken or pan bent Straighten pan and replace
gasket
Timing chain cover gasket broken Replace timing chain cover
gasket
Rear main oil seal worn Replace rear main oil seal
 Oil pan drain plug not seated properly Remove and reinstall drain
plug
Camshaft bearing drain hole blocked Remove restriction
Oil pressure sending switch leaking Remove and reinstall sending
switch
Excessive Oil Consumption
Worn valve stems or guides Replace stems or guides, See
ENGINES
Valve "O" ring seals damaged Replace "O" ring seals, See
ENGINES
Plugged oil drain back holes Remove restrictions
Improper PCV valve operation Replace PCV valve
Engine oil level too high Remove excess oil
Engine oil too thin Replace thicker oil
Valve stem oil deflectors damaged Replace oil deflectors
Incorrect piston rings Replace piston rings, See
ENGINES
Piston ring gaps not staggered Reinstall piston rings, See
ENGINES
Insufficient piston ring tension Replace rings, See ENGINES
Piston ring grooves or oil return slots clogged Replace piston
rings, See ENGINES
Piston rings sticking in grooves Replace piston rings, See
ENGINES
Piston ring grooves excessively worn Replace piston and rings, See
ENGINES
Compression rings installed upside down Replace compression rings
correctly, See ENGINES
Worn or scored cylinder walls Rebore cylinders or replace
block
Mismatched oil ring expander and rail Replace oil ring expander and
rail, See ENGINES
Intake gasket dowels too long Replace intake gasket dowels
Excessive main or connecting rod bearing clearance Replace main or connecting
rod bearings, See ENGINES
No Oil Pressure
Low oil level Add oil to proper level
Oil pressure sender or gauge broken Replace sender or gauge
Oil pump malfunction Remove and overhaul oil
pump, See ENGINES
Oil pressure relief valve sticking Remove and reinstall valve
Oil pump passages blocked Overhaul oil pump, See
ENGINES
 Oil pickup screen or tube blocked Remove restriction
Loose oil inlet tube Tighten oil inlet tube
Loose camshaft bearings Replace camshaft bearings,
See ENGINES
Internal leakage at oil passages Replace block or cylinder
head
Low Oil Pressure
Low engine oil level Add oil to proper level
Engine oil too thin Remove and replace with
thicker oil
Excessive oil pump clearance Reduce oil pump clearance,
See ENGINES
Oil pickup tube or screen blocked Remove restrictions
Main, rod or cam bearing clearance excessive Replace bearing to reduce
clearance, See ENGINES
High Oil Pressure
Improper grade of oil Replace with proper oil
Oil pressure relief valve stuck closed Eliminate binding
Oil pressure sender or gauge faulty Replace sender or gauge
Noisy Main Bearings
Inadequate oil supply Check oil delivery to main
bearings
Excessive main bearing clearance Replace main bearings, See
ENGINES
Excessive crankshaft end play Replace crankshaft, See
ENGINES
Loose flywheel or torque converter Tighten attaching bolts
Loose or damaged vibration damper Tighten or replace vibration
damper
Crankshaft journals out-of-round Re-grind crankshaft journals
Excessive belt tension Loosen belt tension
Noisy Connecting Rods
Excessive bearing clearance or missing bearing Replace bearing, See
ENGINES
Crankshaft rod journal out-of-round Re-grind crankshaft journal
Misaligned connecting rod or cap Remove rod or cap and
realign
Incorrectly tightened rod bolts Remove and re-tighten rod
bolts
Noisy Pistons and Rings
Excessive piston-to-bore clearance Install larger pistons, See
ENGINES
Bore tapered or out-of-round Rebore block
 Piston ring broken Replace piston rings, See
ENGINES
Piston pin loose or seized Replace piston pin, See
ENGINES
Connecting rods misaligned Realign connecting rods
Ring side clearance too loose or tight Replace with larger or smaller
rings
Carbon build-up on piston Remove carbon
Noisy Valve Train
Worn or bent push rods Replace push rods, See
ENGINES
Worn rocker arms or bridged pivots Replace push rods, See
ENGINES
Dirt or chips in valve lifters Remove lifters and remove
dirt/chips
Excessive valve lifter leak-down Replace valve lifters, See
ENGINES
Valve lifter face worn Replace valve lifters, See
ENGINES
Broken or cocked valve springs Replace or reposition springs
Too much valve stem-to-guide clearance Replace valve guides, See
ENGINES
Valve bent Replace valve, See ENGINES
Loose rocker arms Retighten rocker arms, See
ENGINES
Excessive valve seat run-out Reface valve seats, See
ENGINES
Missing valve lock Install new valve lock
Excessively worn camshaft lobes Replace camshaft, See
ENGINES
Plugged valve lifter oil holes Eliminate restriction or
replace lifter
Faulty valve lifter check ball Replace lifter check ball, See
ENGINES
Rocker arm nut installed upside down Remove and reinstall correctly
Valve lifter incorrect for engine Remove and replace valve
lifters
Faulty push rod seat or lifter plunger Replace plunger or push rod
Noisy Valves
Improper valve lash Re-adjust valve lash, See
ENGINES
Worn or dirty valve lifters Clean and/or replace lifters
Worn valve guides Replace valve guides, See
ENGINES
 Excessive valve seat or face run-out Reface seats or valve face
Worn camshaft lobes Replace camshaft, See
ENGINES
Loose rocker arm studs Re-tighten rocker arm studs,
See ENGINES
Bent push rods Replace push rods, See
ENGINES
Broken valve springs Replace valve springs, See
ENGINES
Burned,Sticking or Broken Valves
Weak valve springs or warped valves Replace valves and/or springs,
See ENGINES
Improper lifter clearance Re-adjust clearance or replace
lifters
Worn guides or improper guide clearance Replace valve guides, See
ENGINES
Out-of-round valve seats or improper seat width Re-grind valve seats
Gum deposits on valve stems, seats or guide Remove deposits
Improper spark timing Re-adjust spark timing
Broken Pistons/Rings
Undersize pistons Replace with larger pistons,
See ENGINES
Wrong piston rings Replace with correct rings,
See ENGINES
Out-of-round cylinder bore Re-bore cylinder bore
Improper connecting rod alignment Remove and realign
connecting rods
Excessively worn ring grooves Replace pistons, See
ENGINES
Improperly assembled piston pins Re-assemble pin-to-piston,
See ENGINES
Insufficient ring gap clearance Install new rings, See
ENGINES
Engine overheating Check cooling system
Incorrect ignition timing Re-adjust ignition timing, See
TUNE-UP
Excessive Exhaust Noise
Leaks at manifold to head, or to pipe Replace manifold or pipe
gasket
Exhaust manifold cracked or broken Replace exhaust manifold,
See ENGINES

ENGINE PERFORMANCE
CARBURETOR TROUBLE SHOOTING:

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC COLD START SYMPTOMS TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Engine Won't Start
Choke not closing Check choke operation, see
FUEL SYSTEMS
Choke linkage bent Check linkage, see FUEL
SYSTEM
Engine Starts, Then Dies
Choke vacuum kick setting too wide Check setting and adjust see,
FUEL SYSTEMS
Fast idle RPM too low Reset RPM to specification,
see TUNE-UP
Fast idle cam index incorrect Reset fast idle cam index, see
FUEL SYSTEMS
Vacuum leak Inspect vacuum system for
leaks
Low fuel pump outlet Repair or replace pump, see
FUEL SYSTEMS
Low carburetor fuel level Check float setting see FUEL
SYSTEM
Engine Quits Under Load
Choke vacuum kick setting incorrect Reset vacuum kick setting,see
FUEL SYSTEMS
Fast idle cam index incorrect Reset fast idle cam index, see
FUEL SYSTEM
Incorrect hot fast idle speed RPM Reset fast idle RPM, see
TUNE-UP
Engine Starts, Runs Up, Then Idles, Slowly With Black Smoke
Choke vacuum kick set too narrow Reset vacuum kick, see FUEL
SYSTEMS
Fast idle cam index incorrect Reset fast idle cam index, see
FUEL SYSTEMS
Hot fast idle RPM too low Reset fast idle RPM, see
TUNE-UP

BASIC HOT START SYMPTOMS TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Engine Won't Start
Engine flooded Allow fuel to evaporate

BASIC COLD ENGINE DRIVEABILITY SYMPTOMS TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Engine Stalls in Gear
Choke vacuum kick setting incorrect Reset choke vacuum kick, see
FUEL SYSTEMS
Fast idle RPM incorrect Reset fast idle RPM, see
TUNE-UP
Fast idle cam index incorrect Reset fast idle cam see FUEL
SYSTEMS
Acceleration Sag or Stall
Defective choke control switch Replace choke control switch
Choke vacuum kick setting incorrect Reset choke vacuum kick see,
FUEL SYSTEMS
Float level incorrect (too low) Adjust float level, FUEL
SYSTEMS
Accelerator pump defective Repair or replace pump see
FUEL SYSTEMS
Secondary throttles not closed Inspect lockout adjustment,
see FUEL SYSTEMS
Sag or Stall After Warmup
Defective choke control switch Replace choke control switch,
see FUEL SYSTEMS
Defective accelerator pump Replace pump, see FUEL
SYSTEMS
Float level incorrect (too low) Adjust float level, see FUEL
SYSTEMS
Backfiring & Black Smoke
Plugged heat crossover system Remove restriction

BASIC WARM ENGINE DRIVEABILITY SYMPTOMS TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Hesitation With Small Amount of Gas Pedal Movement
Vacuum leak Inspect vacuum lines
Accelerator pump weak or inoperable Replace pump, see FUEL
SYSTEMS
Float level setting too low Reset float level, see,FUEL
SYSTEMS
Metering rods sticking or binding Inspect and/or replace rods,
see FUEL SYSTEMS
 Carburetor idle or transfer system plugged Inspect system and remove
restriction
Frozen or binding heated air inlet Inspect heated air door for
binding
Hesitation With Heavy Gas Pedal Movement
Defective accelerator pump Replace pump, see FUEL
SYSTEMS
Metering rod carrier sticking or binding Remove restriction
Large vacuum leak Inspect vacuum system and
repair leak
Float level setting too low Reset float level, see FUEL
SYSTEMS
Defective fuel pump, lines or filter Inspect pump, lines and filter
Air door setting incorrect Adjust air door setting, see
FUEL

DIESEL ENGINE TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

NOTE: Diesel engines mechanical diagnosis is the same as gasoline engines for items
such as noisy valves, bearings, pistons, etc. The following trouble shooting
covers only items pertaining to diesel engines.

BASIC DIESEL ENGINE TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Engine Won't Crank
Bad battery connections or dead batteries Check connections and/or
replace batteries
Bad starter connections or bad starter Check connections and/or
replace starter
Engine Cranks Slowly, Won't Start
Bad battery connections or dead batteries Check connections and/or
replace batteries
Engine oil too heavy Replace engine oil
Engine Cranks Normally, But Will Not Start
Glow plugs not functioning Check glow plug system, see
FUEL SYSTEMS
Glow plug control not functioning Check controller, see FUEL
SYSTEMS
 Fuel not injected into cylinders Check fuel injectors, see
FUEL SYSTEMS
No fuel to injection pump Check fuel delivery system
Fuel filter blocked Replace fuel filter
Fuel tank filter blocked Replace fuel tank filter
Fuel pump not operating Check pump operation and/or
replace pump
Fuel return system blocked Inspect system and remove
restriction
No voltage to fuel solenoid Check solenoid and
connections
Incorrect or contaminated fuel Replace fuel
Incorrect injection pump timing Re-adjust pump timing, see
FUEL SYSTEMS
Low compression Check valves, pistons, rings,
see ENGINES
Injection pump malfunction Inspect and/or replace
injection pump
Engine Starts, Won't Idle
Incorrect slow idle adjustment Reset idle adjustment, see
TUNE-UP
Fast idle solenoid malfunctioning Check solenoid and
connections
Fuel return system blocked Check system and remove
restrictions
Glow plugs go off too soon See glow plug diagnosis in
FUEL SYSTEMS
Injection pump timing incorrect Reset pump timing, see FUEL
SYSTEMS
No fuel to injection pump Check fuel delivery system
Incorrect or contaminated fuel Replace fuel
Low compression Check valves, piston, rings,
see ENGINES
Injection pump malfunction Replace injection pump, see
FUEL SYSTEMS
Fuel solenoid closes in RUN position Check solenoid and
connections
Engines Starts/Idles Rough W/out Smoke or Noise
Incorrect slow idle adjustment Reset slow idle, see TUNE-UP
Injection line fuel leaks Check lines and connections
Fuel return system blocked Check lines and connections
Air in fuel system Bleed air from system
Incorrect or contaminated fuel Replace fuel
 Injector nozzle malfunction Check nozzles, see FUEL
SYSTEMS
Engines Starts and Idles Rough W/out Smoke or Noise, But Clears After Warm-Up
Injection pump timing incorrect Reset pump timing, see FUEL
SYSTEMS
Engine not fully broken in Put more miles on engine
Air in system Bleed air from system
Injector nozzle malfunction Check nozzles, see FUEL
SYSTEMS
Engine Idles Correctly, Misfires Above Idle
Blocked fuel filter Replace fuel filter
Injection pump timing incorrect Reset pump timing, see FUEL
SYSTEMS
Incorrect or contaminated fuel Replace fuel
Engine Won't Return To Idle
Fast idle adjustment incorrect Reset fast idle, see TUNE-UP
Internal injection pump malfunction Replace injection pump, see
FUEL SYSTEMS
External linkage binding Check linkage and remove
binding
Fuel Leaks On Ground
Loose or broken fuel line Check lines and connections
Internal injection pump seal leak Replace injection pump, see
FUEL SYSTEMS
Cylinder Knocking Noise
Injector nozzles sticking open Test injectors, see FUEL
SYSTEMS
Very low nozzle opening pressure Test injectors and/or replace
Loss of Engine Power
Restricted air intake Remove restriction
EGR valve malfunction Replace EGR valve
Blocked or damaged exhaust system Remove restriction and/or
replace components
Blocked fuel tank filter Replace filter
Restricted fuel filter Remove restriction and/or
replace filter
Block vent in gas cap Remove restriction and/or
replace cap
Tank-to-injection pump fuel supply blocked Check fuel lines and
connections
Blocked fuel return system Remove restriction
Incorrect or contaminated fuel Replace fuel
Blocked injector nozzles Check nozzle for blockage, see
 FUEL SYSTEMS
Low compression Check valves, rings, pistons,
see ENGINES
Loud Engine Noise With Black Smoke
Basic timing incorrect Reset timing, see FUEL
SYSTEMS
EGR valve malfunction Replace EGR valve
Internal injection pump malfunction Replace injection pump, see
FUEL SYSTEMS
Incorrect injector pump housing pressure Check pressure, see FUEL
SYSTEMS
Engine Overheating
Cooling system leaks Check cooling system and
repair leaks
Belt slipping or damaged Check tension and/or replace
belt
Thermostat stuck closed Remove and replace
thermostat, see ENGINE
COOLING
Head gasket leaking Replace head gasket
Oil Light on at Idle
Low oil pump pressure Check oil pump operation, see
ENGINES
Oil cooler or line restricted Remove restriction and/or
replace cooler
Engine Won't Shut Off
Injector pump fuel solenoid does not return fuel valve to OFF Remove and check solenoid
position and replace if needed

VACUUM PUMP DIAGNOSIS

CONDITION & POSSIBLE CAUSE CORRECTION
Excessive Noise
Loose pump-to-drive assembly screws Tighten screws
Loose tube on pump assembly Tighten tube
Valves not functioning properly Replace valves
Oil Leakage
Loose end plug Tighten end plug
Bad seal crimp Remove and re-crimp seal

FUEL INJECTION TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
 Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC FUEL INJECTION TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Engine Won't Start (Cranks Normally)
Cold start valve inoperative Test valve and circuit
Poor connection;vacuum or wiring Check vacuum and electrical
connections
Contaminated fuel Test fuel for water or alcohol
Defective fuel pump relay or circuit Test relay and wiring
Battery too low Charge and test battery
Low fuel pressure Test pressure regulator and
fuel pump, check for restricted
lines and filters
No distributor reference pulses Repair ignition system as
necessary
Open coolant temperature sensor circuit Test sensor and wiring
Shorted W.O.T. switch in T.P.S. Disconnect W.O.T. switch,
engine should start
Defective ECM Replace ECM
Fuel tank residual pressure valve leaks Test for fuel pressure drop
after shut down
Hard Starting
Disconnected hot air tube to air cleaner Reconnect tube and test
control valve
Defective Idle Air Control (IAC) valve Test valve operation and
circuit
Shorted, open or misadjusted T.P.S. Test and adjust or replace
T.P.S.
EGR valve open Test EGR valve and control
circuit
Poor Oxygen sensor signal Test for shorted or circuit
Incorrect mixture from PCV system Test PCV for flow, check
sealing of oil filter cap
Poor High Speed Operation
Low fuel pump volume Faulty pump or restricted fuel
lines or filters
Poor MAP sensor signal Test MAP sensor, vacuum
hose and wiring
Poor Oxygen sensor signal Test for shorted or open
sensor or circuit
 Open coolant temperature sensor circuit Test sensor and wiring
Faulty ignition operation Check wires for cracks or poor
con- nections, test secondary
voltage with oscilloscope
Contaminated fuel Test fuel for water or alcohol
Intermittent ECM ground Test ECM ground connection
for resistance
Restricted air cleaner Replace air cleaner
Restricted exhaust system Test for exhaust manifold
back pressure
Poor MAF sensor signal Check leakage between sensor
and manifold
Poor VSS signal If tester for ALCL hook-up is
available check that VSS
reading matches speedometer
Ping or Knock on Acceleration
Poor Knock sensor signal Test for shorted or open
sensor or circuit
Poor Baro sensor signal Test for shorted or open
sensor or circuit
Improper ignition timing See VEHICLE EMISSION
CONTROL LABEL (where
applicable)
Check for engine overheating problems Low coolant, loose belts or
electric cooling fan
inoperative

NOTE: For additional electronic fuel injection trouble shooting information, see the
appropriate article in the ENGINE PERFORMANCE section (not all vehicles have
Computer Engine Control articles). Information is provided there for diagnosing
fuel system problems on vehicles with electronic fuel injection.

IGNITION SYSTEM TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.
Fig. 3: Ignition Secondary Trouble Shooting Chart
Fig. 4: Ignition Primary Trouble Shooting Chart

STARTER TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC STARTER TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Starter Fails to Operate
Dead battery or bad connections between starter and battery Check battery charge and all
wires and connections to
starter
Ignition switch faulty or misadjusted Adjust or replace ignition
switch
Open circuit between starter switch ignition terminal on starter relay Check and repair wires and
connections as necessary
Starter relay or starter defective See Testing in STARTER
article
Open solenoid pull-in wire See Testing in STARTER
article
Starter Does Not Operate and Headlights Dim
Weak battery or dead cell Charge or replace battery as
necessary
Loose or corroded battery connections Check that battery
connections are clean and
tight
Internal ground in starter windings See Testing in STARTER
article
Grounded starter fields See Testing in STARTERS
Armature rubbing on pole shoes See STARTER article
Starter Turns but Engine Does Not Rotate
Starter clutch slipping See STARTER article
Broken clutch housing See STARTER article
Pinion shaft rusted or dry See STARTER article
Engine basic timing incorrect See Ignition Timing in
TUNE-UP article
Broken teeth on engine flywheel Replace flywheel and check
for starter pinion gear
damage
Starter Will Not Crank Engine
 Faulty overrunning clutch See STARTER article
Broken clutch housing See STARTER article
Broken flywheel teeth Replace flywheel and check
for starter pinion gear
damage
Armature shaft sheared or reduction gear teeth stripped See STARTER article
Weak battery Charge or replace battery as
necessary
Faulty solenoid See On-Vehicle Tests in
STARTER article
Poor grounds Check all ground connections
for tight and clean
connections
Ignition switch faulty or misadjusted Adjust or replace ignition
switch as necessary
Starter Cranks Engine Slowly
Battery weak or defective Charge or replace battery as
necessary
Engine overheated See ENGINE COOLING
SYSTEM article
Engine oil too heavy Check that proper viscosity
oil is used
Poor battery-to-starter connections Check that all between
battery and starter are clean
and tight
Current draw too low or too high See Bench Tests in
STARTER article
Bent armature, loose pole shoes screws or worn bearings See STARTER article
Burned solenoid contacts Replace solenoid
Faulty starter Replace starter
Starter Engages Engine Only Momentarily
Engine timing too far advanced See Ignition Timing in
TUNE-UP article
Overrunning clutch not engaging properly Replace overrunning clutch.
See STARTER article
Broken starter clutch See STARTER article
Broken teeth on engine flywheel Replace flywheel and check
starter pinion gear for
damage
Weak drive assembly thrust spring See STARTER article
Weak hold-in coil See Bench Tests in
STARTER article
Starter Drive Will Not Engage
Defective point assembly See Testing in STARTER
 article
Poor point assembly ground See Testing in STARTER
article
Defective pull-in coil Replace starter solenoid
Starter Relay Does Not Close
Dead battery Charge or replace battery as
necessary
Faulty wiring Check all wiring and
connections leading to relay
Neutral safety switch faulty Replace neutral safety switch
Starter relay faulty Replace starter relay
Starter Drive Will Not Disengage
Starter motor loose on mountings Tighten starter attach bolts
Worn drive end bushing See STARTER article
Damaged engine flywheel teeth Replace flywheel and starter
pinion gear for damage
Drive yolk return spring broken or missing Replace return spring
Faulty ignition switch Replace ignition switch
Insufficient clearance between winding leads to solenoid terminal Replace starter solenoid
and main contact in solenoid
Starter clutch not disengaging Replace starter clutch
Ignition starter switch contacts sticking Replace ignition switch
Starter Relay Operates but Solenoid Does Not
Faulty solenoid switch, switch connections or relay Check all wiring between
relay and solenoid or replace
relay or solenoid as necessary
Broken lead or loose soldered connections Repair wire or wire
connections as necessary
Solenoid Plunger Vibrates When Switch is Engaged
Weak battery Charge or replace battery as
necessary
Solenoid contacts corroded Clean contacts or replace
solenoid
Faulty wiring Check all wiring leading to
solenoid
Broken connections inside switch cover Repair connections or replace
solenoid
Open hold-in wire Replace solenoid
Low Current Draw
Worn brushes or weak Replace brushes or brush
springs as necessary
High Pitched Whine During Cranking Before Engine Fires but Engine Fires and Cranks Normally
Distance too great between starter pinion and flywheel Align starter or check that
 correct starter and flywheel
are being used
High Pitched Whine After Engine Fires With Key released. Engine Fires and Cranks Normally
Distance too small between starter pinion and flywheel Flywheel runout contributes
to the intermittent nature

TUNE-UP TROUBLE SHOOTING - GAS ENGINE VEHICLES

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC SPARK PLUG TROUBLE SHOOTING CHARTS

CONDITION & POSSIBLE CAUSE CORRECTION
Normal Spark Plug Condition
Light Tan or Gray deposits No Action
Electrode not burned or fouled No Action
Gap tolerance not changed No Action
Cold Fouling or Carbon Deposits
Overrich air/fuel mixture Adjust air/fuel mixture, see
ENGINE PERFORMANCE
section
Faulty choke Replace choke assembly, see
ENGINE PERFORMANCE
section
Clogged air filter Clean and/or replace air filter
Incorrect idle speed or dirty carburetor Reset idle speed and/ or clean
carburetor
Faulty ignition wires Replace ignition wiring
Prolonged operation at idle Shut engine off during long
idle
Sticking valves or worn valve guide seals Check valve train
Wet Fouling or Oil Deposits
Worn rings and pistons Install new rings and pistons
Excessive cylinder wear Rebore or replace block
Excessive valve guide clearance Worn or loose bearing
Gap Bridged
Deposits in combustion chamber becoming fused to electrode Clean combustion chamber of
deposits
Blistered Electrode
Engine overheating Check cooling system
 Wrong type of fuel Replace with correct fuel
Loose spark plugs Retighten spark plugs
Over-advanced ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Pre-Ignition or Melted Electrodes
Incorrect type of fuel Replace with correct fuel
Incorrect ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Burned valves Replace valves
Engine Overheating Check cooling system
Wrong type of spark plug, too hot Replace with correct spark
plug, see ENGINE
PERFORMANCE
Chipped Insulators
Severe detonation Check for over-advanced
timing or combustion
Improper gapping procedure Re-gap spark plugs
Rust Colored Deposits
Additives in unleaded fuel Try different fuel brand
Water In Combustion Chamber
Blown head gasket or cracked head Repair or replace head or head
gasket

NOTE: Before diagnosing an electronic ignition system, ensure that all wiring is
connected properly between distributor, wiring connector and spark plugs.
Ignition problem will show up either as: Engine Will Not Start or Engine Runs
Rough.

BASIC ELECTRONIC IGNITION TROUBLE SHOOTING CHARTS

CONDITION & POSSIBLE CAUSE CORRECTION
Engine Won't Start
Open circuit between distributor and bulkhead connector Repair circuit
Open circuit between bulkhead connector and ignition switch Repair circuit
Open circuit between ignition switch and starter solenoid Repair circuit
Engine Runs Rough
Fuel lines leaking or clogged Tighten fitting, remove
restriction
Initial timing incorrect Reset ignition timing see
ENGINE PERFORMANCE
Centrifugal advance malfunction Repair distributor advance
Defective spark plugs or wiring Replace plugs or plug wiring
Component Failure
Spark arc-over on cap, rotor or coil Replace cap, rotor or or coil
 Defective pick-up coil Replace pick-up coil
Defective ignition coil Replace ignition coil
Defective vacuum unit Replace vacuum unit
Defective control module Replace control module

BASIC ELECTRONIC IGNITION TROUBLE SHOOTING CHARTS - USING OSCILLOSCOPE

PATTERNS
CONDITION & POSSIBLE CAUSE CORRECTION
Firing Voltage Lines are the Same, but Abnormally High
Retarded ignition timing Reset ignition timing, see
ENGINE PERFORMANCE
section
Fuel mixture too lean Readjust carburetor, see
ENGINE PERFORMANCE
High resistance in coil wire Replace coil wire
Corrosion in coil tower terminal Clean and/or replace coil
Corrosion in distributor coil terminal Clean and/or replace
distributor cap
Firing Voltage Lines are the Same but Abnormally Low
Fuel mixture too rich Readjust carburetor, see
ENGINE PERFORMANCE
Breaks in coil wire causing arcing Replace coil wire
Cracked coil tower causing arcing Replace coil
Low coil output Replace coil
Low engine compression Determine cause and repair
One or More, But Not All Firing Voltage Lines are Higher Than Others
Carburetor idle mixture not balanced Readjust carburetor, see
ENGINE PERFORMANCE
EGR valve stuck open Clean and/or replace valve
High resistance in spark plug wires Replace spark plug wires
Cracked or broken spark plug insulator Replace spark plugs
Intake vacuum leak Repair leak
Defective spark plugs Replace spark plugs
Corroded spark plug terminals Replace spark plugs
One or More, But Not All Firing Voltage Lines Are Lower Than Others
Curb idle mixture not balanced Readjust carburetor, see
ENGINE PERFORMANCE
Breaks in plug wires Replace plug wires causing
arcing
Cracked coil tower causing arcing Replace coil
Low compression Determine cause and repair
Defective spark plugs Replace spark plugs
 Corroded spark plugs Replace spark plugs
Cylinders Not Firing
Cracked distributor cap terminals Replace distributor cap
Shorted spark plug wire Determine cause and repair
Mechanical problem in engine Determine cause and repair
Defective spark plugs Replace spark plugs
Spark plugs fouled Replace spark plugs

BASIC DRIVEABILITY PROBLEMS TROUBLE SHOOTING

CONDITION & POSSIBLE CAUSE CORRECTION
Hard Starting
Binding carburetor linkage Eliminate binding
Binding choke linkage Eliminate binding
Binding choke piston Eliminate binding
Restricted choke vacuum Check vacuum lines for
blockage
Worn or dirty needle valve and seat Clean carburetor, see
ENGINE PERFORMANCE
Float sticking Readjust or replace float see
the ENGINE
PERFORMANCE section
Incorrect choke adjustment Reset choke adjustment see
ENGINE PERFORMANCE
Defective coil Replace coil
Improper spark plug gap Regap spark plugs
Incorrect ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Detonation
Over-advanced ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Defective spark plugs Replace spark plugs
Fuel lines clogged Clean fuel lines
EGR system malfunction Check and repair EGR system
PCV system malfunction Repair PCV system
Vacuum leaks Check and repair vacuum
system
Loose fan belts Tighten or replace fan belts,
see ENGINE
PERFORMANCE
Restricted airflow Remove restriction
Vacuum advance malfunction Check distributor operation
Dieseling
Binding carburetor linkage Eliminate binding
 Binding throttle linkage Eliminate blinding
Binding choke linkage or fast idle cam Eliminate binding
Defective idle solenoid Replace idle solenoid see
ENGINE PERFORMANCE
Improper base idle speed Reset idle speed, see see
ENGINE PERFORMANCE
Incorrect ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Incorrect idle mixture setting Reset idle mixture, see
ENGINE PERFORMANCE
Faulty Acceleration
Incorrect ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Engine cold and choke too lean Adjust choke and allow
engine to warm-up
Defective spark plugs Replace spark plugs
Defective coil Replace coil
Faulty Low Speed Operation
Clogged idle transfer slots Clean idle transfer slots, see
FUEL
Restricted idle air bleeds and passages Disassemble and clean
carburetor, see FUEL
Clogged air cleaner Replace air filter
Defective spark plugs Replace spark plugs
Defective ignition wires Replace ignition wire see
ENGINE PERFORMANCE
Defective distributor cap Replace distributor cap
Faulty High Speed Operation
Incorrect ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Defective distributor centrifugal advance Replace advance mechanism
Defective distributor vacuum advance Replace advance unit
Incorrect spark plugs or plug gap Check gap and/or replace
spark plugs
Faulty choke operation Check choke and repair as
required
Clogged vacuum passages Remove restrictions
Improper size or clogged main jet Check jet size and clean, see
FUEL
Restricted air cleaner Check filter and replace as
necessary
Defective distributor cap, rotor or coil Replace cap, rotor or coil
Misfire at All Speeds
 Defective spark plugs Replace spark plugs
Defective spark plug wires Replace spark plug wires
Defective distributor cap, rotor, or coil Replace cap, rotor, or coil
Cracked or broken vacuum hoses Replace vacuum hoses
Vacuum leaks Repair vacuum leaks
Fuel lines clogged Remove restriction
Hesitation
Cracked or broken vacuum Replace vacuum hoses hoses
Vacuum leaks Repair Vacuum leaks
Binding carburetor linkage Eliminate binding
Binding throttle linkage Eliminate binding
Binding choke linkage or fast idle cam Eliminate binding
Improper float setting Readjust float setting, see
FUEL
Cracked or broken ignition wires Replace ignition wires
Rough Idle, Missing or Stalling
Incorrect curb idle or fast idle speed Reset idle speed, see see
ENGINE PERFORMANCE
Incorrect basic timing Reset ignition timing see
ENGINE PERFORMANCE
Improper idle mixture adjustment Reset idle mixture, see
ENGINE PERFORMANCE
Improper feedback system operation Check feedback system see
ENGINE PERFORMANCE
Incorrect spark plug gap Reset spark plug gap, see
ENGINE PERFORMANCE
Moisture in ignition components Dry components
Loose or broken ignition wires Replace ignition wires
Damaged distributor cap or or rotor Replace distributor cap or
rotor
Faulty ignition coil Replace ignition coil
Fuel filter clogged or worn Replace fuel filter
Damaged idle mixture screw Replace idle mixture screw,
see FUEL
Improper fast idle cam adjustment Reset fast idle cam
adjustment, see TUNE- see
ENGINE PERFORMANCE
Improper EGR valve operation Replace EGR valve
Faulty PCV valve air flow Replace PCV valve
Choke binding or improper choke setting Reset choke or eliminate
binding
Vacuum leak Repair vacuum leak
Improper float bowl fuel level Reset float adjustment, see
 FUEL
Clogged air bleed or idle passages Clean carburetor passages, see
FUEL
Clogged or worn air cleaner filter Replace air filter
Faulty choke vacuum diaphragm Replace diaphragm, see
ENGINE PERFORMANCE
Exhaust manifold heat valve inoperative Replace heat valve
Improper distributor spark advance Check distributor operation
Leaking valves or valve components Check and repair valvetrain
Improper carburetor mounting Remove and remount
carburetor
Excessive play in distributor shaft Replace distributor
Loose or corroded wiring connections Repair or replace as required
Engine Surges
Improper PCV valve airflow Replace PCV valve
Vacuum leaks Repair vacuum leaks
Clogged air bleeds Remove restriction
EGR valve malfunction Replace EGR valve
Restricted air cleaner filter Replace air filter
Cracked or broken vacuum hoses Replace vacuum hoses
Cracked or broken ignition wires Replace ignition wires
Vacuum advance malfunction Check unit and replace as
necessary
Defective or fouled spark plugs Replace spark plugs
Ping or Spark Knock
Incorrect ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Distributor centrifugal or vacuum advance malfunction Check operation and replace
as necessary
Carburetor setting too lean Readjust mixture setting, see
ENGINE PERFORMANCE
Vacuum leak Eliminate vacuum leak
EGR valve malfunction Replace EGR valve
Poor Gasoline Mileage
Cracked or broken vacuum Replace vacuum hoses hoses
Vacuum leaks Repair vacuum leaks
Defective ignition wires Replace wires
Incorrect choke setting Readjust setting, see ENGINE
PERFORMANCE
Defective vacuum advance Replace vacuum advance
Defective spark plugs Replace spark plugs
Binding carburetor power piston Eliminate binding
 Dirt in carburetor jets Clean and/or replace jets
Incorrect float adjustment Readjust float setting, see
FUEL
Defective power valve Replace power valve, see
ENGINE PERFORMANCE
Incorrect idle speed Readjust idle speed
Engine Stalls
Improper float level Readjust float level
Leaking needle valve and seat Replace needle valve and seat
Vacuum leaks Eliminate vacuum leaks

VACUUM PUMP - DIESEL TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

NOTE: Diesel engines mechanical diagnosis is the same as gasoline engines for items
such as noisy valves, bearings, pistons, etc. The following trouble shooting
covers only items pertaining to diesel engines.

VACUUM PUMP (DIESEL) TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Excessive Noise
Loose pump-to-drive assembly screws Tighten screws
Loose tube on pump assembly Tighten tube
Valves not functioning properly Replace valves
Oil Leakage
Loose end plug Tighten end plug
Bad seal crimp Remove and re-crimp
seal

MANUAL TRANSMISSION
MANUAL TRANSMISSION TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.
MANUAL TRANSMISSION/TRANSAXLE TROUBLE SHOOTING
Condition Possible Cause
Noisy In Forward Gears Low gear oil level, Loose bell housing bolts, Worn
bearings or gears
Clunk On Deceleration (FWD Only) Loose engine mounts, Worn inboard CV joints,
Worn differential pinion shaft, Side gear hub
counterbore in case worn oversize
Gear Clash When Shifting Forward Gears Clutch Out Of Adjustment, Shift linkage damaged
or out of adjustment, Gears or synchronizers
damaged, Low gear oil level
Transmission Noisy When Moving (RWD Only) Worn rear outputshaft bearing
Quiet In Neutral With Clutch Engaged
Gear Rattle Worn bearings, Wrong gear oil, Low gear oil, Worn
gears
Steady Ticking At Idle (Increases With RPM) Broken tooth on gear
Gear Clash When Shifting Forward Gears Worn or broken synchronizers
Loud Whine In Reverse Normal condition (1)
Noise When Stepping On Clutch Bad release bearing, Worn pilot bearing
Ticking Or Screeching As Clutch Is Engaged Faulty release bearing, Uneven pressure plate
fingers
Click Or Snap When Clutch Is Engaged Worn clutch fork, Worn or broken front bearing
retainer
Transmission Shifts Hard Clutch not releasing, Shift mechanism binding,
Clutch installed backwards
Will Not Shift Into One Gear, Shifts Into All Others Bent shift fork, Worn detent balls
Locked Into Gear, Cannot Shift Clutch adjustment, Worn detent balls
Transmission Jumps Out Of Gear Pilot bearing worn, Bent shift fork, Worn gear teeth
or face, Excessive gear train end play, Worn
synchronizers, Missing detent ball spring, Shift
mechanism worn or out of adjustment, Engine or
transmission mount bolts loose or out of adjustment,
Transmission not aligned
Shift Lever Rattle Worn shift lever or detents, Worn shift forks, Worn
synchronizers sleeve
Shift Lever Hops Under Acceleration Worn engine or transmission mounts
(1) Most units use spur cut gears in reverse and are noisy

POWERTRAIN
CLUTCH TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
 Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC CLUTCH TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Chattering or Grabbing
Incorrect clutch adjustment Adjust clutch
Oil, grease or glaze on facings Disassemble and clean or replace
Loose "U" joint flange See DRIVE AXLES article
Worn input shaft spline Replace input shaft
Binding pressure plate Replace pressure plate
Binding release lever See CLUTCH article
Binding clutch disc hub Replace clutch disc
Unequal pressure plate contact Replace worn/misaligned
components
Loose/bent clutch disc Replace clutch disc
Incorrect transmission alignment Realign transmission
Worn pressure plate, disc or flywheel Replace damaged components
Broken or weak pressure springs Replace pressure plate
Sticking clutch pedal Lubricate clutch pedal & linkage
Incorrect clutch disc facing Replace clutch disc
Engine loose in chassis Tighten all mounting bolts
Failure to Release
Oil or grease on clutch facings Clean or replace clutch clutch
disc
Incorrect release lever or pedal adjustment See CLUTCH article
Worn or broken clutch facings Replace clutch disc
Bent clutch disc or pressure plate Replace damaged components
Clutch disc hub binding on input shaft Clean or replace clutch disc
and/or input shaft
Binding pilot bearing Replace pilot bearing
Sticking release bearing sleeve Replace release bearing and/or
sleeve
Binding clutch cable See CLUTCH article
Defective clutch master Replace master cylinder
Defective clutch slave Replace slave cylinder
Air in hydraulic system Bleed hydraulic system
Rattling
Weak or broken release lever spring Replace spring and check
alignment
Damaged pressure plate Replace pressure plate
 Broken clutch return spring Replace return spring
Worn splines on clutch disc or input shaft Replace clutch disc and/or input
shaft
Worn clutch release bearing Replace release bearing
Dry or worn pilot bearing Lubricate or replace pilot bearing
Unequal release lever contact Align or replace release lever
Incorrect pedal free play Adjust free play
Warped or damaged clutch disc Replace damaged components
Slipping
Pressure springs worn or Release pressure plate
Oily, greasy or worn facings Clean or replace clutch disc
Incorrect clutch alignment Realign clutch assembly
Warped clutch disc or pressure plate Replace damaged components
Binding release levers or clutch pedal Lubricate and/or replace release
components
Squeaking
Worn or damaged release Replace release bearing
Dry or worn pilot or release bearing Lubricate or replace assembly
Pilot bearing turning in crankshaft Replace pilot bearing and/or
crankshaft
Worn input shaft bearing Replace bearing and seal
Incorrect transmission alignment Realign transmission
Dry release fork between pivot Lubricate release fork and pivot
Heavy and/or Stiff Pedal
Sticking release bearing sleeve Replace release bearing and/or
sleeve
Dry or binding clutch pedal hub Lubricate and align components
Floor mat interference with pedal Lay mat flat in proper area
Dry or binding ball/fork pivots Lubricate and align components
Faulty clutch cable Replace clutch cable
Noisy Clutch Pedal
Faulty interlock switch Replace interlock switch
Self-adjuster ratchet noise Lubricate or replace self-adjuster
Speed control interlock switch Lubricate or replace interlock
switch
Clutch Pedal Sticks Down
Binding clutch cable See CLUTCH article
Springs weak in pressure plate Replace pressure plate
Binding in clutch linkage Lubricate and free linkage
Noisy
Dry release bearing Lubricate or replace release
bearing
 Dry or worn pilot bearing Lubricate or replace bearing
Worn input shaft bearing Replace bearing
Transmission Click
Weak springs in pressure Replace pressure plate plate
Release fork loose on ball stud Replace release fork and/or
ball stud
Oil on clutch disc damper Replace clutch disc
Broken spring in slave cylinder Replace slave cylinder

DRIVE AXLE - NOISE DIAGNOSIS

Unrelated Noises

Some driveline trouble symptoms are also common to the engine, transmission, wheel bearings, tires, and other
parts of the vehicle. Ensure cause of trouble actually is in the drive axle before adjusting, repairing, or replacing
any of its parts.

Non-Drive Axle Noises

A few conditions can sound just like drive axle noise and have to be considered in pre-diagnosis. The 4 most
common noises are exhaust, tires, CV/universal joints and wheel trim rings.

In certain conditions, the pitch of the exhaust gases may e gear whine. At other times, it may be mistaken for a
wheel bearing rumble.

Tires, especially radial and snow, can have a high-pitched tread whine or roar, similar to gear noise. Also, some
non-standard tires with an unusual tread construction may emit a roar or whine.

Defective CV/universal joints may cause clicking noises or excessive driveline play that can be improperly
diagnosed as drive axle problems.

Trim and moldings also can cause a whistling or whining noise. Ensure none of these components are causing
the noise before disassembling the drive axle.

Gear Noise

A "howling" or "whining" noise from the ring and pinion gear can be caused by an improper gear pattern, gear
damage, or improper bearing preload. It can occur at various speeds and driving conditions, or it can be
continuous.

Before disassembling axle to diagnose and correct gear ke sure that tires, exhaust, and vehicle trim have been
checked as possible causes.

Chuckle

This is a particular rattling noise that sounds like a stick against the spokes of a spinning bicycle wheel. It
occurs while decelerating from 40 MPH and usually can be heard until vehicle comes to a complete stop. The
frequency varies with the speed of the vehicle.

A chuckle that occurs on the driving phase is usually caused ive clearance due to differential gear wear, or by a
damaged tooth on the coast side of the pinion or ring gear. Even a very small tooth nick or a ridge on the edge
of a gear tooth is enough the cause the noise.

This condition can be corrected simply by cleaning the gear tooth nick or ridge with a small grinding wheel. If
either gear is damaged or scored badly, the gear set must be replaced. If metal has broken loose, the carrier and
housing must be cleaned to remove particles that could cause damage.

Knock

This is very similar to a chuckle, though it may be louder, and occur on acceleration or deceleration. Knock can
be caused by a gear tooth that is damaged on the drive side of the ring and pinion gears. Ring gear bolts that are
hitting the carrier casting can cause knock. Knock can also be due to excessive end play in the axle shafts.

Clunk

Clunk is a metallic noise heard when an automatic transmission is engaged in Reverse or Drive, or when throttle
is applied or released. It is caused by backlash somewhere in the driveline, but not necessarily in the axle. To
determine whether driveline clunk is caused by the axle, check the total axle backlash as follows:

1. Raise vehicle on a frame or twinpost hoist so that drive wheels are free. Clamp a bar between axle
companion flange and a part of the frame or body so that flange cannot move.
2. On conventional drive axles, lock the left wheel to keep it from turning. On all models, turn the right
wheel slowly until it is felt to be in Drive condition. Hold a chalk marker on side of tire about 12" from
center of wheel. Turn wheel in the opposite direction until it is again felt to be in Drive condition.
3. Measure the length of the chalk mark, which is the total axle backlash. If backlash is one inch or less,
drive axle is not the source of clunk noise.

Bearing Whine

Bearing whine is a high-pitched sound similar to a whistle. It is usually caused by malfunctioning pinion
bearings. Pinion bearings operate at drive shaft speed. Roller wheel bearings may whine in a similar manner if
they run completely dry of lubricant. Bearing noise will occur at all driving speeds. This distinguishes it from
gear whine, which usually comes and goes as speed changes.

Bearing Rumble

Bearing rumble sounds like marbles being tumbled. It is usually caused by a malfunctioning wheel bearing. The
lower pitch is because the wheel bearing turns at only about 1/3 of drive shaft speed.

Chatter On Turns

This is a condition where the entire front or rear of vehicle vibrates when vehicle is moving. The vibration is
plainly felt as well as heard. Extra differential thrust washers installed during axle repair can cause a condition
of partial lock-up that creates this chatter.
Axle Shaft Noise

Axle shaft noise is similar to gear noise and pinion bearing whine. Axle shaft bearing noise will normally
distinguish itself from gear noise by occurring in all driving modes (Drive, cruise, coast and float), and will
persist with transmission in Neutral while vehicle is moving at problem speed.

If vehicle displays this noise condition, remove suspect parts, replace wheel seals and install a new set of
bearings. Re-evaluate vehicle for noise before removing any internal components.

Vibration

Vibration is a high-frequency trembling, shaking or grinding condition (felt or heard) that may be constant or
variable in level and can occur during the total operating speed range of the vehicle.

The types of vibrations that can be felt in the vehicle can d into 3 main groups:

Vibrations of various unbalanced rotating parts of the vehicle.

Resonance vibrations of the body and frame structures caused by rotating of unbalanced parts.
Tip-in moans of resonance vibrations from stressed engine or exhaust system mounts or driveline flexing
modes.

DRIVE AXLE - RWD TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.
For definitions of listed noises or sounds, see DRIVE AXLE - NOISE DIAGNOSIS
under POWERTRAIN.

DRIVE AXLE (RWD) TROUBLE SHOOTING

CONDITION & POSSIBLE CAUSE CORRECTION
Knocking or Clunking
Differential Side Gear Clearance Check Clearance
Worn Pinion Shaft Replace Pinion Shaft
Axle Shaft End Play Check End Play
Missing Gear Teeth Check Differential/Replace
Gear
Wrong Axle Backlash Check Backlash
Misaligned Driveline Realign Driveline
Clinking During Engagement
Side Gear Clearance Check Clearance
Ring and Pinion Backlash Check Backlash
Worn/Loose Pinion Shaft Replace Shaft/Bearing
 Bad "U" Joint Replace "U" Joint
Sticking Slip Yoke Lube Slip Yoke
Broken Rear Axle Mount Replace Mount
Loose Drive Shaft Flange Check Flange
Click/Chatter On Turns
Differential Side Gear Clearance Check Clearance
Wrong Turn On Plates (1) Replace Clutch Plates
Wrong Differential Lubricant (1) Change Lubricant
Knock Or Click
Flat Spot on Rear Wheel Bearing Replace Wheel Bearing
Low Vibration At All Speeds
Faulty Wheel Bearing Replace Wheel Bearing
Faulty "U" Joint Replace "U" Joint
Faulty Drive Shaft Balance Drive Shaft
Faulty Companion Flange Replace Flange
Faulty Slip Yoke Flange Replace Flange
(1) Limited slip differential only.

FWD AXLE SHAFTS & CV JOINTS TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC FWD AXLE SHAFTS & CV JOINTS TROUBLE SHOOTING CHART

CONDITION POSSIBLE CAUSE
Grease Leaks CV boot torn or cracked
Clicking Noise on Cornering Damaged outer CV
Clunk Noise on Acceleration Damaged inner CV
Vibration or Shudder on Acceleration Sticking, damaged or worn CV Misalignment or
spring height

STEERING & SUSPENSION

MANUAL STEERING GEAR TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
 DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC MANUAL STEERING GEAR TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Rattle or Chucking Noise in Rack and Pinion
Rack and pinion mounting bracket loose Tighten all mounting bolts
Lack of/or incorrect lubricant Correct as necessary
Steering gear mounting bolts loose Tighten all mounting bolts
Excessive Play
Front wheel bearing improperly adjusted See FRONT SUSPENSION
article
Loose or worn steering linkage See STEERING LINKAGE
article
Loose or worn steering gear shift See MANUAL STEERING
GEAR article
Steering arm loose on gear shaft See MANUAL STEERING
GEAR article
Steering gear housing bolts loose Tighten all mounting bolts
Steering gear adjustment too loose See MANUAL STEERING
GEAR article
Steering arms loose on knuckles Tighten and check steering
linkage
Rack and pinion mounting loose Tighten all mounting bolts
Rack and pinion out of adjustment See adjustment in STEERING
article
Tie rod end loose Tighten and check steering
linkage
Excessive Pitman shaft-to-ball nut lash Repair as necessary
Poor Returnability
Lack of lubricant in ball joint or linkage Lubricate and service systems
Binding in linkage or ball joints See STEERING LINKAGE
and SUSPENSION article
Improper front end alignment See WHEEL ALIGNMENT
article
Improper tire pressure Inflate to proper pressure
Tie rod binding Inflate to proper pressure
Shaft seal rubbing shaft See STEERING COLUMN
article
Excessive Vertical Motion
Improper tire pressure Inflate to proper pressure
Tires, wheels or rotors out of balance Balance tires then check
wheels and rotors
Worn or faulty shock absorbers Check and replace if necessary
 Loose tie rod ends or steering Tighten or replace if necessary
Loose or worn wheel bearings See SUSPENSION article
Steering Pulls to One Side
Improper tire pressure Inflate to proper pressure
Front tires are different sizes Rotate or replace if necessary
Wheel bearings not adjusted properly See FRONT SUSPENSION
article
Bent or broken suspension components See FRONT SUSPENSION
article
Improper wheel alignment See WHEEL ALIGNMENT
article
Brakes dragging See BRAKES article
Instability
Low or uneven tire pressure Inflate to proper pressure
Loose or worn wheel bearings See FRONT SUSPENSION
article
Loose or worn idler arm bushing See FRONT SUSPENSION
article
Loose or worn strut bushings See FRONT SUSPENSION
article
Incorrect front wheel alignment See WHEEL ALIGNMENT
article
Steering gear not centered See MANUAL STEERING
GEARS article
Springs or shock Check and replace if necessary
Improper cross shaft See MANUAL STEERING
GEARS article

POWER STEERING TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC POWER STEERING TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Rattle or Chucking Noise
Pressure hoses touching engine parts Adjust to proper clearance
Loose Pitman shaft Adjust or replace if necessary
Tie rods ends or Pitman arm loose Tighten and check system
Rack and pinion mounts loose Tighten all mounting bolts
 Free play in worm gear See POWER STEERING
GEAR article
Loose sector shaft or thrust bearing adjustment See POWER STEERING
GEAR
Free play in pot coupling See STEERING COLUMN
article
Worn shaft serrations See STEERING COLUMN
article
Growl in Steering Pump
Excessive pressure in hoses Restricted hoses, see POWER
STEERING GEAR article
Scored pressure plates See POWER STEERING
GEAR article
Scored thrust plates or rotor See POWER STEERING
GEAR article
Extreme wear of cam ring See POWER STEERING
GEAR article
Rattle in Steering Pump
Vanes not installed See POWER STEERING
PUMP article
Vanes sticking in rotor See POWER STEERING
PUMP article
Swish noise in Pump
Defective flow control valve See POWER STEERING
PUMP article
Groan in Steering Pump
Air in fluid See POWER STEERING
PUMP article
Poor pressure hose connection Tighten and check, replace if
necessary
Squawk When Turning
Damper "O" ring on valve spool cut See POWER STEERING
PUMP article
Moan or Whine in Pump
Pump shaft bearing scored Replace bearing and fluid
Air in fluid or fluid level low See POWER STEERING
PUMP article
Hose or column grounded Check and replace if
necessary
Cover "O" ring missing or damaged See POWER STEERING
PUMP article
Valve cover baffle missing or damaged See POWER STEERING
PUMP article
Interference of components in pump See POWER STEERING
 PUMP article
Loose or poor bracket alignment Correct or replace if necessary
Hissing When Parking
Internal leakage in steering gear Check valved assembly first
Chirp in Steering Pump
Loose or worn power steering belt Adjust or replace if necessary
Buzzing When Not Steering
Noisy pump See POWER STEERING
PUMP article
Free play in steering shaft bearing See STEERING COLUMN
article
Bearing loose on shaft serrations See STEERING COLUMN
article
Clicking Noise in Pump
Pump slippers too long See POWER STEERING
PUMP article
Broken slipper springs See POWER STEERING
PUMP article
Excessive wear or nicked rotors See POWER STEERING
PUMP article
Damaged cam contour See POWER STEERING
PUMP article
Poor Return of Wheel
Wheel rubbing against turn signal See STEERING COLUMN
SWITCHES article
Flange rubbing steering gear adjuster See STEERING COLUMN
article
Tight or frozen steering shaft bearing See STEERING COLUMN
article
Steering gear out of adjustment See POWER STEERING
GEAR article
Sticking or plugged spool valve See POWER STEERING
PUMP article
Improper front end alignment See WHEEL ALIGNMENT
article
Wheel bearings worn or loose See FRONT SUSPENSION
article
Ties rods or ball joints binding Check and replace if
necessary
Intermediate shaft joints binding See STEERING COLUMN
article
Kinked pressure hoses Correct or replace if necessary
Loose housing head spanner nut See POWER STEERING
GEAR article
 Damaged valve lever See POWER STEERING
GEAR article
Sector shaft adjusted too tight See ADJUSTMENTS in
POWER STEERING GEAR
article
Worm thrust bearing adjusted too tight See ADJUSTMENTS in
POWER STEERING GEAR
article
Reaction ring sticking in cylinder See POWER STEERING
GEAR article
Reaction ring sticking in housing head See POWER STEERING
GEAR article
Steering pump internal leakage See POWER STEERING
PUMP article
Steering gear-to-column misalignment See STEERING COLUMN
article
Lack of lubrication in linkage Service front suspension
Lack of lubrication in ball joints Service front suspension
Increased Effort When Turning Wheel Fast Foaming, Milky Power Steering Fluid, Low Fluid Level or
Low Pressure
High internal pump leakage See POWER STEERING
PUMP article
Power steering pump belt slipping Adjust or replace if necessary
Low fluid level Check and fill to proper level
Engine idle speed to low Adjust to correct setting
Air in pump fluid system See POWER STEERING
PUMP article
Pump output low See POWER STEERING
PUMP article
Steering gear malfunctioning See POWER STEERING
GEAR article
Wheel Surges or Jerks
Low fluid level Check and fill to proper level
Loose fan belt Adjust or replace if necessary
Insufficient pump pressure See POWER STEERING
PUMP article
Sticky flow control valve See POWER STEERING
PUMP article
Linkage hitting oil pan at full turn Replace bent components
Kick Back or Free Play
Air in pump fluid system See POWER STEERING
PUMP article
Worn poppet valve in steering gear See POWER STEERING
PUMP article
 Excessive over center lash See POWER STEERING
GEAR article
Thrust bearing out of adjustment See POWER STEERING
GEAR article
Free play in pot coupling See POWER STEERING
PUMP article
Steering gear coupling loose on shaft See POWER STEERING
PUMP article
Steering disc mounting bolts loose Tighten or replace if
necessary
Coupling loose on worm shaft Tighten or replace if
necessary
Improper sector shaft adjustment See POWER STEERING
GEAR article
Excessive worm piston side play See POWER STEERING
GEAR article
Damaged valve lever See POWER STEERING
GEAR article
Universal joint loose Tighten or replace if
necessary
Defective rotary valve See POWER STEERING
GEAR article
No Power When Parking
Sticking flow control valve See POWER STEERING
PUMP article
Insufficient pump pressure output See POWER STEERING
PUMP article
Excessive internal pump leakage See POWER STEERING
PUMP article
Excessive internal gear leakage See POWER STEERING
PUMP article
Flange rubs against gear adjust plug See STEERING COLUMN
article
Loose pump belt Adjust or replace if necessary
Low fluid level Check and add proper amount
of fluid
Engine idle too low Adjust to correct setting
Steering gear-to-column misaligned See STEERING COLUMN
article
No Power, Left Turn
Left turn reaction seal "O" ring worn See POWER STEERING
GEAR article
Left turn reaction seal damaged/missing See POWER STEERING
GEAR article
 Cylinder head "O" ring damaged See POWER STEERING
PUMP article
No Power, Right Turns
Column pot coupling bottomed See STEERING COLUMN
article
Right turn reaction seal "O" ring worn See POWER STEERING
GEAR article
Right turn reaction seal damaged See POWER STEERING
GEAR article
Internal leakage through piston end plug See POWER STEERING
GEAR article
Internal leakage through side plugs See POWER STEERING
GEAR article
Lack of Effort in Turning
Left and/or right reaction seal sticking in cylinder head Replace, see POWER
STEERING GEAR article
Wanders to One Side
Front end alignment incorrect See WHEEL ALIGNMENT
article
Unbalanced steering gear valve See POWER STEERING
GEAR article
Low Pressure Due to Steering Pump
Flow control valve stuck or inoperative See POWER STEERING
PUMP article
Pressure plate not flat against cam ring See POWER STEERING
PUMP article
Extreme wear of cam ring Replace and check
adjustments
Scored plate, thrust plate or rotor See POWER STEERING
PUMP article
Vanes not installed properly See POWER STEERING
PUMP article
Vanes sticking in rotor slots See POWER STEERING
PUMP article
Cracked/broken thrust or pressure plate See POWER STEERING
PUMP article

STEERING COLUMN TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.
BASIC STEERING COLUMN TROUBLE SHOOTING CHART
CONDITION & POSSIBLE CAUSE CORRECTION
Noise in Steering
Coupling pulled apart See STEERING COLUMNS
article
Column not correctly aligned See STEERING COLUMNS
article
Broken lower joint Replace joint
Horn contact ring not See STEERING COLUMN
article
Bearing not lubricated See STEERING COLUMN
article
Shaft snap ring not properly seated Reseat or replace snap ring
Plastic spherical joint not lubricated See STEERING COLUMN
article
Shroud or housing loose Tighten holding screws
Lock plate retaining ring not seated See STEERING COLUMN
article
Loose sight shield Tighten holding screws
High Steering Shaft Effort
Column assembly misaligned See STEERING COLUMN
article
Improperly installed dust shield Adjust or replace
Tight steering universal joint See STEERING COLUMN
article
High Shift Effort
Column is out of alignment See STEERING COLUMN
article
Improperly installed dust shield Adjust or replace
Seals or bearings not lubricated See STEERING COLUMNS
article
Mounting bracket screws too long Replace with new shorter
screws
Burrs on shift tube Remove burrs or replace tube
Lower bowl bearing assembled wrong See STEERING COLUMN
article
Shift tube bent or broken Replace as necessary
Improper adjustment of shift levers See STEERING COLUMN
article
Improper Trans. Shifting
Sheared shift tube joint Replace as necessary
Sheared lower shaft lever Replace as necessary
Improper shift lever adjustment See STEERING COLUMN
 article
Improper gate plate adjustment See STEERING COLUMN
article
Excess Play in Column
Instrument panel bracket bolts loose Tighten bolts and check
bracket
Broken weld nut on jacket See STEERING COLUMN
article
Instrument bracket capsule sheared See STEERING COLUMN
article
Column bracket/jacket bolts loose Tighten bolts and check
bracket
Steering Locks in Gear
Release lever mechanism See STEERING COLUMN
article

SUSPENSION TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC SUSPENSION TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Front End Noise
Loose or worn wheel See Wheel Bearing
Adjustment in SUSPENSION
Worn shocks or shock mountings Replace struts or strut
mountings
Worn struts or strut mountings Replace struts or strut
mountings
Loose or worn lower control arm See SUSPENSION
Loose steering gear-to-frame bolts See STEERING
Worn control arm bushings See SUSPENSION
Ball joints not lubricated Lubricate ball joints & see
Ball Joint Checking in
SUSPENSION
Front Wheel Shake, Shimmy, or Vibration
Tires or wheels out of balance Check tire balance
Incorrect wheel alignment See WHEEL ALIGNMENT
Drive shaft unbalanced Check drive shaft balance
Loose or worn wheel bearings See WHEEL ALIGNMENT
 Loose or worn tie rod ends See SUSPENSION
Worn upper ball joints See Ball Joint Checking in
SUSPENSION
Worn shock absorbers Replace shock absorbers
Worn strut bushings Replace strut bushings
Car Pulls to One Side
Mismatched or uneven tires Check tire condition
Broken or sagging springs See SUSPENSION
Loose or worn strut bushings See SUSPENSION
Improper wheel alignment See WHEEL ALIGNMENT
Improper rear axle alignment Check rear axle alignment
Power steering gear unbalanced See STEERING
Front brakes dragging See BRAKES
Abnormal Tire Wear
Unbalanced tires Check tire balance & rotation
Sagging or broken springs See SUSPENSION
Incorrect front end alignment See WHEEL ALIGNMENT
Faulty shock absorbers Replace chock absorbers
Scuffed Tires
Toe-In incorrect See WHEEL ALIGNMENT
Suspension arm bent or twisted See appropriate
SUSPENSION article
Springs Bottom or Sag
Bent or broken springs See SUSPENSION
Leaking or worn shock absorbers Replace shock absorbers
Frame misalignment Check frame for damage
Spring Noises
Loose "U" Bolts See SUSPENSION
Loose or worn bushings See SUSPENSION
Worn or missing interliners See SUSPENSION
Shock Absorber Noise
Loose shock mountings Check & tighten mountings
Worn bushings Replace bushings
Air in system Bleed air from system
Undercoating on shocks Remove undercoating
Car Leans or Sways on Corners
Loose stabilizer bar See SUSPENSION
Faulty shocks or mountings Replace shocks or mountings
Broken or sagging springs See SUSPENSION
Shock Absorbers Leaking
Worn seals or reservoir tube crimped See SUSPENSION
Broken Springs
Loose "U" bolts See SUSPENSION
Inoperative shock absorbers Replace shock absorbers

WHEEL ALIGNMENT TROUBLE SHOOTING

NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.

BASIC WHEEL ALIGNMENT TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Premature Tire Wear
Improper tire inflation Check tire pressure
Front alignment out of tolerance See ALIGNMENT SPECS in
WHEEL ALIGNMENT
section
Suspension components worn See SUSPENSION section
Steering system components worn See STEERING section
Improper standing height See WHEEL ALIGNMENT
Uneven or sagging springs See SUSPENSION section
Bent wheel See WHEEL ALIGNMENT
Improper torsion bar adjustment See SUSPENSION section
Loose or worn wheel bearings See WHEEL BEARING ADJ.
in SUSPENSION section
Worn or defective shock Replace shock absorbers
Tires out of balance Check tire balance
Pulls to One Side
Improper tire inflation Check tire pressure
Brake dragging See BRAKE section
Mismatched tires See WHEEL ALIGNMENT
Broken or sagging spring See SUSPENSION section
Broken torsion bar See SUSPENSION section
Power steering valve not centered See STEERING section
Front alignment out of tolerance See WHEEL ALIGNMENT
section
Defective wheel bearing See WHEEL BEARINGS in
SUSPENSION section
Uneven sway bar links See SUSPENSION section
Frame bent Check for frame damage
Steering system bushing worn See STEERING section
Hard Steering
Idler arm bushing too tight See STEERING LINKAGE in
STEERING section
Ball joint tight or seized See SUSPENSION section
Steering linkage too tight See STEERING LINKAGE in
STEERING section
Power steering fluid low Add proper amount of fluid
Power steering drive belt loose See STEERING section
Power steering pump defective See STEERING section
Steering gear out of adjustment See STEERING section
Incorrect wheel alignment See WHEEL ALIGNMENT
Damaged steering gear See STEERING section
Damaged suspension See SUSPENSION section
Bent steering knuckle or supports See SUSPENSION section
Vehicle "Wanders"
Strut rod or control arm bushing worn See SUSPENSION section
Loose or worn wheel bearings See WHEEL BEARINGS in
SUSPENSION section
Improper tire inflation Check tire pressure
Stabilizer bar missing or defective See SUSPENSION section
Wheel alignment out of tolerance See Adjustment in WHEEL
ALIGNMENT section
Broken spring See SUSPENSION section
Defective shock absorber Replace shock absorbers
Worn steering & suspension components See SUSPENSION section
Front End Shimmy
Tire out of balance/round Check tire balance
Excessive wheel runout See WHEEL ALIGNMENT
Insufficient or improper caster See WHEEL ALIGNMENT
section
Worn suspension or steering components See SUSPENSION section
Defective shock absorbers Replace shock absorber
Wheel bearings worn or loose See WHEEL BEARING ADJ.
in SUSPENSION section
Power steering reaction Bracket loose See STEERING section
Steering gear box (rack) mounting loose See STEERING section
Steering gear adjustment loose See STEERING section
Worn spherical joints See SUSPENSION section
Toe-In Not Adjustable
Lower control arm bent See SUSPENSION section
Frame bent Check frame for damage
Camber Not Adjustable
Control arm bent See SUSPENSION section
Frame bent Check frame for damage
Hub & bearing not seated properly See SUSPENSION section
 ACCESSORIES & EQUIPMENT

Central Control Module - Corvette

DESCRIPTION & OPERATION

WARNING: Vehicle is equipped with air bag supplemental restraint system. Before
attempting ANY repairs involving steering column, instrument panel or
related components, see SERVICE PRECAUTIONS and DISABLING &
ACTIVATING AIR BAG SYSTEM in AIR BAG RESTRAINT SYSTEM article.

The Central Control Module (CCM) performs the following functions:

Ambient Light Signal Processing

Chime Control
Courtesy Light Control
Dimming Control
Driver Information Center (DIC) Switches
Fuel Level Detection/Processing
Instrument Panel LCD Digit Display
Rear Defog Control
Odometer Processing
Status Warnings
System Component Malfunction Detection
System Diagnostics Processor/Controller
Trip Computer Processing
UART Serial Communications Master
Universal Theft Deterrent (UTD) Control
Vehicle Speed Detection/Processing
Vehicle Anti-Theft System (VATS)

Signals that activate the CCM are known as "wake-up" signals. CCM is asleep when it is not controlling or
monitoring any wake-up functions. CCM will wake-up when any of the following occur:

Key is inserted in door lock switch.

Door ajar switch is activated.
Power door lock/unlock switch is activated.
Hatch ajar switch is activated.
Key is inserted into ignition switch.
Ignition is turned ON.
Parking lights are turned ON.
When CCM is awake and wake-up signals are removed, CCM will return to sleep after 5-15 seconds. If CCM
sees engine RPM while awake, CCM will stay awake for about 30 seconds after ignition is turned off and all
wake-ups are removed, including removing ignition key. CCM will stay awake for 30 minutes if key is in
ignition but ignition switch is not in START or RUN position.

If CCM receives a door ajar wake-up signal and wake-up remains active after 15 minutes, CCM will turn off
courtesy light (if illuminated) to prevent battery drain. If CCM receives a hatch ajar wake-up signal and hatch
remains open, but all other wake-ups are removed, CCM will go to sleep after 10 minutes. However, cargo
lights will remain illuminated until hatch is closed.

CCM battery terminals operating current should not exceed one amp while CCM is awake. An approximate
normal value is 200 milliamps. If delayed accessory bus is active, amperage may be higher. Delayed accessory
bus allows operation of power windows and radio until a door is opened or 15 minutes has elapsed. When CCM
is asleep, current should not exceed 15 milliamps. CCM IGN 1 and IGN 3 terminals operating current should
not exceed 100 milliamps. Most CCM functions will properly operate with a system voltage of 9-16 volts.

COMPONENT LOCATIONS
COMPONENT LOCATIONS
Component Location
ALDL Connector Under left side of I/P. See Fig. 1 .
Central Control Module (CCM) Behind middle of I/P. See Fig. 1 .
Defogger Relay Bottom right side of I/P. See Fig. 2 .
Diode Module Below right side of I/P. See Fig. 3 .
Door Ajar Switches In each door. See Fig. 4 .
Door Key Switches In each door, at lock cylinders.
Electronic Brake Control Module Rear of cargo Compartment, under cargo deck. See
Fig. 6 .
Electronic Control Module (ECM) Left rear of engine compartment.
Fuel Tank Unit Rear of vehicle, on top of fuel tank.
Hatch Ajar Switch Rear of cargo compartment, on end panel. See Fig.
8.
Heater & A/C Programmer Behind left side of I/P, right of steering wheel. See
Fig. 9 .
Horn Relay Bottom right side of I/P. See Fig. 2 .
Ignition Switch Beneath I/P, on top of steering column. See Fig. 10 .
Key-In-Ignition Switch Back of ignition switch key cylinder.
Main Fuse Block Far right side of I/P.
Oil Pressure Switch (VIN 8) Top left rear of engine.
Oil Pressure Switch (VIN J) Right front of engine.
Seatbelt Switch Part of driver's seatbelt buckle assembly. See Fig.
11 .
Starter Enable Relay Bottom left side of I/P, left of steering column. See
Fig. 5 .
Tone Generator Left top of I/P, near driver information center. See
Fig. 12 .
C204 (11 Cavities) Base of steering column. See Fig. 10 .
C209 (15 Cavities) Behind right side of I/P.
C237 (16 Cavities) Behind right side of I/P/
C238 (10 Cavities) Behind right side of I/P.
C239 (10 Cavities) Behind right side of I/P.
C400 (15 Cavities) Left rear of cargo compartment. See Fig. 6 .
C401 (15 cavities) Right rear of cargo compartment.
C450 (4 Cavities) Near Top Of Fuel Tank
G106 (Engine VIN 8) Left rear of engine, near oil filter. See Fig. 13 .
G106 (Engine VIN J) Right rear of engine, on bell housing.
G109 Right middle of engine compartment, on frame.
G401 (Convertible) Cargo compartment, behind right seat.

Fig. 1: Locating ALDL Connector & Central Control Module (CCM)

Courtesy of GENERAL MOTORS CORP.
Fig. 2: Locating Defogger Relay & Horn Relay
Courtesy of GENERAL MOTORS CORP.
Fig. 3: Locating Diode Module
Courtesy of GENERAL MOTORS CORP.
Fig. 4: Locating Door Ajar Switches
Courtesy of GENERAL MOTORS CORP.

Fig. 5: Locating Door Key Switches & Starter Enable Relay

Courtesy of GENERAL MOTORS CORP.
Fig. 6: Locating Electronic Brake Control Module & C400
Courtesy of GENERAL MOTORS CORP.
Fig. 7: Locating Battery
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Locating Hatch Ajar Switch
Courtesy of GENERAL MOTORS CORP.

Fig. 9: Locating Heater & A/C Programmer

Courtesy of GENERAL MOTORS CORP.
Fig. 10: Locating Ignition Switch & C204
Courtesy of GENERAL MOTORS CORP.
Fig. 11: Locating Seatbelt Switch
Courtesy of GENERAL MOTORS CORP.

Fig. 12: Locating Tone Generator

Courtesy of GENERAL MOTORS CORP.
Fig. 13: Locating G106 (Engine VIN 8)
Courtesy of GENERAL MOTORS CORP.

TROUBLE SHOOTING
PRELIMINARY INSPECTION

1. Ensure LCD, A/C and CCM fuses are not open. Ensure G106 is clean and tight. See Fig. 13 .
2. Check for a broken or partially broken wire inside insulation, which could cause system malfunction but
prove good in a continuity/voltage check with system disconnected. These circuits may be intermittent or
 resistive when loaded and should be checked by monitoring the voltage drop with the system under load.
Ensure any aftermarket electronic equipment is properly installed. If fault is found, repair as necessary.
3. Check for DTCs. See SELF-DIAGNOSTIC SYSTEM .

SYSTEM OPERATION CHECK

If CCM appears completely inoperative, see TEST A: CENTRAL CONTROL MODULE APPEARS
COMPLETELY INOPERATIVE under SYSTEM TESTS. If CCM will not enter diagnostic mode, see TEST
B: CENTRAL CONTROL MODULE WILL NOT ENTER DIAGNOSTIC MODE under SYSTEM
TESTS.

SELF-DIAGNOSTIC SYSTEM
CURRENT & HISTORY/INTERMITTENT CODES

The Central Control Module (CCM) is equipped with a self-diagnostic system which detects system failures or
abnormalities. When a malfunction occurs, CCM will store a numerical code. Codes are recorded as
history/intermittent or as current.

Current Failures

Current codes indicate CCM has detected a fault which is currently present. Current codes can be identified by
the letter "C" preceding the code.

History/Intermittent Failures

History/intermittent codes indicate CCM previously detected a fault which later disappeared.
History/intermittent codes can be identified by the letter "H" preceding the code. If a history/intermittent code is
set, fault may be intermittent or the system for which the code is set may not be currently operating.

All ECM codes will be displayed as history by CCM whether they are current or not. Even though conditions
may exist for setting these codes, codes cannot set as current because code-testing procedures vary from code-
setting criteria. If code is displayed as history and malfunction cannot be determined, clear codes and operate
system for previously set code. If code resets, condition is present and code can be considered current.

History/intermittent codes will clear from CCM memory if fault does not repeat for 100 ignition cycles.
Intermittent failures may be caused by problems with electrical circuit. If a visual inspection does not locate
problem, vehicle may be driven with a DVOM attached to suspect circuit. Abnormal voltage or resistance
readings when problem occurs may indicate problem is within that circuit.

RESETTING "CHANGE OIL" INDICATOR

1. Turn ignition ON with engine off. Ensure Assembly Line Diagnostic Link (ALDL) connector terminal G
is not grounded.See Fig. 20 .
2. Press ENG/MET button and release, then within 5 seconds press ENG/MET button again.
3. Within 5 seconds of pressing ENG/MET button for second time, press and hold RANGE button. Change
Oil indicator should begin to flash.
 4. Hold RANGE button until indicator stops flashing. Indicator is now reset. Turn ignition OFF and repeat
procedure if indicator fails to reset.

ENTERING & EXITING DIAGNOSTICS

Speedometer, odometer and trip monitor are used to display Central Control Module (CCM) information while
in diagnostic mode. Speedometer displays CCM and ECM Diagnostic Trouble Codes (DTCs). Odometer
displays CCM data. Trip monitor displays system being tested and test being performed. See Fig. 14 and Fig.
15 . Driver Information Center (DIC) buttons are used to transmit instructions to CCM while in diagnostic
mode. See Fig. 16 .

If a code-setting malfunction is present, "SYS" (SYSTEM ERROR) will flash on instrument cluster trip
monitor. SYS will flash 3 times every 15 seconds when a current code is set. If a Vehicle Anti-Theft System
(VATS) malfunction (DTCs 51-54) is set, SECURITY indicator will flash.

Fig. 14: Automatic Diagnostic Display Mode

Courtesy of GENERAL MOTORS CORP.
Fig. 15: Manual Diagnostic Display Mode
Courtesy of GENERAL MOTORS CORP.
Fig. 16: Identifying DIC Button Diagnostic Functions
Courtesy of GENERAL MOTORS CORP.
NOTE: Ensure A/C fuse is not blown. If fuse is blown, CCM will not receive IGN 3 power
and will not enter diagnostic mode.

Automatic Diagnostic Mode

1. To enter automatic diagnostic mode, ground terminal G of Assembly Line Diagnostic Link (ALDL)
connector. See Fig. 20 . Turn ignition switch to ON position. CCM will display codes and module
associated with code in an automatic code display sequence. CCM is module No. 1 and ECM is module
No. 4. See Fig. 14 .
2. During automatic display sequence each code is displayed for 3 seconds followed by a one second pause
before displaying next code. A 3 second pause separates code display for each module. After each module
code display, "--" will display on speedometer indicating end of display. If a communication problem
exists between CCM and ECM, speedometer will display "Err".
3. After all codes are displayed for all modules, trip monitor will display "1.0" and speedometer will be
blank. CCM has now entered manual diagnostic mode.

Manual Diagnostic Mode

1. To enter manual diagnostic mode, press any button on DIC during automatic diagnostic mode display.
Manual diagnostic mode will also be entered automatically after automatic diagnostic mode is complete.
2. Upon entry into mode, speedometer will be blank and trip monitor will display "1.0" indicating module
No. 1 (CCM) is awaiting further instruction. Press buttons on DIC to perform desired function. If the
beginning of a list of codes is arrived at by pressing either the ENG MET (next value) button or the
INST/AVER (previous value) button on DIC, speedometer will display "--". Speedometer will also
display "--" if no codes are present for module being checked. See Fig. 15 and Fig. 16 .

DISPLAYING CCM DTCS

Using Driver Information Center (DIC)

To display CCM DTCs, select display codes mode by pressing TRIP/ODO (next test) button on DIC until "1.1"
displays on trip monitor. Press ENG/MET (next value) button to display first code. Continue pressing
ENG/MET button to display additional CCM DTCs until "--" is displayed on speedometer. If CCM DTC C12 is
displayed, no CCM DTCs are stored. Press INST/AVER (previous value) button to go backward in list.
Speedometer will display "--" when top of code list is reached. See Fig. 16 .

Using Scan Tool

To display CCM DTCs, connect scan tool to Assembly Line Diagnostic Link (ALDL) connector and follow
menu prompts. Current (last test failed) DTCs will be displayed on scan tool when test mode for current DTCs
is entered. History DTCs will be displayed on scan tool when test mode for history DTCs is entered. Refer to
scan tool operator's manual for further information on scan tool usage.

CCM DTC DEFINITION

CCM DTC DEFINITION

Code No. (1) Circuit Affected
12 On-Board Diagnostics Operational, No Codes
13 DIC Switches Open Or Shorted To Battery
14 DIC Switches Shorted To Ground
21 Horn Relay Coil Shorted To Battery Or CCM
Driver Open
22 Rear Defogger Relay Coil Shorted To Battery Or
CCM Driver Open
24 Courtesy Light Relay Coil Shorted To Battery Or
CCM Driver Open
25 Courtesy Light Relay Coil Circuit Open Or Shorted
To Ground
26 LCD Blanking Control Circuit Shorted To Battery
Or CCM Driver Open
27 LCD Blanking Control Circuit Open Or Shorted To
Ground
31 LCD Data Circuit Shorted To Battery Or CCM
Driver Open
32 LCD Data Circuit Open Or Shorted To Ground
33 Data Clock Circuit Shorted To Battery Or CCM
Driver Open
34 Data Clock Circuit Open Or Shorted To Ground
35 Data Strobe Circuit Shorted To Battery Or CCM
Driver Open
36 Data Strobe Circuit Open Or Shorted To Ground
37 "M" Clock Circuit Shorted To Battery Or CCM
Driver Open
38 "M" Clock Circuit Open Or Shorted To Ground
41 Loss Of ECM Serial Data Communications
51 VATS (PASS-Key) Invalid Key Detection
52 VATS (PASS-Key) Key Detection Circuit Shorted
53 VATS (PASS-Key) Key Detection Circuit Open Or
Shorted To Battery
54 VATS (PASS-Key) Fuel Enable Failure
61 VATS (PASS-Key) Key No. 1 Programming
Resistance Out Of Range
62 VATS (PASS-Key) Key No. 2 Programming
Resistance High
63 VATS (PASS-Key) Key No. 2 Programming
Resistance Low
64 VATS (PASS-Key) Key No. 3 Programming
Resistance Low
65 VATS (PASS-Key) Key No. 3 Programming
 Resistance Low
71 LCD Dimming Output Circuit Shorted To Battery
Or CCM Driver Open
72 LCD Dimming Output Circuit Open Or Shorted To
Ground
73 LED Display Dimming Output Circuit Shorted To
Battery Or CCM Driver Open
74 LED Display Dimming Output Circuit Open Or
Shorted To Ground
(1) For diagnostic procedures, see TESTING in GAUGES & INSTRUMENT PANEL article.

CLEARING DTCS

To clear codes, ground terminal G of Assembly Line Diagnostic Link (ALDL) connector. See Fig. 20 . Turn
ignition switch to ON position. Press TRIP/ODO (next test) button on DIC until "1.7" displays on trip monitor.
Press ENG/MET (next value) button and hold until "--" is displayed on speedometer. CCM DTCs should now
be cleared. Turn ignition OFF and back ON to check if DTCs reset. Remove ground from ALDL connector.

CCM FUNCTIONS

In addition to displaying CCM DTCs, CCM is capable of displaying the status of its inputs and data values.
CCM is also capable of cycling outputs on and off. CCM functions are accessible through the Driver
Information Center (DIC). CCM functions may be referenced in CCM diagnostic testing and may assist in the
diagnosis of non-code setting problems without extensive diagnosis or disassembly of vehicle. Functions will be
displayed on trip monitors as follows:

1.0

Waiting For Instructions (CCM)

1.1

Display CCM DTCs

1.2

Display CCM Data

1.3

Display CCM Inputs Status

1.4

Cycle CCM Outputs

 1.7

Clear CCM DTCs

Displaying CCM Data

1. CCM can display data used to determine control decisions. Data may be useful in determining if a system
is properly operating and/or sending correct data to CCM.
2. To enter display CCM data function, press TRIP/ODO (next test) button on DIC until "1.2" displays on
trip monitor. Press ENG/MET (next value) button until identifying number for data value is displayed in
the first 2 digits of odometer. See CCM DATA IDENTIFICATION NUMBER table. Press
INST/AVER (previous value) button to go backward in the list.
3. Data value is displayed in the last 3 digits of odometer. Data values are different for each system data.
See CCM DATA IDENTIFICATION NUMBER table.

CCM DATA IDENTIFICATION NUMBER

Data ID No. Data (Value)
01 Fuel Level (Gallons, Tenths)
02 (1) Dimming Potentiometer (A/D Counts)
03 Ambient Light Sensor (A/D Counts)
04 (2) Rear Defogger Timer (Seconds)
05 Vehicle Speed (MPH)
06 VATS (PASS-Key) (Key A/D Counts)
07 Ignition Voltage (Volts, Tenths)
08 Switched Battery Voltage (Volts, Tenths)
09 Cluster Incandescent Light Dimming PWM (0-100%)
10 Cluster LCD Backlight Lights Dimming PWM (0-100%)
11 Radio & Climate Control LCD Dimming PWM (0-100%)
12 LED Dimming PWM (0-100%)
13 Oil Monitor Effective Revolution (0-250, 100,000 Revolutions
Per Count)
(1) Headlights or parking lights must be on.

(2) Engine must be running.

Displaying CCM Input Status

1. Display of CCM input status is used to determine if CCM is monitoring proper system operation.
2. To enter display CCM input status function, press TRIP/ODO (next test) button on DIC until "1.3"
displays on trip monitor. Press ENG/MET (next value) button until identifying number for input status is
displayed in the first 2 digits of odometer. See CCM INPUT IDENTIFICATION NUMBER table.
Press INST/AVER (previous value) button to go backward in the list.
3. Input status is displayed in the last 3 digits of odometer. Input status will display as "1" (on) or "0" (off).
Display will constantly move to the left one digit at a time. First 2 digits in odometer indicate last 2 states
 of selected input. Third digit indicates current state of input. For example, "101" when in door ajar status
indicates door was open, closed, then opened again.
4. If input status does not change during testing, a "1" indicates a possible short or faulty switch, and a "0"
indicates a possible open or faulty switch. Exceptions to this are input status 01, 02 and 06 which should
not change and cannot be changed during diagnostics.

CCM INPUT IDENTIFICATION NUMBER

Input ID No. Input (Status "1")
01 VATS (PASS-Key) Fuel (Enabled)
02 (1) English/Metric Status (Metric)
03 Door Key Switch (On)
04 Right Door Ajar (Open)
05 Left Door Ajar (Open)
06 (2) Key In Ignition (Closed)
07 Hatch Ajar (Open)
08 Power Door Unlock (Yes)
09 Power Door Lock (Yes)
10 Parking Lights (On)
11 (3) Rear Defogger Input (On)
12 (4) Seat Belt Switch (Buckled)
13 (5) High Beam Switch Input (On)
(1) English/metric status must be selected while in normal mode (before entering diagnostic mode).

(2) Key in ignition status is closed only if a key is present in ignition switch with switch in OFF or ACC
position. If input displays "1", a malfunction must be present in switch or circuits. CCM should not
detect a key with ignition switch in RUN position (position when in diagnostic mode).
(3) Engine must be running. If equipped with electronic air conditioning system, rear defogger switch
sends a short (90 millisecond) pulse when depressed. CCM may not detect pulse first time, press rear
defogger switch several times.
(4) Driver's seat belt only.

(5) Headlights must be on.

Cycling CCM Outputs

1. Cycling CCM outputs on and off is used to determine if circuits and components are properly operating.
2. To enter cycling CCM outputs function, press TRIP/ODO (next test) button on DIC until "1.4" displays
on trip monitor. Press ENG/MET (next value) button until identifying number for component to be cycled
is displayed in the first 2 digits of odometer. See CCM OUTPUT IDENTIFICATION NUMBER table.
Press INST/AVER (previous value) button to go backward in the list.
3. Output status cycling is displayed in the last digit of odometer. Output status will display as "1" (on) or
"0" (off). Output will cycle between on and off every 3 seconds.
CCM OUTPUT IDENTIFICATION NUMBER
Output ID No. Output
01 Change Oil Indicator
02 (1) Check Gauges Indicator
03 Fasten Seat Belt Indicator
04 Security Light Indicator
05 High Beam Indicator Dim
06 Chime No. 0
07 Chime No. 1
08 LCD Blanking Control
09 Horn Relay
10 Rear Defogger Relay
11 Courtesy Light Relay
12 Not Used
13 (2) Start Enable Relay
(1) Engine must be running for indicator to cycle. Indicator will illuminate without engine running
because gauges this indicator monitors will be out of correct range.
(2) Start Enable relay output will only be cycled if proper VATS (PASS-Key) is in ignition, or if VATS
(PASS-Key) is unprogrammed.

DIAGNOSING & REPAIRING CCM DTCS

NOTE: Before performing any diagnostic tests, ensure CCM is properly

communicating. Also check CCM fuses, CCM power and ground connections,
and CCM power and ground circuits for possible faults.

NOTE: For diagnostic procedures, see TESTING in GAUGES & INSTRUMENT

PANELarticle.

SYSTEM TESTS
TEST A: CENTRAL CONTROL MODULE APPEARS COMPLETELY INOPERATIVE

For diagnostic procedures, refer to flowchart. See Fig. 17 .

Fig. 17: Test A: Central Control Module Appears Completely Inoperative Diagnostic Flowchart
Courtesy of GENERAL MOTORS CORP.

TEST B: CENTRAL CONTROL MODULE WILL NOT ENTER DIAGNOSTIC MODE

For diagnostic procedures, refer to flowchart. See Fig. 18 .

Fig. 18: Test B: Central Control Module Will Not Enter Diagnostic Mode Diagnostic Flowchart
Courtesy of GENERAL MOTORS CORP.

REMOVAL & INSTALLATION

CENTRAL CONTROL MODULE (CCM)

NOTE: Before replacing CCM due to VATS (PASS-Key) failure, ensure VATS (PASS-
Key) resistor contacts are clean and free of contaminants and any obstruction.

Removal

Disconnect negative battery cable. Remove instrument panel left lower trim panel. Open console side trim panel
access door. Remove left side knee bolster and knee bolster inner bracket. See Fig. 19 . Remove relay from
multi use relay bracket and position aside. Remove power window express-down module. Slide CCM to the left
and tilt up to gain access to electrical connector. Disconnect CCM harness connectors. Slide CCM further to left
and tilt down 45 degrees for removal. Remove CCM from vehicle.

NOTE: If replacing CCM with NEW CCM, program NEW CCM with VATS (PASS-Key)
ignition key code. See PROGRAMMING in ANTI-THEFT article. Also, EEPROM
contained within NEW CCM must be programmed. See CCM
PROGRAMMING/EEPROM DOWNLOAD .

Installation

1. Tilt CCM up 45 degrees and slide into opening. Tilt CCM in opposite direction to gain access to electrical
connectors. Reconnect CCM harness connectors. Slide CCM to the right and align into holes in right side
knee bolster inner bracket. See Fig. 19 .
2. Install CCM bracket on CCM. Install power window express-down module. Install left side knee bolster
inner bracket and knee bolster. Install relay in multi use relay bracket. Close and secure console side trim
panel access door. Install instrument panel left lower trim panel. Reconnect negative battery cable.

Fig. 19: Removal & Installation Of CCM (Corvette)

Courtesy of GENERAL MOTORS CORP.

CCM PROGRAMMING/EEPROM DOWNLOAD

When CCM is replaced with a NEW CCM, EEPROM in NEW CCM must be programmed with vehicle
information (options, odometer mileage, etc.). DO NOT drive vehicle more than 100 miles after installing NEW
CCM without first programming EEPROM. If vehicle is driven 100 miles without first programming EEPROM,
odometer mileage information will not download into EEPROM.

Interior light timer operation will be set to only 10 seconds until odometer mileage information is downloaded,
vehicle is driven 16 or more miles, or TECH 1 or TECH II is used to communicate with any vehicle system.
Interior light operation will be normal after any of the listed conditions are met.

To program EEPROM, refer to TECH 1 or TECH II scan tool instruction manual.

CONNECTOR IDENTIFICATION

Fig. 20: Identifying ALDL Connector Terminals

Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAM
Fig. 21: Central Control Module (CCM) Overview Wiring Diagram - 1990 Corvette
Fig. 22: CCM Wiring Diagram - 1990 Corvette (1 Of 6)
Courtesy of GENERAL MOTORS CORP.
Fig. 23: CCM Wiring Diagram - 1990 Corvette (2 Of 6)
Courtesy of GENERAL MOTORS CORP.
Fig. 24: CCM Wiring Diagram - 1990 Corvette (3 Of 6)
Courtesy of GENERAL MOTORS CORP.
Fig. 25: CCM Wiring Diagram - 1990 Corvette (4 Of 6)
Courtesy of GENERAL MOTORS CORP.
Fig. 26: CCM Wiring Diagram - 1990 Corvette (5 Of 6)
Courtesy of GENERAL MOTORS CORP.
Fig. 27: CCM Wiring Diagram - 1990 Corvette (6 Of 6)
Courtesy of GENERAL MOTORS CORP.
 CLUTCH

Clutch Hydraulic

DESCRIPTION
All models use a single plate clutch disc, a diaphragm spring-type pressure plate and a permanently lubricated
clutch release bearing. Clutch release system is hydraulically operated, consisting of a clutch pedal, clutch
master cylinder, clutch slave cylinder and clutch release fork.

The hydraulic clutch system provides automatic clutch release adjustment.

ADJUSTMENT PRECAUTION

NOTE: DO NOT use mineral or paraffin base oil in clutch hydraulic system. These
fluids will damage rubber parts in cylinders.

SLAVE CYLINDER PUSH ROD TRAVEL ADJUSTMENT

1. Raise and support vehicle. Measure slave cylinder push rod travel as clutch pedal is depressed. See
SLAVE CYLINDER PUSH ROD TRAVEL SPECIFICATIONS chart for minimum travel allowed.
2. If push rod travel distance is not correct, check master cylinder fluid reservoir level. If fluid level is low,
check hydraulic system components for leakage. Manufacturer recommends replacing master cylinder
and slave cylinder if excessive leakage is evident.

SLAVE CYLINDER PUSH ROD TRAVEL SPECIFICATIONS

Application Minimum Travel - In. (mm)
Camaro & Firebird .57 (14.5)
Corvette (1)

All Other Models .43 (10.9)

(1) Information not available from manufacturer.

PEDAL FREE PLAY ADJUSTMENT

No manual adjustment is required.

HYDRAULIC SYSTEM BLEEDING

NOTE: The hydraulic system on VIN G vehicles is a complete unit that has been bled of
air and filled with fluid. Individual components are not available separately. On
VIN A and VIN T vehicles the slave and master cylinder are connected by a
quick disconnect fitting and can be serviced separately. Individual units are
also prefilled and bled of air.
 1. Remove slave cylinder from transaxle, loosen master cylinder mounting nuts to end of studs, remove
reservoir cap and diaphragm. Depress slave cylinder pushrod approximately 0.787 In. (20.0 mm) and hold
while reinstalling diaphragm an cap on reservoir. Release slave cylinder pushrod. Hold slave cylinder
vertically with pushrod down, repeatedly depress pushrod with short 0.390 In. (10.0 mm) strokes until air
bubbles are no longer visible in reservoir.
2. Reinstall slave cylinder on transaxle, tighten master cylinder mounting nuts and fill reservoir with fluid to
be level with step. Check system by starting engine, pushing clutch to floor, wait 10 seconds then shift
into reverse. If gears do not engage smoothly, system may still contain air, repeat bleeding procedure.

REMOVAL & INSTALLATION

CLUTCH

CAUTION: On all models, clutch master cylinder push rod must be removed from
clutch pedal prior to service requiring slave cylinder removal. If push rod
is not removed, permanent slave cylinder damage will result.

Removal (Beretta, Cavalier, Corsica & Sunbird)

1. Disconnect negative battery cable. Drain cooling system.Disconnect heater core. Install Engine Holding
Fixture (J-28467-A) and raise engine enough to take weight off engine mounts. See Fig. 1 .
 Fig. 1: Installing Engine Support Fixture
Courtesy of GENERAL MOTORS CORP.

2. Remove left sound insulator. Disconnect clutch master cylinder push rod from clutch pedal. Remove air
cleaner and air intake duct assembly. Remove clutch slave cylinder from transaxle and support out of
work area.
3. Remove transaxle mounting through bolt. Raise vehicle. Remove exhaust crossover bolts at right exhaust
manifold. Lower vehicle. Disconnect left exhaust manifold.
4. Disconnect transaxle mount bracket and shift cables. Remove upper transaxle-to-engine bolts. See Fig. 2 .
Raise vehicle. Remove left front tire and wheel. Remove left front inner splash shield. Remove transaxle
strut and bracket.
 Fig. 2: Engine-to-Transaxle Retaining Bolt Locations
Courtesy of GENERAL MOTORS CORP.

5. Drain transaxle. Remove clutch housing cover bolts. Disconnect vehicle speed sensor connector.
Disconnect stabilizer shaft at left suspension support and control arm. Remove left suspension support
attaching bolts and swing aside. Remove left drive axle from transaxle.

NOTE: Drive Axle Boot Protector (J-34754) should be modified and installed on
drive axle prior to service procedures on or near drive axle. Failure to
observe this can result in boot damage and possible joint failure.

6. Remove intermediate shaft housing bolts. Slide intermediate shaft housing away from transaxle. Pry
intermediate shaft from transaxle. Secure transaxle to a transmission jack.
7. Remove remaining transaxle-to-engine bolts. Remove transaxle by sliding it away from engine and
carefully lowering jack while guiding intermediate shaft out of transaxle.
8. Index mark pressure plate to flywheel for reassembly reference. Using a crisscross sequence, loosen
attaching bolts one turn at a time until pressure plate spring tension is relieved. Remove clutch disc and
pressure plate. See Fig. 3 .
Fig. 3: Exploded View of FWD Clutch Assembly
Courtesy of GENERAL MOTORS CORP.

Installation

1. Position clutch disc and pressure plate onto flywheel. Install clutch disc with damper springs toward
transaxle. Stamped letters identify "Flywheel Side". Using clutch aligner, center clutch disc.
2. Using a crisscross sequence, install and tighten pressure plate-to-flywheel attaching bolts evenly and
gradually. Lightly lubricate fork ends and pack I.D. recess of release bearing with grease.
3. Ensure bearing pads are located on fork ends and spring ends are in fork holes with spring completely
seated in bearing groove.

NOTE: Clutch lever must not move toward flywheel until transaxle is mounted to
engine or damage to transaxle will occur.

4. To complete installation, reverse removal procedure. Torque all bolts to specification.

Removal (Camaro & Firebird)

1. Disconnect negative battery cable. Remove shift lever boot attaching screws. Slide boot up lever and
remove lever from transmission. Raise and support vehicle.
2. Remove rear suspension torque arm. Index mark and remove drive shaft from vehicle. Disconnect
speedometer cable and remove transmission mount attaching bolts. Remove catalytic converter hanger.
 Remove crossmember attaching bolts and remove crossmember.
3. Remove dust cover. Remove transmission-to-bellhousing bolts and remove transmission. Remove slave
cylinder heat shield and slave cylinder. Remove bellhousing from engine. Index mark pressure plate-to-
flywheel for reassembly reference.
4. Using a crisscross sequence, loosen attaching bolts one turn at a time until pressure plate spring pressure
is relieved. Remove clutch disc and pressure plate. See Fig. 4 .

Fig. 4: Exploded View of RWD Clutch Assembly

Courtesy of GENERAL MOTORS CORP.

Installation

1. Using index marks, position clutch disc and pressure plate onto flywheel. Clutch disc stamped letters
identify "Flywheel Side". Using clutch aligner, center clutch disc.
2. Using a crisscross sequence, tighten attaching bolts gradually and evenly. Remove clutch aligner and
lubricate fork fingers, ball socket, inside of release bearing collar and clutch fork groove with graphite
grease.
3. To complete installation, reverse removal procedure and torque all bolts to specification. Check system
for proper operation.

Removal (Corvette)
 1. Disconnect negative battery cable. Remove shift knob and reverse lock-out collar. Raise vehicle. Remove
complete exhaust system as an assembly. Remove exhaust hanger from transmission.
2. Support transmission with jack. Remove front crossover hanger from transmission. Mark drive shaft-to-
axle companion flange relationship. Remove drive shaft. Remove driveline beam bolts and remove
driveline beam.
3. Disconnect all electrical connections at transmission. Support engine and lower transmission. Remove
transmission-to-bellhousing bolts. Remove transmission.
4. Remove slave cylinder attaching bolts and remove bellhousing. Mark pressure plate and flywheel for
reassembly reference. Using a crisscross sequence, loosen pressure plate attaching bolts one turn at a time
until spring pressure is released. Remove pressure plate and clutch disc. See Fig. 4 .

NOTE: If flywheel is damaged, it should be replaced rather than resurfaced.

Installation

1. Position clutch disc with damper springs toward transmission and side marked "Flywheel Side" toward
flywheel. Use clutch aligner to support and center clutch disc.
2. Position pressure plate on flywheel. Using a crisscross sequence, tighten pressure plate attaching bolts
gradually and evenly to prevent distortion. Remove clutch aligner. Apply a light coat of graphite grease to
ball socket, fork fingers at release bearing end, inside of release bearing collar and clutch fork groove.
3. To complete installation, reverse removal procedure. Torque all bolts to specification. Check system for
proper operation.

CAUTION: DO NOT overtighten bolts attaching driveline beam to transmission.

Overtightening can damage bushing and seal in overdrive unit and result
in fluid leakage. Inadequate fluid level will damage transmission.

Removal (Cutlass Calais & Grand Am)

1. Disconnect negative battery cable. Drain cooling system. Using Hose Clamp Tool (J-37097), disconnect
heater core. Install Engine Support Fixture (J-2846-A) and raise engine to take pressure off engine
mounts. See Fig. 5 .
 Fig. 5: Installing Engine Support Fixture
Courtesy of GENERAL MOTORS CORP.

2. Remove left instrument panel sound insulator. Disconnect clutch slave cylinder and set aside. Remove
power steering pump and brackets and set aside. Disconnect shift cables. Remove 2 transaxle mount
bracket upper bolts from transaxle.
3. Remove upper transaxle-to-engine bolts. See Fig. 6 . Raise vehicle. Remove front tire and wheel
assemblies. Remove left inner splash shield. Drain transaxle. Disconnect speedometer connection at
transaxle. Disconnect radiator outlet pipe (water pump inlet) from transaxle.
 Fig. 6: Engine-to-Transaxle Retaining Bolt Locations
Courtesy of GENERAL MOTORS CORP.

4. Remove engine mount crossmember retaining nuts from left suspension support. Disconnect stabilizer
shaft from left suspension support attaching bolts. Swing stabilizer shaft aside and support with wire.
Disconnect left drive axle from transaxle and position aside.

NOTE: Drive axle boot protector (J-34754) should be modified and installed on
drive axle prior to service procedures on or near drive axle. Failure to
observe this can result in boot damage and possible joint failure.

5. Remove lower transaxle mounting bracket bolt. Remove transaxle mount through bolt. Disconnect rear
engine mounting bracket from engine block.
6. Disconnect stabilizer bar from right control arm. Separate ball joint from strut assembly. Disengage right
drive axle from intermediate shaft and position aside. Disconnect remaining intermediate shaft-to-engine
block retainer.
7. Remove intermediate shaft. Remove 2 flywheel housing covers. Install transmission jack. Disconnect
transaxle ground strap. Remove remaining transaxle mounting spacer and stud. Remove transaxle.
8. Index mark pressure plate to flywheel for reassembly reference. Using a crisscross sequence, loosen
attaching bolts one turn at a time until pressure plate spring tension is relieved. Remove clutch disc and
 pressure plate. See Fig. 7 .

Fig. 7: Exploded View of FWD Clutch Assembly

Courtesy of GENERAL MOTORS CORP.

Installation

1. Position clutch disc and pressure plate onto flywheel. Install clutch disc with damper springs toward
transaxle. Stamped letters identify clutch disc "Flywheel Side". Using clutch aligner, center clutch disc.
2. Using a crisscross sequence, install and tighten pressure plate-to-flywheel attaching bolts evenly and
gradually. Lightly lubricate fork ends and pack I.D. recess of release bearing with grease.
3. Ensure bearing pads are located on fork ends and spring ends are in fork holes with spring completely
seated in bearing groove.

NOTE: Clutch lever must not move toward flywheel until transaxle is mounted to
engine or damage to transaxle will occur.

4. To complete installation, reverse removal procedure. Tighten all bolts to specification.

Removal (Cutlass Supreme, Grand Prix & Lumina)

1. Disconnect negative battery cable. Install Engine Holding Fixture (J-28467-A) and Support (J-36462).
See Fig. 8 . Remove air cleaner housing and intake tube. Remove slave cylinder from transaxle.
 Fig. 8: Installing Engine Support Fixture
Courtesy of GENERAL MOTORS CORP.

2. Disconnect electrical connector at speedometer signal assembly. Remove nut and retaining clamp
securing shift cables-to-transaxle. Remove nuts from shift cable ball studs and transaxle levers.
3. Disconnect exhaust crossover pipe at left exhaust manifold. Remove EGR tube from crossover pipe.
Remove crossover-to-exhaust pipe bolts. Loosen crossover-to-right exhaust manifold clamp.
4. Swing crossover pipe upward to gain clearance for top transaxle bolts. Remove upper transaxle mounting
bolts and upper transaxle mounting studs. See Fig. 9 . Leave one lower engine-to-transaxle mounting stud
and one lower engine-to-transaxle mounting bolt attached.
 Fig. 9: Engine-to-Transaxle Retaining Bolt Locations
Courtesy of GENERAL MOTORS CORP.

5. Disconnect connection at back-up light switch. Raise vehicle. Drain transaxle. Remove 4 clutch housing
cover retaining screws. Remove front wheel and tire assemblies. Remove right and left wheelwell splash
shields.
6. Remove power steering cooler lines from frame. Remove power steering rack and pinion heat shield.
Remove power steering rack and pinion from frame. Remove right and left ball joints at steering knuckle.
7. Remove transaxle mount upper retaining bolts. Remove engine mount lower retaining nuts. Remove
frame retaining bolts. Remove crossmember from body frame. Remove right and left drive axles from
transaxle and support to vehicle body.
8. Remove starter assembly and support to body. Securely attach transaxle case to transmission jack.
Remove remaining engine-to-transaxle mounting bolt and stud. Remove transaxle assembly.
9. Index mark pressure plate to flywheel for reassembly reference. Using a crisscross sequence. Loosen
attaching bolts one turn at a time until pressure plate spring tension is relieved. Remove clutch disc and
pressure plate. See Fig. 10 .
Fig. 10: Exploded View of FWD Clutch Assembly
Courtesy of GENERAL MOTORS CORP.

Installation

1. Position clutch disc and pressure plate onto flywheel. Install clutch disc with damper springs toward
transaxle. Stamped letters identify "Flywheel Side". Using clutch aligner, center clutch disc.
2. Using a crisscross sequence, install and tighten pressure plate-to-flywheel attaching bolts evenly and
gradually. Lightly lubricate fork ends and pack I.D. recess of release bearing with grease.
3. Ensure bearing pads are located on fork ends and spring ends are in fork holes with spring completely
seated in bearing groove.
4. To complete installation, reverse removal procedure. Tighten all bolts to specification.

NOTE: Clutch lever must not move toward flywheel until transaxle is mounted to
engine or damage to transaxle will occur.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Flywheel-to-Crankshaft Bolts
Camaro & Firebird
 V6 Engine 50 (68)
V8 Engine 74 (100)
Corvette 74 (100)
All Other Models 52 (70)
Pressure Plate-to-Flywheel Bolts
Camaro
V6 Engine 15 (20)
V8 Engine 30 (40)
Corvette 30 (40)
All Other Models 16 (21)
Transaxle-to-Engine Block (Bolts & Nuts) 55 (75)
Transmission-to-Bellhousing Bolts
Camaro & Firebird 15 (20)
Corvette 37 (50)
Transmission-to-Engine Block Bolts
Camaro & Firebird
V6 Engine 55 (75)
V8 Engine 68 (92)
Corvette 37 (50)
 COOLING SYSTEM SPECIFICATIONS

ENGINE COOLING General Motors Corp. Cooling System Specifications

DESCRIPTION
THERMOSTAT

Most thermostats are thermal wax pellet type. As coolant temperatures rise, the wax begins to expand. This
expansion overcomes spring tension, allowing the thermostat to open. Some thermostats also have a bleed hole
to allow a small amount of circulation and help eliminate air locks.

PRESSURE CAP

Modern cooling systems use a closed system type cap. This system allows for coolant expansion during engine
operation. As coolant expands and builds pressure, some coolant is permitted to bleed past the cap into the
overflow tank. When the engine cools and coolant contracts, the cap allows coolant in the overflow tank to
siphon back into the system.

The pressure cap also increases pressure in the cooling system. The increased pressure raises the boiling point.
One pound of pressure raises the boiling point approximately 10°F.

COOLANT MIXTURE

Engine coolant must be mixed with water to a specified percentage. A 100 percent coolant mixture could cause
system overheating or premature system failure. The percentage of coolant to water can vary depending on
climate condition, but a 50/50 mixture is a standard percentage.

MAINTENANCE

Periodic maintenance is necessary for extended cooling system and engine life. Because engine and cooling
systems are made of different metals, electrolysis begins to destroy the metals. Changing the coolant at
scheduled maintenance periods reduces electrolysis and removes sediment. Replace coolant every 24 months or
30,000 miles.

NOTE: Approximate capacity figures are listed. Capacities may slightly vary.

COOLING SYSTEM SPECIFICATIONS

Application Specification
Coolant Capacity
"A" Body
2.5L 9.9 Qts. 9.6L
3.1L 13.0 Qts. (12.3L)
3.3L 12.9 Qts. (12.2L)
"B" Body
 5.0L (VIN E) (1) 18.0 Qts. 17.0L)
5.0L (VIN Y) (1) 15.2 Qts. (14.4L)
5.7L 16.5 Qts. (15.6L)
"C" Body
3.8L 13.0 Qts. (12.3L)
4.5L 13.2 Qts. (12.5L)
"D" Body
5.0L 15.2 Qts. (14.4L)
5.7L 16.5 Qts. (15.6L)
"E" Body
3.8L 13.0 Qts. (12.3L)
4.5L 13.2 Qts. (12.5L)
"F" Body
3.1L 13.0 Qts. (12.3L)
5.0L (VIN E & F) 18.0 Qts. (17.0L)
5.7L 16.5 Qts. (15.6L)
"H" Body
3.8L 13.0 Qts. (12.3L)
"J" Body
2.0L (VIN K & M) 8.5 Qts. (8.0L)
2.2L 8.5 Qts. (8.0L)
3.1L 13.0 Qts. (12.3L)
"K" Body
4.5L 13.2 Qts. (12.5L)
"L" Body
2.2L 8.5 Qts. (8.0L)
2.3L 8.0 Qts. (7.6L)
3.1L 13.0 Qts. (12.3L)
"N" Body
2.3L (VIN A) (1) 8.0 Qts. (7.6L)
2.3L (VIN D) (1) 9.2 Qts. (8.7L)
2.5L 7.8 Qts. (7.4L)
3.3L 12.9 Qts. (12.2L)
"W" Body
2.3L (VIN A) (1) 8.0 Qts. (7.6L)
2.3L (VIN D) (1) 9.2 Qts. (8.7L)
2.5L 9.9 Qts. (9.4L)
3.1L (VIN T & V) 13.0 Qts. (12.3L)
"Y" Body
5.7L 16.5 Qts. (15.6L)
Pressure Cap 15 psi
Thermostat 195°F (91°C)
(1) Refers to VIN engine code.

GENERAL MOTORS PASSENGER CAR DESIGNATIONS

Body Designation Model
"A" Body Celebrity, Century, Cutlass Ciera, Cutlass Cruiser Wagon,
6000
"B" Body Caprice, Custom Cruiser, Estate Wagon
"C" Body DeVille, Electra, Fleetwood, Ninety-Eight, Park Avenue,
Touring Sedan
"D" Body Brougham
"E" Body Eldorado, Reatta, Riviera, Toronado, Trofeo
"F" Body Camaro, Firebird
"H" Body Bonneville, Delta 88, LeSabre
"J" Body Cavalier, Sunbird
"K" Body Seville
"L" Body Beretta, Corsica
"N" Body Cutlass Calais, Grand Am, Skylark
"W" Body Cutlass Supreme, Grand Prix, Lumina, Regal
"Y" Body Corvette

DRAINING AND FILLING COOLING SYSTEM

CAUTION: To avoid being burned by hot water and steam, do not remove the radiator
cap while the engine is at normal operating temperature. The cooling
system will release scalding fluid and steam under pressure if the cap is
removed while the engine and radiator are still hot.

1. Remove the radiator cap while the engine is cool. To remove the radiator cap do the following:
Rotate cap counterclockwise to detent, do not press down while rotating.
Ensure that there is no residual pressure in the cooling system.
After all pressure is relived from the cooling system, press down on the cap while continuing to
rotate counterclockwise.
2. Open radiator drain valve and air bleed vent on thermostat housing and bypass pipe. Allow system to
drain completely, then close the radiator drain valve tightly.
3. Remove coolant recovery reservoir with clean water, drain and reinstall. Fill the cooling system through
the radiator neck until full. Close all bleed vents tightly and install radiator cap.
 DEFOGGER - REAR WINDOW

ACCESSORIES & SAFETY EQUIPMENT General Motors Defoggers - Rear Window

DESCRIPTION & OPERATION

DESCRIPTION

The heated rear window defogger uses a heating grid baked to the inside of the rear window. Window heat is
controlled by a control switch and a timer/relay. The timer/relay is located in the accessory relay panel. When
defogger is operating, indicator light will glow to show system is on. Current feed to defogger is through a
circuit breaker and power to control switch is through a fuse in the fuse block.

OPERATION

Voltage is applied to the rear defogger through the defogger relay. With the ignition switch in RUN position,
voltage is applied to one side of defogger relay coil. When rear defogger ON/OFF switch is activated, a ground
signal is sent from heater-A/C control to the Central Control Module (CCM). Upon receiving this ground signal,
and only if the engine is running, the CCM then energizes the defogger relay by grounding the other side of the
defogger relay coil. When energized, the normally open contacts in the defogger relay close, applying voltage to
heat the rear defogger. The CCM will energize the defogger relay for 10 minutes during the first activation of
the rear defogger after ignition on, engine running, and for 5 minutes each additional activation. This timing
process will reset at each ignition cycle.

TROUBLE SHOOTING
Before performing system test, check the following:

Check the SEATS circuit breaker by operating seats and power door locks.
Check body fuse by operating courtesy lights.
Check ignition fuse by operating back-up lights.
Check fuse to gauges by observing fuel gauge operation. If components appear to be in good condition,
proceed to GRID TEST , SYSTEM TEST, and the appropriate component (CHARTS 1-6).

TESTING
GRID TEST

1. Start engine and turn rear defogger control switch on. Using a test light connected to ground, lightly touch
each grid line. If test light shows full brilliance at both ends of all grid lines, check for loose ground wire.
Test light brilliance will gradually change as test light probe is moved from left bus bar to right bus bar.
2. Contact each grid line a few inches on either side of glass center line to eliminate the possibility of
missing a break in grid line. If a problem on a grid line is detected, place test light probe on that grid line
at left bus bar and move probe toward right bus bar until light goes out. This will indicate a break in
continuity of grid line. See Fig. 1 .
Fig. 1: Grid Brilliance Test Patterns
Courtesy of GENERAL MOTORS CORP.
SYSTEM TEST

Voltage is applied to rear defogger and heated mirror grids through defogger relay. With ignition switch in
RUN position, voltage is applied to one side of defogger relay coil. When the rear defogger ON/OFF switch is
activated, a ground signal is sent from heater-A/C control head (manual A/C) or from heater-A/C programmer
(electronic A/C) to the Central Control Module (CCM). Upon receiving this ground signal, and only if the
engine is running, the CCM then energizes defogger relay by grounding the other side of defogger relay coil.
When energized, the normally open contacts in defogger relay close, applying voltage to defogger grid. CCM
will energize defogger relay for 10 minutes during the first activation and for 5 minutes each additional
activation. This timing process will reset at each ignition cycle.

REAR DEFOGGER TEST

Ensure engine is running when trying to activate rear defogger and heated mirrors. Check for open defogger
circuit breaker or A/C fuse. If rear defogger works but heated mirrors do not, check for open heated mirror fuse.
If some of the grid lines do not heat, refer to GRID TEST in this article.

CHART 1 - DEFOGGER & INDICATOR INOPERATIVE (MANUAL A/C)

Rear Defogger, Heated Mirrors & Rear Defogger Indicator Inoperative - Models With Manual Air Condition

NOTE: See Fig. 2 and Fig. 3 .

Fig. 2: Flow Chart,(1 of 2) - Defogger, Heated Mirrors & Defogger Indicator Inoperative
Courtesy of GENERAL MOTORS CORP.
Fig. 3: Flow Chart,(2 of 2) - Defogger, Mirrors & Defogger Indicator Inoperative (Cont.)
Courtesy of GENERAL MOTORS CORP.

CHART 2 - DEFOGGER & INDICATOR INOPERATIVE (ELECT A/C)

Rear Defogger, Heated Mirrors & Rear Defogger Indicator Inoperative - Models With Electronic Air Conditioning

NOTE: See Fig. 4 and Fig. 5 .

Fig. 4: Flow Chart, (1 of 2) - Defogger, Mirrors & Defogger Indicator Inoperative (Cont.)
Courtesy of GENERAL MOTORS CORP.
Fig. 5: Flow Chart, (2 of 2) - Defogger, Mirrors & Defogger Indicator Inoperative (Cont.)
Courtesy of GENERAL MOTORS CORP.

CHART 3 - 1 OR 2 MIRRORS INOPERATIVE, REAR DEFOGGER OK

Fig. 6: Flow Chart - 1 Or 2 Mirrors Inoperative, Rear Defogger OK
Courtesy of GENERAL MOTORS CORP.

CHART 4 - REAR DEFOGGER INOPERATIVE, BOTH MIRRORS OK

Fig. 7: Flow Chart - Rear Defogger Inoperative, Both Mirrors OK
Courtesy of GENERAL MOTORS CORP.

CHART 5 - DEFOGGER & BOTH MIRRORS ALWAYS ON

Fig. 8: Flow Chart, (1 of 2) - Defogger & Both Mirrors Always On
Courtesy of GENERAL MOTORS CORP.
Fig. 9: Flow Chart, (2 of 2) - Defogger & Both Mirrors Always On (Cont.)
Courtesy of GENERAL MOTORS CORP.

CHART 6 - REAR DEFOGGER REQUEST OUTPUT TEST

Fig. 10: Flow Chart - Rear Defogger Output Request Test
Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAMS
Fig. 11: Defogger/Heated Mirrors Wiring Schematic (Electronic A/C)
Courtesy of GENERAL MOTORS CORP.
Fig. 12: Defogger/Heated Mirrors Wiring Schematic (Manual A/C)
Courtesy of GENERAL MOTORS CORP.
 DIFFERENTIAL

DRIVE AXLES General Motors Corp. Differentials

AXLE RATIO & IDENTIFICATION

Axle identification number is stamped on back of carrier. See Fig. 1 .

Fig. 1: Corvette Rear Axle Assembly Identification

Courtesy of GENERAL MOTORS CORP.

AXLE RATIO IDENTIFICATION

No. of Teeth Pinion/Ring
Axle Dia. Axle Ratio Gear
Model 36 (7 7/8") 2.59:1 17/44
Model 36 (7 7/8") 2.73:1 15/41
Model 36 (7 7/8") 3.07:1 14/43
Model 44 (8 1/2") 3.33:1 12/40
Model 44 (8 1/2") 3.54:1 13/46

DESCRIPTION
Corvette uses Dana Model 36 (7 7/8" ring gear) and Dana Model 44 (8 1/2" ring gear) rear axle carriers. The
Model 36 is used in vehicles with automatic transmissions and Model 44 is used in vehicles with manual
transmissions. Both differential carrier housings and cover beam are constructed of aluminum.

The axle is a semi-floating type. Internal carrier components incorporate hypoid gear set with a pinion
supported on 2 preloaded, tapered roller bearing assemblies and a 2-pinion differential assembly supported on
tapered roller bearings.
Pinion mounting distance, differential bearing preload and backlash adjustments are made with shims.
Differential side gears drive 2 splined yokes which are retained laterally by snap rings, located on yoke splined
end. Yokes are supported on caged needle bearings pressed into carrier.

REMOVAL & INSTALLATION

AXLE SHAFTS

Removal

1. Raise and support vehicle. Disconnect leaf spring and tie rod end from knuckle. Scribe an alignment mark
on camber adjusting cam and mounting bracket. Remove cam bolt.
2. Separate spindle support rod from mounting bracket at carrier. Remove axle shaft trunnion straps at
spindle and side gear yoke. Push out on wheel and tire assembly and remove axle shaft.

Installation

To install, reverse removal procedure. Align scribe mark on cam bolt with scribe mark on bracket. Check and
adjust rear suspension alignment as necessary.

AXLE BEARINGS

Differential carrier assembly must be removed to remove axle bearings and seals. See OVERHAUL .

REAR AXLE ASSEMBLY

Removal

1. Raise and support vehicle. Remove spare tire and spare tire cover. Remove upper and lower underbody
braces. Remove exhaust system assembly.

NOTE: Only the rear crossover pipe needs to be removed for access to
differential carrier and cover.

2. Disconnect leaf spring at knuckles and remove attaching bolts at cover. Remove leaf spring from vehicle.
Scribe an alignment mark on camber adjusting cam and mounting bracket. Remove cam bolts. Remove
mounting bracket from carrier. Disconnect tie rod ends from knuckles.
3. Remove axle shaft trunnion straps from side yoke shaft. Push wheel and tire assemblies outboard to
disengage trunnions from side yoke shaft. Mark relationship of drive shaft to companion flange. Remove
drive shaft trunnion straps at pinion flange.
4. Push drive shaft forward into transmission and tie shaft to support beam. Support transmission. Remove
differential support beam attaching bolts at frame brackets. Remove support beam attaching bolts at front
of differential carrier. Remove differential carrier assembly from vehicle.

Installation

To install, reverse removal procedure. Apply GM Sealant (P/N 9639067) to support beam and differential
carrier. Fill carrier with lubricant. Check and adjust rear suspension alignment.

Fig. 2: Exploded View of Corvette Rear Axle Assembly

Courtesy of GENERAL MOTORS CORP.

OVERHAUL
PREPARATION

1. Drain lubricant. Remove differential carrier assembly. See REAR AXLE ASSEMBLY under
REMOVAL & INSTALLATION. Bolt carrier to Holding Fixture (J-34162-A). Mount fixture to Base
Plate (J-3389-20). Remove snap rings that retain yoke shafts in carrier. Remove yoke shafts. Remove
bearing caps, noting assembly reference marks (matched letters on caps and carrier). Mark snap rings for
reassembly reference.

NOTE: Snap rings control yoke shaft end play. There are 7 snap rings sizes
available for Model 36 and 8 sizes for Model 44.

2. Mount Carrier Spreader (J-24385-01 and J-24385-20) onto carrier. Position a dial indicator onto spreader
to measure carrier spread. See Fig. 3 . Spread carrier a maximum of .010" (.25 mm). Remove dial
indicator from spreader and pry differential from carrier. Note location of bearing cups for reassembly
and remove bearing cups.
 Fig. 3: Carrier Spreading Arrangement
Courtesy of GENERAL MOTORS CORP.

3. Remove oil seal and bearing assembly using Bearing and Seal Remover (J-34171 on Model 36, or J-
35509 on Model 44), Driver Handle (J-8592) and hammer. Discard seal and bearing. Clean bearing and
seal bore with solvent.

DISASSEMBLY

Drive Pinion

1. Hold end yoke or flange with Holder (J-8614-01) and remove pinion nut and washer. Remove pinion
flange and tools. If pinion flange shows wear in seal contact area, it should be replaced.
2. Remove pinion by tapping with a plastic hammer. Catch pinion with your hand to prevent it from falling
and being damaged. Be sure to collect and keep together any shims from spline end of pinion that may
stick to outer bearing and fall.

NOTE: Inspect shims and replace with new ones if damaged. Shims are available
in thicknesses of .014-.030" (.36-.76 mm).

Pinion Bearings & Oil Seal

 1. Remove pinion oil seal with Puller (J-23129) and slide hammer. Discard seal and replace with new seal at
time of reassembly. Remove outer pinion bearing and spacer. Remove inner pinion bearing cup with
Remover (J-29358 on Model 36, or J-35501 on Model 44) and Driver (J-8592).
2. Turn nose of carrier down. Remove outer pinion bearing cup using Remover (J-29359 on Model 36, or J-
35502 on Model 44) and Driver (J-8592). Do not nick carrier bore. Remove inner pinion bearing with
Remover (J-34165 on Model 36, or J-8612-B on Model 44). See Fig. 4 .

Fig. 4: Removing Inner Pinion Bearing

Courtesy of GENERAL MOTORS CORP.

Differential Side Bearing

1. Remove differential bearings with Remover (J-34168 on Model 36, or J-34108 on Model 44) and Adapter
Plug (J-8107-2). See Fig. 5 .
 Fig. 5: Removing Differential Side Bearings
Courtesy of GENERAL MOTORS CORP.

2. Wire shims, bearing cup and bearing cone together, and identify from which side they were removed
(ring gear side or opposite side). Do not reuse bearing after removal. If shims are damaged, replace with
new ones at time of assembly. Shims are available in thicknesses of .003" (.08 mm), .005" (.13 mm),
.010" (.25 mm), and .030" (.76 mm).

Ring Gear

1. Place axle shaft into soft-jawed vise. Spline end of shaft is not to exceed 2.75" (69.85 mm) above top of
vise. This will prevent shaft from fully entering into side gear and causing interference with step plate
during disassembly of pinion gears. Ensure vise does not damage axle splines or machined surfaces.
2. Place shop towels over vise jaws to prevent any damage during removal of ring gear. Place differential on
axle shaft with ring gear bolt heads up. Remove ring gear bolts. Remove ring gear by tapping with plastic
hammer.
 NOTE: Do not reuse ring gear bolts.

Differential Case

1. Position differential case onto axle shaft. Remove retaining pin from cross pin with a punch. Use hammer
and punch to remove cross pin from case.
2. Assemble adapter plate into bottom side gear. Install Adapter Plate (J-34174) into top side gear. Thread
forcing screws into threaded adapter until centered in bottom adapter plate.
3. Tighten forcing screw until slightly tight. This will collapse dished spacers and allow a loose condition
between side gears and pinion gears. Remove both pinion gear spherical washers. Use .020" (.51 mm)
thick shim to push out spherical washers.
4. Relieve tension of dished spacers by loosening forcing screw. Adjust forcing screw slightly to allow case
to rotate. Assemble Turning Adapter (J-34501) onto Handle (J-8592). See Fig. 6 . Insert small O.D. end
of adapter into cross pin hole of case. Pull on handle and rotate case until pinion gears can be removed.
5. Remove gears. Hold top clutch pack with one hand and remove tools. Remove top side gear and clutch
pack. Note location of plates for reassembly.
6. Remove case from axle shaft. Turn case with flange or ring gear side up and allow adapter plate, side gear
and clutch pack to be removed from case. Remove retainer clips from both clutch packs to allow
separation of plates and discs. Keep stack of plates and discs exactly as they were removed.
 Fig. 6: Removing Gears From Differential Case
Courtesy of GENERAL MOTORS CORP.

REASSEMBLY

Differential Case

1. Lubricate thrust face of side gears, plates and discs with limited slip rear axle lube. Assemble plates and
discs in the same position as they were removed. Assemble retainer clips to ears of plates. Ensure both
clips are completely assembled onto ears of plates.
2. Assemble clutch pack and side gear into top side gear bore. Ensure clutch pack stays assembled to side
 gear splines and retainer clips are completely seated in case pockets. To prevent pack from falling out of
case, hold them in place by hand while repositioning case on bench.
3. Position Adapter Plate (J-34174) onto side gear. Assemble other clutch pack and side gear. Hold clutch
pack in position and insert Forcing Screw (J-34174). Tighten forcing screw into bottom adapter. This will
hold both clutch packs in position. Position case onto axle shaft, aligning side gear and shaft splines.
4. Tighten forcing screw to compress clutch packs and provide clearance for pinion gears. Insert pinion
gears. Hold gears in place and install Turning Adapter (J-34501) with Handle (J-8592) in cross pin hole
of case. Pull handle and rotate case to turn gears.
5. Ensure pinion gears holes align with case. Adjust forcing screw tension to rotate case. Lubricate spherical
washers and assemble into case. Use a small screwdriver to push washers into place. Remove tools.
6. Position cross pin shaft in case and drive in with a hammer. Ensure retaining pin hole of cross pin shaft is
properly aligned, allowing retaining pin installation. Using a punch, install retaining pin to proper depth.
Stake pin in place.

Differential Shim Selection

1. Assemble Master Bearings (J-34170 on Model 36, or J-35505 on Model 44) onto differential case. Install
differential case in carrier without pinion gear. Mount a dial indicator on supporting fixture to read
differential side play at ring gear flange. Force differential toward indicator. See Fig. 7 .
2. With pressure applied, set dial indicator at zero. Force differential in opposite direction and check
indicator reading. Repeat procedure until consistent reading is obtained. Record final reading. This is the
shim thickness used in final assembly shim stacks and sets differential bearing preload and ring gear
backlash. Remove dial indicator and differential case from carrier.
 Fig. 7: Measuring Differential Side Play
Courtesy of GENERAL MOTORS CORP.

Pinion Depth & Preload

1. Observe and record pinion depth variance marked on end of pinion gear. This number shows how much
to add or subtract (in thousandths) from nominal pinion depth setting. Install inner bearing cone onto
pinion gear.
2. If installing new gear set, note difference between pinion depth variance markings on old and new gear
sets. Change pinion depth shim pack thickness by amount of difference between old and new gear
markings. See PINION VARIANCE PROCEDURE .
3. Using Installer (J-7818 on Model 36, or J-8608 on Model 44), install inner pinion bearing cup in housing.
Using Installer (J-7817 on Model 36, or J-8611-01 on Model 44), install outer pinion bearing cup in
 housing. Lubricate bearings and install pinion gauge assembly. Tighten nut on pinion gauge assembly
until it requires 10 INCH lbs. (1.13 N.m) to rotate assembly. See Fig. 8 .
4. Rotate assembly several times to seat bearing. Recheck torque required to rotate pinion gauge assembly.
Install Discs (J-23597-8 on Model 36, or J-35506-2 on Model 44) onto Arbor (J-23597-1) and install
assembly into carrier. Tap discs lightly with plastic hammer to seat.
5. Tighten side bearing caps onto discs until slight resistance is felt when rotating arbor. Position gauge
plunger onto proper gauging step of gauge block for axle being serviced. Install dial indicator on arbor
post.
6. Push dial indicator downward until needle rotates 3/4 turn clockwise. Tighten dial indicator in this
position and recheck. Rotate gauge slowly back and forth until dial indicator reads greatest deflection. Set
dial indicator to zero. Repeat rocking action of gauge shaft to verify gauge setting.
7. Rotate gauge shaft until dial indicator does not touch gauge block. Record dial indicator reading.
Example: If pointer moved clockwise .067" to a dial reading of .033", this indicates a shim thickness
of .033". This reading indicates shim thickness required for a pinion etched with a zero on pinion head.
8. If pinion has a plus or minus etching, adjustment of shim thickness is required. If pinion is etched with a
"+3", then .003" less shim is required. Subtract .003" from indicator reading. Add shims for a negative
number etched on pinion. Remove gauging tools.
9. Measure each shim separately with a micrometer and add together to get total required shim stack
thickness. Assemble shims and inner pinion bearing on pinion. Place bearing installer over pinion shaft
and drive bearing and shims on shaft until completely seated against pinion thrust face.

Drive Pinion

1. Lubricate inner and outer bearings. Install outer bearing and spacer in carrier. Lubricate new pinion seal
lip. Using Seal Installer (J-34163 on Model 36, or J-35503 on Model 44), install seal in carrier. Assemble
original thickness of preload shims onto pinion. Insert pinion into carrier.
2. Assemble pinion flange, washer and NEW pinion nut on pinion. Hold flange with Holder (J-8614-01) and
tighten pinion nut to specification. Using an INCH pound torque wrench, rotate pinion. Pinion rotating
torque with new bearings installed should be 25 INCH lbs. (3.0 N.m) on Model 36 or 30 INCH lbs. (3.4
N.m) on Model 44.
3. To increase preload, remove shims. To decrease preload, add shims. Preload pinion bearings and tighten
to specifications. Check pinion position. Reinstall Disc (J-23597-8 on 7 7/8" Ring Gear, or J-35506-02 on
8 1/2" Ring Gear) and Arbor (J-23597-1) into carrier.
4. Tighten side bearing caps equally, using a torque wrench, onto discs until a slight resistance is felt when
rotating arbor. Place Gauge Block (J-35506-4) on top of pinion button. Position gauge plunger onto
proper gauging step of gauge plate for the drive gear being serviced.
5. Install dial indicator to arbor post. Push dial indicator downward until needle rotates about 3/4 turn
clockwise. Tighten dial indicator in this position and recheck. While pushing gauge block down on top of
pinion, rotate gauge shaft slowly back and forth until dial indicator reads greatest deflection. Set dial
indicator to zero.
6. Repeat rocking action of gauge shaft to verify gauge setting. After zero setting is obtained, rotate gauge
shaft until dial indicator plunger does not touch gauge block. Remove gauge block from top of pinion and
place the groove onto proper side of block (for ring gear being serviced) around indicator plunger
between arbor and plunger head.
7. Read dial indicator. This reading indicates pinion position. An indicator reading within .002 (.06 mm) of
etching on pinion is acceptable. If not within .002 (.06 mm), shim stack thickness is incorrect and must be
adjusted. Add or subtract shims as necessary to correct adjustment.
 Fig. 8: Installing Pinion Depth Gauge Assembly
Courtesy of GENERAL MOTORS CORP.

Differential Preload & Backlash

1. Install ring gear using new bolts. Install Master Bearings (J-34170 on Model 36, or J-35505 on Model 44)
or original bearings, without shims, onto differential case. Place differential case in carrier and assemble
bearing caps finger tight. Install dial indicator to read differential side play at back side of ring gear
flange.
2. Force differential into pinion gear, rocking gear to ensure teeth are meshed. With force still applied to
differential case, place dial indicator tip on flat machined surface of differential case, or on head of ring
gear bolt.
3. Zero dial indicator. Apply force in opposite direction. Read dial indicator and repeat procedure to obtain a
consistent reading. Ensure dial indicator reads zero each time differential is pressed away from pinion
gear.
4. This reading, minus .006" (.15 mm), will be thickness of shims to be installed on ring gear side of
differential. Remove dial indicator and differential case from carrier. Remove bearings from differential
case. Install the selected amount of shims.
5. Install bearing cone onto hub of differential case. For proper backlash and preload, add .015-020" (.38-.51
mm) of shims for Model 36 and .008-.012" (.20-.30 mm) for Model 44 to remaining shim pack and install
onto differential with bearing.

Differential Case & Carrier Assembly

1. Install carrier spreader and dial indicator as previously outlined. Spread carrier to a maximum
of .010" (.25 mm) and remove dial indicator. Assemble differential bearing cups onto differential. Install
differential case into housing (gentle tapping may be necessary to seat assembly in carrier cross bore).
Take care to avoid nicking gear teeth when installing differential.
2. Install bearing caps and bolts, aligning assembly reference marks. Check backlash at 3 equally spaced
points around ring gear. See AXLE ASSEMBLY SPECIFICATIONS table. To increase backlash,
move shims from ring gear side to pinion gear side of differential. To decrease backlash, move shims
from pinion gear side of differential to ring gear side.
3. Install inner axle shafts and attach snap rings. Ensure inner axle shaft end play is .0005-.0085" (.013-.216
mm). Adjust with different thickness snap ring. Apply a 1/4" bead of Sealer (P/N 1052917) on mating
surface. Position cover on carrier and install attaching bolts. Tighten cover bolts alternately.

PINION VARIANCE PROCEDURE

1. Ring gear and pinion drive gears are machined as a unit. If gears have been removed, it is important that
numbers stamped on ring and pinion set be factored into the shim selection process. See Fig. 8 . The
number stamped on the pinion gear represents the amount of adjustment necessary to obtain preferred
position of gear set.
2. The ideal position of the gear set is 3.940" (100.08 mm) for Model 36 and 4.312" (109.52 mm) for Model
44 backface of the drive pinion gear to the centerline of the ring gear. This position is determined by the
thickness of shims placed between the pinion bearing and pinion head.
3. If the number "+2" is stamped on the drive pinion gear, the gear set will require .002" (.05 mm) less
 shimming than a drive pinion gear stamped zero. As shims are removed, the distance between the
backface of the drive pinion gear to the centerline of the ring gear is increased. If shims are added, the
distance between the backface of the drive pinion gear to the centerline of the ring gear is decreased.
4. If ring gear and pinion drive gears are removed and are going to be reused, use a micrometer to measure
shim(s) thickness and replace with shim(s) of equal thickness. If a new set of gears are used, locate the
old pinion marking and the new pinion marking.
5. Using these numbers and the PINION VARIANCE TABLE to determine correct shimming. If the old
pinion has a "+2" stamp and the new pinion has a "-3" stamp, an additional .005" (.13 mm) of shims
would be required.

PINION VARIANCE
Old Pinion Marking New Pinion Marking Starting Shim Needed
+4 -4 +0.008
-3 +0.007
-2 +0.006
-1 +0.005
-0 +0.004
+1 +0.003
+2 +0.002
+3 +0.001
+4 0
+3 -4 +0.007
-3 +0.006
-2 +0.005
-1 +0.004
-0 +0.003
+1 +0.002
+2 +0.001
+3 0
+4 -0.001
+2 -4 +0.006
-3 +0.005
-2 +0.004
-1 +0.003
-0 +0.002
+1 +0.001
+2 0
+3 -0.001
+4 -0.002
+1 -4 +0.005
-3 +0.004
-2 +0.003
 -1 +0.002
-0 +0.001
+1 0
+2 -0.001
+3 -0.002
+4 -0.003
0 -4 +0.004
-3 +0.003
-2 +0.002
-1 +0.001
-0 0
+1 -0.001
+2 -0.002
+3 -0.003
+4 -0.004
-1 -4 +0.003
-3 +0.002
-2 +0.001
-1 0
-0 -0.001
+1 -0.002
+2 -0.003
+3 -0.004
+4 -0.005
-2 -4 +0.002
-3 +0.001
-2 0
-1 -0.001
-0 -0.002
+1 -0.003
+2 -0.004
+3 -0.005
+4 -0.006
-3 -4 +0.001
-3 0
-2 -0.001
-1 -0.002
-0 -0.003
+1 -0.004
+2 -0.005
+3 -0.006
+4
 -0.007
-4 -4 0
-3 -0.001
-2 -0.002
-1 -0.003
-0 -0.004
+1 -0.005
+2 -0.006
+3 -0.007
+4 -0.008

AXLE ASSEMBLY SPECIFICATIONS

Application Specification
Pinion Bearing Preload
Model 25 INCH lbs. (3.0 N.m)
36
Model 30 INCH lbs. (3.4 N.m)
44
Differential .006" (.15 mm)
Bearing
Preload
Ring & .006-.009" (.15-.23 mm)
Pinion Gear
Backlash
Maximum .0010-.0015" (.03-.04 mm)
Backlash
Variation

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Carrier Cover Beam-to-Carrier Bolts
Model 36 23 (31)
Model 44 35 (48)
Carrier Cover Beam-to-Frame Bolts 81-96 (110-130)
Differential Bearing Cap Bolts
Model 36 45 (60)
Model 44 63 (85)
Differential Carrier-to-Cover Beam Bolts
Model 36 21-24 (28-33)
Model 44 32-38 (43-52)
Pinion Nut 200 (270)
Ring Gear Bolts 80 (109)
Support Beam-to-Carrier Bolts 51-67 (69-91)
Support Beam-to-Transmission Bolts 33-40 (45-54)
"U" Joint Retainer Bolts 15-20 (20-27)

Fig. 9: Identifying Ring Gear & Pinion Drive Gear

Courtesy of GENERAL MOTORS CORP.
Fig. 10: Positioning Ring Gear & Pinion Drive Gear
Courtesy of GENERAL MOTORS CORP.
 BRAKE SYSTEM

BRAKES General Motors Brake System

PRECAUTIONS
ANTI-LOCK BRAKE SYSTEM SAFETY PRECAUTIONS

WARNING: Failure to depressurize ABS before servicing brake system could lead to
physical injury.

NEVER open a bleeder valve or loosen a hydraulic line while ABS is pressurized.
NEVER disconnect or reconnect any electrical connectors while ignition is on. Damage to ABS control
unit may result.
ONLY use specially designed brake hoses/lines on ABS equipped vehicles.
DO NOT tap on speed sensor components (sensor, sensor rings). Speed rings must be pressed into hubs,
NOT hammered into hubs. Striking these components can cause demagnetization or polarization,
affecting the accuracy of the speed signal returning to the ABS control unit.
DO NOT mix tire sizes. Increasing the width, as long as tires remain close to the original diameter, is
acceptable. Rolling diameter must be identical for all 4 tires. Some manufacturers recommend tires of the
same brand, style and type. Failure to follow this precaution may cause inaccurate wheel speed readings.
DO NOT contaminate speed sensor components with grease. Only use recommended coating, when
system calls for an anti- corrosion coating.
When speed sensor components have been removed, ALWAYS check sensor-to-ring air gaps when
applicable. These specifications can be found in each appropriate article.
ONLY use recommended brake fluids. DO NOT use silicone brake fluids in an ABS equipped vehicle.
When installing transmitting devices (CB's, telephones, etc.) on ABS equipped vehicles, DO NOT locate
the antenna near the ABS control unit (or any control unit).
Disconnect all on-board computers, when using electric welding equipment.
DO NOT expose the ABS control unit to prolonged periods of high heat (185°F/85°C for 2 hours is
generally considered a maximum limit).

DESCRIPTION
ANTI-LOCK BRAKE SYSTEM

The Bosch Anti-Lock Brake System (ABS) increases vehicle steerability, directional stability and optimum
deceleration in severe braking conditions on most road surfaces. The ABS monitors wheel speed and controls
brake line pressure to eliminate uncontrolled skidding. This performance supplies the vehicle with maximum
controllability.

The ABS consists of an Electronic Brake Control Unit (EBCU), modulator valve, lateral acceleration switch
and wheel speed sensors. ABS system utilizes a 3-way hydraulic circuit; one circuit for each front wheel and a
common circuit for rear axle.
Components unique to the anti-lock brake system are covered in a separate article. See appropriate ANTI-
LOCK BRAKE SYSTEM article as listed below.

ANTI-LOCK BRAKE SYSTEM - 1991

ANTI-LOCK BRAKE SYSTEM - 1990

BRAKE BOOSTER

This booster is a single diaphragm vacuum suspended unit. In a normal operating mode, with the service brakes
in the released position, the booster has vacuum on both sides of its diaphragm.

When the brakes are applied, air at atmospheric pressure, is admitted to the back side of the diaphragm to
provide power assist. Tie rods extend through the booster and are attached to the cowl on one end and the
master cylinder on the other.

DISC BRAKES

The Corvette features a 4 wheel disc brake system. The system incorporates finned aluminum calipers mounted
to nodular iron reaction brackets. The front calipers are two piston type and the rear calipers are single piston
type.

Hydraulic pressure is converted into friction through a clamping action on the rotor by the caliper and friction
pads. The inboard pads utilize a wear sensor. The sensor emits a high pitched squeal when linings need
replacement. The rotors are finned, Gray cast iron.

PARKING BRAKE

The parking brake assembly is an integral part of the rear calipers. When the parking brake is applied, the lever
on the caliper causes the pushrod, actuating collar and clamp rod assembly to be moved outward and the caliper
to slide inward. This action forces the linings against the brake rotor. The parking brake system is independent
of the hydraulic braking system.

MASTER CYLINDER

The master cylinder is an aluminum plastic composite with an integral proportioning valve and warning switch.
The master cylinder has separate front and rear plastic reservoirs.

When the brake pedal is applied, force is transferred through the push rod to the master cylinder primary piston,
which moves forward. Under normal conditions, the combination of hydraulic pressure and the force of the
primary piston spring move the secondary piston forward at the same time.

When the pistons have moved forward so that their primary cups cover the by-pass holes, hydraulic pressure is
built up and transmitted to the front and rear calipers.

BLEEDING
HYDRAULIC BRAKE BLEEDING
 WARNING: ABS systems are under high pressure under normal operating conditions.
Before opening the fluid reservoir or before servicing any component of
an ABS system, it is mandatory that system pressure be discharged. To
discharge system, turn ignition off and pump brake pedal a minimum of
20-25 times using full pedal strokes. When a definite increase in pedal
effort is felt, pump pedal 2 more times.

CAUTION: DO NOT allow brake fluid from calipers to contact front or rear transverse
composite leaf spring as damage to spring might occur.

SERVICING METERING VALVE

The combination proportioning valve/warning switch is integral with the master cylinder and requires no
service for brake bleeding.

BENCH BLEEDING MASTER CYLINDER

NOTE: Bleed tubes must have a residual pressure check valve installed to keep tubes
from siphoning brake fluid.

1. Clamp master cylinder in vise by mounting flange. Install and tighten threaded end of bleed tubes in
outlet ports of master cylinder with opposite end of bleeder tube in reservoir. Fill reservoir with clean
brake fluid so that bleed tube ends are submerged in brake fluid.
2. Slowly compress and release piston assemblies until bubbles cease to appear in brake fluid. Remove tubes
and plug master cylinder outlets to keep fluid from draining.

BLEEDING MASTER CYLINDER ON VEHICLE

CAUTION: Use only clean brake fluid. DO NOT allow brake fluid to contact painted
surfaces as it may damage paint. If brake fluid contacts paint, immediately
wash with water.

1. Depressurize ABS system. Remove power brake reserve by applying brakes several times with the
ignition off until all reserve is depleted. Ensure fluid level in master cylinder reservoir is adequate.
2. Loosen front hydraulic line on master cylinder and allow fluid to fill the master cylinder until it begins to
flow from the front line connector port.
3. Tighten front brake line. Depress and hold the brake pedal slowly one time and hold. Loosen the front
brake line connection at the master cylinder to purge air from the cylinder. Tighten the brake line and then
slowly release the brake pedal.
4. After waiting fifteen seconds, repeat the process, including the fifteen second wait, until all air is purged
from the forward end of master cylinder. Repeat process for rear brake line connection.

MANUAL BLEEDING
NOTE: When bleeding the rear brakes, the front of the vehicle may have to be raised to
position the bleeder valves of the rear calipers at the top of the caliper to
prevent air from being trapped in the caliper.

NOTE: Ensure that fluid level in master cylinder is adequate at all times during
bleeding procedure.

1. Depressurize ABS system. Depress brake pedal several times to deplete vacuum reserve in brake booster.
Fill master cylinder with clean brake fluid.
2. Install bleeder hose to right front caliper bleed screw. Submerge other end of hose in clean glass jar
partially filled with clean brake fluid.
3. Depress brake pedal slowly through its full travel and hold. Open bleed screw 3/4-1 turn. Close bleed
screw. Release brake pedal. Repeat procedure until brake fluid shows no signs of air bubbles.
4. Repeat procedure for other calipers after right front in the following sequence: right rear, left rear, left
front.

PRESSURE BLEEDING

NOTE: When bleeding the rear brakes, the front of the vehicle may have to be raised to
position the bleeder valves of the rear calipers at the top of the caliper to
prevent air from being trapped in the caliper.

1. Depressurize ABS system. Wipe master cylinder and reservoir with clean dry shop towels to prevent dirt
from falling into reservoir.
2. Using appropriate adapter, install pressure bleeding equipment to master cylinder. Ensure pressure tank is
at least 1/3 full. Install bleeder hose to right front bleed screw. Submerge other end of hose in clean glass
jar partially filled with clean brake fluid.
3. Charge pressure bleeder to 20-25 psi. (1.41-1.75 kg/cm2 ). Open release valve on pressure bleeder. Open
bleed screw 3/4-1 turn. Close bleed screw when brake fluid is clear and free of bubbles. Bleed remaining
calipers in the following sequence: right rear, left rear, left front.
4. Remove pressure bleeding tool. Ensure fluid level in reservoir is adequate.

BLEEDING PRESSURES

BLEEDING PRESSURE
Application Psi (kg/cm2 )
Corvette 20-25 (1.41-1.75)

BLEEDING SEQUENCE

BLEEDING SEQUENCE
Application Sequence
Corvette RF, RR, LR, LF
ADJUSTMENTS
DISC BRAKE

Disc brakes are self-adjusting. Caliper piston seals are designed to retract pistons just enough to allow brake
lining to lightly brush rotor without any drag. Sliding caliper design compensates for any lining wear.

FRONT WHEEL BEARING

A single unit hub and bearing assembly is bolted to the front knuckle. The hub and bearing assembly is a sealed
unit and no adjustment is required.

MASTER CYLINDER PUSH ROD

The master cylinder push rod is adjusted at factory and requires no adjustment.

PARKING BRAKE

Adjusting Parking Brake

The parking brake system is self adjusting and requires no periodic adjustments. If caliper or parking brake
cables have been removed or disconnected, pull up on parking brake lever 3 times with a force of 50 lbs. (220
N.m). Parking brake is properly adjusted when lever pulls up 7-9 ratchet clicks. Ensure that caliper levers are on
their stops when park brake is released.

Disabling Parking Brake Automatic Adjuster

1. Remove driver's seat cushion, parking brake lever cover and screws. Fabricate a hook on end of a solid
wire.
2. Using wire hook, hold drive pawl so it is disengaged from drive sector. Insert a nail through hole in
anchor plate to retain drive pawl in disengaged position. See Fig. 1 .
 Fig. 1: Disabling Parking Brake Automatic Adjuster
Courtesy of GENERAL MOTORS CORP.

3. Move lever until it aligns with lock pawl. Depress button on lever and move lever to down position.
Visually inspect to see that anchor plate is against stud. If anchor plate is not against stud, repeat
procedure as needed.

NOTE: Brake pads must be new or within .006" (0.15 mm) thickness of each other.
Parking brake adjustment will not be accurate with heavily tapered pads.
Parking brake free play should only be made if caliper has been disassembled.
Free play adjustment will not correct a condition such as levers not returning to
their stops.

Cable Free Play

1. With parking brake automatic adjuster disabled, have an assistant apply a light brake pedal pressure
(enough to stop rotor from turning by hand). Apply pressure to caliper lever. See Fig. 2 . Free play
between caliper lever and housing must be .024-.027" (.61-.69 mm).
2. If free play is incorrect, remove adjustment screw and clean threads. Coat threads with adhesive. Screw in
adjustment screw far enough to obtain proper free play between caliper lever and caliper housing. Have
assistant release brake pedal, apply brake pedal firmly 3 times. Recheck free play and adjust if necessary.
Fig. 2: Cutaway View of Rear Caliper Assembly
Courtesy of GENERAL MOTORS CORP.

REAR WHEEL BEARING

A single unit hub and bearing assembly is bolted to the rear knuckle. The hub and bearing assembly is a sealed
unit and no adjustment is required.

SERVICING
ROTOR SERVICING

Lateral Runout
Install two wheel lug nuts to ensure proper disc alignment. Clamp a dial indicator to caliper so it contacts rotor
at a point about 1/2" from outer edge. Turn rotor one full revolution. Check indicator reading. If reading
exceeds .006 in. (.15 mm), refinish or replace rotor.

Parallelism

Check thickness of rotor at 4 or more points around edge of rotor. Make all measurements the same distance
from edge. If thickness varies over .00005 in. (.013 mm), refinish or replace rotor.

CLEANING & INSPECTION

NOTE: When servicing brake parts, do not create dust by grinding or sanding brake
linings or by using compressed air. Use water dampened shop towel to remove
dirt and dust from brake parts during disassembly.

DISC PAD INSPECTION

Inspect brake pad linings every 6000 miles or whenever wheels are removed. Replace, in complete sets only,
any linings that are worn to within 1/32 in. of the shoe.

REMOVAL & INSTALLATION

WARNING: ABS systems are under high pressure under normal operating conditions.
Before opening the fluid reservoir or before servicing any component of
an ABS system, it is mandatory that system pressure be discharged. To
discharge system, turn ignition off and pump brake pedal a minimum of
20-25 times using full pedal strokes. When a definite increase in pedal
effort is felt, pump pedal 2 more times.

BRAKE BOOSTER

Removal

1. Disconnect negative battery cable. Remove ECM and ECM housing bracket bolt from under instrument
panel. Disconnect cruise control cable from servo and bracket. Disconnect pressure sensor connector and
vacuum hose.
2. Remove nuts attaching master cylinder to booster tie rods and remove master cylinder. Disconnect push
rod (part of valve assembly) from brake pedal. Remove nuts from booster tie rods and remove booster,
ECM brackets and seal as assembly.
3. Remove assembly from brake pedal bracket and brake pedal. Inspect seals and mounting-sealing surfaces
for damage. Repair/replace as needed.

Installation

1. Attach seals to brackets. Install complete power booster and bracket assembly to brake pedal bracket and
brake pedal.
 2. Install booster tie rod nuts, and tighten to 15 ft. lbs. (21 N.m). To complete installation, reverse removal
procedure. Tighten master cylinder nuts to 13 ft. lbs. (18 N.m). Tighten ECM housing bracket mounting
bolt to 18 ft. lbs. (25 N.m).
3. Clear ALL ECM and CCM codes, unlock radio Delco-Loc II security function (if equipped) and check
VATS (PASS-KEY) program for proper operation.

DISC BRAKE CALIPERS & PADS - FRONT

CAUTION: DO NOT allow brake fluid from calipers to contact front or rear transverse
composite leaf spring as damage to spring might occur.

Removal

1. Depressurize ABS system. Remove 2/3 of brake fluid from reservoir. Lift and support vehicle. Mark
relationship of wheel to axle. Remove wheel. Reinstall 2 lug nuts to hold rotor in position.
2. Remove circlip from retainer pin and remove pin. Pivot caliper away from rotor and remove. If caliper is
to be overhauled, remove inlet fitting and plug to prevent contamination. If caliper is not to be removed,
place caliper on upper control arm to protect hose from damage.
3. Remove outboard shoe from caliper. Place large adjustable pliers or C-clamp over inboard pad and
caliper housing to bottom pistons in bores. Clean all residue from mounting bracket and caliper shoe
contact surfaces.

Installation

1. Install outboard shoe in caliper, ensure that shoe is flush with caliper housing. Install inboard shoe with
wear sensor in caliper, ensure that shoe is fully seated into pistons.
2. Install caliper in mounting bracket over rotor and pivot into place. Install retainer pin into caliper
mounting bracket by pushing down on caliper to compress bias springs.

NOTE: There are two sets of retainer pins included in repair kit. One set is for
standard calipers and the other is for heavy duty calipers. Ensure that the
correct pins are installed. The circlip grooves are in different places on
pin.

3. Install circlip on retainer pin. Install inlet fitting (if removed) with new gaskets and torque to 30 ft. lbs.
(40 N.m). Bleed brake system if inlet hose was removed.

DISC BRAKE CALIPERS & PADS - REAR

CAUTION: DO NOT allow brake fluid from calipers to contact front or rear transverse
composite leaf spring as damage to spring might occur.

Removal

1. Depressurize ABS system. Remove 2/3 of brake fluid from reservoir. Lift and support vehicle. Mark
 relationship of wheel to axle. Remove wheel. Reinstall 2 lug nuts to hold rotor in position.
2. Position "C" clamp over caliper and tighten clamp until piston bottoms in bore. See Fig. 3 .
3. Remove and discard upper self-locking bolt. Rotate caliper on lower bolt and guide pin to expose pads.
Remove pads.

CAUTION: DO NOT attempt to remove caliper from vehicle without first

disabling parking brake automatic adjuster. See PARKING BRAKE
under ADJUSTMENTS.

4. To remove caliper, disable parking brake automatic adjuster. See PARKING BRAKE under
ADJUSTMENTS. Remove caliper lever return spring. Disconnect parking brake cable from caliper lever
and caliper bracket.
5. Remove and discard lower self-locking bolt. Disconnect inlet fitting and plug to prevent contamination.
Clean mounting bracket and caliper housing outer legs of all residue. If guide pin dust boots are cracked
or deteriorated, replace them with new ones.
Fig. 3: Bottoming Piston In Bore

NOTE: Caliper self-locking bolts must be replace with new bolts if loosened or
removed from caliper mounting bracket.

Installation

1. Install outboard shoe in caliper mounting bracket. Install inboard shoe with wear sensor in the trailing
position with forward wheel rotation.
2. Install new self-locking bolt in caliper and pivot caliper over shoe and pad assemblies. Spring on
outboard shoe must not stick out through caliper opening. Adjust shoe position if necessary.
3. Install other new self-locking bolt in caliper and torque upper self-locking bolt to 26 ft. lbs. (35 N.m).
Tighten lower self-locking bolt to 16 ft. lbs. (22 N.m). Bleed brake system if caliper or inlet fitting was
removed.
4. Connect park brake cable to caliper bracket and lever. Install caliper lever return spring. If caliper was
overhauled, parking brake free play must be adjusted. See PARKING BRAKE under ADJUSTMENTS.
Enable parking brake automatic adjuster. See PARKING BRAKE under ADJUSTMENTS. Release
parking brake.

DISC ROTOR

NOTE: Whenever caliper mounting bracket bolts are loosened or replaced, old bolts
must be discarded and replaced with correct replacement bolts.

Removal

Remove and support caliper. On rear caliper, discard caliper self-locking bolts. Remove caliper mounting
bracket bolts and discard. Remove rotor from hub.

CAUTION: Caliper mounting bracket bolt adhesive must be allowed to cure for two
hours before driving vehicle.

Installation

1. To Install, clean off residual hardened bolt adhesive from mounting bracket threads, mounting bracket
mating surface and knuckle mating surface. Install rotor on hub.

NOTE: Heavy duty front rotors have directional cooling fins and are not
interchangeable from left to right. Ensure that rotors are installed on
correct side of vehicle.

2. Using new mounting bracket bolts, install mounting bracket to knuckle and torque bolts to specification.
See TORQUE SPECIFICATIONS table in this article. Recheck torque on both bolts after installation.
Allow bracket bolt adhesive to cure two hours before driving vehicle.
MASTER CYLINDER

Removal

Depressurize ABS system. Disconnect hydraulic brake lines and plug to keep out foreign matter. Remove nuts
retaining master cylinder to brake booster. remove master cylinder.

Installation

Install master cylinder to brake booster studs. Torque attaching nuts to 15-25 ft. lbs. (20-34 N.m). Attach
hydraulic lines and torque to 12-15 ft. lbs. (16-20 N.m). Bleed brake system. See HYDRAULIC BRAKE
BLEEDING .

MASTER CYLINDER RESERVOIRS

Removal

With master cylinder removed from vehicle, clamp master cylinder in vice by mounting flange. Grasp reservoir
and pull off with rocking motion. Carefully pry grommet off master cylinder body using care not to damage
boss or port on body.

Installation

1. Lubricate new grommet inside and out with clean brake fluid. Lubricate inside neck on reservoir with
clean brake fluid. By hand, press grommet into reservoir until grommet flange is flush against reservoir.
2. Install pilot (J-34121-1) in reservoir port on master cylinder body. Lubricate outside of pilot and body
port with clean brake fluid. See Fig. 4 .
 Fig. 4: Installing Reservoir Using Pilot (J-24121-1) & Installer (J-24121-2)

3. Install reservoir and grommet assembly down over pilot. Position installer (J-34121-2), open end down,
into reservoir, seated on boss around grommet. Using an arbor press, press reservoir and grommet
assembly onto body until flange of grommet seats against body face.
4. Remove installer and pilot. Using installer, ensure that reservoir and grommet are firmly seated on
cylinder body.

OVERHAUL
BRAKE BOOSTER

CAUTION: Failure to hold 2 shell halves together during overhaul will result in a shell
half flying off due to high spring pressure.

Disassembly

1. Remove vacuum check valve. Unscrew nuts approximately 1/2" back on tie rods, but do not remove. If
shell halves stick together, pry them apart with a thin blade screwdriver using extreme care not to chip or
otherwise damage either shell.
2. When bond between shells is broken, return spring will force front shell out against nuts. Then, holding
shells together, completely remove nuts and coned springs. Remove front shell and return spring.
3. Remove grommet and front seal from front shell. Remove boot, tie rods and gasket from rear shell.
Loosen bead of diaphragm from rear shell. Remove ends of tie rod boots from posts in rear shell and
remove vacuum piston.
4. Remove diaphragm and tie rod boots from vacuum piston. Remove rear seal and washers on tie rod posts
from rear shell. Remove output rod retainer and reaction disc.
5. Remove stop plate from vacuum piston by pressing on open end of stop plate and pulling on closed end.
Remove valve assembly from vacuum piston.

NOTE: Use all components included in repair kits to service this booster. Lubricate
parts, where indicated, with silicone grease. The torque values specified are for
dry, unlubricated fasteners. If any hydraulic component is removed or brake
line disconnected, bleed the brake system.

Reassembly

1. Lubricate outside diameter of new valve assembly and fit it into vacuum piston. Retain valve assembly by
installing stop plate. Make sure stop plate is fully installed to locked position. Lubricate reaction disc and
install in vacuum piston.
2. Fit new tie rod boots into holes in vacuum piston. Liberally coat insides of these boots with silicone
grease. Lubricate outside diameter lip on diaphragm and fit diaphragm into vacuum piston.
3. Press new rear seal into rear shell and place washers on tie rod posts. Lubricate inside diameter of rear
seal. Install vacuum piston assembly into rear shell. Push tie rod boots over rear shell posts and locate
diaphragm bead around rear shell.
4. Install tie rods in rear shell. Position rear shell with parts assembled thus far in fixture (J-23456-51A).
Install output rod and new retainer in vacuum piston. Lubricate output rod.

CAUTION: DO NOT attempt to adjust domed screw on output rod. This has been
correctly set at the factory and should not be disturbed.

5. Fit new front seal in front shell, metal face of seal facing out. Push seal into bottom. Locate return spring
in mouth of vacuum piston. Install front shell on rear shell and other assembled parts using care not to
unseat bleed of diaphragm
 NOTE: In the following step, use only original or genuine GM replacement nuts.

6. Press shells together by hand and install coned springs and nuts. Make sure coned springs are positioned
correctly See Fig. 5 . Uniformly tighten nuts until shells are .20" (5 mm) apart. Check that diaphragm is
properly seated over rim of rear shell.
7. Tighten nuts to obtain correct dimension using gauge (J-35498). See Fig. 6 . This dimension is measured
across washer face on tie rod and nut, not across shell surfaces.
8. Lubricate grommet and vacuum check valve and install in front shell. Install gasket and boot onto rear
shell. Be sure boot locates over flange on rear seal.

Fig. 5: Proper Installation of Coned Spring In Power Brake Booster

Fig. 6: Assembling Shell Halves Of Power Brake Booster
Fig. 7: Exploded View of Single Diaphragm Power Brake Booster

DISC CALIPER - FRONT

Disassembly

1. With caliper assembly removed from vehicle, pad interior of caliper with shop cloths. To remove pistons,
direct compressed air into brake hose port. Always use eye protection during this step.

WARNING: DO NOT attempt to catch or protect piston with fingers while

applying compressed air. Injury may result. Always use eye
protection when performing this step.

2. Inspect pistons for scoring, nicks, corrosion and worn or damaged chrome plating. Replace piston(s) if
 any of these defects are found. Remove piston boot from housing and discard.
3. Remove piston seals from groove in caliper bore with a piece of wood or plastic. DO NOT use a metal
tool of any type, as damage to bore may result. Remove bleeder screw. Clean and inspect bleeder screw.
Replace as necessary. Inspect guide pins. Clean or replace as necessary. Inspect caliper bores. If badly
scored or corroded around seal area, replace with a new housing.

Fig. 8: Exploded View of Two Piston Front Caliper

Courtesy of GENERAL MOTORS CORP.

Reassembly

1. Clean all parts not included in repair kit in denatured alcohol. Dry parts with non-lubricated dry
compressed air. Check piston to bore fit by sliding piston into bore. Install cap and bleeder screw.
2. Lubricate new piston seal with clean brake fluid and install in caliper bore seal groove. Make sure seal is
not twisted. Lubricate bore with clean brake fluid.
3. Insert pistons into caliper bore. By hand, push pistons to bottom of bore. Make sure boot is properly
seated in groove around pistons and groove in caliper bores. Reinstall pads and caliper. Bleed brakes and
road test vehicle.

DISC CALIPER - REAR

Disassembly

1. Remove caliper assembly. Disconnect collar return springs from actuating collar. Remove actuating collar
with assembled parts from caliper housing by pulling on both ends. See Fig. 9 .
2. Remove clamp rod and compliance bushing from actuating collar. Remove boot retainers and push rod
 from actuating collar. Remove preload spring from retainer.
3. Pad interior of caliper with shop cloths. To remove piston, direct compressed air into brake hose port.
Always use eye protection during this step.

WARNING: DO NOT attempt to catch or protect piston with fingers while

applying compressed air. Injury may result. Always use eye
protection when performing this step.

4. Inspect piston for scoring, nicks, corrosion and worn or damaged chrome plating. Replace piston if any of
these defects are found. Remove piston boot from housing by hand and discard.
5. Remove piston seal from groove in caliper bore. DO NOT use metal tool of any type, as damage to bore
may result. Remove bleeder screw. Clean and inspect bleeder screw. Replace as necessary.
6. Inspect guide pins. Clean or replace as necessary. Inspect caliper bores. If badly scored or corroded
around seal area, replace with a new housing.
Fig. 9: Exploded View of Rear Caliper
Courtesy of GENERAL MOTORS CORP.

Reassembly
 1. Clean all parts not included in repair kit in denatured alcohol. Dry parts with non-lubricated dry
compressed air. Inspect all parts for damage and replace if necessary. Check piston to bore fit by sliding
piston into bore. Install cap and bleeder screw.
2. Lubricate a new piston seal and caliper housing bore with clean brake fluid. Install in caliper bore seal
groove. Make sure seal is not twisted. Insert pistons into caliper bore. Using hand pressure, push pistons
to bottom of bore.
3. Install pushrod, new boots and new boot retainer to actuating collar. Lightly coat actuating collar with
lubricant provided in repair kit. Clamp boot retainers firmly against actuating collar. Bend tabs on boot
retainer to hold assembly together.
4. Install spring into boot retainer. Lightly coat clamp rod with lubricant in repair kit. Slide clamp rod
through holes in boot and actuating collar. Ensure boot is against reaction plate on clamp rod. Lubricate
new compliance bushing with provided lubricant and install to clamp rod.
5. Lubricate grooved bead of inner boot and boot groove in caliper housing with provided lubricant. Use
remainder of lubricant to coat actuating collar, paying particular attention to center hole. Push clamp rod
firmly to bottom of mating hole into piston.
6. Pull on actuating collar and seat inner boot into boot groove in caliper housing, ensure pushrod enters
hole in caliper housing. Install new bleeder valve cap and bleeder valve in caliper housing. Tighten
bleeder valve.
7. Install pivot pin and new nut to caliper housing. Tighten pivot pin nut. Lubricate caliper parking brake
lever and pivot pin with provided grease. Install pivot pin seal. Install caliper parking brake lever and new
sprag clip with teeth facing away from lever. Snap pivot pin seal over pivot pin.
8. Install 2 collar return springs to retainer (retainer must enter springs at end of second coil). Install
adjustment screw into caliper housing until actuating collar is about parallel to piston bore face of caliper
housing.
9. Lubricate 2 guide pins with grease provided in repair kit. Slide new boots on guide pins. Fill boots with
provided grease. Assemble to mounting bracket. Make sure boots fit into grooves of guide pins and
mounting bracket. Install caliper.

MASTER CYLINDER

NOTE: It is not necessary to remove reservoirs to overhaul master cylinder. If

reservoirs are damaged, remove and replace. See MASTER CYLINDER
RESERVOIRS under REMOVAL & INSTALLATION.

Disassembly

1. Remove reservoir caps. Inspect caps for cracks or other damage and replace as necessary. Drain fluid
from reservoir and pump cylinder to remove fluid.
2. Fully depress piston with wooden dowel and remove stop bolt. See Fig. 10 . With cylinder depressed,
remove piston retaining clip.

NOTE: NEVER remove stop bolt unless pistons are fully bottomed in bore.

3. Remove primary piston. Gently tap open end of master cylinder on a piece of wood to dislodge the
secondary piston.
 4. Remove warning switch assembly being careful to retain the plastic body spring and probe as an
assembly. Remove end plug and "O" ring. Gently tap the master cylinder body on a piece of wood to
dislodge combination piston and spring.

Fig. 10: Exploded View Of Master Cylinder

Courtesy of GENERAL MOTORS CORP.

NOTE: If combination valve piston assembly is to be reused, DO NOT clean in any

cleaning solution as the internal components are lubricated with special grease.

Inspection

1. Wash master cylinder body, bore, primary piston and secondary piston in denatured or isopropyl alcohol.
Inspect piston assemblies and return springs.
2. Replace pistons if they are scored, galled, worn, cracked or broken. Replace springs if they are broken,
bent, collapsed, distorted or fatigued.
3. Inspect cylinder bore for scoring, corrosion or wear. Cylinder bore is anodized. Wear on the anodized
surface, as evidenced by lighter areas, is normal and not detrimental.

NOTE: DO NOT wash new combination valve in any cleaning solution as the internal
components are pre-lubricated with special grease.
Reassembly

1. Coat bore of cylinder and piston assemblies with clean brake fluid. Install secondary and primary piston
assemblies into cylinder. Press primary piston inward using wooden dowel and install piston retainer clip.
2. Depress piston inward until fully bottomed in cylinder bore and install stop bolt.
3. Install spring over capped end of combination valve. Lubricate the combination valve and bore with clean
brake fluid. Install combination valve into bore and ensure valve is fully bottomed in cylinder. Install a
new "O" ring lubricated with clean brake fluid over the threaded end of end plug.
4. Install end plug the end plug and torque to 15-22 ft. lbs. (20-30 N.m). Install warning switch. Install
master cylinder reservoirs (if removed). See MASTER CYLINDER RESERVOIRS under REMOVAL
& INSTALLATION. Bleed brake system.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Bleeder Screw 7 (9)
Brake Hose-to-Caliper 30-33 (40-45)
Front Caliper Mounting Bracket Bolt (1) 166 (225)
Rear Caliper Mounting Bracket Bolt (1) 70 (95)
Rear Caliper Self-Locking Bolt
Upper 26 (35)
Lower 16 (22)
Brake Line Nuts 13 (18)
Master Cylinder To Booster 15 (21)
Brake Booster To Firewall 15 (21)
(1) Whenever caliper mounting bolts are loosened or removed, old bolts must be discarded and replaced
with new bolts. Allow bracket bolt adhesive to cure at least two hours before moving vehicle.

DISC BRAKE SPECIFICATIONS

DISC BRAKE ROTOR SPECIFICATIONS
Application In. (mm)
Front Rotors
Standard Duty
Disc. Diameter 12.0 (305)
Lateral Runout .006 (.15)
Parallelism .0005 (.013)
Original Thickness .795 (20.2)
Min. Refinish Thickness .744 (18.9)
Discard Thickness .724 (18.4)
Heavy Duty
 Disc. Diameter 13.0 (330)
Lateral Runout .006 (.15)
Parallelism .0005 (.013)
Original Thickness 1.11 (28.2)
Min. Refinish Thickness 1.059 (26.9)
Discard Thickness 1.039 (26.4)
Rear Rotors
Disc. Diameter 12.0 (305)
Lateral Runout .006 (.15)
Parallelism .0005 (.013)
Original Thickness .795 (20.2)
Min. Refinish Thickness .744 (18.9)
Discard Thickness .724 (18.4)
Master Cylinder Diameter .875 (22.2)
 DRIVE BELT ROUTING

ENGINE COOLING SYSTEMS General Motors Drive Belt Routing

DESCRIPTION
Many manufacturers are using a single ("serpentine" or "V" ribbed) belt system to drive components normally
requiring multiple "V" belts. The serpentine belt system incorporates a tensioner which makes it possible to
rigidly mount belt-driven components previously requiring individual adjustment. The serpentine belt tensioner
controls belt tension over a wide range of belt lengths. The tensioner cannot compensate for extreme belt
lengths. Poor tension control or possible tensioner damage can result from excessive length belts.

SERPENTINE BELT ROUTING

Install belt on crankshaft and belt-driven components as shown. Adjust tensioner. See Fig. 3-Fig. 13 .

INSPECTION

Check belt for fraying. If fraying is noticed, ensure both belt and tensioner are aligned properly. See Fig. 1.
Automatic tensioners have a belt-wear indicator. See Fig. 2. If tensioner reaches its travel limit, indicated by
marks on tensioner, belt should be replaced. If a whining or grinding noise is heard from tensioner or idler
pulley, check for possible bearing failure. Belts must be properly adjusted at all times. Loose belts will result in
slippage which may cause a noise complaint or improper accessory operation. Overtightening belts can place
severe load on bearings.

Serpentine Belt Alignment

Fig. 1: Serpentine Belt Alignment
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Tensioner Indicators

Fig. 2: Serpentine Belt Tensioner Indicators
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (Sunbird 2.0L)

Fig. 3: Sunbird 2.0L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (2.2L & 2.5L)

Fig. 4: 2.2L & 2.5L (Without A/C)
Courtesy of GENERAL MOTORS CORP.
Fig. 5: 2.2L & 2.5L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (2.3L)

Fig. 6: 2.3L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (3.1L)

Fig. 7: 3.1L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (3.1L Camaro/Firebird)

Fig. 8: 3.1L Camaro/Firebird (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (3.3L & 3.8L)

Fig. 9: 3.3L & 3.8L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (4.5L)

Fig. 10: 4.5L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (5.0L & 5.7L Brougham, Camaro & Firebird)
Fig. 11: 5.0L & 5.7L Brougham, Camaro & Firebird
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (5.0L & 5.7L Except Brougham, Camaro & Firebird)
Fig. 12: 5.0L & 5.7L Except Brougham, Camaro & Firebird
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (5.7L Corvette)

Fig. 13: 5.7L Corvette (With A/C)
Courtesy of GENERAL MOTORS CORP.
 DRIVE BELT ROUTING

ENGINE COOLING SYSTEMS General Motors Drive Belt Routing

DESCRIPTION
Many manufacturers are using a single ("serpentine" or "V" ribbed) belt system to drive components normally
requiring multiple "V" belts. The serpentine belt system incorporates a tensioner which makes it possible to
rigidly mount belt-driven components previously requiring individual adjustment. The serpentine belt tensioner
controls belt tension over a wide range of belt lengths. The tensioner cannot compensate for extreme belt
lengths. Poor tension control or possible tensioner damage can result from excessive length belts.

SERPENTINE BELT ROUTING

Install belt on crankshaft and belt-driven components as shown. Adjust tensioner. See Fig. 3-Fig. 13 .

INSPECTION

Check belt for fraying. If fraying is noticed, ensure both belt and tensioner are aligned properly. See Fig. 1.
Automatic tensioners have a belt-wear indicator. See Fig. 2. If tensioner reaches its travel limit, indicated by
marks on tensioner, belt should be replaced. If a whining or grinding noise is heard from tensioner or idler
pulley, check for possible bearing failure. Belts must be properly adjusted at all times. Loose belts will result in
slippage which may cause a noise complaint or improper accessory operation. Overtightening belts can place
severe load on bearings.

Serpentine Belt Alignment

Fig. 1: Serpentine Belt Alignment
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Tensioner Indicators

Fig. 2: Serpentine Belt Tensioner Indicators
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (Sunbird 2.0L)

Fig. 3: Sunbird 2.0L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (2.2L & 2.5L)

Fig. 4: 2.2L & 2.5L (Without A/C)
Courtesy of GENERAL MOTORS CORP.
Fig. 5: 2.2L & 2.5L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (2.3L)

Fig. 6: 2.3L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (3.1L)

Fig. 7: 3.1L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (3.1L Camaro/Firebird)

Fig. 8: 3.1L Camaro/Firebird (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (3.3L & 3.8L)

Fig. 9: 3.3L & 3.8L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (4.5L)

Fig. 10: 4.5L (With A/C)
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (5.0L & 5.7L Brougham, Camaro & Firebird)
Fig. 11: 5.0L & 5.7L Brougham, Camaro & Firebird
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (5.0L & 5.7L Except Brougham, Camaro & Firebird)
Fig. 12: 5.0L & 5.7L Except Brougham, Camaro & Firebird
Courtesy of GENERAL MOTORS CORP.

Serpentine Belt Routing (5.7L Corvette)

Fig. 13: 5.7L Corvette (With A/C)
Courtesy of GENERAL MOTORS CORP.
 ELECTRICAL COMPONENT LOCATOR

ELECTRICAL COMPONENT LOCATIONS General Motors Corp. - Electrical Components

BUZZERS, RELAYS & TIMERS

BUZZERS, RELAYS & TIMERS LOCATION
Component Location
ABS Control Module Relay Under left corner of rear floor, in storage
compartment.
ABS Solenoid Relay On top of modulator assembly.
A/C Clutch Relay Behind left side of dash, left of steering
column. See Fig. 1 & 2.
Air Pump Relay On top of air pump.
Amplifier Relay Behind left side of dash. See Fig. 2 .
Antenna Relay In luggage compartment, above left rear of
wheelwell.
Blower Relay (High & Low) On left side of engine compartment, on
wheelwell.
Cooling Fan Relays (2) On left side of radiator shroud. See Fig. 1 .
Courtesy Light Relay Behind right side of dash. See Fig. 3 .
Defogger Relay Behind right side of dash. See Fig. 3 .
Fog Light Relay Under right side of dash. See Fig. 3 .
Fuel Pump Relay
No. 1 Behind right side of dash, to left of glove
compartment. See Fig. 3 .
No. 2 Behind left side of dash. See Fig. 1 & 2.
Hazard Flasher Relay In convenience center.
Horn Relay Behind right side of dash. See Fig. 3 .
Rear Hatch Release Relay In right rear corner of luggage compartment.
Starter Enable Relay In convenience center, behind left side of
dash. See Fig. 2 .
Turn Signal Flasher Relay Behind right side of dash panel, near fuse
block. See Fig. 2 .
1-4 Up-Shift Relay (Man. Trans.) Left rear of engine compartment, behind
battery. See Fig. 1 .

CIRCUIT PROTECTION DEVICES

CIRCUIT PROTECTION DEVICES LOCATION
Component Location
Defogger Circuit Breaker In fuse block.
Fuse Block
 Auxiliary Behind right side of dash, near radio
receiver box. See Fig. 1 .
Main Under right side of dash. See Fig. 1 .
Power Accessory Circuit Breaker In fuse block.
Power Window Circuit Breaker In fuse block.
Rear Hatch Circuit Breaker In fuse block.

CONTROL UNITS
CONTROL UNITS LOCATION
Component Location
ABS Control Module Under left corner of rear floor, in storage
compartment.
A/C-Heater Programmer Behind left side of dash, right of steering column.
Blower Control Module (Auto. A/C) In left side of engine compartment, on firewall.
Central Control Module (CCM) Behind center of dash. See Fig. 4 .
Cruise Control Module Behind right side of dash, near radio receiver box.
Daytime Running Light Module Behind center of dash. See Fig. 4 .
Diode Module Behind right side of dash.
Electronic Control Module (ECM) On left side of engine compartment, near battery.
See Fig. 1 .
Headlight Door Control Unit In lower left front of engine compartment.
Inflator Module Middle of steering wheel.
Low Tire Pressure Warning System Module Behind left side of dash. See Fig. 4 .
Select Ride Control Module (Opt.) Under left corner of rear floor, in storage
compartment.
Wiper/Washer Motor Module On left side of firewall.

SENDING UNITS & SENSORS

SENDING UNITS & SENSORS LOCATION
Component Location
ABS Wheel Sensors On each spindle, at wheel.
A/C Ambient Temperature Sensor On right top corner of radiator.
A/C In-Car Temperature Sensor
Convertible In center of luggage compartment lid.
Coupe On center lock pillar, above left seat.
Coolant Level Sensor On right side of radiator.
Coolant Temperature Sensor On front of engine, below throttle body. See
Fig. 1 .
Daytime Running Light Sensor On top of center of dash. See Fig. 4 .
Detonation (Knock) Sensor On lower right center of engine. See Fig. 1 .
Front Discriminating Sensor
Left Side Left side of engine compartment, on
frame rail under battery. See Fig. 5 .
Right Side Right side of engine compartment, on
frame rail below blower. See Fig. 6 .
Low Tire Pressure Sensors On each wheel assembly, inside tire.
MAP Sensor On right rear of intake plenum.
Manifold Air Temp. (MAT) Sensor On right rear of engine, under plenum.
Oil Pressure/Fuel Pump Sensor On left rear of engine. See Fig. 1 .
Oil Temperature Sensor On lower left side of engine, above oil filter.
Oxygen (O2) Sensor On exhaust pipe. See Fig. 1 .
Sunload Sensor On top of dash, on center of defroster grille.
Throttle Position Sensor (TPS) On throttle body. See Fig. 1 .
Vehicle Speed Sensor (VSS) On left of transmission tailshaft.

MOTORS
MOTORS LOCATION
Component Location
ABS Return Pump Non-serviceable part of modulator valve assembly.
A/C-Heater Blower Motor On right side of A/C-heater plenum.
Cooling Fan Motors In front of engine compartment.
Fuel Pump Motor In fuel tank.
Headlight Door Motor Behind headlight assemblies.
Power Antenna Motor In left rear corner of luggage compartment.
Power Door Lock Motor One in each door.
Power Seat Motors Under seat.
Power Window Motors In lower section of doors.
Windshield Washer Motor On right side of firewall.
Windshield Wiper Motor In upper center of firewall.

SOLENOIDS & SOLENOID VALVES

SOLENOIDS & SOLENOID VALVES LOCATION
Component Location
AIR Converter Solenoid On right front of engine. See Fig. 1 .
AIR Port Solenoid On right front of engine. See Fig. 1 .
Canister Purge Solenoid In left front corner of engine compartment, on
top of canister. See Fig. 1 .
Deck Lid Release Solenoid
Left Side On left rear of luggage compartment,
above wheelwell.
 Right Side On right side of luggage compartment,
near side marker.
EGR Solenoid On left front of engine, near coolant outlet.
See Fig. 1 .
Idle Air Control (IAC) Valve In throttle body. See Fig. 1 .
TCC Solenoid (Auto. Trans.) In transmission, on left rear side of
transmission.
1-4 Upshift Solenoid (Man. Trans.) On left side of transmission. See Fig. 1 .

SWITCHES
SWITCHES LOCATION
Component Location
A/C Cooling Fan Switch In right rear corner of engine compartment,
on A/C line. See Fig. 1 .
A/C High Pressure Cut-Out Switch In right rear corner of engine compartment,
on A/C line.
A/C Pressure Cycling Switch On evaporator housing, on A/C low side
line. See Fig. 1 .
Back-Up Light Switch (Man. Trans.) On lower left side of transmission.
Brake Fluid Level Switch On master cylinder.
Brake Pressure Switch On master cylinder.
Brake Stoplight/TCC Switch On top of brake pedal bracket assembly.
Clutch Start Switch On top of clutch pedal bracket.
Coolant Level Switch At bottom of coolant reservoir.
Cooling Fan Temp. Sw. (H.D.) On left side of engine, behind alternator.
Cruise Control Clutch Switch On steering column support, behind brake
pedal.
Cruise/TCC Brake Switch On steering column support, behind brake
pedal.
Door Ajar Switches In each door.
Fuel Pump/Oil Pressure Switch On rear of engine, near distributor.
Hatch Ajar Switch In luggage compartment, near hatch release.
Headlight Dimmer Switch On steering column, opposite ignition
switch.
Ignition Key Warning Switch In top of steering column.
Lateral Acceleration Switch Below center console.
Manual Overdrive Defeat Switch In front floor console.
Neutral/Start Switch On shift lever.
Overdrive Select Switch (Auto. Trans.) In console, near shifter.
Parking Brake Switch Under parking brake lever.
Seat Belt Switch In driver's side seat belt buckle assembly.
Transmission Position Switch On base of shift control lever.
Transmission Switches
1st Gear On left side of transmission.
4th Gear (Auto. Trans.) On left side of transmission.

MISCELLANEOUS
MISCELLANEOUS LOCATION
Component Location
ABS Diode Below left rear floor storage compartment.
ABS Modulator Valve Assembly Under left corner of rear floor, in storage
compartment.
A/C Compressor Clutch Diode Taped in A/C compressor clutch connector.
A/C-Heater Blower Resistor (Man. A/C) On A/C-heater plenum, in engine compartment.
ALDL Diagnostic Connector Under left side of dash, to right of steering column.
See Fig. 1 .
ALDL Diagnostic Connector View Under left side of dash, to right of steering column.
See Fig. 4 .
Blower Motor Resistors In left side of evaporator.
Convenience Center Under center section of dash panel.
EST Connector Behind distributor, at firewall.
Fuel Pump "Test" Connector ALDL terminal "G". See Fig. 1 .
Headlight Actuators Next to each headlight assembly.
Jump Start Junction Block In left rear corner of engine compartment, behind
battery.
Radio Receiver Box Under right side of dash, near kick panel.
Set Timing Connector To right of master cylinder. See Fig. 1 .
Tach Filter Behind left cylinder head.
Tone Generator Behind left side of dash, above DIC. See Fig. 4 .
Vehicle Speed Sensor Buffer In instrument panel.

COMPONENT LOCATION GRAPHICS

NOTE: Figures may show multiple component locations. Refer to appropriate table for
proper figure references.
Fig. 1: Component Locations (1 Of 6)

Fig. 2: Component Locations (2 Of 6)

Fig. 3: Component Locations (3 Of 6)

Fig. 4: Component Locations (4 Of 6)

Fig. 5: Component Locations (5 Of 6)
Fig. 6: Component Locations (6 Of 6)
 EMISSION CONTROL VISUAL INSPECTION PROCEDURES

GENERAL INFORMATION Emission Control Visual Inspection Procedures

* PLEASE READ THIS FIRST *

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

EMISSION CONTROL LABELS

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

The vehicle manufacturer's emission control label, also known as the underhood tune-up label or Vehicle's
Underhood Emission Control System (VECI) label, is located in the engine compartment. Information
regarding year model of vehicle, engine size, number of cylinders, emission equipment or type, engine tune-up
specifications, whether vehicle was manufactured for sale in California or is a Federal vehicle, vacuum hose
routing schematic, etc., can be found on this label. See Fig. 1.

In addition to the VECI label, some emission control inspection and maintenance programs may require an
additional label to be affixed to the vehicle in special circumstances. For example, in California, a Bureau Of
Automotive Repair (BAR) engine label may be affixed to the left door post. A BAR engine label is only used
when the vehicle has an engine change, approved modification or is a Specially Constructed (SPCN) or an
acceptable Gray market vehicle. Check your state's emission control inspection and maintenance laws to
determine if a similar label is used.

Fig. 1: Typical Emission Control Label

Courtesy of GENERAL MOTORS CORP.

EMISSION CONTROL VISUAL INSPECTION

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

NOTE: The following emission control visual inspection procedures should be used as
a guide only. When performing a visual inspection, always follow your state's
recommended inspection procedures.

A visual inspection is made to determine if any required emission control devices are missing, modified or
disconnected. Missing, modified or disconnected systems must be made fully operational before a vehicle can
be certified.

POSITIVE CRANKCASE VENTILATION (PCV)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

PCV controls the flow of crankcase fumes into the intake manifold while preventing gases and flames from
traveling in the opposite direction. PCV is either an open or closed system. See Fig. 2.

Ensure PCV system is installed as required. Verify valve, required hoses, connections, flame arresters, etc., are
present, routed properly and in serviceable condition.

Fig. 2: Typical Open & Closed Type PCV System

THERMOSTATIC AIR CLEANER (TAC)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.
The TAC supplies warm air to air intake during cold engine operation. This system is active during cold engine
warm-up only. Under all other operating conditions, air cleaner function is the same as any non-thermostatic
unit.

Ensure required exhaust shroud, hot air duct, vacuum hoses and air cleaner components are present and installed
properly. See Fig. 3. Ensure any required thermostatic vacuum switches are in place and vacuum hoses are
installed and in serviceable condition. Also ensure air cleaner lid is installed right side up. Check for oversized
air filter elements and for additional holes in the air cleaner housing.

Fig. 3: Typical Thermostatic Air Cleaner System

FUEL EVAPORATIVE SYSTEM (EVAP)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

The EVAP system allows for proper fuel system ventilation while preventing fuel vapors from reaching the
atmosphere. This means that vapors must be caught and stored while the engine is off, which is when most fuel
evaporation occurs. When the engine is started, these fuel vapors can be removed from storage and burned. In
most systems, storage is provided by an activated charcoal (or carbon) canister. See Fig. 4. On a few early
systems, charcoal canisters are not used. Instead, fuel vapors are vented into the PCV system and stored inside
the crankcase.
The main components of a fuel evaporation system are a sealed fuel tank, a liquid-vapor separator and vent
lines to a vapor-storing canister filled with activated charcoal. The filler cap is normally not vented to the
atmosphere, but is fitted with a valve to allow both pressure and vacuum relief.

Although a few variations do exist between manufacturers, basic operation is the same for all systems. Check
for presence of vapor storage canister or crankcase storage connections when required. Ensure required hoses,
solenoids, etc., are present and connected properly. Check for proper type fuel tank cap. Check for any non-
OEM or auxiliary fuel tanks for compliance and the required number of evaporation canisters.

Fig. 4: Typical Fuel Evaporative System

CATALYTIC CONVERTERS

Oxidation Catalyst (OC)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

This type of converter is the most common. It may use pellets or monolith medium, depending upon
application. See Fig. 5. Platinum and palladium (or platinum alone) are used as catalyst in this type of
converter.

Visually check for presence of catalytic converter(s). Check for external damage such as severe dents, removed
or damaged heat shields, etc. Also check for pellets or pieces of converter in the tailpipe.
Fig. 5: Typical Oxidation Catalytic Converter (Pellet Type) Shown; Typical Three-Way Catalytic
Converter Is Similar
Courtesy of GENERAL MOTORS CORP.

Three-Way Catalyst (TWC)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

This type of converter is nearly identical to a conventional converter with the exception of the catalyst. See Fig.
5. The TWC converter uses rhodium, with or without platinum, as its catalyst. Rhodium helps reduce NOx
emissions, as well as HC and CO.

Visually check for presence of catalytic converter(s). Also check for presence of any required air supply system
for the oxidizing section of the converter. Check for external damage such as severe dents, removed or damaged
heat shields, etc. Check for pellets or pieces of converter in the tailpipe.

Three-Way Catalyst + Oxidation Catalyst (TWC + OC)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

This system contains a TWC converter and an OC converter in a common housing, separated by a small air
space. See Fig. 6. The 2 catalysts are referred to as catalyst beds. Exhaust gases pass through the TWC first.
The TWC bed performs the same function as it would as a separate device, reducing all 3 emissions. As exhaust
gases leave the bed, they pass through the air space and into the second (OC) converter catalyst bed.

Visually check for presence of catalytic converter(s). Check for external damage such as severe dents, removed
or damaged heat shields, etc. Check for pellets or pieces of converter in the tailpipe.
Fig. 6: Typical Three-Way + Oxidation Catalytic Converter
Courtesy of GENERAL MOTORS CORP.

FILL PIPE RESTRICTOR (FR)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

A fuel tank fill pipe restrictor is used to prohibit the introduction of leaded fuel into the fuel tank. Unleaded
gasoline pump dispensers have a smaller diameter nozzle to fit fuel tank of vehicle requiring the use of unleaded
fuel (vehicles equipped with catalytic converter).

Visually inspect fill pipe restrictor(s) for tampering, i.e., restrictor is oversize or the flapper is non-functional. If
vehicle is equipped with an auxiliary fuel tank, ensure auxiliary fuel tank is also equipped with a fill pipe
restrictor.

EXHAUST GAS RECIRCULATION (EGR) SYSTEM

Single Diaphragm EGR Valve

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

This type uses a single diaphragm connected to the valve by a shaft. Diaphragm is spring-loaded to keep valve
closed in the absence of vacuum. As throttle valves open and engine speed increases, vacuum is applied to the
EGR vacuum diaphragm, opening the EGR valve. This vacuum signal comes from a ported vacuum source.
Variations in the vacuum signal control the amount of exhaust gas that is recirculated. See Fig. 7.
Verify EGR valve is present and not modified or purposely damaged. Ensure thermal vacuum switches,
pressure transducers, speed switches, etc., (if applicable) are not by-passed or modified. Ensure vacuum hose(s)
to EGR valve is not plugged.

Fig. 7: Typical Single Diaphragm EGR Valve

Courtesy of GENERAL MOTORS CORP.

Dual Diaphragm EGR Valve

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

This type uses 2 diaphragms with different effective areas and 2 vacuum sources. Although similar to the single
diaphragm type, the second diaphragm is added below the upper diaphragm and is rigidly attached to the valve
seat. See Fig. 8. These diaphragms form a vacuum chamber which is connected to manifold vacuum.

During highway cruising when manifold vacuum is high in the center chamber, manifold vacuum tends to pull
the valve closed. However, the vacuum signal applied to the top side of the upper diaphragm overcomes the
downward spring force and the manifold vacuum pull, due to the diaphragm's larger piston. This regulates the
amount of EGR.

When manifold vacuum is low during acceleration, the higher vacuum signal opens the valve, permitting more
EGR. When manifold vacuum is high during highway cruising, the valve is only partially opened, reducing the
amount of EGR.
Verify EGR valve is present and not modified or purposely damaged. Ensure thermal vacuum switches,
pressure transducers, speed switches, etc., (if applicable) are not by-passed or modified. Ensure vacuum hose(s)
to EGR valve is not plugged.

Fig. 8: Typical Dual Diaphragm EGR Valve

Courtesy of GENERAL MOTORS CORP.

Positive Backpressure EGR (BP/EGR) Valve

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

This type uses both engine vacuum and exhaust backpressure to control the amount of EGR. It provides more
recirculation during heavy engine loads than the single diaphragm EGR valve.

A small diaphragm-controlled valve inside EGR valve acts as a pressure regulator. The control valve gets an
exhaust backpressure signal through the hollow valve shaft. This exhaust backpressure exerts a force on bottom
of control valve diaphragm. The diaphragm plate contains 6 bleed holes to bleed air into the vacuum chamber
when backpressure valve is in open position. See Fig. 9.

Verify EGR valve is present and not modified or purposely damaged. Ensure thermal vacuum switches,
pressure transducers, speed switches, etc., (if applicable) are not by-passed or modified. Ensure vacuum hose(s)
to EGR valve is not plugged.

Fig. 9: Typical Positive Backpressure EGR Valve

Courtesy of GENERAL MOTORS CORP.

Negative Backpressure EGR (BP/EGR) Valve

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

This type has the same function as the positive BP/EGR valve except valve is designed to open with a negative
exhaust backpressure. The control valve spring in the transducer is placed on the bottom side of the diaphragm.
See Fig. 10.

When ported vacuum is applied to the main vacuum chamber, partially opening the valve, the vacuum signal
from the manifold side (reduced by exhaust backpressure) is transmitted to the hollow stem of the valve. See
Fig. 10. This enables the signal to act on the diaphragm, providing a specific flow. Thus, the EGR flow is a
constant percentage of engine airflow.

Verify EGR valve is present and not modified or purposely damaged. Ensure thermal vacuum switches,
pressure transducers, speed switches, etc., (if applicable) are not by-passed or modified. Ensure vacuum hose(s)
to EGR valve is not plugged.

Fig. 10: Typical Negative Backpressure EGR Valve

Courtesy of GENERAL MOTORS CORP.

Digital EGR Valve

NOTE: This article is provided for general information only. Not all information applies
 to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

The digital EGR valve operates independently of engine manifold vacuum. This valve controls EGR flow
through 3 orifices. These 3 orifices are opened and closed by electric solenoids. The solenoids are, in turn,
controlled by the Electronic Control Module (ECM). When a solenoid is energized, the armature with attached
shaft and swivel pintle is lifted, opening the orifice. See Fig. 11.

The ECM uses inputs from the Coolant Temperature Sensor (CTS), Throttle Position Sensor (TPS) and Mass
Airflow (MAF) sensors to control the EGR orifices to make 7 different combinations for precise EGR flow
control. At idle, the EGR valve allows a very small amount of exhaust gas to enter the intake manifold. This
EGR valve normally operates above idle speed during warm engine operation.

Verify EGR valve is present and not modified or purposely damaged. Ensure thermal vacuum switches,
pressure transducers, speed switches, etc., (if applicable) are not by-passed or modified. Ensure vacuum hose(s)
to EGR valve is not plugged. Ensure electrical connector to EGR valve is not disconnected.
Fig. 11: Typical Digital EGR Valve
Courtesy of GENERAL MOTORS CORP.

Integrated Electronic EGR Valve

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

This type functions similar to a ported EGR valve with a remote vacuum regulator. The internal solenoid is
normally open, which causes the vacuum signal to be vented off to the atmosphere when EGR is not controlled
by the Electronic Control Module (ECM). The solenoid valve opens and closes the vacuum signal, controlling
the amount of vacuum applied to the diaphragm. See Fig. 12.

The electronic EGR valve contains a voltage regulator, which converts ECM signal and regulates current to the
solenoid. The ECM controls EGR flow with a pulse width modulated signal based on airflow, TPS and RPM.
This system also contains a pintle position sensor, which works similarly to a TPS sensor. As EGR flow is
increased, the sensor output increases.

Verify EGR valve is present and not modified or purposely damaged. Ensure thermal vacuum switches,
pressure transducers, speed switches, etc., (if applicable) are not by-passed or modified. Ensure electrical
connector to EGR valve is not disconnected.
Fig. 12: Cutaway View Of Typical Integrated Electronic EGR Valve
Courtesy of GENERAL MOTORS CORP.

SPARK CONTROLS (SPK)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

Spark control systems are designed to ensure the air/fuel mixture is ignited at the best possible moment to
provide optimum efficiency and power and cleaner emissions.
Ensure vacuum hoses to the distributor, carburetor, spark delay valves, thermal vacuum switches, etc., are in
place and routed properly. On Computerized Engine Controls (CEC), check for presence of required sensors
(O2, MAP, CTS, TPS, etc.). Ensure they have not been tampered with or modified.

Check for visible modification or replacement of the feedback carburetor, fuel injection unit or injector(s) with
a non-feedback carburetor or fuel injection system. Check for modified emission-related components
unacceptable for use on pollution-controlled vehicles.

AIR INJECTION SYSTEM (AIS)

Air Pump Injection System (AP)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

The air pump is a belt-driven vane type pump, mounted to engine in combination with other accessories. The air
pump itself consists of the pump housing, an inner air cavity, a rotor and a vane assembly. As the vanes turn in
the housing, filtered air is drawn in through the intake port and pushed out through the exhaust port. See Fig.
13.

Check for missing or disconnected belt, check valve(s), diverter valve(s), air distribution manifolds, etc. Check
air injection system for proper hose routing.

Fig. 13: Typical Air Pump Injection System

Courtesy of GENERAL MOTORS CORP.
Pulsed Secondary Air Injection (PAIR) System

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

PAIR eliminates the need for an air pump and most of the associated hardware. Most systems consists of air
delivery pipe(s), pulse valve(s) and check valve(s). The check valve prevents exhaust gases from entering the
air injection system. See Fig. 14.

Ensure required check valve(s), diverter valve(s), air distribution manifolds, etc., are present. Check air
injection system for proper hose routing.

Fig. 14: Typical Pulsed Secondary Air Injection System

Courtesy of GENERAL MOTORS CORP.

OXYGEN SENSOR (O2)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

The O2 sensor is mounted in the exhaust system where it monitors oxygen content of exhaust gases. Some
vehicles may use 2 O2 sensors. The O2 sensor produces a voltage signal which is proportional to exhaust gas
oxygen concentration (0-3%) compared to outside oxygen (20-21%). This voltage signal is low (about .1 volt)
when a lean mixture is present and high (1.0 volt) when a rich mixture is present.

As ECM compensates for a lean or rich condition, this voltage signal constantly fluctuates between high and
low, crossing a reference voltage supplied by the ECM on the O2 signal line. This is referred to as cross counts.
A problem in the O2 sensor circuit should set a related trouble code.

COMPUTERIZED ENGINE CONTROLS (CEC)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

The CEC system monitors and controls a variety of engine/vehicle functions. The CEC system is primarily an
emission control system designed to maintain a 14.7:1 air/fuel ratio under most operating conditions. When the
ideal air/fuel ratio is maintained, the catalytic converter can control oxides of nitrogen (NOx), hydrocarbon
(HC) and carbon monoxide (CO) emissions.

The CEC system consists of the following sub-systems: Electronic Control Module (ECM), input devices
(sensors and switches) and output signals.

EARLY FUEL EVAPORATION (EFE)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

The EFE valve is actuated by either a vacuum actuator or a bimetal spring (heat-riser type). The EFE valve is
closed when engine is cold. The closed valve restricts exhaust gas flow from the exhaust manifold. This forces
part of the exhaust gas to flow up through a passage below the carburetor. As the exhaust gas quickly warms the
intake mixture, distribution is improved. This results in better cold engine driveability, shorter choke periods
and lower emissions.

Ensure EFE valve in exhaust manifold is not frozen or rusted in a fixed position. On vacuum-actuated EFE
system, check EFE thermal vacuum valve and check valve(s). Also check for proper vacuum hose routing. See
Fig. 15.
Fig. 15: Typical Vacuum-Actuated EFE System
Courtesy of GENERAL MOTORS CORP.

EMISSION MAINTENANCE REMINDER LIGHT (EMR) (IF EQUIPPED)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

If equipped, the EMR light (some models may use a reminder flag) reminds vehicle operator that an emission
system maintenance is required. This indicator is activated after a predetermined time/mileage.

When performing a smog check inspection, ensure EMR indicator is not activated. On models using an EMR
light, light should glow when ignition switch is turned to ON position and should turn off when engine is
running.

If an EMR flag is present or an EMR light stays on with engine running, fail vehicle and service or replace
applicable emission-related components. To reset an EMR indicator, refer to appropriate MAINTENANCE
REMINDER LIGHTS in the MAINTENANCE section.

MALFUNCTION INDICATOR LIGHT (MIL)

NOTE: This article is provided for general information only. Not all information applies
to all makes and models. For more complete information, see appropriate article
(s) in the ENGINE PERFORMANCE Section.

The Malfunction Indicator Light (MIL) is used to alert vehicle operator that the computerized engine control
system has detected a malfunction (when it stays on all the time with engine running). On some models, the
MIL may also be used to display trouble codes.

As a bulb and system check, malfunction indicator light will glow when ignition switch is turned to ON position
and engine is not running. When engine is started, light should go out.
 ENGINE PERFORMANCE

General Motors - Removal, Overhaul & Installation

INTRODUCTION
Removal, overhaul and installation procedures (when given by manufacturer) are covered in this article. If
component removal and installation is primarily an unbolt and bolt on procedure, only a simple torque
specification may be supplied.

FUEL SYSTEM (CARBURETOR)

The Rochester E4MC carburetor is used only on the 5.0L (VIN Y) engines. Carburetor number is stamped
vertically on float bowl, near secondary throttle. See Fig. 1 . This number must be used for ordering
replacement components and performing adjustments. Carburetor identification number must be transferred
onto new float bowl if float bowl is replaced.

These carburetors are equipped with a computer control feedback system. This is indicated by the first letter "E"
of identification number. The last letter of identification number indicates type of choke used. Letter "C"
indicates a hot air type choke.

Fig. 1: Carburetor Identification Label

Courtesy of GENERAL MOTORS CORP.

ON-VEHICLE ADJUSTMENTS
NOTE: For all on-vehicle adjustments, see ON-VEHICLE ADJUSTMENTS article.

REMOVAL & INSTALLATION

ELECTRONIC CONTROL MODULE (ECM)

CAUTION: Electronic components used in control systems are designed to carry very
low voltages, as little as a 30-volt charge created by static electricity can
cause a total or degrading failure in ECM or other electronic components
containing integrated circuits. Before servicing ECM, ground yourself and
ground the work area to discharge stored electricity.

STATIC CHARGE
Relative Humidity 10- Relative Humidity 65-
Movement 20% 90%
Handling Clear Plastic Bag 20,000 1200
Handling Vinyl Envelope 7000 600
Sliding On Velour Seat 15,000 400
Walking On Carpet 35,000 1500
Walking On Tile/Vinyl 12,000 50

CAUTION: DO NOT remove part from packaging until ready to install. Ground any
static-proof package PRIOR to opening. DO NOT touch electrical terminals
of components unless properly grounded. DO NOT lay electrical
components on car seat, carpeting or dashboard. Use electrostatic
protection mat and ground strap whenever possible.
Fig. 2: Servicing ECM Using 3M Anti-Static Mat
Courtesy of GENERAL MOTORS CORP.

NOTE: Prior to replacement of ECM, a careful inspection of all wiring and control
components should be made. Failure to test for shorts, grounds and reasons
for Quad-Driver failure may cause repeat failure of ECM. To prevent internal
damage to ECM, ignition switch must be in OFF position when disconnecting or
reconnecting ECM connectors or 12-volt components.

Removal

Turn ignition switch to OFF position. Disconnect negative battery cable. Remove electrical connectors from
ECM. Remove ECM from vehicle. Remove MEM-CAL or PROM and CALPAC (if equipped) from ECM.

Installation

Install PROM and CALPAC (if equipped) or MEM-CAL in new ECM. Reinstall ECM into vehicle. Reconnect
electrical connectors to ECM. Install access panels. Reconnect negative battery cable to battery.

CALPAC

Removal & Installation

Some ECM models use a CALPAC as well as a PROM. See Fig. 3 . The CALPAC must also be removed from
replaced ECM and installed in new one. Removal and replacement procedures for CALPAC are same as for
PROM. See Programmable Read-Only Memory (PROM) in this article. If units are installed improperly,
grounding diagnostic test lead will set Code 52.

Fig. 3: ECM With PROM & CALPAC

Courtesy of GENERAL MOTORS CORP.

MEM-CAL

Removal

Disconnect negative battery cable. Remove ECM from vehicle. Using 2 fingers, push retaining clips back from
MEM-CAL. At same time, grasp it at both ends and lift up out of socket. DO NOT remove MEM-CAL cover.

Installation

1. Carefully align MEM-CAL pins with ECM pin holes. DO NOT press in middle of MEM-CAL. Push
downward evenly on ends of MEM-CAL until retaining clips on ends of MEM-CAL snap into place.
2. Install ECM. Reconnect negative battery cable. Turn ignition on and ground ALDL connector. Code 12
should flash at least 4 times (if not other codes are present). If code(s) 42, 43, 51 or 52 is present, or if
CHECK ENGINE light stays on constantly with code(s) present, MEM-CAL is not fully seated or
defective. If it is necessary to remove MEM-CAL, follow previous removal instructions.

PROGRAMMABLE READ-ONLY MEMORY (PROM)

Removal

1. Remove ECM from vehicle as previously described. Position ECM so that bottom cover is facing
upward. Remove slide-off PROM access cover by depressing locking tab.
2. Using PROM removal tool, grasp PROM at narrow ends. Gently rock PROM from end to end while
pulling up. If new PROM is to be installed, remove old PROM from PROM carrier.
NOTE: Note reference notch locations in PROM, carrier and ECM for reassembly
reference.

Installation

1. Ensure new PROM has same service number as old one. Place new PROM in PROM carrier. Position
squarely over ECM PROM socket. Press on PROM carrier until PROM is firmly seated in ECM.

NOTE: Ensure reference notches in both ECM and PROM are properly aligned. If
PROM is installed backwards and key is turned on, PROM will be
destroyed.

2. Reinstall PROM access cover on ECM. Reinstall ECM in vehicle as previously described. Start engine
and ground ALDL diagnostic test connector. Watch for trouble Code 51 or 52.
3. If this occurs, PROM is not fully seated in ECM, installed backwards, has bent pins or is defective. If pins
are bent and crack when straightened, PROM must be replaced. If PROM is installed backwards or is
defective, it must be replaced.

ELECTRONIC SPARK CONTROL (ESC) MODULE

NOTE: The ESC is located on a bracket behind the distributor, mounted to firewall.

Removal & Installation

Turn ignition off. Remove screws holding bracket to firewall. Rotate bracket to access ESC module. Disconnect
ESC module harness connector. Remove ESC mounting screws and remove ESC. To install, reverse removal
procedure.

THROTTLE BODY

Removal

1. Relieve fuel pressure. See FUEL PRESSURE RELIEF under FUEL SYSTEM (PFI) in this article.
Remove air inlet ducts. Disconnect and mark electrical connections and vacuum hoses from throttle body.
Disconnect control cables from throttle body.
2. Drain cooling system. Remove coolant hoses. Remove throttle body retaining bolts. Remove throttle body
and gasket.

NOTE: Identification number is stamped on throttle body near coolant cover.

Identification number must be used for ordering replacement components.

Installation

1. To install, reverse removal procedure using new gasket. Tighten retaining bolts to specification. See
TORQUE SPECIFICATIONS at end of article. Fill cooling system.
2. If a new Idle Air Control (IAC) is being installed, ensure proper IAC pintle length setting prior to
 installation. See appropriate IDLE AIR CONTROL VALVE under REMOVAL & INSTALLATION in
this article. Adjust idle speed and TPS (if removed). See ON-VEHICLE ADJUSTMENTS .

FUEL PRESSURE REGULATOR

Removal (2.0L, 2.3L, 3.3L, 3.8L & 4.5L)

1. Relieve fuel pressure. See FUEL PRESSURE RELIEF under FUEL SYSTEM (PFI) in this article.
Disconnect pressure regulator-to-fuel rail hose. On 2.3L, remove fuel rail. See FUEL RAIL &
INJECTORS in this article.
2. On all models, remove pressure regulator retaining bolts. Remove pressure regulator from fuel rail. On
2.3L, remove pressure regulator retainer and seal from fuel rail.

Installation (2.0L, 2.3L, 3.3L, 3.8L & 4.5L)

To install, reverse removal procedures. Lubricate fuel rail seal with oil and install in regulator. Tighten bolts to
specification. See TORQUE SPECIFICATIONS at end of article.

Removal (3.1L)

1. Relieve fuel pressure. See FUEL PRESSURE RELIEF under FUEL SYSTEM (PFI) in this article.
Remove fuel rails. See FUEL RAIL & INJECTORS in this article.
2. Remove inlet and return fuel fittings and gaskets. Remove pressure regulator-to-bracket retaining bolts.
Separate fuel rails from pressure regulator.
3. Remove pressure regulator base-to-fuel rail connector tubes from pressure regulator.

Installation (3.1L)

1. To install, reverse removal procedures. Lubricate new "O" rings with oil. Install fuel return "O" rings on
fuel rails. Return "O" rings are larger in diameter than connector tube "O" rings.
2. Tighten bolts to specification. See TORQUE SPECIFICATIONS at end of article.

Removal (5.0L & 5.7L)

1. Relieve fuel pressure. See FUEL PRESSURE RELIEF under FUEL SYSTEM (PFI) in this article.
Remove fuel rails. See FUEL RAIL & INJECTORS in this article.
2. Remove front crossover tube retainer on right fuel rail. Remove rear crossover tube retainer at pressure
regulator on right fuel rail. Separate fuel rail assemblies.
3. Remove pressure regulator bracket-to-fuel rail bolt. Remove bracket to regulator base bolt. Remove
bracket. Remove fuel outlet tube-to-right fuel rail bolt. Remove base-to-right fuel rail bolt.
4. Remove pressure regulator assembly from fuel rail. Rotate pressure regulator and remove from outlet
tube. Remove base-to-fuel rail connector tube. Remove "O" rings from connector tube, outlet tube, and
crossover tubes.

Installation (5.0L & 5.7L)

To install, reverse removal procedures. Install new "O" rings and lubricate with oil. Tighten retaining bolts to
specification. See TORQUE SPECIFICATIONS at end of article.

FUEL RAIL & INJECTORS

CAUTION: DO NOT remove fuel inlet fitting on 2.3L or 3.3L models. Inlet fitting is
staked to the fuel rail.

Removal (2.0L, 3.3L, 3.8L & 4.5L)

1. Relieve fuel pressure. See FUEL PRESSURE RELIEF under FUEL SYSTEM (PFI) in this article. Turn
ignition off. Disconnect negative battery cable. Disconnect wiring connectors from injectors. Disconnect
and plug hoses to fuel rail.
2. On 4.5L, remove power steering pump and move to side. On all models, remove fuel rail retaining bolts.
Remove injector-to-fuel rail retaining clip (if used). Separate fuel rail from injectors. Remove injectors.
See Fig. 4 .
Fig. 4: View Of 2.0L, 3.3L & 3.8L Fuel Rail Assembly
Courtesy of GENERAL MOTORS CORP.
Fig. 5: View Of 4.5L Fuel Rail Assembly
Courtesy of GENERAL MOTORS CORP.

NOTE: If injector is replaced, ensure replacement injector has the same part number as
that removed.

Installation (2.0L, 3.3L, 3.8L & 4.5L)

To install, reverse removal procedure. Coat new "O" rings with oil. Install "O" rings on injectors. Tighten fuel
rail retaining bolts to specification. See TORQUE SPECIFICATIONS at end of article.

Removal (2.3L)

1. Relieve fuel pressure. See FUEL PRESSURE RELIEF under FUEL SYSTEM (PFI) in this article.
Remove crankcase ventilation oil/separator.
2. Remove fuel lines from fuel rail. Remove vacuum line at pressure regulator. Disconnect wiring connector
while pushing inward on connector. Remove fuel rail retaining bolts. Remove fuel rail. See Fig. 6 .
 3. Remove injector-to-fuel rail retaining clip. Remove injector from fuel rail. Remove injector "O" rings.

Fig. 6: View Of 2.3L Fuel Rail Assembly

Courtesy of GENERAL MOTORS CORP.

Installation (2.3L)

To install reverse removal procedure. Lubricate injector "O" rings with oil. Install injector-to-fuel rail retaining
clip with open end facing injector electrical connection. Tighten fuel rail retaining bolts.

Removal (3.1, 5.0L & 5.7L)

1. Relieve fuel pressure. See FUEL PRESSURE RELIEF under FUEL SYSTEM (PFI) in this article.
Disconnect negative battery cable. Remove intake manifold upper plenum. Disconnect and mark vacuum
lines. Remove EGR-to-intake manifold retaining bolts. Some models use an EGR pipe which requires
removal at EGR base.
2. Remove throttle cable bracket bolts. Disconnect cables and electrical wiring connections from throttle
body. Remove throttle body from intake manifold. Remove plenum and gasket. See Fig. 7 .
 Fig. 7: View Of 3.1L, 5.0L & 5.7L Fuel Rail Assembly
Courtesy of GENERAL MOTORS CORP.

3. Disconnect vacuum hose to pressure regulator. Relieve fuel pressure. Remove runners. Disconnect fuel
lines from fuel rail. With ignition off, disconnect electrical connections from injectors.
4. Remove fuel rail retaining bolts. Remove fuel rail and injectors. On 5.0L and 5.7L, rotate injector
retaining clip to unlock position.
5. On all models, remove injectors from fuel rail. Remove "O" rings from injectors.

Installation (3.1, 5.0L & 5.7L)

To install, reverse removal procedure. Coat new "O" rings with oil. Install "O" rings on injectors. Tighten bolts
to specification. See TORQUE SPECIFICATIONS at end of article.

IDLE SPEED CONTROL MOTOR (4.5L VIN 3)

Removal & Installation

Remove air cleaner. Disconnect electrical connector. Remove retaining screws and Idle Speed Control (ISC).
To install, reverse removal procedure. To adjust ISC minimum and maximum authority, see ON-VEHICLE
ADJUSTMENTS article in this section.

NOTE: The ISC motor is factory calibrated and should not be disassembled. Replace as
complete assembly only. DO NOT soak ISC motor in carburetor cleaner.

IDLE AIR CONTROL (IAC) VALVE (PFI)

CAUTION: For calibration purposes, several different IAC style valves are used.
Ensure replacement valve is same part number as original valve.
Removal

Remove electrical connector from IAC valve. Remove IAC valve and gasket or "O" ring. IAC valve screws into
housing on 2.0L, 5.0L and 5.7L vehicles. Retaining screws are used on 2.3L, 3.1L, 3.3L and 3.8L vehicles.

Installation

1. The extended distance of a new IAC must be checked prior to installation. Damage will occur if
measurement is incorrect. Distance must not exceed 1 1/8" (28 mm). Measurement should be taken from
valve housing flange to end of cone. DO NOT extend or retract pintle on IAC valve which has been in
service or damage to internal worm drive may occur.
2. To retract pintle on new IAC (except 2.0L models), slowly exert finger pressure on valve. On 2.0L
models, identify IAC valve as being either a type I or type II valve. Type I IAC valve has a collar around
the connector end of IAC valve. See Fig. 8 .
3. To retract type I IAC valve, exert firm pressure on plunger (a slight side-to-side movement may be
helpful). To retract plunger on type II IAC valve, compress retaining spring from valve while turning
valve inward with a clockwise motion. Return spring to original position with straight portion of spring
end aligned with flat surface of valve.
4. Install new "O" ring or gasket on valve. Coat "O" ring with oil. Install IAC valve. Tighten IAC valve to
specifications. See TORQUE SPECIFICATIONS at end of article.
5. Install electrical connector. The IAC resets when ignition switch is turned from the "ON" to the "OFF"
position (at speeds greater than 35 MPH on 2.0L). On some models it may be necessary to shift
transmission into Drive (auto. trans.) or Neutral (man. trans.) before learning process is complete.
Fig. 8: 2.0L IAC Valve Identification
Courtesy of GENERAL MOTORS CORP.

THROTTLE BODY

An 8-digit unit identification number is stamped on throttle body assembly. On model 220, number is stamped
vertically on front of throttle body at Throttle Position Sensor (TPS) side. On model 700, number can be found
on TPS side of mounting flange. Letter codes are stamped on throttle body at external tube locations to identify
vacuum hose connections.

Removal

1. Relieve fuel pressure. See FUEL PRESSURE RELIEF under FUEL SYSTEM (TBI) in this article.
Disconnect negative battery cable. Remove air cleaner and related ducting.
2. Remove electrical connectors from IAC, TPS and fuel injector(s). Lay wiring harness aside. Remove
throttle cable, return springs, transmission/transaxle cable, and cruise control cable (if equipped). Label
and remove vacuum hoses.
3. Remove fuel feed and return lines. Use 2 wrenches to prevent fuel nuts in throttle body from loosening.
Remove fuel line "O" rings and discard. Remove throttle body retaining bolts. Remove TBI unit and base
gasket. Discard base gasket.

Installation

1. Using new base gasket, install throttle body unit to intake manifold. Tighten retaining bolts to
specification. See TORQUE SPECIFICATIONS at end of article. Install new "O" rings onto fuel lines.
2. Connect fuel feed and return lines to throttle body. Use a back-up wrench to prevent fuel line fittings in
throttle body from turning. Tighten fuel line nuts to specification. See TORQUE SPECIFICATIONS at
end of article. Install vacuum hoses and brackets. To complete installation, reverse removal procedure.

THROTTLE BODY INJECTOR

Removal (Model 220)

1. Relieve fuel pressure. See FUEL PRESSURE RELIEF under FUEL SYSTEM (TBI) in this article.
Remove throttle body cover and leave cover gasket in place. Using screwdriver and fulcrum, carefully pry
injector out. See Fig. 9 . Remove small "O" ring from nozzle end of injector.
2. Carefully rotate injector fuel filter back and forth to remove fuel filter from base of injector. Remove and
discard throttle body cover gasket. Remove large "O" ring and steel back-up washer from top counterbore
of throttle body injector cavity.

Installation (Model 220)

1. Install fuel filter on nozzle end of fuel injector. Large end of filter must face injector so that filter covers
raised rib at base of injector. Lubricate small "O" ring with ATF and push "O" ring on nozzle end of
injector until it presses against injector filter.
2. Install steel back-up washer in top counterbore of throttle body injector cavity. Lubricate large "O" ring
with ATF and install "O" ring directly over back-up washer. See Fig. 31 . Ensure that "O" ring is seated
 properly in cavity and is flush with top of throttle body casting.

CAUTION: Back-up washer and large "O" ring must be installed before injector.
Improper seating of "O" ring will cause fuel leak.

3. Install "O" ring on injector. Install injector into cavity by aligning raised lug on injector base with cast-in
notch of throttle body cavity. Push down on injector until fully seated. Electrical terminals of injector will
be approximately parallel with throttle shaft. Install throttle body cover.

Removal (Model 700)

Relieve fuel pressure. See FUEL PRESSURE RELIEF under FUEL SYSTEM (TBI) in this article. Remove
fuel injector retainer screw and retainer. Using screwdriver and fulcrum on side of injector opposite connector
terminals, carefully pry injector out. See Fig. 9 . Remove upper and lower "O" rings and discard.

Fig. 9: Typical Throttle Body Injector Removal

Courtesy of GENERAL MOTORS CORP.

Installation (Model 700)

 1. Lubricate new upper and lower "O" rings with engine oil and place them on injector. Ensure upper ring is
in groove and lower ring is flush against filter.
2. Position injector in fuel meter assembly with electrical connector facing cutout for wire grommet.
3. Push injector down to seat in cavity. Install injector retainer. Coat injector retainer screw with thread
locking compound and install. Tighten screw to 27 INCH lbs. (3.0 N.m).

IDLE AIR CONTROL (IAC) VALVE (TBI)

Removal

Remove air cleaner and related ducting. Remove Idle Air Control (IAC) electrical connector. On model 220,
unscrew IAC valve. On model 700, remove IAC retaining screws and remove IAC valve. Replace as necessary.

Installation

1. Inspect gasket or "O" ring for damage. Replace as necessary. Measure distance from IAC contact flange
to tip of pintle. Distance should not exceed 1 1/8" (28 mm). If valve is extended too far, damage to valve
will result during installation.
2. To set IAC pintle length on a new IAC, use finger pressure to slowly retract pintle. Lubricate new "O"
ring with ATF and install new gasket. Install IAC valve on throttle body. Tighten IAC valve to
specification. See TORQUE SPECIFICATIONS at end of article.

CAUTION: DO NOT extend or retract pintle if IAC valve has been in service or
damage to worm gear will result.

3. Connect electrical lead to IAC valve and install air cleaner. Start engine and allow it to reach normal
operating temperature. Drive vehicle at least 43 MPH to allow ECM to reset idle speed. It may be
necessary to cycle ignition off and restart vehicle before proper idle will be initialized.

FUEL PUMP (FUEL INJECTION)

Removal (Camaro & Firebird)

1. Relieve fuel system pressure. Disconnect battery negative terminal. Raise car on hoist. Drain fuel from
fuel tank. Disconnect exhaust pipe at converter and rear hanger. Allow exhaust to hang over axle
assembly.
2. Remove tailpipe and muffler heat shields. Remove fuel filler neck shield behind left rear tire. Remove
rear suspension track bar and brace. Disconnect harness connector to fuel pump assembly.
3. Disconnect all fuel lines. Remove fuel line retaining bracket on left side and remove brake line clip from
bracket.
4. Position support jack under axle assembly. Disconnect lower ends of shock absorbers. Disconnect rear
stabilizer bar from frame (if equipped).
5. On models equipped with 2-piece driveshaft, remove center support bearing-to-rear axle torque arm bolts.
On all models, remove rear axle torque arm-to-differential housing bolts/nuts. Wire end of rear axle
torque arm aside. Remove driveshaft-to-differential yoke bolts/screws. Wire end of driveshaft aside.
 6. Lower rear suspension as far as possible without damaging brake lines and cables and remove both coil
springs. Remove tank straps bolts. Remove fuel tank by rotating front of tank down and sliding to the
right. Remove fuel pump assembly from fuel tank.

Removal (Corvette)

1. Relieve fuel system pressure. Remove fuse marked "Fuel Pump" from fuse block in passenger
compartment. Crank engine. Engine will start and run until fuel in line is exhausted. When engine stops,
engage starter again for 3 seconds to ensure engine will not start.
2. Remove battery ground cable. Remove fuel cap, fuel tank filler door. Remove filler neck housing and
disconnect drain hose. Remove screws attaching fuel meter and pump assembly to tank. Disconnect fuel
hoses, vapor hose and electrical connector from fuel meter and pump assembly. Pull pump up into
pulsator while pulling outward away from bottom support. Remove pump.

Removal (Except Camaro, Corvette & Firebird)

1. Disconnect negative battery cable. Relieve fuel pressure. Relieve fuel pressure. See FUEL PRESSURE
RELIEF under FUEL SYSTEM (TBI) or FUEL PRESSURE RELIEF under FUEL SYSTEM (PFI).
Remove filler neck. Lower fuel tank. Disconnect fuel lines and electrical connection.
2. Remove fuel level sending unit and pump retaining bolts or cam lock ring. Lift assembly from fuel tank
and remove fuel pump from sending unit.
3. Pull fuel pump upward while pulling outward away from bottom support. Use care not to damage rubber
insulator and strainer.

Installation

To install, reverse removal procedure using new "O" ring/gasket.

IGNITION MODULE (DIS)

Removal & Installation (2.2L, 2.5L & 3.1L)

1. Disconnect negative battery cable. Unplug connectors at ignition module. Disconnect spark plug wires
from coil pack. Remove ignition module from engine block. Remove coils and assembly plate.
2. On 2.5L engines, inspect crankshaft sensor "O" ring for wear, cracks or other damage. Replace if
necessary. Lubricate new "O" ring with engine oil before installing.
3. To install, reverse removal procedure. Tighten ignition coil nuts and module to specification. See
TORQUE SPECIFICATIONS at the end of article.

NOTE: If spark plug boots adheres to spark plugs, use Boot Remover (J-36011). Twist
first and then pull upward. Boots must be in place on housing prior to ignition
system assembly installation or damage may result.

IGNITION MODULE (IDI)

Removal & Installation (2.3L)

 1. Disconnect negative battery cable. Disconnect 11-pin harness connector. Remove 4 ignition module
cover-to-cam carrier bolts.
2. Remove ignition system assembly from engine. Remove 4 housing cover screws. Remove housing cover.
Remove coil harness connector from module. Remove module-to-cover screws. Remove module from
cover. To install, reverse removal procedure.

NOTE: DO NOT wipe grease from module or coil if module is not being replaced. If a
new module is being installed, silicone grease will be included. Spread grease
on metal face of module and on the cover where the module seats. This grease
is necessary for module cooling purposes.

Fig. 10: Distributorless Ignition Module Components (3.1L)

Courtesy of GENERAL MOTORS CORP.

IGNITION MODULE (C3I)

Removal & Installation (3.3L & 3.8L)

Disconnect negative battery cable. Unplug 14-way connector at ignition module. Disconnect spark plug wires
from coil pack. Remove nuts and washers securing ignition module to bracket. Remove coil-to-ignition module
Torx screws. Note wire colors for reassembly. Unplug connectors between ignition coil and module. Remove
module. To install, reverse removal procedure.
CRANKSHAFT/COMBINATION SENSOR (C3I)

Removal (3.3L & 3.8L)

1. Remove serpentine belt from crankshaft pulley. Raise vehicle on hoist. Remove right front tire and wheel
assembly. Remove right side lower engine compartment filler panel and right lower wheelwell-to-engine
compartment bolt, if necessary.
2. Using 28-mm socket, remove crankshaft harmonic balancer retaining bolt. Remove harmonic balancer.
Disconnect sensor harness connector. Remove sensor and pedestal (as an assembly) from block.

Installation (3.3L & 3.8L)

1. Loosen pinch bolt until sensor is free to slide in pedestal. Position sensor, with pedestal attached, onto
Installer (J-37089). Position installer onto crankshaft. See Fig. 11 .
2. Install pedestal-to-block bolts and pedestal pinch bolt. Tighten bolts. Remove installer. Place harmonic
balancer onto installer. Rotate balancer on installer. If any vanes of interrupter rings contact installer,
replace harmonic balancer.
3. Install balancer on crankshaft. To complete installation, reverse removal procedure. Tighten balancer
retaining bolt to specification. See TORQUE SPECIFICATIONS at end of article.

Fig. 11: Installing C3I Crankshaft/Combination Sensor

Courtesy of GENERAL MOTORS CORP.
CRANKSHAFT POSITION SENSOR (DIS & IDI)

Removal & Installation (2.5L)

Remove DIS ignition module. Remove crankshaft sensor mounting screws and remove sensor from DIS
module. Inspect "O" ring for wear, before installing DIS module. Replace if necessary. To install, reverse
removal procedure. See TORQUE SPECIFICATIONS in this article.

Removal & Installation (2.0L, 2.3L & 3.1L)

1. Disconnect the negative battery cable. Remove serpentine belt from crankshaft. Raise and support
vehicle. Remove right front tire and wheel assembly. Remove right inner fender access cover.
2. Using a 28mm socket, remove harmonic balancer retaining bolt. Remove harmonic balancer. Disconnect
the crankshaft sensor electrical connector.
3. Remove the crankshaft sensor retaining and pinch bolts. See Fig. 12 or Fig. 13 . Remove the crankshaft
sensor and mounting bracket as an assembly from engine block. Remove the crankshaft sensor from its
mounting bracket.

Installation

1. Loosely install the crankshaft sensor onto its mounting bracket. Position the sensor/bracket assembly onto
the Alignment Tool (J-37089). Position the Alignment Tool onto the crankshaft.
2. Install and tighten the crankshaft sensor retaining bolts to 22 Ft. Lbs. (30 N.m). Install and tighten the
mounting bracket pinch bolt to 89 INCH Lbs. (10 N.m). Remove the Alignment Tool from the crankshaft
sensor/bracket assembly. Place the Alignment Tool onto the harmonic balancer and turn the harmonic
balancer.
3. If any vane of the harmonic balancer touches the Alignment tool, replace the balancer assembly. Install
the balancer onto the crankshaft. Tighten the harmonic balancer retaining bolt to 219 Ft. Lbs. (298 N.m).
Install inner fender shield.
4. Install the right front tire and wheel assembly. Tighten the lug nuts to 100 Ft. Lbs (140 N.m). Lower
vehicle and install the serpentine belt.
Fig. 12: Removing/Installing Crankshaft & Camshaft Sensors (2.0L, 2.3L, 3.3L & 3.8L)
Fig. 13: Removing/Installing Crankshaft & Camshaft Sensors (3.1L)

CAMSHAFT SENSOR (C3I)

Removal & Installation (3.3L & 3.8L)

Disconnect the negative battery cable. Remove water pump pulley retaining bolts. Remove serpentine belt.
Remove water pump pulley. Remove the weather pack connector. Remove the camshaft sensor retaining bolt.
See Fig. 12 . Pull and twist the sensor to remove it from the engine front cover.

Installation

Lubricate the camshaft sensor "O" ring. Push and twist the camshaft sensor to install. Install the sensor retaining
bolt, weather pack connector, water pump pulley, and serpentine belt. Tighten the camshaft sensor retaining bolt
to 75 INCH Lbs. (8.5 N.m). Install and tighten the water pump pulley retaining bolts to 115 INCH Lbs. (13
N.m). Reconnect the negative battery cable.

IGNITION COIL (C3I)

Type II (3.3L)

Disconnect negative battery cable. Remove spark plug wires from coil. Remove bolts securing coil to module.
Remove coil assembly. To install, reverse removal procedure. Tighten retaining bolts to specification. See
TORQUE SPECIFICATIONS at end of article.
Type III (3.8L)

Disconnect negative battery cable. Remove spark plug wires from coil pack. Remove Torx screws securing coil
to ignition module. Tilt coil assembly back. Disconnect module connectors and remove coil pack. To install,
reverse removal procedure. Tighten retaining bolts to specifications. See TORQUE SPECIFICATIONS at end
of article.

IGNITION COILS (DIS & IDI)

Removal & Installation (2.0L, 2.2L, 2.5L & 3.1L)

Disconnect negative battery cable. Remove spark plug wires from coils. Remove nuts or screws from ignition
coils. Remove coils. To install, reverse removal procedure.

Removal & Installation (2.3L)

Disconnect negative battery cable. Disconnect 11-pin harness connector. Remove ignition cover-to-cam carrier
bolts. Remove ignition system assembly from engine. Remove housing cover screws. Remove housing cover.
Remove coil harness connector from module. Remove module-to-cover screws. Remove module from cover.
To install, reverse removal procedures. See TORQUE SPECIFICATIONS in this article.

THROTTLE POSITION SENSOR (TPS)

Removal

Disconnect electrical connection from TPS. Remove TPS retaining screws. Remove TPS.

Installation

1. With throttle valve in closed position, install TPS on throttle body. Ensure TPS lever engages with drive
lever on throttle shaft. Install retaining screws and electrical connection.
2. The TPS on most models are self-zeroing and are not adjustable. On these models, as long as voltage is
within a certain range, or less than 1.25 volts, TPS need not be serviced. On adjustable models, adjust
TPS to specification and tighten retaining screws. See ON-VEHICLE ADJUSTMENTS article in this
section.

OXYGEN (O2) SENSOR

O2 sensor is mounted in the exhaust pipe just below the exhaust manifold. It is equipped with a permanent
pigtail which must be protected from damage when the sensor is removed.

Removal

1. Ensure sensor is free of contaminants, avoid using cleaning solvents of any type. Sensor may be difficult
to remove when engine temperature is less than 120°F (48°C). Excessive removal force may damage
threads in exhaust manifold or pipe.
2. Disconnect negative battery cable at battery. Disconnect electrical connector from oxygen sensor.
Carefully remove oxygen sensor from exhaust pipe.
 CAUTION: Correct torque of O2 sensor is critical to prevent crushing glass beads in
graphite anti-seize compound. Crushing glass beads will cause sensor to
seize in exhaust manifold. This may necessitate replacement of exhaust
manifold upon next removal attempt.

Installation

1. Whenever an oxygen sensor is removed, threads must be coated with anti-seize compound before it is
reinstalled. New oxygen sensors will already have this compound applied to threads.
2. Install oxygen sensor in exhaust pipe and tighten sensor to 30 ft. lbs. (41 N.m). Reconnect electrical
connector to oxygen sensor. Reconnect negative battery cable.

TURBOCHARGER ASSEMBLY

NOTE: Turbocharger is not serviceable and must be replaced as a unit.

Removal (2.0L VIN M)

1. Disconnect negative battery terminal. Raise vehicle. Drain cooling system. Remove lower fan retaining
screw. Remove exhaust pipe. Remove rear A/C support bracket bolt. Loosen remaining bolts.
2. Remove oil drain tube at turbo. Lower vehicle. Remove coolant recovery pipe and move to one side.
Remove induction tube, coolant fan, oxygen sensor, and oil feed pipe at union.
3. Remove air intake pipe and actuator vacuum hose. Remove exhaust manifold retaining nuts and lift out
assembly. Remove turbocharger from exhaust manifold. Remove support bracket from turbine housing.

Removal (3.1L VIN V)

1. Disconnect negative battery terminal. Drain coolant from radiator. Remove intercooler-to-intake manifold
duct. Remove air cleaner-to-turbocharger duct at turbo unit.
2. Remove air cleaner inlet duct assembly, air cleaner and intercooler duct at turbocharger. Remove
turbocharger heat covers. Remove oxygen sensor.
3. Disconnect coolant return line and oil supply line at turbocharger. Disconnect vacuum lines at
turbocharger compressor outlet and actuator assembly.
4. Remove wastegate actuator arm retaining clip and remove actuator arm from wastegate. Remove
wastegate actuator from turbocharger. Remove cruise control servo and set aside.
5. Remove turbocharger downpipe, coolant hose and oil drain hose. Remove exhaust crossover from
turbocharger. Remove turbocharger assembly.

NOTE: Each turbocharger has a unique sound or noise level when operating. If the
sound cycles up and down, check for air restrictions in the intake tube and dirt
build-up in the compressor housing/wheel. If a high pitched noise or whistle
occurs, look for an inlet air or exhaust gas leak.

Inspection (All Models)

 1. Check for loose duct connections from air cleaner to turbo assembly, cross-over duct to intake system.
Check turbo wheels for impact damage from foreign objects and wheel contact against housing walls.
2. Check shaft for free rotation. Push inward on one of the shaft wheels while turning it by hand and feel for
any rubbing or binding. Do the same on the other side. Wheels should turn freely without contacting
hosing, backplate or shroud.
3. Check oil drain line for restriction. Any restriction can cause severe oil loss through the turbo seals.
Check for traces of burned oil on turbine housing exterior. Check oil supply line for restrictions.
Restricted oil flow will cause severe damage to turbocharger.

Installation (All Models)

Clean cylinder head and exhaust manifold mating surfaces prior to installing new gaskets. To install, reverse
removal procedure. Tighten to specification; oil feed lines, coolant feed and return lines, oxygen sensor, air
intake duct, and vacuum hose to actuator. See TORQUE SPECIFICATIONS at end of article.

WASTEGATE/ACTUATOR ASSEMBLY

Removal & Installation (2.0L VIN M & 3.1L VIN V)

1. Disconnect induction tube. On 3.1L (VIN V), drain cooling system. Remove coolant return line at
turbocharger.
2. On all models, remove clip securing actuator rod to wastegate control arm. Remove vacuum hose.
Remove actuator retaining screws and bolts. Remove actuator assembly.
3. To install, reverse removal procedure. Tighten retaining bolts to specification. See TORQUE
SPECIFICATIONS table.

OVERHAUL (CARBURETOR)
DISASSEMBLY IDLE MIXTURE SCREW PLUG

1. Idle mixture screw plugs should be removed (if equipped) prior to disassembly of carburetor. Invert
carburetor. Using hacksaw, saw 2 parallel cut areas in throttle body between locator points near idle
mixture plug. See Fig. 14 .
 Fig. 14: Removing Idle Mixture Screw Plugs
Courtesy of GENERAL MOTORS CORP.

2. Distance between cut areas should be near size of punch to be used for plug removal. Cut downward to
the plug. Cut area should not exceed more than 1/8" beyond locator points.
3. Place flat punch near end of cut areas. Holding punch at a 45 degree angle, drive punch inward toward
throttle body to break casting away. Use a center punch to break plug and expose idle mixture screw.
Repeat procedure for remaining plug.

DISASSEMBLY AIR HORN

1. Place carburetor in Holding Fixture (J-9789-118). Remove fuel filter, spring and fuel inlet nut. Remove
Idle Load Compensator (ILC) assembly. Remove primary and secondary vacuum break assemblies and
linkage (if equipped).
2. Air bleed valve cover must be removed. Seal bowl vents and air inlets with tape. Using a 7/64" drill bit,
drill out head of air bleed valve cover retaining rivet.
3. Remove rivets and air bleed valve cover. Clean metal shavings from top of carburetor. Remove air bleed
valve assembly. Remove "O" rings from air bleed valve.
4. Remove secondary metering rod holder retaining screw. Remove metering rod holder and metering rods.
Remove choke lever retaining screw. Remove choke lever.
5. Pull upward on choke link. Hold intermediate choke lever outward while twisting choke link from lever.
Remove pump link retainer at pump lever. Remove pump link from pump lever. DO NOT remove pump
 lever from air horn.
6. Remove air horn-to-float bowl retaining screws. Lift air horn straight up from main body. Invert air horn.
Remove TPS plunger.

NOTE: Use care not to damage mixture control solenoid connector, TPS
adjustment lever and small tubes protruding from air horn. DO NOT
attempt to remove small tubes.

7. Using small screwdriver, remove pump stem seal and TPS plunger seal retainer. Remove seals from air
horn. Remove solenoid adjusting screw plug and adjusting screw (if equipped). See Fig. 16 .

DISASSEMBLY FLOAT BOWL

1. Remove air horn-to-float bowl gasket. Remove mixture control solenoid plunger. Remove accelerator
pump assembly. Remove spring and cup from accelerator pump.
2. Remove TPS and spring. Remove mixture control solenoid-to-air horn gasket. Remove solenoid
connector retaining screws. Using Mixture Control Adjuster (J-28696-10 or BT-7928), remove solenoid
mixture adjusting screw and rich limit stop.
3. Remove solenoid plunger. Remove primary metering rods and springs. Remove float bowl insert.
Remove mixture control solenoid assembly. DO NOT remove plunger return spring or connector wires
from solenoid.
4. Remove aneroid cavity insert. Remove solenoid return spring and adjusting screw spring. Remove float,
needle and hinge pin.
5. Using Needle Seat Remover/Installer (J-22769), remove needle seat and gasket. Using Metering Jet
Remover (J-28696-4 or BT-7928), remove primary jets.

CAUTION: DO NOT remove secondary jets. Secondary jets are pressed into float
bowl. If jets are damaged, float bowl must be replaced.

6. Remove discharge plug retainer, discharge ball and pump well baffle. Drill out choke cover retaining rivet
heads. Remove choke cover retainers. Remove choke cover, thermostat assembly and gasket. Remove
choke housing-to-float bowl retaining screw and washer.
7. Remove choke housing. Remove choke housing-to-float bowl seal. Remove secondary throttle lock-out
lever. Remove intermediate choke lever. Invert float bowl. Remove intermediate choke shaft seal.
8. Remove internal choke thermostat lever retaining screw. Remove choke thermostat lever, intermediate
choke shaft, lever and link assembly and fast idle cam. Separate fast idle cam from shaft. Remove
intermediate choke shaft seal.

DISASSEMBLY THROTTLE BODY

1. Using Idle Mixture Socket (J-29030-B or BT-7610B), remove idle mixture screws and springs. Note and
record number of turns required for idle mixture screw removal for reassembly reference.
2. Remove throttle body-to-float bowl retaining screws. Separate throttle body and gasket from float bowl.
CLEANING & INSPECTION

1. Clean parts thoroughly in carburetor cleaner. DO NOT soak solenoids, TPS, choke cover and thermostat
assembly, plastic, or rubber parts in cleaner. After cleaning, rinse all metal parts with HOT water.
2. Blow dry with compressed air. Choke shaft must operate freely in air horn. Inspect idle mixture screws
for grooves or nicks. Replace if damaged.
3. Inspect float for damage or fuel absorption. Inspect all solenoids for damaged wiring. Using ohmmeter,
check mixture control solenoid resistance. Replace solenoid if resistance is not between 20-26 ohms.
4. Check mixture control solenoid for ground. Place one ohmmeter lead on solenoid case and remaining lead
on one solenoid terminal. Resistance should be infinite. Replace solenoid if grounded.
5. Pump system operation should be checked. Install new pump cup and spring on pump plunger. Install
pump discharge ball, plug and pump well baffle in float bowl. Fill float chamber and pump well with
clean solvent.
6. Seal 2 pump discharge passages located on top of float bowl surface. Push pump assembly downward in
well area. Pump should not reach bottom of travel area. Only movement should be compression of the
duration spring.
7. Excessive pump travel indicates improper seating of pump cup, worn pump well or pump discharge plug
is leaking. Repair defective components.
8. Refill float chamber and pump well with clean solvent. Slowly move pump downward in pump well until
solvent appears at top of pump discharge passages. Remove pump assembly and note solvent level in
passages.
9. Solvent level should not decrease. If level decreases, check for missing discharge ball, improper discharge
ball seating or defective ball or seat. Repair as necessary.

CAUTION: Float bowl containing a machined pump well may be identified by the
letters "MW" stamped on front of float bowl near fuel filter. Ensure
replacement float bowl contains proper lettering.

REASSEMBLY FLOAT BOWL ASSEMBLY

1. Install new float bowl-to-throttle body gasket. Ensure all passages align. Install throttle body and
retaining screw.
2. Install carburetor on holding fixture. Install idle mixture screws and springs. Adjust to location recorded
during disassembly. Install intermediate choke shaft seal in choke housing with seal lips toward float
bowl.
3. Install fast idle cam on intermediate choke shaft with stepped areas facing downward. Install cam and
choke shaft in housing. Install choke thermostat lever on intermediate choke shaft. Install retaining screw.
4. Install choke shaft seal in float bowl with seal lips facing outward. Install choke housing seal in float
bowl. Install secondary lock-out lever. Using Choke Lever Installer (J-23417), install intermediate choke
lever in float bowl cavity.
5. Install choke housing assembly so intermediate choke shaft engages with intermediate choke lever.
Ensure fast idle cam is located above vacuum break lever.
6. Install choke housing retaining screws. Check choke linkage for freedom of movement. Adjust choke coil
lever adjustment. See CHOKE COIL LEVER under ADJUSTMENTS in this article.
 7. Install pump well baffle with slot area toward bottom of float bowl. Install pump discharge ball and
spring (if equipped). Install discharge ball plug. Install primary metering jets.
8. Using Needle Seat Installer (J-22769), install needle seat and gasket. Install float needle on float. Ensure
float needle does not engage with slot area on float.
9. Install float hinge pin with open end facing pump well. Install float assembly. Adjust float level. See
FLOAT LEVEL under ADJUSTMENTS in this article.
10. Install mixture control solenoid return spring, adjusting screw spring and aneroid cavity insert (if
equipped). Install mixture control solenoid with solenoid pin aligned with float bowl hole.
11. Install solenoid retaining screw and connector-to-air horn gasket. Adjust solenoid mixture screw. See
MIXTURE CONTROL SOLENOID MIXTURE SCREW under ADJUSTMENTS in this article.
12. Install float bowl insert, primary metering rods and springs. Install TPS adjusting spring and TPS. Push
downward on connector to position below casting surface.
13. Install new cup and spring on accelerator pump. Install accelerator pump and spring. Install float bowl-to-
air horn gasket. Install mixture control solenoid plunger.

REASSEMBLY AIR HORN

1. Using Mixture Control Adjuster (J-28696-10), install TPS adjusting screw. TPS final adjustment is made
after carburetor installation. Install pump stem seal and TPS seal with seal lips facing outward.
2. Install seal retainers. Stake seal retainers in 3 places. Install TPS actuator plunger. Install mixture control
solenoid stop screw and spring. Using Stop Screw Adjuster (J-28696-4), lightly seat stop screw then back
out 1/4 turn.
3. Hold air horn gasket downward while installing air horn. Ensure accelerator pump aligns with hole of air
horn. Using small screwdriver, hold TPS adjusting lever and plunger upward while installing air horn on
float bowl.
4. Ensure air horn tubes align with float bowl and gasket. Install air horn screws. Tighten screws in proper
sequence. See Fig. 15 .
5. Install pump link in throttle lever and pump lever. Install pump link retainer. Install choke link in
intermediate choke lever while holding fast idle cam upward.
6. Install choke lever on choke link. Engage choke lever with choke shaft. Install retaining screw. Install
secondary metering rods and holder. Ends of metering rods must face each other. Install holder retaining
screw.
7. Operate air valves to ensure freedom of movement. Coat new "O" rings for air bleed valve with ATF.
Install "O" rings on air bleed valve with thick ring in upper groove and thin ring in lower groove.
8. Install air bleed valve. Adjust air bleed valve. Refer to AIR BLEED VALVE under ADJUSTMENTS in
this article. Install and adjust vacuum break assemblies.
9. Install ILC. Install spring, fuel filter and fuel inlet nut. Tighten fuel inlet nut. Place fast idle cam on
highest step.
10. Install choke cover, thermostat assembly and gasket in choke housing. Ensure coil tang engages with
choke thermostat lever and cover notch aligns with housing projection. Install choke cover retainers and
rivets. Perform necessary adjustments. See ADJUSTMENTS in this article.
11. Install carburetor to intake manifold using new base gasket. Tighten bolts A-D in sequence to 12 ft. lbs.
(16 N.m). See Fig. 15 .
Fig. 15: Air Horn & Throttle Plate Tightening Sequence
Courtesy of GENERAL MOTORS CORP.
Fig. 16: Exploded View of Rochester Model E4MC Carburetor
Courtesy of GENERAL MOTORS CORP.

ADJUSTMENTS (CARBURETOR)
FLOAT LEVEL
 1. Remove air horn, solenoid plunger, air horn gasket and metering rods. Remove plastic float bowl insert. If
solenoid lean mixture screw requires removal, use Mixture Control Adjuster (J-28696 or BT-7928).
Count and record number of turns required to lightly seat lean mixture screw prior to removal.
2. Install Bracket (J-34817-1 or BT-8227A-1) on float bowl. See Fig. 17 . Install Float Positioner (J-34817-3
or BT-8227-A) on float bowl with pin contacting outer edge of float lever.
3. Using "T" Scale (J-9789-90 or BT-8037), measure distance from top of casting to top of float,
approximately 3/16" from large end of float. Float level must be within 2/32" of float level specification.
See FLOAT LEVEL SPECIFICATIONS table.
4. If float level requires adjustment, use Float Adjuster (J-34817-15 or BT-8233) to bend float lever for
correct setting. Recheck float level after each adjustment. Ensure float alignment is straight and does not
contact float bowl.
5. Lightly seat lean mixture screw and readjust to original location (if removed). Reverse removal procedure
for remaining components. Tighten air horn in correct sequence. See Fig. 15 .

FLOAT LEVEL SPECIFICATIONS

Carburetor No. Setting
17086008 11/32"
17086009 14/32"
17088115 11/32"
Fig. 17: Adjusting Float Level
Courtesy of GENERAL MOTORS CORP.

MIXTURE CONTROL SOLENOID MIXTURE SCREW

1. Install Mixture Control Solenoid Gauge (J-33815-1 or BT-8253-A) over throttle lever side metering jet
guide. Temporarily install solenoid plunger.
2. Install lean mixture screw 6 threads. Install rich limit stop. Hold solenoid plunger downward against
solenoid stop. Using Mixture Adjuster (J-28696-10 or BT-7928), slowly turn lean mixture screw in or out
until solenoid plunger just contacts solenoid stop and mixture control solenoid gauge. See Fig. 18 .
3. Adjustment is correct when solenoid plunger is contacting BOTH the solenoid stop and gauge. Remove
solenoid plunger and gauge. Install plug at proper location. See Fig. 20 .
Fig. 18: Adjusting Solenoid Mixture Screw
Courtesy of GENERAL MOTORS CORP.

MIXTURE CONTROL SOLENOID STOP SCREW

1. With solenoid lean mixture screw properly adjusted and air horn installed, install Float Gauge (J-34935-1
or BT-8420-A) in air horn vent hole. Allow float gauge to contact mixture control solenoid plunger. See
Fig. 19 . Note line indicated with top of air horn casting.
2. Press downward on float gauge and note indicator mark. Release float gauge. This difference between the
indicator lines is the solenoid plunger travel.
3. Using Stop Screw Adjuster (J-28696-10 or BT-7928), turn rich mixture stop screw until total solenoid
travel equals 4/32" (3.17 mm).
4. After adjustment, install lean mixture screw plug and rich mixture stop screw plug. Plugs must be
installed at specified location to seal settings and to prevent fuel vapor loss. See Fig. 20 .
Fig. 19: Adjusting Mixture Control Solenoid Stop Screw
Courtesy of GENERAL MOTORS CORP.
Fig. 20: Installing Lean Mixture Screw Plug & Solenoid Stop Screw Plug
Courtesy of GENERAL MOTORS CORP.

AIR BLEED VALVE

1. Install Air Bleed Valve Gauge (J-33815-2 or BT-8253-B) in throttle side of vent hole of air horn so gauge
contacts solenoid plunger. See Fig. 21 .
2. Position upper end of air bleed valve gauge over open cavity next to valve. Hold gauge downward so
solenoid plunger is against solenoid stop and rotate gauge. Adjust air bleed valve so gauge pivots over
and just contacts top of valve. See Fig. 21 .
Fig. 21: Adjusting Air Bleed Valve
Courtesy of GENERAL MOTORS CORP.
AIR VALVE SPRING

1. Loosen shaft lock screw using Allen wrench. Rotate spring fulcrum pin counterclockwise until throttle
valves open. See Fig. 22 .
2. Rotate spring fulcrum pin clockwise until throttle valves close. Then rotate spring fulcrum pin proper
amount of revolutions. See E4MC CARBURETOR SPECIFICATIONS table.
3. Hold spring fulcrum pin and tighten lock screw. Apply a light coat of grease to spring contact area.

Fig. 22: Adjusting Air Valve Spring

Courtesy of GENERAL MOTORS CORP.

CHOKE COIL LEVER

1. Remove choke cover retaining rivets. Remove choke cover and coil assembly from choke housing. See
Fig. 23 . Position fast idle cam on highest step of fast idle lever.
2. Push upward on choke coil lever to close choke valve. Install a .120" (3.04 mm) drill or pin gauge in
choke housing hole. See Fig. 23 . Lower edge of choke lever should just contact pin gauge. Bend choke
rod to adjust.
Fig. 23: Adjusting Choke Coil Lever
Courtesy of GENERAL MOTORS CORP.

CHOKE ROD (FAST IDLE CAM)

1. Install rubber band to vacuum break lever of intermediate choke shaft. See Fig. 24 . Open throttle,
allowing choke valve to close. Install Angle Gauge (J-26701-A) on choke valve.
2. Adjust angle gauge to choke rod specification. Refer to the E4MC CARBURETOR
SPECIFICATIONS table. Place fast idle cam on second step of cam lever.
3. If cam lever does not contact cam, adjust fast idle screw. Bend tang on fast idle assembly until angle
gauge bubble is centered. See Fig. 24 .
Fig. 24: Adjusting Choke Rod (Fast Idle Cam)
Courtesy of GENERAL MOTORS CORP.

NOTE: Choke coil lever and choke rod (fast idle cam) adjustments must be correct
before performing primary (front) vacuum break adjustment.

PRIMARY (FRONT) VACUUM BREAK

1. Install rubber band to vacuum break lever of intermediate choke shaft. Open throttle, allowing choke
valve to close. Install Angle Gauge (J-26701-A) on choke valve. See Fig. 25 .
 2. Adjust angle gauge to specification. See E4MC CARBURETOR SPECIFICATIONS table. Plug
vacuum break bleed holes (if equipped).
3. Using vacuum pump, apply 15 in. Hg vacuum to vacuum break. Ensure bucking spring is seated. See Fig.
24 . If air valve rod restricts vacuum break plunger from retracting, release vacuum and bend rod to allow
full plunger travel.
4. Reapply vacuum and note bubble reading on angle gauge. Adjustment is correct when angle gauge bubble
is centered. Adjust screw located on bucking screw to center bubble. See Fig. 24 .

Fig. 25: Adjusting Front Vacuum Break

Courtesy of GENERAL MOTORS CORP.

NOTE: Choke coil lever and choke rod (fast idle cam) adjustments must be correct
before performing secondary (rear) vacuum break adjustment.

SECONDARY (REAR) VACUUM BREAK

 1. Install rubber band to vacuum break lever of intermediate choke shaft. Open throttle, allowing choke
valve to close. Install Angle Gauge (J-26701-A) on choke valve. See Fig. 26 .
2. Adjust angle gauge to specification. See E4MC CARBURETOR SPECIFICATIONS table. Plug
vacuum break bleed holes (if equipped).
3. Using vacuum pump, apply 15 in. Hg vacuum to vacuum break. Ensure bucking spring is compressed (if
equipped). See Fig. 24 . If air valve rod restricts vacuum break plunger from retracting, release vacuum
and bend rod to allow full plunger travel.
4. Reapply vacuum and note bubble reading on angle gauge. Adjustment is correct when angle gauge bubble
is centered. Rotate adjusting screw located on rear of vacuum break (if equipped). On models without
adjusting screw, use Linkage Adjuster (J-9789-111) while supporting rod at "S" area and bend vacuum
break rod. See Fig. 26 .

Fig. 26: Adjusting Secondary (Rear) Vacuum Break

Courtesy of GENERAL MOTORS CORP.
AIR VALVE ROD (FRONT)

1. Plug vacuum break bleed hole (if equipped). Using vacuum pump, apply 15 in. Hg vacuum to vacuum
break. Ensure air valves are fully closed. See Fig. 27 .
2. Measure clearance between rod and end of lever slot. Install a .015" (.38 mm) drill or pin gauge between
rod and end of slot. See Fig. 29 .
3. Bend rod at point shown to obtain a clearance of .015" (.38 mm) with vacuum applied. Reconnect
vacuum hose to diaphragm.

Fig. 27: Adjusting Front Air Valve Rod

Courtesy of GENERAL MOTORS CORP.

NOTE: Choke coil lever and choke rod (fast idle cam) adjustments must be correct
before performing choke unloader adjustment.

CHOKE UNLOADER

1. Install rubber band to vacuum break lever of intermediate choke shaft. Open throttle, allowing choke
valve to close. Install Angle Gauge (J-26701-A) on choke valve. See Fig. 28 .
2. Adjust angle gauge to specification. See E4MC CARBURETOR SPECIFICATIONS table. Hold
secondary lock-out lever away from pin. See Fig. 28 .
3. Hold throttle lever in wide open position. Note bubble on angle gauge. Adjustment is correct when angle
gauge bubble is centered. Using Linkage Adjuster (J-9789-111), adjust fast idle lever to center bubble.
Fig. 28: Adjusting Choke Unloader
Courtesy of GENERAL MOTORS CORP.

SECONDARY THROTTLE VALVE LOCK-OUT LEVER (SIDE CLEARANCE)

1. Place fast idle cam on highest step of cam lever. Hold throttle lever closed. Measure secondary throttle
valve lock-out side clearance between pin and lock-out lever. See Fig. 29 .
2. Lock-out lever side clearance should be .010-.020" (.25-50 mm). Adjust clearance by bending pin.

SECONDARY THROTTLE VALVE LOCK-OUT LEVER (OPENING CLEARANCE)

1. Push down on tail of fast idle cam, allowing lock-out lever to move away from pin. Rotate throttle lever
to position minimum clearance between lock-out lever and pin. See Fig. 29 .
2. Measure specified opening clearance between end of pin and lock-out lever toe. See Fig. 29 . Clearance
should be .015" (.38 mm). Adjust clearance by filing end of pin.
Fig. 29: Adjusting Secondary Throttle Valve Lock-Out
Courtesy of GENERAL MOTORS CORP.

E4MC CARBURETOR SPECIFICATIONS

Application Specification
17086008 & 17088115
Accelerator Pump Tamper Resistant
Air Valve Rod .025"
Air Valve Spring (1) 1/2

Automatic Choke Tamper Resistant

Choke Unloader 35°
Choke Coil Lever .120"
Choke Rod 14°
Float Level (2) 11/32"
Idle Air Bleed 1.756"
Secondary Lock-Out .015"
 Vacuum Break
Primary 25°
Secondary 43°
(1) Specification is number of turns.

(2) Carb. No. 17086009 float level is 14/32".

FUEL SYSTEM (PFI)

FUEL PRESSURE RELIEF

1. Fuel system is under pressure. Pressure must be relieved prior to servicing fuel system. Fuel pressure may
be relieved by using one of 2 different methods.
2. One method is to disconnect fuel pump at rear body connector. Start engine and allow to run until it stops.
Operate starter for 3 seconds to remove remaining fuel from fuel lines. Reconnect fuel pump once repair
is completed.
3. The other method is to install Fuel Pressure Gauge (J-34730-1) on fuel pressure connection. Wrap shop
towel around pressure connection when installing fuel pressure gauge to absorb fuel leakage.
4. Place gauge bleed hose in container. Open bleed valve to bleed fuel pressure.

FUEL SYSTEM (TBI)

FUEL PRESSURE RELIEF

Disconnect negative battery cable. Remove fuel filler cap. Since these TBI units contain an internal bleed-down
feature, after a short time, system fuel pressure should dissipate.

THROTTLE BODY OVERHAUL

Disassembly

Disassembly of throttle body unit for immersion in cleaning solvent requires removal of throttle body cover or
fuel meter assembly, TPS and IAC assembly. Throttle valve screws are staked in position and should not be
removed. Before working on throttle body assembly, it is essential that residual pressure be relieved before
throttle body is removed. See FUEL PRESSURE RELIEF under FUEL SYSTEM (TBI) in this article.

WARNING: Pressure regulator includes spring under heavy tension which may cause
personal injury if released. DO NOT immerse cover in any type of cleaning
solvent.

THROTTLE BODY COVER (MODEL 220)

Place throttle body on Holding Fixture (J-9789-118 or BT 30-15) to prevent damage to throttle valve. Remove
screws holding cover to throttle body, noting location of 2 short screws. Remove throttle body cover. See Fig.
31 . Throttle body cover and pressure regulator are serviced as an assembly. DO NOT remove screws attaching
pressure regulator to cover.

FUEL METER ASSEMBLY (MODEL 700)

Remove fuel meter-to-throttle body retaining screws. Remove fuel meter assembly. See Fig. 30 . Discard
gasket. If fuel pressure regulator cover is removed, regulator diaphragm must be replaced to prevent fuel leaks.
Fig. 30: Exploded View of Model 700 Throttle Body Assembly
Courtesy of GENERAL MOTORS CORP.
Fig. 31: Exploded View of Model 220 Throttle Body Assembly
Courtesy of GENERAL MOTORS CORP.

CLEANING & INSPECTION

1. Clean all metal parts in a cold immersion-type cleaner such as Carbon X (X-55). Blow dry with
compressed air.
2. DO NOT immerse TPS, IAC, throttle body cover, fuel meter assembly and pressure regulator assembly,
fuel injector, fuel filter, rubber parts and diaphragms in cleaner solvent.
3. Inspect mating surfaces for damage that may prevent gasket sealing. Repair or replace components which
may be cause of problems.
REASSEMBLY THROTTLE BODY COVER (MODEL 220)

1. Install new dust seal into recess of throttle body. Install fuel outlet passage gasket on cover. Install throttle
body cover gasket on throttle body. Install cover, making sure that pressure regulator dust seal and cover
gaskets are in place.
2. Apply thread locking compound to cover attaching screws. Install cover screws and lock washers.
Tighten screws. Connect electrical lead to fuel injector and install air cleaner.

REASSEMBLY FUEL METER ASSEMBLY (MODEL 700)

1. Install new fuel meter-to-throttle body assembly gasket. Match cutout portions of gasket with openings in
throttle body assembly.
2. Place fuel meter assembly on throttle body. Install fuel meter-to-throttle body retaining screws and
washers (screws should be coated with locking compound). Tighten screws to specification. See
TORQUE SPECIFICATIONS at end of article.
3. Install new "O" rings on fuel lines. Using a back-up wrench on fuel fittings, tighten fuel line nuts to 20 ft.
lbs. (27 N.m). To complete reassembly, reverse disassembly procedure.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Catalytic Converter Hanger Bolts/Screws (Camaro & Firebird) 37 (50)
Center Support Bearing-To-Rear Axle Torque Arm Bolts (Camaro & Firebird
With 2-Piece Driveshaft) 37 (50)
Driveshaft-To-Differential Yoke Bolt/Screw (Camaro & Firebird) 16 (22)
Fuel Tank Strap Bolts (Camaro & Firebird) 25 (34)
Harmonic Balancer (C3I)
3.3L & 3.8L 200-239 (270-325)
Ignition System
DIS Module-to-Block Bolt
2.2L, 2.5L & 3.1L 15-22 (20-30)
IDI Cover Assembly Bolt (4) 19 (26)
PFI System
Fuel Inlet & Return Line Nuts (1)
2.0L, 5.0L & 5.7L 20 (27)
2.3L, 3.3L & 4.5L 22 (30)
3.1L 17 (23)
Fuel Rail Bolt
2.0L & 3.3L 15-20 (20-27)
2.3L 19 (26)
4.5L 18 (24)
5.0L & 5.7L 15 (20)
 IAC Valve
2.0L, 5.0L & 5.7L 13 (18)
Intake Runner Bolts
5.0L & 5.7L 19 (26)
Oxygen Sensor 30 (41)
Plenum Bolts
3.1L 16 (22)
5.0L & 5.7L 19 (26)
Throttle Body Bolt
2.0L 10-15 (14-20)
2.3L, 3.1L, 5.0L & 5.7L 19 (26)
3.8L 11 (15)
4.5L 14 (19)
Throttle Body Nut
3.3L 21 (28)
Rear Axle Torque Arm Outer Transmission Bracket (Camaro & Firebird)
Bolt
Front Lower 37 (50)
Rear Upper 20 (27)
Nut 30 (41)
Rear Axle Torque Arm-To-Differential Housing Bolts/Nuts (Camaro & 97 (132)
Firebird)
Rear Axle Track Bar Brace-To-Body Bracket Bolts (Camaro & Firebird)
Left 35 (47)
Right 80 (108)
Rear Axle Track Bar-To-Left Coil Spring Seat Bolt/Nut (Camaro & Firebird) 61 (83)
Rear Axle Track Bar-To-Right Body Bracket Bolt/Nut (Camaro & Firebird) 80 (108)
Rear Exhaust Pipe Hanger Nut (Camaro & Firebird) 16 (22)
Rear Exhaust Pipe-To-Catalytic Converter Outlet Flange Bolts/Screws 15 (20)
(Camaro & Firebird)
Rear Stabilizer Shaft Insulator Clamp Nuts (Camaro & Firebird) 18 (24)
Rear Stabilizer Shaft Link Bolts/Nuts (Camaro & Firebird) 17 (23)
Shock Absorber Lower Mounting Nut (Camaro & Firebird) 70 (95)
TBI System
Fuel Inlet Fitting 30 (41)
Fuel Outlet Fitting (Model 220) 22 (30)
Fuel Outlet Fitting (Model 700) 30 (41)
Fuel Line Nut 20 (27)
Idle Air Control Valve (Model 220) 13 (18)
Oxygen Sensor 30 (41)
Throttle Body-to-Manifold Bolt 18 (24)
Turbocharger
Coolant Feed & Return Line Fitting 21 (29)
Exhaust Downpipe-to-Turbo Bolt 17 (23)
Exhaust Manifold Bolt 16 (22)
Exhaust Pipe-To-Elbow Bolt 18 (24)
Intake Manifold Bolt 18 (24)
Oil Feed Line Fitting 15 (20)
Oil Return Line Fitting 30 (41)
Throttle Body Nut 18 (24)
Turbo-To-Exhaust Manifold Nut 18 (24)
Turbo-To-Exhaust Outlet Elbow Stud 18 (24)
Turbo Support Bracket
Lower Bolt 37 (50)
Retaining Nut 18 (24)
Wheel Lug Nuts (Camaro & Firebird) 81 (110)
INCH Lbs. (N.m)
Ignition System
Coil-to-Cover Screws
2.3L 35 (4.0)
Crankshaft/Combination Sensor-to-Block Bolt
2.2L 53-106 (6-12)
2.3L 89 (10)
3.1L 71 (8.0)
Crankshaft Sensor-to-Module Screws
2.5L 20 (2.3)
Ignition Coil-to-Module Screws
2.2L, 2.5L & 3.1L 41 (4.6)
Module-to-Cover Screws (3)
2.3L 35 (4.0)
Muffler Hanger Retaining Bolts/Nuts (Camaro & Firebird) 89 (10)
PFI System
Coolant Cover Screws
2.3L 9 (1.0)
3.1L 27 (3.0)
Crossover Tube Retainer Bolt
5.0L & 5.7L 44 (4.9)
Fuel Rail Bolt
3.1L 89 (10)
Fuel Return Line Clamp Bolt
2.3L 53 (6.0)
IAC Valve Housing
3.3L & 3.8L
 27 (3.0)
IAC Valve Retaining Screw
2.3L, 3.1L, 3.3L & 3.8L 18 (2.0)
Pressure Regulator Base-To-Rail Bolt
5.0L & 5.7L 44 (4.9)
Pressure Regulator-To-Bracket Bolts
5.0L & 5.7L 44 (4.9)
TBI System
Fuel Injector Screw (Model 700) 27 (3.0)
Fuel Meter Assembly Screw (Model 700) 31 (3.5)
Idle Air Control Valve Retaining Screw (Model 700) 27 (3.0)
Lower Throttle Body-To-Upper Throttle Body Screw (220) 35 (4.0)
Throttle Body Cover Screw (Model 220) 27 (3.0)
Throttle Position Sensor Screw 18 (2.0)
Vacuum Tube Assembly Screw (Model 700) 27 (3.0)
(1) On 2.3L and 3.3L, fuel rail inlet fitting must not be removed from fuel rail. Fitting is staked in place.
 ENGINE PERFORMANCE

General Motors - E Theory & Operation

INTRODUCTION
This article covers the basic description and operation of engine performance related systems and components.
Prior to diagnosing vehicles or systems with which you are not completely familiar, read through this article.

AIR INDUCTION SYSTEM

AIRFLOW SENSING

Speed Density

On models equipped with MAP and MAT sensors, the speed density method is used to compute the airflow
rate. Manifold pressure and temperature are used to calculate the airflow rate to the ECM. The MAP sensor
responds to manifold vacuum changes due to engine load and speed changes.

The ECM sends a voltage signal to the MAP sensor. Manifold pressure changes result in resistance changes in
the MAP sensor. By monitoring MAP sensor output voltage, the ECM determines manifold pressure. If MAP
sensor fails, the ECM will supply a fixed MAP value and use the TPS to control fuel.

Mass Airflow

Sensor measures flow of air entering the engine in grams per second. This measurement of airflow is a
reflection of engine load (throttle opening and air volume), similar to the relationship of engine load to MAP or
vacuum sensor signal. MAF signal should remain relatively constant at cruise, gradually changing with throttle
angle and rapidly changing on sudden acceleration. The ECM uses this information to control fuel delivery.

The frequency generator type MAF sensor produces a frequency signal that cannot be easily measured in testing
(32-150 Hertz). This varying signal is proportional to airflow.

TURBOCHARGERS

Turbocharger is an option on the 2.0L equipped Sunbird and the 3.1L equipped Grand Prix. Turbocharger
increases available horsepower from the engine by pressurizing the air/fuel charge prior to its entering the
combustion chamber. This increases power output by approximately 15 percent. The turbocharger system
includes the turbine assembly, compressor, wastegate, actuator, throttle body and intercooler.

Turbine Assembly

The turbine is driven by exhaust gas. The turbine and compressor wheels are connected by a shaft. Exhaust gas
enters the turbine housing through a tube. Exhaust gas moving across the turbine blades causes blades to spin.
An increase in exhaust gas volume will increase turbine and compressor speed.

Compressor
The compressor is connected to the turbine by a shaft. The compressor forces an air charge into the intake
manifold which is more dense than what would normally be drawn in at atmospheric pressure. The increased
density of the intake mixture results in an increase in engine power.

Wastegate & Actuator

When intake manifold pressure reaches a specified level, the wastegate opens and allows a portion of the
exhaust gas to by-pass the turbine blades, effectively limiting turbine speed and output.

The wastegate actuator is a pressure motor which opens and closes the wastegate. The actuator responds to
boost pressure and is controlled by the ECM wastegate solenoid. When the pressure differential across the
compressor reaches a specified level, the diaphragm will partially open the wastegate.

Intercooler

An intercooler is used on turbocharged engines to lower inlet air temperature and increase inlet air density,
allowing a more dense air/fuel charge to enter the combustion chamber.

As air is compressed, its temperature increases. This heated, pressurized air is routed through the core of a
radiator-type intercooler. Outside air passing through the intercooler lowers the temperature of the air inside of
the intercooler.

Oil Supply

The turbine and compressor wheels can reach speeds up to 140,000 RPM. A sufficient supply of clean engine
oil is absolutely necessary for continued operation. Engine oil is fed directly to center housing rotating
assembly. Any contamination or interruption of oil flow will result in severe turbocharger damage.

NOTE: Anytime a basic engine bearing, main bearing, connecting rod bearing,
camshaft bearing, or any part of turbocharger assembly has been replaced, the
oil and oil filter should be changed as part of the repair procedure. In addition,
turbocharger should be flushed with clean engine oil to reduce the possibility of
contamination.

Whenever oil and filter are changed on a engine, the system must be primed with oil prior to starting.
Disconnect battery power at HEI distributor (2.0L) or DIS module (3.1L). Crank engine until oil light goes out
or oil pressure gauge indicates positive pressure. To prevent starter damage, do not crank engine in excess of 30
seconds at a time. Reconnect battery power to ignition and start engine.

COMPUTERIZED ENGINE CONTROLS

The computerized engine control system monitors and controls a variety of engine/vehicle functions. The
computerized engine control system is primarily an emission control system which is designed to maintain a
14.7:1 air/fuel ratio under most operating conditions. When the ideal air/fuel ratio is maintained, the 3-way
catalytic converter can control oxides of nitrogen (NOx), hydrocarbon (HC) and carbon monoxide (CO)
emissions.
The computerized engine control system consists of the following sub-systems: Electronic Control Module
(ECM), input signals (sensors and switches) and output signals.

ELECTRONIC CONTROL MODULE (ECM)

ECM is located in passenger compartment. For exact location of ECM, see ECM LOCATION in appropriate
TESTS W/CODES article.

See TESTS W/CODES - Corvette

See TESTS W/CODES - DeVille, Fleetwood
See TESTS W/CODES - Eldorado, Seville
See TESTS W/CODES - CARBURETED - 5.0L
See TESTS W/CODES - BCM - Reatta, Riviera
See TESTS W/CODES - ECM - Reatta, Riviera
See TESTS W/CODES - 3.8L VIN [L] - Regal
See TESTS W/CODES - 2.0L TBI
See TESTS W/CODES - 2.2L TBI
See TESTS W/CODES - 2.5L TBI
See TESTS W/CODES - 5.0L & 5.7L TBI
See TESTS W/CODES - 2.0L PFI
See TESTS W/CODES - 2.3L PFI
See TESTS W/CODES - 3.1L PFI
See TESTS W/CODES - 3.3L PFI
See TESTS W/CODES - 3.8L PFI
See TESTS W/CODES - V8 PFI - Camaro, Firebird

The ECM consists of the Arithmetic Logic Unit (ALU), Central Processing Unit (CPU), power supply and
system memories.

The ECM has a "learning" ability which allows it to make minor corrections for fuel system variations. If
battery power is interrupted, a vehicle performance change may be noticed. This will correct itself and normal
performance will return if vehicle is allowed to "relearn" optimum control conditions. This is accomplished by
driving vehicle at normal operating temperature, under part throttle, moderate acceleration and idle conditions.

Arithmetic Logic Unit (ALU)

This internal component of the ECM converts electrical signals, received by ECM from various engine sensors,
into digital signals for use by the CPU.

Central Processing Unit (CPU)

Digital signals received by CPU are used to perform all mathematical computations and logic functions
necessary to deliver proper air/fuel mixture. CPU also calculates spark timing and idle speed. The CPU
commands operation of emission control, "closed loop" fuel control and diagnostic system.
Power Supply

Power for ECM reference output signals (5 volts) and control devices (12 volts) is received from the battery
(through ignition circuit when ignition switch is in ON position). Keep alive memory power is received directly
from the battery.

Memories

The 5 types of memories used in ECMs are: Read Only Memory (ROM), Random Access Memory (RAM),
Programmable Read Only Memory (PROM), fuel system CALPAC and Memory Calibration unit (MEM-CAL).

Read Only Memory (ROM) ROM is programmed information that can only be read by ECM. The ROM
program cannot be changed. If battery voltage is removed, ROM information will be retained.
Random Access Memory (RAM) RAM is the scratch pad for the CPU. Data input, diagnostic codes and
results of calculations are constantly updated and temporarily stored in RAM. If battery voltage is
removed from ECM, all information stored in RAM is lost.
Programmable Read Only Memory (PROM) PROM is factory programmed engine calibration data
which "tailors" ECM for specific transmission, engine, emission, vehicle weight and rear axle ratio
application. The PROM can be removed from ECM. If battery voltage is removed, PROM information
will be retained.
CALPAC Some fuel injected models use a PROM and a device called a CALPAC. The CALPAC
provides fuel delivery back-up so engine will run in case of a PROM or ECM failure. Any time ECM is
replaced, PROM and CALPAC must both be installed into replacement ECM. If battery voltage is
removed, CALPAC information will be retained.
MEM-CAL Vehicles with fuel injection may also use another type of ECM containing a Memory
Calibration unit (MEM-CAL). This assembly contains functions of PROM and CALPAC and, on some
models, the ESC control module. If power to ECM is removed, MEM-CAL information will be retained.

NOTE: For ease of understanding, components are grouped into 2 categories. The first
category, INPUT DEVICES, lists components which modify or produce voltage
signals that are monitored by the ECM. The second category, OUTPUT
SIGNALS, lists components that are controlled by the ECM (this is usually
accomplished by the ECM grounding individual circuits).

INPUT DEVICES

Each sensor or switch furnishes electronic (voltage) signals to ECM. The ECM uses these input signals to
compute spark timing, air/fuel ratio and idle speed for proper driveability and emission control. Various models
are equipped with different combinations of input devices. Not all devices are used on all models. To determine
the input usage on a specific model, see appropriate wiring diagram in WIRING DIAGRAMS article. The
available input signals include the following:

A/C "ON" Switch

The air conditioner "on" switch is mounted in instrument panel. This switch provides a simple "on" or "A/C
request" signal which is monitored by the ECM. The ECM uses this signal to determine control of the A/C
clutch relay (if equipped) and to adjust idle speed when air conditioner compressor clutch is engaged. On some
models, ECM may also activate radiator cooling fan when this signal is present. If this signal is not present on
A/C equipped vehicles, vehicle may idle rough when A/C compressor cycles. To check function of the A/C
switch, perform functional check of switch. See SYSTEMS & COMPONENT TESTING article in this section.

A/C Pressure Sensor

Some models are equipped with an air conditioner pressure sensor which is used to inform ECM of A/C system
pressure levels. Low pressure signal will cause A/C compressor to disengage to prevent system damage. High
pressure levels cause ECM to engage high speed fans while A/C compressor clutch is engaged. Extremely high
pressure levels will cause ECM to disengage A/C compressor clutch to prevent system damage.

A/C Pressure Switches

A/C high and low pressure switches may be used in the A/C compressor clutch or compressor clutch relay
circuit. Switches are normally closed, completing the circuit which energizes the compressor clutch. When
system freon pressure increases beyond a certain point, high side switch will open, causing compressor clutch to
disengage.

If system freon level decreases, causing freon pressure to drop below normal, low side pressure switch will
open, causing compressor clutch to disengage, preventing compressor damage.

A/C Temperature Sensor (4.5L)

Cadillac models (except Brougham) are equipped with air conditioner high side and low side temperature
sensors which are used to inform ECM of A/C system temperature levels. Low temperature signal will cause
A/C compressor to disengage. High temperature levels help ECM determine control of A/C compressor relative
to cooling fans and idle speed.

Battery Voltage

Battery voltage is monitored by ECM (and BCM on Eldorado and Seville). If battery voltage swings low, a
weak spark or improper fuel control may result. To compensate for low battery voltage, ECM may increase idle
speed, advance ignition timing, increase ignition dwell or enrichen the air/fuel mixture. If voltage swings high,
ECM may set a charging system fault code and turn on SERVICE ENGINE SOON light. If voltage signal
swings excessively low (less than 9 volts) or excessively high (16 volts, most models) ECM will shut down for
as long as condition exists. If condition is short-term, vehicle may stumble and SERVICE ENGINE SOON light
will flicker. If condition lasts long enough, fuel injected vehicles will die. Carbureted vehicles will lose
computer control function, but will continue to run.

Brake Switch Feedback

Models equipped with cruise control systems may monitor the brake switch circuit to determine when to engage
and disengage cruise control. On vehicles equipped with a Torque Converter Clutch (TCC) or Viscous
Converter Clutch (VCC), one circuit of brake switch is in series with the power supply for the TCC or VCC
solenoid located in the transmission/transaxle.

Coolant Level Sensor

Some models are equipped with a coolant level sensor. Coolant level sensor is located in the right side tank of
the radiator. It is a dual-probe, solid state module with switching transistor. A 5-volt reference for sensor is
supplied and monitored by the ECM. If coolant level is normal, coolant is contacting both internal coolant
probes. This causes the switching transistor to ground the monitored circuit, pulling the 5-volt reference low. If
coolant level drops, switching transistor will open the reference circuit and ECM will see a high voltage signal,
indicating low coolant and causing the ECM to turn on the low coolant light.

Coolant Temperature Sensor (CTS)

The CTS is a thermistor (temperature sensitive resistor) located in an engine coolant passage. The ECM
supplies and monitors a 5-volt signal to CTS. This monitored 5-volt signal is then reduced by resistance of the
CTS. When coolant temperatures are low, CTS resistance is high and a high monitored voltage signal is seen by
the ECM. When coolant temperatures are high, CTS resistance is low and a low monitored voltage is seen by
the ECM. When fully warmed, CTS should reflect a temperature of at least 185°F (85°C).

Coolant temperature input is used in the control of fuel delivery, ignition timing, idle speed, emission control
devices and converter clutch application. A CTS which is out of calibration will not set a trouble code, but can
cause fuel delivery and driveability problems. A coolant sensor circuit problem should set a related trouble
code.

Camshaft Position Sensor (C(3)I System)

A Hall Effect camshaft position sensor is used on 3.8L C(3)I-equipped models, while 3.3L C(3)I-equipped
models use a combination cam and crank Hall Effect sensor. The 4.5L engine uses a Hall Effect camshaft
sensor located inside of the HEI distributor.

The cam sensor provides ECM with a TDC No. 1 signal used to compute the exact position of valves. This
allows ECM to properly time ignition and fuel injection operation on PFI equipped models. A fault in the cam
sensor circuit (no cam sensor signal) will result in a no-start condition (except 4.5L) and should set a related
trouble code. For additional information, see COMPUTER CONTROLLED COIL IGNITION (C(3)I) and HEI-
EST DISTRIBUTOR in IGNITION SYSTEM in this article.

Crankshaft Position Sensor

Crankshaft position sensor used on 3.3L and 3.8L engines utilizes a Hall Effect switch mounted near vibration
damper. The sensor monitors vibration damper position (crankshaft position) and sends signals to ignition
module. These signals provide ECM with a TDC position reference for each piston, as well as supplying an
engine speed (RPM) signal.

The 2.0L, 2.5L and 3.1L Direct Ignition System (DIS) and 2.3L Integrated Direct Ignition (IDI) system
crankshaft position sensor protrudes through side of engine block, to within .05" (1.3 mm) of an internally-
mounted crankshaft reluctor ring. The reluctor ring is a special trigger wheel cast into the crankshaft. As
crankshaft rotates, 7 notches in the reluctor ring change the magnetic field at the tip of position sensor. This
creates an induced AC voltage signal in the sensor windings, resulting in reference signals which are sent to
ECM by ignition module. This allows ECM to compute crankshaft position and RPM, and fire appropriate
ignition coil at the proper time.

Vehicles equipped with HEI-EST distributor systems utilize the RPM reference signal from the ignition module
in the distributor for a crankshaft position signal. Although there is no differentiation between TDC intake and
TDC exhaust, this is not necessary on non-sequential fuel injected or carbureted engines. Signal is used on fuel
injection equipped vehicles to trigger fuel injector(s). On carbureted vehicles, signal is used by ECM to
determine a running condition and engine speed (RPM). For additional information, see C(3)I and DIS in
IGNITION SYSTEM in this article.

Fuel Pump Feedback

On some models, the fuel pump circuit between the relay and fuel pump is monitored by the ECM. This enables
the ECM to determine when the fuel pump relay is energized and voltage is being delivered to the fuel pump. A
failure in this monitored circuit will result in the setting of a related trouble code in ECM memory.

Gear Switches

Gear switches are located inside automatic transmission. Switches may be normally open or closed and change
status depending upon internal hydraulic pressures. High gear switch information is used by ECM in controlling
emission components and engagement of Torque Converter Clutch (TCC), or Viscous Converter Clutch (VCC)
on Cadillac (except Brougham).

Ignition/Crank Signal

The ECM looks at the initial cranking (RPM) signal on circuit No. 430 to determine when the engine is being
started. This information is used for starting enrichment. If this signal is not available on EFI vehicles, hard
starting may result.

Knock Sensor

The knock sensor is a piezoelectric device which detects abnormal engine vibrations (spark knock) in the
engine. This vibration results in the production of a very low AC signal which is sent from the knock sensor
back to the ESC controller, or to the MEM-CAL portion of the ECM on models not equipped with a controller.
The ECM will then retard ignition timing until the engine knock ceases. A fault in the ESC circuit may set a
related trouble code. When a related trouble code is not present and the ESC system is suspected as the cause of
a driveability problem, perform functional check of ESC system. See SYSTEMS & COMPONENT TESTING
article in this section.

Manifold Absolute Pressure (MAP) Sensor

The MAP sensor measures changes in manifold pressure. Changes in manifold pressure result from engine load
and speed changes. The MAP sensor converts these changes in manifold pressure into a voltage output signal to
ECM (1.5 volts at idle to 4.5 volts at WOT). The ECM can monitor these signals and adjust air/fuel ratio and
ignition timing under various operating conditions.

If MAP sensor fails, the ECM will substitute a fixed MAP value and will use the TPS to control fuel delivery. A
fault in the MAP circuit should set a related trouble code. If a related trouble code is not present and MAP
sensor is suspected of causing a driveability problem, perform functional check of MAP sensor. See SYSTEMS
& COMPONENT TESTING article in this section.

Mass Airflow (MAF) Sensor

The MAF sensor measures flow of air entering the engine in grams per second. This measurement of airflow is
a reflection of engine load (throttle opening and air volume), similar to the relationship of engine load to MAP
or vacuum sensor signal. MAF signal should remain relatively constant at cruise, gradually changing with
throttle angle and rapidly changing on sudden acceleration. The ECM uses this information to control fuel
delivery.

This frequency generator type MAF sensor produces a frequency signal that cannot be easily measured in
testing (32-150 Hertz). This varying signal is proportional to airflow. A fault in the MAF sensor circuit should
set a related trouble code.

Manifold Air Temperature (MAT) Sensor

The MAT sensor is a thermistor (temperature sensitive resistor) mounted in the intake manifold. Low intake air
temperature produces high internal sensor resistance, while high temperature causes low internal sensor
resistance. The ECM supplies and monitors a 5-volt signal to sensor through a resistor in ECM. By monitoring
this voltage, ECM determines manifold air temperature. After a vehicle has sat overnight, MAT and CTS
signals (resistance and temperature) should be close to same reading. Failure in MAT sensor circuit should set a
related trouble code.

Engine Oil Temperature Sensor

Corvette is equipped with a oil temperature sensor. If sensor indicates oil temperature is high when it should be
low, or low when it should be high, a trouble Code 52 (low) or 62 (high) will set in ECM memory; however,
sensor will not cause driveability problems. Sensor information is sent from ECM to be used by Central Control
Module (CCM) to determine oil life expectancy. If an oil temperature sensor code is set in memory, CCM has
been calculating oil life from inaccurate ECM input. Oil and filter must be changed, code must be cleared and
oil life monitor must be reset.

To reset oil life monitor, turn ignition on. Depress ENG MET button on trip monitor and release. Within 5
seconds, depress and release ENG MET button again. Within 5 seconds, depress and hold the RANGE button
on trip monitor. The CHANGE OIL light should flash.

Hold the RANGE button depressed until the CHANGE OIL light stops flashing and goes out. When the light
goes out, the engine oil life monitor is reset. This should take about 10 seconds. If the light does not reset, turn
the ignition off and repeat the procedure.

Oxygen (O2) Sensor

The O2 sensor is mounted in the exhaust system where it monitors oxygen content of exhaust gases. Two
oxygen sensors are used on some Cadillac models. The oxygen content causes the Zirconia/Platinum-tipped O2
sensor to produce a voltage signal which is proportional to exhaust gas oxygen concentration (0-3%) compared
to outside oxygen (20-21%). This voltage signal is low (about .1 volt) when a lean mixture is present and high
(about 1.0 volt) when a rich mixture is present. As ECM compensates for a lean or rich condition, this voltage
signal constantly fluctuates between high and low crossing a .45-volt reference voltage supplied by ECM on the
O2 signal line. This is referred to as "cross counts".

The O2 sensor will not function properly (produce voltage) until its temperature reaches 600°F (316°C). At
temperatures less than the normal operating range of the sensor, vehicle will function in "open loop" mode and
ECM will not make air/fuel adjustments based upon O2 sensor signals but will use TPS and MAP or MAF
values to determine air/fuel ratio from a table built into memory. When ECM reads a voltage signal greater
than .45 volt from the O2 sensor, ECM will begin to alter commands to injector or M/C solenoid to produce
either a leaner or richer mixture.

Once vehicle has entered "closed loop", a fault in the O2 circuit (cooled-down sensor or open or shorted O2
sensor circuit) is the only thing which can return it to "open loop". A problem in the O2 sensor circuit should set
a related trouble code.

CAUTION: Do not attempt to measure O2 sensor output voltage with a conventional

voltmeter. Current drain of voltmeter could damage sensor. Oxygen
sensor voltage signal can be measured using a 10-megohm (minimum
input impedance) digital voltmeter.

Park/Neutral Switch (P/N)

This switch is connected to transmission gear selector. The switch signals ECM when transmission is in Park or
Neutral. Information from P/N switch is used by ECM for determining control of ignition timing, converter
clutch and idle speed. To check function of P/N switch, perform functional check of switch. See SYSTEMS &
COMPONENT TESTING article in this section.

Power Steering (P/S) Switch

This switch informs ECM of engine load conditions which exist when steering wheel is turned from center to
full lock position. Information is used by ECM to help control idle speed. To check function of P/S switch,
perform functional check of switch. See SYSTEMS & COMPONENT TESTING article in this section.

Pressure Sensor Carbureted 5.0L (VIN Y)

This sensor is a combination MAP and BARO sensor. When ignition is first turned on, ECM records sensor
input as a barometric pressure reading. After vehicle starts, signal is processed as a MAP sensor input. ECM
then internally converts the MAP sensor signal to a vacuum signal by comparing current input to the BARO
input stored in memory. Thus, if a Scan tester is used to measure pressure sensor voltage, reading will differ
from that obtained with a DVOM at the sensor. This input is used primarily as an indicator of engine load and is
utilized by ECM for timing and fuel control calculations.

Pressure sensor circuit problems should set a related trouble code. If a related trouble code is not present and
pressure sensor is suspected of being the cause of driveability problems, perform functional check of sensor.
See SYSTEMS & COMPONENT TESTING article in this section.

RPM Reference Signal

The RPM is monitored by ECM through ignition module tach/pulse signals (circuit No. 430) produced by either
the HEI module (tach reference line of 4-wire EST connector) or crankshaft position sensor signal (Hall Effect
signal on C(3)I, PM generator signal on DIS and IDI). These signals are used by ECM for determining control
of timing, fuel delivery, EGR function and idle speed.

Throttle Position Sensor (TPS)

The TPS is a variable mechanical resistor connected either directly (EFI) or indirectly (carbureted) to the
throttle shaft linkage. The TPS has 3 wires connected to it. One is connected to a 5-volt reference voltage
supply from ECM. The second is connected to ECM ground and the third is the signal return which is
monitored by ECM. The voltage signal from the TPS varies from closed throttle (.5-1.0 volt) to wide open
throttle (4.5-5 volts). This signal is used by ECM for determining control of fuel, idle speed, spark timing and
converter clutch. A problem in the TPS circuit may set a related trouble code.

Throttle Switch (Cadillac Except Brougham)

On Cadillac models using an Idle Speed Control (ISC) motor, an idle switch is incorporated into ISC motor.
This switch will inform ECM when throttle lever is contacting ISC plunger. This allows ECM to determine
when to control idle speed. When throttle is open sufficiently to relieve pressure from the ISC plunger, switch
will open and ECM will no longer attempt to control idle speed.

Vehicle Speed Sensor (VSS)

Depending upon vehicle application, VSS is either a Permanent Magnet (PM) generator mounted in
transmission or a Light Emitting Diode (LED) mounted in instrument panel cluster, behind speedometer. The
VSS sends a pulsing signal to ECM, which ECM converts into miles per hour (MPH). This sensor input is used
by ECM in controlling converter clutch engagement.

OUTPUT SIGNALS

NOTE: Each vehicle may be equipped with different combinations of computer

controlled components. The following listed components may NOT be used on
all models. For theory and operation on each output component, refer to the
system indicated in brackets, to the right of each component.

Air Injection Control Solenoid (Emission Systems)

Canister Purge Valve (Emission Systems)
SERVICE ENGINE SOON Light (Self-Diagnostic System)
Computer Controlled Coil Ignition - C(3)I (Ignition System)
Direct Ignition System - DIS (Ignition System)
EGR Control Solenoid Valve (Emission Systems)
ESC Timing Retard (Ignition System)
Fuel Injectors (Fuel Control)
Fuel Pump & Fuel Pump Relay (Fuel Delivery)
HEI-EST Ignition (Ignition System)
Idle Air Control (IAC) Valve (Fuel Injected - Idle Speed)
Idle Speed Control (ISC) Motor (Fuel Injected Cadillac - Idle Speed)
Idle Load Compensator (Carbureted - Idle Speed)
Integrated Direct Ignition - DIS (Ignition System)
Mixture Control (M/C) Solenoid - Carbureted 5.0L (VIN Y) (Fuel Control)
Self-Diagnostics (Self-Diagnostic System)
 Serial Data (Self-Diagnostic System)
Converter Clutch (Miscellaneous ECM Controls)
Wastegate Solenoid (Air Induction Systems)

FUEL SYSTEM
FUEL DELIVERY

Fuel Pump (Carbureted)

Carbureted vehicles are equipped with a mechanical fuel pump which is driven off of a camshaft eccentric.

Fuel Pump (Fuel Injection)

An in-tank electric fuel pump delivers fuel to injector(s) through an in-line fuel filter. The pump is designed to
supply fuel pressure in excess of vehicle requirements. The pressure relief valve in the fuel pump, controls
maximum fuel pump pressure (60-90 psi (4.2-6.3 kg/cm2 ) on port fuel injection vehicles).

A pressure regulator mounted in fuel rail (port systems) or throttle body unit (throttle body systems) keeps fuel
available to injector(s) at a constant pressure of 9-13 psi (.6-.9 kg/cm2 ) at idle for throttle body injection and
30-40 psi (2.1-2.8 kg/cm2 ) at idle for port injection systems. Excess fuel is returned to fuel tank through
pressure regulator return line. For exact fuel pressure specifications on PFI systems, see SERVICE &
ADJUSTMENT SPECIFICATIONS article in this section.

When the ignition switch is turned to the ON position, ECM will turn on the electric fuel pump by energizing
the fuel pump relay. The ECM will keep the pump on if the engine is running or cranking (ECM is receiving
reference pulses from the ignition module). If there are no reference pulses, ECM turns pump off within 2
seconds after key is turned on. For additional information, see FUEL PUMP RELAY (FUEL INJECTION) in
this article.

Fuel Pressure Regulator (TBI)

On TBI systems, a constant fuel pressure of 9-13 psi (.6-9 kg/cm2 ) is maintained by a factory preset,
nonadjustable, spring loaded diaphragm contained within the throttle body. Spring tension maintains a constant
fuel pressure to injector regardless of engine load.

Fuel Pressure Regulator (PFI)

Fuel pressure regulator is a diaphragm-operated relief valve with injector pressure on one side and manifold
pressure (vacuum) on the other. Pressure regulator compensates for engine load by increasing fuel pressure
when low manifold vacuum is experienced.

During periods of high manifold vacuum, regulator-to-fuel tank return orifice is fully open, keeping fuel
pressure on the low side of its regulated range. As throttle valve opens, vacuum to regulator diaphragm
decreases, allowing spring tension to gradually close off return passage. At wide open throttle when vacuum is
at its lowest, return orifice is restricted, providing maximum fuel volume and maintaining constant fuel pressure
to injectors.

Fuel Pump Relay (Fuel Injection)

When the ignition switch is turned to the ON position, ECM will turn on the electric fuel pump by energizing
the fuel pump relay. The ECM will keep the relay energized if the engine is running or cranking (ECM is
receiving reference pulses from the ignition module). If there are no reference pulses, ECM turns pump off
within 2 seconds after key on.

As a back-up system to fuel pump relay, fuel pump is also activated by the oil pressure switch. The oil pressure
switch is normally open until oil pressure reaches approximately 4 psi (.28 kg/cm2 ). If fuel pump relay fails,
the oil pressure switch closes when oil pressure is obtained, operating the fuel pump. An inoperative fuel pump
relay may result in extended cranking times due to the time required to build up oil pressure. Oil pressure switch
may be combined into a single unit with an oil pressure gauge sender or sensor.

For additional information on fuel pump activation, see the appropriate article in this section:

See BASIC TESTING

See SYSTEM/COMPONENT TESTS

FUEL CONTROL

The ECM, using input signals, determines adjustments to the air/fuel mixture in order to provide the optimum
ratio for proper combustion under all operating conditions. One of 3 types of fuel control systems are used on
General Motors vehicles: carbureted, throttle body injection or port fuel injection. These systems can operate in
the "open loop" or "closed loop" mode. Description of these modes is as follows:

Open Loop

When engine is cold and engine speed is greater than 400 RPM, ECM operates in "open loop" mode. In "open
loop", ECM calculates air/fuel ratio based upon coolant temperature and Manifold Absolute Pressure (MAP) or
Mass Airflow (MAF) sensor readings. Engine will remain in "open loop" operation until O2 sensor reaches
operating temperature, coolant temperature reaches preset temperature, and a specific period of time has elapsed
after engine starts.

Closed Loop

When oxygen sensor has reached operating temperature, coolant temperature has reached a preset temperature
and a specific period of time has passed since engine start-up, ECM operates in "closed loop". In "closed loop",
ECM controls air/fuel ratio based upon O2 sensor signals (in addition to other input parameters) to maintain as
close to a 14.7:1 air/fuel mixture as possible. If oxygen sensor cools off (due to excessive idling) or a fault
occurs in the oxygen sensor circuit, vehicle will once again enter "open loop" mode.

Battery Voltage Correction (Fuel Injection)

ECM compensates for low battery voltage by increasing injector pulse width and increasing idle RPM. ECM is
able to perform these commands because of a built-in memory/learning function.
Fuel Cut-Off (Fuel Injection)

Injectors are de-energized when ignition is turned off so that dieseling is prevented. Injectors will not be
energized if RPM reference pulses are not received by the ECM, even with ignition on. This prevents flooding
before starting. Fuel cut-off will also occur at high RPM to prevent internal damage to engine. Some fuel
injected models may also cut off fuel injector signals during periods of high speed, closed throttle deceleration
(when fuel is not needed).

Carbureted 5.0L (VIN Y)

Carbureted vehicles are equipped with a 4-Bbl. feedback carburetor which uses an ECM controlled Mixture
Control (M/C) solenoid. The M/C solenoid operates a metering rod system in the float bowl which supplements
fuel supplied by idle and main systems in carburetor to vary air/fuel ratio within a pre-calibrated range. The
M/C solenoid also controls air/fuel ratio through use of an idle air bleed that operates in conjunction with
metering rod system.

Solenoid is spring loaded in the normally open (full rich) delivery mode. When ignition is turned on, current is
supplied to solenoid. The ECM controls air/fuel ratio by supplying a ground for the M/C solenoid. This
energizing process occurs 10 times per second. The air/fuel ratio is varied by controlling the length of time
solenoid is energized during each of the 10 on-off cycles. More "on" time (high dwell) will produce a leaner
mixture, while less "on" time (low dwell) will deliver a richer mixture. In "open loop" mode, dwell will be fixed
at mid-range (about 30-35 degrees). Solenoid "on" time may be measured in degrees using a dwell meter set on
the 6-cylinder scale.

A Throttle Position Sensor (TPS) is contained in the carburetor and varies resistance reading to the computer,
indicating throttle position changes. An Idle Load Compensator (ILC), mounted on the throttle linkage, is also
used to increase idle speed during increased engine load conditions (such as A/C operation or increased power
steering loads). ILC will also increase throttle opening during periods of extended deceleration (such as coasting
downhill).

Throttle Body Injection (TBI)

Injector is located in throttle body unit. Dual injectors are used on 5.0L (VIN E) and 5.7L (VIN 7) engines.
Battery voltage is supplied to the injector when the ignition is on. ECM energizes solenoid by providing a
ground path through its internal circuitry. By regulating the injector ground circuit, ECM controls injector "on"
time (pulse width) to provide proper amount of fuel to engine.

Pressure to injector is maintained at 9-13 psi (.6-.9 kg/cm2 ) by the pressure regulator. Excess fuel passes
through pressure regulator and is returned to fuel tank.

In the "run" mode, ECM uses tach (RPM) signal to determine when to pulse injector. Fuel injectors are pulsed
once for each engine revolution, each spray providing 1/2 the fuel required for the combustion process. Thus, 2
injections of fuel (2 rotations of crankshaft) are mixed with incoming air to produce the fuel charge for each
combustion cycle. On models equipped with dual injectors in the throttle body, injectors are pulsed alternately.

During starting, clear flood mode, deceleration and heavy acceleration, fuel delivery is controlled by internal
ECM calibration.
 Starting During engine starts, ECM delivers one injector pulse for each distributor reference pulse
received (synchronized mode). Injector pulse width is based upon coolant temperature and throttle
position. Air/fuel ratio is determined by ECM when throttle position is less than 80 percent open. Engine
starting air/fuel ratio ranges from 1.5:1 at -33°F (-36°C) to 14.7:1 at 201°F (94°C). At lower coolant
temperatures, injector pulse width is longer (richer air/fuel mixture ratio). When coolant temperature is
high, injector pulse width becomes shorter (leaner air/fuel ratio).
Clear Flood If engine is flooded, driver must depress accelerator pedal to Wide Open Throttle (WOT)
position. At this position, ECM adjusts injector pulse width equal to an air/fuel ratio of 20:1. This air/fuel
ratio will be maintained as long as throttle remains in wide open position and engine speed is less than
600 RPM. If throttle position becomes less than 80 percent open and/or engine speed exceeds 600 RPM,
ECM changes injector pulse width to that used during engine starting (based upon coolant temperature
and manifold vacuum).
Heavy Acceleration Fuel enrichment during heavy acceleration is provided by ECM. Sudden opening of
throttle valve causes rapid increase in MAP signal. Pulse width is directly related to MAP, throttle
position and coolant temperature. Higher MAP and wider throttle angles give wider injector pulse width
(richer mixture). During enrichment, injector pulses are non- synchronized (not in proportion to
distributor reference signals). Any reduction in throttle angle cancels fuel enrichment.
Deceleration During normal deceleration, fuel output is reduced. This reduction in available fuel serves
to remove residual fuel from intake manifold. During sudden deceleration, when MAP, throttle position
and engine speed are reduced to preset levels, fuel flow is cut-off completely. This deceleration fuel cut-
off overrides normal deceleration mode. During either deceleration mode, injector pulses are not in
proportion to distributor reference signals.

Port Fuel Injection (PFI)

Individual, electrically pulsed injectors (one per cylinder) are located in intake manifold fuel rails. These
injectors are next to intake valves in cylinder head.

Standard PFI systems feature simultaneous double-fire injection. Fuel injectors are pulsed once for each engine
revolution, each spray providing 1/2 the fuel required for the combustion process. Thus, 2 injections of fuel (2
rotations of crankshaft) are mixed with incoming air to produce the fuel charge for each combustion cycle.

The 3.8L and 4.5L models use Sequential Fuel Injection (SFI). Injectors on these models are pulsed sequentially
in spark plug firing order. Main differences between sequential and simultaneous systems are injectors, wiring
and the ECM.

In all systems, constant fuel pressure is maintained to the injectors. Air/fuel mixture is regulated by the time that
injector stays open (pulse width). Various sensors provide information to the ECM to control pulse width.

IDLE SPEED
Engine idle speed is controlled by the ECM depending upon engine operating conditions. The ECM senses
engine operating conditions and determines the best idle speed.

Idle Air Control Valve (Fuel Injection - Except Cadillac)

The Idle Air Control (IAC) valve controls engine idle speed during engine load changes to prevent stalling. The
IAC valve is mounted on throttle body and controls the amount of air by-passed around the throttle plate. The
IAC valve moves its pintle in and out in steps referred to as "counts" (0 counts-fully seated, 255 counts-fully
retracted) to control engine idle speed. Counts can be measured using a Scan tester plugged into the Assembly
Line Data Link (ALDL).

If engine RPM is too low, pintle is retracted and more air is by-passed around the throttle plate to increase
engine RPM. If engine RPM is too high, pintle is extended and less air is by-passed around the throttle plate to
decrease engine RPM. Normal counts on an idling engine should be 4-60. When engine is idling, ECM
determines proper positioning of IAC valve based on battery voltage, coolant temperature, engine load and
engine RPM.

If IAC valve is disconnected or connected with engine running, IAC loses its reference point and has to be reset.
Resetting of IAC is accomplished on some models by turning ignition on and off. On other models it may be
necessary to drive vehicle (at normal operating temperature) over 35 MPH with circuit properly connected.
Problems in IAC circuit should set a related code.

The IAC valve affects only the idle system. If valve is stuck fully open, excessive airflow into the manifold
creates a high idle speed. Valve stuck closed allows insufficient airflow, resulting in low idle speed. For
calibration purposes, several different design IAC valves are used. Ensure proper design valve is used during
replacement.

Idle Speed Control (ISC) Motor (Cadillac Except Brougham)

The ISC, mounted to the throttle body, is an electrically driven actuator which changes throttle angle according
to ECM demands. An internal idle switch by-passes this function when throttle is opened enough to allow TPS
to move from idle position. The ISC motor is factory calibrated and should not be disassembled. Replace as
complete assembly only.

Idle Load Compensator (Carbureted)

ILC system controls idle speed during long deceleration modes using a vacuum motor which is regulated by an
ECM-controlled vacuum solenoid. To check function of ILC system, perform functional check of ILC system.
See SYSTEM/COMPONENT TESTS article in this section.

IGNITION SYSTEM
All vehicles are equipped with high energy ignition systems capable of producing in excess of 50,000 volts.
Vehicles not using a C(3)I (3.3L and 3.8L), IDI (2.3L) or DIS (2.0L TBI, 2.2L, 2.5L and some 3.1L) systems
are equipped with a High Energy Ignition Electronic Spark Timing (HEI-EST) distributor.

HEI-EST Distributor

The Delco-Remy High Energy Ignition Electronic Spark Timing (HEI-EST) system consists of distributor
housing, rotor, cap, 7 or 8-terminal ignition module, magnetic pick-up, pole piece, pick-up coil, connecting
harness and the EST portion of the ECM. The distributor is connected to the EST system by means of a 4-wire
connector, leading to Electronic Control Module (ECM).

On some models, the ignition coil is contained within the distributor cap, while others have an externally
mounted coil. A capacitor is installed in the distributor for radio noise suppression.

No vacuum or centrifugal advance mechanisms are used. All spark timing changes are controlled by the
Electronic Control Module (ECM) based upon monitored input signals. Some models use an additional
Electronic Spark Control (ESC) ignition retard system in the event of engine detonation (knock). Most models
are equipped with sealed ignition coil and ignition module connectors.

When the external teeth on the timing core approach, align with, and pass the pick-up coil windings, an
alternating current is produced in the pick-up coil windings. In the cranking mode, this alternating current
signals switching transistors in the HEI module to make or break the ignition coil primary ground circuit. Once
the engine has started, ECM takes control of primary ground circuit (EST mode).

When the primary ground circuit is removed, the magnetic field created by the flow of current in the primary
windings collapses across the primary and secondary windings of the coil. This induces a high-voltage surge in
the secondary windings of the coil. Secondary voltage is then discharged to the rotor which distributes it to the
appropriate spark plug terminal. The distributor module may have either a 7-terminal ignition module or an 8-
terminal ignition module (sealed connector module) depending on application.

The 4.5L HEI-EST system is also equipped with a Hall Effect switch inside of the distributor. The Hall Effect
switch produces a camshaft signal which is used by the ECM to determine the proper firing sequence for the
injectors on the sequential fuel injection system. Loss of the camshaft signal will result in the fuel injection
operating in a non-sequential mode and the setting of a related trouble code.

Computer Controlled Coil Ignition (C(3)I)

The Computer Controlled Coil Ignition (C(3)I) system, used on 3.3L and 3.8L PFI engines, eliminates the need
for a mechanical distributor. The C(3)I ignition system consists of a coil pack (3 coils), ignition module,
camshaft and crankshaft (3.8L) or combination (3.3L) sensor, wiring harness, and the Electronic Spark Timing
(EST) portion of the Electronic Control Module (ECM).

In the C(3)I system, each cylinder is paired with the cylinder that is opposite it in the firing order. Cylinders No.
1/4, 5/2, and 3/6 are paired. Spark occurs simultaneously in the cylinder coming up on the compression stroke
and in the cylinder coming up on the exhaust stroke. The cylinder on the exhaust stroke requires less voltage for
the spark plug to fire. This leaves the bulk of the available voltage to fire the spark plug for the cylinder on the
compression stroke. The process is repeated when the cylinders reverse roles. Each cylinder pair is fired by its
own ignition coil.

Input from the Hall Effect combination sensor (3.3L) or cam and crank sensors (3.8L) is used by the ignition
module to determine when to trigger the appropriate coil pack. On 3.8L models, module passes on camshaft
sync-pulse signal to the ECM so that sequential fuel injector timing can be initialized.

Type II Ignition Coil Pack (3.3L) On type II ignition coil pack, 3 separate twin tower coils are
independently mounted over the C(3)I ignition module. Each coil provides the spark for 2 simultaneously
paired spark plugs. Each coil can be replaced separately.
Type III Ignition Coil Pack (3.8L) On type III ignition coil pack, 3 twin tower coils are combined into a
single coil pack. Coil pack is mounted directly over the C(3)I ignition module. Each coil provides the
spark for 2 simultaneously paired spark plugs. All 3 coils must be replaced as a unit. Although old-style
type I coil pack will physically fit on ignition module, the No. 1/4 coil pack is in a different location in
 relation to module connector.
Combination Sensor (3.3L) The combination cam/crank sensor actually consists of 2 Hall Effect sensors
mounted, in a single unit, near the harmonic balancer. Since the 3.3L engine uses a double-fire
simultaneous injection system rather than a sequential fuel injection system, it does not require a
distinctive (TDC No. 1 piston compression) camshaft signal. Instead, each engine revolution, camshaft
portion of the combination sensor generates a TDC signal for the No. 1/4 cylinder pair. Each engine
revolution, the second sensor crankshaft) generates RPM information and signals for the 1/4, 2/5 and 3/6
cylinder pairs.
Camshaft Position Sensor (3.8L) The 3.8L camshaft sensor is located on the timing cover, behind and
below water pump. The ECM uses camshaft "sync- pulse" signals (passed to ECM by the ignition
module) to determine the exact position of the No. 1 piston. Signal is used by ECM to properly initialize
fuel injector firing. If camshaft sensor signal is lost, Code 41 (E041 on some models) will be set. The
engine can be restarted and will run in sequential mode; however, without the camshaft signal, there is a 1
in 6 chance of injectors spraying correctly. This provides "walk home" protection against cam sensor
failure.
Combination 3X & 18X Sensors (3.8L) In addition to the camshaft sensor, the 3.8L engine contains
sensors which are similar to the combination sensor used on the 3.3L engine; however, the interrupter
rings on the back side of the balancer differ in configuration and purpose. The outside ring contains 18
evenly spaced interrupters, producing 18 pulses per crankshaft revolution. The inner ring has 3
interrupters spaced at irregular intervals (10 degrees, 20 degrees and 30 degrees apart). The ignition
module monitors signals generated by the 2 interrupter rings. The 18X ring will change state once during
the 10 degree gap of the 3X ring, twice during the 20 degree gap, and 3 times during the 30 degree gap.
The changing relationship between the 2 rings allows the ignition module to identify the correct ignition
coil to fire within the first 120 degrees of crankshaft rotation. This system provides for a faster start and a
more accurate measurement of the crankshaft sensor signals. If the 3X signal to ignition module is lost
while the engine is running, the fuel injection system will continue to run in sequential mode; however,
loss of the 3X, or the 18X signal, will not allow the vehicle to restart.
Fuel Control Signal (3.8L) In addition to the RPM reference (18X) signal and fuel sync (camshaft)
signals generated by the ignition module on 3.8L models, a fuel control reference signal must also be
passed on to the ECM in order to inform ECM that proper signals are being generated to the ignition
module. The fuel control signal is generated by the C(3)I module from calculations involving signals
from the 18X and the 3X pulse rings.

Direct Ignition System (DIS)

DIS is a distributorless system used on 2.2L, 2.5L and some 3.1L models. On the 2.3L, a similar system is
referred to as the Integrated Direct Ignition (IDI) system. The operation of both systems is quite similar to that
of C(3)I system. They consist of 2 or 3 ignition coils (4-cylinder or V6), spark plug wires, ignition module
(located under coil pack), a crankshaft position sensor, necessary wiring and the Electronic Spark Timing (EST)
portion of the Electronic Control Module (ECM). On 2.3L models, coils, module and spark plug connectors are
all combined in one unit which plugs directly onto spark plugs.

Rather than a crankshaft position sensor mounted at crankshaft pulley (such as C(3)I), spark is timed by a signal
sent from a crankshaft sensor mounted through side of engine block. This signal is received by ECM (through
ignition module) and is used to trigger each coil at the proper time. See CRANKSHAFT POSITION SENSOR
in INPUT SIGNALS section of this article. As with the C(3)I system, each cylinder is fired consecutively with
the cylinder opposite it in the firing order. On the 3.1L, cylinders No. 1/4, 3/6 and 2/5 are paired. On 2.2L, 2.3L
and 2.5L engines, cylinders No. 1/4 and 2/3 are paired. Each pair of cylinders is fired by its own ignition coil.

The crankshaft position sensor is mounted on the bottom of the DIS ignition module or near the ignition
module. The sensor protrudes through the side of engine block to within .050" (1.3 mm) of an internally-
mounted crankshaft reluctor ring. Sensor position is not adjustable.

The reluctor is a special piece of metal cast with the crankshaft. It has 7 slots machined into it, 6 of which are
equally spaced (60 degrees apart). A seventh slot is spaced about 10 degrees from one of the other slots and
generates a synchronization pulse signal. As crankshaft rotates, notches in the reluctor ring change the magnetic
field at the tip of position sensor. This creates an induced AC voltage signal in the sensor windings, resulting in
RPM reference signals which are sent to ECM by ignition module. This allows ECM to compute crankshaft
position and RPM, and fire appropriate ignition coil at the proper time.

IGNITION TIMING SYSTEMS

Ignition Timing Advance

At engine speeds less than 400 RPM, the ignition module controls spark advance by triggering coil(s) at a
predetermined interval based on engine speed only. At engine speeds greater than 400 RPM (EST mode), the
ECM takes over control of the ignition timing. On 3.8L engines, when in EST mode, ECM also changes fuel
injection timing to a sequential mode.

Ignition timing is controlled by the ECM based upon input signals from the engine RPM reference line (ignition
module), coolant temperature sensor, manifold air temperature sensor, throttle position sensor, knock sensor,
vehicle speed sensor, gear position switch, and the MAF or MAP sensor.

The PROM/MEM-CAL portion of the ECM has a programmed spark advance curve based on engine speed.
Spark timing is calculated by ECM whenever an ignition pulse is present. Spark advance is controlled only
when engine is running (not during cranking). Input signal values are used by ECM to modify PROM/MEM-
CAL information, increasing or decreasing spark advance to achieve maximum performance with minimum
emissions. To check ignition system operation, see the appropriate article in this section:

See BASIC TESTING

See SYSTEM/COMPONENT TESTS

Although several types of ignition systems are used, all ignition systems use the same 4 basic ignition circuits.
Models may use a conventional HEI/EST distributor system or one of 3 types of distributorless ignition
systems. The C(3)I uses the same ignition module-to-ECM circuits that DIS and distributor type ignition
systems use with the addition of fuel control and fuel sync (camshaft) signals on 3.8L engines. For description
of fuel control and sync signals, see IGNITION SYSTEM in this article.

The ignition module is connected to ECM by 4 EST circuits. Circuits perform the following functions:

Reference (RPM) Alternating current signals from the pick-up coil (HEI distributor), PM generator (DIS
and IDI) or Hall Effect sensors (C(3)I and Cadillac 4.5L) are converted by the ignition module converter
to digital signals for use by the ECM. This supplies RPM data and crankshaft position reference to the
ECM. Since the signal on this circuit is used as an injector trigger reference on fuel injected vehicles, if
 circuit is open or grounded, engine will not run.
By-Pass When an engine speed signal of approximately 400 RPM is received by the ECM, ECM
considers engine to be running and applies 5 volts to the ignition module on the by-pass wire. This causes
ignition module to switch timing control over to the variable timing control circuit in the ECM. On some
models, this by-pass wire contains a connector located between the 4-wire connector and the ECM. This
is disconnected when adjusting base timing. On all models, an open or grounded by-pass circuit will set a
related trouble code in ECM memory. The engine will run at base timing plus a small amount of advance
built into the HEI module.
EST When 5 volts is present on the by-pass circuit and ignition module has turned control of engine
timing over to ECM, the ECM advances or retards spark on this circuit based on calculations involving
the reference signal and other sensor input signals. If base timing is incorrectly set, entire advance curve
will be incorrect.
Ground This is the reference ground circuit. It is grounded at distributor and ECM, ensuring there is no
voltage drop in the EST circuit which could affect ignition operation.

ESC Detonation Retard Operation

In conjunction with the HEI-EST system, an Electronic Spark Control (ESC) retard system is used on some
models. System consists of the following: a detonation (knock) sensor, a high energy ignition system, an ESC
controller (some models), and the ECM. On some fuel injected models, the function of the ESC controller is
built into the Memory Calibration (MEM-CAL) unit of the ECM.

When detonation (engine knock) occurs, detonation sensor produces a low voltage AC signal. This signal goes
to the ESC controller or directly to the MEM-CAL unit inside the ECM, depending upon application.

On models using an ESC controller, controller supplies the ECM with a 12-volt signal. When detonation occurs,
controller grounds the 12-volt signal to the ECM, pulling the signal down to zero volts. The ECM interprets this
as a need to retard timing. The ECM then retards spark timing until the ESC controller returns the 12-volt
signal.

On vehicles using ECMs containing MEM-CAL units, the ECM supplies and monitors a 5-volt DC reference
signal on the knock sensor signal line. Internal circuitry of the knock sensor will pull this voltage down to about
2.5 volts. When knock occurs, the knock sensor produces an AC voltage signal which rides on the 2.5-volt DC
signal. The voltage and frequency of this signal depend upon knock signals received by the sensor. The ECM
will retard spark timing until signals from detonation sensor cease.

If signal wire were to become open or grounded on models utilizing an ESC controller, ECM would
continuously provide full ignition timing retard. A malfunction in the ESC circuit should set a related trouble
code. If a code is not present and ESC system is suspected as the cause of driveability problems, perform
functional check of ESC system. See SYSTEMS & COMPONENT TESTING article in this section.

EMISSION SYSTEMS
AIR INJECTION SYSTEM

This system helps reduce hydrocarbon (HC) and carbon monoxide (CO) exhaust emissions by injecting air into
the exhaust system. The induction of additional air promotes further oxidation (combustion) of unburned and
partially burned exhaust gases. During cold engine operation when air is injected into exhaust manifold, this
also helps quickly warm up catalytic converter and oxygen sensor.

Air Pump

The air pump is a belt driven, positive displacement vane-type pump. Air drawn into pump is purged of dirt and
contaminates by a centrifugal filter mounted behind the pulley. The air pump is permanently lubricated and
requires no periodic service.

NOTE: Always cover centrifugal filter fan before cleaning engine to prevent liquid from
entering air pump. DO NOT oil air pump.

Check Valve

The check valve prevents the backflow of exhaust gases into the air injection system. The check valve closes
when exhaust gas pressure in exhaust manifold exceeds pressure delivered by pump. This occurs when air pump
by-passes at high speeds, air delivery is switched to catalytic converter, air is diverted to atmosphere or air
cleaner, or when air pump malfunctions.

Air Injection Reaction Management System (5.0L VIN Y)

When ECM energizes the air control (divert) and air switching valves on a cold vehicle, air is allowed to flow
through the control valve to the air switching valve. The air switching valve then directs this air to the exhaust
port.

During warm engine operation (closed loop), ECM de-energizes the air switching valve. This causes air
switching valve to direct air to the catalytic converter.

If air control (divert) valve detects a rapid increase in manifold vacuum (deceleration condition), or if high RPM
operation causes pump output pressure to exceed normal operating range, air is mechanically diverted to the air
cleaner by the air control (divert) valve. If ECM detects any failure in the computerized engine control system,
air control (divert) valve will be de-energized, also causing air to be diverted to the air cleaner or atmosphere.
To check function of AIR system, perform functional check of system. See SYSTEM/COMPONENT TESTS
article in this section.

NOTE: Air control (divert) valve and air switching valve may be separate or combined
into a single assembly.

Electric Air Divert/Electric Air Switching Valves

Electric divert and electric switching valves are used on all Federal vehicles (except 5.0L VIN Y and 3.1L with
manual transaxle). System may combine both divert function and air switching function into one integral
component.

The valves are electrically controlled by the ECM and operated by air pump pressure. The operation of the
valves is not dependent on intake manifold vacuum.
For cold engine (open loop) operation, the divert solenoid is energized and air flows to exhaust ports. In warm
engine (closed loop) operation, the divert solenoid is de-energized and switching solenoid is energized. This
forces airflow to the converter. In the divert mode, both solenoids are de-energized and airflow is allowed to
vent to atmosphere.

Divert will occur during rich operating condition, when the ECM recognizes a problem and turns on the
SERVICE ENGINE SOON light, during deceleration (high vacuum) and during heavy acceleration when air
pressure exceeds the setting of the relief valve in the air divert valve.

Electric Diverter Valve

The Electric Diverter Valve (EDV) is used on California fuel injected models and 3.1L Cutlass Supreme, Grand
Prix and Lumina with manual transaxle. This EDV performs normal diverter valve operation and may provide
air divert to the air cleaner for catalytic converter protection during wide open throttle and high temperature
conditions.

The ECM de-energizes EDV solenoid (located in EDV), preventing manifold vacuum from entering the
chamber during the above conditions. Spring tension against the lower diaphragm pushes the diaphragm up,
diverting air to air cleaner. Air from the air pump is always shut off from the engine unless ECM grounds EDV
circuit (solenoid energized).

CATALYTIC CONVERTER

A 3-way catalytic converter with dual bed is used to reduce exhaust emissions. This type of converter can
reduce hydrocarbons (HC), carbon monoxide (CO) and oxides of nitrogen (NOx).

The upstream section of the converter contains a reducing/oxidizing bed to reduce NOx while at the same time
oxidizing HC and CO. An air supply pipe from the AIR system injects air between the beds of the converter.
This is so the second converter bed can oxidize any remaining HC and CO to efficiently reduce exhaust
emissions.

EARLY FUEL EVAPORATION

The Early Fuel Evaporation (EFE) system is used on carbureted vehicles. EFE system provides heat to engine
induction system during cold start, providing rapid engine warm-up. System consists of a butterfly valve and
vacuum actuator mounted between the exhaust manifold and the exhaust pipe, a vacuum tube and a coolant
activated Thermal Vacuum Switch (TVS).

During cold engine operation, less than 105°F (40°C), manifold vacuum is routed to the EFE vacuum actuator
through the TVS, closing the EFE butterfly valve. This routes all exhaust gases from that side of the engine
through a special crossover passage in the intake manifold below the carburetor. This results in faster fuel
evaporation, more uniform fuel distribution, faster choke opening and reduced emissions.

As engine warms, TVS will bleed off vacuum, allowing actuator to open butterfly valve in exhaust manifold.
This allows exhaust gases from that side of engine to exit through exhaust manifold on that side of engine. EFE
exhaust crossover is not desired on a warm engine as it may cause driveability problems.

EXHAUST GAS RECIRCULATION (EGR)

The Exhaust Gas Recirculation (EGR) system is designed to reduce oxides of nitrogen (NOx) emissions by
lowering combustion temperatures. A metered amount of exhaust gas is recirculated into the intake manifold
and mixed with the air/fuel mixture.

There are 5 types of EGR systems used: pulse width modulated, electronic, digital and 2 backpressure (positive
and negative) systems.

On computer-controlled EGR systems, ECM controls ported vacuum to EGR valve through use of a solenoid
valve. The ECM uses coolant temperature, throttle position and manifold pressure signals to compute vacuum
solenoid operation. During cold engine operation and idle, solenoid valve is grounded by ECM. This blocks
vacuum to EGR valve. During warm engine operation and at speeds greater than idle, solenoid is not grounded
and vacuum is allowed through to open EGR valve.

Some models use an integrated electronic control EGR valve. This valve incorporates control solenoid and EGR
valve position sensor. This sensor is monitored by ECM (similar to a TPS; .3 volt fully closed, 5.0 volts fully
open). The ECM controls EGR flow on this valve by pulsing the signal to the EGR solenoid. This allows a more
regulated EGR flow than conventional ported EGR valves. To check function of EGR system, perform
functional check of system. See SYSTEMS & COMPONENT TESTING article in this section.

NOTE: Some vehicles may use integral EGR/ILC/RVB, TCC/EGR, or EGR/CP solenoid
valves.

Pulse Width Modulated EGR System

This type EGR system is controlled entirely by the ECM. The ECM controls the flow rate by controlling an
electrical signal to a solenoid vacuum valve. The ECM controlled vacuum solenoid valve is located in series
between vacuum source and EGR valve. The solenoid is pulsed at a rate of up to 32 times per second. The ECM
uses a ported vacuum signal to determine the flow rate signal to the solenoid.

Integrated Electronic EGR System

The integrated electronic EGR valve functions similar to a ported EGR valve with a remote vacuum regulator.
The internal solenoid is normally open, which causes the vacuum signal to be vented off to the atmosphere
when EGR is not controlled by the ECM. This EGR valve has a sealed cap. The solenoid valve opens and closes
the vacuum signal, which controls the amount of vacuum vented to atmosphere. This controls the amount of
vacuum applied to the diaphragm.

The electronic EGR valve contains a voltage regulator, which converts ECM signal and regulates current to the
solenoid. The ECM controls EGR flow with a pulse width modulated signal based on airflow, Throttle Position
Sensor (TPS), and RPM. This system also contains a pintle position sensor, which works similar to a TPS
sensor. As EGR flow is increased, the sensor output increases.

Digital EGR System

The digital EGR valve is designed to accurately supply EGR to engine, independent of intake manifold vacuum.
The valve controls EGR flow from exhaust to intake manifold through 3 orifices, to produce 7 different
combinations. When a solenoid is energized, the armature with attached shaft and swivel pintle is lifted to open
the orifice.
Exhaust Backpressure EGR System

Two types of backpressure EGR valves are used, a positive or negative backpressure valve. These valves may
be identified by the letter in the last position of part number. Letter "P" designates a positive backpressure valve
and letter "N" a negative backpressure valve.

Some 5.0L and 5.7L V8 models have backpressure EGR valves with a temperature sensor built into valve base.
On these models, ECM monitors EGR valve base temperature. If EGR valve does not open, base temperature
will be cool. Temperature sensor will then signal ECM to turn on SERVICE ENGINE SOON light.

Positive Backpressure EGR Valve A control valve, located in EGR valve, acts as a vacuum regulator
valve. Control valve regulates amount of vacuum to EGR diaphragm chamber by bleeding vacuum to
atmosphere during certain operating conditions. When control valve receives a backpressure signal,
through the hollow shaft of EGR valve, pressure on bottom of control valve closes control valve. When
control valve closes, maximum vacuum signal is applied directly to EGR valve allowing exhaust gas
recirculation.
Negative Backpressure EGR Valve Vacuum is applied to upper EGR diaphragm via a hose connected
intake manifold vacuum. Manifold vacuum is also applied to lower EGR diaphragm (through intake port
at base of EGR valve). When manifold vacuum in lower chamber is insufficient to overcome spring
tension on lower diaphragm, bleed valve will be closed, allowing vacuum in upper chamber to open EGR
valve. With engine at idle, or under light load, high manifold vacuum applied to lower chamber opens air
bleed valve in lower diaphragm. This bleeds off vacuum in upper chamber, keeping the EGR valve
closed.

EVAPORATIVE EMISSION CONTROL (EEC)

Carbon canister storage is used for evaporative fuel control on all vehicles. The function of evaporative
emission control system is to store gasoline fumes from fuel tank (and carburetor float bowl) in a carbon
canister until fumes can be drawn into engine for burning during combustion process. There are 4 basic
components used in evaporative emission system.

Activated carbon canister (may be sealed or open at top or bottom for fresh air intake).
Vacuum operated canister control valve (mounted on canister or remotely).
ECM-controlled solenoid (may be mounted on canister or remotely).
Tank pressure control valve (may be mounted internal or external of fuel tank).

Carbureted models use a thermal bowl vent valve installed in the fuel bowl vent hose. For specific component
application and vacuum hose routing, see VACUUM DIAGRAMS article in this section.

Carbon Canister

Evaporative fumes from the fuel tank and fuel bowl (carbureted models) are vented through hose(s) into a
canister containing activated carbon. The activated carbon absorbs and holds fuel vapors when the engine is not
operating. When the engine is started and engine speed is greater than idle (purge at idle would cause too rich a
mixture), engine vacuum draws fuel vapors from the canister into the engine. Regulation of vapors through this
purge line may be controlled by a vacuum canister purge valve, an ECM-controlled solenoid, or both.
Carbon canisters are either open or closed in design. When the engine is started on open canister models, engine
vacuum draws outside air into canister either through the top or through a filter in bottom of canister. This helps
to purge vapors from the activated carbon.

Canister Control Valve (CCV)

There are 2 types of vacuum operated canister control valves. In some applications, more than one type may be
used on the same system.

The Type 1 control valve is vacuum operated and is an integral part of the carbon canister (Y body). When the
engine is not running, vapor from the fuel tank is stored in the carbon canister. When the vehicle is started,
vacuum to the upper port will draw in the internal vacuum diaphragm, opening the port between the canister
and purge vacuum.

The Type 2 control valve is similar to the Type 1 valve, except it is located in the canister purge lines itself
(5.0L VIN Y). When vacuum is applied to the upper port of valve, diaphragm is lifted, opening port between
purge vacuum and accumulated vapors. When engine is off, valve diaphragm is closed by internal spring
pressure, preventing vapor from venting to atmosphere.

Purge Solenoid Valve

Purge solenoid valve is controlled by the Electronic Control Module (ECM). Current is supplied to solenoid
when the ignition is on. Solenoid is energized when ECM provides a ground circuit for solenoid. When
energized, purge solenoid valve opens, allowing purge. When de-energized, valve closes, blocking purge. The
ECM will energize the canister purge solenoid when engine has been running for more than one minute, coolant
temperature is above 176°F (80°C), vehicle speed is greater than 5 MPH and throttle is off idle. This solenoid is
located in the purge line on Cutlass Supreme, Grand Prix, Lumina and Regal, and on the canister on all other
models.

Fuel Tank Pressure Control Valve

Fuel tank pressure control valve is a vacuum regulated/pressure control valve located in the fuel tank, or in the
vapor delivery hose between fuel tank and carbon canister. When engine is not running and tank pressure is less
than .9 psi (.06 kg/cm2 ), internal spring pressure holds valve in the closed position. This causes fuel tank low-
pressure vapors to be vented through a restriction in valve. This restriction will retain most of fuel tank vapors
in fuel tank. When tank pressure rises and overrides spring tension, fumes are vented to the carbon canister.
When engine is running, vacuum is applied to upper port of valve, opening passage between fuel tank and
carbon canister, which is purged by engine vacuum.

NOTE: Models without fuel tank pressure control valves may utilize a special
pressure/vacuum relief fuel tank filler cap or other external relief device.

Thermal Bowl Vent Valve (TBVV)

The thermal bowl vent valve (located in the bowl vent hose) permits fuel bowl vapors to be directed to carbon
canister for storage. When engine temperature is less than 90°F (32°C), valve will be in closed position,
blocking bowl venting. Valve will open when engine temperature is greater than 120°F (49°C).
POSITIVE CRANKCASE VENTILATION (PCV)

The PCV system is used to provide for more effective elimination of crankcase vapors. Fresh air from the air
filter housing is supplied to the crankcase where it is mixed with blow-by gases and passed through a PCV
valve into the intake manifold. This mixture is then passed into the combustion chamber and burned.

The PCV valve provides primary control in this system by metering the flow of the blow-by vapors, according
to manifold vacuum. When manifold vacuum is high (at idle) the PCV restricts the flow to maintain a smooth
idle condition.

Under conditions where abnormal amounts of blow-by gases are produced (such as worn cylinders or rings), the
system is designed to allow the excess gases to flow back through crankcase vent hose into the air inlet and be
consumed during normal combustion.

THERMOSTATIC AIR CLEANER (TAC)

Many models are equipped with a system for preheating the air entering the carburetor or the fuel injection unit
during cold engine operation.

This system maintains incoming air temperature to a point where the carburetor or fuel injection system can
maintain lean air/fuel ratios to reduce hydrocarbon (HC) and carbon monoxide (CO) emissions, and reduces
carburetor icing.

This system consists of an air cleaner assembly with integral air control door, vacuum control temperature
sensor, vacuum motor, heat shroud (on exhaust manifold), heated air tube and vacuum hoses.

Vacuum Control Temperature Sensor

The vacuum control temperature sensor controls the operation of the air control door. During initial start-up
situations, this valve directs engine vacuum to the air control vacuum motor. The motor closes the air intake
door, allowing the intake of heated manifold air. When the intake air temperature reaches a precalibrated value,
this valve opens, allowing the intake of cooler outside air.

Air Control Door

The air control door temperature sensor closes when the temperature of air entering the air cleaner is less than
the calibrated temperature of the temperature sensor. This allows engine vacuum to operate the air control door
vacuum motor, and warm manifold air to be routed to the carburetor.

Vacuum Motor

When engine vacuum is applied to the vacuum motor, the air control door closes off the intake of outside air.
Air is then drawn into the air cleaner from around the exhaust manifold.

As air inside the air cleaner warms, the temperature sensor begins to open, bleeding off vacuum to the vacuum
motor. As vacuum to vacuum motor decreases, the air control door begins to open.

As air control door opens, outside air is allowed to enter air cleaner assembly. When air entering air cleaner
reaches a predetermined temperature, the air control door opens completely, and closes off the intake of heated
air.

SELF-DIAGNOSTIC SYSTEM
The ECM is equipped with a self-diagnostic system which detects system failures or abnormalities. When a
malfunction occurs, ECM will illuminate the SERVICE ENGINE SOON light located on instrument panel.
When malfunction is detected and light is turned on, a corresponding trouble code will be stored in ECM
memory. Malfunctions are designated as either "hard failures" or as "intermittent failures". To retrieve stored
codes, see appropriate SELF-DIAGNOSTICS article in this section.

"Hard Failures"

Hard failures cause SERVICE ENGINE SOON light to glow and remain on until the malfunction is repaired.
On models using digital display on dash to indicate codes, when recalled, codes may be accompanied by a
"current" or "history" indication for intermittent and hard codes. If light comes on and remains on during
vehicle operation, cause of malfunction must be determined using diagnostic charts located in SELF-
DIAGNOSTICS article. If a sensor fails, ECM will use a substitute value in its calculations to continue engine
operation. In this condition, vehicle is functional, but loss of good driveability will most likely be encountered.

"Intermittent Failures"

Intermittent failures cause SERVICE ENGINE SOON light to flicker or illuminate and go out about 10 seconds
after the intermittent fault goes away. The corresponding trouble code, however, will be retained in ECM
memory. On models using digital display on dash to indicate codes, when recalled, codes may be accompanied
by a "current" or "history" indication for intermittent and hard codes. If related fault does not reoccur within 50
engine restarts, related trouble code will be erased from ECM memory. Intermittent failures may be caused by
sensor, connector or wiring related problems. See TESTS W/O CODES article in this section.

SERVICE ENGINE SOON LIGHT

On carbureted models, a SERVICE ENGINE SOON light driver module is installed in wiring harness from
ECM to SERVICE ENGINE SOON light. This driver turns on light when ignition is turned on. When vehicle
starts, ECM turns light off. If ECM malfunctions or senses a malfunction, light will turn back on. On fuel
injected models, driver is an integral part of ECM and is not serviceable.

As a bulb and system check, SERVICE ENGINE SOON light will glow when ignition switch is turned to ON
position and engine is not running. When engine is started, light should go out. If not, a malfunction has been
detected in the computerized engine control system or SERVICE ENGINE SOON light circuit is faulty. Light
may be used on some models to display stored trouble codes. To access codes using Scan or Non-Scan methods,
see appropriate TESTS W/CODES article in this section. See the table below.

VEHICLE-TO-G - TESTS W/CODES ARTICLE MENU

Application Go To:
Brougham, Caprice, Custom Cruiser See TESTS W/CODES -
CARBURETED
Corvette See TESTS W/CODES
DeVille & Fleetwood See TESTS W/CODES
Eldorado & Seville See TESTS W/CODES
Reatta & Riviera
ECM Code Tests See TESTS W/CODES
- ECM
BCM Code Tests See TESTS W/CODES
- BCM
2.3L PFI Beretta, Cutlass Calais, Cutlass Supreme, Grand Am, Grand Prix, See TESTS W/CODES -
Skylark 2.3L PFI
3.1L PFI Beretta, Camaro, Cavalier, Celebrity, Corsica, Cutlass Supreme, See TESTS W/CODES -
Firebird Grand Prix, Lumina, Regal, 6000 3.1L PFI
3.3L PFI Century, Cutlass Calais, Cutlass Ciera, Skylark See TESTS W/CODES -
3.3L PFI
3.8L Bonneville, Electra, LeSabre, Ninety-Eight, Toronado, Trofeo, 88 See TESTS W/CODES -
3.8L PFI
5.0L & 5.7L Camaro & Firebird See TESTS W/CODES -
V8 PFI

SERIAL DATA
ECM is equipped with a serial data line. Serial date is a stream of electrical impulses which can be interpreted
by special testers of other control modules. On some models, serial data must be accessed using special Scan
testers connected to the Assembly Line Data Link (ALDL). Update intervals and information contained within
the data stream vary with model application.

On models utilizing an ECM and Body Control Module (BCM), serial data may be accessed using the Driver
Information Center (DIC) and Climate Control Panel (CCP). On these models, serial data may be shared with
BCM, A/C controller, supplemental restraint controller, anti-lock brake controller, or even cruise control unit.

MISCELLANEOUS ECM CONTROLS

NOTE: Although not considered true "Engine Performance" related systems, some
controlled devices may affect driveability if they malfunction.

A/C CLUTCH

On many models ECM regulates operation of the A/C clutch through an ECM controlled relay. This allows the
ECM to disengage the A/C compressor when compressor load on engine may cause driveability problems (i.e.
during hot restart, idle, low speed steering maneuvers, and wide open throttle operation), or if A/C freon
pressure drops below or rises above normal operating levels. Freon pressure sensing may be accomplished
through the monitoring of high and low pressure switches or a pressure sensor which will register either high or
low pressure levels. Power steering load is monitored through a power steering pressure switch. Hot restart is
monitored through the coolant temperature sensor. For component application and related wiring, see wiring
schematics in MISCELLANEOUS ECM CONTROLS in SYSTEM/COMPONENT TESTS article in this
section.
A/C Pressure Sensor

Some models are equipped with an air conditioner pressure sensor which is used to inform ECM of A/C system
pressure levels. Low pressure signal will cause A/C compressor to disengage to prevent system damage. High
pressure levels cause ECM to engage high speed fans while A/C compressor clutch is engaged. Extremely high
pressure levels will cause ECM to disengage A/C compressor clutch to prevent system damage.

A/C Pressure Switches

A/C high and low pressure switches may be used in the A/C compressor clutch or compressor clutch relay
circuit. Switches are normally closed, completing the circuit which energizes the compressor clutch. When
system freon pressure increases beyond a certain point, high side switch will open, causing compressor clutch to
disengage.

If system freon level decreases, causing freon pressure to drop, low side pressure switch will open, causing
compressor clutch to disengage and preventing compressor damage.

A/C Clutch WOT Cut-Out Relay (5.0L VIN Y)

The Wide Open Throttle (WOT) cut-out relay is used on 5.0L carbureted models. Relay delivers A/C
compressor clutch power (from A/C fuse) through a set of normally closed contacts. Relay contacts are opened
when the ECM energizes the relay by supplying a ground circuit for the relay winding. ECM will energize the
relay during wide open throttle operation, during overheat conditions and momentarily during engine start-up
on a warm engine. For wiring reference, see MISCELLANEOUS ECM CONTROLS in SYSTEMS &
COMPONENT TESTING article in this section.

COOLING FAN

On many models ECM regulates operation of the electric cooling fan through an ECM controlled relay which
controls the ground circuit or power circuit for the cooling fan. This allows the ECM to operate the cooling fan
based upon engine temperature. Most systems will engage the electric cooling fan whenever the A/C clutch is
engaged, regardless of engine temperature. As a back-up system, many models utilize a coolant override switch
which will also engage the cooling fan in the event that the ECM fails to energize the cooling fan relay, or the
cooling fan relay malfunctions. A malfunction of the cooling fan will cause engine overheating and possible
detonation.

Some models utilize more than one cooling fan. The second fan may function as an auxiliary cooling device
when A/C is engaged, or (on models utilizing freon temperature sensors or high pressure switches) during
periods of engine overheating or high A/C freon pressures. For component application and related wiring, see
wiring schematics in MISCELLANEOUS ECM CONTROLS in SYSTEM/COMPONENT TESTS article in
this section.

HOT LIGHT OR COOLANT TEMP LIGHT

When engine coolant temperature sensor input indicates temperature exceeds prespecified range, the ECM will
turn on the TEMP or HOT light by providing a ground for the light circuit. As a bulb check, the ECM also
supplies a ground to turn on light when the ignition is first turned on.
LOW COOLANT LIGHT

On vehicles equipped with a coolant level sensor (located in the side radiator tank), ECM will turn on the low
coolant light when the coolant level sensor indicates coolant level is below sensor probes. As a bulb check, the
ECM also supplies a ground to turn on light when the ignition is first turned on.

TRANSMISSION
Converter Clutch

The purpose of the transmission/transaxle converter clutch feature is to eliminate power loss of torque converter
stage when vehicle is in a cruise condition. This allows convenience of automatic transmission/transaxle and
fuel economy of a manual transmission. Fused battery ignition is supplied to converter solenoid through a brake
switch. On some models, 2nd, 3rd and 4th gear hydraulic apply switches (located within the transmission) may
also be in series with solenoid power or ground circuit. On other models, switch status may only be monitored
by the ECM, without sharing power or ground with the converter solenoid. For wiring reference, see
MISCELLANEOUS ECM CONTROLS in SYSTEM/COMPONENT TESTS article in this section.

Converter clutch will engage when vehicle is moving greater than a precalibrated speed, engine is at normal
operating temperature, throttle position sensor output is not changing (indicating a steady road speed),
transmission 3rd gear or high gear switch is closed (if equipped), and brake switch is closed.

When vehicle speed is great enough (about 20-45 MPH as indicated by the vehicle speed sensor), ECM
energizes converter clutch solenoid mounted in transmission. This allows torque converter to directly connect
engine to the transmission. When operating conditions indicate that transmission should operate as normal,
converter clutch solenoid is de-energized. This allows transmission to return to normal automatic operation.
Since power for the converter solenoid is delivered through the brake switch, transmission will also return to
normal automatic operation when brake pedal is depressed. To check function of converter clutch system,
perform functional check of system. See MISCELLANEOUS ECM CONTROLS in SYSTEMS &
COMPONENT TESTING article in this section.

Shift Light (Except Corvette)

The shift light is used on vehicles equipped with manual transmission. Light indicates the best transmission
shift point for maximum fuel economy. Power for light is supplied through the GAUGES fuse. Light is
illuminated when the ECM supplies a ground circuit for the bulb. For wiring reference, see MISCELLANEOUS
ECM CONTROLS in SYSTEM/COMPONENT TESTS article in this section.

1-4 Shift Light (Corvette)

The shift light is used on vehicles equipped with manual transmission. Light indicates when driver should shift
transmission from first gear to fourth gear for maximum fuel economy. Power for light is supplied through the
10-amp AIR BAG fuse. Light is illuminated when the ECM supplies a ground circuit for the bulb. For wiring
reference, see MISCELLANEOUS ECM CONTROLS in SYSTEM/COMPONENT TESTS article in this
section.

1-4 Shift Light Relay (Corvette)

Power for the relay winding is supplied by the GAUGES fuse. When ECM determines that driver should shift
transmission from first gear to fourth gear for maximum fuel economy, ECM will provide a ground for the 1-4
upshift relay. When relay is energized, voltage supplied by the TURN/BACK-UP fuse will pass through relay
and energize the 1-4 upshift solenoid mounted in the transmission. When solenoid is energized, transmission is
locked out from shifting from first gear into any gear other than fourth. For wiring reference, see
MISCELLANEOUS ECM CONTROLS in SYSTEM/COMPONENT TESTS article in this section.
 ENGINE COOLING FAN

ENGINE COOLING General Motors Corp. - Electric Cooling Fan

APPLICATION
ELECTRIC COOLING FAN APPLICATIONS
Application Engine
"Y" Body 5.7L

DESCRIPTION
All FWD and some RWD vehicles use an electric cooling fan. This fan is used for engine and A/C condenser
cooling and operates when A/C is on and if engine overheats.

OPERATION
All electric cooling fans operate when engine coolant temperature exceeds a certain value. The ECM completes
ground path for the cooling fan relay. Relay contacts then close and complete circuit between fusible link and
fan motor. When the engine cools, the switch opens and fan stops. If coolant sensor fails, the ECM will
command constant fan operation.

A/C equipped vehicles have a separate signal line to the ECM for fan control. When A/C control switch is
"ON", and A/C system low pressure switch is closed, the ECM receives a signal on this line and turns on the
cooling fan. The compressor clutch does not have to engage for ECM to turn fan on.

On some models, when engine is off, ECM may turn on the fan relay and run fan for up to 7 minutes. This
occurs if hot conditions were present while engine was running. Hot conditions are based on Manifold Absolute
Temperature (MAT) signal to ECM, coolant temperature and time from start.

TROUBLE SHOOTING

NOTE: This article contains test charts that are part of General Motors Computerized
Engine Controls. Only those charts required to test electric cooling fans are
included. Other diagnostic codes may appear while performing electric cooling
fan diagnosis. For complete information on General Motors Computerized
Engine Control systems, see appropriate article in ENGINE PERFORMANCE
section.

CHART C-12, COOLING FAN

Two cooling fans are used, primary fan (driver's side) and secondary fan (passenger's side). Independent fans
are controlled by the ECM based on air conditioner head pressure, coolant temperature, engine oil temperature,
vehicle speed and A/C operation.

Primary cooling fan is totally controlled by ECM based on inputs from A/C operation, coolant temperature
sensor and vehicle speed sensor. Primary cooling fan will be on in the following conditions:

A/C operation exists with high A/C pressure.

A/C operation exists with high A/C pressure and vehicle speed less than 35 mph and coolant temperature
is greater than 226°F (108°F).
A/C operation does not exist, vehicle speed greater than 35 mph and coolant temperature is greater than
226°F (108°F).

Primary cooling fan will shut off when the following conditions have existed for 20 seconds:

A/C operation exists with high A/C pressure, vehicle speed is less than 35 mph and coolant temperature is
less than 221°F (105°F).
A/C operation does not exist, vehicle speed is greater than 35 mph and coolant temperature is less than
221°F (105°F).

Secondary cooling fan is controlled by the ECM based on inputs from coolant temperature sensor and vehicle
speed sensor. ECM will activate secondary cooling fan if primary cooling fan has been operating for 2 seconds
and the following conditions exist:

A/C operation exists with high A/C pressure and vehicle speed is less than 50 mph.
A/C operation exists with high A/C pressure, vehicle speed is less than 35 mph and coolant temperature is
greater than 235°F (113°F).
A/C operation does not exist, vehicle speed is greater than 35 mph and coolant temperature is greater than
235°F (113°F).

Secondary cooling fan will shut off when the following conditions exist for 15 seconds:

A/C operation exists with high A/C pressure, vehicle speed is less than 35 mph and coolant temperature is
less than 226°F (108°F).
A/C operation does not exist, vehicle speed is greater than 35 mph and coolant temperature is less than
226°F (108°F).

Battery voltage is supplied to the fan relay on terminal "E" and ignition voltage to terminal "D."

Grounding circuit No. 409 (relay terminal "F") energizes the primary cooling fan relay and supplies battery
voltage to the primary cooling fan motor. Grounding circuit No. 473 (relay terminal "F") energizes the
secondary cooling fan relay and supplies battery voltage to the secondary cooling fan motor.

The A/C cooling fan control switch (mounted in the A/C high pressure line) will close when head pressure
exceeds 240 psi (16.8 kg/cm2 ). This input causes the ECM to ground circuit No. 409 or 473 if other
requirements are met. If a Code 14, 15, 52 or 62 exists, or the ECM is operating in the fuel back-up mode, the
ECM will turn on the cooling fans. Cooling fan relays are located on upper radiator support in front of the left
wheel panel.

Diagnostic Aids
If an overheating condition is suspected, verify if this is due to actual boilover. If gauge or light indicates an
overheat condition, and no boilover is in evidence, inspect the gauge/light circuit for malfunction.

If vehicle is overheating and the gauge or light indicates the same, but the cooling fan is not coming on, check
the coolant sensor temperature using a "SCAN" tester. Sensor may have shifted calibration and should be
replaced. If engine is overheating and cooling fan is on, check cooling system.

Fig. 1: Cooling Fan Circuit Diagram

Courtesy of GENERAL MOTORS CORP.
Fig. 2: Cooling Fan Flow Chart (1 of 2)
Courtesy of GENERAL MOTORS CORP.
Fig. 3: Cooling Fan Flow Chart (2 of 2)
Courtesy of GENERAL MOTORS CORP.

CHART C-10, A/C CLUTCH CIRCUIT

The A/C clutch control relay is ECM controlled to delay A/C clutch engagement approximately 4 tenths of a
second after A/C is turned on. This allows the ECM time to adjust engine RPM before A/C clutch engages. The
ECM will also disengage A/C clutch in full throttle position.

Voltage on circuit 259 to ECM indicates A/C is on. When voltage exists as seen by ECM, the ECM grounds
circuit 999 for A/C clutch control relay. Relay contacts close and current flows from circuit 50 to circuit 66.

Ignition voltage exists at high pressure switch. If A/C refrigerant pressure does not exceed certain value, voltage
is then supplied to the pressure cycling switch. If insufficient A/C pressure exists, the pressure cycling switch
closes. This completes the circuit to A/C clutch. If ECM sees voltage on circuit 259, cooling fans will be
activated if vehicle speed, coolant temperature and engine oil temperature are within designated range.

NOTE: Test numbers refer to test numbers on diagnostic charts.

1. Ensure ECM is controlling A/C clutch control relay.

2. Check for grounded circuit 999 to ECM.
3. Check A/C pressure switch operation.
Fig. 4: A/C Clutch Flow Chart (1 of 2)
Courtesy of GENERAL MOTORS CORP.
 Fig. 5: A/C Clutch Flow Chart (2 of 2)
Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAM
Fig. 6: Cooling Fan Wiring Diagram
 ENGINE OIL PAN REMOVAL

ENGINES General Motors Corp. Oil Pan Removal

IDENTIFICATION
BODY IDENTIFICATION
Body Models
A Celebrity, Century, Cutlass Ciera, Cutlass Cruiser Wagon, 6000
B Caprice, Custom Cruiser, Estate Wagon
C DeVille, Electra, Fleetwood, Ninety-Eight, Park Avenue Touring Sedan
D Brougham
E Eldorado, Reatta, Riviera, Toronado, Trofeo
F Camaro, Firebird
H Bonneville, Delta 88, LeSabre
J Cavalier, Sunbird
K Seville
L Beretta, Corsica
N Cutlass Calais, Grand Am, Skylark
W Cutlass Supreme, Grand Prix, Lumina, Regal
Y Corvette

TROUBLE SHOOTING

NOTE: To trouble shoot engine mechanical components, see appropriate table in

TROUBLE SHOOTING article in GENERAL INFORMATION.

REMOVAL & INSTALLATION

4-CYLINDER MODELS - 2.0L & 2.0L TURBO

"J" Body

1. Disconnect negative battery cable. Raise and support vehicle. Remove right front wheel and front splash
shield. Position jack stands at jack points.
2. Drain crankcase. Remove exhaust pipe from exhaust manifold or wastegate. Remove flexplate cover
bolts. Remove bolts and oil pan.

4-CYLINDER MODELS - 2.2L

"J" & "L" Bodies

1. Disconnect negative battery cable. Disconnect exhaust pipe shield and remove. Raise and support vehicle.
Drain crankcase. Remove A/C brace at starter and at A/C bracket.
 2. Remove starter bracket at block. Remove starter and lay aside. Remove flexplate cover and A/C brace.
Remove right suspension support bolts to gain clearance to remove oil pan. Lower suspension support
slightly to gain clearance for oil pan removal. Remove oil filler and extension on A/T models. Remove oil
pan bolts and oil pan.

4-CYLINDER MODELS - 2.3L

"L", "N" & "W" Bodies

Disconnect negative battery cable. Raise and support vehicle. Drain engine oil. Remove transaxle flexplate
cover. Remove splash shield-to-suspension support bolt. Disconnect exhaust manifold brace (on M/T only).
Remove radiator outlet pipe-to-oil pan bolt, transaxle-to-oil pan bolt and stud. Pry spacer from between oil pan
and transaxle. Remove bolt connecting oil pan to transaxle. Remove oil pan and gasket. Rotate crankshaft to
obtain clearance for removal (if necessary).

4-CYLINDER MODELS - 2.5L

"A" & "W" Bodies

1. Disconnect negative battery cable. Remove coolant reservoir and engine torque strut. Remove drive belt,
dipstick assembly, air cleaner and air inlet. Remove A/C compressor and wire out of way. Install Engine
Support Fixture (J-28467-A).
2. Raise and support vehicle. Drain crankcase. Remove flexplate covers, starter and bracket. Remove engine
wiring harness under right and left sides of oil pan. Remove right side engine splash shield.
3. Remove front engine mount bracket bolts and engine mount nuts. Remove transaxle mount nuts. Using
engine support fixture, raise engine approximately 2". Remove front engine mount and bracket. Loosen
frame bolts. Remove oil pan bolts and oil pan.

"N" Body

Disconnect negative battery cable. Raise and support vehicle. Drain crankcase. Disconnect exhaust pipe at
manifold and hanger and wire out of way. Remove starter and flexplate access cover. Remove starter. Remove
oil pan bolts and oil pan.

V6 MODELS - 3.1L

"A", "J", "L" & "W" Bodies

Disconnect negative battery cable. Raise and support vehicle. Drain crankcase. Remove flexplate access cover
and starter. Support engine and remove engine mount bolts. Remove oil pan bolts. Raise engine and remove oil
pan.

"F" Body

1. Disconnect negative battery cable. Remove air cleaner and distributor cap. Remove upper half of fan
shroud. Raise vehicle and drain crankcase.
2. Remove flexplate access cover and starter. Disconnect exhaust pipe at manifold. Remove engine mount
 through bolts and raise engine. Remove oil pan bolts. Remove oil pan.

V6 MODELS - 3.3L & 3.8L

"A", "C", "E", "H" & "N" Bodies

Disconnect negative battery cable. Raise and support vehicle. Drain crankcase and remove oil filter. Remove
flexplate access cover and crossover pipe (if equipped). Disconnect engine mounts. Raise and support engine.
Remove oil pan bolts and oil pan.

V8 MODELS - 4.5L

"C", "E" & "K" Bodies

Disconnect negative battery cable. Raise vehicle and drain crankcase. Remove both flexplate access covers.
Disconnect exhaust "Y" pipe at manifolds. Remove bolts from catalytic converter and lower exhaust. Remove
oil pan bolts and oil pan.

V8 MODELS - 5.0L & 5.7L (VIN 7)

"B" & "D" Bodies

1. Disconnect negative battery cable and remove air cleaner and fan shroud. Raise vehicle and drain
crankcase. Remove cruise control servo bracket (if equipped).
2. Remove Air Injection Reaction (AIR) hose-to-catalytic converter pipe. Remove AIR pipe-to-exhaust
manifold. Remove the exhaust crossover pipe at manifold and converter. Remove starter and flexplate
access cover. Disconnect transmission line bracket at oil pan. Remove engine mount through bolts.
3. Remove oil pan bolts and lower pan. Position front crankshaft throw and/or counterweight on horizontal
plane so it does not interfere with oil pan removal. Raise engine, reinstall through bolts and remove oil
pan.

V8 MODELS - 5.0L & 5.7L (VIN 8)

"F" Body

1. Disconnect negative battery cable. Remove air cleaner, fan shroud and distributor cap. Raise vehicle and
drain crankcase. Disconnect exhaust pipe at manifold, Air Injection Reaction (AIR) pipe clamp and
catalytic converter hanger bolts.
2. Remove front starter brace, starter and flexplate access cover. On models with M/T, it may be necessary
to remove oil filter for access to flywheel cover bolts.
3. Remove engine mount through bolts and oil pan bolts. Raise engine and lower pan. Position front
crankshaft throw and/or counterweights as to clear oil pan. Remove oil pan.

V8 MODELS - 5.7L (VIN 8)

"Y" Body
 1. Disconnect negative battery cable. Raise vehicle and drain crankcase. Remove oil filter. Remove oil filter
adapter at block. On A/T models, remove flexplate cover. On M/T models, remove starter and
bellhousing cover.
2. On all models, remove oil cooler pipe at oil pan. Remove Electronic Spark Control (ESC) shield. Remove
front crossmember braces. Remove oil pan bolts. Remove oil pan.

TORQUE SPECIFICATIONS
4-CYLINDER

TORQUE SPECIFICATIONS (4-CYLINDER)

Application INCH Lbs. (N.m)
Oil Pan
2.0L & 2.2L
Front Bolts 88-159 (10-18)
Rear Bolts 133-212 (15-24)
Stud Nuts 62-88 (7-10)
All Other Bolts 53-106 (6-12)
2.3L
6-mm Bolts 106 (12)
8-mm Bolts 212 (24)
Stud Nut (1)

2.5L 54 (6)
(1) Tighten nut to 41 ft. lbs. (56 N.m).

V6

TORQUE SPECIFICATIONS (V6)

Application INCH Lbs. (N.m)
Oil Pan
3.1L
6-mm Bolts 71-106 (8-12)
8-mm Bolts 168-266 (19-30)
3.3L & 3.8L 168 (19)

V8

TORQUE SPECIFICATIONS (V8)

Application INCH Lbs. (N.m)
Oil Pan
4.5L 132 (15)
5.0L & 5.7L (Except "Y" Body)
 1/4" Bolts & Nuts 80 (9)
5/16" Bolts & Nuts 168 (19)
5.7L ("Y" Body) 192 (22)
 GENERAL INFORMATION

Engine Overhaul Procedures

* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

DESCRIPTION
Examples used in this article are general in nature and do not necessarily relate to a specific engine or system.
Illustrations and procedures have been chosen to guide mechanic through engine overhaul process. Descriptions
of cleaning, inspection, and assembly processes are included.

ENGINE IDENTIFICATION
Engine may be identified from Vehicle Identification Number (VIN) stamped on a metal tab. Metal tab may be
located in different locations depending on manufacturer. Engine identification number or serial number is
located on cylinder block. Location varies with each manufacturer.

INSPECTION PROCEDURES
* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

GENERAL

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
 of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Engine components must be inspected to meet manufacturer's specifications and tolerances during overhaul.
Proper dimensions and tolerances must be met to obtain proper performance and maximum engine life.

Micrometers, depth gauges and dial indicator are used for checking tolerances during engine overhaul.
Magnaflux, Magnaglo, dye-check, ultrasonic and x-ray inspection procedures are used for parts inspection.

MAGNETIC PARTICLE INSPECTION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Magnaflux & Magnaglo

Magnaflux is an inspection technique used to locate material flaws and stress cracks. Component is subjected to
a strong magnetic field. Entire component or a localized area can be magnetized. Component is coated with
either a wet or dry material that contains fine magnetic particles.

Cracks which are outlined by the particles cause an interruption of magnetic field. Dry powder method of
Magnaflux can be used in normal lighting and crack appears as a bright line.

Fluorescent liquid is used along with a Black light in the Magnaglo Magnaflux system. Darkened room is
required for this procedure. The crack will appear as a glowing line. Complete demagnetizing of component
upon completion is required on both procedures. Magnetic particle inspection applies to ferrous materials only.

PENETRANT INSPECTION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.
Zyglo

The Zyglo process coats material with a fluorescent dye penetrant. Component is often warmed to expand
cracks that will be penetrated by the dye. Using darkened room and Black light, component is inspected for
cracks. Crack will glow brightly.

Developing solution is often used to enhance results. Parts made of any material, such as aluminum cylinder
heads or plastics, may be tested using this process.

Dye Check

Penetrating dye is sprayed on the previously cleaned component. Dye is left on component for 5-45 minutes,
depending upon material density. Component is then wiped clean and sprayed with a developing solution.
Surface cracks will show up as a bright line.

ULTRASONIC INSPECTION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

If an expensive part is suspected of internal cracking, ultrasonic testing is used. Sound waves are used for
component inspection.

X-RAY INSPECTION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

This form of inspection is used on highly stressed components. X-ray inspection may be used to detect internal
and external flaws in any material.

PRESSURE TESTING

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
 to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Cylinder heads can be tested for cracks using a pressure tester. Pressure testing is performed by plugging all but
one of the holes of cylinder head and injecting air or water into the open passage.

Leaks are indicated by the appearance of wet or damp areas when using water. When air is used, it is necessary
to spray the head surface with a soap solution. Bubbles will indicate a leak. Cylinder head may also be
submerged in water heated to specified temperature to check for cracks created during heat expansion.

CLEANING PROCEDURES
* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

GENERAL

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

All components of an engine do not have the same cleaning requirements. Physical methods include bead
blasting and manual removal. Chemical methods include solvent blast, solvent tank, hot tank, cold tank and
steam cleaning of components.

BEAD BLASTING

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
 to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Manual removal of deposits may be required prior to bead blasting, followed by some other cleaning method.
Carbon, paint and rust may be removed using bead blasting method. Components must be free of oil and grease
prior to bead blasting. Beads will stick to grease or oil soaked areas causing area not to be cleaned.

Use air pressure to remove all trapped residual beads from component after cleaning. After cleaning internal
engine parts made of aluminum, wash thoroughly with hot soapy water. Component must be thoroughly cleaned
as glass beads will enter engine oil resulting in bearing damage.

CHEMICAL CLEANING

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Solvent tank is used for cleaning oily residue from components. Solvent blasting sprays solvent through a
siphon gun using compressed air.

The hot tank, using heated caustic solvents, is used for cleaning ferrous materials only. DO NOT clean
aluminum parts such as cylinder heads, bearings or other soft metals using the hot tank. After cleaning, flush
parts with hot water.

A non-ferrous part will be ruined and caustic solution will be diluted if placed in the hot tank. Always use eye
protection and gloves when using the hot tank.

Use of a cold tank is for cleaning aluminum cylinder heads, carburetors and other soft metals. A less caustic and
unheated solution is used. Parts may be left in the tank for several hours without damage. After cleaning, flush
parts with hot water.

Steam cleaning, with boiling hot water sprayed at high pressure, is recommended as the final cleaning process
when using either hot or cold tank cleaning.

COMPONENT CLEANING
* PLEASE READ THIS FIRST *
NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

SHEET METAL PARTS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Examples of sheet metal parts are rocker covers, front and side covers, oil pan and bellhousing dust cover. Glass
bead blasting or hot tank may be used for cleaning.

Ensure all mating surfaces are flat. Deformed surfaces should be straightened. Check all sheet metal parts for
cracks and dents.

INTAKE & EXHAUST MANIFOLDS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Using solvent cleaning or bead blasting, clean manifolds for inspection. If intake manifold has an exhaust
crossover, all carbon deposits must be removed. Inspect manifolds for cracks, burned or eroded areas, corrosion
and damage to fasteners.

Exhaust heat and products of combustion cause threads of fasteners to corrode. Replace studs and bolts as
necessary. On "V" type intake manifolds, sheet metal oil shield must be removed for proper cleaning and
inspection. Ensure all manifold parting surfaces are flat and free of burrs.

CYLINDER HEAD REPLACEMENT

* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

REMOVAL

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Remove intake and exhaust manifolds and valve cover. Cylinder head and camshaft carrier bolts (if equipped)
should be removed only when engine is cold. On many aluminum cylinder heads, removal while hot will cause
cylinder head warpage. Mark rocker arm or overhead cam components for location.

Remove rocker arm components or overhead cam components. Components must be installed in original
location. Individual design rocker arms may utilize shafts, ball-type pedestal mounts or no rocker arms. For all
design types, wire components together and identify according to corresponding valve. Remove cylinder head
bolts. Note length and location. Some applications require cylinder head bolts be removed in proper sequence to
prevent cylinder head damage. See Fig. 1. Remove cylinder head.

INSTALLATION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Ensure all surfaces and head bolts are clean. Check that head bolt holes of cylinder block are clean and dry to
prevent block damage when bolts are tightened. Clean threads with tap to ensure accurate bolt torque.
Install head gasket on cylinder block. Some manufacturers may recommend sealant be applied to head gasket
prior to installation. Note that all holes are aligned. Some gasket applications may be marked so that certain area
faces upward. Install cylinder head using care not to damage head gasket. Ensure cylinder head is fully seated
on cylinder block.

Some applications require head bolts be coated with sealant prior to installation. This is done if head bolts are
exposed to coolant passages. Some applications require head bolts be coated with light coat of engine oil.

Install head bolts. Head bolts should be tightened in proper steps and sequence to specification. See Fig. 1.
Install remaining components. Tighten all bolts to specification. Adjust valves if required. See VALVE
ADJUSTMENT.

NOTE: Some manufacturers require that head bolts be retightened after specified
amount of operation. This must be done to prevent head gasket failure.

Fig. 1: Typical Cylinder Head Tightening or Loosening Sequence

VALVE ADJUSTMENT

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.
Engine specifications will indicate valve train clearance and temperature at which adjustment is to be made on
most models. In most cases, adjustment will be made with a cold engine. In some cases, both a cold and a hot
clearance will be given for maintenance convenience.

On some models, adjustment is not required. Rocker arms are tightened to specification and valve lash is
automatically set. On some models with push rod actuated valve train, adjustment is made at push rod end of
rocker arm while other models do not require adjustment.

Clearance will be checked between tip of rocker arm and tip of valve stem in proper sequence using a feeler
gauge. Adjustment is made by rotating adjusting screw until proper clearance is obtained. Lock nut is then
tightened. Engine will be rotated to obtain all valve adjustments to manufacturer's specifications.

Some models require hydraulic lifter to be bled down and clearance measured. Push rods of different length can
be used to obtain proper clearance. Clearance will be checked between tip of rocker arm and tip of valve stem in
proper sequence using a feeler gauge.

Overhead cam engines designed without rocker arms actuate valves directly on a cam follower. A hardened,
removable disc is installed between the cam lobe and lifter. Clearance will be checked between cam heel and
adjusting disc in proper sequence using a feeler gauge. Engine will be rotated to obtain all valve adjustments.

On overhead cam engines designed with rocker arms, adjustment is made at valve end of rocker arm. Ensure
valve to be adjusted is riding on heel of cam on all engines. Clearance will be checked between tip of rocker
arm and tip of valve stem in proper sequence using a feeler gauge. Adjustment is made by rotating adjusting
screw until proper clearance is obtained. Lock nut is then tightened. Engine will be rotated to obtain all valve
adjustments to manufacturer's specifications.

CYLINDER HEAD OVERHAUL

* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

CYLINDER HEAD DISASSEMBLY

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

 section for complete overhaul procedures and specifications for the vehicle
being repaired.

Mark valves for location. Using valve spring compressor, compress valve springs. Remove valve locks.
Carefully release spring compressor. Remove retainer or rotator, valve spring, spring seat and valve. See Fig. 2.

Fig. 2: Exploded View of Valve Assemblies

CYLINDER HEAD CLEANING & INSPECTION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Clean cylinder head and valve components using approved cleaning methods. Inspect cylinder head for cracks,
damage or warped gasket surface. Place straightedge across gasket surface. Determine clearance at center of
straightedge. Measure across both diagonals, longitudinal center line and across cylinder head at several points.
See Fig. 3.
On cast iron cylinder heads, if warpage exceeds .003" (.08 mm) in a 6" span, or .006" (.15 mm) over total
length, cylinder head must be resurfaced. On most aluminum cylinder heads, if warpage exceeds .002" (.05
mm) in any area, cylinder head must be resurfaced. Warpage specification may vary by manufacturer. If
warpage exceeds specification on some cylinder heads, cylinder head must be replaced.

Cylinder head thickness should be measured to determine amount of material which can be removed before
replacement is required. Cylinder head thickness must not be less than the manufacturer's specification.

If cylinder head required resurfacing, it may not align properly with intake manifold. On "V" type engines,
misalignment is corrected by machining intake manifold surface that contacts cylinder head. Cylinder head may
be machined on surface that contacts intake manifold. Using oil stone, remove burrs or scratches from all
sealing surfaces.

Fig. 3: Checking Cylinder Head for Warpage

VALVE SPRINGS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.
Inspect valve springs for corroded or pitted valve spring surfaces which may lead to breakage. Polished spring
ends caused by a rotating spring indicate that spring surge has occurred. Replace springs showing evidence of
these conditions.

Inspect valve springs for squareness using a 90-degree straightedge. See Fig. 4. Replace valve spring if out-of-
square exceeds manufacturer's specification.

Fig. 4: Checking Valve Spring Squareness

Using vernier caliper, measure free length of all valve springs. Replace springs if not within specification.
Using valve spring tester, test valve spring pressure at installed and compressed heights. See Fig. 5.

Usually compressed height is installed height minus valve lift. Replace valve spring if not within specification.
It is recommended to replace all valve springs when overhauling cylinder head. Valve springs may need to be
installed with color coded end or small coils at specified area according to manufacturer.
Fig. 5: Checking Valve Spring Pressure

VALVE GUIDE

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Measuring Valve Guide Clearance

Check valve stem-to-guide clearance. Ensure valve stem diameter is within specification. Install valve in valve
guide. Install dial indicator assembly on cylinder head with tip resting against valve stem just above valve
guide. See Fig. 6.

Fig. 6: Measuring Valve Stem-to-Guide Clearance

Lower valve approximately 1/16" below valve seat. Push valve stem against valve guide as far as possible.
Adjust dial indicator to zero. Push valve stem in opposite direction and note reading. Clearance must be within
specification.

If valve guide clearance exceeds specification, valves with oversize stems may be used and valve guides are
reamed to larger size or valve guide must be replaced. On some applications, a false guide is installed, then
reamed to proper specification. Valve guide reamer set is used to ream valve guide to obtain proper clearance
for new valve.
Reaming Valve Guide

Select proper reamer for size of valve stem. Reamer must be of proper length to provide clean cut through entire
length of valve guide. Install reamer in valve guide and rotate to cut valve guide. See Fig. 7.
Fig. 7: Reaming Valve Guides
Replacing Valve Guide

Replace valve guide if clearance exceeds specification. Valve guides are either pressed, hammered or shrunk in
place, depending upon cylinder head design and type of metal used.

Remove valve guide from cylinder head by pressing or tapping on a stepped drift. See Fig. 8. Once valve guide
is installed, distance from cylinder head to top of valve guide must be checked. This distance must be within
specification.

Aluminum heads are often heated before installing valve guide. Valve guide is sometimes cooled in dry ice
prior to installation. Combination of a heated cylinder head and cooled valve guide ensures a tight guide fit
upon assembly. The new guide must be reamed to specification.

Fig. 8: Typical Valve Guide Remover & Installer

VALVES & VALVE SEATS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Valve Grinding

Valve stem O.D. should be measured in several areas to indicate amount of wear. Replace valve if not within
specification. Valve margin area should be measured to ensure that valve can be ground. See Fig. 9.

If valve margin is less than specification, the valves will be burned. Valve must be replaced. Due to minimum
margin dimensions during manufacture, some new type valves cannot be reground. Some manufacturers use
stellite coated valves that must NOT be machined. Valves can only be lapped into valve seat.
 CAUTION: Some valves are sodium filled. Extreme care must be used when
disposing of damaged or worn sodium-filled valves.

Fig. 9: Measuring Valve Head Margin

Resurface valve to proper angle specification using valve grinding machine. Follow manufacturer's instructions
for valve grinding machine. Specifications may indicate a different valve face angle than seat angle. Measure
valve margin after grinding. Replace valve if not within specification. Valve stem tip can be refinished using
valve grinding machine.

Valve Lapping

During valve lapping of recently designed valves, be sure to follow manufacturer's recommendations. Surface
hardening and materials used with some valves do not permit lapping. Lapping process will remove excessive
amounts of the hardened surface.

Valve lapping is done to ensure adequate sealing between valve face and seat. Use either a hand drill or lapping
stick with suction cup attached.

Moisten and attach suction cup to valve. Lubricate valve stem and guide. Apply a thin coat of fine valve
grinding compound between valve and seat. Rotate lapping tool between the palms or with hand drill.

Lift valve upward off the seat and change position often. This is done to prevent grooving of valve seat. Lap
valve until a smooth polished seat is obtained. Thoroughly clean grinding compound from components. Valve-
to-valve seat concentricity should be checked. See VALVE SEAT CONCENTRICITY.
 CAUTION: Valve guides must be in good condition and free of carbon deposits prior
to valve seat grinding. Some engines contain an induction hardened valve
seat. Excessive material removal will damage valve seats.

Valve Seat Grinding

Select coarse stone of correct size and angle for seat to be ground. Ensure stone is true and has a smooth
surface. Select correct size pilot for valve guide dimension. Install pilot in valve guide. Lightly lubricate pilot
shaft. Install stone on pilot. Move stone off and on the seat approximately 2 times per second during grinding
operation.

Select a fine stone to finish grinding operation. Various angle grinding stones are used to center and narrow the
valve seat as required. See Fig. 10.

Fig. 10: Adjusting Valve Seat Width

Valve Seat Replacement

Replacement of valve seat inserts is done by cutting out the old insert and machining an oversize insert bore.
Replacement oversize insert is usually cooled and the cylinder head is sometimes warmed. Valve seat is pressed
into the head. This operation requires specialized machine shop equipment.
Valve Seat Concentricity

Using dial gauge, install gauge pilot in valve guide. Position gauge arm on the valve seat. Adjust dial indicator
to zero. Rotate arm 360 degrees and note reading. Runout should not exceed specification.

To check valve-to-valve seat concentricity, coat valve face lightly with Prussian Blue dye. Install valve and
rotate it on valve seat. If pattern is even and entire seat is coated at valve contact point, valve is concentric with
the valve seat.

CYLINDER HEAD REASSEMBLY

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Valve Stem Installed Height

Valve stem installed height must be checked when new valves are installed or when valves or valve seats have
been ground. Install valve in valve guide. Measure distance from tip of valve stem to spring seat. See Fig. 11.
Distance must be within specification to allow sufficient clearance for valve operation.

Remove valve and grind valve stem tip if height exceeds specification. Valve tips are surface hardened. DO
NOT remove more than .010" (.25 mm) from tip. Chamfer sharp edge of reground valve tip. Recheck valve
stem installed height.
Fig. 11: Measuring Valve Stem Installed Height

VALVE STEM OIL SEALS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Valve stem oil seals must be installed on valve stem. See Fig. 2. Seals are needed due to pressure differential at
the ends of valve guides. Atmospheric pressure above intake guide, combined with manifold vacuum below
guide, causes oil to be drawn into the cylinder.

Exhaust guides also have pressure differential created by exhaust gas flowing past the guide, creating a low
pressure area. This low pressure area draws oil into the exhaust system.

Some manufacturers require that special color code or specified height valve stem oil seal be installed in
designated area.

Replacement (On-Vehicle)

Mark rocker arm or overhead cam components for location. Remove rocker arm components or overhead cam
components. Components must be installed in original location. Remove spark plugs. Valve stem oil seals may
be replaced by holding valves against seats using air pressure.

Air pressure must be installed in cylinder using an adapter for spark plug hole. An adapter can be constructed by
welding air hose connection to spark plug body with porcelain removed.

Rotate engine until piston is at top of stroke. Install adapter in spark plug hole. Apply a minimum of 140 psi
(9.8 kg/cm2 ) line pressure to adapter. Air pressure should hold valve closed. If air pressure does not hold valve
closed, check for damaged or bent valve. Cylinder head must be removed for service.

Using valve spring compressor, compress valve springs. Remove valve locks. Carefully release spring
compressor. Remove retainer or rotator and valve spring. Remove valve stem oil seal.

If oversize valves have been installed, oversize oil seals must be used. Coat valve stem with engine oil. Install
protective sleeve over end of valve stem. Install new oil seal over valve stem and seat on valve guide. Remove
protective sleeve. Install spring seat, valve spring and retainer or rotator. Compress spring and install valve
locks. Remove spring compressor. Ensure valve locks are fully seated.

Install rocker arms or overhead cam components. Tighten all bolts to specification. Adjust valves if required.
Remove adapter. Install spark plugs, valve cover and gasket.

VALVE SPRING INSTALLED HEIGHT

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Valve spring installed height should be checked during reassembly. Measure height from lower edge of valve
spring to the upper edge. DO NOT include valve spring seat or retainer. Distance must be within specification.
If valves and/or seats have been ground, a valve spring shim may be required to correct spring height. See Fig.
12.
Fig. 12: Measuring Valve Spring Installed Height

ROCKER ARMS & ASSEMBLIES

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Rocker Studs

Rocker studs are either threaded or pressed in place. Threaded studs are removed by locking 2 nuts on the stud.
Unscrew the stud by turning the jam nut. Coat new stud threads with Loctite and install. Tighten to
specification.

Pressed-in stud can be removed using a stud puller. Ream stud bore to proper specification and press in a new
oversize stud. Pressed-in studs are often replaced by cutting threads in the stud bore to accept a threaded stud.

Rocker Arms & Shafts

Mark rocker arms for location. Remove rocker arm retaining bolts. Remove rocker arms. Inspect rocker arms,
shafts, bushings and pivot balls (if equipped) for excessive wear. Inspect rocker arms for wear in valve stem
contact area. Measure rocker arm bushing I.D. Replace bushings if excessively worn.

The rocker arm valve stem contact point may be reground, using special fixture for valve grinding machine.
Remove minimum amount of material as possible. Ensure all oil passages are clear. Install rocker arm
components in original location. Ensure rocker arm is properly seated in push rod. Tighten bolts to
specification. Adjust valves if required. See VALVE ADJUSTMENT.

PUSH RODS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Remove rocker arms. Mark push rods for location. Remove push rods. Push rods can be steel or aluminum,
solid or hollow. Hollow push rods must be internally cleaned to ensure oil passage to rocker arms is cleaned.
Check push rods for damage, such as loose ends on steel tipped aluminum types.

Check push rod for straightness. Roll push rod on a flat surface. Using feeler gauge, check clearance at center.
Replace push rod if bent. The push rod can also be supported at each end and rotated. A dial indicator is used to
detect a bent area in the push rod.

Lubricate ends of push rod and install push rod in original location. Ensure push rod is properly seated in lifter.
Install rocker arm. Tighten bolts to specification. Adjust valves if required. See VALVE ADJUSTMENT.

LIFTERS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Hydraulic Lifters

Before replacing a hydraulic lifter for noisy operation, ensure noise is not caused by worn rocker arms or valve
tips. Also ensure sufficient oil pressure exists. Hydraulic lifters must be installed in original location. Remove
rocker arm assembly and push rod. Mark components for location. Some applications require intake manifold,
cylinder head or lifter cover removal. Remove lifter retainer plate (if used). To remove lifters, use a hydraulic
lifter remover or magnet. Different type lifters are used. See Fig. 13.
On sticking lifters, disassemble and clean lifter. DO NOT mix lifter components or positions. Parts are select-
fitted and are not interchangeable. Inspect all components for wear. Note amount of wear in lifter body-to-
camshaft contact area. Surface must have smooth and convex contact face. If wear is apparent, carefully inspect
cam lobe.

Inspect push rod contact area and lifter body for scoring or signs of wear. If body is scored, inspect lifter bore
for damage and lack of lubrication. On roller type lifters, inspect roller for flaking, pitting, loss of needle
bearings and roughness during rotation.

Measure lifter body O.D. in several areas. Measure lifter bore I.D. Ensure components or oil clearance is within
specification. Some models offer oversize lifters. Replace lifter if damaged.

If lifter check valve is not operating, obstructions may be preventing it from closing or valve spring may be
broken. Clean or replace components as necessary.

Check plunger operation. Plunger should drop to bottom of the body by its own weight when assembled dry. If
plunger is not free, soak lifter in solvent to dissolve deposits.

Lifter leak-down test can be performed on lifter. Lifter must be filled with special test oil. New lifters contain
special test oil. Using lifter leak-down tester, perform leak-down test following manufacturer's instructions. If
leak-down time is not within specifications, replace lifter assembly.

Lifters should be soaked in clean engine oil several hours prior to installation. Coat lifter base, roller (if
equipped) and lifter body with ample amount of Molykote or camshaft lubricant. See Fig. 13. Install lifter in
original location. Install remaining components. Valve lash adjustment is not required on most hydraulic lifters.
Preload of hydraulic lifter is automatic. Some models may require adjustment.

NOTE: Some manufacturers require that a crankcase conditioner be added to engine

oil and engine operated for specified amount of time to aid in lifter break-in
procedure if new lifters or camshaft are installed.
Fig. 13: Typical Hydraulic Valve Lifter Assemblies

Mechanical Lifters

Lifter assemblies must be installed in original locations. Remove rocker arm assembly and push rod. Mark
components for location. Some applications require intake manifold or lifter cover removal. Remove lifter
retainer plate (if used). To remove lifters, use lifter remover or magnet.
Inspect push rod contact area and lifter body for scoring or signs of wear. If body is scored, inspect lifter bore
for damage and lack of lubrication. Note amount of wear in lifter body-to-camshaft contact area. Surface must
have smooth and convex contact face. If wear is apparent, carefully inspect cam lobe.

Coat lifter base, roller (if equipped) and lifter body with ample amount of Molykote or camshaft lubricant.
Install lifter in original location. Install remaining components. Tighten bolts to specification. Adjust valves.
See VALVE ADJUSTMENT.

PISTONS, CONNECTING RODS & BEARINGS

* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

RIDGE REMOVAL

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Ridge in cylinder wall must be removed prior to piston removal. Failure to remove ridge prior to removing
pistons will cause piston damage in piston ring lands or grooves.

With piston at bottom dead center, place rag in bore to trap metal chips. Install ridge reamer in cylinder bore.
Adjust ridge reamer using manufacturer's instructions. Remove ridge using ridge reamer. DO NOT remove an
excessive amount of material. Ensure ridge is completely removed.

PISTON & CONNECTING ROD REMOVAL

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.
 Always refer to appropriate engine overhaul article, if available, in the ENGINES
section for complete overhaul procedures and specifications for the vehicle
being repaired.

Note top of piston. Some pistons may contain a notch, arrow or be marked FRONT. Piston must be installed in
proper direction to prevent damage with valve operation.

Check that connecting rod and cap are numbered for cylinder location and which side of cylinder block the
number faces. Proper cap and connecting rod must be installed together. Connecting rod cap must be installed
on connecting rod in proper direction to ensure bearing lock procedure. Mark connecting rod and cap if
necessary. Pistons must be installed in original location.

Remove cap retaining nuts or bolts. Remove bearing cap. Install tubing protectors on connecting rod bolts. This
protects cylinder walls from scoring during removal. Ensure proper removal of ridge. Push piston and
connecting rod from cylinder. Connecting rod boss can be tapped with a wooden dowel or hammer handle to
aid in removal.

PISTON & CONNECTING ROD

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Disassembly

Using ring expander, remove piston rings. Remove piston pin retaining rings (if equipped). Note direction of
piston installation on connecting rod. On pressed type piston pins, special fixtures and procedures according to
manufacturer must be used to remove piston pins. Follow manufacturer's recommendations to avoid piston
distortion or breakage.

Cleaning

Remove all carbon and varnish from piston. Pistons and connecting rods may be cleaned in cold type chemical
tank. Using ring groove cleaner, clean all deposits from ring grooves. Ensure all deposits are cleaned from ring
grooves to prevent ring breakage or sticking. DO NOT attempt to clean pistons with wire brush.

Inspection

Inspect pistons for nicks, scoring, cracks or damage in ring areas. Connecting rod should be checked for cracks
using Magnaflux procedure. Piston diameter must be measured in manufacturer's specified area.

Using telescopic gauge and micrometer, measure piston pin bore of piston in 2 areas, 90 degrees apart. This is
done to check diameter and out-of-round.

Install proper bearing cap on connecting rod. Ensure bearing cap is installed in proper location. Tighten bolts or
nuts to specification. Using inside micrometer, measure inside diameter in 2 areas, 90 degrees apart.

Connecting rod I.D. and out-of-round must be within specification. Measure piston pin bore I.D. and piston pin
O.D. All components must be within specification. Subtract piston pin diameter from piston pin bore in piston
and connecting rod to determine proper fit.

Connecting rod length must be measured from center of crankshaft journal inside diameter to center of piston
pin bushing using proper caliper. Connecting rods must be the same length. Connecting rods should be checked
on an alignment fixture for bent or twisted condition. Replace all components which are damaged or not within
specification.

PISTON & CYLINDER BORE FIT

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Ensure cylinder is checked for taper, out-of-round and properly honed prior to checking piston and cylinder
bore fit. See CYLINDER BLOCK. Using dial bore gauge, measure cylinder bore.

Measure piston skirt diameter at 90 degree angle to piston pin at specified area by manufacturer. Subtract piston
diameter from cylinder bore diameter to determine piston-to-cylinder clearance. Clearance must be within
specification. Mark piston for proper cylinder location.

ASSEMBLING PISTON & CONNECTING ROD

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Install piston on connecting rod for corresponding cylinder. Ensure reference marking on top of piston
corresponds with connecting rod and cap number. See Fig. 14.

Lubricate piston pin and install in connecting rod. Ensure piston pin retainers are fully seated (if equipped). On
pressed type piston pins, follow manufacturer's recommended procedure to avoid distortion or breakage.

Fig. 14: Installing Typical Piston Pin

CHECKING PISTON RING CLEARANCES

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Piston rings must be checked for side clearance and end gap. To check end gap, install piston ring in cylinder in
which it is to be installed. Using an inverted piston, push ring to bottom of cylinder in smallest cylinder
diameter.
Using feeler gauge, check ring end gap. See Fig. 15. Piston ring end gap must be within specification. Ring
breakage will occur if insufficient ring end gap exists.

Some manufacturers permit correcting insufficient ring end gap by using a fine file while other manufacturers
recommend using another ring set. Mark rings for proper cylinder installation after checking end gap.

Fig. 15: Checking Piston Ring End Gap

For checking side clearance, install rings on piston. Using feeler gauge, measure clearance between piston ring
and piston ring land. Check side clearance in several areas around piston. Side clearance must be within
specification.

If side clearance is excessive, piston ring grooves can be machined to accept oversize piston rings (if available).
Normal practice is to replace piston.

PISTON & CONNECTING ROD INSTALLATION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
 of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Cylinders must be honed prior to piston installation. See CYLINDER HONING under CYLINDER BLOCK.

Install upper connecting rod bearings. Lubricate upper bearings with engine oil. Install lower bearings in rod
caps. Ensure bearing tabs are properly seated. Position piston ring gaps according to manufacturer's
recommendations. See Fig. 16. Lubricate pistons, rings and cylinder walls.
Fig. 16: Positioning Typical Piston Ring End Gap

Install ring compressor. Use care not to rotate piston rings. Compress rings with ring compressor. Install plastic
tubing protectors over connecting rod bolts. Install piston and connecting rod assembly. Ensure piston notch,
arrow or FRONT mark is toward front of engine. See Fig. 17.

Fig. 17: Installing Piston & Connecting Rod Assembly

Carefully tap piston into cylinder until rod bearing is seated on crankshaft journal. Remove protectors. Install
rod cap and bearing. Lightly tighten connecting rod bolts. Repeat procedure for remaining cylinders. Check
bearing clearance. See MAIN & CONNECTING ROD BEARING CLEARANCE.

Once clearance is checked, lubricate journals and bearings. Install bearing caps. Ensure marks are aligned on
connecting rod and cap. Tighten rod nuts or bolts to specification. Ensure rod moves freely on crankshaft.
Check connecting rod side clearance. See CONNECTING ROD SIDE CLEARANCE.

CONNECTING ROD SIDE CLEARANCE

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
 to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Position connecting rod toward one side of crankshaft as far as possible. Using feeler gauge, measure clearance
between side of connecting rod and crankshaft. See Fig. 18. Clearance must be within specification.

Check for improper bearing installation, wrong bearing cap or insufficient bearing clearance if side clearance is
insufficient. Connecting rod may require machining to obtain proper clearance. Excessive clearance usually
indicates excessive wear at crankshaft. Crankshaft must be repaired or replaced.

Fig. 18: Measuring Connecting Rod Side Clearance

MAIN & CONNECTING ROD BEARING CLEARANCE

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.
 Always refer to appropriate engine overhaul article, if available, in the ENGINES
section for complete overhaul procedures and specifications for the vehicle
being repaired.

Plastigage Method

Plastigage method may be used to determine bearing clearance. Plastigage can be used with an engine in service
or during reassembly. Plastigage material is oil soluble.

Ensure journals and bearings are free of oil or solvent. Oil or solvent will dissolve material and false reading
will be obtained. Install small piece of Plastigage along full length of bearing journal. Install bearing cap in
original location. Tighten bolts to specification.

CAUTION: DO NOT rotate crankshaft while Plastigage is installed. Bearing clearance

will not be obtained if crankshaft is rotated.

Remove bearing cap. Compare Plastigage width with scale on Plastigage container to determine bearing
clearance. See Fig. 19. Rotate crankshaft 90 degrees. Repeat procedure. This is done to check journal
eccentricity. This procedure can be used to check oil clearance on both connecting rod and main bearings.
Fig. 19: Measuring Bearing Clearance

Micrometer & Telescopic Gauge Method

A micrometer is used to determine journal diameter, taper and out-of-round dimensions of the crankshaft. See
CLEANING & INSPECTION under CRANKSHAFT & MAIN BEARINGS in this article.

With crankshaft removed, install bearings and caps in original location on cylinder block. Tighten bolts to
specification. On connecting rods, install bearings and caps on connecting rods. Install proper connecting rod
cap on corresponding rod. Ensure bearing cap is installed in original location. Tighten bolts to specification.

Using a telescopic gauge and micrometer or inside micrometer, measure inside diameter of connecting rod and
main bearings bores. Subtract each crankshaft journal diameter from the corresponding inside bearing bore
diameter. This is the bearing clearance.

CRANKSHAFT & MAIN BEARINGS

* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

REMOVAL

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Ensure all main bearing caps are marked for location on cylinder block. Some main bearing caps have an arrow
stamped on them. The arrow must face timing belt or timing chain end of engine. Remove main bearing cap
bolts. Remove main bearing caps. Carefully remove crankshaft. Use care not to bind crankshaft in cylinder
block during removal.

CLEANING & INSPECTION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Thoroughly clean crankshaft using solvent. Dry with compressed air. Ensure all oil passages are clear and free
of sludge, rust, dirt and metal chips.

Inspect crankshaft for scoring and nicks. Inspect crankshaft for cracks using Magnaflux procedure. Inspect rear
seal area for grooving or damage. Inspect bolt hole threads for damage. If pilot bearing or bushing is used,
check pilot bearing or bushing fit in crankshaft. Inspect crankshaft gear for damaged or cracked teeth. Replace
gear if damaged. Ensure oil passage plugs are tight (if equipped).

Using micrometer, measure all journals in 4 areas to determine journal taper, out-of-round and undersize. See
Fig. 20. Some crankshafts can be reground to the next largest undersize, depending on the amount of wear or
damage. Crankshafts with rolled fillet cannot be reground and must be replaced.
Fig. 20: Measuring Crankshaft Journals

Crankshaft journal runout should be checked. Install crankshaft in "V" blocks or bench center. Position dial
indicator with tip resting on the main bearing journal area. See Fig. 21. Rotate crankshaft and note reading.
Journal runout must not exceed specification. Repeat procedure on all main bearing journals. Crankshaft must
be replaced if runout exceeds specification.
Fig. 21: Measuring Crankshaft Main Bearing Journal Runout

INSTALLATION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Install upper main bearing in cylinder block. Ensure lock tab is properly located in cylinder block. Install
bearings in main bearing caps. Ensure all oil passages are aligned. Install rear seal (if removed).

Ensure crankshaft journals are clean. Lubricate upper main bearings with clean engine oil. Carefully install
crankshaft. Check each main bearing clearance using Plastigage method. See MAIN & CONNECTING ROD
BEARING CLEARANCE.

Once clearance is checked, lubricate lower main bearing and journals. Install main bearing caps in original
location. Install rear seal in rear main bearing cap (if removed). Some rear main bearing caps require sealant to
be applied in corners to prevent oil leakage.

Install and tighten all bolts except thrust bearing cap to specification. Tighten thrust bearing cap bolts finger
tight only. Some models require that thrust bearing be aligned. On most applications, crankshaft must be moved
rearward then forward. Procedure may vary with manufacturer. Thrust bearing cap is then tightened to
specification. Ensure crankshaft rotates freely. Crankshaft end play should be checked. See CRANKSHAFT
END PLAY.
CRANKSHAFT END PLAY

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Dial Indicator Method

Crankshaft end play can be checked using dial indicator. Mount dial indicator on rear of cylinder block.
Position dial indicator tip against rear of crankshaft. Ensure tip is resting against flat surface.

Pry crankshaft rearward. Adjust dial indicator to zero. Pry crankshaft forward and note reading. Crankshaft end
play must be within specification. If end play is not within specification, check for faulty thrust bearing
installation or worn crankshaft. Some applications offer oversize thrust bearings.

Feeler Gauge Method

Crankshaft end play can be checked using feeler gauge. Pry crankshaft rearward. Pry crankshaft forward. Using
feeler gauge, measure clearance between crankshaft and thrust bearing surface. See Fig. 22.
Fig. 22: Checking Crankshaft End Play

Crankshaft end play must be within specification. If end play is not within specification, check for faulty thrust
bearing installation or worn crankshaft. Some applications offer oversize thrust bearings.

CYLINDER BLOCK

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Block Cleaning

Only cast cylinder blocks should be hot tank cleaned. Aluminum cylinder blocks should be cleaned using cold
tank method. Cylinder block is cleaned in order to remove carbon deposits, gasket residue and water jacket
scale. Remove oil gallery plugs, freeze plugs and cam bearings before cleaning block.

Block Inspection

Visually inspect the block. Check suspected areas for cracks using the Dye Penetrant inspection method. Block
may be checked for cracks using the Magnaflux method.

Cracks are most commonly found at the bottom of cylinders, main bearing saddles, near expansion plugs and
between cylinders and water jackets. Inspect lifter bores for damage. Inspect all head bolt holes for damaged
threads. Threads should be cleaned using tap to ensure proper head bolt torque. Consult machine shop
concerning possible welding and machining (if required).

Cylinder Bore Inspection

Inspect bore for scoring or roughness. Cylinder bore is dimensionally checked for out-of-round and taper using
dial bore gauge. For determining out-of-round, measure cylinder parallel and perpendicular to the block center
line. Difference in the 2 readings is the bore out-of-round. Cylinder bore must be checked at top, middle and
bottom of piston travel area.

Bore taper is obtained by measuring bore at the top and bottom. If wear has exceeded allowable limits, block
must be honed or bored to next available oversize piston dimension.

Cylinder Honing

Cylinder must be properly honed to allow new piston rings to properly seat. Cross-hatching at correct angle and
depth is critical to lubrication of cylinder walls and pistons.

A flexible drive hone and power drill are commonly used. Drive hone must be lubricated during operation. Mix
equal parts of kerosene and SAE 20W engine oil for lubrication.

Apply lubrication to cylinder wall. Operate cylinder hone from top to bottom of cylinder using even strokes to
produce 45 degree cross-hatch pattern on the cylinder wall. DO NOT allow cylinder hone to extend below
cylinder during operation.

Recheck bore dimension after final honing. Wash cylinder wall with hot soapy water to remove abrasive
particles. Blow dry with compressed air. Coat cleaned cylinder walls with lubricating oil.

Deck Warpage

Check deck for damage or warped gasket surface. Place a straightedge across gasket surface of the deck. Using
feeler gauge, measure clearance at center of straightedge. Measure across width and length of cylinder block at
several points.

If warpage exceeds specifications, deck must be resurfaced. If warpage exceeds manufacturer's maximum
tolerance for material removal, replace block.

NOTE: Some manufacturers recommend that a total amount of material (cylinder head
and cylinder block) can only be removed before components must be replaced.
Deck Height

Distance from crankshaft center line to block deck is called the deck height. Measure and record front and rear
main journals of crankshaft. To compute this distance, install crankshaft and retain with center main bearing and
cap only. Measure distance from crankshaft journal to block deck, parallel to cylinder center line.

Add one half of main bearing journal diameter to distance from crankshaft journal to block deck. This
dimension should be checked at front and rear of cylinder block. Both readings should be the same.

If difference exceeds specification, cylinder block must be repaired or replaced. Deck height and warpage
should be corrected at the same time.

Main Bearing Bore & Alignment

For checking main bearing bore, remove all bearings from cylinder block and main bearing caps. Install main
bearing caps in original location. Tighten bolts to specification. Using inside micrometer, measure main bearing
bore in 2 areas 90 degrees apart. Determine bore size and out-of-round. If diameter is not within specification,
block must be align-bored.

For checking alignment, place a straightedge along center line of main bearing saddles. Check for clearance
between straightedge and main bearing saddles. Block must be align-bored if clearance exists.

Expansion Plug Removal

Drill hole in center of expansion plug. Remove with screwdriver or punch. Use care not to damage sealing
surface.

Expansion Plug Installation

Ensure sealing surface is free of burrs. Coat expansion plug with sealer. Using wooden dowel or pipe of slightly
smaller diameter, install expansion plug. Ensure expansion plug is evenly located.

Oil Gallery Plug Removal

Remove threaded oil gallery plugs using appropriate wrench. Soft press-in plugs are removed by drilling into
plug and installing a sheet metal screw. Remove plug with slide hammer or pliers.

Oil Gallery Plug Installation

Ensure threads or sealing surface is clean. Coat threaded oil gallery plugs with sealer and install. Replacement
soft press-in plugs are installed with a hammer and drift.

CAMSHAFT
* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
 to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

CLEANING & INSPECTION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Clean camshaft with solvent. Ensure all oil passages are clear. Inspect cam lobes and bearing journals for
pitting, flaking or scoring. Using micrometer, measure bearing journal O.D.

Support camshaft at each end with "V" blocks. Position dial indicator with tip resting on center bearing journal.
Rotate camshaft and note camshaft runout reading. If reading exceeds specification, replace camshaft.

Check cam lobe lift by measuring base circle of camshaft using micrometer. Measure again at 90-degree angle
to tip of cam lobe. Cam lift can be determined by subtracting base circle diameter from tip of cam lobe
measurement.

Different lift dimensions are given for intake and exhaust cam lobes. Reading must be within specification.
Replace camshaft if cam lobes or bearing journals are not within specification.

Inspect camshaft gear for chipped, eroded or damaged teeth. Replace gear if damaged. On camshafts using
thrust plate, measure distance between thrust plate and camshaft shoulder. Replace thrust plate if not within
specification.

CAMSHAFT BEARINGS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.
Removal & Installation

Remove camshaft rear plug. Camshaft bearing remover is assembled with shoulder resting against bearing to be
removed according to manufacturer's instructions. Tighten puller nut until bearing is removed. Remove
remaining bearings, leaving front and rear bearings until last. These bearings act as a guide for camshaft bearing
remover.

To install new bearings, puller is rearranged to pull bearings toward the center of block. Ensure all lubrication
passages of bearing are aligned with cylinder block. Coat new camshaft rear plug with sealant. Install camshaft
rear plug. Ensure plug is even in cylinder block.

CAMSHAFT INSTALLATION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Lubricate bearing surfaces and cam lobes with ample amount of Molykote or camshaft lubricant. Carefully
install camshaft. Use care not to damage bearing journals during installation. Install thrust plate retaining bolts
(if equipped). Tighten bolts to specification. On overhead camshafts, install bearing caps in original location.
Tighten bolts to specification. On all applications, check camshaft end play.

CAMSHAFT END PLAY

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Using dial indicator, check camshaft end play. Position dial indicator on front of engine block or cylinder head.
Position indicator tip against camshaft. Push camshaft toward rear of cylinder head or engine and adjust
indicator to zero.

Move camshaft forward and note reading. Camshaft end play must be within specification. End play may be
adjusted by relocating gear, shimming thrust plate or replacing thrust plate depending on each manufacturer.

TIMING CHAINS & BELTS

* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

TIMING CHAINS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Timing chains will stretch during operation. Limits are placed upon amount of stretch before replacement is
required. Timing chain stretch will alter ignition timing and valve timing.

To check timing chain stretch, rotate crankshaft to eliminate slack from one side of timing chain. Mark
reference point on cylinder block. Rotate crankshaft in opposite direction to eliminate slack from remaining side
of timing chain. Force other side of chain outward and measure distance between reference point and timing
chain. See Fig. 23. Replace timing chain and gears if not within specification.
Fig. 23: Measuring Timing Chain Stretch

Timing chains must be installed so timing marks on camshaft gear and crankshaft gear are aligned according to
manufacturer. See Fig. 24.
Fig. 24: Typical Gear Timing Mark Alignment

TIMING BELTS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Cogged tooth belts are commonly used on overhead cam engines. Inspect belt teeth for rounded corners or
cracking. Replace belt if it is cracked, damaged, missing teeth or oil soaked.

Used timing belt must be installed in original direction of rotation. Inspect all sprocket teeth for wear. Replace
all worn sprockets. Sprockets are marked for timing purposes. Engine is positioned so that crankshaft sprocket
mark will be upward. Camshaft sprocket is aligned with reference mark on cylinder head or timing belt cover
and then timing belt can be installed. See Fig. 25.
Fig. 25: Typical Camshaft Belt Sprocket Alignment

TENSION ADJUSTMENT

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.
If guide rails are used with spring loaded tensioners, ensure at least half of original rail thickness remains.
Spring loaded tensioner should be inspected for damage.

Ensure all timing marks are aligned. Adjust belt tension using manufacturer's recommendations. Belt tension
may require checking using tension gauge. See Fig. 26.

Fig. 26: Adjusting Typical Timing Belt Tension

TIMING GEARS
* PLEASE READ THIS FIRST *
NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

TIMING GEAR BACKLASH & RUNOUT

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

On engines where camshaft gear operates directly on crankshaft gear, gear backlash and runout must be
checked. To check backlash, install dial indicator with tip resting on tooth of camshaft gear. Rotate camshaft
gear as far as possible. Adjust indicator to zero. Rotate camshaft gear in opposite direction as far as possible and
note reading.

To determine timing gear runout, mount dial indicator with tip resting on face edge of camshaft gear. Adjust
indicator to zero. Rotate camshaft gear 360 degrees and note reading. If backlash or runout exceeds
specification, replace camshaft and/or crankshaft gear.

REAR MAIN OIL SEAL INSTALLATION

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

One-Piece Type Seal

For one-piece type oil seal installation, coat block contact surface of seal with sealer if seal is not factory
coated. Ensure seal surface is free of burrs. Lubricate seal lip with engine oil and press seal into place using
proper oil seal installer. See Fig. 27.
Fig. 27: Installing Typical One-Piece Oil Seal

Rope Type Seal

For rope type rear main oil seal installation, press seal lightly into seat area. Using seal installer, fully seat seal
in bearing cap or cylinder block.

Trim seal ends even with cylinder block parting surface. Some applications require sealer to be applied on main
bearing cap before installing. See Fig. 28.
Fig. 28: Installing Typical Rope Seal

Split-Rubber Type Seal

Follow manufacturer's procedures when installing split-rubber type rear main oil seals. Installation procedures
vary with manufacturer and engine type. See Fig. 29.
Fig. 29: Installing Typical Split-Rubber Seal

OIL PUMP
* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

ROTOR TYPE

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.
 Always refer to appropriate engine overhaul article, if available, in the ENGINES
section for complete overhaul procedures and specifications for the vehicle
being repaired.

Mark oil pump rotor locations before removing. See Fig. 30. Remove outer rotor and measure thickness and
diameter. Measure inner rotor thickness. Inspect shaft for scoring or wear. Inspect rotors for pitting or damage.
Inspect cover for grooving or wear. Replace worn or damaged components.

Measure outer rotor-to-body clearance. Replace pump assembly if clearance exceeds specification. Measure
clearance between rotors. See Fig. 31. Replace shaft and both rotors if clearance exceeds specification.

Install rotors in pump body. Position straightedge across pump body. Using feeler gauge, measure clearance
between rotors and straightedge. Pump cover wear is measured using a straightedge and feeler gauge. Replace
pump if clearance exceeds specification.

Fig. 30: Typical Rotor Type Oil Pump

Fig. 31: Measuring Rotor Clearance

GEAR TYPE

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Mark oil pump gear location before removing. See Fig. 32. Remove gears from pump body. Inspect gears for
pitting or damage. Inspect cover for grooving or wear. Measure gear diameter and length. Measure gear housing
cavity depth and diameter. See Fig. 33. Replace worn or damaged components.

Pump cover wear is measured using a straightedge and feeler gauge. Replace pump or components if warpage
or wear exceeds specification, or mating surface of pump cover is scratched or grooved.
Fig. 32: Typical Gear Type Oil Pump
Fig. 33: Measuring Oil Pump Gear Cavity

BREAK-IN PROCEDURE
* PLEASE READ THIS FIRST *

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

ENGINE PRE-OILING
NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Pre-oil engine prior to operation to prevent engine damage. Lightly oiled oil pump will cavitate unless oil pump
cavities are filled with engine oil or petroleum jelly.

Engine pre-oiling can be done using pressure oiler (if available). Connect pressure oiler to cylinder block oil
passage such as oil pressure sending unit. Operate pressure oiler long enough to ensure correct amount of oil
has filled crankcase. Check oil level while pre-oiling.

If pressure oiler is not available, disconnect ignition system. Remove oil pressure sending unit and replace with
oil pressure test gauge. Using starter motor, rotate engine starter until gauge shows normal oil pressure for
several seconds. DO NOT crank engine for more than 30 seconds to avoid starter motor damage. Ensure oil
pressure has reached the most distant point from the oil pump.

NOTE: If new lifters or camshaft are installed, some manufacturers require that a
crankcase conditioner be added to engine oil. The engine should be operated
for specified amount of time to aid in lifter break-in procedure.

INITIAL START-UP

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Start engine and operate engine at low speed while checking for coolant, fuel and oil leaks. Stop engine.
Recheck coolant and oil level. Adjust if necessary.

CAMSHAFT

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.
 Always refer to appropriate engine overhaul article, if available, in the ENGINES
section for complete overhaul procedures and specifications for the vehicle
being repaired.

Break-in procedure is required when new or reground camshaft has been installed. Operate and maintain engine
speed between 1500-2500 RPM for approximately 30 minutes. Procedure may vary due to manufacturer's
recommendations.

PISTON RINGS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Piston rings require a break-in procedure to ensure seating of rings to cylinder walls. Serious damage may occur
to rings if correct procedures are not followed.

Extremely high piston ring temperatures are obtained during break-in process. If rings are exposed to
excessively high RPM or high cylinder pressures, ring damage can occur. Follow piston ring manufacturer's
recommended break-in procedure.

FINAL ADJUSTMENTS

NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.

Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.

Check or adjust ignition timing and dwell (if applicable). Adjust valves (if necessary). Adjust idle speed and
mixture. Retighten cylinder heads (if required). If cylinder head or block is aluminum, retighten bolts when
engine is cold. Follow the engine manufacturer's recommended break-in procedure and maintenance schedule
for new engines.

NOTE: Some manufacturers require that head bolts be retightened after specified
amount of operation. This must be done to prevent head gasket failure.
 ENGINE REMOVAL

ENGINES General Motors Corp. Removal & Installation

IDENTIFICATION
BODY IDENTIFICATION
Body Models
A Celebrity, Century, Cutlass Ciera, Cutlass Cruiser, 6000
B Caprice, Custom Cruiser, Estate Wagon
C DeVille, Electra, Fleetwood, Ninety-Eight, Park Avenue
D Brougham
E Eldorado, Reatta, Riviera, Toronado, Trofeo
F Camaro, Firebird
H Bonneville, Delta 88, LeSabre
J Cavalier, Sunbird
K Seville
L Beretta, Corsica
N Cutlass Calais, Grand Am, Skylark
W Cutlass Supreme, Grand Prix, Lumina, Regal
Y Corvette

REMOVAL & INSTALLATION

4-CYLINDER MODELS - 2.0L

CAUTION: Relieve fuel pressure. On TBI models, remove fuel pump fuse. Start and
run engine until engine dies from lack of fuel. Engage starter for an
additional 3 seconds. On PFI models, install Fuel Pressure Gauge (J-
34730-1) on fuel rail service valve. Place bleed hose into approved
container and bleed fuel system.

NOTE: Engine and transaxle are removed as an assembly from bottom of vehicle.

Removal ("J" Body)

1. Disconnect battery cables. Drain cooling system and remove radiator hoses. Remove air cleaner.
Disconnect electrical harness at firewall. Disconnect electrical connector at brake master cylinder.
2. Disconnect wiring at Electronic Control Module (ECM), temperature switch at thermostat housing, and
A/C relay cluster switches. Disconnect vacuum hoses at Manifold Absolute Pressure (MAP) sensor,
canister, and Electronic Fuel Injection (EFI).
3. Remove power steering hoses at pump return port and cut-off switch. Disconnect accelerator cable at
bracket and EFI. Disconnect shift linkage or cable at transaxle. Raise and support vehicle.
 4. Remove speedometer cable and bracket. Disconnect exhaust pipe from hangers and manifold and move
aside. Remove heater hoses and fuel lines. Remove A/T transaxle cooler lines (if equipped).
5. Remove both front wheels. Remove front brake calipers and support with wire. Remove right and left tie
rod ends.
6. Disconnect electrical connections at A/C compressor. Discharge refrigerant from A/C system. Remove
A/C lines from compressor. Remove 3 suspension attaching bolts from each side of engine compartment
and loosen the last 2 bolts (one on each side).

CAUTION: Be sure to support vehicle, engine and transaxle weight during

following steps.

7. On A/T models, remove rear transaxle lateral strut. On all models, remove front transaxle strut. Lower
vehicle. Support front of vehicle by placing 2 jack stands under radiator core support. Position jack at rear
of cowl with 4" x 4" x 6' timber spanning vehicle width.
8. Raise and support vehicle enough to remove jack stands. Position 4-wheel dolly under transaxle assembly
with three 4" x 4" x 12" blocks as support. Lower vehicle onto 4-wheel dolly. Remove right and left side
suspension attaching bolts loosened in step 6).

NOTE: Engine and transaxle are removed as an assembly from bottom of vehicle.

9. Remove transaxle mounting bolts. Remove front and rear engine mounting bolts. Remove steering
knuckle-to-strut bolts on both sides. Scribe steering knuckle-to-strut position to preserve camber
adjustment. Raise and support vehicle, letting engine, transaxle, and suspension rest on 4-wheel dolly.

Installation

To install, reverse removal procedure. Fill coolant recovery reservoir to FULL COLD mark. With engine off,
fill thermostat housing until level is even with thermostat seat. Install cap. Run engine until upper radiator hose
is hot. Check coolant level in reservoir tank. Add coolant to FULL COLD mark.

4-CYLINDER MODELS - 2.2L

CAUTION: Relieve fuel pressure. Disconnect battery cables to prevent accidental

discharge of fuel. Loosen fuel filler cap. The TBI system has an automatic
internal pressure bleed. No further action is required.

NOTE: Engine and transaxle are removed as an assembly from bottom of vehicle.

Removal ("J" & "L" Bodies)

1. Disconnect battery cables. Remove battery. Disconnect hood wires and remove hood. Drain cooling
system and disconnect radiator and heater hoses. Remove air cleaner and throttle body intake duct.
2. Disconnect all vacuum hoses at engine. Remove alternator top bracket and wiring. Disconnect upper
engine electrical wiring and position out of way. Discharge A/C system. Remove A/C compressor-to-
accumulator and compressor-to-condenser lines.
 3. Raise vehicle. Remove left splash shield, exhaust system and lower engine wiring. Remove flexplate
inspection cover and front wheels. Remove front brake calipers and support with wire.
4. Lower vehicle and on M/T models, remove clutch slave cylinder. Disconnect fuel lines. Disconnect
transaxle linkage at transaxle. Disconnect accelerator cruise control at throttle body. On A/T models,
disconnect TV cables at throttle body and cooling lines at transaxle.
5. On all models, disconnect power steering hoses from pump. Remove center carriage bolts. Position 4-
wheel dolly under frame and lower vehicle onto dolly. Add support under engine and rear of vehicle.

NOTE: Engine and transaxle are removed as an assembly from bottom of vehicle.

6. Remove upper transaxle mount, upper strut bolts and nuts. Remove front and rear engine mounts.
Remove rear carriage bolts. Remove front carriage bolts, and wire holes together to prevent axle
separation. Raise vehicle and remove engine/transaxle assembly.

Installation

To install, reverse removal procedure. With engine off, fill radiator until level is even with filler neck. Run
engine until upper radiator hose is hot. Add coolant as necessary. After 5 minutes, add coolant to base of filler
neck and install cap. Add coolant to recovery reservoir to HOT mark. Install cap.

4-CYLINDER MODELS - 2.3L

CAUTION: Relieve fuel pressure. Install Fuel Pressure Gauge (J-34730-1) on fuel rail
service valve. Place bleed hose into approved container and bleed fuel
system.

NOTE: Except on "W" body, engine and transaxle are removed as an assembly from
bottom of vehicle. On "W" body, engine only is lifted from engine compartment.

Removal ("L" Body)

1. Disconnect negative battery cable. Drain coolant. Remove front wheel and tire assemblies. Remove air
cleaner assembly, heater hoses, upper radiator hose and cooling fan. Remove oil filter.

NOTE: On "L" body, engine and transaxle are removed as an assembly from
bottom of vehicle.

2. On A/C equipped models, discharge A/C system. Remove coupled hose assembly at A/C compressor and
discard "O" rings. On all models, disconnect and label all linkage, hoses, vacuum lines and electrical
wiring that will interfere with engine removal. Remove negative battery cable from block.
3. Remove power steering bracket with pump and lines attached. Position power steering pump aside.
Disconnect clutch actuator, fuel lines, engine oil cooler lines and exhaust heat shield. Disconnect exhaust
manifold and front engine mount. Install Engine Support (J-28467).
4. Raise vehicle. Separate ball joints from steering knuckles. Remove stabilizer shafts from both control
arms. Install Axle Boot Protector (J-34754). Remove axle shaft from transaxle. Remove suspension
 support retaining bolts. Remove rear engine mount bracket and ground strap from block.
5. Remove engine mount body bracket. Remove transaxle through bolt. Position jack below engine and
lower car onto support. Raise vehicle off engine and transaxle assembly. Separate engine from transaxle.

Installation

To install, reverse removal procedure. With engine off, fill radiator until level is even with filler neck. Run
engine until upper radiator hose is hot. Add coolant as necessary. After 5 minutes, add coolant to base of filler
neck and install cap. Add coolant to recovery reservoir to HOT mark. Install cap.

Removal ("N" Body)

1. Disconnect negative battery cable. Drain coolant. Remove air cleaner assembly, heater hoses, upper
radiator support and cooling fan. Remove oil filter.

NOTE: On "N" body, engine and transaxle are removed as an assembly from
bottom of vehicle.

2. On A/C equipped models, discharge A/C system. Remove coupled hose assembly at A/C compressor and
discard "O" rings. On all models, disconnect and label all linkage, hoses, vacuum lines and electrical
wiring that will interfere with engine removal. Remove negative battery cable from block.
3. Remove power steering pivot bolt, pump, and drive belt. Position power steering pump aside. Disconnect
clutch actuator, fuel lines, engine oil cooler lines and exhaust heat shield. Disconnect exhaust manifold
and front engine mount. Install Engine Support (J-28467). Raise vehicle.
4. Remove front right wheel assembly. Remove right lower splash shield and radiator air deflector. Separate
ball joints from steering knuckles. Support suspension crossmember and stabilizer shaft. Remove
suspension support retaining bolts.
5. Remove suspension supports, crossmember and stabilizer shaft as an assembly. Install Axle Boot
Protector (J-34754) on drive axle boots. Remove axle shafts from transaxle.
6. Remove nut from transaxle mount through bolt and rear engine mount through bolt. Remove engine
mount body bracket. Position jack below engine and lower car onto support.
7. Remove transaxle through bolt. Mark support fixture hooks so that positioning can be duplicated when
reinstalling engine. Remove engine support fixture. Raise vehicle off engine and transaxle assembly.
Separate engine from transaxle.

Installation

To install, reverse removal procedure. When tightening transaxle mount through bolt, ensure related gaps are
equal and within .08" (2 mm) of each other. Check all fluid levels. With engine off, fill radiator until level is
even with filler neck. Run engine until upper radiator hose is hot. Add coolant as necessary. After 5 minutes,
add coolant to base of filler neck and install cap. Add coolant to recovery reservoir to HOT mark. Install cap.

Removal ("W" Body)

1. Disconnect battery cables. Remove hood. Drain cooling system and disconnect upper radiator hoses.
Disconnect heater hoses at thermostat housing and heater core. Remove air cleaner to throttle body duct.
 NOTE: On "W" body, only engine is lifted from engine compartment.

2. Disconnect engine injector wiring harness connector. Disconnect ground connection at front of engine.
Disconnect electrical connectors from alternator, A/C compressor, coolant sensors, oil pressure switch,
knock sensor, oxygen sensor and throttle position sensor.
3. Remove electrical connection at starter solenoid. Position harness aside. Disconnect vacuum hoses.
Recover A/C refrigerant and disconnect A/C hoses at compressor. Remove A/C compressor.
4. Remove throttle cable and bracket. Remove power steering belt and through bolt. Remove power steering
pump with brackets and hoses attached and position aside. Release fuel pressure. Disconnect fuel lines.
Remove torque strut mounts.
5. Remove A/T fill tube (if equipped). Remove exhaust heat shield and exhaust pipe-to-manifold bolts.
Remove transaxle-to-block attaching bolts. Raise vehicle. Remove transaxle-to-block attaching bolts from
under vehicle.
6. Disconnect lower radiator hose. Remove torque converter cover (if equipped), scribe marks on converter-
to-flexplate for reassembly reference. Remove transaxle-to-engine brace and lower engine mount. Lower
vehicle. Support transaxle. Install engine hoist. Remove engine assembly.

Installation

1. To install, reverse removal procedure. Leave heater hose outlet disconnected. Fill radiator with coolant
until coolant flows from outlet. Install heater hose.
2. With engine off, fill radiator until level is even with filler neck. Run engine until upper radiator hose is
hot. Add coolant as necessary. After 5 minutes, add coolant to base of filler neck and install cap. Add
coolant to recovery reservoir to HOT mark. Install cap.

4-CYLINDER MODELS - 2.5L

CAUTION: Relieve fuel pressure. Remove fuel pump fuse. Start and run engine until
engine dies from lack of fuel. Engage starter for an additional 3 seconds.

Removal ("A" Body)

1. Disconnect battery cables. Remove hood. Drain cooling system and disconnect radiator hoses. Remove
air cleaner. Disconnect engine wiring harness connector. Disconnect vacuum and heater hoses. Remove
A/C compressor with hoses attached and place aside.

NOTE: On "A" Body, engine only is lifted from engine compartment.

2. Remove front reaction rod/strut. Disconnect throttle and transaxle linkage. Remove transaxle-to-engine
bolts, except 2 upper bolts. Remove front mount-to-cradle nuts. Remove forward exhaust pipe. Remove
converter housing cover or flywheel inspection cover. Remove converter-to-flexplate bolts, on A/T
models. On all models, remove starter motor.
3. Remove power steering pump with hoses attached and position aside (if equipped). Remove rear
transaxle support bracket bolts. Disconnect fuel line at fuel filter.
4. Position jack with wood block under transaxle and raise engine and transaxle until front engine mount
 studs clear cradle. Support engine weight with lift equipment. Remove upper transaxle-to-engine bolts.
Remove engine.

Installation

To install, reverse removal procedure. With engine off, fill radiator until level is even with filler neck. Run
engine until upper radiator hose is hot. Add coolant as necessary. After 5 minutes, add coolant to base of filler
neck and install cap. Allow engine to cool, then add coolant to recovery reservoir to ADD or FULL COLD
mark. Install cap.

Removal ("N" Body)

1. Disconnect battery cables. Drain cooling system and disconnect radiator hoses. Remove air cleaner.
Disconnect ECM connectors, route through firewall and lay harness across engine. Disconnect vacuum,
radiator and heater hoses.

NOTE: On "N" Body, engine and transaxle assembly are removed from below
vehicle.

2. Recover refrigerant from A/C system. Hoist vehicle. Remove A/C compressor and brackets. Remove
power steering pump with hoses attached and wire out of way. Remove front and rear transaxle struts.
Remove fuel lines.
3. Remove shift linkage. On A/T models, disconnect transaxle cooler lines, and downshift cable. On all
models, disconnect throttle cable at throttle body. Disconnect engine ground cable. Remove multiple
relay bracket. Remove power steering line bracket. Remove tire and wheel assembly. Remove brake
calipers and rotors.
4. Remove knuckle-to-strut bolts. Disconnect exhaust pipe from manifold and hangers and wire out of way.
Remove body-to-frame bolts at lower control arm and loosen remaining body-to-frame bolts. Remove
bolts from frame, leaving one in each corner.
5. Support front of vehicle by placing 2 jack stands under front of body. Move hoist back to body pan and
place a 4" x 4" block between hoist and vehicle. Raise hoist and remove jack stands.
6. Position 4-wheel dolly under transaxle assembly with 4" x 4" x 12" blocks as support. Lower vehicle and
engine/transaxle to rest on dolly. Remove engine mount bolts and right front bracket. Remove remaining
frame-to-body bolts. Raise vehicle from engine/transaxle assembly. Separate engine from transaxle.

Installation

To install, reverse removal procedure. Check all fluid levels. With engine off, fill surge tank until level is even
with base of filler neck. Run engine until upper radiator hose is hot. Stop engine and observe coolant level in
surge tank. If not above FULL line, carefully remove pressure cap and add coolant as necessary. Install cap.

Removal ("W" Body)

1. Disconnect battery cables. Drain coolant. Remove air cleaner assembly. Remove hood. Disconnect engine
harness connector. Disconnect vacuum, radiator and heater hoses. Remove A/C compressor with hoses
attached and position aside.
 NOTE: On "W" Body, engine only is lifted from engine compartment. Transaxle is
removed separately from below vehicle.

2. Remove alternator and bracket. Remove engine torque strut. Disconnect throttle and transaxle linkage.
Remove engine-to-transaxle bolts, except 2 upper bolts.
3. Install Engine Support Fixture (J-28467-A) and Engine Support Adapter (J-36462). Raise vehicle.
Remove engine mount-to-frame nuts. Disconnect exhaust pipe and position aside. Remove torque
converter cover. Remove torque flexplate-to-torque converter bolts. Remove starter motor. Remove
power steering pump with hoses attached and position aside. Disconnect fuel line.
4. Support transaxle. Remove 2 remaining engine-to transaxle bolts and rear support bracket. Remove
transaxle from engine. Lower vehicle. Attach engine hoist and remove engine.

Installation

To install, reverse removal procedure. With engine off, fill thermostat housing until level is even with base of
radiator neck. Install radiator cap. Continue to fill thermostat housing until level is 1/2" below top of thermostat
housing. Install thermostat and thermostat housing cap. Fill coolant recovery reservoir to 1 1/4" above HOT
mark. Run engine 5 minutes. Check coolant level in reservoir tank. Add coolant to HOT mark.

V6 MODELS - 3.1L

CAUTION: Relieve fuel pressure. Install Fuel Pressure Gauge (J-34730-1) on fuel rail
service valve. Place bleed hose into approved container and bleed fuel
system.

Removal ("A", "J", "L" & "W" Bodies)

1. Disconnect battery cables. Remove air cleaner. Drain cooling system. Remove engine strut bracket from
radiator support and position to rear. Remove A/C compressor from engine, leaving rear mounting
bracket attached and hang from body.

NOTE: On "A", "J", "L" & "W" Bodies, engine and transaxle assembly are
removed from below vehicle.

2. Disconnect vacuum hoses. Disconnect accelerator cable and TV cable (if equipped). Disconnect engine
harness from ECM and pull connector through front of dash. Disconnect engine harness from junction
block at left side of dash panel.
3. Disconnect radiator and heater hoses from engine. Remove power steering pump and bracket from engine
and lay aside (if equipped). Disconnect fuel lines at rubber hose connections on left side of engine
compartment.
4. Raise and support vehicle. Remove tire and wheel assemblies. Remove right side splash shield and oil
filter. Remove lower engine wiring. Remove exhaust down pipe from crossover pipe. Remove brake
calipers and rotors. Remove tie rods from struts.
5. Lower vehicle enough to support engine/transaxle on engine/transaxle table. Remove remaining
engine/transaxle-to-frame bolts. Lower table and raise vehicle. Separate engine from transaxle.
Installation

To install, reverse removal procedure. With engine off, fill radiator until level is even with base of radiator
neck. Ensure air bleeds on thermostat housing and bypass pipe are tightly closed. Start engine and let idle for 5
minutes, adding coolant as necessary to maintain level. Install radiator cap. Add coolant to recovery reservoir
level HOT mark.

Removal ("F" Body)

1. Disconnect battery cables. Remove air cleaner. Mark hinges for installation and remove hood. Drain
cooling system. Remove lower radiator hose. Remove upper fan shroud. Remove upper radiator hose and
coolant recovery hose.

NOTE: On "F" Body, only the engine is lifted from engine compartment.

2. Discharge A/C system and disconnect A/C lines. Disconnect transmission cooler lines at radiator (if
equipped). Remove radiator. Remove fan assembly. Remove heater hoses.
3. Disconnect throttle and cruise control detent linkages from throttle valve. Disconnect all vacuum lines
and wiring to engine. Remove distributor cap.
4. Remove power steering pump and position aside with hoses connected. Raise and support vehicle.
Remove exhaust pipes at manifolds. Remove transmission torque converter cover. Match mark and
remove flexplate-to-converter bolts. Disconnect starter wires.
5. Remove transmission-to-engine bolts. Remove motor mount through bolts. Lower vehicle. Support
transmission with jack. Install engine lift. Remove engine, disconnecting wire from bracket at left rear of
engine.

Installation

To install, reverse removal procedure. With engine off, fill radiator until level is even with base of radiator
neck. Add coolant to recovery reservoir COLD FILL mark. Start engine and let idle until upper radiator hose
becomes hot. Add coolant as necessary to maintain level. Install radiator cap.

V6 MODELS - 3.3L

CAUTION: To depressurize fuel system, raise vehicle and disconnect fuel tank
electrical connection to disable fuel pump. Start and run engine until fuel
is exhausted and engine will not restart.

Removal ("A" & "N" Bodies)

1. Remove hood. Depressurize fuel system. Remove negative battery cable. Disconnect fuel lines from fuel
rail. Disconnect air intake duct. Drain cooling system. Disconnect radiator and heater hoses. Remove
engine cooling fan. Raise and support vehicle.

NOTE: On "A" & "N" Bodies, only engine is lifted from engine compartment.
 2. Disconnect electrical connections and vacuum hoses. Disconnect cables and bracket at throttle body.
Remove drive belt. Remove power steering pump and set aside. Remove upper transaxle-to-engine bolts.
3. Raise vehicle on hoist. Disconnect A/C compressor and set aside (if equipped). Remove rear engine
mount-to-mount bracket bolts. Remove flexplate cover. Match mark flexplate-to-torque converter
relationship to ensure proper reassembly. Remove flexplate-to-torque converter bolts.
4. Remove lower transaxle-to-engine bolts. One bolt is located between transaxle case and engine block and
is installed in opposite direction. Lower vehicle. Disconnect front engine mount to bracket bolts. Using
engine lift, remove engine.

Installation

To install, reverse removal procedure. With engine off, fill surge tank until level is even with base of filler neck.
Run engine until upper radiator hose is hot. Stop engine and observe coolant level in surge tank. If not above
FULL line, carefully remove pressure cap and add coolant as necessary. Install cap.

V6 MODELS - 3.8L

CAUTION: Relieve fuel pressure. Install Fuel Pressure Gauge (J-34730-1) to fuel rail
service valve. Place bleed hose into approved container and bleed fuel
system.

Removal ("C", "E" & "H" Bodies)

1. Remove negative battery cable. Remove airflow sensor wiring. Disconnect air intake duct. Drain cooling
system. Disconnect upper engine strut. Raise and support vehicle.

NOTE: On "C", "E" & "H" Bodies, engine only is lifted from engine compartment.

2. Disconnect exhaust pipe. Disconnect engine mount bolts. Remove starter wiring and starter. Disconnect
A/C compressor and set aside (if equipped).
3. Remove lower transaxle-to-engine bolts. One bolt is located between transaxle case and engine block and
is installed in opposite direction. Remove flexplate cover. Match mark flexplate-to-torque converter
relationship to ensure proper reassembly. Remove flexplate-to-torque converter bolts.
4. Disconnect engine support bracket at transaxle. Lower vehicle. Remove radiator hoses. Disconnect heater
hoses at engine. Remove alternator. Disconnect engine wiring harness. Remove remaining transaxle-to-
engine bolts. Remove engine.

Installation

To install, reverse removal procedure. Fill radiator to base of filler neck. Start engine. Place heater-A/C control
in A/C mode and at highest temperature setting. Run engine to 3000 RPM and back to idle 5 times to expel any
trapped air in system. Refill radiator as necessary. Install radiator cap. Allow engine to cool. Check coolant
level in reservoir. Add coolant as necessary to bring level to ADD or FULL COLD mark.

V8 MODELS - 4.5L
 CAUTION: Relieve fuel pressure. Install Fuel Pressure Gauge (J-34730-1) to fuel rail
service valve. Place bleed hose into approved container and bleed fuel
system.

Removal ("C", "E" & "K" Bodies)

1. Disconnect battery cables. Drain cooling system. Remove air cleaner. Mark hinges for reassembly
reference and remove hood. Disconnect A/C hose strap from right strut tower. Disconnect A/C
accumulator from bracket and move aside.
2. Disconnect canister hose and ground wire from A/C accumulator bracket. Disconnect A/C accumulator
bracket from wheelwell. Remove cooling fan. Remove accessory drive belt and heater hose. Remove
upper radiator hose.
3. Disconnect engine wiring. Disconnect cables at throttle lever. Disconnect cruise control diaphragm with
bracket and set aside. Disconnect vacuum hoses. Disconnect exhaust crossover pipe.
4. Disconnect oil cooler lines from oil filter adapter. Disconnect oil cooler line bracket at transaxle and
move lines aside. Remove air cleaner bracket.
5. Disconnect fuel lines at throttle body. Disconnect fuel line bracket at transaxle and move fuel lines aside.
Remove Air Injection Reaction (AIR) valve with bracket. Remove pulley idler.
6. Remove power steering hose strap from stud bolt. Remove stud bolt. Remove AIR pipe clip. Remove
power steering pump and belt tensioner with bracket and move aside. Raise and support vehicle.
7. Remove both flexplate covers. Remove starter and flexplate-to-converter bolts. Remove A/C compressor
lower dust shield. Remove right front tire and wheel assembly. Remove outer wheelhouse plastic shield.
8. Remove A/C compressor mounting bolts and lower compressor aside. Remove lower radiator hose.
Remove driveline vibration damper with brackets from lower right front of engine and cradle. Pull
alternator wire with plastic cover down, out of way. Remove right front engine-to-transaxle bracket bolts.
9. Remove exhaust pipe-to-manifold bolts and springs. Remove the AIR pipe-to-converter bracket from the
exhaust manifold stud. Remove lower right transaxle-to-engine bolt. Lower vehicle and support engine.
10. Remove upper transaxle-to-engine bolts. Remove left front engine mount bracket-to-engine bolts. See
Fig. 1. Remove engine.
Fig. 1: Identifying Engine & Transmission Mounts

Installation

To install, reverse removal procedure. Fill radiator to base of filler neck. Start engine. Place heater control in
DEF mode and at 90 degree temperature setting. Run engine at 2000 RPM for 10 minutes. Refill radiator as
necessary. Install radiator cap. Stop engine. Check coolant level in reservoir. Add coolant as necessary to bring
level to FULL mark.

V8 MODELS - 5.0L & 5.7L (VIN 7)

CAUTION: To relieve fuel pressure on TBI models (except TBI model 220 with internal
bleed). Remove fuel pump fuse. Start and run engine until engine dies
from lack of fuel. Engage starter for an additional 3 seconds. On TBI model
220, remove gas cap to relieve tank pressure. No further procedures
necessary. On PFI models, install Fuel Pressure Gauge (J-34730-1) on fuel
rail service valve. Place bleed hose into approved container and bleed fuel
system.

Removal ("B", "D" & "F" Bodies)

1. Disconnect battery and remove air cleaner. Drain radiator. Disconnect radiator hoses and remove upper
fan shroud. Remove fan assembly. Disconnect heater hoses at engine.
2. Remove power steering pump and lay aside. Remove A/C compressor and lay aside. Disconnect
accelerator and throttle valve cable. Disconnect cooler lines at radiator (if equipped). Remove radiator.
3. Disconnect vacuum hoses. Disconnect Computer Command Control (CCC) wiring harness. Disconnect
Air Injection Reaction (AIR) hose at pipe from converter. Remove washer bottle. Disconnect engine
wiring harness at bulkhead. Disconnect necessary wires. Remove hood.
4. Remove distributor cap. Disconnect cruise control cable. Disconnect positive battery cable. Disconnect
negative battery cable at A/C hose bracket and alternator bracket. Raise and support vehicle.
5. Remove crossover pipe and catalytic converter as an assembly. Remove flexplate cover. Remove torque
converter bolts. Remove motor mount bolts. Disconnect fuel hose at fuel pump (carbureted) or at in-line
filter (TBI) or at fuel rail (PFI). Disconnect torque converter clutch wiring at transmission.
6. Disconnect transmission cooler lines at clip on engine pan. Remove transmission-to-engine bolts. Lower
vehicle. Support transmission. Install lifting device and remove engine.

Installation

To install, reverse removal procedure. With engine off, fill radiator until level is even with base of filler neck.
Fill coolant recovery reservoir to COLD FILL mark. Install coolant recovery reservoir cap. Run engine until
radiator inlet hose is hot. With engine at idle, add coolant to radiator until level is even with base of filler neck.
Install cap.

V8 MODELS - 5.7L (VIN 8)

CAUTION: Install Fuel Pressure Gauge (J-34730-1) on fuel rail service valve. Place
bleed hose into approved container and bleed fuel system.

Removal ("F" & "Y" Bodies)

1. Disconnect negative battery cable. Drain coolant. Remove air cleaner. Remove serpentine belt. Remove
braces at back of A/C compressor. Disconnect wires at A/C compressor.
 2. Remove plenum extension (if equipped). Disconnect fuel lines at front fuel hose-to-fuel line connection.
Remove A/C compressor mounting bracket nuts and bolts. Disconnect heater hoses. Disconnect upper
radiator hose at thermostat outlet.
3. Remove A/C compressor-to-mounting bracket bolt and move compressor aside. Remove mounting
bracket. Disconnect Port Fuel Injection (PFI) harness at engine. Disconnect cruise, detent and accelerator
cables.
4. Remove distributor cap and wires from spark plugs and remove as an assembly. Disconnect detent cable
bracket at intake. Remove distributor. Remove cowl screen. Remove nut from wiper motor and remove
wiper motor. Disconnect wires at oil pressure sending unit. Disconnect vacuum hoses.
5. Remove power steering pump and wire aside. Remove crankshaft pulley. Disconnect bulkhead connector
and necessary connectors. Disconnect Air Injection Reaction (AIR) hose at converter check valve. Move
fuel lines out of way.
6. Disconnect radiator hose at water pump. Disconnect upper radiator hose at power steering reservoir
bracket. Raise and support vehicle. Drain engine oil and remove oil filter. Remove oil cooler adapter at
engine. Disconnect AIR pipe at exhaust manifold. Remove AIR converter pipe.
7. Disconnect "Y" pipe hanger. Disconnect heat shields at "Y" pipe and converter. Disconnect oxygen
sensor wire. Remove "Y" pipe. Remove flexplate/flywheel cover. On A/T models, remove torque
converter bolts. On M/T models, remove transmission-to-bellhousing bolts.
8. On all models, loosen motor mount through bolts. Remove motor mount-to-engine block bolts. On A/T
models, remove bellhousing bolts and lower vehicle. On all models, disconnect knock sensor wire.
Disconnect ground cable at engine. Disconnect positive battery cable at battery and harness.
9. Lower vehicle. Support transmission with floor jack. Install engine lift. Carefully lift engine out of
vehicle, disconnecting wire from bracket at left rear of engine.

Installation ("F" Body)

To install, reverse removal procedure. With engine off, fill radiator until level is even with base of filler neck.
Fill coolant recovery reservoir to COLD FILL. Install coolant recovery reservoir cap. Run engine until radiator
inlet hose is hot. With engine at idle, add coolant to radiator until level is even with base of filler neck. Install
cap.

Installation ("Y" Body)

To install, reverse removal procedure. With engine off, fill radiator until level is even with base of filler neck.
Fill coolant recovery reservoir to COLD mark. Add coolant to high fill reservoir to base of filler neck. Install
coolant recovery reservoir cap. Run engine until radiator inlet hose is hot. Add coolant to high fill reservoir to
maintain level at base of filler neck. Add 2 Cooling System Sealer Pellets GM (1051687). Install cap. Fill
coolant recovery reservoir to HOT mark.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS (4-CYLINDER)
Application Ft. Lbs. (N.m)
2.0L
Flexplate-to-Converter Bolts 31 (42)
 Left Front Engine Mount Bolts 18 (24)
Right Rear Engine Mount Bolts 38 (52)
Right Rear Mount-to-Frame Bolts 38 (52)
Transaxle-to-Engine Bolts 42 (57)
2.2L
Flexplate-to-Converter Bolts 31 (42)
Front Engine Mount-to-Engine Bolts 25-35 (34-47)
Lower Engine Mount-to-Engine Bolts 15-20 (20-27)
Engine Mount-to-Frame Bolts 35-45 (47-61)
Starter-to-Engine Bolts 26-37 (35-50)
Transaxle-to-Engine Bolts 48-63 (65-85)
2.3L
Flexplate-to-Converter Bolts 46 (61)
Engine Mounts-to-Engine Bolts 55 (76)
Transaxle-to-Engine Bolts
M10 41 (56)
M12 71 (96)
2.5L
Flexplate-to-Converter Bolts 31 (42)
Engine Mount-to-Engine Bolts 35 (47)
Engine Mount-to-Frame Bolts 35 (47)
Starter-to-Engine Bolts 31 (42)
Transaxle-to-Engine Bolts 55 (75)

TORQUE SPECIFICATIONS (V6)

Application Ft. Lbs. (N.m)
3.1L
Eng. Mntg. Brkt.-to-Engine Bolts 70-92 (95-125)
Eng. Mntg. Torque Strut Brkt. Bolts 30-40 (41-54)
Flexplate-to-Converter Bolts 25-35 (34-47)
Starter-to-Engine Bolts 26-37 (35-50)
Transaxle-to-Engine Bolts 55 (75)
3.3L & 3.8L
Flexplate-to-Converter Bolts 35 (47)
Engine Mount-to-Engine Bolts 66 (89)
Engine Mount-to-Frame Bolts 66 (89)
Starter-to-Engine Bolts 35 (47)
Transaxle-to-Engine Bolts 35 (47)

TORQUE SPECIFICATIONS (V8)

Application Ft. Lbs. (N.m)
4.5L
Flexplate-to-Converter Bolts 46-48 (62-65)
Engine Mount-to-Engine Bolts 33 (45)
Engine Mount-to-Frame Bolts 65 (88)
Starter-to-Engine Bolts 30 (41)
Transaxle-to-Engine Bolts 55 (74)
Transaxle-to-Engine Bracket Bolts 33 (45)
5.0L & 5.7L
Except 5.7L VIN 8 ("F" & "Y" Bodies)
Crankshaft Pulley Bolts 43 (58)
Flexplate-to-Converter Bolts 35 (47)
Engine Mount-to-Engine Bolts 47 (64)
Engine Mount-to-Frame Bolts 47 (64)
Engine Mount Through Bolts 55 (75)
Starter-to-Engine Bolts 30 (41)
Transmission-to-Engine Bolts 35 (47)
5.7L VIN 8 ("F" & "Y" Bodies)
Crankshaft Pulley Bolt
Center 70 (95)
Outer 32 (43)
Crankshaft Torsional Damper Bolt 60 (81)
Flexplate-to-Converter Bolts 35 (47)
Engine Mount-to-Engine Bolts 41 (56)
Engine Mount Through Bolts 40 (54)
Torque Converter-to-Flexplate Bolts 46 (62)
Transmission-to-Bellhousing Bolts (M/T) 37 (50)
Transmission-to-Engine Bolts (A/T) 35 (47)
 FUSES & CIRCUIT BREAKERS

Fuses & Circuit Breakers General Motors

FUSES & CIRCUIT BREAKERS

FUSE PANEL IDENTIFICATION (1990)

Fig. 1: Fuse Holder Identification (1990)

Courtesy of GENERAL MOTORS CORP.
Fig. 2: Fuse Panel Identification (1990)
Courtesy of GENERAL MOTORS CORP.

Fuse & Circuit Breaker Identification - Fuse Holder

1 - 10 Amp Secondary Fuel Pump

2 - 15 Amp Horns/Theft
3 - 15 Amp Power Door Locks
4 - 10 Amp Crank Fuse For SIR

Fuse & Circuit Breaker Identification - Fuse Panel

1 - 15 Amp Courtesy Lights, Antenna Speakers, A/C

2 - 25 Amp A/C, DRL, CCM, O2 Sensor (ZR1)
3 - 10 Amp CCM, LTPWS, Vanity Mirrors
 4 - 5 Amp Instrument Cluster, DIC, Warning Lights
5 - 30 Amp (Circuit Breaker) Hatch Release
6 - 15 Amp Parking Lights, Foglights, DRL, IP Lights
7 - 5 Amp HVAC, DIC, Radio, Power Seats
8 - 20 Amp Electronic Fuel Injectors
9 - 10 Amp HVAC, Cooling Fans, DRL, Ignition (ZR1)
10 - 35 Amp (Circuit Breaker) Rear Window Defogger
11 - 10 Amp CCM, Tone Generator, Dome Lights
12 - 10 Amp Heated Mirrors, A/C
13 - 10 Amp Electronic Fuel Injectors
14 - 15 Amp Turn Signals, Back-Up Lights
15 - 30 Amp (Circuit Breaker) Power Windows
16 - 10 Amp Anti-Lock Brakes
17 - 10 Amp Radio
18 - 10 Amp Instrument Cluster, SIR, ECM, ABS, Selective Ride
19 - 3 Amp Cruise Control, Power Mirror
20 - 30 Amp (Circuit Breaker) Power Seats, Locks
21 - 20 Amp Stoplight/Hazard Flasher
22 - 25 Amp Wipers, Radio
23 - 3 Amp ECM
24 - 10 Amp Primary Fuel Pump
25 - Blank

CAUTIONS & WARNINGS

BATTERY

WARNING: When a battery is disconnected, vehicles equipped with computers may

lose memory data. When battery power is restored, driveability problems
may exist on some vehicles. These vehicles may require a relearn
procedure. See COMPUTER RELEARN in the GENERAL INFORMATION
section.

SUPPLEMENTAL RESTRAINT SYSTEM (AIR BAG SYSTEM)

WARNING: (1990 Models Only) The Diagnostic Energy Reserve Module (DERM) can
maintan enough voltage to cause a deployment of the Inflator Module for
up to 10 minutes after the Ignition Switch is turned off and the battery is
disconnected. Many of the service procedures require disconnection of
the Inflator Module to avoid an accidental deployment.
 TRANSMISSION SERVICING - M/T

MANUAL TRANSMISSION SERVICING General Motors

LUBRICATION
SERVICE INTERVALS

Check fluid level at 3 month/3000 mile intervals. Draining and refilling is not required, except at time of
overhaul or service.

CHECKING FLUID LEVEL

Except Fiero

Check lubricant level at filler plug hole on side of transmission. Lubricant should be level with bottom of filler
plug hole. Add lubricant as necessary to bring to correct level.

Fiero

With engine off and vehicle on level ground, remove speedometer drive gear fitting on driver's side of case
above axle shaft. Lubricant should be between "L" and "H" marks on fitting. Add lubricant as necessary to
bring to correct level.

RECOMMENDED FLUID

Transmission (except 69.5mm, 70mm & Camaro/Firebird 76mm)

Use SAE 80 W or SAE 90 W multipurpose gear lubricant of API GL-5 quality.

Transaxle (Including 69.5mm & 70mm Transmission)

Use SAE 5 W-30 W engine oil SF, SF/CC or SF/CD.

Overdrive Unit (Corvette & Camaro/Firebird 76mm)

Use Dexron II Automatic Transmission fluid in overdrive unit.

CAPACITY

TRANSMISSION REFILL CAPACITIES

Application Quantity
4-Speed
70mm 3.4 qts. (1.6L)
76mm 3.5 qts. (1.7L)
83mm 2.0 qts. (1.0L)
 76mm Transaxle 6.0 pts. (2.8L)
5-Speed
69.5mm 3.3 pts. (1.5L)
77mm 3.5 pts. (1.7L)
76mm Transaxle 5.4 pts. (2.55)
Overdrive Unit 4.0 pts. (2.0L)

ADJUSTMENT
SHIFT LINKAGE

69.5mm, 70mm 4 Speed & 77mm 5 Speed

NOTE: Integral type shift linkage is used, therefore, no adjustment is necessary.

76mm 4 Speed

1. Raise and support vehicle. Loosen lock nuts an swivel on shift rods. Place transmission shift levers in
Neutral. Place shift control lever in Neutral. See Fig. 1 .
2. Align control assembly levers and insert gauge pin into levers and assembly to hold levers in Neutral
position.
3. Tighten lock nuts at shift rod swivels and remove gauge pin. Check transmission shift operation. Readjust
as necessary.

76mm 4 Speed (Transaxle)

1. Place transaxle into 1st gear before making adjustments. Remove shifter boot and retainer. Install 2 pins
(No. 22 drill bits or 5/32" pins) into alignment holes in shifter control assembly. This will secure
assembly in 1st position. See Fig. 2 .
2. Attach 2 shift cables to control assembly, using studs with pin retainers. Be sure cables are properly
routed and operate freely.
3. Manually place transaxle into 1st gear by pushing rail selector shaft inward (down) until inhibitor spring
resistance is first felt. Rotate shift lever fully clockwise.
4. Install stud of cable (1) into slotted area in shift lever (2). Install stud of cable (3) into slotted hole of
select lever (4) to remove lash. See Fig. 2 . Tighten nuts on studs.
5. Remove 2 drill bits or pins from control assembly and road test vehicle. Check for proper shifting. Adjust
cable position as necessary after road testing.

77mm 5-Speed (Transaxle)

1. Disconnect negative battery cable and place transaxle in 3rd gear position. Remove locking pin at
transaxle and reinstall tapered end down, locking transaxle in 3rd gear. See Fig. 3 . Loosen shift cable
attaching nuts at transaxle shift levers.
2. From inside vehicle, remove console trim plate, slide shifter boot up and remove console. Install a 5/32"
drill bit (No. 22) in alignment hole in shifter assembly. Align slot in shifter lever with shifter plate and
install 3/16" drill bit.

Fig. 1: View Of 76mm 4-Speed Floor Mounted Shift Linkage Shift rods should pass freely through
swivels.
 Fig. 2: Adjusting Transaxle Shift Cables

3. Tighten attaching nuts loosened in step 1). Remove both drill bits. Remove locking pin at transaxle and
reinstall., tapered end up. Install console, shifter boot and trim plate. Reconnect negative ground cable.
4. Road test vehicle to ensure proper linkage adjustment. Readjust if necessary.
Fig. 3: Adjusting 5-Speed Transaxle Shift Cables Adjustment is performed with transaxle in 3rd gear
position.

83mm 4-Speed Overdrive Unit (Corvette)

1. Disconnect negative battery cable. Remove left seat. If equipped with power seats, remove electrical
leads. Remove shift knob, console cover and shifter cover. Loosen lock nuts at shift rod swivels. Place
shift levers in Neutral at transmission. Rods should pass freely through swivels. See Fig. 4 .
 Fig. 4: 83mm 4-Spd Overdrive Gearshift Linkage Adj. Points

2. Move shift control lever into neutral detent and align control assembly levers. Insert alignment gauge pin
into lever adjustment slot. Tighten lock nuts at shift rod swivels and remove locating gauge pin.
3. After adjustments have been made, the centerlines of shift levers must be aligned to each other to provide
free crossover motion. Check transmission shift operation. Readjust as necessary. Reinstall interior of
vehicle.

PARK LOCK CABLE

83mm 4-Speed Overdrive Unit (Corvette)

1. Disconnect negative battery cable. Remove left seat. If equipped with power seats, remove electrical
leads. Remove shift knob, console cover and shifter cover.
2. Lift up adjuster locking tab on top of transmission tunnel to release cable. Position steering column lock
lever in lock position. Shift transmission into reverse gear.
 3. Insert a .060" (1,5mm) gauge against the lever stop and pull reverse lever until reverse pawl contacts
gauge. Push down on adjusting tab to set cable. Remove gauge and pull back on shifter lever. Check that
reverse pawl hits stop and locks shifter in reverse.

THROTTLE VALVE CABLE

83mm 4-Speed Overdrive Unit (Corvette)

1. Depress and hold metal lock tab. Move slider back through fitting in direction away from throttle lever
until slider stops against fitting. Release lock tab. See Fig. 5 .
Fig. 5: 83mm 4-Speed Overdrive Throttle Cable Adjustment
 MANUAL TRANS OVERHAUL - GM 83 MM 4-SPEED OVERDRIVE

MANUAL TRANSMISSIONS General Motors 83 MM 4-Speed Automatic Overdrive

APPLICATION
TRANSMISSION APPLICATION
Vehicle Application Transmission Model
1984-88 Corvette MK2
1987-88 Corvette MH5

DESCRIPTION
The 83 MM 4-speed transmission is a synchronized constant-mesh design. The input shaft has an integral main
drive gear and rotates when the clutch is engaged. The drive gear is in constant mesh with the countershaft drive
gear. The gears are helical designed and are used with synchronizers for all forward speeds. The transmission is
identified by the distance between center lines of the mainshaft and the countergear (83 MM).

LUBRICATION & ADJUSTMENT

See the TRANSMISSION SERVICING - M/T article in the MANUAL TRANS SERVICE section. See
following list.

1984 Models, see TRANSMISSION SERVICING - M/T

1985 Models, see TRANSMISSION SERVICING - M/T
1986 Models, see TRANSMISSION SERVICING - M/T
1987-88 Models, see TRANSMISSION SERVICING - M/T

TROUBLE SHOOTING
Refer to TROUBLE SHOOTING - BASIC PROCEDURES in the GENERAL TROUBLE SHOOTING
section.

REMOVAL & INSTALLATION

See TRANSMISSION REMOVAL & INSTALLATION - M/T article in the MANUAL TRANS SERVICE
section. See following list.

1984 Models, see TRANSMISSION REMOVAL & INSTALLATION - M/T

1985 Models, see TRANSMISSION REMOVAL & INSTALLATION - M/T
1986 Models, see TRANSMISSION REMOVAL & INSTALLATION - M/T
1987-88 Models, see TRANSMISSION REMOVAL & INSTALLATION - M/T

SERVICE (IN VEHICLE)

SIDE COVER

Removal

1. Shift transmission into 2nd gear. Raise vehicle on hoist. Disconnect electrical leads at side cover
switches. Remove switches.
2. Remove shift levers from shifter shafts. Remove cover attaching bolts, remove cover assembly and allow
transmission to drain.

Disassembly

1. Remove outer shifter lever nuts and lock washers. Pull levers from shafts. Carefully push shifter shafts
into cover, allowing detent balls to fall free, then remove both shifter shafts.
2. Remove interlock sleeve, interlock pin and poppet spring. Clean and inspect components and replace
damaged parts.

Inspection

1. Check interlock sleeve clearances. Position 1st-2nd gear shifter shaft in neutral detent. Rotate 3rd-4th
gear shifter shaft against 3rd gear stop. To measure clearance, place a feeler gauge between interlock
sleeve and stop. See Fig. 1 . Clearance should be .001-.004" (.03-.10 mm).
2. With 1st-2nd gear shifter shaft in neutral detent, rotate 3rd-4th gear shifter shaft against 4th gear stop. To
measure clearance, place a feeler gauge between interlock sleeve and stop. Position 3rd-4th gear shifter
shaft in neutral detent. Rotate 1st-2nd gear shifter shaft against 1st gear stop. To measure clearance, place
a feeler gauge between interlock sleeve and 1st gear stop.
3. With 3rd-4th gear shifter shaft in neutral detent, rotate 1st-2nd gear neutral detent, rotate 1st-2nd gear
shifter shaft against 2nd gear stop. To measure clearance, place a feeler gauge between interlock sleeve
and stop. Maximum clearance for all measurements is .007" (.18 mm). If any measurement is not within
specification, interlock sleeve must be replaced.
Fig. 1: Interlock Sleeve Measurement
Courtesy of GENERAL MOTORS CORP.

Reassembly

To reassemble side cover, reverse disassembly procedure.

Installation

1. Move shifter levers into 2nd gear position. Position cover gasket on case. Carefully position side cover
into place making sure shift forks are aligned with their respective mainshaft synchronizer sliding sleeves.
2. Install cover attaching bolts and tighten evenly. Install switches and connect electrical leads at side cover.
Connect shift levers to shifter shafts. Remove filler plug and add lubricant to level of filler plug hole.
Lower and remove vehicle from hoist.

SHIFTER ASSEMBLY

Removal

1. Disconnect battery negative cable. Remove left seat from vehicle. If equipped with power seats,
disconnect electrical leads. Remove knob from shift lever. Remove console cover. Remove glove box
 lock.
2. Remove left side panel from console. Remove shifter cover. Disconnect 3 rods at shifter. Disconnect park
lock cable from shifter. Remove shifter cross bolt. Remove shifter mounting bracket. Remove shifter
mounting bolt at body panel. Remove shifter assembly from vehicle.

Installation

1. Position shifter to body. Install mounting bolt and tighten. Position mounting bracket to shifter. Install
bracket bolts and tighten. Install shifter cross bolt and tighten. Connect 3 rods to shifter. Adjust shift
linkage.
2. Connect park lock cable to shifter and adjust as follows: Place steering column lock lever in "Lock Park
Position", shift transmission into reverse gear and push down on lock tab on park lock cable.
3. Install shifter cover, left side panel from console, glove box lock and console cover. Install shift lever
knob. Reconnect electrical leads on power seat equipped vehicles. Replace left seat. Reconnect negative
battery cable.
Fig. 2: Exploded View of 83 MM 4-Speed Manual Transmission
Courtesy of GENERAL MOTORS CORP.

LEGEND FOR FIGURE 2

Item No. Description
1 Bolt
2 Lock Washer
3 Main Drive Gear Bearing Front Retainer
4 Main Drive Gear Bearing Front Oil Seal
5 Main Drive Gear Bearing Retainer Gasket
6 Main Drive Gear Bearing Retainer Snap Ring
7 Main Drive Gear Bearing Spacer
8 Main Drive Gear Bearing Lock Ring
9 Magnetic Drain Plug
10 Main Drive Gear Bearing
11 Transmission Case
12 Dowel Pin
13 Main Drive Gear
14 Main Drive Gear Pilot Rear Roller
15 Mainshaft Pilot Bearing Spacer
16 Side Cover Gasket
17 Shift Forks (1-2, 3-4)
18 1st & 2nd Shift Shaft
19 Steel Ball
20 Interlock Sleeve
21 Side Cover
22 Transmission Cover Bolt
23 Shift Lever Shaft Oil Seals (1-2, 3-4)
24 Shift Lever Poppet Spring
25 Interlock Pin
26 3rd & 4th Shift Shaft
27 Countergear Rear Washer
28 Countershaft Bearing Roller Washer
29 Countergear Bearing Roller
30 Countergear
31 Countergear Bearing Spacer
32 Countergear Shaft
33 Woodruff Key
34 Mainshaft Snap Ring
35 Synchronizer Blocking Ring
36 Synchronizer Spring
37 Synchronizer Key
38 Synchronizer (3rd-4th)
39 3rd Speed Gear
40 2nd Speed Gear
41 Synchronizer (1st-2nd)
42 Mainshaft
43
 1st Speed Gear
44 1st Speed Gear Sleeve
45 1st Speed Gear Thrust Washer
46 Rear Bearing Snap Ring
47 Mainshaft Rear Bearing
48 Dowel Pin
49 Main Drive Gear Bearing Spacer
50 Mainshaft Snap Ring
51 Reverse Gear
52 Rear Bearing Retainer-to-Transmission Case Gasket
53 Rear Bearing Retainer
54 Rear Bearing Retainer Bolt
55 Rear Bearing Retainer Bolt
56 Adapter Plate Gasket
57 Adapter Plate
58 Reverse Detent Pin
59 Rear Bearing Retainer Screw
60 Reverse Shift Shaft
61 Reverse Shift Fork
62 Reverse Shift Shaft Oil Seal
63 Harness Clip Bracket
64 Reverse Detent Pin Poppet Spring
65 Reverse Detent Spring Pin
66 Front Reverse Idler Gear Thrust Washer
67 Reverse Idler Front Gear
68 Reverse Idler Bushing
69 Reverse Idler Gear Retainer Ring
70 Reverse Idler Rear Gear
71 Reverse Idler Thrust Bearing
72 Rear Reverse Idler Gear Thrust Washer
73 Spring Pin
74 Reverse Idler Shaft
75 Overdrive Override Reverse Gear Switch
76 Reverse Gear Switch Seal
77 Solid Tapper Pin
78 Transmission-to-Overdrive Bolt
79 Transmission-to-Overdrive Bolt Lock Washer
80 Overdrive Override (3-4) Switch
81 Overdrive Override Switch Seal
82 Overdrive Override (1-2) Switch
83 Transmission Ventilator
TRANSMISSION DISASSEMBLY
1. With transmission removed from vehicle and separated from overdrive unit, remove drain plug from
lower right side of case and drain lubricant. Shift transmission into 2nd gear. Remove shift cover
attaching bolts, cover, gasket and both shift forks.
2. Remove back-up switch from reverse housing. Rotate reverse shifter shaft and remove shift fork and gear
from mainshaft. Remove lock pin from reverse shift lever boss and pull shaft from housing. Remove
drive gear bearing retainer bolts, retainer and gasket from front of transmission.
3. Remove front bearing snap ring, selective fit snap ring and spacer washer. Using Front Bearing Remover
(J-6654-01) and Bearing Puller (J-8433-1), pull drive gear bearing from the transmission. See Fig. 3 .
Remove 6 bolts attaching reverse housing to case. Using a small drift and hammer, tap locating pin for
reverse housing into case.

Fig. 3: Removing Front Bearing

Courtesy of GENERAL MOTORS CORP.
 4. Rotate reverse housing on mainshaft until hole for reverse idler gear shaft in housing lines up with
countergear shaft. Using Driver (J-24658), drive countergear shaft rearward out of gear and through
reverse housing. Countergear will drop to bottom of case allowing clearance for removal of mainshaft.
5. Remove mainshaft with reverse housing and drive gear from case. Remove front reverse idler gear and
thrust washer from case. Remove countergear and 2 tanged thrust washers from case. Check bottom of
case for loose pilot bearings. Remove locating pin for reverse housing and any other loose components.

MAINSHAFT & COUNTERGEAR

1. Use snap ring pliers and remove 3-4 synchronizer assembly retaining ring at front of mainshaft. Slide
washer, synchronizer assembly, synchronizer ring and 3rd speed gear from mainshaft. Spread rear bearing
retainer snap ring and slide retainer from mainshaft.
2. Remove rear bearing-to-mainshaft snap ring. Support mainshaft under 2nd gear and press mainshaft from
rear bearing, 1st gear and sleeve, 1-2 synchronizer assembly and 2nd gear. Remove Driver (J-24658)
from countergear. Tip countergear on end and let 6 spacers, 112 rollers and roller sleeve slide out from
gear.

COMPONENT DISASSEMBLY & REASSEMBLY

SYNCHRONIZER KEYS & SPRINGS

NOTE: Synchronizer hubs and sliding sleeves are a selected assembly and should be
kept together as originally assembled. Keys and 2 springs may be replaced if
worn or broken.

If relation of hub and sleeve are not already marked, mark for reassembly reference. Push hub from sliding
sleeve, keys will fall free and springs may be easily removed. Place 2 springs in position (one on each side of
hub) so all 3 keys are engaged by both springs. Place keys in position and while holding them in place, slide
sleeve onto hub. Align marks made before disassembly.

DRIVE GEAR BEARING RETAINER OIL SEAL

Pry out old seal. Using a Seal Installer, install a new seal into retainer until it bottoms in bore. Lubricate inside
diameter of seal with transmission fluid.

REVERSE SHIFTER SHAFT & SEAL

1. With reverse housing removed from transmission, reverse shifter shaft lock pin will already be removed.
Carefully drive shifter shaft into reverse housing allowing ball detent to drop into case. Remove shaft and
ball detent spring. Remove "O" ring seal from shaft.
2. Place ball detent spring into detent spring hole and start reverse shifter shaft into hole in boss. Place
detent ball on spring and while holding ball down, push shifter shaft into place and turn until ball drops
into place in detent on shaft detent plate.
3. Install "O" ring seal on shaft. Install shift fork. Do not drive shifter shaft lock pin into place until reverse
housing has been installed on transmission case.
REVERSE IDLER SHAFT

Place a small punch into hole in front cover of overdrive unit and drive pin into shaft until shaft can be pulled
from front cover. Insert new idler shaft into cover until hole in shaft lines up with hole in boss. Insert roll pin
into boss opening and drive pin into cover until shaft is securely locked in place.

CLEANING & INSPECTION

Wash transmission case and components thoroughly with cleaning solvent. Check following parts for excessive
wear or damage and repair or replace as necessary:

Transmission case.
Main drive gear and countergear bearing rollers.
Countershaft and reverse idler shaft.
Gears, bushings and spacers.
Synchronizer sleeves.
Ball bearings.

TRANSMISSION REASSEMBLY
COUNTERGEAR

1. Install roller spacer in countergear (if removed). Insert Countergear Loader (J-24658) into countergear.
Using heavy grease to retain rollers, install spacer, 28 rollers, spacer, 28 rollers, and spacer in either end
of countergear. Repeat in other end of countergear.
2. Rest transmission case on its side with side cover opening toward assembler. Put countergear tanged
thrust washers in place, retaining them with heavy grease, making sure tangs are resting in notches of
case.
3. Set countergear in place in bottom of transmission case, making sure that tanged thrust washers are not
knocked out of place. Lubricate and insert countergear (pushing countergear loader out front of case) until
Woodruff key slot is in its relative installed position (do not install key).
4. Attach a dial indicator and check end play of countergear. If end play is greater than .025" (.64 mm), a
new thrust washer must be installed. See Fig. 4 .
Fig. 4: Measuring Countergear End Play
Courtesy of GENERAL MOTORS CORP.

MAINSHAFT

1. From rear of mainshaft, assemble 2nd speed gear (with hub of gear toward rear of shaft). Install 1st--2nd
synchronizer assembly (sliding synchronizer sleeve taper toward rear, hub to front) on mainshaft together
with a synchronizer ring on both sides of synchronizer assemblies.
2. Position 1st gear sleeve on shaft and press sleeve onto mainshaft until 2nd gear, synchronizer assembly
and sleeve bottom against shoulder of mainshaft. Install 1st speed gear (with hub toward front) and
supporting inner race, press rear bearing onto mainshaft with snap ring groove toward front of
transmission.
3. Install spacer and new correct selective fit (thickest that will assemble) snap ring in mainshaft behind rear
bearing. Install 3rd speed gear (hub to front of transmission) and 3rd speed gear synchronizing ring
(notches to front of transmission).
4. Install 3rd and 4th speed gear synchronizer assembly (hub and sliding sleeve) with taper toward front
making sure that keys in hub correspond to notches in 3rd speed gear synchronizing ring. Install new
 selective fit snap ring (thickest that will install) in groove in mainshaft in front of 3rd and 4th speed
synchronizer assembly.
5. Install rear bearing retainer (reverse housing) over end of mainshaft. Spread snap ring to drop around rear
bearing. Release snap ring when it aligns with groove in rear bearing.

TRANSMISSION

1. Place transmission case on its side with shift cover opening toward assembler. Position countergear
tanged washers in place, using a heavy grease to retain them. Be sure tangs are in notches of thrust face.
Position countergear in bottom of case.
2. Install front reverse idler gear (teeth forward) and thrust washer in case. Use a heavy grease to hold thrust
washer in position. Using a heavy grease, install 16 roller bearings and washer into main drive gear. Mate
main drive gear with mainshaft assembly.
3. Position 3rd-4th synchronizer sliding sleeve forward. This will provide clearance for installation as well
as hold assembly together. Position a new reverse housing to case gasket on rear of case. Install mainshaft
and drive gear assembly into case.
4. Place bearing snap ring on front main bearing. Position front main bearing at case opening and with a
hollow shaft, tap bearing into case. Install spacer washer and selective fit snap ring to secure main drive
bearing.
5. Raise countergear in case, aligning holes in case with center of gear. With thrust washers in place, slide
countershaft through rear of case. Install Woodruff key and tap shaft into case, until flush with rear face
of transmission case.
6. Align reverse housing and gasket with transmission case. Install locating pin for reverse housing. Tap pin
in until flush with housing. Install 6 bolts attaching reverse housing to case. Tighten bolts to
specifications. Install reverse shift shaft and "O" ring into housing. Install retaining pin.
7. Install reverse gear and shift fork. Slide gear and fork forward on mainshaft until shift fork and shifter
shaft can be indexed into position. Position drive gear bearing retainer and gasket at front of case. Apply
sealer to bolts. Install bolts and tighten to specifications.
8. Install rear reverse idler gear. Align splines on rear gear with front gear and slide together. Assemble
overdrive unit to reverse housing. Guide idler shaft on overdrive unit into idler gears and align splines on
mainshaft with splines in input sun gear. Slide units together and install retaining bolts. Tighten bolts to
specifications.
9. Slide 1-2 synchronizer forward into 2nd gear. Install shift forks into grooves of synchronizers. Place side
cover with a gasket on transmission. Guide shift forks into cover and install retaining bolts. Tighten bolts
to specifications. Check operation of transmission by manually shifting transmission into all gears.

TESTING - AUTOMATIC OVERDRIVE ECM TEST

DESCRIPTION

The overdrive unit is controlled by the ECM when the driver operates a console sitch. Another input used by the
ECM is the 1st gear signal switch which does not allow overdrive engagement in 1st gear. The oil pressure
switch also prohibits overdrive solenoid engagement until the oil pressure is high enough. As long as the
transmission is not in first gear, overdrive request is selected and the oil pressure switch is closed. The overdrive
light and solenoid should be energized.
The ECM will de-energize the overdrive solenoid during 4th gear wide open throttle. The ECM uses RPM, road
speed, and MAF sensor signal to determine 4th gear. As Throttle Position Sensor indicates WOT, the ECM de-
energizes the overdrive solenoid.

Fig. 5: Overdrive Electrical Connector Legend

Courtesy of GENERAL MOTORS CORP.
Fig. 6: Overdrive Diagnostic Chart (1 of 2)
Courtesy of GENERAL MOTORS CORP.
Fig. 7: Overdrive Diagnostic Chart (2 of 2)
Courtesy of GENERAL MOTORS CORP.
TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Drain Plug 15-25 (20-33)
Drive Gear Bearing Retainer Bolt 15-20 (20-27)
Filler Plug 25-35 (33-47)
Reverse Gear Housing-to-Case Bolts 40 (54)
Side Cover Bolt 15-20 (20-27)
Transmission-to-Bellhousing Bolt 45-60 (60-80)
 MANUAL TRANS OVERHAUL - GM 83 MM OVERDRIVE UNIT

MANUAL TRANSMISSIONS General Motors 83 MM 4-Speed Automatic Overdrive Unit

APPLICATION
TRANSMISSION APPLICATION
Vehicle Application Transmission Model
1984-88 Corvette 2 Speed

DESCRIPTION
The overdrive unit is a 2-speed overdrive system electronically controlled by the ECM which operates with a
1:1 or 0.68:1 ratio. It is mounted to the rear of the manual transmission. By combining these 2 transmissions,
the complete unit is actually capable of operating with 7 separate gear ratios. One of which is an overdrive.

The unit uses a planetary gear system in combination with 2 sets of clutch packs. The output shaft from the
manual unit is linked to a 40-tooth input sun gear in the overdrive unit. This in turn, is meshed with 4 double
planet gears which mesh with a 34-tooth output shaft gear.

The overdrive mode cannot occur when 4-speed transmission is in 1st gear. It can, however, occur in the
remaining 3 gears. Rapid acceleration will cause a shift from overdrive to direct mode. Overdrive is
automatically engaged at speeds above 110 MPH. Overdrive mode can be turned off by a switch on the
vehicle's console.
Fig. 1: Cross Section View of Overdrive Unit
Courtesy of GENERAL MOTORS CORP.

LUBRICATION & ADJUSTMENTS

Overdrive unit uses Dexron II ATF only. Manufacturer recommends fluid change every 30,000 miles.

SERVICE (IN VEHICLE)

OVERDRIVE SWITCH
Removal

1. Remove negative battery cable. Remove trim plate-to-instrument cluster screws. Remove headlight
switch knob, tilt steering column lever and trim plate. Remove screws retaining instrument panel
accessory trim plate and remove trim plate.
2. Remove console trim plate. Pull trim plate back and disconnect cigarette lighter. Remove shift boot-to-
trim plate screws and remove trim plate. Carefully remove overdrive switch button from shifter knob.
Remove rod for overdrive switch from shifter. Count number of turns required to remove rod.
3. Loosen nut and remove switch and actuator block from shifter. Use care to not lose return spring located
in actuator block. Disconnect switch electrical lead. Remove pin retaining switch to actuator block.

Installation

To install, reverse removal procedure.

COOLER LINE FLUSHING

NOTE: In a major failure, where particles of metal have been carried throughout
system, flush out oil cooler and connecting lines. Use only double wrapped and
brazed steel tubing meeting GM specification 123M. Steel tubing should be
double flared. Under no condition should copper or aluminum tubing be used.

1. Disconnect both cooler lines from transmission. Place a hose over end of cooler inlet line (from bottom of
cooler) and insert hose into an empty container.
2. Flush clean solvent through return line (from top of cooler) using an oil suction gun until clean solvent
comes out of hose. This will "backflush" cooler. Remove hose from inlet cooler line and place it on return
line.
3. Flush clean solvent through inlet line until clean solvent comes out of return line. Remove remaining
solvent from cooler with compressed air applied to return line and flush with transmission fluid.
Reconnect oil cooler lines and tighten nuts.

O/D SOLENOID

Removal

Remove transmission oil pan and filter. Disconnect T.V. cable at throttle body lever. Remove valve body. Using
Spring Compressor (J-34529), compress shift valve spring and remove pin. Using same tool, compress relief
valve springs and remove pin. Remove bolts attaching solenoid valve to valve body. Remove solenoid and
check ball from valve body.

Installation

To install, reverse removal procedure. Fill overdrive unit with Dexron II ATF.
Fig. 2: Hydraulic Circuit Diagram
Courtesy of GENERAL MOTORS CORP.

PRESSURE SWITCH

Removal

Remove oil pan and filter. Disconnect 2 electrical leads at switch. Unscrew switch from valve body.

Installation

To install, reverse removal procedures. Fill transmission with Dexron II automatic transmission fluid.

O/D UNIT OUTPUT SHAFT SEAL

Removal

Remove drive shaft. Pry out old seal.

Installation

Coat lip of new seal with automatic transmission fluid. Place a new seal on Seal Installer (J-21426), and install
seal. Install drive shaft. Replace lost fluid.
Fig. 3: Exploded View of Automatic Overdrive Unit
Courtesy of GENERAL MOTORS CORP.

LEGEND FOR FIGURE 3

Item No. Description
1 Transmission (Less Overdrive Unit)
2 Transmission-to-Overdrive Bolt
3 Transmission-to-Overdrive Bolt Lock Washer
4 Harness Clip Bracket
5 Adapter Plate Gasket
6 Adapter Plate Screw
7 Dowel Pin
8 Adapter Plate
9 Adapter Plate "O" Ring
10 Accumulator Piston Retaining Ring
11 Input Sun Gear Oil Seal
12 Annular Bearing
13 Carrier Bearing Lock Nut
14 Planetary Gear Carrier
15 Input Sun Gear Thrust Washer
16 Input Sun Gear Thrust Bearing
17 Input Sun Gear Thrust (Selective) Washer
18 Input Sun Gear
19 Bearing Cup
20 Planetary Gear Thrust Washer
21 Planetary Gear
22 Bearing Cup
23 Accumulator Piston Retaining Ring
24 Accumulator Piston Seal
25 Accumulator Piston Seal
26 Accumulator Cushion Piston
27 Accumulator Piston Spring
28 Accumulator Piston Seal
29 Accumulator Piston
30 Output Shaft Thrust Washer
31 Output Shaft Thrust Bearing
32 Output Shaft
33 Planetary Gear Thrust Plate
34 Clutch Drum Plate
35 Clutch Drum Bolt
36 Inner Race
37 Direct Clutch Sprag
38 Direct Clutch Hub
39 Direct Clutch Drum
40 Direct Clutch Inner Driven (Selective) Plate
41
 Direct Clutch Plate
42 Direct Clutch Driven Plate
43 Direct Clutch Pressure Plate
44 Direct Clutch Bearing
45 Overdrive Clutch Piston
46 Overdrive Clutch Driven Plate
47 Overdrive Clutch Plate
48 Overdrive Vent Tube
49 Overdrive Clutch Pressure Plate
50 Direct Clutch Thrust Washer
51 Overdrive Direct Clutch Piston
52 Overdrive Direct Clutch Outer Spring
53 Overdrive Direct Clutch Inner Spring
54 Overdrive Direct Clutch Hub Thrust Washer
55 Overdrive Direct Clutch Hub Thrust Bearing
56 Pump Bearing Cup
57 Overdrive Pump & Output Shaft Screw
58 Overdrive Pump (Gerotor) Housing, with Bearing
59 Overdrive Oil (Gerotor) Pump
60 Oil Pump Drive Pin
61 Pump (Gerotor) Spool
62 Overdrive Oil Pump "O" Ring
63 Overdrive Oil Pump "O" Ring
64 Overdrive Pump Spool (Gerotor) Screw
65 Speedometer Drive Gear Clip
66 Speedometer Drive Gear
67 Overdrive Case
68 Headless Slotted Plug
69 Overdrive Output Shaft Oil Seal
70 Case Bushing
71 Overdrive Valve Body Pressure Switch Wire
72 Square Head Filler Plug
73 Overdrive Solenoid Electrical Connector
74 Overdrive Solenoid Electrical Connector "O" Ring
75 Overdrive Oil Screen Tube Grommet
76 Overdrive Oil Screen
77 Overdrive Oil Pan Magnet
78 Overdrive Oil Pan
79 Overdrive Oil Pan Bolt
80 Oil Cooler Fitting
81 Pump Seal
VALVE BODY

Removal

1. Remove transmission oil pan and filter. Disconnect Tan electrical lead from low pressure cut-off switch.
Remove bolts attaching valve body to transmission case. Remove valve body with spacer plate.
2. Use care to prevent loss of check ball located in valve body. Check ball is spring loaded and is located
under separator plate.

Installation

To install, reverse removal procedure. Apply a bead of RTV Sealant (1052915) to oil pan flange.

TROUBLE SHOOTING
See TROUBLE SHOOTING - BASIC PROCEDURES article in GENERAL TROUBLE SHOOTING.

REMOVAL & INSTALLATION

See appropriate TRANSMISSION REMOVAL & INSTALLATION - M/T article in MANUAL TRANS
SERVICE section. Overdrive unit is removed with transmission.

UNIT DISASSEMBLY

NOTE: Ensure exterior of transmission is clean. All parts should be cleaned with
cleaning fluid and then air dried. DO NOT use rags to dry parts. DO NOT use
solvents on neoprene seals, composition faced clutch plates or thrust washers.

OVERDRIVE UNIT

1. Remove fill plug and drain oil from case. Remove retaining bolt and bracket for speedometer sensor and
driven gear. Remove sensor and gear. Remove 1/8" pipe plugs (3) from rear of unit. Install 3 pressure
plate retaining bolts until flush with case. Turn bolts 2 additional turns, by rotating each bolt one turn at a
time.

NOTE: This sequence must be followed in order to prevent pressure plate from
cocking and causing damage to unit.

2. Remove 4 Allen head bolts retaining adapter plate to case. Remove adapter plate, using a plastic hammer
and screwdriver. Tap adapter plate to separate from case.

NOTE: DO NOT pry between case and adapter plate, damage to sealing surfaces
may occur.

3. Mount overdrive unit in a holding fixture. Remove large snap ring from overdrive unit forward of
accumulator piston.
 CAUTION: Ensure pressure plate retaining bolts are installed. If pressure is felt
at snap ring, DO NOT remove. If bolts are installed, tighten each bolt
one additional turn until pressure is relieved. The pressure plate is
under 1350 lb. (612 kg) spring load. If 3 retaining bolts are not
installed, personal injury could occur.

4. Remove piston and accumulator assembly. Using an Allen wrench, pry assembly up evenly by lifting
under flange. See Fig. 4 . DO NOT pry at or near seal surface. Remove carrier and bearing assembly
(includes input sun and pinion gears) as an assembly.

Fig. 4: Removing Piston & Accumulator Assembly

Courtesy of GENERAL MOTORS CORP.

5. Remove finger pressure plate from clutch pack. Remove overdrive clutches (5 composition, 5 steel and
one clutch stop plate). Remove direct clutch plates (6 composition, 6 steel and one steel bearing plate).
6. Measure each selective clutch plate in direct clutch pack and record readings. Selective clutch plates are
used to control clutch pack clearance. When replacing clutch plates, replace each selective clutch plate
 with one of the same size.
7. Inspect overdrive and direct clutch plates as follows: Dry composition plates and inspect for pitting,
flaking wear, glazing, cracking, charring and chips or metal particles imbedded in lining. If a
compositioned plate shows any of these signs, replacement is required.
8. Wipe steel plates dry and check for discoloration. If surface is smooth and an even color smear is
indicated, plate should be reused. If severe heat spot discoloration or surface scuffing is indicated, plate
must be replaced.
9. Remove thrust washer and bearing from output sun gear. Thrust washer may stick to input sun gear hub.
Remove 4 Allen head pump housing retaining bolts by rotating hub to gain access to bolts. Remove
output shaft assembly (output sun gear, sprag clutch, clutch hub, gerotor pump and speedometer drive
gear).
10. Remove pressure plate and springs by positioning Clutch Spring Compressor Pilot (J-21420-2) on
pressure plate with bolt from Clutch Spring Compressor (J-23327) through center of plate. Position spring
compressor on rear of case and install retaining nut. See Fig. 5 . Remove 3 retaining bolts from rear of
case. Loosen retaining nut on clutch spring compressor bolt to relieve spring pressure.
 Fig. 5: Removing Pressure Plate & Springs
Courtesy of GENERAL MOTORS CORP.

11. Remove cooler valve assembly by loosening 2 nuts on tube and then removing 2 bolts holding valve to
case. Remove 12 oil pan retaining bolts and pry pan from case. Remove oil filter and tube from valve
body.
12. Disconnect T.V. cable from lever. Remove cable retaining bolt and remove cable assembly. Remove T.V.
lever retaining bolt and then lever from valve body. Remove remaining valve body bolts and remove
valve body with spacer plate.
COMPONENT DISASSEMBLY & REASSEMBLY
VALVE BODY

NOTE: There is one check ball spring loaded in valve body.

Disassembly

1. Using Valve Body Spring Compressor (J-34529), relieve pressure on shift valve and remove pin, spring
and valve. Relieve pressure on relief valve and remove pin, spring and valve. Relieve pressure on
accumulator valve and remove pin, spring, valve, plug, sleeve and plunger. See Fig. 6 .
2. Disconnect solenoid electrical lead at pressure switch. Remove solenoid attaching bolts. Remove solenoid
and check ball. Disconnect other electrical lead at pressure switch. Remove switch from valve body.

Fig. 6: Exploded View of Valve Body

Courtesy of GENERAL MOTORS CORP.

Reassembly

To reassemble, reverse removal procedure. Coat all components with clean Dexron II automatic transmission
fluid before reassembling.

OUTPUT SHAFT

Disassembly

1. Remove speedometer gear retaining clip and gear. Remove 4 Allen head bolts retaining pump cover to
pump housing. Remove cover. Mark pump gears with a grease pencil. Gears must be installed in same
 direction as removed.
2. Position output shaft with splines down. Rotate pump housing until gears slide out. Remove drive pin
from output shaft. Remove pump housing from output shaft. Remove thrust washer from pump housing.
Remove thrust bearing and washer from clutch hub.
3. Remove clutch hub from output shaft. Note direction of hub on shaft. Oil grooves face sprag clutch or
forward on shaft. Remove sprag clutch from output shaft. Note direction of sprag clutch. Lip on sprag
clutch cage faces toward oil grooves on clutch hub.

Reassembly

1. Coat all parts with clean Dexron II automatic transmission fluid before reassembly. Install sprag clutch on
output shaft. Lip on sprag clutch cage faces rearward or toward oil grooves on clutch hub. Install clutch
hub on output shaft. Oil grooves on hub face sprag clutch or forward on shaft.
2. Install thrust washer, then thrust bearing on clutch hub. Install thrust washer on pump housing. Use
petroleum jelly to retain thrust washer to housing. Install pump housing on output shaft. Install pin in
output shaft. Install pump gears in housing. Gears must be installed in same direction as removed. Install
new Teflon oil seal in pump cover. Coat inside diameter of seal with clean Dexron II automatic
transmission fluid.
3. Place pump cover on housing. Align 4 bolt holes in cover with pump housing. Install bolts and tighten to
specifications. Install speedometer gear on output shaft. Install retaining clip. Install new "O" rings on
pump. Use petroleum jelly to retain "O" rings to cover.

CARRIER ASSEMBLY

Disassembly

1. Remove 4 nuts retaining carrier cover and remove cover. Remove thrust washer, thrust bearing, selective
washer and input sun gear. Remove 4 pinion gears.
2. Remove steel thurst plate from carrier. Clean and inspect parts. Replace any parts that are cracked,
chipped or show excessive wear.

Reassembly

Carrier assembly must be reassembled in transmission case.

PISTON & ACCUMULATOR ASSEMBLY

Disassembly

Remove snap ring retaining accumulator to piston. Remove accumulator and 48 springs from piston. Remove 2
quad seals from accumulator. Remove 2 quad seals from piston.

Reassembly

To reassemble, reverse removal procedures. Coat "O" rings with clean Dexron II automatic transmission fluid
before installing.
UNIT REASSEMBLY
OVERDRIVE UNIT

1. Install pressure plate springs into pockets of transmission case. See Fig. 7 . Place pressure plate on top of
springs. Seat springs into pockets of pressure plate. Number of springs and locations may vary.

Fig. 7: Pressure Plate Spring Installation

Courtesy of GENERAL MOTORS CORP.

2. Position Plate (J-21420-2) on top of pressure plate with bolt from Clutch Spring Compressor (J-23327)
 through center of plate. Next position clutch spring compressor on rear of case and install retaining nut.
Tighten nut until pressure plate is about 1/8" below step for overdrive clutch plates. Install 3 pressure
plate retaining bolts. Remove tools from case. See Fig. 5 .
3. Install output shaft assembly into transmission case. Ensure "O" rings are positioned properly on pump
cover before installing output shaft assembly. Install 4 pump retaining bolts. Tighten to specification.
4. Check alignment of output shaft to tail housing bushing by installing a slip yoke or propeller shaft from
vehicle on output shaft. Rotate slip yoke several times, checking for tight rotation. If misaligned, loosen
pump bolts and reinstall slip yoke on output shaft. Tighten pump bolts to specification. Remove slip yoke.
5. Install thrust bearing on output sun gear. Install tanged direct clutch thrust washer with tangs facing
pressure plate. Tang with hole in it should be positioned at bottom of case (6 o'clock position). Ensure
tabs on back of washer are seated in pressure plate. Install direct clutch thrust bearing.
6. Install direct clutch thrust washer. Thrust washer will have tooth missing from its outer edge. Side of
thrust washer with circular grind pattern must face thrust bearing. Side with grind pattern can be
identified by notch ground into tooth. See Fig. 8 .
7. Install one composition clutch disc and a selective clutch plate. Selective clutch plates come in 5 sizes
from .080-.120" (2.03-3.05 mm) and are used to control clutch pack clearance. Direct clutch pack
clearance is .050-.070" (1.27-1.78 mm). Incorrect clutch travel will cause failure to clutch plates and
discs.
8. Alternate remaining clutch discs and plates until all 6 plates and discs are installed. Install lower half of
carrier assembly onto direct clutch pack. Index carrier until all clutch plates are engaged. Install steel
overdrive stop clutch plate and then alternate with a disc and plate until all 5 plates and discs are installed.

Fig. 8: Thrust Washer Identification

Courtesy of GENERAL MOTORS CORP.

9. Install finger pressure plate. Ensure one of the tabs on outside edge of plate is at 12 o'clock position when
installed. Install carrier thrust plate with tabs facing sprag clutch. Install 2 pinion gears with index mark
 on gears facing inward or toward each other. Install other 2 pinion gears with index mark 90 degrees from
first 2 gears.
10. Install thrust washer for output sun into rear of input sun gear. Use petroleum jelly to retain thrust washer
to input sun gear. Install input sun gear. If input sun gear spreads pinion gears when installing, pinion
gears are not indexed properly. Install selective thrust washer with oil grooves on washer facing input sun
gear.
11. Install thrust bearing on input sun gear. Install carrier thrust washer to cover. Use petroleum jelly to retain
thrust washer to cover. Install 4 pinion gear thrust washers onto carrier cover. Use petroleum jelly to
retain washers to cover.
12. Install carrier cover. If pinion gears are not indexed properly, cover will not align with pinion gears.
Install 4 new retaining nuts and tighten to specification.
13. Measure end play for overdrive unit as follows. Place Straightedge (J-34673) across face of overdrive
unit. See Fig. 9 . Use Depth Micrometer (J-34672) and measure distance from bearing to top of bar (S1).
Add .003" (.076 mm) to measurement. Measure thickness of straightedge (S2) with an 0-1" outside
micrometer and subtract S2 from S1 and record reading (S).
14. Place straightedge across rear of adapter plate. See Fig. 9 . Use a Depth Micrometer (J-34672) and
measure distance from top of bar to adapter plate mounting surface and record reading (S4).
15. Next measure distance from top of bar to bearing seat in adapter plate and record reading (S5). See Fig.
9 . Subtract S5 from S4 and record difference (S).
16. Subtract S from S and record reading (S7). S7 is the end play. End play S7 should be .000+/-
.003" (.000+/-.076 mm). If S7 is not within specification, it will be necessary to remove carrier cover and
change input sun selective thrust washer.
 Fig. 9: Measuring End Play
Courtesy of GENERAL MOTORS CORP.

17. Install accumulator and piston assembly. Coat lips of seals with clean Dexron II automatic transmission
fluid before installing. Install large snap ring that goes in front of overdrive unit. Snap ring must be
 installed so oil hole is not covered. See Fig. 10 .

Fig. 10: Snap Ring Installation

Courtesy of GENERAL MOTORS CORP.

18. Install a new seal in adapter plate. Place seal on Seal Installer (J-34523) and install from front side of
adapter plate. Place seal protector on input sun gear. Install adapter plate. Apply a light coating of RTV
sealant around heads of adapter plate bolts.
19. Install 4 adapter plate bolts and tighten to specification. Remove seal protector. Install speedometer
driven gear and sensor. Install new output shaft seal.
20. Install valve body as follows. Position 2 gaskets, one on each side of separator plate. Install spring and
check ball in valve body. Position separator plate on valve body. Position valve body to case and install
retaining bolts. Tighten bolts to specification.
21. Remove first 1/8" pipe plug from left side of overdrive unit. Install Air Line Adapter (J-34742) into plug
hole and tighten. Measure clutch pack clearance as follows. Loosen 3 pressure plate retaining bolts evenly
until spring pressure is released. Assemble Dial Indicator (J-8001) to rear of overdrive unit. See Fig. 11 .

Fig. 11: Checking Clutch Pack Clearance

Courtesy of GENERAL MOTORS CORP.
 Fig. 12: Location of Check Ball
Courtesy of GENERAL MOTORS CORP.

22. Using a small drift, seat check ball in valve body. See Fig. 12 . Apply a minimum of 100 psi (7.0 kg/cm
(2)) to Air Line Adapter (J-34742) and read Dial Indicator. Reading should be .050-.070". (1.27-1.77
mm). If reading is different, it will be necessary to disassemble overdrive unit to change direct clutch
selective clutch plates.
23. Selective clutch plates are available in 5 sizes from .080-.120" in .010" increments. If clutch pack
clearance is within specification, remove 3 clutch pack retaining bolts. Coat 3 pipe plugs (1/8") with
Loctite and install plugs. Tighten plugs to specifications.
24. Remove air line adapter. Coat plug with Loctite and install plug. Tighten to specification. Install magnet
in oil pan. Apply sealant to pan and install. Tighten bolts to specification.
25. Install overdrive unit to reverse housing. Guide idler shaft on adapter plate into idler gears and align
splines on mainshaft with splines in input sun gear. Slide units together and install retaining bolts. Tighten
to specification.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Adapter Plate-to-Case Bolts 19 (25)
Pump Cover-to-Pump Cavity Bolts 11 (14)
O/D Case-to-Reverse Housing Bolts 35 (47)
INCH Lbs. (N.m)
Cooler Block-to-Case Bolts 84 (9)
Pressure Tap Plugs 96 (11)
Pressure Plate Access Plugs 96 (11)
Valve Body-to-Case Bolts 84 (9)
Oil Pan-to-Case Bolts 84 (9)
Pump Housing-to-Case Bolts 84 (9)
 HEADLIGHT DOORS - AUTOMATIC

ACCESSORIES & SAFETY EQUIPMENT General Motors Automatic Headlight Doors

DESCRIPTION & OPERATION

DESCRIPTION

The electrically operated headlight door assemblies are opened and closed by the headlight switch. The
headlight door system components consist of the fuse block, fusible links, headlight switch, Headlight Door
Module (HDM) and headlight door motors.

The fuse block is located behind the left side of instrument panel. The HDM is located in the lower left side of
engine compartment. The headlight door motors are located within each headlight assembly.

OPENING & CLOSING DOORS

When headlight switch is moved to HEAD position, voltage is supplied to the headlight door motors. A ground
is provided for the headlight door motors through the solid state circuitry until the headlight doors are open. The
solid state circuitry senses when the headlight door motors are not operating and removes the ground. When the
headlight switch is moved to the OFF position, current is reversed across the headlight door motors until doors
are closed.

Voltage to open headlight doors and to power the solid state circuitry is supplied to the HDM at all times at
terminals "B" and "E" of the 5-pin connector. See Fig. 1 . With the light switch in the HEAD position, voltage
to open the headlight doors is supplied to terminal "A" of the 5-pin connector. With the light switch in the OFF
position, voltage to close headlight doors is supplied to terminal "C" of the 5-pin connector. See Fig. 1 .
Fig. 1: Headlight Door Module Connectors
Courtesy of GENERAL MOTORS CORP.

TROUBLE SHOOTING
PRELIMINARY CHECK

CAUTION: The Headlight Control Module (HCM) uses solid state circuitry. DO NOT
measure resistance.

The solid state circuitry senses when headlight door motors begin to stall and draw more current. Check door
linkage for mechanical binding before conducting electrical tests, as any high torque load may cause headlight
door motors to stop operating before reaching end of travel.
NOTE: Headlight doors may be raised manually. Turn on headlights. Rotate headlight
door motor knob clockwise until a click is heard. To manually close headlight
doors, turn off headlights and rotate knob counterclockwise.

TESTING
BOTH HEADLIGHT DOORS DO NOT OPERATE TEST

Fig. 2: Chart 1 - Both Headlight Doors Do Not Operate

Courtesy of GENERAL MOTORS CORP.

ONE HEADLIGHT DOOR DOES NOT OPERATE TEST

Fig. 3: Chart 2 - Left Headlight Door Does Not Operate (1 of 2)
Courtesy of GENERAL MOTORS CORP.
Fig. 4: Chart 2 - Left Headlight Door Does Not Operate (2 of 2)
Courtesy of GENERAL MOTORS CORP.
Fig. 5: Chart 3 - Right Headlight Door Does Not Operate (1 of 2)
Courtesy of GENERAL MOTORS CORP.
Fig. 6: Chart 3 - Right Headlight Door Does Not Operate 2 of 2)
Courtesy of GENERAL MOTORS CORP.

REMOVAL & INSTALLATION

HEADLIGHT ASSEMBLY

Open hood. Turn on headlights to open headlight doors. Disconnect negative battery cable. Remove 4 nuts and
one carriage bolt and nut securing headlight assembly to hood. Unplug headlight and headlight door motor
connectors. Remove headlight assembly. Refer to Fig. 7 . To install, reverse removal procedure.
Fig. 7: Corvette Headlight Door Assembly
Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAMS
Fig. 8: Headlight Doors Wiring Diagram
Courtesy of GENERAL MOTORS CORP.
 A/C-HEATER SYSTEM - AUTOMATIC

AUTOMATIC A/C-HEATER SYSTEMS General Motors Passenger Cars

A/C SYSTEM SPECIFICATIONS

A/C SYSTEM SPECIFICATIONS
Application Specification
Compressor Type Nippondenso 10PA20 (10 Cyl.)
Compressor Belt Tension (1)

Refrigerant (R-12) Capacity 36 oz. (1.02 kg)

System Oil Capacity 8.0 oz. (236 cc)
System Operating Pressures (2)
High 235 psi (16.5 kg/cm2 )
Low 32 psi (2.2 kg/cm2 )
(1) No adjustment is necessary. Belt tension is maintained automatically by a spring-tensioned idler
pulley.
(2) Approximate operating pressures with ambient temperature of 80°F (27°C).

DESCRIPTION

CAUTION: When discharging air conditioning system, use only approved refrigerant
recovery/recycling equipment. Make every attempt to avoid discharging
refrigerant into the atmosphere.

Electronic Climate Control (ECC) system uses an electrically-operated, rheostat-controlled motor to position
temperature door actuator. The ECC system electrically activates "AUTO," "BI-LEV," "ECON," "HTR," and
defrost modes through use of vacuum solenoids in A/C-heater programmer.

ECC system components include: A/C-heater control panel, blower control module, in-car temperature sensor,
outside (ambient) temperature sensor, air distribution assembly (containing airflow control valves), evaporator,
and heater core.

Combined with Cycling Clutch Orifice Tube (CCOT) system, A/C-heater control panel regulates blower fan
motor speed and generates command signals to A/C-heater programmer and blower control module. The CCOT
refrigeration system is the same as General Motors vehicles with manual A/C-heater systems.

OPERATION
A/C DEFROST VALVE

The A/C defrost valve controls air flow to defrost outlets or A/C outlets.
A/C-HEATER CONTROL PANEL

The A/C-heater control panel consists of electronic circuit boards housed in a plastic box, attached to instrument
panel. Pressure sensitive, low current buttons on A/C-heater control panel are used to control operation of
automatic A/C-heater system. A Light Emitting Diode (LED) indicator goes on when an operating mode button
is pressed. By pressing specific buttons, driver selects desired operating mode or temperature setting.

"OFF" Mode

In "OFF" mode, fan motor and A/C compressor will not run. Air will flow through vents when car is moving.

"AUTO" Mode

In "AUTO" mode, temperature is controlled automatically by ECC system. The ECC System will adjust to
temperature range selected by driver. Fan motor will vary its speed automatically unless it is changed by
pressing down or up arrow buttons.

Recirculate Mode

In recirculate mode, maximum cooling is provided by recirculating passenger compartment air and distributing
it through instrument panel outlets. If outside temperature sensor detects ambient temperature of less than 40°F
(4°C), Light Emitting Diode (LED) will light above recirculation button. LED will light for approximately 1
second and system will then switch to "AUTO" mode and corresponding LED will light. Recirculation mode
will not operate under 40°F (4°C).

Bi-Level Mode

When in bi-level mode, system will let air into vehicle only through bi-level, heater and A/C outlets. Fan motor
speed is controlled by input signals from Central Control Module (CCM) and individual sensors. It also
operates to defog side windows. Fan motor can be adjusted by pressing down or up arrow buttons.

Vent Mode

In vent mode, compressor will not run. System will adjust to temperature selected by driver, but cannot cool
inside vehicle temperature cooler than outside temperature. Fan motor speed is automatically controlled, unless
fan speed is changed by pressing down or up arrow button.

Heater Mode

In heater mode, most air entering vehicle is forced to floor with a small amount directed to defroster outlets. Fan
motor speed is automatically controlled, unless fan speed is changed by pressing down or up arrow button. In-
car temperature setting will adjust to temperature setting selected by driver, unless setting is below outside
temperature.

Defogger Mode

To enter defogger mode, defrost and heater buttons must be depressed simultaneously. Upon entry, both Light
Emitting Diode (LED) lights will illuminate and air will flow between defroster and floor outlets.
Defogger/Defroster Mode

In defogger/defroster mode, all air is forced to windshield. Fan motor speed will run at a fixed high speed with
no delay. After start-up, high fan motor speed can be readjusted by pressing down arrow or "AUTO" button.

Rear Defogger/Defroster Mode

When in this mode, driver may defrost or defog rear window and activate heated mirrors (if equipped). Rear
defogger/defroster mode will not operate unless ignition is on and engine is running.

Fan Speed

When fan "AUTO" button is pressed, fan speed is controlled automatically by ECC system. To override
automatic fan speed control, press fan up or down button. Upon pressing either button, Liquid Crystal Display
(LCD) on A/C-heater control panel will show blower symbol and current fan speed. There are 10 fan speed
numbers representing fan speed range.

Outside Heated Mirrors Mode

This mode will operate heated mirrors (convertible models). First time button is pressed, system will run for
approximately 10 minutes, then shut off.
Fig. 1: A/C-Heater Control Panel
Courtesy of GENERAL MOTORS CORP.
Fig. 2: A/C-Heater Control Panel System Response
Courtesy of GENERAL MOTORS CORP.

A/C-HEATER PROGRAMMER

The A/C-heater programmer is located behind left side of instrument panel, right of steering column. Air valves
in A/C system are operated by electrical solenoids in A/C-heater programmer and actuators, located near air
valves. Solenoids are commanded ON or OFF depending on mode selected by driver. When a mode is selected,
signal is sent to A/C-heater programmer. A/C-heater programmer then energizes solenoids, allowing vacuum to
vacuum actuators to move air valves.

AIR MIX DOOR ACTUATOR

Air mix door actuator is electrically controlled. Valve is in cold position when cold temperature is selected,
preventing air from blowing through heater core. When temperature other than cold is selected, air mix door
partially or fully opens, allowing some or all of the air to flow through heater core.

FRONT & REAR MODE VALVES

Front and rear mode valves determine whether air flows to heater outlets, A/C-defrost outlets, or both. Position
of valves is determined by mode selected by driver.

IN-CAR TEMPERATURE SENSOR

In-car temperature sensor is located in air conditioning outlet, front of passenger seat. It senses temperature of
air inside vehicle. Sensor generates a low current signal corresponding with actual in-car temperature. Signal is
fed to A/C-heater control panel, which controls blower speed and temperature door position to obtain desired
temperature.

OUTSIDE TEMPERATURE SENSOR

Outside temperature sensor is located on right side of radiator upper support. It senses temperature of outside air
temperature. Sensor generates a low current signal, directly proportional to actual outside temperature.

RECIRCULATION VALVE

Recirculation valve is open in most operating modes permitting outside air to enter plenum. Valve is closed in
recirculation mode and at temperature setting of 60°F (15°C). When closed, air from inside vehicle is
recirculated for maximum cooling.

SETTING TEMPERATURE

To set temperature, press "TEMP SET" up or down button until desired temperature is displayed on A/C-heater
control panel. Down arrow will lower temperature to 65°F (18°C). If down arrow is pressed again, set
temperature will lower to 60°F (15°C) and maximum cooling is provided.

Up arrow will raise temperature to 85°F (29°C). If up arrow is pressed again, set temperature will increase to
90°F (32°C) and maximum heating is provided.

SUN LOAD SENSOR

Sun load sensor is located under windshield, mounted on instrument panel grille. Sensor measures amount of
heat generated from sun shining on vehicle.
SELF-DIAGNOSTICS
If a system fault is detected, Light Emitting Diode (LED) of mode system is in will flash at a rate of 60 times a
minute. Fault code will then be stored.

ENTERING SELF-DIAGNOSTICS

To enter self-diagnostics, press and hold fan up and down arrow at same time for approximately 5 seconds.
Liquid Crystal Display (LCD) will show "-00." Press "AUTO" and LCD will show fault codes stored in system.

When in diagnostic mode, it is possible to check several different system parameters (circuits or systems). This
is done by pressing either fan up or down arrow button. Once parameter to be checked is chosen, press fan
"AUTO" button and a diagnostic value will be displayed on LCD. Refer to ELECTRONIC CLIMATE
CONTROL PARAMETERS in Fig. 3 .
Fig. 3: Electronic Climate Control Parameters
Courtesy of GENERAL MOTORS CORP.

TROUBLE CODE DESCRIPTIONS

NOTE: For diagnosis of ECC system trouble codes, refer to TROUBLE SHOOTING
FLOW CHARTS at end of this article.

TROUBLE CODES
Code Number Symptom
00 Not Used
01 Air Mix Door Actuator Circuit Fault
02 Air Mix Door Actuator Circuit Fault
03 Outside Temperature Sensor Circuit Open
04 Outside Temperature Sensor Circuit Short
05 In-Car Temperature Sensor Circuit Open
06 In-Car Temperature Sensor Circuit Shorted
07 Solar (Sun) Load Sensor Open
08 Solar (Sun) Load Sensor Shorted
09 Low Freon Detected
10 Or "___" UART Or E & C Bus Failure

BLOWER MOTOR DIAGNOSTIC TEST

NOTE: Perform PRELIMINARY CHECK before proceeding with blower motor

diagnostics.

Preliminary Check

1. Check for an open "CTSY," "A/C," or A/C underhood fuse. Check blower motor and blower power
module for corrosion on connector terminals.
2. Check for an open fusible link at blower control (power) module terminal "B". Ensure blower control
(power) module and blower motor grounds are clean and tight.
3. If blower motor runs at high speed or runs when A/C-heater control is in "OFF" mode, check for an open
A/C underhood fuse. If blower motor is noisy, replace blower motor. If problem cannot be detected
during preliminary checks, proceed with blower motor diagnostics.

Blower Motor Will Not Run

Refer to CHART 1, BLOWER MOTOR WILL NOT RUN under GENERAL MOTORS TROUBLE
SHOOTING at end of this article. See Fig. 16 .

Blower Motor Turns On, But Cannot Be Controlled

Refer to CHART 2, BLOWER MOTOR TURNS ON, BUT CANNOT BE CONTROLLED under GENERAL
MOTORS TROUBLE SHOOTING at end of this article. See Fig. 17 .

Blower Motor Runs at All Times

Refer to CHART 3, BLOWER MOTOR RUNS AT ALL TIMES under GENERAL MOTORS TROUBLE
SHOOTING at end of this article. See Fig. 18 .

COMPRESSOR CLUTCH DIAGNOSTIC TEST

NOTE: Perform PRELIMINARY CHECK before proceeding with compressor clutch

 diagnostics.

Preliminary Check

1. If A/C compressor clutch engages, but only warm air is delivered, disconnect negative battery cable for
15 seconds before attempting further diagnosis. Reconnect negative battery cable.
2. This will reset A/C-heater programmer and may correct problem. Ensure A/C compressor clutch
connector terminals and system grounds are tight and free of corrosion.
3. Check A/C system for full refrigerant charge. If no problems can be found during preliminary checks,
proceed with compressor clutch diagnostics. If A/C-heater control panel or A/C-heater programmer are
completely inoperative, go to A/C-HEATER CONTROL PANEL (HEAD) TEST.

A/C Compressor Clutch Always Engaged

Refer to CHART 4, A/C COMPRESSOR CLUTCH ALWAYS ENGAGED under GENERAL MOTORS
TROUBLE SHOOTING at end of this article. See Fig. 19 .

A/C Compressor Clutch Will Not Engage

Refer to CHART 5, A/C COMPRESSOR CLUTCH WILL NOT ENGAGE under GENERAL MOTORS
TROUBLE SHOOTING at end of this article. See Fig. 20 .

A/C Compressor Clutch Engages In Non-A/C Or Defrost Mode, Or Engages In Some But Not All A/C Modes

Refer to CHART 6, A/C COMPRESSOR CLUTCH ENGAGES IN NON-A/C OR DEFROST MODE, OR

ENGAGES IN SOME BUT NOT ALL A/C MODES under GENERAL MOTORS TROUBLE SHOOTING at
end of this article. See Fig. 21 .

A/C-HEATER CONTROL PANEL (HEAD) TEST

NOTE: Perform preliminary check before proceeding with A/C-heater control panel
(head) testing.

Preliminary Check

1. If A/C-heater control panel or A/C-heater programmer are completely inoperative, disconnect negative
battery cable for 15 seconds. Reconnect negative battery cable.
2. This may correct problem. If not, disconnect radio control panel connector "C1." If A/C-heater control
panel or A/C-heater programmer now operate, replace radio control panel.
3. If problem still exists, go to TEST A, A/C-HEATER CONTROL PANEL (HEAD) OR PROGRAMMER
INOPERATIVE under GENERAL MOTORS TROUBLE SHOOTING at end of this article. See Fig. 22 .

REMOVAL & INSTALLATION

A/C-HEATER CONTROL PANEL R & I
Removal & Installation

1. Disconnect negative battery cable. Remove instrument panel trim plate and upper trim pad assembly.
2. Remove screws securing A/C-heater control panel. Remove A/C-heater control panel by tipping control
panel face forward and disconnecting electrical connector. To install, reverse removal procedure.

ACCUMULATOR R & I

Removal & Installation

1. Disconnect negative battery cable. Discharge A/C system using approved refrigerant recovery/recycling
equipment. Remove air intake duct. Remove accumulator and compressor hose from accumulator.
2. Loosen accumulator bracket clamp bolt and remove accumulator from bracket. Drain oil from
accumulator and measure quantity. To install, reverse removal procedure.
3. Tighten accumulator bracket clamp bolt to 44 INCH lbs. (6 N.m). Refill accumulator with quantity of oil
equal to that measured during disassembly plus 2 ounces. Evacuate and recharge system. Check for leaks.

BLOWER MOTOR R & I

Removal & Installation

1. Disconnect negative battery cable. Remove front wheelwell rear panel and set wheelwell aside. Remove
blower motor cooling tube. Remove relay.
2. Remove screws and blower motor. Remove impeller from blower motor shaft. To install, reverse removal
procedure.

CONDENSER R & I

Removal & Installation

1. Disconnect negative battery cable. Drain radiator. Discharge A/C system using approved refrigerant
recovery/recycling equipment. Remove upper fan shroud. Disconnect compressor and evaporator hose
fitting at condenser. Remove condenser.
2. To install, reverse removal procedure. Install new "O" rings on fittings. Evacuate and recharge A/C
system. Tighten evaporator hose to condenser fitting to 12 ft. lbs. (16 N.m). Tighten compressor hose to
condenser fitting to 30 ft. lbs. (40 N.m).

EVAPORATOR CORE R & I

Removal & Installation

1. Disconnect negative battery cable. Drain cooling system. Discharge A/C system using approved
refrigerant recovery/recycling equipment. Remove front wheelwell rear panel and seal.
2. Remove blower motor resistor electrical connector. Remove evaporator outlet hose. Disconnect pressure
cycling switch electrical connector. Remove pressure cycling switch.
3. Disconnect heater hoses. Remove heater hose bracket at inner fender. Disconnect inlet hose at evaporator
 and remove hose bracket at inner fender. Remove nuts and bolts retaining evaporator module to firewall.
4. Split evaporator case halves and remove evaporator core. To install, reverse removal procedure. Clean
cover mating surfaces. Install cover with new evaporator on bulkhead studs. Fill cooling system.
Evacuate and recharge A/C system. Check for leaks.

Fig. 4: Exploded View Of Evaporator Core Assembly

Courtesy of GENERAL MOTORS CORP.

HEATER CORE R & I

Removal & Installation

1. Remove instrument panel upper trim pad. Drain cooling system. Remove in-car temperature sensor
aspirator hose and electrical connector.
2. Remove floor heat deflector screws. Remove right knee bolster brace. Remove floor heat deflector.
Remove relays from relay bracket. Loosen nuts retaining wiring harness retainer to radio receiver.
3. Slide wiring harness retainer from radio receiver. Remove harness from wiring harness retainer. Remove
wiring harness retainer. Remove carrier nuts from right pillar.
4. Remove relay bracket. Remove passenger knee bolster brace attachments. Disconnect side window
 defroster duct clip and duct hose from knee bolster brace. Pull carrier back and remove passenger knee
bolster brace.
5. Disconnect electrical connectors from radio receiver. Disconnect cruise control module electrical
connector. Remove screws attaching side window defroster duct to rear of heater case.
6. Remove fuse block from carrier. Remove vacuum hose from actuator. Remove harness from retainer clip
on bottom of rear heater case. Disconnect side window defroster center duct in heater case.
7. Remove rear heater case screws. Remove rear heater case half. Remove cooling system reservoir.
Disconnect heater hoses from heater core. Remove heater core from case. To install, reverse removal
procedure. Fill cooling system. Check for leaks.

Fig. 5: Exploded View Of Heater Core Assembly

Courtesy of GENERAL MOTORS CORP.

HEATER CORE CASE R & I

Removal & Installation

1. Remove heater core. See HEATER CORE under REMOVAL & INSTALLATION. Remove evaporator
core to gain access to front half of heater core case attachments on front of plenum.
2. See EVAPORATOR CORE under REMOVAL & INSTALLATION. Remove front half of heater core
case. To install, reverse removal procedure.

IN-CAR TEMPERATURE SENSOR R & I

Removal & Installation

1. Disconnect negative battery cable. Remove glove box. Remove bolts retaining in-car temperature sensor
to instrument panel carrier.
 2. Remove aspirator hose from sensor. Remove electrical connector. Remove in-car temperature sensor. To
install, reverse removal procedure. Tighten sensor bolts to 12 INCH lbs. (1.4 N.m).

ORIFICE TUBE R & I

Removal & Installation

1. Discharge A/C system using approved refrigerant recovery/recycling equipment. Disconnect evaporator
inlet hose from evaporator. Remove orifice tube from evaporator inlet hose.
2. To install, reverse removal procedure. Evacuate and recharge A/C system. Check for leaks.

OUTSIDE TEMPERATURE SENSOR R & I

Removal & Installation

1. Disconnect negative battery cable. Disconnect outside temperature sensor connector. Remove bolt
securing sensor to radiator upper support.
2. Remove sensor by pulling wire and grommet through grommet opening in radiator upper support. To
install, reverse removal procedure. Tighten outside temperature sensor bolt to 17 INCH lbs. (1.9 N.m).

A/C-HEATER PROGRAMMER R & I

Removal & Installation

1. Disconnect negative battery cable. Remove instrument panel left sound insulator. Remove A/C-heater
programmer electrical connector. Remove the air valve actuator vacuum harness assembly. See Fig. 6 .
2. Remove A/C-heater programmer attaching screws. Remove A/C-heater programmer. To install, reverse
removal procedure. Tighten A/C-heater programmer screws to 17 INCH lbs. (1.9 N.m).
Fig. 6: A/C-Heater Case Assembly
Courtesy of GENERAL MOTORS CORP.
SUN LOAD SENSOR R & I

Removal & Installation

1. Disconnect negative battery cable. Remove instrument grille from instrument panel.
2. Remove sun load sensor from instrument panel wiring harness. Remove sun load sensor from instrument
panel grille. To install, reverse removal procedure.

AIR MIX DOOR ACTUATOR R & I

CAUTION: DO NOT operate air mix door actuator when removed from heater core
case. Doing so may cause damage to air mix door actuator.

Removal & Installation

1. Disconnect negative battery cable. Remove heater core case. See HEATER CORE CASE under
REMOVAL & INSTALLATION.
2. Remove air mix door actuator electrical connector and motor from heater core case. To install, reverse
removal procedure.

CODE 01 - AIR MIX DOOR ACTUATOR CIRCUIT FAULT

Feedback Potentiometer (POT) sensor measures position of air mix door. A/C-heater programmer uses this
information to drive air mix valve motor. Low feedback voltage represents hot air mix door position and high
feedback voltage represents cold air mix door position. If Codes 01, 05 and 02 are set, A/C-heater programmer
will enter a default value of 128 counts (mid position), so driver may still control full hot and full cold positions.

CAUTION: DO NOT attempt to cycle air mix door motor, if removed from heater case.
Permanent damage to motor can result. Also, the A/C-heater programmer
logic will be lost if courtesy fuse, radio fuse or negative battery cable are
removed with ignition switch in "ON" position.

Air mix motor door will not go to hot or cold position when A/C-heater programmer commands it, causing
A/C-heater programmer to see low or high voltage feedback from POT.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test eliminates possibility of false code being set. With ignition switch in "OFF" position, remove
courtesy fuse, radio fuse or negative battery cable and install after 15 seconds. This will clear A/C-heater
programmer memory.
2. If temperature will not vary manually to full hot or full cold position, air mix motor is not functioning.
Refer to step 6).
3. If new blower motor was installed or air mix door disturbed, A/C-heater programmer will need to be
recalibrated due to previous measured position tripping Code 01 or 02.
4. This test will determine if an open exists in 5-volt reference or A/C-heater programmer is malfunctioning.
5. This test will determine if air mix valve feedback is present and within parameter. If voltage is not
present, circuits No. 733, 154 or POT may be open. If open is not located, check ground circuit No. 154
for short.
6. If return voltage was in 0 to 5 volts range for air mix valve feedback, manually move door while
monitoring voltage.
7. This step will determine if mix motor circuits No. 909 and No. 910 are open, or if one circuit is shorted
keeping door from moving.
Fig. 7: Flow Chart (1 of 2) - Code 01, Air Mix Door Actuator Circuit Fault
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Flow Chart (2 of 2) - Code 01, Air Mix Door Actuator Circuit Fault
Courtesy of GENERAL MOTORS CORP.

CODE 02 - AIR MIX DOOR ACTUATOR CIRCUIT FAULT

Feedback Potentiometer (POT) sensor measures position of air mix door. Heater and A/C-heater programmer
uses this information to drive air mix valve motor. Low feedback voltage represents hot air mix door position
and high feedback voltage represents cold air mix door position. If Codes 01, 05 and 02 are set, A/C-heater
programmer will enter a default value of 128 counts (mid position), so driver may still control full hot and full
cold positions.
 CAUTION: DO NOT attempt to cycle air mix door motor if removed from heater case.
Permanent damage to motor may result. Also, the A/C-heater programmer
logic will be lost if courtesy and radio fuses or negative battery cable are
removed with ignition switch in "ON" position.

Air mix motor door will not go to hot or cold position when A/C-heater programmer commands it, causing
A/C-heater programmer to see low or high voltage feedback from POT.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test eliminates possibility of a false code being set. With ignition off, remove courtesy fuse, radio
fuses or negative battery cable and install after 15 seconds. This will clear A/C-heater programmer
memory.
2. If new blower motor was installed or air mix door disturbed, A/C-heater programmer will have to be
recalibrated due to previous measured position and new position tripping Code 01 or 02.
3. This test will determine if short is in POT circuit, intermittent or mix door is not functioning causing
code.
Fig. 9: Code 02, Air Mix Door Actuator Circuit Fault
Courtesy of GENERAL MOTORS CORP.
CODE 03 - OUTSIDE TEMPERATURE SENSOR CIRCUIT OPEN

Outside temperature sensor is a thermistor that controls signal voltage to A/C-heater programmer. A/C-heater
programmer supplies and monitors voltage (about 5 volts reference) on circuit No. 735 to sensor. When outside
(ambient) air temperature is cold, sensor resistance is high and A/C-heater programmer will see a high signal
voltage. If outside (ambient) air temperature is hot, sensor resistance is low and A/C-heater programmer will see
a low voltage.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test will determine if A/C-heater programmer has defaulted to default value of 128 counts at 50°F
(10°C) and Code 03 is set.

NOTE: Code 03 will set if high resistance (open) is present for more than 1.6
seconds.

2. This test will determine if inside temperaure sensor is within its correct range. Since resistance varies with
temperature, refer to OUTSIDE TEMPERATURE SENSOR table.
3. Pointer -03 will also display counts from outside temperature sensor and should be close to resistance
value. See OUTSIDE TEMPERATURE SENSOR TABLE. If not close to resistance values, check for
open or short.
4. This test will determine if malfunction is intermittent or open is present in 5-volt reference to sensor.
Check terminal "D16". If voltage is not present, replace A/C-heater programmer.

Diagnostic Aids

If Code 03 is not displayed in parameter "-00" or no malfunction is found in steps 1) through 4), check for
opens and grounds in harness. If no opens can be found (128 counts), monitor sensor at maximum cold and hot
interior temperature while driving vehicle. Replace outside temperature sensor if out of parameter. If sensor is
in parameter, replace A/C-heater programmer.
Fig. 10: Flow Chart - Code 03, Outside Temperature Sensor Circuit Open
Courtesy of GENERAL MOTORS CORP.

CODE 04 - OUTSIDE TEMPERATURE SENSOR CIRCUIT SHORTED

Outside temperature sensor is a thermistor that controls signal voltage to A/C-heater programmer. The A/C-
heater programmer supplies a voltage (about 5 volts/reference) on circuit No. 735 to sensor. When outside
(ambient) air temperature is cold, sensor (thermistor) resistance is high. Therefore, A/C-heater programmer will
see a high signal voltage. If outside (ambient) air temperature is high, sensor (thermistor) resistance is low.
Therefore, A/C-heater programmer will see a low voltage.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test will determine if A/C-heater programmer has defaulted to default value of 128 counts at 50°F
(10°C). Code 04 will set if low resistance (short) is present for more than 1.6 seconds.
2. This test will determine if outside temperature sensor is within its range. Since resistance varies with
temperature, refer to OUTSIDE TEMPERATURE SENSOR table.
3. This test will determine if short to power or ground exists in 5-volt reference wire.
4. This test will determine if A/C-heater programmer is functioning properly. With sensor harness
disconnected, outside temperature sensor open Code 03 should set.
5. A 12-volt short to power caused an open in circuit No. 154 (sensor ground) and grounding through 5-volt
reference (circuit No. 735).

Diagnostic Aids

If Code 04 is not set, check resistance (or counts) of sensor hot and cold. Compare reading with OUTSIDE
TEMPERATURE SENSOR table. Replace sensor if out of parameter. If sensor is within parameter carefully
check harness and connections for short to power or ground in circuit No. 735.
Fig. 11: Flow Chart - Code 04, Outside Temperature Sensor Circuit Short
Courtesy of GENERAL MOTORS CORP.

CODE 05 - IN-CAR TEMPERATURE SENSOR CIRCUIT OPEN

In-car temperature sensor is a thermistor to control signal voltage to heater and A/C-heater programmer. A/C-
heater programmer supplies voltage (about 5 volts/reference) to sensor circuit No. 734. When inside
temperature is cold, sensor (thermistor) resistance is high. Therefore, A/C-heater programmer will see a high
signal voltage. If inside air temperature is high, sensor (thermistor) resistance is low. Therefore, heater and A/C-
heater programmer will see a low voltage.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test will determine if A/C-heater programmer has defaulted to a default value of 128 counts 75°F
(24°C) and Code 05 will set if:
A high resistance (open) is present for more than 1.6 seconds.
The A/C-heater programmer detects a large change in resistance in a short period of time, based on
the A/C-heater programmer's error program.
2. This test will determine if in-car temperature sensor is within a correct range. Since resistance varies with
temperature, refer to INSIDE TEMPERATURE SENSOR table.
3. This test will determine if an open is present in sensor ground circuit.
4. This test will determine if malfunction is intermittent or open is present in 5-volt reference to sensor.
Terminal "D15" should be checked. If no voltage is present, replace A/C-heater programmer.

Diagnostic Aids

If Code 05 is not displayed in parameter "-00" or if no malfunction is found during Steps 1) through 4), monitor
counts in pointer -02 while checking for open and grounds in harness by moving harness. If no opens can be
found (248 counts), monitor sensor at maximum cold and hot interior temperature while driving vehicle.
Replace sensor if out of parameter.
Fig. 12: Flow Chart - Code 05, In-Car Temp Sensor Circuit Open
Courtesy of GENERAL MOTORS CORP.

CODE 06 - IN-CAR TEMPERATURE SENSOR CIRCUIT SHORTED

In-car temperature sensor is a thermistor to control signal voltage to A/C-heater programmer. A/C-heater
programmer supplies voltage (about 5 volts/reference) to sensor circuit No. 734. When inside car temperature is
cold, sensor (thermistor) resistance is high. Therefore, A/C-heater programmer will see a high signal voltage. If
inside air temperature is high, sensor (thermistor) resistance is low. Therefore, A/C-heater programmer will see
a low voltage.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test will determine if A/C-heater programmer defaulted to a default value of 128 counts 75°F (24°C)
and Code 06 will set if:
A low resistance (short) is present for more than 1.6 seconds.
A/C-heater programmer detects a large change in resistance in a short period of time, based on
A/C-heater programmer's error program.
2. This test will determine if in-car temperature sensor is within its parameter. Since resistance varies with
temperature, refer to INSIDE TEMPERATURE SENSOR table.
3. This test will determine if short to power or ground exists in 5-volt reference wire.
4. This test will determine if A/C-heater programmer is functioning properly. With harness disconnected,
sensor open Code 05 should set.

Diagnostic Aids

If Code 06 is not set, check resistance (or counts) of sensor when hot and cold. Compare reading with INSIDE
TEMPERATURE SENSOR table. If sensor is out of range when hot or cold, replace sensor.

If sensor is within range, carefully check harness and connections for short to power in circuit No. 734 or circuit
No. 154.
Fig. 13: Flow Chart - Code 06, In-Car Temp Sensor Circuit Shorted
Courtesy of GENERAL MOTORS CORP.

CODES 07 & 08 - SUNLOAD SENSOR OPEN (CODE 07) OR SHORTED (CODE 08)

Solar sensor is a reverse bias photo diode that measures sun load. In "AUTO" mode, sun load sensor is an input
to control air delivery, heater or bi-level.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test will determine if 5-volt reference is available to sensor. If not, an open or short in circuit No.
590 or A/C-heater programmer is at fault.
2. This test will determine if sensor ground circuit is open.
3. This test will determine if short to 5-volt reference is present in ground circuit, causing an open Code 07
(no current flow).

Diagnostic Aids

Bright sunlight will cause low counts and darkness will produce high counts, in parameter -04.
Fig. 14: Flow Chart - Code 07 & 08, Sun Load Sensor Open (07) & Shorted (08)
Courtesy of GENERAL MOTORS CORP.
CODE 09 - LOW FREON DETECTED

In CCOT air conditioning system, a cycling low side pressure switch informs A/C-heater programmer via
Central Control Module (CCM) of direct operating condition of compressor (cycling). When refrigeration
system becomes low on freon, ON/OFF frequency of cycling switch increases. If compressor on-time becomes
too short, A/C-heater programmer will trip a flag (flash LED) and shut compressor off until system is
recharged/repaired and battery reset.

It is possible for A/C-heater programmer logic to be lost if 15-amp "CTSY" (courtesy) fuse, 10-amp radio fuse,
or negative battery cable are installed with ignition switch in "ON" position.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This validates need for further system testing by removing 15-amp "CTSY" (courtesy) fuse, 10-amp radio
fuse, or removing negative battery cable and installing after 15 seconds to clear a possible false code.
2. Code 09 indicates A/C system is low on refrigerant. Add one pound. Leak check system. If no leak is
found, proceed to Step 3).
3. This step will charge system as necessary, so clutch cycles can be monitored. If system is properly
charged, excess cycling is usually due to plugged orifice. If clutch will not engage, connect a jumper wire
across pressure cycling switch connector to check for an open. Compressor clutch should engage.
4. If inlet is colder than outlet and system is still not cooling after adding second pound of R-12, check for
plugged orifice.
5. This test will determine if adequate freon charge is in system. If inlet and outlet pipes are at same
temperature, system needs another pound of refrigerant.

Diagnostic Aids

If A/C system pressures are in range after referring to GENERAL MOTORS TROUBLE SHOOTING under
MANUAL A/C-HEATER SYSTEMS section and Code 09 is still present, problem exists in driveability or
emissions.
Fig. 15: Flow Chart - Code 09, Low Freon Detected
Courtesy of GENERAL MOTORS CORP.

CODE 10 OR "- - -", UNIVERSAL ASYNCHRONOUS RECEIVER/TRANSMITTER (UART) OR "E"

& "C" BUSS FAILURE
The Universal Asynchronous Receiver/Transmitter (UART) is composed of two serial data lines leading from
Central Control Module (CCM) to A/C-heater programmer. Data is sent and received by both A/C-heater
programmer and CCM. UART information is sent by A/C-heater programmer to A/C-heater control panel over
"E" and "C" bus (Entertainment and Comfort Data Line).

Code 10 indicates A/C-heater programmer perceives a fault in serial data it is receiving. Check for short or open
in UART data lines to CCM.

Three dashes "- - -" displayed by A/C-heater control panel indicates E and C bus failure has occurred. Check for
an open in circuit between A/C-heater programmer and A/C-heater control panel, or short in data line output
from A/C-heater programmer.

Fig. 16: Code 10 Or "- - -", UART Or "E" & "C" Buss Ckt Schematic
Courtesy of GENERAL MOTORS CORP.

CHART 1 - BLOWER MOTOR WILL NOT RUN

Fig. 17: Flow Chart 1 - (1 of 2), Blower Motor Will Not Run
Courtesy of GENERAL MOTORS CORP.
Fig. 18: Flow Chart 1 - (2 of 2), Blower Motor Will Not Run
Courtesy of GENERAL MOTORS CORP.

CHART 2 - BLOWER MOTOR TURNS, BUT CANNOT BE CONTROLLED

Fig. 19: Flow Chart 2, Blower Motor Turns On, But Cannot Be Controlled
Courtesy of GENERAL MOTORS CORP.

CHART 3 - BLOWER MOTOR RUNS ALL THE TIME

Fig. 20: Flow Chart 3, Blower Motor Runs At All Times
Courtesy of GENERAL MOTORS CORP.

CHART 4 - A/C COMPRESSOR CLUTCH ALWAYS ENGAGED

Fig. 21: Flow Chart 4 (1 of 2), Compressor Clutch Always Engaged
Courtesy of GENERAL MOTORS CORP.
Fig. 22: Flow Chart 4 (2 of 2), Compressor Clutch Always Engaged
Courtesy of GENERAL MOTORS CORP.

CHART 5 - A/C COMPRESSOR CLUTCH WILL NOT ENGAGE

Fig. 23: Chart 5 (1 of 3), A/C Compressor Clutch Will Not Engage
Courtesy of GENERAL MOTORS CORP.
Fig. 24: Chart 5 (2 of 3), A/C Compressor Clutch Will Not Engage
Courtesy of GENERAL MOTORS CORP.
Fig. 25: Chart 5 (3 of 3), A/C Compressor Clutch Will Not Engage
Courtesy of GENERAL MOTORS CORP.

CHART 6 - A/C COMPRESSOR CLUTCH ENGAGES IN NON-A/C OR DEFROST MODE, OR

ENGAGES IN SOME, BUT NOT ALL A/C MODES
Fig. 26: Flow Chart 6, A/C Compressor Clutch Engages Sometimes
Courtesy of GENERAL MOTORS CORP.

TEST A - A/C-HEATER CONTROL PANEL OR PROGRAMMER INOPERATIVE

Fig. 27: Test A (1 of 3), A/C-Heater Control Panel Or Programmer Inoperative
Courtesy of GENERAL MOTORS CORP.
Fig. 28: Test A (2 of 3), A/C-Heater Control Panel Or Programmer Inoperative
Courtesy of GENERAL MOTORS CORP.
Fig. 29: Test A (3 of 3), A/C-Heater Control Panel Or Programmer Inoperative
Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAMS
Fig. 30: Electronic Climate Control Wiring Diagram (Corvette)
 A/C-HEATER SYSTEM - AUTOMATIC

AUTOMATIC A/C-HEATER SYSTEMS General Motors Passenger Cars

A/C SYSTEM SPECIFICATIONS

A/C SYSTEM SPECIFICATIONS
Application Specification
Compressor Type Nippondenso 10PA20 (10 Cyl.)
Compressor Belt Tension (1)

Refrigerant (R-12) Capacity 36 oz. (1.02 kg)

System Oil Capacity 8.0 oz. (236 cc)
System Operating Pressures (2)
High 235 psi (16.5 kg/cm2 )
Low 32 psi (2.2 kg/cm2 )
(1) No adjustment is necessary. Belt tension is maintained automatically by a spring-tensioned idler
pulley.
(2) Approximate operating pressures with ambient temperature of 80°F (27°C).

DESCRIPTION

CAUTION: When discharging air conditioning system, use only approved refrigerant
recovery/recycling equipment. Make every attempt to avoid discharging
refrigerant into the atmosphere.

Electronic Climate Control (ECC) system uses an electrically-operated, rheostat-controlled motor to position
temperature door actuator. The ECC system electrically activates "AUTO," "BI-LEV," "ECON," "HTR," and
defrost modes through use of vacuum solenoids in A/C-heater programmer.

ECC system components include: A/C-heater control panel, blower control module, in-car temperature sensor,
outside (ambient) temperature sensor, air distribution assembly (containing airflow control valves), evaporator,
and heater core.

Combined with Cycling Clutch Orifice Tube (CCOT) system, A/C-heater control panel regulates blower fan
motor speed and generates command signals to A/C-heater programmer and blower control module. The CCOT
refrigeration system is the same as General Motors vehicles with manual A/C-heater systems.

OPERATION
A/C DEFROST VALVE

The A/C defrost valve controls air flow to defrost outlets or A/C outlets.
A/C-HEATER CONTROL PANEL

The A/C-heater control panel consists of electronic circuit boards housed in a plastic box, attached to instrument
panel. Pressure sensitive, low current buttons on A/C-heater control panel are used to control operation of
automatic A/C-heater system. A Light Emitting Diode (LED) indicator goes on when an operating mode button
is pressed. By pressing specific buttons, driver selects desired operating mode or temperature setting.

"OFF" Mode

In "OFF" mode, fan motor and A/C compressor will not run. Air will flow through vents when car is moving.

"AUTO" Mode

In "AUTO" mode, temperature is controlled automatically by ECC system. The ECC System will adjust to
temperature range selected by driver. Fan motor will vary its speed automatically unless it is changed by
pressing down or up arrow buttons.

Recirculate Mode

In recirculate mode, maximum cooling is provided by recirculating passenger compartment air and distributing
it through instrument panel outlets. If outside temperature sensor detects ambient temperature of less than 40°F
(4°C), Light Emitting Diode (LED) will light above recirculation button. LED will light for approximately 1
second and system will then switch to "AUTO" mode and corresponding LED will light. Recirculation mode
will not operate under 40°F (4°C).

Bi-Level Mode

When in bi-level mode, system will let air into vehicle only through bi-level, heater and A/C outlets. Fan motor
speed is controlled by input signals from Central Control Module (CCM) and individual sensors. It also
operates to defog side windows. Fan motor can be adjusted by pressing down or up arrow buttons.

Vent Mode

In vent mode, compressor will not run. System will adjust to temperature selected by driver, but cannot cool
inside vehicle temperature cooler than outside temperature. Fan motor speed is automatically controlled, unless
fan speed is changed by pressing down or up arrow button.

Heater Mode

In heater mode, most air entering vehicle is forced to floor with a small amount directed to defroster outlets. Fan
motor speed is automatically controlled, unless fan speed is changed by pressing down or up arrow button. In-
car temperature setting will adjust to temperature setting selected by driver, unless setting is below outside
temperature.

Defogger Mode

To enter defogger mode, defrost and heater buttons must be depressed simultaneously. Upon entry, both Light
Emitting Diode (LED) lights will illuminate and air will flow between defroster and floor outlets.
Defogger/Defroster Mode

In defogger/defroster mode, all air is forced to windshield. Fan motor speed will run at a fixed high speed with
no delay. After start-up, high fan motor speed can be readjusted by pressing down arrow or "AUTO" button.

Rear Defogger/Defroster Mode

When in this mode, driver may defrost or defog rear window and activate heated mirrors (if equipped). Rear
defogger/defroster mode will not operate unless ignition is on and engine is running.

Fan Speed

When fan "AUTO" button is pressed, fan speed is controlled automatically by ECC system. To override
automatic fan speed control, press fan up or down button. Upon pressing either button, Liquid Crystal Display
(LCD) on A/C-heater control panel will show blower symbol and current fan speed. There are 10 fan speed
numbers representing fan speed range.

Outside Heated Mirrors Mode

This mode will operate heated mirrors (convertible models). First time button is pressed, system will run for
approximately 10 minutes, then shut off.
Fig. 1: A/C-Heater Control Panel
Courtesy of GENERAL MOTORS CORP.
Fig. 2: A/C-Heater Control Panel System Response
Courtesy of GENERAL MOTORS CORP.

A/C-HEATER PROGRAMMER

The A/C-heater programmer is located behind left side of instrument panel, right of steering column. Air valves
in A/C system are operated by electrical solenoids in A/C-heater programmer and actuators, located near air
valves. Solenoids are commanded ON or OFF depending on mode selected by driver. When a mode is selected,
signal is sent to A/C-heater programmer. A/C-heater programmer then energizes solenoids, allowing vacuum to
vacuum actuators to move air valves.

AIR MIX DOOR ACTUATOR

Air mix door actuator is electrically controlled. Valve is in cold position when cold temperature is selected,
preventing air from blowing through heater core. When temperature other than cold is selected, air mix door
partially or fully opens, allowing some or all of the air to flow through heater core.

FRONT & REAR MODE VALVES

Front and rear mode valves determine whether air flows to heater outlets, A/C-defrost outlets, or both. Position
of valves is determined by mode selected by driver.

IN-CAR TEMPERATURE SENSOR

In-car temperature sensor is located in air conditioning outlet, front of passenger seat. It senses temperature of
air inside vehicle. Sensor generates a low current signal corresponding with actual in-car temperature. Signal is
fed to A/C-heater control panel, which controls blower speed and temperature door position to obtain desired
temperature.

OUTSIDE TEMPERATURE SENSOR

Outside temperature sensor is located on right side of radiator upper support. It senses temperature of outside air
temperature. Sensor generates a low current signal, directly proportional to actual outside temperature.

RECIRCULATION VALVE

Recirculation valve is open in most operating modes permitting outside air to enter plenum. Valve is closed in
recirculation mode and at temperature setting of 60°F (15°C). When closed, air from inside vehicle is
recirculated for maximum cooling.

SETTING TEMPERATURE

To set temperature, press "TEMP SET" up or down button until desired temperature is displayed on A/C-heater
control panel. Down arrow will lower temperature to 65°F (18°C). If down arrow is pressed again, set
temperature will lower to 60°F (15°C) and maximum cooling is provided.

Up arrow will raise temperature to 85°F (29°C). If up arrow is pressed again, set temperature will increase to
90°F (32°C) and maximum heating is provided.

SUN LOAD SENSOR

Sun load sensor is located under windshield, mounted on instrument panel grille. Sensor measures amount of
heat generated from sun shining on vehicle.
SELF-DIAGNOSTICS
If a system fault is detected, Light Emitting Diode (LED) of mode system is in will flash at a rate of 60 times a
minute. Fault code will then be stored.

ENTERING SELF-DIAGNOSTICS

To enter self-diagnostics, press and hold fan up and down arrow at same time for approximately 5 seconds.
Liquid Crystal Display (LCD) will show "-00." Press "AUTO" and LCD will show fault codes stored in system.

When in diagnostic mode, it is possible to check several different system parameters (circuits or systems). This
is done by pressing either fan up or down arrow button. Once parameter to be checked is chosen, press fan
"AUTO" button and a diagnostic value will be displayed on LCD. Refer to ELECTRONIC CLIMATE
CONTROL PARAMETERS in Fig. 3 .
Fig. 3: Electronic Climate Control Parameters
Courtesy of GENERAL MOTORS CORP.

TROUBLE CODE DESCRIPTIONS

NOTE: For diagnosis of ECC system trouble codes, refer to TROUBLE SHOOTING
FLOW CHARTS at end of this article.

TROUBLE CODES
Code Number Symptom
00 Not Used
01 Air Mix Door Actuator Circuit Fault
02 Air Mix Door Actuator Circuit Fault
03 Outside Temperature Sensor Circuit Open
04 Outside Temperature Sensor Circuit Short
05 In-Car Temperature Sensor Circuit Open
06 In-Car Temperature Sensor Circuit Shorted
07 Solar (Sun) Load Sensor Open
08 Solar (Sun) Load Sensor Shorted
09 Low Freon Detected
10 Or "___" UART Or E & C Bus Failure

BLOWER MOTOR DIAGNOSTIC TEST

NOTE: Perform PRELIMINARY CHECK before proceeding with blower motor

diagnostics.

Preliminary Check

1. Check for an open "CTSY," "A/C," or A/C underhood fuse. Check blower motor and blower power
module for corrosion on connector terminals.
2. Check for an open fusible link at blower control (power) module terminal "B". Ensure blower control
(power) module and blower motor grounds are clean and tight.
3. If blower motor runs at high speed or runs when A/C-heater control is in "OFF" mode, check for an open
A/C underhood fuse. If blower motor is noisy, replace blower motor. If problem cannot be detected
during preliminary checks, proceed with blower motor diagnostics.

Blower Motor Will Not Run

Refer to CHART 1, BLOWER MOTOR WILL NOT RUN under GENERAL MOTORS TROUBLE
SHOOTING at end of this article. See Fig. 16 .

Blower Motor Turns On, But Cannot Be Controlled

Refer to CHART 2, BLOWER MOTOR TURNS ON, BUT CANNOT BE CONTROLLED under GENERAL
MOTORS TROUBLE SHOOTING at end of this article. See Fig. 17 .

Blower Motor Runs at All Times

Refer to CHART 3, BLOWER MOTOR RUNS AT ALL TIMES under GENERAL MOTORS TROUBLE
SHOOTING at end of this article. See Fig. 18 .

COMPRESSOR CLUTCH DIAGNOSTIC TEST

NOTE: Perform PRELIMINARY CHECK before proceeding with compressor clutch

 diagnostics.

Preliminary Check

1. If A/C compressor clutch engages, but only warm air is delivered, disconnect negative battery cable for
15 seconds before attempting further diagnosis. Reconnect negative battery cable.
2. This will reset A/C-heater programmer and may correct problem. Ensure A/C compressor clutch
connector terminals and system grounds are tight and free of corrosion.
3. Check A/C system for full refrigerant charge. If no problems can be found during preliminary checks,
proceed with compressor clutch diagnostics. If A/C-heater control panel or A/C-heater programmer are
completely inoperative, go to A/C-HEATER CONTROL PANEL (HEAD) TEST.

A/C Compressor Clutch Always Engaged

Refer to CHART 4, A/C COMPRESSOR CLUTCH ALWAYS ENGAGED under GENERAL MOTORS
TROUBLE SHOOTING at end of this article. See Fig. 19 .

A/C Compressor Clutch Will Not Engage

Refer to CHART 5, A/C COMPRESSOR CLUTCH WILL NOT ENGAGE under GENERAL MOTORS
TROUBLE SHOOTING at end of this article. See Fig. 20 .

A/C Compressor Clutch Engages In Non-A/C Or Defrost Mode, Or Engages In Some But Not All A/C Modes

Refer to CHART 6, A/C COMPRESSOR CLUTCH ENGAGES IN NON-A/C OR DEFROST MODE, OR

ENGAGES IN SOME BUT NOT ALL A/C MODES under GENERAL MOTORS TROUBLE SHOOTING at
end of this article. See Fig. 21 .

A/C-HEATER CONTROL PANEL (HEAD) TEST

NOTE: Perform preliminary check before proceeding with A/C-heater control panel
(head) testing.

Preliminary Check

1. If A/C-heater control panel or A/C-heater programmer are completely inoperative, disconnect negative
battery cable for 15 seconds. Reconnect negative battery cable.
2. This may correct problem. If not, disconnect radio control panel connector "C1." If A/C-heater control
panel or A/C-heater programmer now operate, replace radio control panel.
3. If problem still exists, go to TEST A, A/C-HEATER CONTROL PANEL (HEAD) OR PROGRAMMER
INOPERATIVE under GENERAL MOTORS TROUBLE SHOOTING at end of this article. See Fig. 22 .

REMOVAL & INSTALLATION

A/C-HEATER CONTROL PANEL R & I
Removal & Installation

1. Disconnect negative battery cable. Remove instrument panel trim plate and upper trim pad assembly.
2. Remove screws securing A/C-heater control panel. Remove A/C-heater control panel by tipping control
panel face forward and disconnecting electrical connector. To install, reverse removal procedure.

ACCUMULATOR R & I

Removal & Installation

1. Disconnect negative battery cable. Discharge A/C system using approved refrigerant recovery/recycling
equipment. Remove air intake duct. Remove accumulator and compressor hose from accumulator.
2. Loosen accumulator bracket clamp bolt and remove accumulator from bracket. Drain oil from
accumulator and measure quantity. To install, reverse removal procedure.
3. Tighten accumulator bracket clamp bolt to 44 INCH lbs. (6 N.m). Refill accumulator with quantity of oil
equal to that measured during disassembly plus 2 ounces. Evacuate and recharge system. Check for leaks.

BLOWER MOTOR R & I

Removal & Installation

1. Disconnect negative battery cable. Remove front wheelwell rear panel and set wheelwell aside. Remove
blower motor cooling tube. Remove relay.
2. Remove screws and blower motor. Remove impeller from blower motor shaft. To install, reverse removal
procedure.

CONDENSER R & I

Removal & Installation

1. Disconnect negative battery cable. Drain radiator. Discharge A/C system using approved refrigerant
recovery/recycling equipment. Remove upper fan shroud. Disconnect compressor and evaporator hose
fitting at condenser. Remove condenser.
2. To install, reverse removal procedure. Install new "O" rings on fittings. Evacuate and recharge A/C
system. Tighten evaporator hose to condenser fitting to 12 ft. lbs. (16 N.m). Tighten compressor hose to
condenser fitting to 30 ft. lbs. (40 N.m).

EVAPORATOR CORE R & I

Removal & Installation

1. Disconnect negative battery cable. Drain cooling system. Discharge A/C system using approved
refrigerant recovery/recycling equipment. Remove front wheelwell rear panel and seal.
2. Remove blower motor resistor electrical connector. Remove evaporator outlet hose. Disconnect pressure
cycling switch electrical connector. Remove pressure cycling switch.
3. Disconnect heater hoses. Remove heater hose bracket at inner fender. Disconnect inlet hose at evaporator
 and remove hose bracket at inner fender. Remove nuts and bolts retaining evaporator module to firewall.
4. Split evaporator case halves and remove evaporator core. To install, reverse removal procedure. Clean
cover mating surfaces. Install cover with new evaporator on bulkhead studs. Fill cooling system.
Evacuate and recharge A/C system. Check for leaks.

Fig. 4: Exploded View Of Evaporator Core Assembly

Courtesy of GENERAL MOTORS CORP.

HEATER CORE R & I

Removal & Installation

1. Remove instrument panel upper trim pad. Drain cooling system. Remove in-car temperature sensor
aspirator hose and electrical connector.
2. Remove floor heat deflector screws. Remove right knee bolster brace. Remove floor heat deflector.
Remove relays from relay bracket. Loosen nuts retaining wiring harness retainer to radio receiver.
3. Slide wiring harness retainer from radio receiver. Remove harness from wiring harness retainer. Remove
wiring harness retainer. Remove carrier nuts from right pillar.
4. Remove relay bracket. Remove passenger knee bolster brace attachments. Disconnect side window
 defroster duct clip and duct hose from knee bolster brace. Pull carrier back and remove passenger knee
bolster brace.
5. Disconnect electrical connectors from radio receiver. Disconnect cruise control module electrical
connector. Remove screws attaching side window defroster duct to rear of heater case.
6. Remove fuse block from carrier. Remove vacuum hose from actuator. Remove harness from retainer clip
on bottom of rear heater case. Disconnect side window defroster center duct in heater case.
7. Remove rear heater case screws. Remove rear heater case half. Remove cooling system reservoir.
Disconnect heater hoses from heater core. Remove heater core from case. To install, reverse removal
procedure. Fill cooling system. Check for leaks.

Fig. 5: Exploded View Of Heater Core Assembly

Courtesy of GENERAL MOTORS CORP.

HEATER CORE CASE R & I

Removal & Installation

1. Remove heater core. See HEATER CORE under REMOVAL & INSTALLATION. Remove evaporator
core to gain access to front half of heater core case attachments on front of plenum.
2. See EVAPORATOR CORE under REMOVAL & INSTALLATION. Remove front half of heater core
case. To install, reverse removal procedure.

IN-CAR TEMPERATURE SENSOR R & I

Removal & Installation

1. Disconnect negative battery cable. Remove glove box. Remove bolts retaining in-car temperature sensor
to instrument panel carrier.
 2. Remove aspirator hose from sensor. Remove electrical connector. Remove in-car temperature sensor. To
install, reverse removal procedure. Tighten sensor bolts to 12 INCH lbs. (1.4 N.m).

ORIFICE TUBE R & I

Removal & Installation

1. Discharge A/C system using approved refrigerant recovery/recycling equipment. Disconnect evaporator
inlet hose from evaporator. Remove orifice tube from evaporator inlet hose.
2. To install, reverse removal procedure. Evacuate and recharge A/C system. Check for leaks.

OUTSIDE TEMPERATURE SENSOR R & I

Removal & Installation

1. Disconnect negative battery cable. Disconnect outside temperature sensor connector. Remove bolt
securing sensor to radiator upper support.
2. Remove sensor by pulling wire and grommet through grommet opening in radiator upper support. To
install, reverse removal procedure. Tighten outside temperature sensor bolt to 17 INCH lbs. (1.9 N.m).

A/C-HEATER PROGRAMMER R & I

Removal & Installation

1. Disconnect negative battery cable. Remove instrument panel left sound insulator. Remove A/C-heater
programmer electrical connector. Remove the air valve actuator vacuum harness assembly. See Fig. 6 .
2. Remove A/C-heater programmer attaching screws. Remove A/C-heater programmer. To install, reverse
removal procedure. Tighten A/C-heater programmer screws to 17 INCH lbs. (1.9 N.m).
Fig. 6: A/C-Heater Case Assembly
Courtesy of GENERAL MOTORS CORP.
SUN LOAD SENSOR R & I

Removal & Installation

1. Disconnect negative battery cable. Remove instrument grille from instrument panel.
2. Remove sun load sensor from instrument panel wiring harness. Remove sun load sensor from instrument
panel grille. To install, reverse removal procedure.

AIR MIX DOOR ACTUATOR R & I

CAUTION: DO NOT operate air mix door actuator when removed from heater core
case. Doing so may cause damage to air mix door actuator.

Removal & Installation

1. Disconnect negative battery cable. Remove heater core case. See HEATER CORE CASE under
REMOVAL & INSTALLATION.
2. Remove air mix door actuator electrical connector and motor from heater core case. To install, reverse
removal procedure.

CODE 01 - AIR MIX DOOR ACTUATOR CIRCUIT FAULT

Feedback Potentiometer (POT) sensor measures position of air mix door. A/C-heater programmer uses this
information to drive air mix valve motor. Low feedback voltage represents hot air mix door position and high
feedback voltage represents cold air mix door position. If Codes 01, 05 and 02 are set, A/C-heater programmer
will enter a default value of 128 counts (mid position), so driver may still control full hot and full cold positions.

CAUTION: DO NOT attempt to cycle air mix door motor, if removed from heater case.
Permanent damage to motor can result. Also, the A/C-heater programmer
logic will be lost if courtesy fuse, radio fuse or negative battery cable are
removed with ignition switch in "ON" position.

Air mix motor door will not go to hot or cold position when A/C-heater programmer commands it, causing
A/C-heater programmer to see low or high voltage feedback from POT.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test eliminates possibility of false code being set. With ignition switch in "OFF" position, remove
courtesy fuse, radio fuse or negative battery cable and install after 15 seconds. This will clear A/C-heater
programmer memory.
2. If temperature will not vary manually to full hot or full cold position, air mix motor is not functioning.
Refer to step 6).
3. If new blower motor was installed or air mix door disturbed, A/C-heater programmer will need to be
recalibrated due to previous measured position tripping Code 01 or 02.
4. This test will determine if an open exists in 5-volt reference or A/C-heater programmer is malfunctioning.
5. This test will determine if air mix valve feedback is present and within parameter. If voltage is not
present, circuits No. 733, 154 or POT may be open. If open is not located, check ground circuit No. 154
for short.
6. If return voltage was in 0 to 5 volts range for air mix valve feedback, manually move door while
monitoring voltage.
7. This step will determine if mix motor circuits No. 909 and No. 910 are open, or if one circuit is shorted
keeping door from moving.
Fig. 7: Flow Chart (1 of 2) - Code 01, Air Mix Door Actuator Circuit Fault
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Flow Chart (2 of 2) - Code 01, Air Mix Door Actuator Circuit Fault
Courtesy of GENERAL MOTORS CORP.

CODE 02 - AIR MIX DOOR ACTUATOR CIRCUIT FAULT

Feedback Potentiometer (POT) sensor measures position of air mix door. Heater and A/C-heater programmer
uses this information to drive air mix valve motor. Low feedback voltage represents hot air mix door position
and high feedback voltage represents cold air mix door position. If Codes 01, 05 and 02 are set, A/C-heater
programmer will enter a default value of 128 counts (mid position), so driver may still control full hot and full
cold positions.
 CAUTION: DO NOT attempt to cycle air mix door motor if removed from heater case.
Permanent damage to motor may result. Also, the A/C-heater programmer
logic will be lost if courtesy and radio fuses or negative battery cable are
removed with ignition switch in "ON" position.

Air mix motor door will not go to hot or cold position when A/C-heater programmer commands it, causing
A/C-heater programmer to see low or high voltage feedback from POT.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test eliminates possibility of a false code being set. With ignition off, remove courtesy fuse, radio
fuses or negative battery cable and install after 15 seconds. This will clear A/C-heater programmer
memory.
2. If new blower motor was installed or air mix door disturbed, A/C-heater programmer will have to be
recalibrated due to previous measured position and new position tripping Code 01 or 02.
3. This test will determine if short is in POT circuit, intermittent or mix door is not functioning causing
code.
Fig. 9: Code 02, Air Mix Door Actuator Circuit Fault
Courtesy of GENERAL MOTORS CORP.
CODE 03 - OUTSIDE TEMPERATURE SENSOR CIRCUIT OPEN

Outside temperature sensor is a thermistor that controls signal voltage to A/C-heater programmer. A/C-heater
programmer supplies and monitors voltage (about 5 volts reference) on circuit No. 735 to sensor. When outside
(ambient) air temperature is cold, sensor resistance is high and A/C-heater programmer will see a high signal
voltage. If outside (ambient) air temperature is hot, sensor resistance is low and A/C-heater programmer will see
a low voltage.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test will determine if A/C-heater programmer has defaulted to default value of 128 counts at 50°F
(10°C) and Code 03 is set.

NOTE: Code 03 will set if high resistance (open) is present for more than 1.6
seconds.

2. This test will determine if inside temperaure sensor is within its correct range. Since resistance varies with
temperature, refer to OUTSIDE TEMPERATURE SENSOR table.
3. Pointer -03 will also display counts from outside temperature sensor and should be close to resistance
value. See OUTSIDE TEMPERATURE SENSOR TABLE. If not close to resistance values, check for
open or short.
4. This test will determine if malfunction is intermittent or open is present in 5-volt reference to sensor.
Check terminal "D16". If voltage is not present, replace A/C-heater programmer.

Diagnostic Aids

If Code 03 is not displayed in parameter "-00" or no malfunction is found in steps 1) through 4), check for
opens and grounds in harness. If no opens can be found (128 counts), monitor sensor at maximum cold and hot
interior temperature while driving vehicle. Replace outside temperature sensor if out of parameter. If sensor is
in parameter, replace A/C-heater programmer.
Fig. 10: Flow Chart - Code 03, Outside Temperature Sensor Circuit Open
Courtesy of GENERAL MOTORS CORP.

CODE 04 - OUTSIDE TEMPERATURE SENSOR CIRCUIT SHORTED

Outside temperature sensor is a thermistor that controls signal voltage to A/C-heater programmer. The A/C-
heater programmer supplies a voltage (about 5 volts/reference) on circuit No. 735 to sensor. When outside
(ambient) air temperature is cold, sensor (thermistor) resistance is high. Therefore, A/C-heater programmer will
see a high signal voltage. If outside (ambient) air temperature is high, sensor (thermistor) resistance is low.
Therefore, A/C-heater programmer will see a low voltage.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test will determine if A/C-heater programmer has defaulted to default value of 128 counts at 50°F
(10°C). Code 04 will set if low resistance (short) is present for more than 1.6 seconds.
2. This test will determine if outside temperature sensor is within its range. Since resistance varies with
temperature, refer to OUTSIDE TEMPERATURE SENSOR table.
3. This test will determine if short to power or ground exists in 5-volt reference wire.
4. This test will determine if A/C-heater programmer is functioning properly. With sensor harness
disconnected, outside temperature sensor open Code 03 should set.
5. A 12-volt short to power caused an open in circuit No. 154 (sensor ground) and grounding through 5-volt
reference (circuit No. 735).

Diagnostic Aids

If Code 04 is not set, check resistance (or counts) of sensor hot and cold. Compare reading with OUTSIDE
TEMPERATURE SENSOR table. Replace sensor if out of parameter. If sensor is within parameter carefully
check harness and connections for short to power or ground in circuit No. 735.
Fig. 11: Flow Chart - Code 04, Outside Temperature Sensor Circuit Short
Courtesy of GENERAL MOTORS CORP.

CODE 05 - IN-CAR TEMPERATURE SENSOR CIRCUIT OPEN

In-car temperature sensor is a thermistor to control signal voltage to heater and A/C-heater programmer. A/C-
heater programmer supplies voltage (about 5 volts/reference) to sensor circuit No. 734. When inside
temperature is cold, sensor (thermistor) resistance is high. Therefore, A/C-heater programmer will see a high
signal voltage. If inside air temperature is high, sensor (thermistor) resistance is low. Therefore, heater and A/C-
heater programmer will see a low voltage.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test will determine if A/C-heater programmer has defaulted to a default value of 128 counts 75°F
(24°C) and Code 05 will set if:
A high resistance (open) is present for more than 1.6 seconds.
The A/C-heater programmer detects a large change in resistance in a short period of time, based on
the A/C-heater programmer's error program.
2. This test will determine if in-car temperature sensor is within a correct range. Since resistance varies with
temperature, refer to INSIDE TEMPERATURE SENSOR table.
3. This test will determine if an open is present in sensor ground circuit.
4. This test will determine if malfunction is intermittent or open is present in 5-volt reference to sensor.
Terminal "D15" should be checked. If no voltage is present, replace A/C-heater programmer.

Diagnostic Aids

If Code 05 is not displayed in parameter "-00" or if no malfunction is found during Steps 1) through 4), monitor
counts in pointer -02 while checking for open and grounds in harness by moving harness. If no opens can be
found (248 counts), monitor sensor at maximum cold and hot interior temperature while driving vehicle.
Replace sensor if out of parameter.
Fig. 12: Flow Chart - Code 05, In-Car Temp Sensor Circuit Open
Courtesy of GENERAL MOTORS CORP.

CODE 06 - IN-CAR TEMPERATURE SENSOR CIRCUIT SHORTED

In-car temperature sensor is a thermistor to control signal voltage to A/C-heater programmer. A/C-heater
programmer supplies voltage (about 5 volts/reference) to sensor circuit No. 734. When inside car temperature is
cold, sensor (thermistor) resistance is high. Therefore, A/C-heater programmer will see a high signal voltage. If
inside air temperature is high, sensor (thermistor) resistance is low. Therefore, A/C-heater programmer will see
a low voltage.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test will determine if A/C-heater programmer defaulted to a default value of 128 counts 75°F (24°C)
and Code 06 will set if:
A low resistance (short) is present for more than 1.6 seconds.
A/C-heater programmer detects a large change in resistance in a short period of time, based on
A/C-heater programmer's error program.
2. This test will determine if in-car temperature sensor is within its parameter. Since resistance varies with
temperature, refer to INSIDE TEMPERATURE SENSOR table.
3. This test will determine if short to power or ground exists in 5-volt reference wire.
4. This test will determine if A/C-heater programmer is functioning properly. With harness disconnected,
sensor open Code 05 should set.

Diagnostic Aids

If Code 06 is not set, check resistance (or counts) of sensor when hot and cold. Compare reading with INSIDE
TEMPERATURE SENSOR table. If sensor is out of range when hot or cold, replace sensor.

If sensor is within range, carefully check harness and connections for short to power in circuit No. 734 or circuit
No. 154.
Fig. 13: Flow Chart - Code 06, In-Car Temp Sensor Circuit Shorted
Courtesy of GENERAL MOTORS CORP.

CODES 07 & 08 - SUNLOAD SENSOR OPEN (CODE 07) OR SHORTED (CODE 08)

Solar sensor is a reverse bias photo diode that measures sun load. In "AUTO" mode, sun load sensor is an input
to control air delivery, heater or bi-level.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This test will determine if 5-volt reference is available to sensor. If not, an open or short in circuit No.
590 or A/C-heater programmer is at fault.
2. This test will determine if sensor ground circuit is open.
3. This test will determine if short to 5-volt reference is present in ground circuit, causing an open Code 07
(no current flow).

Diagnostic Aids

Bright sunlight will cause low counts and darkness will produce high counts, in parameter -04.
Fig. 14: Flow Chart - Code 07 & 08, Sun Load Sensor Open (07) & Shorted (08)
Courtesy of GENERAL MOTORS CORP.
CODE 09 - LOW FREON DETECTED

In CCOT air conditioning system, a cycling low side pressure switch informs A/C-heater programmer via
Central Control Module (CCM) of direct operating condition of compressor (cycling). When refrigeration
system becomes low on freon, ON/OFF frequency of cycling switch increases. If compressor on-time becomes
too short, A/C-heater programmer will trip a flag (flash LED) and shut compressor off until system is
recharged/repaired and battery reset.

It is possible for A/C-heater programmer logic to be lost if 15-amp "CTSY" (courtesy) fuse, 10-amp radio fuse,
or negative battery cable are installed with ignition switch in "ON" position.

NOTE: Test numbers refer to test numbers on diagnostic flow charts.

1. This validates need for further system testing by removing 15-amp "CTSY" (courtesy) fuse, 10-amp radio
fuse, or removing negative battery cable and installing after 15 seconds to clear a possible false code.
2. Code 09 indicates A/C system is low on refrigerant. Add one pound. Leak check system. If no leak is
found, proceed to Step 3).
3. This step will charge system as necessary, so clutch cycles can be monitored. If system is properly
charged, excess cycling is usually due to plugged orifice. If clutch will not engage, connect a jumper wire
across pressure cycling switch connector to check for an open. Compressor clutch should engage.
4. If inlet is colder than outlet and system is still not cooling after adding second pound of R-12, check for
plugged orifice.
5. This test will determine if adequate freon charge is in system. If inlet and outlet pipes are at same
temperature, system needs another pound of refrigerant.

Diagnostic Aids

If A/C system pressures are in range after referring to GENERAL MOTORS TROUBLE SHOOTING under
MANUAL A/C-HEATER SYSTEMS section and Code 09 is still present, problem exists in driveability or
emissions.
Fig. 15: Flow Chart - Code 09, Low Freon Detected
Courtesy of GENERAL MOTORS CORP.

CODE 10 OR "- - -", UNIVERSAL ASYNCHRONOUS RECEIVER/TRANSMITTER (UART) OR "E"

& "C" BUSS FAILURE
The Universal Asynchronous Receiver/Transmitter (UART) is composed of two serial data lines leading from
Central Control Module (CCM) to A/C-heater programmer. Data is sent and received by both A/C-heater
programmer and CCM. UART information is sent by A/C-heater programmer to A/C-heater control panel over
"E" and "C" bus (Entertainment and Comfort Data Line).

Code 10 indicates A/C-heater programmer perceives a fault in serial data it is receiving. Check for short or open
in UART data lines to CCM.

Three dashes "- - -" displayed by A/C-heater control panel indicates E and C bus failure has occurred. Check for
an open in circuit between A/C-heater programmer and A/C-heater control panel, or short in data line output
from A/C-heater programmer.

Fig. 16: Code 10 Or "- - -", UART Or "E" & "C" Buss Ckt Schematic
Courtesy of GENERAL MOTORS CORP.

CHART 1 - BLOWER MOTOR WILL NOT RUN

Fig. 17: Flow Chart 1 - (1 of 2), Blower Motor Will Not Run
Courtesy of GENERAL MOTORS CORP.
Fig. 18: Flow Chart 1 - (2 of 2), Blower Motor Will Not Run
Courtesy of GENERAL MOTORS CORP.

CHART 2 - BLOWER MOTOR TURNS, BUT CANNOT BE CONTROLLED

Fig. 19: Flow Chart 2, Blower Motor Turns On, But Cannot Be Controlled
Courtesy of GENERAL MOTORS CORP.

CHART 3 - BLOWER MOTOR RUNS ALL THE TIME

Fig. 20: Flow Chart 3, Blower Motor Runs At All Times
Courtesy of GENERAL MOTORS CORP.

CHART 4 - A/C COMPRESSOR CLUTCH ALWAYS ENGAGED

Fig. 21: Flow Chart 4 (1 of 2), Compressor Clutch Always Engaged
Courtesy of GENERAL MOTORS CORP.
Fig. 22: Flow Chart 4 (2 of 2), Compressor Clutch Always Engaged
Courtesy of GENERAL MOTORS CORP.

CHART 5 - A/C COMPRESSOR CLUTCH WILL NOT ENGAGE

Fig. 23: Chart 5 (1 of 3), A/C Compressor Clutch Will Not Engage
Courtesy of GENERAL MOTORS CORP.
Fig. 24: Chart 5 (2 of 3), A/C Compressor Clutch Will Not Engage
Courtesy of GENERAL MOTORS CORP.
Fig. 25: Chart 5 (3 of 3), A/C Compressor Clutch Will Not Engage
Courtesy of GENERAL MOTORS CORP.

CHART 6 - A/C COMPRESSOR CLUTCH ENGAGES IN NON-A/C OR DEFROST MODE, OR

ENGAGES IN SOME, BUT NOT ALL A/C MODES
Fig. 26: Flow Chart 6, A/C Compressor Clutch Engages Sometimes
Courtesy of GENERAL MOTORS CORP.

TEST A - A/C-HEATER CONTROL PANEL OR PROGRAMMER INOPERATIVE

Fig. 27: Test A (1 of 3), A/C-Heater Control Panel Or Programmer Inoperative
Courtesy of GENERAL MOTORS CORP.
Fig. 28: Test A (2 of 3), A/C-Heater Control Panel Or Programmer Inoperative
Courtesy of GENERAL MOTORS CORP.
Fig. 29: Test A (3 of 3), A/C-Heater Control Panel Or Programmer Inoperative
Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAMS
Fig. 30: Electronic Climate Control Wiring Diagram (Corvette)
 OIL CIRCUIT DIAGRAMS

Hydra-Matic 4L60

Fig. 1: Engine Running - Park

Fig. 2: Reverse Gear
Fig. 3: Engine Running - Neutral
Fig. 4: Overdrive - D4
Fig. 5: Part Throttle 4-3 & Modulated Downshifts
Fig. 6: 3rd Gear - D4 (Converter Clutch Applied)
Fig. 7: 2nd Gear - D4
Fig. 8: 1st Gear - D4
Fig. 9: Detent Downshifts (Valves Shown In 2nd Gear Position)
Fig. 10: Manual 3rd Gear
 C:\Users\Chiuvas\AppData\Local\Temp\mric_tmp\~od43F.png (2130 x 2836) @ 564.48px

Fig. 11: Manual 2nd Gear

 C:\Users\Chiuvas\AppData\Local\Temp\mric_tmp\~od440.png (2130 x 2855) @ 564.48px

Fig. 12: Manual Low Gear

 OIL CIRCUIT DIAGRAMS

Hydra-Matic 700R4

Fig. 1: Park - Engine Running

Fig. 2: Neutral - Engine Running
Fig. 3: 1st Gear - "D4" Range
Fig. 4: 2nd Gear - "D4" Range
Fig. 5: 3rd Gear - Converter Clutch Applied - "D4" Range
Fig. 6: Overdrive - "D4" Range
Fig. 7: Part Throttle & Modulated Downshifts, Valves In 3rd Gear Position
Fig. 8: Detent Downshift Valves Shown In 2nd Gear Position
Fig. 9: Manual 3rd Gear
Fig. 10: Manual 2nd Gear
Fig. 11: Manual Low Gear
Fig. 12: Reverse Gear
 INSTRUMENT PANEL - ELECTRONIC

ACCESSORIES & SAFETY EQUIPMENT General Motors Instrument Panel - Electronic

DESCRIPTION & OPERATION

OPERATION

The instrument cluster is controlled by an electronic microprocessor unit called the Central Control Module
(CCM). The instrument cluster utilizes a monitor system containing digital LCD displays, analog type gauges
and telltale warning lights.

A Driver Information Center (DIC) Display, Switch Pad and Trip Monitor, located to the right of the instrument
cluster, allows selection and data display in diagnostic modes. A Red CHECK GAUGES warning light
illuminates when any of the gauges operate within the Red warning bands. A new Delco-Loc II Security System
incorporates anti-theft systems for radio and accessories.

Central Control Module (CCM) uses the speedometer, odometer and trip computer to display codes. Problems
in the CCM-monitored systems are indicated by SYS flashing in the trip monitor display. In diagnostic mode,
speedometer displays malfunction codes, odometer displays data, and trip computer indicates system testing and
test number.

SPEEDOMETER DISPLAY OPERATION

The speedometer digitally displays vehicle speed in both English (MPH) and metric units (KM/H). The
speedometer receives the vehicle speed data from the Central Control Module (CCM), which receives data from
the ECM. The ECM receives signal pulses from the Vehicle Speed Sensor (VSS). The speedometer reacts to
input slower in very cold weather due to ambient temperature of CCM. The range of display is from 0-220
MPH (0-354 KM/H).

TACHOMETER OPERATION

The tachometer, an analog type gauge, receives its signal from the Direct Ignition System (DIS).

DRIVER INFORMATION CENTER (DIC) SWITCH PAD OPERATION

By pressing following buttons, driver selects monitor display.

ENG/MET

Selects either English (ENG) or Metric (MET) units, shown in speedometer display.

TRIP/ODO

Selects either the trip odometer (TRIP) or the regular odometer (ODO).

INST/AVER
Selects either instant fuel economy (INST) or average fuel economy (AVER). Display appears to left of fuel
gauge. When INST is displayed, press button to show fuel economy. When AVER is displayed, figures shown
are average fuel economy since system was last reset. It takes several miles at steady speed to get accurate
reading. AVER shows miles divided by fuel used.

Range

Shows distance you can expect to travel with fuel remaining in tank. Display appears to left of fuel gauge with
estimated AVER mileage. If RANGE is pressed when fuel gauge shows 2 bars or less, LO will appear on
display. Range is determined by average fuel economy in last few miles driven.

Fuel Reset

Resets system when refueling to accurately compute fuel economy.

Trip Reset

Resets trip odometer.

DRIVER INFORMATION CENTER (DIC) DISPLAY OPERATION

Display panel is to the right of switch pad and contains telltale warning indicators for BATTERY, SERVICE
ENGINE SOON, FULL ENGINE POWER, INFLATABLE RESTRAINT, LOW COOLANT, SERVICE RIDE
CONTROL, LOW TIRE PRESSURE, SERVICE LTPWS (Low Tire Pressure Warning System) and SERVICE
ABS (anti-lock brakes). An ambient light sensor (photocell), located within the DIC switch pad, provides data
to the instrument cluster circuitry to adjust panel illumination.

FULL ENGINE POWER SWITCH (ZR1 ONLY) OPERATION

This key-operated full engine power switch, (Valet Mode switch), is located on instrument panel below radio.
With key in NORMAL position, it sends a signal to ECM to use only one set of fuel injectors. In FULL
position, it activates the second set of fuel injectors, second fuel pump and second throttle plate for increased
engine power. Key may be removed in NORMAL position for lock-out of FULL power position.

TROUBLE SHOOTING
DIGITAL DISPLAY INOPERATIVE

Check CCM malfunction codes. See CCM ON-BOARD DIAGNOSTICS.

ALL INSTRUMENT CLUSTER INDICATORS ARE INOPERATIVE

Check for open at the following:

Supplemental Inflatable Restraint (SIR) fuse

Dark Blue/White wire at DERM-to-IP harness connector
Black/White wire from DERM-to-IP harness connector to DERM itself
ALL DIC INDICATORS & ALL GAUGES ARE INOPERATIVE

Check for open cluster (CLSTR) fuse or open in Pink/Black wire from main fuse block through wire junction to
instrument cluster.

ALL DIC TRIP COMPUTER SWITCHES INOPERATIVE

Check for CCM malfunction codes being set.

NOTE: Instrument cluster and instrument panel are 2 different parts. The instrument
cluster fits into the instrument panel. Instrument Cluster is referred to as IC.
Central Control Module (CCM) is located behind radio control head in center
instrument panel. Access wiring through door on left side trim panel. See Fig. 4
-7.

DELCO-LOC II SECURITY FUNCTION

NOTE: Disconnecting battery or removing radio control head will activate Delco-Loc II
security function. Compact Disc-Radio will not operate until it is unlocked with
owner's user-selected access code. See following procedure.

1. Turn ignition on and radio off. Radio display will show LOC. On radio face, press SET button. Display
will show 000.
2. Enter first 3 digits of owner's user-selected access code by pressing left-hand side TUNE button to enter
left digit, and pressing right-hand side of TUNE button to enter right 2 digits.
3. Press AM-FM button, display will show 000. Enter second set of digits by following procedure in step 2).
4. Press AM-FM button. If unlock sequence is successful, display will show SEC. If LOC is shown,
numbers are incorrect. Repeat sequence to verify. If display still shows LOC, numbers are incorrect and
dealer will have to recode component.

TESTING
HANDLING PRECAUTIONS

CAUTION: When handling Electrostatic Discharge (ESD) sensitive electronic parts,

technician should use following procedures to avoid damaging
components.

1. Discharge personal static electricity by momentarily touching metal grounding point before coming in
contact with electronic components.
2. DO NOT touch terminals on components or connectors with fingers or metal tools. When disconnecting
connectors, NEVER let metal tool contact any exposed terminal.
3. NEVER jumper, ground or use test probes on components or connectors unless specified in diagnosis.
Always connect ground lead of test probe first.
4. DO NOT remove solid-state components from protective packaging until ready to install. Touch
 packaging to ground before opening.
5. DO NOT bump, drop or lay component on metal objects or other electrically operated components, such
as radio, TV, or oscilloscope.

COMPONENTS POSSIBLY DAMAGED BY ESD:

Central Control Module (CCM)

Chime Module & Cruise Control Module
Electronic Instrument Clusters (digital)
Electronic Control Module (ECM) (including the PROM, CAL-PAK, or MEM-CAL)
Low Tire Pressure Warning System Module (LTPWS)
Radio & Theft Deterrent Modules.

DIAGNOSIS INFORMATION

NOTE: TROUBLE SHOOTING must be performed before DIAGNOSIS. The Signal

Generator and Instrument Panel Tester (J-33431-B) must be used on some of
the following tests.

OIL PRESSURE GAUGE ALWAYS READS LOW TEST

Turn ignition on, with engine off. Disconnect oil pressure sensor connector. If oil pressure gauge starts reading
high pressure, replace sensor unit. If no movement, check for short to ground in Tan wire from oil pressure
sensor to instrument cluster. If circuit is okay, repair/replace instrument cluster.

OIL PRESSURE GAUGE ALWAYS READS HIGH TEST

Turn ignition on, with engine off. Unplug oil pressure sensor connector. Connect jumper between terminal "C"
of connector and ground. If gauge starts reading low pressure, replace sensor unit. If gauge remains high, check
for poor connection or open in Tan wire between oil pressure sensor and instrument cluster. If circuit is okay,
repair/replace instrument cluster.

OIL PRESSURE GAUGE APPEARS INACCURATE TEST

1. Check oil level. Check oil pressure with mechanical gauge before proceeding. Turn ignition on, with
engine off.
2. Unplug oil pressure sensor connector. Using Signal Generator and Instrument Panel Tester (J-33431-B),
connect Red clip lead to sensor connector terminal "A".
3. Oil pressure gauge should read correct pressure for specified resistance setting on tester. See OIL
PRESSURE GAUGE TEST table.
4. If readings are as specified, replace sensor unit. If pressure readings are NOT as specified, check Tan wire
from instrument cluster to oil pressure sensor for poor or corroded connections. If circuit is okay,
repair/replace instrument cluster.

OIL PRESSURE GAUGE TEST

Tester Resistance (Ohms) Pressure Reading
0 Low
40 About 30 psi
100 High

OIL TEMPERATURE GAUGE ALWAYS INDICATES COLD TEST

1. Turn ignition on, with engine off. Disconnect oil temperature sensor connector. Connect test light
between terminal "A" of connector and battery voltage.
2. If test light does not illuminate, check for poor connection or open in Black wire from oil temperature
sensor through Black wire junction to ECM. If test light does illuminate, at same connector install jumper
from terminal "C" to ground.
3. If gauge moves to the right (HOT), replace sensor unit. If test light does not illuminate, check Dark
Green/White wire from instrument cluster to oil temperature sensor for open or poor connection. If circuit
is okay, repair/replace instrument cluster.

OIL TEMPERATURE GAUGE ALWAYS INDICATES HOT TEST

Turn ignition on, with engine off. Disconnect oil temperature sensor connector. If gauge moves back to left
(COLD), replace sensor unit. If gauge does not, check Dark Green/White wire from instrument cluster to oil
temperature sensor for short to ground. If circuit is okay, repair/replace IC.

OIL TEMPERATURE GAUGE APPEARS INOPERATIVE TEST

1. Turn ignition on, with engine off. Disconnect oil temperature sensor connector. Connect test light
between terminal "A" of connector and battery voltage.
2. If test light does not illuminate, check for poor connection or open in Black wire from oil temperature
sensor through Black wire junction to ECM. If test light does illuminate, at same connector install jumper
from terminal "C" to ground.
3. If gauge moves to the right (HOT), replace sensor unit. If test light does not illuminate, check Dark
Green/White wire from instrument cluster to oil temperature sensor for open or poor connection. If circuit
is okay, repair/replace instrument cluster.

OIL TEMPERATURE GAUGE ALWAYS INDICATES HOT TEST

Turn ignition on, with engine off. Disconnect oil temperature sensor connector. If gauge moves back to left
(COLD), replace sensor unit. If gauge does not move back to left, check Dark Green/White wire from
instrument cluster to oil temperature sensor for short to ground. If circuit is okay, repair/replace IC.

OIL TEMPERATURE GAUGE APPEARS INACCURATE TEST

1. Turn ignition on, with engine off. Unplug oil temperature sensor connector. Using Signal Generator and
Instrument Panel Tester (J-33431-B), connect one Red clip lead to sensor connector terminal "C".
2. Connect other Red clip lead to ground. Adjust tester resistance dials to 1400 ohms, then 55 ohms. If
gauge reads COLD then HOT, replace sensor unit. If gauge does not read as specified, check for poor
 connections, or high resistance in Dark Green/White wire from instrument cluster to oil temperature
sensor. If circuit is okay, repair/replace instrument cluster.

COOLANT TEMPERATURE GAUGE ALWAYS INDICATES COLD TEST

Turn ignition on, with engine off. Unplug coolant temperature sensor connector. Connect jumper between
terminal "A" of connector and ground. If gauge moves all the way right (HOT), replace sensor unit. If gauge
does not move to the right, check Dark Green wire from instrument cluster to coolant sensor for poor
connections or open. If circuit is okay, repair/replace instrument cluster.

COOLANT TEMPERATURE GAUGE ALWAYS READS HOT TEST

Turn ignition on, with engine off. Unplug temperature sensor connector. If gauge moves back to left (COLD),
replace sensor unit. If gauge does not move back to left, check for short to ground in Dark Green wire from
instrument cluster to sensor. If circuit is okay, repair/replace instrument cluster.

COOLANT TEMPERATURE GAUGE APPEARS INACCURATE TEST

1. Turn ignition on, with engine off. Disconnect coolant temperature sensor connector. Using Signal
Generator and Instrument Panel Tester (J-33431-B), connect one Red clip lead from tester to sensor
connector terminal "A". Connect other Red clip lead to ground.
2. Adjust tester resistance dials to 1400 ohms, then 55 ohms. If gauge reads cold, then goes to hot, replace
sensor unit. If gauge does not read as specified, check for poor connections or high resistance in Dark
Green wire from instrument cluster to sensor. If circuit is okay, repair/replace instrument cluster.

TACHOMETER DOES NOT OPERATE PROPERLY TEST

1. Turn ignition on, with engine off. Unplug connection "C2" at Electronic Spark Timing Distributor or
connection "C1" at Distributorless Ignition Module for ZR1.
2. Connect Signal Generator and Instrument Panel Tester (J-33431-B) into 110V wall outlet. Connect
Harness (J-33431-10) from tester to connection "C2" and ground. On ZR1, connect Harness (J-33431-10)
to connection "C1", terminal "F" and ground.
3. On all models, set tester controls to ON and to 54 MPH. If tachometer indicates near 900 RPM, problem
is faulty electronic spark timing distributor or faulty distributorless ignition module for ZR1.
4. If tachometer does not indicate near 900 RPM, check for open or short to ground (or to battery voltage) in
White wire from tachometer to EST, or to distributorless ignition module. If circuit is okay, repair/replace
instrument cluster.

VOLTMETER DOES NOT OPERATE PROPERLY TEST

Turn ignition on, with engine off. Set digital voltmeter (DVOM) to DC scale, and connect to "+" and "-" battery
terminals. If IC voltmeter closely matches voltage reading on DVOM, start engine and recheck voltage at
battery. If instrument cluster voltmeter still closely matches DVOM, circuit is okay. If readings are different,
repair/replace voltmeter or instrument cluster.

FUEL GAUGE ALWAYS SHOWS EMPTY TEST

 1. Check for fuel in tank before proceeding. Disconnect fuel tank unit wire connection at tank. Turn ignition
on, with engine off.
2. If fuel gauge now reads FULL, replace fuel tank sending unit. If fuel gauge does not read as specified,
connect test light between fuel tank unit connector (female) terminal "B" and ground. If test light
illuminates, replace CCM. If test light does not illuminate, check for short to ground in Purple wire from
fuel tank sender to CCM. If circuit is okay, replace CCM.

FUEL GAUGE ALWAYS READS FULL TEST

1. Unplug fuel tank connection at tank. Disconnect CCM White connector. Turn ignition on, with engine
off. Connect test light between fuel tank unit female connector terminal "B" (Purple wire) and ground. If
test light illuminates, repair short to battery voltage in Purple wire from fuel tank sender to CCM.
2. If test light does not illuminate, LEAVE test light connected to terminal "B" and reconnect CCM White
connector. If test light does not illuminate, check for open in Purple wire. If circuit is okay, replace CCM.
3. If test light illuminates when CCM White connector is plugged in, remove test light from terminal "B"
and connect jumper between terminal "B" and ground. If fuel gauge reads empty, replace fuel tank
sending unit. If gauge does not read as specified, replace CCM.

FUEL GAUGE APPEARS INACCURATE TEST

1. Unplug fuel tank connection at tank. Using Signal Generator and Instrument Panel Tester (J-33431-B),
connect one Red clip lead to fuel tank unit female connector terminal "B" (Purple wire) and ground.
2. Turn ignition on, with engine off. Set tester resistance dials to 0 ohms, then 50 ohms, and then 100 ohms.
If fuel gauge in turn reads empty, then near half full, and then full, replace fuel tank sending unit. If gauge
does not read as specified, check for poor or corroded connections in Purple wire from fuel tank sender to
CCM. If circuit is okay, replace CCM.

ALL GAUGES INOPERATIVE TEST

1. With ignition off, remove instrument cluster (IC). Connect test light between IC connector terminal "A4"
and ground. Turn ignition on, with engine off.
2. If test light does not illuminate, repair open or short to ground in Pink/Black wires from IC to DIC and to
main fuse block. If shorted, replace cluster fuse after repairing wire. If test light does illuminate, connect
test light between terminals "A1" and "A4" of IC connector.
3. If test light does not illuminate, repair open in Black ground wiring from IC to ground location below
left-hand side of instrument panel. If test light does illuminate, check for poor connections at IC (bent
terminal, etc.). If circuit is okay, repair/replace IC.

DIGITAL DISPLAY INOPERATIVE TEST

1. Turn ignition on, with engine off. Using SCAN tool, check for the following CCM malfunction codes in
memory: 26, 27 and 31-37.
2. If any codes are set, See CCM ON-BOARD DIAGNOSTICS in this article. If no codes are set, check for
open in Black ground wire from terminal "A7" of instrument cluster connector to ground location below
left-hand side of instrument panel. If circuit is okay, repair/replace IC.
SPEEDO DISPLAY INOPERATIVE (OTHER DISPLAYS WORK) TEST

1. Turn ignition on, with engine off. If SERVICE ENGINE SOON light is on, check for related ECM
diagnostic codes set. If light is not on, check cruise control for normal operation.
2. If no problem found with cruise control, check for open in Dark Green/White wire from CCM White
connector, terminal "C2", to union splice connecting ECM, cruise control module, and radio control head.
If circuit is okay, replace ECM.
3. If problem is found with cruise control, turn engine off. Disconnect: ECM Red connector (Yellow or
Dark Gray connector for ZR1), radio control head connector "C1", CCM White connector, and cruise
control module connector.
4. Connect test light between terminal No. 8 of ECM Red connector (terminal No. 17 of ECM Yellow or
Dark Gray connector for ZR1) and ground. Turn ignition on, with engine off.
5. If test light illuminates, check for and repair short to battery voltage in Dark Green/White wire from ECM
to one of following circuits: union splice, CCM, cruise control module, or to radio control head.
6. If test light does not illuminate, reconnect test light between terminal No. 8 of ECM Red connector
(terminal No. 17 of ECM Yellow or Dark Gray connector for ZR1) and battery voltage. If test light does
illuminate, check for and repair short to ground in Dark Green/White wire from ECM to one of following
circuits: union splice, CCM, cruise control module, or to radio control head.
7. If test light does not illuminate, check for continuity with DVOM (Digital Volt-Ohm Meter) set to AC
SCALE, between terminal No. 8 of ECM Red connector (terminal No. 17 of ECM Yellow or Dark Gray
connector for ZR1) and terminal "C2" of CCM White connector.
8. If there is NO continuity in step 7), check for and repair open in Dark Green/White wire circuit from
ECM to one of following circuits: union splice, CCM, cruise control module, or radio control head. If
there is continuity, reconnect ECM Red (Yellow or Dark Gray connector on ZR1) and reconnect CCM
White connector.
9. Backprobe CCM White connector with DVOM (set to AC scale) between terminal "C2" and ground.
Raise vehicle off ground, put transmission in Neutral, and turn rear wheels while observing DVOM.
10. If voltage does NOT vary from less than one volt to more than 8.5 volts, reconnect radio control head
connector "C1" and disconnect CCM White connector.
11. Backprobe radio control head connector "C1" with DVOM (still set to AC scale) between terminal 5 and
ground. If voltage varies when rear wheels are turned, replace CCM. If voltage does NOT vary, replace
ECM.
12. If voltage does vary from less than one volt to more than 8.5 volts, plug in radio control head connector
"C1" and repeat step 11). If voltage now does not vary, repair/replace the radio control head. If voltage
still varies, reconnect cruise control module connector and repeat step 11) again.
13. If voltage does NOT vary, replace cruise control module. If voltage DOES vary, check for an intermittent
connection problem in Dark Green/White wiring circuit including ECM connectors, and connector
between ECM and union splice of Dark Green/White wires.

CAUTION: Ensure parking and taillights are operational before performing DIGITAL
DISPLAY (LCD) BACKLIGHTS INOPERATIVE test. Display will NOT light up
if ambient lighting is too dark and parking lights are OFF or inoperative.

DIGITAL DISPLAY (LCD) BACKLIGHTS INOPERATIVE TEST

1. If parking and taillights do not operate, see LIGHTING at end of TESTING. If display does not light up,
shine bright light at ambient light sensor opening on DIC. If display still does not light, perform
AMBIENT LIGHT SENSOR CHECK under LIGHTING in this article.
2. With ignition off, remove Instrument Cluster (IC). Connect test light between terminal "B5" (Red/Black
wire) of IC connector and ground. If test light does not illuminate, check for open or short to ground in
Red/White wire from main fuse block to one of following circuits: union splice or, Red/Black wires to IC,
CCM, tone generator, horn relay, courtesy light relay, and radio control head. See Fig. 1 . Also check for
open LCD fuse.

Fig. 1: Relay Locations; Lower Right Side of Instrument Panel

Courtesy of GENERAL MOTORS CORP.

3. If test light illuminates, unplug CCM Gray connector. Connect jumper between terminal
"D8" (Gray/White wire) of connector and ground. If display backlights turn on, replace CCM. If display
backlights do not turn on, check for open in Gray/White wire between CCM and IC, or check for faulty
backlight bulbs. If all is okay, repair/replace IC.
IC PANEL LIGHTS INOPERATIVE (PARKING LIGHTS & TAILLIGHTS OPERATE NORMALLY)

1. If other panel lights operate normally, go to step 6). If other panel lights DO NOT operate normally,
check for: blown instrument light, cluster, or CCM fuses. If fuses are okay, turn parking lights on, and
dimmer switch to BRIGHT.
2. Backprobe incandescent power driver connector with test light between terminal "D" (Brown wire) and
ground. If test light does not illuminate, repair open in Brown wire between incandescent power driver
and light switch. If test light does illuminate, backprobe connector with test light between terminal
"B" (Purple/White wire) and ground.
3. If test light does not illuminate, check for open in Purple/White wire from light switch to incandescent
power driver. If circuit is okay, replace light switch. If test light illuminates, move dimmer switch slowly
from BRIGHT to DIM. Test light should become dimmer. If test light does NOT become dimmer, replace
light switch. If test light does become dimmer, backprobe connector between terminal "C" (Light Green
wire) and ground.
4. Move dimmer switch slowly from BRIGHT to DIM. If test light does not become dimmer, replace
incandescent power driver. If test light does become dimmer, check for open or short to ground in Light
Green wire from incandescent power driver to each of following circuits:
Main fuse block (instrument lights fuse)
Gray wire from main fuse block through union splice to light switch bulbs
Left and right door courtesy light assemblies
Transmission gear-position indicator light.
5. If all these circuits are okay, repair open in Black ground wire from left and/or right door courtesy lights,
and/or gear indicator light to ground locations at kick panels below instrument panel.
6. If other panel lights operate normally, Remove instrument cluster. Turn ignition on, and connect test light
between terminal "A3" (Brown wire) of instrument cluster connector and ground.
7. If test light does not illuminate, check for open or short to ground in Pink/Black wires from IC terminal
"A3" and "A4" to main fuse block and to DIC. If wire found shorted to ground, replace cluster fuse after
repairing wire.
8. If test light does illuminate, replace instrument cluster. Unplug CCM White connector. Connect jumper
between terminal "C3" (Gray/Black wire) of connector and ground. If panel lights do not illuminate,
check for open or short to battery voltage in Gray/Black wire from CCM to IC.
9. If circuit is okay, repair/replace IC printed circuit. If panel lights do illuminate, check for open in Brown
wire from CCM Gray connector terminal "D14" to union splice of Brown wires. If wire is okay, replace
the CCM.

IC PANEL LIGHTS ALWAYS ON TEST

Turn ignition on, with engine off. Unplug CCM White connector. If lights do turn off normally, replace CCM.
If panel lights do not turn off, check for short to ground in Gray/Black wire from IC to CCM. If no short is
present, repair/replace IC Printed Circuit (ICPC). If panel lights do not turn off normally, check exterior lights
system for bad ground or power feed-back problem.

DOOR AJAR INDICATOR WILL NOT TURN ON TEST

Unplug diode module connector. Diode module is located next to 4-way flasher under right side of dash, behind
radio receiver. Turn ignition on, with engine off. Connect jumper between terminal "C" (Gray wire) of
connector and ground. If indicator is not on, check for open or short to ground in Purple wire from IC terminal
"B7" to diode module, or for indicator open bulb. If circuit is okay, replace IC. If indicator on, and courtesy
lights on, replace diode module.

DOOR AJAR INDICATOR ALWAYS ON TEST

1. Turn ignition on, with engine off. Unplug diode module connector. Diode module is located next to 4-
way flasher under right side of dash, behind radio receiver. If indicator does not turn off, check for short
to ground in Purple wire from IC terminal "B7" to diode module. If not shorted, repair/replace IC printed
circuit.
2. If indicator does turn off, connect test light between terminal "C12" (Black/Yellow wire) of CCM Gray
connector and battery voltage. If test light illuminates, check for short to ground in Black/Yellow wire
circuit from CCM to each of following circuits:
Left-hand door ajar switch
Diode module
Hatch release switch
Convertible release switch
3. If circuit is okay, replace left side door ajar switch. If test light does not illuminate, connect test light
between terminal "D16" (Black/White wire) of CCM Gray connector and battery voltage.
4. If test light illuminates, check for short to ground in Black/White wire circuit from CCM to each of
following circuits:
Right side door ajar switch
Diode module
Hatch release switch
Convertible release switch.
5. If circuit is okay, replace right side door ajar switch. If test light does not illuminate, remove courtesy
light relay. If courtesy lights turn off, replace courtesy light relay. If courtesy lights do not turn off,
disconnect light switch connection "C1" (Brown wire).
6. If lights now turn off, replace light switch. If lights do not turn off, check for and repair short to ground in
White wire circuit from light switch to each of the following circuits:
Courtesy lights
Cargo lights
Lighted rear view mirror
Courtesy light relay.

"CHANGE OIL" INDICATOR DOES NOT TURN ON TEST

1. Unplug CCM Gray connector and connect fused jumper between terminal "C8" (Pink/Black wire) of
connector and ground. Turn ignition on, with engine off.
2. If indicator not on, check for open or short to battery voltage in Pink/Black wire from CCM to IC
terminal "B14", or for an open indicator bulb. If wire is okay, repair/replace IC printed circuit. If indicator
turns on, check for poor connection at CCM Gray connector, and terminal "C8". If connections are okay,
 replace CCM.

"CHANGE OIL" INDICATOR ALWAYS ON (NO CHANGE NEEDED) TEST

Unplug CCM Gray connector. Turn ignition on, with engine off. If indicator turns off, replace CCM. If not,
check for short to ground in Pink/Black wire from CCM to IC terminal "B14". If circuit is okay, repair/replace
ICPC.

"CHECK GAUGES" INDICATOR DOES NOT TURN ON TEST

Unplug CCM Gray connector and connect fused jumper between terminal "C9" (Light Blue wire) of connector
and ground. Turn ignition on, with engine off. If indicator does not turn on, check for and repair open or short to
battery voltage in light Blue wire from CCM to each of following circuits:

IC
Oil pressure switch
Open indicator bulb

If circuit is okay, repair/replace IC printed circuit.

"CHECK GAUGES" INDICATOR ALWAYS ON TEST

1. Unplug CCM Gray connector. Turn ignition on, with engine off. If indicator is off, replace CCM. If
indicator is on, unplug oil pressure switch.
2. If indicator is off, check oil level and check oil pressure with mechanical gauge. If oil pressure is within
specifications, replace oil pressure switch. With engine off, if indicator is on, check for short to ground in
Light Blue wire from CCM to IC, and to oil pressure switch. If circuit is okay, repair/replace IC printed
circuit.

"LOW COOLANT" INDICATOR DOES NOT TURN ON TEST

1. Unplug low coolant switch 2-way connector. Connect fused jumper between terminal "A" (Gray wire) of
switch and ground.
2. Turn ignition on, with engine off. If Indicator does not turn on, check for open or short to battery voltage
in Gray wire between DIC and low coolant switch, or check for open in bulb.
3. If circuit is okay, repair/replace DIC flexible circuit board. If indicator turns on, check for open in ground
wire to terminal "B" (Black wire) of low coolant connector. If no open wire, replace low coolant switch.

"LOW COOLANT" INDICATOR ALWAYS ON (CAPACITY CORRECT) TEST

Unplug low coolant switch 2-way connector. Turn ignition on, with engine off. If indicator turns off, replace
low coolant switch. If indicator remains on, check for short to ground in Gray wire from DIC to low coolant
switch. If wire is not shorted, repair/replace DIC Flexible Circuit Board (DIC-FCB).

LOW OIL LEVEL INDICATOR DOES NOT TURN ON TEST

 1. Unplug low oil level sensor connector (Pink wire). Connect fused jumper between terminal "A" (Pink
wire) of sensor and ground. Turn ignition on, with engine off.
2. If indicator turns off, replace low oil level sensor. If indicator remains on, unplug CCM Gray connector.
Install fused jumper between connector term "D13" of CCM and ground.
3. If indicator does not turn on, check for open or short to battery voltage in Pink/White wire between CCM
(terminal "D13") and DIC. If wire is shorted to battery voltage, CCM may be DAMAGED. Check for
open indicator bulb.
4. If circuit is okay, repair/replace DIC Flexible Circuit Board (DIC-FCB). If indicator remains on, check
for open in Pink wire between CCM (terminal "D8") and low oil level sensor. If circuit is okay, replace
CCM.

"LOW OIL LEVEL" INDICATOR STAYS ON (OIL LEVEL CORRECT) TEST

1. Unplug single wire low oil level sensor connector. Turn ignition on, with engine off. If indicator turns off,
replace low oil level sensor. If indicator remains on, disconnect CCM White connector.
2. If indicator goes off, repair short to ground in Pink wire between CCM (terminal "D8") and low oil level
sensor. If indicator remains on, reconnect CCM White connector. Disconnect CCM Gray connector.
3. If indicator now goes off, replace CCM. If indicator stays on, check for short to ground in Pink/White
wire between CCM and DIC. If circuit is okay, repair/replace DIC flexible circuit board.

"FULL POWER" INDICATOR WILL NOT TURN ON (ZR1) TEST

1. Place valet mode key switch in ON position. Remove console trim plate and accessory trim plate. See,
under REMOVAL & INSTALLATION in this article, CENTRAL CONTROL MODULE (CCM) .
2. Unplug valet mode key switch 2-way connector and connect fused jumper between terminal "B" of
connector (Dark Blue/White wire) and ground. Turn ignition on, with engine off.
3. If indicator turns on, check for and repair open in ground wire from valet mode key switch connector
terminal "A" (Black wire) to ground, (located at left rear of engine). If no open found, replace valet mode
key switch.
4. If indicator remains off, check for and repair open in Dark Blue/White wires to each of the following:
DIC
ECM
Valet mode switch
Open indicator bulb.

If the circuit is okay, repair or replace the DIC flexible circuit board.

"FULL POWER" INDICATOR ALWAYS ON (ZR1) TEST

1. Place valet mode key switch in OFF position. Remove console trim plate and accessory trim plate. See,
under REMOVAL & INSTALLATION, CENTRAL CONTROL MODULE (CCM) .
2. Unplug valet mode switch 2-way connector.Turn ignition on, with engine off.
3. If indicator turns off, replace valet mode switch.
 4. If indicator remains on, check for short to ground in Dark Blue/ White wires to each of the following:
DIC
ECM
Valet mode switch

If the circuit is okay, repair or replace the DIC flexible circuit board.

LIGHTING TESTS

Parking & Taillights Inoperative

1. Backprobe light switch connection "C1" with test light between terminal "H" and ground. If test light
does not illuminate, check Orange wire for open or short to ground. If wire is shorted to ground, replace
taillight fuse after repairing wire.
2. If test light does illuminate, backprobe light switch connection "C1" with test light between terminal "G"
and ground. Turn parking lights on.
3. If test light does not illuminate, replace light switch.
4. If test light does illuminate, remove connection "C1" and check for bent terminal pins on the light switch,
and check for open in Brown wires from light switch to front marker lights and front parking/turn lights.

Ambient Light Sensor Check

1. Enter CCM on-board diagnostic mode, then go to Display CCM Data (trip monitor will display 1.2). In
this mode, go to parameter "03" (ambient light sensor) shown in left side of odometer. Turn parking lights
on.
2. While watching the right side 3 numbers (Ambient/Data Count) in odometer display, shine bright light
into ambient light sensor on DIC. The A/D count should go to "0". Cover ambient light sensor
completely. A/D count should go up to about 240. If A/D count responded as specified, there is no
problem found.
3. If A/D count responded differently, disconnect DIC connector. If A/D count does not go to about 255,
check for short to ground in Pink wire from CCM to DIC. If circuit is okay, replace CCM.
4. If A/D count does go to about 255, connect jumper between terminals "G" and "L" of DIC Blue
connector. If A/D count goes to "0", repair/replace DIC.
5. If A/D count does not go to "0", check for open in Pink wire from CCM White connector to DIC, also
check for faulty terminal connections. If circuit is okay, replace CCM.

ENTERING CCM ON-BOARD DIAGNOSTICS

1. To enter diagnostic mode, ground pin "G" of ALDL connector and turn ignition on. If the CCM will not
enter diagnostic mode, A/C fuse is blown.
2. Speedometer displays malfunction codes and trip monitor displays module system.
3. Code faults now present are indicated by a "C" following the code number (current code), and an "H"
indicates code fault has occurred, but is not now present (history code). All ECM codes will be displayed
as history codes.
4. If "C12" is displayed, there are no problems found, and no codes are stored.
5. Each malfunction code will be displayed for 3 seconds, followed by one second pause before next code is
displayed. A 3 second pause occurs between each code display sequence for each module.
6. After all malfunction codes have been displayed for all modules, trip monitor will display 1.0 and
speedometer will go blank.
7. Manual mode can be entered at any time during any code display sequence by pressing any button on
DIC. See Fig. 2 .
 Fig. 2: Driver Information Center Buttons/Functions
Courtesy of GENERAL MOTORS CORP.

8. When manual mode entered, speedometer will go blank and trip monitor will display 1.0. This indicates
this system is ready for instructions.
The systems are numbered as follows:

1.0 - Central Control Module (CCM)

4.0 - Engine Control Module (ECM) (history codes only)
7.0 - Active Suspension (AS) Module (if equipped)

The System Function Modules (Numerical Display on Trip Monitor) are as follows:

1.0 - Holding For Further Input

1.1 - Display CCM Malfunction Codes
1.2 - Display CCM Data
1.3 - Display Status of CCM Discrete Inputs
1.4 - Cycle CCM Discrete Outputs
1.7 - Clear CCM Malfunction Codes
4.0 - Holding For Further Input
4.1 - Display ECM Malfunction Codes
4.7 - Clear ECM Malfunction Codes

CCM CODE DEFINITIONS

CCM MALFUNCTION CODES

Code Brief Definition
12 No Malfunction Codes Stored
13 DIC Switches Open or Shorted to Battery Voltage
14 DIC Switches Shorted To Ground
21 Horn Relay Coil Shorted To Battery Voltage or CCM Driver Open
22 Rear Defogger Relay Coil Shorted To Battery Voltage or CCM Driver Open
24 Courtesy Light Relay Coil Shorted To Battery Voltage or CCM Driver Open
25 Courtesy Light Relay Coil Circuit Open or Shorted To Ground
26 LCD Blanking Control Circuit Shorted to Battery Voltage or CCM Driver Open
27 LCD Blanking Control Circuit Open or Shorted To Ground
31 LCD Data Circuit Shorted to Battery Voltage or CCM Driver Open
32 LCD Data Circuit Open or Shorted to Ground
33 Data Clock Ckt Short to Battery Voltage or CCM Driver Open
34 Data Clock Circuit Open or Shorted to Ground
35 Data Strobe Ckt Short to Battery Voltage or CCM Driver Open
36 Data Strobe Circuit Open or Shorted to Ground
37 M Clock Ckt Shorted to Battery Voltage or CCM Driver Open
38 M Clock Circuit Open or Shorted to Ground
41 Loss of ECM Serial Data Communications
51 VATS (PASS-Key) - Invalid Key Detection
52 VATS (PASS-Key) - Key Detection Circuit Shorted
53 VATS (PASS-Key) - Key Detection Ckt Open or Shorted to Battery Voltage
54 VATS (PASS-Key) - Fuel Enable Failure
61 VATS (PASS-Key) Key No. 1 Programming Resistance Out Of Range
62 VATS (PASS-Key) Key No. 2 Programming Resistance High
63 VATS (PASS-Key) Key No. 2 Programming Resistance Low
64 VATS (PASS-Key) Key No. 3 Programming Resistance High
65 VATS (PASS-Key) Key No. 3 Programming Resistance Low
71 LCD Dimming Output Ckt Shorted to Battery Voltage or CCM Driver Open
72 LCD Dimming Output Circuit Open or Shorted to Ground
73 LED Display Dimming Output Ckt Shorted to Battery Voltage or CCM Driver
74 LED Display Dimming Output Ckt Open or Shorted to Ground

CCM DATA

The data in the CCM Data table is displayed on trip computer when the 1.2 function is selected. The data values
are selected with the INST/AVER and ENG/MET buttons. The first 2 digits displayed on odometer are the data
number, the last 3 digits displayed are the data value.

CCM DATA
Data Number Data
01 Fuel Level (Gallons-Tenths)
02 Dimming Potentiometer (A/D Counts)
03 Ambient Light Sensor (A/D Counts)
04 Rear Defogger Timer (Seconds)
05 Vehicle Speed (MPH or KM/H)
06 VATS (PASS-Key) Key A/D Counts
07 Ignition Voltage (Volts-Tenths)
08 Switched Battery Voltage (Volts-Tenths)
09 Cluster Incandescent Dimming PWM (0-100%)
10 Cluster LCD Backlight Dimming PWM (0-100%)
11 Radio & Climate Control LCD Dimming PWM (0-100%)
12 LED Dimming PWM (0-100%)
13 Oil Monitor Effective Revolution (0-250) (100,000/count)
Fig. 3: Central Control Module Wiring Diagram (1 of 4)
Courtesy of GENERAL MOTORS CORP.
Fig. 4: Central Control Module Wiring Diagram (2 of 4)
Courtesy of GENERAL MOTORS CORP.
Fig. 5: Central Control Module Wiring Diagram (3 of 4)
Courtesy of GENERAL MOTORS CORP.
Fig. 6: Central Control Module Wiring Diagram (4 of 4)
Courtesy of GENERAL MOTORS CORP.

CODE 13 - DIC SWITCHES OPEN/SHORTED TO BATTERY VOLTAGE

 1. If pressing DIC button causes different function to perform or no function at all, it indicates the DIC
switches are internally open, or shorted. See Fig. 7 .
2. Remove DIC from IP and unplug connector. Connect DVOM (12-volt scale) between Blue connector
terminal "K" and ground. Turn ignition on and note voltage reading of DVOM.
3. If voltage reading is zero, backprobe DVOM between CCM White connector terminal "C11" and ground.
If voltage reading is still zero, check terminal "C11" connections. If connections are okay, replace CCM.
4. If voltage reading is about 5 volts, repair open in Dark Green/Orange wire or connections to DIC from
CCM. If voltage reading is greater than 5.02 volts, turn ignition off and disconnect CCM White
connector. Connect DVOM between terminal "C11" and ground.
5. Turn ignition on. If there is no voltage reading, replace CCM. If there is voltage reading, repair short to
battery voltage in Dark Green/Orange wire.
6. If voltage reading is between 4.95-5.02 volts, connect DVOM between Blue connector terminals "K" and
"J". If this voltage reading is zero, check for open in White/ Black wire or connections from CCM
terminal "C15" to DIC. If circuit is okay, replace CCM. If this voltage reading is still between 4.95-5.02
volts, replace DIC switches.
7. When repairs are completed, clear codes and verify operation of the DIC.

Fig. 7: Codes 13-14, DIC Switches Circuit Diagram

Courtesy of GENERAL MOTORS CORP.

CODE 14 - DIC SWITCHES SHORTED TO GROUND

1. If pressing DIC button causes wrong function to perform, or no function at all, it indicates the DIC
switches are internally shorted to ground. See Fig. 7 .
2. Remove DIC from IP. Unplug DIC connector, connect DVOM (12-volt scale) between Blue connector
terminal "K" and ground. Turn ignition on.
3. If voltage reading is 4.95-5.02 volts, and "H" was displayed with code, check for poor connections to
cause this intermittent fault to set. If "C" was displayed with code, replace DIC switches.
4. If voltage reading is less than 4 volts, turn ignition off, and unplug CCM White connector. Turn ignition
 on, and connect test light between battery voltage and CCM White connector terminal "C11".
5. If test light illuminates, repair short to ground in Dark Green/Orange wire. If test light does not
illuminate, reconnect DIC connector and connect DVOM (ohmmeter) between ground and CCM White
connector terminal "C11".
6. If circuit does not have continuity, check for poor connection at CCM White connector pin "C11". If
connection is okay, replace CCM. If circuit does have continuity, replace DIC switches.
7. When repairs are completed, clear codes and verify operation of the DIC.

CODE 21 - HORN RELAY COIL CIRCUIT SHORTED

1. If horn will not sound, not even through Vehicle Anti-Theft System (VATS), remove horn relay. See Fig.
1.
2. Connect test light between horn relay connector terminal No. 2 and ground. See Fig. 8 . Turn ignition on.

Fig. 8: Code 21, Horn Relay Coil Circuit

Courtesy of GENERAL MOTORS CORP.

3. If test light illuminates, repair short to battery voltage in Black wire from CCM to horn switch. If test
light does not illuminate, using a DVOM (ohmmeter), check for continuity between relay terminals No. 1
and 2. If there is continuity, replace relay and follow next steps for system verification.
4. If there is not continuity, connect test light between battery voltage and relay connector terminal No. 2.
Connect jumper between ALDL terminals "G" and "A".
5. Turn ignition on. Press TRIP/ODO button until 1.4 appears, then press ENG/MET button until 10..0
appears in odometer (cycling between 10..0 to 10..1).
6. If test light does not illuminate when 10..1 appears, check for open in Black wire circuit from CCM to the
following:
Horn relay
Horn switch
Poor connections at CCM Gray connector terminal "C16"
If circuit is okay, replace CCM.

7) If test light does illuminate when 10..1 appears, this is normal function; but also check connections at
CCM and horn relay for this intermittent fault.
8) When repairs are completed, clear codes and verify operation.

CODE 22 - REAR DEFOGGER RELAY COIL CKT SHORTED TO BATTERY VOLTAGE

1. If vehicle won't start and A/C blower fan runs constantly, the Purple/White wire from CCM to defogger
relay may be shorted to battery voltage.
2. Remove rear defogger relay and connect test light between defogger relay connector terminal No. 2 and
ground. See Fig. 9 . Turn ignition on.

Fig. 9: Code 22, Rear Defogger Relay Coil Circuit

Courtesy of GENERAL MOTORS CORP.

3. If test light illuminates, repair short to battery voltage in Purple/White wire. If test light does not
illuminate, using an ohmmeter, check for continuity between relay terminals No. 1 and No. 2. If there is
continuity, replace relay and follow next steps to verify operation.
4. If there is not continuity, connect test light between battery voltage and relay connector terminal No. 2.
Connect jumper between ALDL terminals "G" and "A". Turn ignition on. Press TRIP/ODO button until
1.4 appears, and then press ENG/MET button until 11..0 appears in odometer (cycling between 11..0 to
11..1).
5. If test light does not illuminate when 11..1 appears, check for open in Purple/White wire or connections at
CCM Gray connector terminal "D10". If circuit is okay, replace CCM.
6. If test light illuminates when 11..1 appears, this is normal function, but also check connections at CCM
and defogger relay for this intermittent fault.
7. When repairs are completed, clear codes and verify operation.

CODE 24 - COURTESY LIGHT RELAY COIL SHORTED TO BATTERY VOLTAGE

1. If courtesy and cargo lights do not come on, the Gray/Black wire may be shorted to battery voltage.
 2. Cover ambient light sensor on DIC with dark tape and remove courtesy light relay. Connect test light
between relay connector terminal No. 2 and ground. See Fig. 10 . Turn ignition on.

Fig. 10: Codes 24-25, Courtesy Light Relay Coil Circuit

Courtesy of GENERAL MOTORS CORP.

3. If test light illuminates, repair short to battery voltage in Gray/Black wire from CCM to relay. If test light
does not illuminate, using a DVOM (ohmmeter), check continuity between relay terminals No. 1 and 2. If
there is continuity, replace relay and follow next steps to verify operation.
4. If there is no continuity, connect test light between battery voltage and relay connector terminal No. 2 and
connect jumper between ALDL terminals "G" and "A". Turn ignition on. Press TRIP/ODO button until
1.4 appears, and press ENG/MET button until 12..0 appears in odometer (cycling between 12..0 to 12..1).
5. If test light does not illuminate when 12..1 appears, check for open in Gray/Black wire or poor connection
at CCM Gray connector terminal "D12". If circuit is okay, replace CCM.
6. If test light illuminates when 12..1 appears, this is normal function; but also check connections at CCM
and relay for this intermittent fault.
7. When repairs are completed, clear codes and verify operation.

CODE 25 - COURTESY LIGHT RELAY COIL CKT OPEN OR GROUNDED

1. If the Gray/Black wire is shorted to ground, courtesy lights will stay on. If the Gray/Black wire is open,
courtesy lights will stay off.
2. Cover ambient light sensor on DIC with dark tape and remove courtesy light relay. Connect test light
between relay connector terminal No. 5 and ground. See Fig. 10 . Turn ignition on.
3. If test light does not illuminate, check for blown LCD fuse and repair ground/short in Red/Black wire
from fuse block to relay. If LCD fuse is not blown, repair poor connection or open in Red/Black wire.
4. If test light illuminates, using an ohmmeter, check resistance between relay terminals No. 5 and 2. If
resistance is not between 50-80 ohms, replace relay and follow next steps to verify operation.
5. If resistance is between 50-80 ohms, connect test light between relay connector terminals No. 2 and
battery voltage. Connect jumper between ALDL terminals "G" and "A". Turn ignition on. Press
 TRIP/ODO button until 1.4 appears in display and press ENG/MET until 12..0 appears in odometer
(cycling between 12..0-12..1).
6. If test light stays illuminated, repair ground/short in Gray/Black wire from CCM to relay. If test light
illuminates when 12..1 appears, this is normal function, but check connections for this intermittent fault
setting this code.
7. If test light is off when 12..1 appears, reconnect test light to battery voltage and backprobe CCM Gray
connector terminal "D12". Leave jumper installed and ignition on.
8. Now if test light illuminates when 12..1 appears, repair open in Gray/Black wire or connections. If test
light does not illuminate when 12..1 appears, check connections at CCM Gray connector pin "D12". If
circuit is okay, replace CCM.
9. When repairs are completed, clear codes and verify operation.

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.

CODE 26 - LCD BLANKING CONTROL SHORTED TO BATTERY VOLTAGE

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.

1. The LCD displays will be blank if this circuit is shorted to battery voltage or if CCM driver is opened.
2. Make note of ALL stored codes, then remove IC.
3. Using Terminal Kit (J-35616), connect DVOM (12-volt scale) between IC connector terminal "A13" and
ground. See Fig. 11 . Turn ignition on.
 Fig. 11: Codes 26-38, CCM to IC Wiring Circuit Diagram
Courtesy of GENERAL MOTORS CORP.

4. If voltage reading is 12 volts, repair short to battery voltage in Gray wire from CCM Gray connector
terminal "D11" to IC connector terminal "A13".
5. If voltage reading is zero volt and code 27 was also set, repair open in Gray wire circuit.
6. If voltage reading is zero volt and code 27 was NOT set, or if voltage reading is 2-5 volts; connect Red
leads of Signal Generator/Instrument Panel Tester (J-33431-B) to DVOM. Using DVOM and ohm
adjustment dials of tester, set tester resistance to 1150-1250 ohms. Turn ignition off, and disconnect
DVOM from tester.
7. Using Terminal Kit (J-35616), connect one lead of Tester (J-33431-B) to IC connector terminal "A13"
and connect other lead by backprobing to CCM White terminal "C1"(Yellow wire). Make sure ALDL
term "G" is NOT grounded. Turn ignition on.
8. Using Tech 1 or equivalent, check if code 26 reset. If code is reset, replace CCM. If code is NOT reset,
check for intermittent problems in Gray wire circuit from CCM to IC. If no problems are present, replace
IC.
9. When repairs are completed, clear codes and verify operation.

CODE 27 - LCD BLANKING CONTROL CKT OPEN OR SHORTED TO GROUND

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
 J35628 is a VATS (Pass-Key) Interrogator.

1. The LCD displays will be blank or frozen if there is an open in circuit or ground/short.
2. Make note of ALL stored codes and remove IC.
3. Using Terminal Kit (J-35616), connect DVOM (ohmmeter) between ground and IC connector terminal
"A13" (Gray wire). Refer to Fig. 11 . If there is continuity to ground, repair short to ground in Gray wire
from CCM Gray terminal "D11" to IC terminal "A13". If there is not continuity, unplug CCM Gray
connector.
4. Using Terminal Kit (J-35616), connect DVOM between CCM Gray connector terminal "D11" and IC
connector terminal "A13". If there is not continuity, repair open in Gray wire or connections from CCM
Gray terminal "D11" to IC terminal "A13".
5. If there is continuity, connect Red leads of Signal Generator/Instrument Panel Tester (J-33431-B) to
DVOM. Using DVOM and ohm adjustment dials of tester, set tester resistance to 1150-1250 ohms. Turn
ignition off and disconnect DVOM from tester.
6. Using Terminal Kit (J-35616), connect one lead of Tester (J-33431-B) to IC connector term "A13",and
connect other lead to CCM White terminal "C1". Reconnect Gray CCM connector. Make sure ALDL
terminal "G" is NOT grounded. Turn ignition on.
7. Using Tech 1 or equivalent, check if code 27 resets. If code is reset, replace CCM. If code is NOT reset,
check for intermittent problems in Gray wire circuit from CCM to IC. If no problems are present, replace
IC.
8. When repairs are completed, clear codes and verify operation.

CODE 31 - LCD DATA CKT SHORTED TO BATTERY VOLTAGE

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.

1. The LCD will be blank if this circuit is shorted to battery voltage or CCM is open.
2. Make note of ALL stored codes, and remove IC.
3. Using Terminal Kit (J-35616), connect DVOM (12-volt scale) between IC connector terminal
"A12" (Gray wire) and ground. Refer to Fig. 11 . Turn ignition on.
4. If voltage reading is 12 volts, repair short to battery voltage in Gray wire circuit from CCM White
terminal "D16" to IC terminal "A12".
5. If voltage reading is zero volt and code 32 was also stored, repair open in Gray wire circuit.
6. If voltage reading is 2-5 volts and code 32 was not stored, connect Red leads of Signal
Generator/Instrument Panel Tester (J-33431-B) to DVOM (ohmmeter). Using DVOM and ohm
adjustment dials of tester, set resistance to 1150-1250 ohms. Turn ignition off and disconnect DVOM
 from tester.
7. Using Terminal Kit (J-35616), connect one lead of Tester (J-33431-B) to IC connector terminal "A12",
and connect other lead to CCM White terminal "C1" (Yellow wire). Make sure ALDL terminal "G" is
NOT grounded. Turn ignition on.
8. Using Tech 1 or equivalent, check if code 31 reset. If code is reset, replace CCM. If code is not reset,
check for intermittent problems in Gray wire circuit from CCM to IC.
9. When repairs are completed, clear codes and verify operation.

CODE 32 - LCD DATA CKT OPEN OR SHORTED TO GROUND)

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.

1. The LCD will be blank if there is an open, or all of display will be on if there is short to ground.
2. Make note of ALL stored codes and remove IC.
3. Using Terminal Kit (J-35616), connect DVOM (ohmmeter) between IC connector terminal "A12" (Gray
wire) and ground. See Fig. 11 . If there is continuity, repair short to ground in Gray wire from CCM
White terminal "D16" to IC terminal "A12". If there is not continuity, disconnect CCM White connector.
4. Using Terminal Kit (J-35616), connect DVOM between CCM White connector terminal "D16" and IC
connector terminal "A12". If there is not continuity, repair open in Gray wire circuit.
5. If there is continuity, connect Red leads of Signal Generator/Instrument Panel Tester (J-33431-B) to
DVOM. Using DVOM and ohm adjustment dials of tester, set tester resistance to 1150-1250 ohms. Turn
ignition off, disconnect DVOM from tester.
6. Using Terminal Kit (J-35616), connect one lead of Tester (J-33431-B) to IC connector terminal "A12".
Connect other lead to CCM White terminal "C1" (Yellow wire), and reconnect CCM White connector
and turn ignition on.
7. Using Tech 1 or equivalent, check if code 32 reset. If code is reset, replace CCM. If code is not reset,
check for intermittent problems in gray wire circuit from CCM to IC. If circuit is okay, replace IC.
8. When repairs are completed, clear codes and verify operation.

CODE 33 - DATA CLOCK CKT SHORTED TO BATTERY VOLTAGE

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
 Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.

1. LCD will display random, frozen characters.

2. Make note of ALL stored codes and remove IC.
3. Using Terminal Kit (J-35616), connect DVOM (12-volt scale) between IC connector terminal
"A14" (Black/White wire) and ground. See Fig. 11 . Turn ignition on.
4. If voltage reading is 12 volts, repair short to battery voltage in Black/White wire from CCM White
terminal "D14" to IC terminal "A14".
5. If voltage reading is zero volts and code 34 is also stored, repair open in Black/White wire circuit.
6. If voltage reading is 0-5 volts, connect Red leads of Signal Generator/Instrument Panel Tester (J-33431-
B) to DVOM (ohmmeter). Using DVOM and ohm adjustment dials of Tester (J-33431-B), set resistance
to 1150-1250 ohms. Turn ignition off, disconnect DVOM from tester.
7. Using Terminal Kit (J-35616), connect one lead of Tester (J-33431-B) to IC connector terminal "A14",
connect other lead to CCM White terminal "C1" (Yellow wire). Make sure ALDL terminal "G" is NOT
grounded. Turn ignition on.
8. Using Tech 1 or equivalent, check if code 33 reset. If code is reset, replace CCM. If code is not reset,
check for intermittent problems in Black/White wire circuit from CCM White "D14" terminal to IC
terminal "A14". If circuit is okay, replace IC.
9. When repairs are completed, clear codes and verify operation.

CODE 34 - DATA CLOCK CKT OPEN OR SHORTED TO GROUND

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.

1. If there is an open, LCD will be blank, or all segments will be on and frozen. If there is short to ground,
LCD will have random segments on and display will not update.
2. Make note of all stored codes and remove IC.
3. Using Terminal Kit (J-35616), connect ohmmeter between IC terminal "A14" (Black/White wire) and
ground. See Fig. 12 . If there is continuity, repair short to ground in Black/White wire from CCM White
terminal "D14" to IC terminal "A14".
 Fig. 12: Codes 26-38, CCM to IC Wiring Circuit Diagram
Courtesy of GENERAL MOTORS CORP.

4. If there is not continuity, disconnect CCM White connector. Using Terminal Kit (J-35616), connect
DVOM between CCM White terminal "D14" and IC connector terminal "A14". If there is not continuity,
repair open in Black/White wire circuit from CCM White terminal "D14" to IC terminal "A14".
5. If there is continuity, connect Red leads of Signal Generator/Instrument Panel Tester (J-33431-B) to
DVOM. Using DVOM and ohm adjustment dials of tester, set resistance to 1150-1250 ohms. Turn
ignition off, and disconnect DVOM from tester.
6. Using Terminal Kit (J-35616), connect one lead of Tester (J-33431-B) to IC connector terminal "A14".
Connect other lead to CCM White terminal "C1" (Yellow wire) and reconnect White CCM connector.
Make sure ALDL terminal "G" is NOT grounded. Turn ignition on.
7. Using Tech 1 or equivalent, check if code 34 reset. If code is reset, replace CCM. If code is not reset,
check for intermittent problems in Black/White wire circuit from CCM White terminal "D14" to IC
terminal "A14". If circuit is okay, replace IC.
8. When repairs are completed, clear codes and verify operation.

CODE 35 - DATA STROBE CKT SHORTED TO BATTERY VOLTAGE

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.
 1. LCD cluster will display random,frozen characters.
2. Make note of ALL stored codes, and remove IC.
3. Using Terminal Kit (J-35616), connect DVOM (12-volt scale) between IC connector terminal
"A15" (White wire) and ground. See Fig. 12 . Turn ignition on.
4. If voltage reading is 12 volts, repair short to battery voltage in White wire circuit from CCM White
terminal "D13" to IC terminal "A15".
5. If voltage reading is zero volts and code 36 was stored, repair open in White wire circuit. If voltage
reading is 0-5 volts, connect Red leads of Signal Generator/Instrument Panel Tester (J-33431-B) to
DVOM (ohmmeter). Using DVOM and ohm adjustment dials of tester, set tester resistance to 1150-1250
ohms. Turn ignition off and disconnect DVOM from tester.
6. Using Terminal Kit (J-35616), connect one lead of Tester (J-33431-B) to IC connector terminal "A15",
and connect other lead to CCM White terminal "C1" (Yellow wire). Make sure ALDL terminal "G" is
NOT grounded. Turn ignition on.
7. Using Tech 1 or equivalent, check if code 35 reset. If code is reset, replace CCM. If code is not reset,
check for intermittent problems in White wire circuit from CCM White terminal "D13" to IC terminal
"A15". If circuit is okay, replace IC.
8. When repairs are completed, clear codes and verify operation.

CODE 36 - DATA STROBE CKT OPEN OR SHORTED TO GROUND

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.

1. If circuit is open, LCD will display frozen, random characters. If shorted to ground, LCD will flash
random digits.
2. Make note of ALL stored codes and remove IC.
3. Using Terminal Kit (J-35616), connect DVOM (ohmmeter) between ground and IC connector terminal
"A15" (White wire). See Fig. 12 . If there is continuity, repair short to ground in White wire circuit from
CCM White terminal "D13" to IC terminal "A15". If there is not continuity, unplug White CCM
connector.
4. Using Terminal Kit (J-35616), connect DVOM between CCM White connector terminal "D13" and IC
connector terminal "A15". If there is not continuity, repair open in White wire circuit.
5. If there is continuity, connect Red leads of Signal Generator/Instrument Panel Tester (J-33431-B) to
DVOM. Using DVOM and ohm adjustment dials of tester, set resistance to 1150-1250 ohms. Turn
ignition off and disconnect DVOM from tester.
6. Using Terminal Kit (J-35616), connect one lead of Tester (J-33431-B) to IC connector terminal "A15"
and connect other lead to CCM White terminal "C1" (Yellow wire). Reconnect White CCM connector.
 Make sure ALDL terminal "G" is NOT grounded. Turn ignition on.
7. Using Tech 1 or equivalent, check if code 36 reset. If code is reset, replace CCM. If code is not reset,
check for intermittent problems in White wire circuit. If circuit is okay, replace IC.
8. When repairs are completed, clear codes and verify operation.

CODE 37 - "M" CLOCK CKT SHORTED TO BATTERY VOLTAGE

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.

1. LCD will display some segments on and some off, some will be bright and others dim.
2. Make note of ALL stored codes, and remove IC.
3. Using Terminal Kit (J-35616), connect DVOM (12-volt scale) between IC connector terminal
"A11" (Black/Light Blue wire) and ground. See Fig. 12 . Turn ignition on.
4. If voltage reading is 12 volts, repair short to battery voltage in Black/Light Blue wire circuit from CCM
White terminal "D11" to IC terminal "A11".
5. If voltage reading is zero volt, and code 38 was also stored, repair open in Black/Light Blue wire circuit.
If voltage reading is 0-5 volts, connect Red leads of Signal Generator/Instrument Panel Tester (J-33431-
B) to DVOM (ohmmeter). Using DVOM and ohm adjustment dials, set tester resistance to 1150-1250
ohms. Turn ignition off, and disconnect DVOM from tester.
6. Using Terminal Kit (J-35616), connect one lead of Tester (J-33431-B) to IC connector terminal "A11"
and connect other lead to CCM White terminal "C1" (Yellow wire). Make sure ALDL terminal "G" is
NOT grounded. Turn ignition on.
7. Using Tech 1 or equivalent, check if code 37 reset. If code is reset, replace CCM. If code is not reset,
check for intermittent problems in Black/Light Blue wire circuit from CCM White terminal "D11" to IC
terminal "A11". If circuit is okay, replace IC.
8. When repairs are completed, clear codes and verify operation.

CODE 38 - "M" CLOCK CKT OPENED OR SHORTED TO GROUND

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
 J35628 is a VATS (Pass-Key) Interrogator.

1. LCD will display some segments on and some off, some will be bright and others dim.
2. Make note of ALL stored codes and remove IC.
3. Using Terminal Kit (J-35616), connect DVOM (ohmmeter) between ground and IC connector terminal
"A11" (Black/Light Blue wire). See Fig. 12 . If there is continuity, repair short to ground in Black/Light
Blue wire circuit from CCM White terminal "D11" to IC terminal "A11".
4. If there is not continuity, unplug CCM Gray connector. Using Terminal Kit (J-35616), connect DVOM
between CCM White connector terminal "D11" and IC connector terminal "A11". If there is not
continuity, repair open in Black/Light Blue wire circuit.
5. If there is continuity, connect Red leads of Signal Generator/Instrument Panel Tester (J-33431-B) to
DVOM. Using DVOM and ohm adjustment dials of tester, set tester resistance to 1150-1250 ohms. Turn
ignition off and disconnect DVOM from tester.
6. Using Terminal Kit (J-35616), connect one lead of Tester (J-33431-B) to IC connector terminal "A11",
and connect other lead to CCM White terminal "C1" (Yellow wire). Reconnect CCM Gray connector.
Make sure ALDL terminal "G" is NOT grounded. Turn ignition on.
7. Using Tech 1 or equivalent, check if code 38 reset. If code is reset, replace CCM. If code is not reset,
check for intermittent problems in Black/Light Blue wire circuit. If circuit is okay, replace IC.
8. When repairs are completed, clear codes and verify operation.

CODE 41 - ECM SERIAL DATA CKT LOSS OF COMMUNICATIONS

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.
Anti-Lock brake controller
ALDL terminal "M"
ECM
Electronic A/C programmer
CCM terminal "C13"

1. If this fault is present, the A/C control head display will flash OFF, trip computer will be inoperative, and
CHECK GAUGES function will not work.
2. Connect jumper between ALDL terminals "G" and "A". See Fig. 13 . Turn ignition on. Press Trip Reset
button until 4.0 displays in trip monitor.
 Fig. 13: Code 41, ECM Serial Data Circuit
Courtesy of GENERAL MOTORS CORP.

3. If ERR does not display in speedometer, then there is no problem. Recheck step 1) for telltale signs.
4. If ERR does display in speedometer, turn ignition off. Unplug Red ECM connector (Blue ECM connector
for ZR1), and unplug White CCM connector. Using Terminal Kit (J-35616), connect DVOM (ohmmeter)
between CCM White connector terminal "C13" and ECM Red connector terminal "R11", (terminal "B15"
for ZR1).
5. If there is no continuity, repair open in Tan wire from ECM to CCM. If there is continuity, using
Terminal Kit (J-35616), connect DVOM between CCM White connector terminal "D12" and ECM Red
connector terminal "R11", (terminal "B15" for ZR1).
6. If there is no continuity, repair open in Tan wire from ECM to CCM White terminal "D12". If there is
continuity, using Terminal Kit (J-35616), connect DVOM between CCM White connector terminal "C13"
and ground.
7. If there is continuity, repair short to ground in Tan wire circuit from CCM terminal "D12" to the
following:
8. If there is not continuity, using Terminal Kit (J-35616), connect test light between CCM White connector
terminal "C13" (Tan wire) and ground. Turn ignition on.
9. If test light illuminates, repair short to battery voltage in Tan wire circuit following step 7) in reverse
order. If test light does not illuminate, repeat steps 4) through 8), except use ECM connector terminal
"R5" instead of "R11", (for ZR1 use "B20" instead of "B15").
10. When repairs are completed, clear codes and verify operation.

PRECAUTIONS FOR CODES 51-54

1. Make sure resistor contacts are clean of grease, dirt or oil, etc. Check for poor connections at the CCM,
and ignition lock cylinder. Also check key resistor pellet for less than 50 ohms of resistance. If key has
more than 50 ohms resistance, replace key.
2. If key does not work, try another owner key after you have waited 3 minutes for CCM VATS to reset
timer. After the key has been tried 4 separate times in the ignition switch and still will not work, the CCM
VATS timer will switch to 10 minute intervals before resetting.
 3. If the other owner keys do work, destroy faulty key and obtain new one. If none of the keys work, use
VATS Interrogator (J-35628) to find key code number and make note.

CODE 51 - VATS KEY DETECTION CKT INVALID KEY DETECTION

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.

1. See PRECAUTIONS FOR CODES 51-54 in this article.

2. Connect jumper between ALDL terminals "G" and "A". See Fig. 14 . Turn ignition on.

Fig. 14: Codes 51-53 & 61-65, VATS (Pass-Key) Key Detection Circuit
Courtesy of GENERAL MOTORS CORP.

3. Press TRIP/ODO button until 1.2 appears in trip monitor, and press ENG/MET button until 06xxx
appears in odometer, with xxx being a number from 33 to 212. Note xxx number, and use it to find key
code number. See KEY CODE NUMBER table.

KEY CODE NUMBER

Number Key Code
33-38 1
42-47 2
52-58 3
 64-70 4
76-83 5
91-98 6
106-113 7
121-128 8
136-143 9
149-156 10
164-170 11
177-183 12
188-194 13
199-204 14
208-212 15

4. If key code from table matches the key code found using the VATS Interrogator, then no problem found
with CCM system. For possible intermittent problems SEE PRECAUTIONS FOR CODES 51-54 , in
this article.
5. If key codes do NOT match, check for codes 52 and/or 53 to be set. If either of these other codes are set,
repair these problems first. Clear codes and check if code 51 resets.
6. If codes 52 or 53 are NOT set, check voltage by using Terminal Kit (J-35616), and connecting DVOM
(12-volt scale) between ignition lock cylinder connector terminal "B" (Purple/Yellow wire) and ground.
7. If voltage reading is not between 4.95-5.02 volts, connect DVOM to ground and backprobe CCM White
connector terminal "C12" (Purple/Yellow wire), using Terminal Kit (J-35616). If voltage reading is not
between 4.98-5.02 volts, check for poor connection at CCM White terminal pin "C12". If no problem is
found, replace CCM.
8. If voltage reading is between 4.98-5.02 volts, check Purple/Yellow wire from CCM to ignition lock
cylinder for damage or poor connections.
9. If voltage reading in step 6) is between 4.95-5.02 volts, using DVOM (ohmmeter) and Terminal Kit (J-
35616), check for continuity by backprobing between ignition lock connector terminal "A" and CCM
White connector terminal "D5" (White/Black wire). If there is continuity, then no problem was found
with CCM system. For possible intermittent problems SEE PRECAUTIONS FOR CODES 51-54 , in
this article.
10. If there is not continuity, repair White/Black wire circuit from CCM White terminal "D5" to ignition lock
cylinder. If no problem is found, replace CCM.
11. When repairs are completed, clear codes and verify operation.

CODE 52 - VATS KEY DETECTION CKT SHORTED TO GROUND

NOTE: In the following code diagnostics, the following special test equipment is
needed:

Tester J33431-B is a Signal Generator/Instrument Panel Tester

J35616 is a Terminal Adapters Kit
Tech 1 or 94-00101-A is a Portable Diagnostic Computer Code Display that plugs into the ALDL
 J34029-A or DVOM is a Digital Volt/Ohm Meter
J35628 is a VATS (Pass-Key) Interrogator.

1. For possible intermittent problems Refer to, in this article, PRECAUTIONS FOR CODES 51-54 .
2. If the other owner keys do work, perform the following steps to determine if key or ignition lock cylinder
is faulty.
3. Connect jumper between ALDL terminals "G" and "A". See Fig. 14 . Turn ignition on. Press TRIP/ODO
button until 1.2 appears in trip monitor, and press ENG/MET button until 06xxx appears in odometer,
with xxx being a number from 0 to 255. Make a note of xxx number.
4. If xxx number is not between 0-5, then no problem is found with VATS system. For possible intermittent
problems Refer to PRECAUTIONS FOR CODES 51-54 , in this article.
5. If xxx number is between 0-5, perform steps 6) through 9) for the Lock Cylinder and Harness Test.
6. Remove hush panel under steering column. Unplug two-way VATS connector wires leading into steering
column. These are the Purple/Yellow and White/Black wires, NOT the Yellow SIR two-way connector.
Connect the two wires to mating connector pigtails from VATS Interrogator (J-35628).
7. Insert owner's key into steering column ignition lock cylinder switch. Turn on VATS Interrogator on-off
switch. Notice Key Code Reader display. If it displays key code number, then note this number while
rotating key in ignition switch to ensure correct code number is read. If code is correct in all rotated
positions, go to step 9) to recheck keys.
8. If code is not correct in all positions, try another owner key. If code is correct in all positions with
different key, then original key was defective and a new replacement key must be made.
9. If code is not correct in all positions with the different key, or an E appears in display, then recheck keys
by inserting them into Key Code Reader Ignition Switch on VATS Interrogator (J-35628). If the Reader
displays an E, the key is defective. If the Reader displays a key code (1-15), then the ignition lock
cylinder is defective.
10. Check by setting Key Code Selector on the VATS Interrogator to the proper key code number found in
step 6), and install ignition key into column ignition switch and start engine. If engine starts, this verifies
proper key code number.
11. If problem was found in steps 2) through 10), repair as needed and then clear codes and recheck to find if
code 52 resets. If code 52 does reset, try tests again. If problem was not found in steps 2) through 10),
turn ignition off and proceed with next steps.
12. Unplug ignition lock cylinder connector. Using Terminal Kit (J-35616), connect DVOM (ohmmeter)
between harness connector terminal "B" (Purple/Yellow wire) and ground. If there is continuity, repair
short to ground in Purple/Yellow wire circuit from CCM to ignition lock cylinder.
13. If there is not continuity, using Terminal Kit (J-35616), connect DVOM between harness connector
terminals "A" and "B". If there is continuity, repair short between Purple/Yellow wire and White/Black
wire circuits.
14. If there is not continuity between terminals "A" and "B", repeat this test while wiggling key, wires, and
connections to find intermittent problem. When repairs are completed, clear codes and verify operation. If
code resets, and no problems are found, replace CCM.

CODE 53 - VATS KEY DETECTION CKT OPEN OR SHORTED TO BATTERY VOLTAGE

1. For possible intermittent problems Refer to, in this article, PRECAUTIONS FOR CODES 51-54 .
 2. Other telltale signs of this code problem are inoperative or malfunctioning CCM-controlled circuits such
as: fuel gauge, DIC, ambient light sensor, panel dimming control, etc.
3. Connect jumper between ALDL terminals "G" and "A". See Fig. 14 . Turn ignition on. Press TRIP/ODO
button until 1.2 appears in trip monitor display. Press ENG/MET button until 06xxx appears in odometer
display, with xxx being a number from 0 to 255. Make note of xxx number. If it is not between 226 and
255, then there is no problem with CCM system. For possible intermittent problems Refer to
PRECAUTIONS FOR CODES 51-54 in this article.
4. If xxx number is between 226 and 255, unplug ignition lock cylinder connector. Using Terminal Kit (J-
35616), connect DVOM (12-volt scale) between connector terminal "B" and ground. If voltage reading is
zero volts, repair open in Purple/Yellow wire circuit from CCM to ignition lock cylinder.
5. If voltage reading is greater than 5.02 volts, repair short to battery voltage in Purple/Yellow wire circuit
from CCM to ignition lock cylinder.
6. If voltage reading is 4.95-5.02 volts, using Terminal Kit (J-35616), connect DVOM (12-volt scale)
between connector terminal "A" and ground. If there is voltage, repair short to battery voltage in
White/Black wire from CCM to ignition lock cylinder.
7. If there is NO voltage indicated, using Terminal Kit (J-35616) and DVOM (ohmmeter), check for
continuity between connector terminal "A" and ground. If there is not continuity, repair open or poor
connections in White/Black wire circuit from CCM to ignition lock cylinder. If circuit is okay, replace
CCM.
8. When repairs are completed, clear codes and verify operation.

CODE 54 - VATS FUEL ENABLE CKT, NO FUEL SIGNAL TO INJECTORS

1. Check for poor connections at CCM, ECM, and 10-way IP harness to engine harness connection. A
blown SIR fuse or unplugged SIR harness will set this code because the ECM receives power through the
SIR system. Also ECM code 46 will be set if code 54 is set.
2. Unplug 10-way IP harness to engine harness connection. Using Terminal Kit (J-35616), connect DVOM
(12-volt scale) between engine harness terminal "C" (Dark Blue wire) and ground. See Fig. 15 . Turn
ignition on. If voltage reading is not 5 volts, check for open in Dark Blue wire circuit to ECM. If circuit is
okay, replace ECM.

Fig. 15: Code 54, VATS Fuel Enable Circuit

 Courtesy of GENERAL MOTORS CORP.

3. If voltage reading is about 5 volts, reconnect 10-way harness connection. Connect DVOM between
ground and backprobe harness connection terminal "C". With Tech 1 or equivalent plugged into the
ALDL, check if fuel enable mode is DISABLED or ENABLED.
If mode is DISABLED, then DVOM voltage reading should be about 5 volts.
If mode is ENABLED, then DVOM voltage reading should be about 2.5 volts.

If either mode has correct voltage reading as indicated, then there is no problem found. Recheck connections
and fuses for intermittent problems, and recheck step 1).

4) If either mode does NOT have correct voltage readings as indicated, connect DVOM between ground
and backprobe CCM Gray connector terminal "D3". Using Tech 1 or equivalent, and noting DVOM
voltage readings; if either mode has correct voltage reading as indicated above, repair open in Dark Blue
wire circuit from harness connection to CCM.
5) If either mode does NOT have the indicated voltage reading, check the VATS system as in code 52,
steps 5) through 8). Repair VATS as needed and retest for codes. If VATS key system checks okay,
recheck for poor connection at CCM Gray terminal "D3". If circuit is okay, replace CCM.
6) When repairs are completed, clear codes and verify operation.

CODE 61 - VATS KEY NO. 1 PROGRAM CKT RESISTANCE OUT OF RANGE

1. Check for codes 52 or 53 before testing. If either or both of these codes are set, repair them first, then
clear codes and check if code 61 resets.
2. If code 61 does reset, connect DVOM (ohmmeter) to VATS ignition key resistor pellet contacts and note
if resistance is between 394-12,036 ohms. If resistance is not to specifications, replace key. If resistance is
to specifications, insert key into ignition.
3. Unplug ignition lock cylinder connector, and using Terminal Kit (J-35616), connect DVOM (12-volt
scale) between connector terminal "B" and ground. See Fig. 16 . Note voltage reading.

Fig. 16: Codes 51-53 & 61-65, VATS (Pass-Key) Key Detection Circuit
 Courtesy of GENERAL MOTORS CORP.

4. If voltage reading is not 4.95-5.02 volts, connect DVOM between ground and backprobe CCM White
connector terminal "C12" (Purple/Yellow wire).
5. If voltage reading is not 4.98-5.02 volts, check connection at CCM White terminal "C12". If circuit is
okay, replace CCM.
6. If voltage reading in step 3) is 4.98-5.02 volts, repair open or short in Purple/Yellow wire circuit. If
voltage reading is 4.95-5.02 volts, using Terminal Kit (J-35616), connect test light between battery
voltage and ignition lock connector terminal "A". If test light illuminates, problem is intermittent. For
possible intermittent problems SEE PRECAUTIONS FOR CODES 51-54 , in this article. If test light
does not illuminate, check for open in White/Black wire circuit. If circuit is okay or intermittent problem
not found, replace CCM.
7. When repairs are completed, clear codes and verify operation.

CODES 62-65 - VATS KEY PROGRAM CKT, RESISTANCE PROBLEMS

1. Check for codes 52 or 53 before testing. If either or both of these codes are set, repair the problem, then
clear codes and check if code 62-65 resets. If a code does reset, proceed to next step. See Fig. 16 .
2. Use VATS Interrogator (J-35628) to determine key code number of keys No. 1 and No. 2. If they are
NOT the same, use VATS Interrogator (J-35628) to determine key code number of key No. 3. Replace
key that does not match other 2. Begin CCM VATS programming sequence again.
3. If key code numbers are the same, check for possible intermittent problems in connections and wiring of
circuits between CCM and ignition lock cylinder. If circuits are okay and key resistor contacts are clean,
replace CCM.
4. When repairs are completed, clear codes and verify operation.

CODE 71 - LCD DIMMING OUTPUT CKT SHORTED TO BATTERY VOLTAGE OR CCM DRIVER
OPEN

1. This circuit controls back lighting for radio and/or A/C.

2. Cover ambient light sensor with dark tape, turn parking lights on, and operate dimmer control to make
sure IP lighting responds. If IP does not respond by changing lighting, repair dimmer control before
testing.
3. Turn parking lights off, and remove radio control head or remove A/C control head; which ever unit does
not light up. Unplug connectors.
4. Connect DVOM (12-volt scale) between radio control head chassis for ground and its 7-way connector
terminal No. 3, (or between A/C control head chassis for ground and its connector terminal No. 7). See
Fig. 17 . Turn ignition on. If voltage reading is about 12 volts, repair short to battery voltage in
Gray/Black wiring circuit from CCM Gray terminal "C2", to units connector.
 Fig. 17: Codes 71-72, LCD Dimming Circuit
Courtesy of GENERAL MOTORS CORP.

5. If voltage reading is NOT about 12 volts, turn ignition off, turn parking lights on. Put dimmer control to
full bright position. Noting voltage reading, move dimmer to low position and back to high slowly. If the
voltage reading changes significantly, then no problem is found, recheck connections for intermittent
faults.
6. If voltage reading does not change significantly, connect DVOM between battery voltage and CCM Gray
connector terminal "C2", by backprobing CCM connector. Turn parking lights on. Noting voltage
reading, move dimmer to low position and back to high slowly. If voltage reading changes significantly,
then no problem is found, check for intermittents.
7. If voltage reading does not change significantly, check for poor connection at CCM. If circuit is okay,
replace CCM. When repairs are completed, clear codes and verify operation.

CODE 72 - LCD DIMMING OUTPUT CKT SHORTED TO GROUND OR CKT OPEN

1. This circuit controls backlighting for radio and/or A/C.

2. Cover ambient light sensor with dark tape, turn parking lights on, and operate dimmer control to make
sure IP lighting responds. If IP does not respond by changing lighting, repair dimmer control before
testing.
3. Turn parking lights off, and remove radio control head or remove A/C control head; which ever unit does
not light up. See Fig. 17 . Unplug connectors.
4. Connect DVOM (12-volt scale) between radio control head chassis for ground and its 7-way connector
terminal No. 3, (or connect DVOM between A/C control head chassis for ground and its connector
terminal No. 7). Turn parking lights on, put dimmer control to full bright position. Noting voltage
reading, move dimmer from full bright to full dim position, slowly.
5. If voltage reading does NOT vary between 0.006 volts (bright) to 10.16 volts (dim); check connectors and
Gray/Black wiring circuit for open or short to ground. If connections and circuit are okay, clear codes,
turn on parking lights, and operate dimmer. If code resets, replace CCM.
6. If voltage reading does vary between specified volts above, reconnect connectors and repeat steps 2)
through 3), except backprobe terminal No. 3 (or terminal No. 7). Note if voltage reading does NOT vary
 between 0.006 volts (bright) to 10.16 volts (dim), the units control head is faulty, repair or replace head as
needed.
7. If voltage reading does vary between specified volts, check wiring and connections for intermittents.
Clear codes, turn on parking lights and operate dimmer. If code resets, replace CCM. If code does not
reset, no problem found, check for intermittents.
8. When repairs are completed, clear codes and verify operation.

CODE 73 - LED DISPLAY DIMMING OUTPUT CKT SHORTED TO BATTERY VOLTAGE OR

CCM DRIVER OPEN

1. This circuit controls back lighting for radio and/or A/C.

2. Cover ambient light sensor with dark tape, turn parking lights on, and operate dimmer control to make
sure IP lighting responds. If IP does not respond by changing lighting, repair dimmer control before
testing. (If Purple/Yellow wire circuit is shorted to battery voltage, none of the LED panels will work.)
3. Turn parking lights off, and remove radio control head or remove A/C control head; which ever unit does
not light up. Connect DVOM (12-volt scale) between radio control head chassis for ground and
backprobe its 7-way connector terminal No. 2, (or connect DVOM between A/C control head chassis for
ground and backprobe its connector terminal No. 8). See Fig. 18 . Turn ignition on, and note voltage
reading.

Fig. 18: Codes 73-74, LED Display Dimming Output Circuit

Courtesy of GENERAL MOTORS CORP.

4. If voltage reading is about 12 volts, repair short to battery voltage in Purple/Yellow wire circuit from
radio control head to the following:
A/C control head
Light switch
CCM
 5. If voltage reading is NOT about 12 volts, turn ignition off and turn parking lights on. Put dimmer control
in bright position. Noting voltage reading, move dimmer from full bright to full dim position, slowly. If
voltage reading changes significantly, there is no problem found. Check for intermittents.
6. If voltage reading does not change significantly, connect DVOM between battery voltage and backprobe
CCM Gray connector terminal "D2". Turn parking lights on. Noting voltage reading, move dimmer from
full bright to full dim position slowly. If voltage reading changes significantly, there is no problem found.
Check for intermittents, such as poor connections. If voltage reading does not change significantly, check
for poor connection at CCM. If connection is okay, replace CCM.
7. When repairs are completed, clear codes and verify operation.

CODE 74 - LED DISPLAY DIMMING OUTPUT CKT SHORTED TO GROUND OR CKT OPEN

1. This circuit controls the back lighting for the radio and/or the A/C.
2. Cover ambient light sensor with dark tape, turn parking lights on, and operate dimmer control to make
sure IP lighting responds. If IP does not respond by changing lighting, repair dimmer control before
testing.
3. Turn parking lights off, and remove radio control head or A/C control head; which ever unit does not
light up. Unplug connectors.
4. Connect DVOM (12-volt scale) between radio control head chassis for ground and its 7-way connector
terminal No. 2, (or connect DVOM between A/C control head chassis for ground and its connector
terminal No. 8). See Fig. 18 . Turn parking lights on, put dimmer control to full bright position. Noting
voltage reading, move dimmer from full bright to full dim position, slowly.
5. If voltage reading does NOT vary between about 1.93 volts (bright) and 6.98 volts (dim), check
connectors and Purple/Yellow wiring circuit for open or short to ground. If no problem is found, clear
codes and turn on parking lights and operate dimmer. If code resets, replace CCM.
6. If voltage reading does vary between 1.93 to 6.98 volts, check circuit for intermittents. Clear codes, turn
on parking lights and operate dimmer. If code resets, replace CCM. If code does not reset, check for
intermittents, such as poor connections at the following:
CCM
Light switch
A/C control head
Radio control head
7. When the repairs have been completed, clear codes and verify proper operation.

CLEARING CCM CODES

1. With ignition off, ground pin "G" of ALDL connector. Turn ignition on.
2. With engine off, press TRIP/ODO button on DIC until "1.7" appears in display on trip monitor. Next
press ENG/MET button and hold until "--" appears in speedometer. This will clear CCM codes.
3. Turn the ignition off, then on, and make sure no CCM codes are present.
4. Turn ignition off, and unground pin "G" of ALDL connector.

RESETTING "CHANGE OIL" INDICATOR

 1. Turn ignition on. Leave engine off.
2. Using DIC Key Pad; press ENG/MET button and release, then press it again. Then within 5 seconds,
press and hold in Range button. CHANGE OIL indicator will flash.
3. Continue holding Range button in until CHANGE OIL indicator stops flashing and goes out. Reset cycle
is complete.

CCM VATS PROGRAMMING PROCEDURE

A CCM is programmable in order to be matched to a set of 3 ignition keys having VATS resistor pellets. Be
sure to use ALL 3 KEYS provided the customer when programming. Using one key three times will not work.
The CCM will not accept the other keys if their pellet resistance values have not been programmed into
memory.

NOTE: DO NOT allow more than 10 seconds between any of the following steps or
programming sequence will stop. If this happens, procedure must be started
over from step 1).

1. Insert first key into ignition switch and turn switch to RUN position. DO NOT start engine.
2. Turn ignition key off and remove the key. CCM program mode has now been entered.
3. CCM will command technician to insert one of 3 keys by flashing the SECURITY light. The light will
flash the number of times corresponding to the key number being programmed. When CCM flashes
SECURITY light once, insert key No. 1 into ignition switch, but DO NOT turn. The CCM is determining
resistance value of key pellets and storing into memory.
4. If key No. 1 is valid, the CCM will command next key by flashing SECURITY light twice. Quickly
remove No. 1 key and insert No. 2 key into ignition switch, but DO NOT turn. If an invalid key is
detected, CCM will stop program mode and a trouble code will be set. Key is invalid if resistance values
are too high or too low.
5. If key No. 2 is valid, CCM will command next key by flashing SECURITY light 3 times. Quickly remove
No. 2 key and insert No. 3 key into switch, but DO NOT turn.
6. If No. 3 key is valid, CCM will finish programming sequence and will indicate this by the SECURITY
light going out.

REMOVAL & INSTALLATION

WARNING: Vehicle is equipped with Supplemental Inflatable Restraint (SIR) System

(air bag system). Before working on any part of instrument panel,
console, or steering column, see Supplemental Inflatable Restraint (SIR)
System in this article. Failure to follow precautions could result in air bag
deployment, personal injury, and unneeded SIR system repairs. See
HANDLING PRECAUTIONS at the beginning of TESTING in this article
before proceeding.

CENTRAL CONTROL MODULE (CCM)

1. The new CCM must be programmed for 3 VATS (PASS-KEY) keys that came with the vehicle. SEE
 CCM VATS PROGRAMMING PROCEDURE in this article. Perform the VATS (PASS-KEY) key
programming procedure before completely installing new CCM in vehicle.
2. If new CCM will not enter programming mode for VATS, it is possible the new CCM is faulty.
Attempting the VATS (PASS-KEY) key programming sequence before completely installing the new
CCM, could avoid additional work to remove a faulty new CCM.
3. Before replacing CCM due to VATS (PASS-KEY) Codes 51-65, be sure VATS (PASS-KEY) key
resistor contacts are clean and free of any grease, oil, etc. These substances interfere with VATS (PASS-
KEY) key detection circuit, possibly causing CCM to set faulty code. Using a clean key, clear all trouble
codes, and check if code resets after using clean key.
4. Remove negative battery cable, driver's side lower trim panel and knee bolster. See Fig. 19 . Remove
center console left side trim panel. See Fig. 20 . Remove driver's knee bolster right inner bracket (behind
front of left side trim panel).
Fig. 19: Exploded View of Driver Knee Bolster & Lower Trim Panel
Courtesy of GENERAL MOTORS CORP
 Fig. 20: Exploded View of Console Trim Panel
Courtesy of GENERAL MOTORS CORP.

5. Remove CCM from left side of IP center support system to access harness connectors and disconnect
them from CCM and DIC lights.

NOTE: These are NOT YELLOW harness connectors.

6. To install, Reverse removal procedure. Program ignition keys and unlock radio. SEE DELCO-LOC II
SECURITY FUNCTION in this article.

INSTRUMENT CLUSTER (IC)

NOTE: If IC is serviced, repaired, or replaced and odometer cannot register same

mileage as before, odometer must be set to "0" and an odometer/mileage/date
label attached to left front door frame.

1. Remove negative battery cable, shifter button, snap ring or set screw in shift knob and console trim plate
(including screws under ash tray). Lift up plate and unplug harness connectors. Remove center air outlet
screws, IP trim plate screws and clips, driver's lower trim pad assembly and disconnect courtesy light
connector. See Fig. 19 .
2. Remove ALDL connector screw, driver's knee bolster assembly screws, steering column lower cover and
support bolts, IC trim bezel assembly screws, and IC assembly screws. See Fig. 21 . Remove IC, noting
location of lights and connectors.
3. To install, reverse removal procedure, and unlock radio. See DELCO-LOC II SECURITY FUNCTION
in this article.
Fig. 21: Instrument Cluster Assembly
Courtesy of GENERAL MOTORS CORP.

DRIVER INFORMATION CENTER (DIC)

1. Remove: negative battery cable, shifter button, snap ring or set screw in shift knob and trim plate screws
(including screws under ash tray). Lift up plate and unplug IP harness connectors for lighter, etc. Remove
trim plate. Remove 2 screws in grill of center air outlet and remove outlet.
2. Remove screws from accessory trim plate, lift off plate and unplug any connectors (note their locations).
Remove DIC screws from IP, light sockets and connectors (note locations).
3. To install, reverse removal procedure, and unlock radio. See DELCO-LOC II SECURITY FUNCTION
in this article.

SUPPLEMENTAL INFLATABLE RESTRAINT (SIR) SYSTEM

The SIR Wiring Harness is covered with Yellow conduit for easy identification. The Diagnostic Energy Reserve
Module (DERM) can maintain sufficient voltage to cause deployment of SIR for 10 minutes after ignition
switch is turned off and/or battery disconnected.

DISABLING SIR SYSTEM

With ignition off. Disconnect Yellow 2-way connector at base of steering column and connect SIR Load Tool
(J-37808). See Fig. 22 . When all service work is completed, remove SIR Load Tool J-37808 and reconnect
Yellow connector. Turn ignition to RUN and make sure INFL REST indicator comes on for 5 seconds and then
goes out for the next 100 seconds. System is now reactivated.

Fig. 22: DERM-TO-SIR Two-Way Connector

Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAMS
See appropriate chassis wiring diagram in WIRING DIAGRAMS.
 ACCESSORIES & EQUIPMENT

Low Tire Pressure Warning System - Corvette

DESCRIPTION & OPERATION

WARNING: Vehicles are equipped with air bag supplemental restraint system. Before
attempting ANY repairs involving steering column, instrument panel or
related components, see SERVICE PRECAUTIONS and DISABLING &
ACTIVATING AIR BAG SYSTEM in appropriate AIR BAG RESTRAINT
SYSTEMS article.

LOW TIRE PRESSURE WARNING SYSTEM

The Low Tire Pressure Warning System (LTPWS) consists of 4 wheel mounted sensors, 2 Driver's Information
Center (DIC) indicators and a receiver/control module located in the instrument panel. See COMPONENT
LOCATIONS . For 1991-96 models, receiver/control module has self-diagnostic capabilities and can store
Diagnostic Trouble Codes (DTCs). See SELF-DIAGNOSTIC SYSTEM . On 1987-1993 models, LTPSW
indicator lights consist of LOW/FLAT TIRE and SERVICE LTPWS located in Driver's Information Center
(DIC) above A/C-heater control panel.

On 1994-1997 models, LTPSW indicator lights consist of LOW TIRE PRESSURE and SERVICE LTPWS
located in Driver's Information Center (DIC) above A/C-heater control panel.

Pressure senors are located in each wheel. Sensors are piezo-electric and generate signals without batteries by
using road vibration when vehicle is moving. When vehicle is driving at speeds greater than 25 MPH and tire
pressure is greater than 25 psi, wheel sensors do not send signals to receiver/control module. When vehicle
driven at speeds less than 25 MPH for an extended period of time or tire pressure is less than 25 psi, wheel
sensor will send a signal to receiver/control module indicating a low tire condition.

LOW/FLAT TIRE INDICATOR

LOW/FLAT TIRE (1987-93) or LOW TIRE PRESSURE (1994-96) indicator will illuminate when tire pressure
if one or more tires is inflated less than 25 psi. LOW/FLAT TIRE or LOW TIRE PRESSURE indicator will
remain illuminated even after tires are inflated to proper pressure. Light will reset when ignition is turned off
and back on.

On 1987-90 models, when LOW/FLAT TIRE or LOW TIRE PRESSURE indicator is illuminated, system will
need to be diagnosed by appropriate trouble shooting description. See TROUBLE SHOOTING .

On 1991-96 models, when LOW/FLAT TIRE or LOW TIRE PRESSURE indicator is illuminated, a
corresponding DTC will set indicating tire with low pressure. To retrieve DTCs, see RETRIEVING
DIAGNOSTIC TROUBLE CODES under SELF-DIAGNOSTIC SYSTEM. LOW/FLAT TIRE or LOW
TIRE PRESSURE indicator will turn off and DTC will clear when receiver/control module is reset. To reset
receiver/control module, cycle ignition switch from on to off and back on.

SERVICE LTPWS INDICATOR

SERVICE LTPWS indicator will illuminate when one or more wheel sensors have not sent a signal to
receiver/control module within a specified amount of time (diagnostic cycle) determined by receiver/control
module.

On 1987-90 models, when SERVICE LTPWS indicator is illuminated, system will need to be diagnosed by
appropriate trouble shooting description. See TROUBLE SHOOTING .

On 1991-96 models, when SERVICE LTPWS indicator is illuminated, a corresponding DTC will set indicating
faulty sensor. To retrieve DTCs, see RETRIEVING DIAGNOSTIC TROUBLE CODES under SELF-
DIAGNOSTIC SYSTEM. SERVICE LTPWS indicator will turn off after ignition switch is cycled and all
wheel sensors send a signal to receiver/control module during next diagnostic cycle. DTCs will remain in
receiver/control module until manually cleared. See CLEARING DIAGNOSTIC TROUBLE CODES under
SELF-DIAGNOSTIC SYSTEM.

COMPONENT LOCATIONS
COMPONENT LOCATIONS
Component (1) Location
Orange Sensor Right Rear Tire
Yellow Sensor Left Rear Wheel
Green Sensor Left Front Wheel
Blue Sensor Right Front Wheel
Receiver/Control Module Center Of Instrument Panel, Behind Driver's Information
Center
(1) See Fig. 1 .
Fig. 1: Locating LTPWS Components (Typical)
Courtesy of GENERAL MOTORS CORP.

TROUBLE SHOOTING

CAUTION: When tires are removed from wheel, use care not to damage sensor with
tire changing equipment. Ensure sensors are installed properly on wheel.

On 1987-90 models, receiver/control module does not have self-diagnostic capabilities. Use the following
procedures to diagnose concerns for those vehicles.

On 1991-96 models, the following procedures are to be used when no DTCs are set.

PRELIMINARY CHECKS
If LOW/FLAT TIRE (1987-93 models) or LOW TIRE PRESSURE (1994-96 models) and/or SERVICE
LTPWS indicators are illuminated, ensure tire pressure is above 25 psi. Adjust as necessary. Turn ignition off
and back on to clear fault from receiver/control module memory. If indicators turn off, repair is complete. If
indicators do not turn off, check the following:

False LOW/FLAT TIRE or LOW TIRE PRESSURE and/or SERVICE LTPWS indicator illumination
may occur if vehicle is driven at low speeds or idling for extended periods.
If tires were changed recently, have sensors checked for damage.
Ensure correct sensors are installed on corresponding wheels. See COMPONENT LOCATIONS .
Ensure there are not 2 sensors of the same color on vehicle.
Ensure tires and wheels have not been rotated. Sensors are designed for each location on vehicle. Rotating
wheels front to back or side to side is not recommended and will cause indicators to illuminate.

LOW/FLAT TIRE &/OR SERVICE LTPWS INDICATORS DO NOT ILLUMINATE

If LOW/FLAT TIRE (1987-93 models) or LOW TIRE PRESSURE (1994-96 models) and/or SERVICE
LTPWS indicators do not illuminate when ignition is first turned on, check for blown CRUISE fuse (5-amp),
burned out bulbs, disconnected receiver/control module or no voltage at receiver/control module connector
terminal "A" (Red wire) or ground and terminal "B" (Black wire). If fuse, bulbs, connection and voltage/ground
at receiver/control module are okay, replace receiver/control module.

SERVICE LTPWS INDICATOR ILLUMINATES WHILE DRIVING

If SERVICE LTPWS indicator is illuminated while driving and turns off, or remains on until ignition is turned
off, ensure tire pressure is above 25 psi. Adjust as necessary. Lower one tire to less than 25 psi. Road test
vehicle above 25 MPH until LOW/FLAT TIRE (1987-93 models) or LOW TIRE PRESSURE (1994-96
models) indicator illuminates or 2 minutes pass. If LOW/FLAT TIRE indicator does not illuminate, replace
sensor in tire with lowered pressure. See WHEEL SENSOR under REMOVAL & INSTALLATION. If
LOW/FLAT TIRE or LOW TIRE PRESSURE indicator illuminates, inflate tire pressure is above 25 psi. Road
test vehicle above 25 MPH and repeat deflating procedure for each tire. If all sensors are okay, ensure there are
not 2 sensors of the same color on vehicle. Replace sensors as necessary.

LOW/FLAT TIRE INDICATOR ILLUMINATES WHILE DRIVING

1. If LOW/FLAT TIRE (1987-93 models) or LOW TIRE PRESSURE (1994-96 models) indicator is
illuminated while driving, ensure tire pressure is greater than 25 psi. Adjust tire pressure as necessary.
Turn ignition off and back on. This will clear LOW/FLAT TIRE or LOW TIRE PRESSURE indicator
fault from receiver/control module memory. Road test vehicle above 25 MPH until LOW/FLAT TIRE or
LOW TIRE PRESSURE indicator illuminates or 2 minutes pass. If LOW/FLAT TIRE or LOW TIRE
PRESSURE indicator illuminates, go to next step. If LOW/FLAT TIRE or LOW TIRE PRESSURE
indicator does not illuminate, inaccurate tire pressure gauge may have been used to fill tires.
2. Start engine and allow to idle. Using a rubber mallet or air hammer with a blunt end, strike tire tread
surface until LOW/FLAT TIRE or LOW TIRE PRESSURE indicator illuminates or one minute has
passed. If LOW/FLAT TIRE or LOW TIRE PRESSURE does not illuminate, turn ignition off and back
on and repeat procedure for each wheel until indicator illuminates. When indicator illuminates, replace
sensor for wheel that turned LOW/FLAT TIRE or LOW TIRE PRESSURE indicator on. See WHEEL
 SENSOR under REMOVAL & INSTALLATION. If rubber mallet or air hammer with a blunt end are
not available, substitute spare tire with each wheel until faulty sensor is found. When indicator
illuminates, replace sensor for wheel that turned LOW/FLAT TIRE or LOW TIRE PRESSURE indicator
on.

SELF-DIAGNOSTIC SYSTEM
Self-diagnostic capabilities of the receiver/control module did not begin until 1991. Receiver/control module
only stores replace wheel sensor DTCs. Low tire DTCs automatically clear when ignition is turned off and on
again. False DTCs may set if vehicle is driven at low speeds or idling for extended periods.

RETRIEVING DIAGNOSTIC TROUBLE CODES

Using Scan Tool

Connect scan tool to Data Link Connector (DLC) located under left side of instrument panel, right of steering
column. On 1991-93 models, select FIELD SERVICE mode. On 1994-96 models, select FLASH LTPWS
CODES. Receiver/control module will flash DTC information using SERVICE LTPWS indicator. DTC 12 will
always precede any diagnostic trouble codes. DTC will be indicated by a number of flashes, a short pause and
another number of flashes with a long pause between each DTC. See DIAGNOSTIC TROUBLE CODE
INDEX table.

Manually Retrieving DTCs

Locate Data Link Connector (DLC) located under left side of instrument panel, right of steering column. Turn
ignition off. On 1991-93 models, using a jumper wire, connect DLC connector terminals "A" and "B" together.
On 1994-96 models, using a jumper wire, connect DLC connector terminals No. 5 and No. 6 together. Turn
ignition on. Receiver/control module will flash DTC information using SERVICE LTPWS indicator. DTC 12
will always precede any diagnostic trouble codes. DTC will be indicated by a number of flashes, a short pause
and another number of flashes with a long pause between each DTC. See DIAGNOSTIC TROUBLE CODE
INDEX table.

DIAGNOSTIC TROUBLE CODE DEFINITIONS

DTC Description
23 (1) , (2) Low Tire Pressure (Orange Sensor)
24 (2) , (3) Low Tire Pressure Sensor Fault (Orange Sensor)
33 (1) , (2) Low Tire Pressure (Yellow Sensor)
34 (2) , (3) Low Tire Pressure Sensor Fault (Yellow Sensor)
43 (1) , (2) Low Tire Pressure (Green Sensor)
44 (2) , (3) Low Tire Pressure Sensor Fault (Green Sensor)
53 (1) , (2) Low Tire Pressure (Blue Sensor)
54 (2) , (3) Low Tire Pressure Sensor Fault (Blue Sensor)
99 Receiver/Control Module Diagnosis
(1) Ensure tire pressure is greater than 20 psi.
(2) To identify corresponding tire to sensor color, see COMPONENT LOCATIONS .
(3) Replace sensor specified.

CLEARING DIAGNOSTIC TROUBLE CODES

Using Scan Tool

On 1991-93 models, using scan tool, select and exit FIELD SERVICE mode 3 times within 10 seconds. On
1994-96 models, using scan tool, select CLEAR CODES. When DTCs are cleared, receiver/control module will
illuminate LOW/FLAT TIRE and SERVICE LTPWS indicators until ignition is turned off.

Manually Clearing DTCs

On 1991-93 models, using a jumper wire, connect DLC connector terminals "A" and "B" together 3 times
within 10 seconds. On 1994-96 models, using a jumper wire, connect DLC connector terminals No. 5 and No. 6
together 3 times within 10 seconds. When DTCs are cleared, receiver/control module will illuminate
LOW/FLAT TIRE (1991-93) or LOW TIRE PRESSURE (1994-96) and SERVICE LTPWS indicators until
ignition is turned off.

DIAGNOSTIC TESTS
DTC 23, 33, 43, 53: LOW TIRE PRESSURE

1. Check tire pressure of wheel that set DTC. Ensure tire pressure is above 25 psi. If tire pressure is okay, go
to next step. If tire pressure is low, set tire pressure to correct psi. Cycle ignition on, off and back on.
Road test vehicle above 25 MPH for 15 minutes. If DTC resets, replace wheel sensor. See WHEEL
SENSOR under REMOVAL & INSTALLATION. Cycle ignition on, off and back on. Road test vehicle
above 25 MPH for 15 minutes. If DTC resets, replace receiver/control module.
2. Replace wheel sensor. See WHEEL SENSOR under REMOVAL & INSTALLATION. Cycle ignition
on, off and back on. Road test vehicle above 25 MPH for 15 minutes. If DTC resets, replace
receiver/control module.

DTC 24, 34, 44, 54: LOW TIRE PRESSURE SENSOR FAULT

Replace wheel sensor of wheel that set DTC. See WHEEL SENSOR under REMOVAL & INSTALLATION.
Cycle ignition off and back on. Road test vehicle above 25 MPH for 15 minutes. If DTC resets, replace
receiver/control module.

DTC 99: RECEIVER/CONTROL MODULE DIAGNOSIS

Check operation of LOW/FLAT TIRE (1991-93) or LOW TIRE PRESSURE (1994-96) and SERVICE LTPWS
indicators. If both indicators operate properly, ensure all wheel sensors are installed properly and not damaged.
If all wheel sensors are okay, replace receiver/control module. If DTC 99 is not stored, but other LTPWS DTCs
are set, go to testing procedure for appropriate DTC.

REMOVAL & INSTALLATION

 WARNING: Vehicles are equipped with air bag supplemental restraint system. Before
attempting ANY repairs involving steering column, instrument panel or
related components, see SERVICE PRECAUTIONS and DISABLING &
ACTIVATING AIR BAG SYSTEM in appropriate AIR BAG RESTRAINT
SYSTEMS article.

CAUTION: When battery is disconnected, vehicle computer and memory systems

may lose memory data. Driveability problems may exist until computer
systems have completed a relearn cycle. See COMPUTER RELEARN
PROCEDURES article in GENERAL INFORMATION before disconnecting
battery.

WHEEL SENSOR

CAUTION: When tires are removed from wheel, use care not to damage sensor with
tire changing equipment.

NOTE: Sensors are color coded for wheel they are mounted on. See COMPONENT
LOCATIONS for sensor/wheel identification.

Removal

Raise and support vehicle. Remove tire/wheel for sensor to be serviced. Dismount tire from rim using proper
tire changing equipment. When tires are removed from wheel, use care not to damage sensor with tire changing
equipment. Loosen screw clamp from sensor strap and remove from wheel.

Installation

To install, ensure sensor is mounted opposite of valve stem with cutout on strap aligned with valve stem. See
Fig. 2 . Sensors are color coded for wheel they are mounted on. See COMPONENT LOCATIONS for
sensor/wheel identification. Tighten screw clamp to 60 INCH lbs. (6.8 N.m). To complete installation, reverse
removal procedure. Tighten lug nuts to 100 ft. lbs. (140 N.m).
Fig. 2: Locating Wheel Sensor On Wheel
Courtesy of GENERAL MOTORS CORP.
 MAINTENANCE INFORMATION

MAINTENANCE General Motors Corp. Maintenance Information

MODEL IDENTIFICATION

NOTE: This article covers VIN [P] only.

NOTE: For scheduled maintenance intervals and the related fluid capacities, fluid
specifications and labor times for major service intervals, see SCHEDULED
SERVICES article in this section. Warranty information and specifications for
fluid capacities, lubrication specifications, wheel and tire size, and battery type
are covered in this article.

VIN LOCATION

The Vehicle Identification Number (VIN) is located on the left side of the dash panel at the base of the
windshield. The VIN chart explains the code characters.

VIN CODE ID EXPLANATION

Numbers preceding the explanations in the legend below refer to the sequence of characters as listed on VIN
identification label. See VIN example below.
Fig. 1: VIN Code ID Explanation
MAINTENANCE SERVICE INFORMATION
SEVERE & NORMAL SERVICE DEFINITIONS

NOTE: Use the Severe Service schedule if the vehicle to be serviced is operated under
ANY (one or more) of these conditions:

Service is recommended at mileage intervals based on vehicle operation. Service schedules are based on the
following primary operating conditions:

Severe Service

Short Trips (4 Miles Or Less)

Severe Dust Conditions
Hot Weather, Stop-And-Go Driving
Trips Less Than 10 Miles In Freezing Temperatures
Extensive Idling Conditions

Normal Service

Driven More Than 10 Miles Daily

No Severe Service Operating Conditions

SERVICE POINT LOCATIONS

Fig. 2: Engine Service Point Locations (Typical)
Courtesy of GENERAL MOTORS CORP.

INFORMATION LABEL LOCATIONS

Fig. 3: Information Label Locations
Courtesy of GENERAL MOTORS CORP.

SERVICE LABOR TIMES

NOTE: For 1990 and newer vehicles, labor times are provided, where available, within
appropriate SERVICE INTERVAL table in SCHEDULED SERVICES article.

WHEEL & TIRE SPECIFICATIONS

WHEEL & TIRE SIZES

Tire sizes are listed on the Tire Information Label located on rear of drivers door. Use only tire combinations
listed on the label. Ensure wheel size and offsets match those recommended for the tire in use.

TIRE INFLATION

The tire specification decal is located on rear of the driver's door.

WHEEL TIGHTENING
Tighten wheel lug nuts to 100 ft. lbs. (136 N.m). Tighten compact spare wheel to 80 ft. lbs. (110 N.m).

BATTERY SPECIFICATIONS

CAUTION: When battery is disconnected, vehicles equipped with computers may lose
memory data. When battery power is restored, driveability problems may
exist on some vehicles. These vehicles may require a relearn procedure.
See the appropriate COMPUTER RELEARN PROCEDURES article in the
GENERAL INFORMATION section.

COMPUTER RELEARN PROCEDURES - 1984-90

COMPUTER RELEARN PROCEDURES - 1991-93
COMPUTER RELEARN PROCEDURES - 1994
COMPUTER RELEARN PROCEDURES - 1995
COMPUTER RELEARN PROCEDURES - 1996

CAUTIONS & WARNINGS

SUPPLEMENTAL RESTRAINT SYSTEM (AIR BAG)

NOTE: See the AIR BAG RESTRAINT SYSTEM article in the ACCESSORIES/SAFETY
EQUIPMENT Section.

Modifications or improper maintenance, including incorrect removal and installation of the Supplemental
Restraint System (SRS), can adversely affect system performance. DO NOT cover, obstruct or change the
steering wheel horn pad in any way, as such action could cause improper function of the system. Use only plain
water when cleaning the horn pad. Solvents or cleaners could adversely affect the air bag cover and cause
improper deployment of the system.

WARNING: To avoid injury from accidental air bag deployment, read and carefully
follow all warnings and service precautions. See appropriate AIR BAG
RESTRAINT SYSTEM article in the ACCESSORIES/SAFETY EQUIPMENT
section.

Modification to the air bag system component or wiring can adversely affect system performance and possibly
cause injury.

CAUTION: The Diagnostic Energy Reserve Module (DERM) can maintain enough
voltage to cause a deployment of the inflator module for up to 10 minutes
after the ignition switch is turned off and the battery is disconnected.
Many of the service procedures require disconnection of the inflator
module to avoid an accidental deployment.

CAUTION: Disconnect negative battery cable before servicing any air bag system,
 steering column or passenger side dash component. After any repair, turn
ignition key to the ON position from passenger's side of vehicle in case of
accidental air bag inflation

AIR CONDITIONING SERVICING

CAUTION: Avoid breathing R-134a refrigerant and PAG lubricant vapors, exposure
may irritate eyes, nose and throat. To remove R-134a from system use R-
134a recycling equipment that meets SAE J2210 specifications. If
accidental system discharge occurs, ventilate work area before resuming
service.

WARNING: R-134a service equipment or vehicle A/C systems SHOULD NOT be

pressure tested or leak tested with compressed air. Some mixtures of
air/R134a have shown to be combustible at elevated pressures. These
mixtures are dangerous and may cause fire and/or explosions. See the
appropriate A/C SYSTEM GENERAL SERVICING article in the AIR
CONDITIONING & HEAT section.

ANTI-LOCK BRAKE SYSTEM

The anti-lock brake system contains electronic equipment that can be susceptible to interference caused by
improperly installed or high output radio transmitting equipment. Since this interference could cause the
possible loss of the anti-lock braking capability, such equipment should be installed by qualified professionals.

On models equipped with anti-lock brake systems, ALWAYS observe the following cautions:

DO NOT attempt to bleed hydraulic system without first referring to the appropriate ANTI-LOCK
BRAKE SYSTEM article in the BRAKES Section.
DO NOT mix tire sizes. As long as tires remain close to the original diameter, increasing the width is
acceptable. Rolling diameter must be identical for all 4 tires. Some manufacturers recommend tires of the
same brand, style and type. Failure to follow this precaution may cause inaccurate wheel speed readings.
Use ONLY recommended brake fluids. DO NOT use silicone brake fluids in an ABS-equipped vehicle.

REPLACING BLOWN FUSES

Before replacing a blown fuse, remove ignition key, turn off all lights and accessories to avoid damaging the
electrical system. Be sure to use fuse with the correct indicated amperage rating. The use of an incorrect
amperage rating fuse may result in a dangerous electrical system overload.

BATTERY WARNING

WARNING: When battery is disconnected, vehicles equipped with computers may

lose memory data. When battery power is restored, driveability problems
may exist on some vehicles. These vehicles may require a relearn
procedure. See appropriate COMPUTER RELEARN PROCEDURES article
 in the GENERAL INFORMATION section below.

COMPUTER RELEARN PROCEDURES - 1984-90

COMPUTER RELEARN PROCEDURES - 1991-93
COMPUTER RELEARN PROCEDURES - 1994
COMPUTER RELEARN PROCEDURES - 1995
COMPUTER RELEARN PROCEDURES - 1996

BRAKE PAD WEAR INDICATOR

Indicator will cause a squealing or scraping noise, warning that brake pads need replacement.

CATALYTIC CONVERTER

To prevent catalytic converter overheating, DO NOT allow engine to idle for more than 20 minutes.

COOLANT (DEX-COOL 1995-96 MODELS)

CAUTION: Some 1995 build-out and all 1996 models have DEX-COOL engine coolant
installed at the factory. DEX-COOL coolant is a silicate-free coolant that is
orange in color. It should not be mixed with regular ethylene-glycol
coolant. To avoid possible damage to vehicle cooling system, visually
check engine coolant color before adding and/or changing engine coolant.
Vehicle should have an identification label placed under the hood stating
what type coolant is installed.

COOLANT (PROPYLENE-GLYCOL FORMULATIONS)

CAUTION: To avoid possible damage to vehicle use only ethylene-glycol based

coolants with a mixture ratio from 44-68% anti-freeze. DO NOT use 100%
anti-freeze as it will cause the formation of cooling system deposits. This
results in coolant temperatures of over 300° F (149°C) which can melt
plastics. 100% anti-freeze has a freeze point of only -8° F (-22°C).

CAUTION: Propylene-Glycol Mixtures has a smaller temperature range than Ethylene-

Glycol. The temperature range (freeze-boil) of a 50/50 Anti-Freeze/Water
Mix is as follows: Propylene-Glycol -26° F (-32°C) - 257° F (125°C) Ethylene-
Glycol -35° F (-37°C) - 263° F (128°C)

CAUTION: Propylene-Glycol/Ethylene-Glycol Mixtures can cause the destabilization

of various corrosion inhibitors. Also Propylene-Glycol/Ethylene-Glycol has
a different specific gravity than Ethylene-Glycol coolant, which will result
in inaccurate freeze point calculations.

ELECTROSTATIC DISCHARGE SENSITIVE (ESD) PARTS

 WARNING: Many solid state electrical components can be damaged by static
electricity (ESD). Some will display a warning label, but many will not.
Discharge personal static electricity by touching a metal ground point on
the vehicle prior to servicing any ESD sensitive component.

FUEL SYSTEM SERVICE

WARNING: Relieve fuel system pressure prior to servicing any fuel system
component.

HALOGEN BULBS

WARNING: Halogen bulbs contain pressurized gas which may explode if overheated.
DO NOT touch glass portion of bulb with bare hands. Eye protection
should be worn when handling or working around halogen bulbs.

METHANOL GASOLINE

CAUTION: Fuel that is more than 5% methanol should not be used in this vehicle. It
can corrode metal parts in the fuel system, and damage plastic and rubber
parts. Even at 5% methanol or less, solvents and corrosion preventers
must be used with this fuel to avoid these problems.

RADIATOR CAP

CAUTION: Always disconnect the fan motor when working near the radiator fan. The
fan is temperature controlled and could start at any time even when the
ignition key is in the OFF position. DO NOT loosen or remove radiator cap
when cooling system is hot.

RADIATOR FAN

WARNING: Keep hands away from radiator fan. Fan is controlled by a thermostatic
switch which may come on or run for up to 15 minutes even after engine
is turned off.

SPARK PLUGS

NOTE: Allow engine to cool before removing spark plugs from aluminum cylinder
heads.

TRACTION CONTROL SYSTEM (IF EQUIPPED)

CAUTION: If tires are allowed to spin at high speeds when TRACTION OFF light is on,
 tires can explode. Also, spinning the tires with the warning light on can
cause the transaxle to overheat. DO NOT spin wheels above 35 MPH.

WARRANTY INFORMATION

CAUTION: Due to the different warranties offered in various regions and the variety of
after-market extended warranties available, please refer to the warranty
package that came with the vehicle to verify all warranty options.

BASIC NEW CAR WARRANTY

Everything covered for 12 months or 12,000 miles, whichever occurs first.

POWERTRAIN WARRANTY

Begins at 12 months or 12,000 miles and lasts for 6 years or 60,000 miles, whichever occurs first. Covers all
moving internal and external parts, including seals and water pump on engine and clutch cover and "U" joints
on transaxle. Items not covered include accessory drive belts, clutch discs and brake pads.

SUPPLEMENTAL INFLATABLE RESTRAINT COVERAGE

Begins at Warranty Start Date and lasts 3 years regardless of mileage.

CORROSION COVERAGE

Begins at Warranty Start Date and lasts 6 years or 100,000 miles, whichever occurs first. Covers any holes in
body sheet metal caused by corrosion.

EMISSIONS PERFORMANCE WARRANTY

Begins at Warranty Start Date and lasts for 5 years or 50,000 miles, whichever occurs first. Applies only in
states that require EPA emission performance testing. Coverage is limited to fewer components after 2 years or
24,000 miles.

FUSES & CIRCUIT BREAKERS

FUSE PANEL IDENTIFICATION (1984-85)
Fig. 4: Fuse Panel Identification (1984-85)
Courtesy of GENERAL MOTORS CORP.

Fuse & Circuit Breaker Identification

1 - Blank
2 - 15 Amp - Center Information Cluster, Underhood Lights, Horn Relay, Courtesy Lights, Map Lights,
Door, Power Door Lock Control, Radio Clock, Key Warning & Headlight ON Chime, Dome Light
Timer, Spare Tire Illumination, Power Antenna Relay, Cargo Lights, Cigarette Lighter, Console Storage
Compartment Light, Vanity Mirror Light
3 - 10 Amp - Hatch Release Switches, Left & Right Door, Storage Compartment
4 - 5 Amp - LCD Speedometer Cluster
5 - 25 Amp (Circuit Breaker) - A/C Control
6 - 30 Amp - Rear Window Defogger Switch
 7 - 10 Amp - Headlight Switch
8 - 3 Amp - Fuel Injector No. 1
9 - 10 Amp - Rear Window Defogger Switch, Center Information Cluster, Canister Purge, Seat Belt
Chime, Auto. Trans. Converter Clutch Brake (TCC), EGR Control, Air Switch, Air Control, Dome Light
Timer, "E" Cell
10 - 3 Amp (Circuit Breaker) - Engine Cooling Fan Relay
11 - 5 Amp - LCD Speedometer Cluster
12 - 5 Amp - Fuel Pump, Oil Pressure Sender
13 - 3 Amp - Fuel Injector No. 2
14 - 15 Amp - Turn Signal Flasher, Foglight Switch, Back-Up Light Switch, Neutral Safety Switch
15 - 30 Amp (Circuit Breaker) - Power Windows
16 - 10 Amp - Hatch Release Relay
17 - 10 Amp - Radio, Theft Deterrent Module
18 - 3 Amp - Electronic Spark Control Module, Electronic Control Module
19 - 3 Amp - Cruise Engage Switch, Rear View, Mirror Adjuster Switch
20 - 30 Amp (Circuit Breaker) - Power Seats Switch, Power Door Lock Relay
21 - Blank
22 - 25 Amp - Wiper Switch
23 - 3 Amp - Headlight Switch
24 - 10 Amp - Oil Pressure Switch, Fuel Pump Relay, Electronic Control Module
25 - 20 Amp (Circuit Breaker) - Hazard Flasher, Stoplight Switch

FUSE PANEL IDENTIFICATION (1986-87)

Fig. 5: Fuse Holder Identification (1986-87)
Courtesy of GENERAL MOTORS CORP.
Fig. 6: Fuse Panel Identification (1986-87)
Courtesy of GENERAL MOTORS CORP.

FUSE HOLDER IDENTIFICATION (1986-87)

Fuse Identification

1 - 3 Amp - Hatch Release Switches, Left & Right Door Storage Compartment
2 - 10 Amp (1986) - 15 Amp (1987) - Theft Deterrent Module
3 - Blank
4 - 5 Amp - Fuel Pump, Oil Pressure Sender

FUSE PANEL IDENTIFICATION (1986-87)

Fuse & Circuit Breaker Identification

 1 - 10 Amp - ABS Harness & Unit
2 - 15 Amp - Center Information Cluster, Underhood Lights, Horn Relay, Courtesy Lights, Map Lights,
Door, Power Door Lock Control, Radio Clock, Key Warning & Headlight On Chime, Dome Light Timer,
Spare Tire Illumination, Power Antenna Relay, Cargo Lights, Cigarette Lighter, Console Storage
Compartment Light, Vanity Mirror Light
3 - 3 Amp - Engine Cooling Fan Relay
4 - 5 Amp - LCD Speedometer Cluster
5 - 30 Amp (Circuit Breaker) - Hatch Release Relay
6 - 25 Amp - A/C Control
7 - 10 Amp - Headlight Switch
8 - 7.5 Amp - Fuel Injector No. 1
9 - 10 Amp - Center Information Cluster, Canister Purge, Seat Belt Chime, Auto. Trans. Converter
Clutch Brake (TCC), EGR Control, Air Switch, Air Control, Dome Light Timer
10 - 35 Amp (Circuit Breaker) - Rear Window Defogger
11 - 5 Amp - LCD Speedometer Cluster
12 - 20 Amp - Hazard Flasher, Stoplight Switch
13 - 5 Amp - Fuel Injector No. 2
14 - 15 Amp - Turn Signal Flasher, Foglight Switch, Back-Up Light Switch, Neutral Safety Switch
15 - 30 Amp (Circuit Breaker) - Power Window Switches
16 - Blank
17 - 10 Amp - Radio, Theft Deterrent Module
18 - 3 Amp - Electronic Spark Control Module, Electronic Control Module
19 - 3 Amp - Cruise Engage Switch, Rear View Mirror Adjuster Switch
20 - 30 Amp (Circuit Breaker) - Power Seats Switches, Power Door Locks Relay
21 - 10 Amp - Theft Deterrent Decoder Module (VATS)
22 - 25 Amp - Wiper Switch
23 - 3 Amp - Headlight Switch
24 - 10 Amp - Oil Pressure Switch, Fuel Pump Relay, Electronic Control Module
25 - Blank

FUSE PANEL IDENTIFICATION (1988-89)

Fig. 7: Auxiliary Fuse Box Identification (1988-89)
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Fuse Panel Identification (1988-89)
Courtesy of GENERAL MOTORS CORP.

FUSE & CIRCUIT BREAKER IDENTIFICATION - FUSE HOLDER (1988-89)

1 - 3 Amp - Hatch Release Switches, Left & Right Door, Storage Compartment
2 - 15 Amp - Theft Deterrent Module (U.T.D.)
3 - Blank
4 - 5 Amp - Fuel Pump, Oil Pressure Sender

FUSE & CIRCUIT BREAKER IDENTIFICATION - FUSE PANEL (1988-89)

1 - 3 Amp - Engine Cooling Fan

2 - 15 Amp - Center Information Cluster, Underhood Lights, Horn Relay, Courtesy Lights, Map Lights,
Door, Power Door Lock Control, Radio Clock, Key Warning & Headlight ON Chime, Dome Light
 Timer, Spare Tire Illumination, Power Antenna Relay, Cargo Lights, Cigarette Lighter, Console Storage,
Compartment Light
3 - 10 Amp - Theft Deterrent Decoder, Module (VATS) (1988), Low Pressure Tire Sensor (1988), Pass
Key (1989)
4 - 5 Amp - LCD Speedometer Cluster
5 - 30 Amp (Circuit Breaker) - Hatch Release Relay
6 - 25 Amp - A/C Control
7 - 10 Amp - Headlight Switch
8 - 7.5 Amp - Fuel Injector No. 1
9 - 10 Amp - Center Information Cluster, Canister Purge, Seat Belt Chime, Auto. Trans. Converter
Clutch Brake (TCC), EGR Control, Air Switch, Air Control, Dome Light Timer, Vanity Mirror & Map
Light
10 - 35 Amp (Circuit Breaker) - Rear Window Defogger
11 - 5 Amp - LCD Speedometer Cluster
12 - 10 Amp - Heated Mirrors
13 - 5 Amp - Fuel Injectors No. 2
14 - 15 Amp - Turn Signal Flasher, Foglight Switch, Back-Up Light Switch, Neutral Safety Switch
15 - 30 Amp (Circuit Breaker) - Power Window Switches
16 - 10 Amp - ABS Harness & Unit
17 - 10 Amp - Radio, Theft Deterrent Module
18 - 3 Amp - Electronic Spark Control Module, Electronic Control Module
19 - 3 Amp - Cruise Engage Switch, Rear View, Mirror Adjuster Switch
20 - 30 Amp (Circuit Breaker) - Power Seats Switch, Power Door Lock Relay
21 - 20 Amp - Hazard Flasher, Stoplight Switch
22 - 25 Amp - Wiper Switch
23 - 3 Amp - ECM
24 - 10 Amp - Oil Pressure Switch, Fuel Pump, Relay, Electronic Control Module
25 - Blank

FUSE PANEL IDENTIFICATION (1990)

Fig. 9: Fuse Holder Identification (1990)
Courtesy of GENERAL MOTORS CORP.
Fig. 10: Fuse Panel Identification (1990)
Courtesy of GENERAL MOTORS CORP.

FUSE & CIRCUIT BREAKER IDENTIFICATION - FUSE HOLDER (1990)

1 - 10 Amp - Secondary Fuel Pump

2 - 15 Amp - Horns/Theft
3 - 15 Amp - Power Door Locks
4 - 10 Amp - Crank Fuse For SIR

FUSE & CIRCUIT BREAKER IDENTIFICATION - FUSE PANEL (1990)

1 - 15 Amp - Courtesy Lights, Antenna Speakers, A/C

2 - 25 Amp - A/C, DRL, CCM, O2 Sensor (ZR1)
3 - 10 Amp - CCM, LTPWS, Vanity Mirrors
 4 - 5 Amp - Instrument Cluster, DIC, Warning Lights
5 - 30 Amp (Circuit Breaker) - Hatch Release
6 - 15 Amp - Parking Lights, Foglights, DRL, IP Lights
7 - 5 Amp - HVAC, DIC, Radio, Power Seats
8 - 20 Amp - Electronic Fuel Injectors
9 - 10 Amp - HVAC, Cooling Fans, DRL, Ignition (ZR1)
10 - 35 Amp (Circuit Breaker) - Rear Window Defogger
11 - 10 Amp - CCM, Tone Generator, Dome Lights
12 - 10 Amp - Heated Mirrors, A/C
13 - 10 Amp - Electronic Fuel Injectors
14 - 15 Amp - Turn Signals, Back-Up Lights
15 - 30 Amp (Circuit Breaker) - Power Windows
16 - 10 Amp - Anti-Lock Brakes
17 - 10 Amp - Radio
18 - 10 Amp - Instrument Cluster, SIR, ECM, ABS, Selective Ride
19 - 3 Amp - Cruise Control, Power Mirror
20 - 30 Amp (Circuit Breaker) - Power Seats, Locks
21 - 20 Amp - Stoplight/Hazard Flasher
22 - 25 Amp - Wipers, Radio
23 - 3 Amp - ECM
24 - 10 Amp - Primary Fuel Pump
25 - Blank

FUSE PANEL IDENTIFICATION (1991-92)

Fig. 11: Auxiliary Fuse Holder Identification (1991-92)
Courtesy of GENERAL MOTORS CORP.
Fig. 12: Main Fuse Panel Identification (1991-92)
Courtesy of GENERAL MOTORS CORP.

FUSE & CIRCUIT BREAKER IDENTIFICATION - AUXILIARY FUSE HOLDER (1991-92)

1 - 10 Amp - Secondary Fuel Pump

2 - 15 Amp - Horns/Theft
3 - 15 Amp - Power Door Locks
4 - 10 Amp - Crank Fuse For SIR
5 - 10 Amp - LH Switch Pod, HVAC, LH Power Mirror, A/C Prog., DIC, LH Power Window, LH Map
Light (Door)
6 - 10 Amp - Accessory Plug
7 - 15 Amp - Accessory Plug, Cigarette Lighter
8 - 10 Amp - Radio Receiver

FUSE & CIRCUIT BREAKER IDENTIFICATION - MAIN PANEL (1991-92)

1 - 15 Amp - Dome Light, Glove Box Light, Map Light, Interior Lights, Map Light Mirror, A/C Prog.,
 Spare Tire Light, Speakers, Power Antenna
2 - 10 Amp - DRL, A/C Clutch, CCM, O2 Sensor (ZR1), ALT (ZR1), A/C Prog., Valet Mode Switch,
HVAC, Rear Window Defogger
3 - 10 Amp - CCM
4 - 5 Amp - Instrument Cluster, Air Bag, DIC Warning Lights
5 - 30 Amp (Circuit Breaker) - Hatch Release
6 - 15 Amp - Parking Lights, Foglights, DRL, IP Lights
7 - 10 Amp - RH Power Window, Power Seat, SRC, Map Light Mirror, PRNDL Light, RH Map LP
(Door)
8 - 20 Amp - Injectors No. 1, 2, 3, 5 & 7, Injectors No. 1, 2, 3, 4, 5, 6, 7 & 8 (ZR1), Coil (ZR1)
9 - 10 Amp - TCC Brake Switch (Auto), DRL, A/C Solenoid, Cooling Fan, 4/6 Gear, Ignition (ZR1),
Secondary Solenoid (ZR1), Camshaft Sensor (ZR1), EGR, Air Switch Solenoid, Air Control Valve,
Alternator
10 - 35 Amp (Circuit Breaker) - Rear Window Defogger
11 - 5 Amp - CCM, Tone Generator, Instrument Cluster
12 - 10 Amp - Elect. Door Mirrors, Auto A/C Prog., A/C Prog.
13 - 10 Amp - Injectors No. 2, 4, 6 & 8, Secondary Injector (ZR1)
14 - 15 Amp - Turn Signals, Back-Up Lights, 4/6 Gear, Park Neutral (Auto)
15 - 30 Amp (Circuit Breaker) - Delayed Access Bus
16 - 10 Amp - Anti-Lock Brakes (1991), Fuel Pump (1992)
17 - 10 Amp - Radio Receiver, Radio Control Head
18 - 10 Amp - Instrument Cluster, Air Bag, Secondary Fuel (Manual), SRC, Over Voltage Protection,
Diverter Valve (ZR1), Air Pump (ZR1)
19 - 10 Amp - Cruise Engage Switch, Tire Tell, Vanity Mirrors, Map Light Mirror, LH Power Mirror
Switch,
20 - 30 Amp (Circuit Breaker) - Power Seats, Sport Power Seats
21 - 20 Amp - Stoplights, Hazard Flasher
22 - 25 Amp - Windshield Washer Switch
23 - 3 Amp - ECM
24 - 10 Amp - Primary Fuel Pump (1991), Coil (1992)
25 - 30 Amp (Circuit Breaker) - Delayed Access Bus

FUSE PANEL IDENTIFICATION (1993-96)

Fig. 13: Fuse Panel Identification (1993-96)
Courtesy of GENERAL MOTORS CORP.

FUSE & CIRCUIT BREAKER IDENTIFICATION (1993-96)

1 - Blank (1993)
1 - 5 Amp (1994) - A/C Module
2 - Blank
3 - 30 Amp - Windshield Wiper/Washer Switch
4 - 5 Amp - Radio Receiver Box
5 - 5 Amp - Heated Mirrors
6 - 15 Amp - Taillights, DRL Module
7 - 15 Amp - Horn Relay, Export Horn (1994)
8 - 20 Amp - Hazard Flashers, Brake Switch
9 - 5 Amp - Crank, Air Bag
10 - 5 Amp - Crank, Park/Neutral (Auto), Clutch (Manual)
11 - 5 Amp - Right Illumination
12 - 5 Amp - Left Illumination
13 - 5 Amp - Console Illumination
14 - 10 Amp - Fuel Pump 1
15 - 10 Amp - Fuel Pump 2 (1993 and 1994 LT5)
16 - 5 Amp - Central Control Module, DRL Module
17 - 10 Amp (1993) - Valet Mode, Alternator, Vacuum Pump (LT5), Oxygen Sensors (LT5)
17 - 10 Amp (1994) - Generator, Vacuum Pump (LT5), Valet Mode (LT5), EGR Ckt (LT5), Oxygen
Sensors (LT5)
18 - 10 Amp - A/C Compressor Clutch, Heater/A/C Control Head, Heater/A/C Programmer, Rear
Defogger Relay (1994)
19 - 15 Amp - Utility Plug
20 - 5 Amp (1993) - A/C Programmer
20 - 15 Amp (1994) - Heated Oxygen Sensors (LT1)
21 - 10 Amp - Fuel Pump Relay Coil 2 (LT5), Selective Ride Control Module, ABS Module, Air Pump
Relay, TCC Switch (Auto), Diverter Valve, Secondary Bypass Valve (1994 LT5)
22 - 10 Amp (1993) - Injectors No. 1, 3, 5 & 7 (LT1), Primary Injectors No. 1-8 (LT5), Ignition Coil
Module (LT5)
22 - 10 Amp (1994) - Injectors No. 1, 4, 6 & 7 (LT1), Primary Injectors No. 1-8 (LT5), Ignition Coil
Plate Connector (LT5)
23 - 10 Amp (1993) - Injectors No. 2, 4, 6 & 8 (LT1), Secondary Injector Relays No. 1 & 2 (LT5)
23 - 10 Amp (1994) - Injectors No. 2, 3, 5 & 8 (LT1), Secondary Injector Relays No. 1 & 2 (LT5),
Secondary SFI Control Modules (LT5)
24 - 10 Amp - Turn Signal Flashers
25 - 10 Amp (1993) - Coil Module (LT1)
25 - 10 Amp (1994) - Ignition Coil & Ignition Coil Module
26 - 5 Amp - Passive Keyless Entry
27 - 5 Amp - Instrument Cluster, Air Bag DERM, Driver Info Center, Acceleration Slip Regulation
Switch
28 - 15 Amp (1993) - Back-Up Light Switch, 4/6 Gear Solenoid, Trans. Position Switch
28 - 10 Amp (1994) - Back-Up Light Switch, 1 to 4 Shift Solenoid, Trans. Position Switch
29 - 5 Amp - Primary & Secondary Cooling Fan Relay Coil
30 - 10 Amp - Secondary Butterfly Relay (LT5), Direct Ignition Module, Camshaft Sensor, Traction
Buffer, Canister Purge Solenoid, EGR Control (1993 LT1), 4/6 Gear Relay (1993 Manual), EGR Ckt
(1994 LT1), 1 to 4 Shift Relay (1994)
31 - 5 Amp - Power Mirror Control, Lighted Mirror, Visor Mirrors
32 - 5 Amp - Cruise Engage Switch, DRL Module, Low Tire Pressure Module
33 - 5 Amp - Engine Control Module
34 - 15 Amp - Air Bag System
35 - 5 Amp - Central Control Module
36 - 5 Amp - Dome Light Relay, Footwell Lights, Door & Glove Box Lights, Lighted Rearview Mirror
37 - 20 Amp - Bose Amplifier, Power Antenna, Spare Tire Light, Cargo Light
38 - 5 Amp - LCD Tone Generator
 39 - 5 Amp - Central Control Module 2
40 - 5 Amp - Radio Receiver Box (Battery), Radio Control Head, Passive Keyless Entry Module
41 - Blank (1993)
41 - 10 Amp (1994) - Sport Seat
42 - 20 Amp (1993) - Power Door Lock Switches
42 - 20 Amp (1994) - Power Door Lock Switches, Driver Info. Center, Passive Keyless Entry Module
43 - 5 Amp - A/C Programmer
44 - 15 Amp - Cigarette Lighter
45 - 25 Amp - Hatch/Deck Lid Release Relay

ECM ENGINE MAXI-FUSE (HIGH AMP) PANEL ID (1993-96)

Fig. 14: ECM Engine Maxi-Fuse (High Amp) ID (1993-96)
Courtesy of GENERAL MOTORS CORP.

WARNING: Always disconnect battery ground cable before servicing "high-current

 fuses. It is recommended that "high-current" fuses be replaced by a
qualified technician.

Fuse Identification

1 - 20 Amp - ECM
2 - 20 Amp - Fuel Pump
3 - 20 Amp - ABS, Acceleration Slip Regulation System
4 - 30 Amp - A/C Blower
5 - 40 Amp - Rear Defogger
6 - 60 Amp - Ignition
7 - 60 Amp - Ignition
8 - 40 Amp - Brake Hydraulics

FRONT LIGHTS MAXI-FUSE (HIGH AMP) PANEL ID (1993-94)

Fig. 15: Front Lights Maxi-Fuse (High Amp) ID (1993-94)
Courtesy of GENERAL MOTORS CORP.

WARNING: Always disconnect battery ground cable before servicing "high-current

fuses. It is recommended that "high-current" fuses be replaced by a
 qualified technician.

Fuse Identification

1 - 20 Amp - Interior Lights

2 - 30 Amp - Primary Cooling Fan
3 - 30 Amp - LH Headlight Motor
4 - 30 Amp - RH Headlight Motor
5 - 40 Amp - Secondary Cooling Fan
6 - 60 Amp - Exterior Lighting
7 - 60 Amp - Power Accessories
8 - 20 Amp - Air Pump
 REMINDER INDICATOR RESET PROCEDURES

GM - Buick / Cadillac / Chevrolet / GMC / Olds / Pontiac - 1980-14

CHANGE TRANS FLUID MESSAGE

NOTE: To determine the appropriate reset procedure, refer to CHANGE TRANS FLUID
MESSAGE RESET INDEX. Only the vehicles listed in this index have a CHANGE
TRANS FLUID MESSAGE reset.

CHANGE TRANS FLUID MESSAGE RESET INDEX

Model & Year Reset Procedure
Aurora
1995-99 Change Trans Fluid Message Reset - Procedure 4
Concours
1994-98 Change Trans Fluid Message Reset - Procedure 1
1999 Change Trans Fluid Message Reset - Procedure 2
CTS
2003 Change Trans Fluid Message Reset - Procedure 3
2004 Change Trans Fluid Message Reset - Procedure 2
DeVille
1992-97 Change Trans Fluid Message Reset - Procedure 1
1998-04 Change Trans Fluid Message Reset - Procedure 2
Eldorado
1992-98 Change Trans Fluid Message Reset - Procedure 1
1999-00 Change Trans Fluid Message Reset - Procedure 2
2001-02 Change Trans Fluid Message Reset - Procedure 1
Seville
1992-97 Change Trans Fluid Message Reset - Procedure 1
1998-04 Change Trans Fluid Message Reset - Procedure 2
SRX
2004 Change Trans Fluid Message Reset - Procedure 2

CHANGE TRANS FLUID MESSAGE RESET - PROCEDURE 1

This message will appear on the Driver Information Center (DIC) when transaxle fluid change is due. Change
fluid in both the oil pan and side cover.

1. To reset display, turn ignition ON with engine OFF.

2. On the climate control panel, press and hold OFF and REAR DEFOG buttons until TRANS FLUID
RESET message appears in DIC (about 5-20 seconds).

CHANGE TRANS FLUID MESSAGE RESET - PROCEDURE 2

The CHANGE TRANS FLUID message will appear on the Driver Information Center (DIC) when transaxle
fluid change is due. Percentage of transaxle fluid life remaining may be checked at any time by pressing INFO
button several times until TRANS FLUID LIFE message appears.

1. To reset display, turn ignition key ON with engine OFF.

2. Press the INFO button until TRANS FLUID LIFE message appears.
3. Press and hold INFO RESET button until display shows 100 percent TRANS FLUID LIFE. Transaxle
fluid life index is now reset.

CHANGE TRANS FLUID MESSAGE RESET - PROCEDURE 3

Resetting With Base Audio System

Press CLR button located to the right of the DIC display to acknowledge the CHANGE TRANS FLUID
message. This will clear the message from the display and reset it. To reset transmission fluid life indicator,
press up or down arrow on INFO button located to the right of the DIC display to access the DIC menu. Once
percentage TRANS FLUID LIFE menu item is highlighted, press and hold CLR button. Percentage will return
to 100, and transmission fluid life indicator will be reset. Repeat if percentage does not return to 100.

Resetting With Navigation System

Press multifunction button located to the right of the DIC display, next to the OK prompt to acknowledge the
CHANGE TRANS FLUID message. This will clear the message form the display and reset it. To reset
transmission fluid life indicator, turn system on by pressing PWR/VOL knob once. PWR/VOL knob is located
to the lower left of the DIC display. Press INFO button located to the left of the DIC display to access the
VEHICLE INFO menu. Turn TUNE/SEL knob located to the lower right of the DIC display until TRANS
FLUID LIFE is highlighted. Press knob once to select it. Once percentage TRANS FLUID LIFE is displayed,
press multifunction button next to the RESET prompt in the upper right corner of the display. Percentage will
return to 100, and transmission fluid life indicator will be reset. Repeat if percentage does not return to 100.

CHANGE TRANS FLUID MESSAGE RESET - PROCEDURE 4

1. The Driver Information Center (DIC) displays estimated percentage of the remaining useful life of
transaxle fluid. When remaining fluid life is 0 percent, the display will show CHANGE TRNS FLUID
NOW. After changing transaxle fluid, reset oil life display.
2. To reset the display, turn ignition on with engine off. Press ENG button to select the TRNS FLUID LIFE
percentage display. Then, press and hold in RESET for at least 5 seconds.
3. The word RESET will appear. Then, TRNS FLUID 100 will be displayed.

CHECK ENGINE LIGHT

NOTE: To determine the appropriate reset procedure, refer to CHECK ENGINE LIGHT
RESET INDEX. Only vehicles listed in this index have a check engine light reset.

CHECK ENGINE LIGHT RESET INDEX

Model & Year Reset Procedure
Geo Tracker
1989-94 Check Engine Light Reset - Procedure 1

CHECK ENGINE LIGHT RESET - PROCEDURE 1

Federal Emissions

1. CHECK ENGINE light functions as a service reminder indicator and emission system service. CHECK
ENGINE light will come on each 50,000 miles (PCV and EGR), each 80,000 miles (oxygen sensor) and
each 100,000 miles (charcoal canister) to indicate needed emission system service.
2. After servicing and/or replacing components, reset CHECK ENGINE light by sliding cancel switch to its
opposite position. See CHECK ENGINE LIGHT RESET SWITCH LOCATION (GEO TRACKER)
for switch location.

CHECK ENGINE LIGHT RESET SWITCH LOCATION (GEO TRACKER)

Application Location
1989-91 Behind Access Panel, Directly Below Steering Column
1992-94 (1) Behind Instrument Panel, Next To Left Speaker

(1) See Fig. 1.

Fig. 1: Check Engine Light Reset Switch Location (1992-94 Geo Tracker - Federal Emissions)
Courtesy of GENERAL MOTORS CORP.
California Emissions

CHECK ENGINE light indicates when it is necessary to have emission system serviced, regardless of mileage.
CHECK ENGINE light comes on briefly when starting as a bulb check. If light does not come on or stays on
constantly, repair as necessary.

FUEL FILTER LIFE

NOTE: To determine the appropriate reset procedure, refer to Fuel Filter Life Reset
Index. Only vehicles listed in this index have a fuel filter life reset.

FUEL FILTER LIFE RESET INDEX

Application Reset Procedure
Some Models Fuel Filter Life Reset - Procedure 1

NOTE: ALWAYS reset the FUEL FILTER LIFE system (if equipped) after a fuel filter
change.

"FUEL FILTER LIFE" message will appear when a reset is performed either by using the steering wheel
controls or performing manual reset procedure.

FUEL FILTER LIFE RESET - PROCEDURE 1

1. On vehicles with steering wheel controls, press and hold the select button for 5 seconds while the FUEL
FILTER LIFE message is displayed. This message will appear on the Driver Information Center (DIC)
for 10 seconds.
2. On vehicles without steering wheel controls, go to next step.
3. Without pressing the pedals, turn the ignition key to the ON position, engine off. Wait 5 seconds.
4. Completely depress the brake and accelerator pedals simultaneously and hold for 10 seconds. The system
is now reset. Turn ignition key OFF.
5. On all vehicles, the next time engine is started, the message will no longer be displayed.

OIL CHANGE REMINDER

NOTE: Most 1981-88 General Motors vehicles do not use a Service Reminder Indicator
(SRI).

NOTE: To determine the appropriate reset procedure, refer to Oil Change Reminders
Reset Index. Only vehicles listed in this index have an oil change reminder
reset.

OIL CHANGE REMINDERS RESET INDEX

Model & Year Reset Procedure
Alero
 1999-03 Oil Change Reminder Reset - Procedure 1
2004 Oil Change Reminder Reset - Procedure 3
Acadia
2007-10 Oil Change Reminder Reset - Procedure 16
2011-15 Oil Change Reminder Reset - Procedure 6
Allante
1989-93 Oil Change Reminder Reset - Procedure 23
ATS
2013-14 Oil Change Reminder Reset - Procedure 33
Aurora
1995-99 Oil Change Reminder Reset - Procedure 27
2001-03 Oil Change Reminder Reset - Procedure 6
Avalanche
2002-06 Oil Change Reminder Reset - Procedure 3
2007-13 Oil Change Reminder Reset - Procedure 6
Aveo
2009-11 Oil Change Reminder Reset - Procedure 3
Aztek
2001-05 Oil Change Reminder Reset - Procedure 3
Bravada
2002-04 Oil Change Reminder Reset - Procedure 11
Bonneville
2003-05 Oil Change Reminder Reset - Procedure 6
Brougham
1992 Oil Change Reminder Reset - Procedure 3
Camaro
1998-02 Oil Change Reminder Reset - Procedure 1
2010-14 Oil Change Reminder Reset - Procedure 18
Canyon
2004-12 Oil Change Reminder Reset - Procedure 10
Caprice
1994 Oil Change Reminder Reset - Procedure 2
1995-96 Oil Change Reminder Reset - Procedure 3
2011-14 Oil Change Reminder Reset - Procedure 18
Captiva Sport
2012-15 Oil Change Reminder Reset - Procedure 6
Classic
2005 Oil Change Reminder Reset - Procedure 4
Cobalt & G5 Pursuit (Canadian)
2005-09 Oil Change Reminder Reset - Procedure 4
Colorado
2004 12
 Oil Change Reminder Reset - Procedure 10
Concours
1994-96 Oil Change Reminder Reset - Procedure 19
1997-99 Oil Change Reminder Reset - Procedure 6
Corvette
1990-96 Oil Change Reminder Reset - Procedure 5
1997-13 Oil Change Reminder Reset - Procedure 6
2014 Oil Change Reminder Reset - Procedure 33
Cruze
2011-14 Oil Change Reminder Reset - Procedure 18
CTS
2003-04 Oil Change Reminder Reset - Procedure 20
2005-08 Oil Change Reminder Reset - Procedure 22
2009 Oil Change Reminder Reset - Procedure 6
2010-11 Oil Change Reminder Reset - Procedure 3
or Oil Change Reminder Reset - Procedure 19
2012-14 Oil Change Reminder Reset - Procedure 6
Cutlass Calais, Cutlass Supreme, Cutlass Ciera, Cutlass Cruiser & Touring Sedan
1990-91 Oil Change Reminder Reset - Procedure 28
DeVille
1991-93 Oil Change Reminder Reset - Procedure 25
1994-99 Oil Change Reminder Reset - Procedure 19
2000-05 Oil Change Reminder Reset - Procedure 16
DTS
2006-11 Oil Change Reminder Reset - Procedure 6
Eighty Eight & Ninety Eight
1990-91 Oil Change Reminder Reset - Procedure 28
1992-94 Oil Change Reminder Reset - Procedure 29
1995-97 Oil Change Reminder Reset - Procedure 30
Eldorado
1989-91 Oil Change Reminder Reset - Procedure 24
1992-93 Oil Change Reminder Reset - Procedure 26
1994-97 Oil Change Reminder Reset - Procedure 19
1997-02 Oil Change Reminder Reset - Procedure 6
ELR
2014 Oil Change Reminder Reset - Procedure 33
Enclave
2008-15 Oil Change Reminder Reset - Procedure 16
Encore
2013-14 Oil Change Reminder Reset - Procedure 18
Envoy/ XL
 2002-06 Oil Change Reminder Reset - Procedure 6
2007-09 Oil Change Reminder Reset - Procedure 4
Equinox
2005-09 Oil Change Reminder Reset - Procedure 3
2011-14 Oil Change Reminder Reset - Procedure 6
Escalade Series
2002-06 Oil Change Reminder Reset - Procedure 3
2007-14 Oil Change Reminder Reset - Procedure 6
2015 Oil Change Reminder Reset - Procedure 33
Express/ Cutaway/ RV
2003-14 Oil Change Reminder Reset - Procedure 3
Firebird
1998-02 Oil Change Reminder Reset - Procedure 6
Fleetwood
1991-92 Oil Change Reminder Reset - Procedure 25
1993-96 Oil Change Reminder Reset - Procedure 3
Grand Am
1999-02 Oil Change Reminder Reset - Procedure 2
2003-05 Oil Change Reminder Reset - Procedure 3
Grand Prix
1998-03 Oil Change Reminder Reset - Procedure 3
2004-08 Oil Change Reminder Reset - Procedure 6
GTO
2004-06 Oil Change Reminder Reset - Procedure 3
G5
2007-09 Oil Change Reminder Reset - Procedure 4
G6
2005-10 Oil Change Reminder Reset - Procedure 32
G8
2008-09 Oil Change Reminder Reset - Procedure 9
HHR
2006-11 Oil Change Reminder Reset - Procedure 4
Impala
2000-06 Oil Change Reminder Reset - Procedure 8
2007-13 Oil Change Reminder Reset - Procedure 6
2014-15 Oil Change Reminder Reset - Procedure 33
Impala Limited
2014 Oil Change Reminder Reset - Procedure 6
Intrigue
1998-02 Oil Change Reminder Reset - Procedure 3
LaCrosse & Allure
2005 14
 Oil Change Reminder Reset - Procedure 18
LeSabre
1994-99 Oil Change Reminder Reset - Procedure 12
2000-05 Oil Change Reminder Reset - Procedure 14
Lucerne
2006-10 Oil Change Reminder Reset - Procedure 6
2011 Oil Change Reminder Reset - Procedure 18
Lumina
1997-01 Oil Change Reminder Reset - Procedure 6
Malibu
2004-07 Oil Change Reminder Reset - Procedure 13
2008-12 Oil Change Reminder Reset - Procedure 4
2013-15 Oil Change Reminder Reset - Procedure 18
Montana
2000-05 Oil Change Reminder Reset - Procedure 3
2006 Oil Change Reminder Reset - Procedure 6
Monte Carlo
1997-99 Oil Change Reminder Reset - Procedure 6
2000-06 Oil Change Reminder Reset - Procedure 8
2007 Oil Change Reminder Reset - Procedure 6
Park Avenue
1991-94 Oil Change Reminder Reset - Procedure 15
1995-96 Oil Change Reminder Reset - Procedure 12
1997-05 Oil Change Reminder Reset - Procedure 14
Pickup/Cab & Chassis (C/K)
1996-00 Oil Change Reminder Reset - Procedure 3
Rainier
2004-07 Oil Change Reminder Reset - Procedure 17
Regal
1997-04 Oil Change Reminder Reset - Procedure 6
2011-14 Oil Change Reminder Reset - Procedure 18
Rendezvous
2002-07 Oil Change Reminder Reset - Procedure 17
Roadmaster
1994 Oil Change Reminder Reset - Procedure 15
or Oil Change Reminder Reset - Procedure 2
1995-96 Oil Change Reminder Reset - Procedure 3
Savana/ Cutaway/ RV
2003-14 Oil Change Reminder Reset - Procedure 3
Seville
1989-91 Oil Change Reminder Reset - Procedure 24
 1992-93 Oil Change Reminder Reset - Procedure 26
1994-97 Oil Change Reminder Reset - Procedure 19
1998-04 Oil Change Reminder Reset - Procedure 16
Sierra 1500/ 2500/ 3500
1999-06 Oil Change Reminder Reset - Procedure 3
2007-15 Oil Change Reminder Reset - Procedure 6
Silhouette
2000-01 Oil Change Reminder Reset - Procedure 3
2002-04 Oil Change Reminder Reset - Procedure 6
Silverado 1500/ 2500/ 3500
2001-06 Oil Change Reminder Reset - Procedure 3
2007-15 Oil Change Reminder Reset - Procedure 6
Solstice
2006-10 Oil Change Reminder Reset - Procedure 4
Sonic
2012-14 Oil Change Reminder Reset - Procedure 18
Spark
2013-14 Oil Change Reminder Reset - Procedure 18
SRX
2004 Oil Change Reminder Reset - Procedure 20
2005-06 Oil Change Reminder Reset - Procedure 22
2007-09 Oil Change Reminder Reset - Procedure 6
2010-12 Oil Change Reminder Reset - Procedure 18
2013-15 Oil Change Reminder Reset - Procedure 33
SS
2014 Oil Change Reminder Reset - Procedure 18
SSR
2004 Oil Change Reminder Reset - Procedure 3
2005-06 Oil Change Reminder Reset - Procedure 6
STS
2005-11 Oil Change Reminder Reset - Procedure 7
Suburban
2000-06 Oil Change Reminder Reset - Procedure 3
2007-15 Oil Change Reminder Reset - Procedure 6
Tahoe
2000-06 Oil Change Reminder Reset - Procedure 3
2007-15 Oil Change Reminder Reset - Procedure 6
Terrain
2011-14 Oil Change Reminder Reset - Procedure 6
Toronado
1989-92 Oil Change Reminder Reset - Procedure 31
Torrent
 2006-09 Oil Change Reminder Reset - Procedure 3
Trailblazer
2002-09 Oil Change Reminder Reset - Procedure 11
Traverse
2009-14 Oil Change Reminder Reset - Procedure 6
Uplander, Montana SV6 (Canadian)
2005-08 Oil Change Reminder Reset - Procedure 6
Venture
2000-04 Oil Change Reminder Reset - Procedure 3
2005 Oil Change Reminder Reset - Procedure 6
Verano
2012-14 Oil Change Reminder Reset - Procedure 18
Volt
2011-14 Oil Change Reminder Reset - Procedure 21
XLR
2004 Oil Change Reminder Reset - Procedure 6
2005-09 Oil Change Reminder Reset - Procedure 19
XTS
2013-14 Oil Change Reminder Reset - Procedure 33
Yukon/ XL
2000-06 Oil Change Reminder Reset - Procedure 3
2007-13 Oil Change Reminder Reset - Procedure 6

OIL CHANGE REMINDER RESET - PROCEDURE 1

1. The CHANGE OIL (or CHANGE ENGINE OIL) message is displayed when its time to change engine
oil, usually between 3000 and 7500 miles since last oil change.
2. To reset the oil life monitor, turn the ignition switch to RUN position, with engine off. Press the
TRIP/OIL RESET button on the instrument panel for 12 seconds. The OIL CHANGE light will start to
flash to confirm that system is reset (on some models a chime will also sound). Reset is complete when
OIL CHANGE light goes out.

OIL CHANGE REMINDER RESET - PROCEDURE 2

Engine oil life monitor calculates engine oil temperature and RPM. It indicates when the engine oil is nearly
worn out. A CHANGE OIL light on the instrument cluster is illuminated when it is time to change the engine
oil. To reset CHANGE OIL light:

1. Remove IP fuse block cover (cover can be seen when driver's door is open).
2. Turn ignition ON, engine OFF.
3. Press OIL RESET button and hold for 5 seconds.
4. If Oil Life light does not reset, repeat procedure with ignition OFF.
OIL CHANGE REMINDER RESET - PROCEDURE 3

Engine oil life monitor calculates engine oil temperature and RPM. It indicates when the engine oil is nearly
worn out. A CHANGE OIL light on the instrument cluster is illuminated when it is time to change the engine
oil.

1. To reset oil life monitor and turn off CHANGE OIL light, turn ignition switch to ON position with engine
off.
2. Depress accelerator pedal to wide open throttle 3 times within 5 seconds. This throttle signal will inform
the PCM to reset the oil life monitor and turn off the light. If light does not turn off, turn ignition off and
repeat procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 4

When the system has calculated that oil life has been diminished, it will indicate that an oil change is necessary.
A CHANGE ENGINE OIL SOON message will come on. Change the engine oil as soon as possible within the
next 600 miles (1,000 km). It is possible that, if driving under the best conditions, the oil life system may not
indicate that an oil change is necessary for over a year. However, the engine oil and filter must be changed at
least once a year and at this time the system must be reset.

Reset Procedure

1. Turn the ignition key to RUN with the engine OFF.

2. Press the INFO and RESET buttons on the Driver Information Center (DIC) at the same time to enter the
personalization menu.
3. Press the INFO button to scroll through the available personalization menu modes until the DIC display
shows OIL-LIFE RESET.
4. Press the INFO and RESET buttons at the same time for one second and release.
5. Press and hold the reset button until the DIC display shows ACKNOWLEDGED. This will tell you the
system has been reset.
6. Turn the key to LOCK/OFF.

Alternate Method (Some Models)

1. Turn the ignition key to RUN with the engine off.

2. Fully press the release the accelerator pedal 3 times within 5 seconds. Several beeps sound. This confirms
the oil life system has been reset.
3. If the CHANGE/OIL message comes back on when you start the engine, the engine oil life system has
not been reset. Repeat the procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 5

Engine oil life monitor calculates engine oil temperature and RPM. It indicates when the oil is nearly worn out.
A CHANGE OIL light on left side of instrument cluster is illuminated when it is time to change oil. To reset oil
life monitor:
 1. Turn ignition on.
2. Depress ENG MET button on trip monitor and release.
3. Within 5 seconds, depress and release ENG MET button again.
4. Within 5 seconds, depress and hold the ENG MET or GAUGES button again. The CHANGE OIL light
should flash.
5. Depress and hold the RANGE or GAUGES button until the CHANGE OIL light stops flashing and goes
out. When the light goes out, the engine oil life monitor is reset. This should take about 10 seconds.

NOTE: If the light does not reset, turn ignition off and repeat the procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 6

The Driver Information Center (DIC) will display a CHANGE OIL message when an oil change is due. The
instrument cluster may also have a CHANGE OIL light. To reset the oil life monitor:

Reset Procedure

1. Turn ignition switch to RUN position, with engine off.

2. Press the TRIP (on some models SELECT or SET/RESET) button, located on the DIC, until the OIL
LIFE display appears. Message will display percentage of oil life remaining.

NOTE: On models without DIC buttons, use the TRIP/ODOMETER reset stem.

3. Press and hold SET/RESET button (on some models, the check-symbol button) on DIC for at least 5
seconds. The message will change to indicate that the Oil Life has been reset. On some models, 3 chimes
will also sound.
4. Turn ignition off.
5. Turn the key to OFF. If the light or message comes back on when you start your vehicle, the oil life
system has not reset. Repeat the procedure.

NOTE: On some models, if oil life system does not reset, try turning ignition OFF after
displaying oil life message. Then press and hold reset button.

Alternate Method (Some Models)

1. Turn the ignition key to RUN with the engine off.

2. Fully press the release the accelerator pedal 3 times within 5 seconds. Several beeps sound. This confirms
the oil life system has been reset.
3. If the CHANGE/OIL message comes back on when you start the engine, the engine oil life system has
not been reset. Repeat the procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 7

When the system has calculated that oil life has been diminished, it indicates that an oil change is necessary. A
CHANGE ENGINE OIL SOON message in the DIC comes on. Reset the system whenever the engine oil is
changed so that the system can calculate the next engine oil change. To reset the system:

1. Press the up or down arrow to scroll the DIC to show OIL LIFE.
2. Once the XXX% ENGINE OIL LIFE menu item is highlighted, press and hold the RESET button until
the percentage shows 100%

OIL CHANGE REMINDER RESET - PROCEDURE 8

The CHANGE ENGINE OIL message is displayed when its time to change engine oil, usually between 3000
and 7500 miles since last oil change. The oil change interval is not based on mileage, but on engine revolutions
and engine operating temperature.

1. There are 2 ways to reset the engine oil life monitor. To reset the engine oil life monitor using the
accelerator pedal, go to step 4. To reset the engine oil life monitor using the radio, turn the radio off. Turn
ignition to ACC or ON, with the engine off. Press and hold the DISP (on some models, TUNE DISP)
button (or knob) on the radio for at least 5 seconds until SETTINGS is displayed.
2. Press the SEEK (on some models, SEEK PTYPE or SEEK PSCAN) up or down arrow to scroll through
the main menu. Scroll until OIL LIFE appears on the display. Press the PREV or NEXT button to enter
the sub-menu. RESET will be displayed.
3. Press the DISP/TUNE DISP button to reset. A chime will sound to verify the new setting and DONE will
be displayed for one second. Once the message indicator has been reset, scroll through the menu until
EXIT appears on the display. Press the DISP/TUNE DISP button to exit the program. A chime will sound
to verify the exit.
4. To reset the engine oil life monitor using the accelerator pedal, turn ignition on with engine off. Fully
depress and release the accelerator pedal slowly 3 times within 5 seconds. If CHANGE ENGINE OIL
light flashes, oil life monitor is reset. If the CHANGE ENGINE OIL light comes back on and stays on, oil
life monitor has not reset. Repeat reset procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 9

When the system has calculated that oil life has been diminished, it will indicate that an oil change is necessary.
A CHANGE message will come on. Change the engine oil as soon as possible within the next 600 miles (1000
km). It is possible that, if driving under the best conditions, the oil life may not indicate that an oil change is
necessary for over a year. However, the engine oil and filter must be changed at least once a year and at this
time the system must be reset.

To reset the Engine Oil Life System, do the following:

1. Press and hold the TRIP button on the steering wheel while turning on the ignition. Do not start the
engine.
2. The instrument panel cluster will prompt to clear the service code.
3. Release the button.
4. Press and hold ENTER Switch on the left side of the steering wheel for approximately one second.
5. Turn off the ignition.
If the CHANGE ENGINE OIL SOON message comes back on when you start the vehicle, the engine oil life
system has not reset. Repeat the procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 10

1. Turn ignition ON, with engine off.

2. Press and release reset stem on instrument panel while OIL LIFE message is displayed.
3. Once the alternating OIL LIFE and RESET messages appear, press and hold stem in until several beeps
will sound. This confirms that oil life system has been reset. Turn ignition off or full LOCK position. If
CHANGE OIL messages comes back after starting engine, repeat reset procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 11

Reset Procedure

If vehicle is equipped with a Driver Information Center (DIC), reset oil life monitor by pressing the Driver
Information Center SELECT button for 5 seconds while ENGINE OIL LIFE is displayed.

Alternate Method

To reset the oil life monitor, turn ignition switch to ON or RUN position with engine off. Depress accelerator
pedal slowly to wide open throttle 3 times within 5 seconds. If CHANGE ENG OIL light flashes for 5 seconds,
oil life monitor is reset. If the CHANGE ENG OIL light does not flash, oil life monitor has not reset. Repeat
this step.

OIL CHANGE REMINDER RESET - PROCEDURE 12

1. CHANGE OIL SOON light will come on when engine oil has broken down enough to require changing.
After changing oil, reset oil life display.
2. To reset light, turn ignition on. Open glove box to access oil reset button. Press and hold oil reset button
in glove box for at least 5 seconds, but not longer than 60 seconds. The CHANGE OIL SOON light will
flash 4 times to indicate light has been reset.

OIL CHANGE REMINDER RESET - PROCEDURE 13

GM Oil Life System calculates when to change your engine oil and filter based on vehicle use. Anytime oil is
changed, reset the system so it can calculate when the next oil change is required. If a situation occurs where
you change your oil prior to a Change Oil Soon message being turned on, reset the system. After changing the
engine oil, reset the system.

1. Display OIL LIFE RESET on the DIC.

2. Press and hold ENTER button for at least one second. An ACKNOWLEDGED display message will
appear for 3 seconds or until the next button is pressed. This will tell you the system has been reset.
3. Turn key to OFF.
4. If Change Oil Soon message comes back on when you start your vehicle, engine oil life system has not
reset. Repeat the procedure.
OIL CHANGE REMINDER RESET - PROCEDURE 14

1. To display this light, press the GAGE INFO or GAGES button on the Driver Information Center (DIC).
When oil life index is less than 10 percent, display will show OIL LIFE INDEX CHANGE OIL. After
changing oil, reset system.
2. To reset light, display OIL LIFE INDEX. Hold RESET button for more than 5 seconds. After reset, oil
life will change to 100 percent.

OIL CHANGE REMINDER RESET - PROCEDURE 15

1. CHANGE OIL SOON light will come on when engine oil has broken down enough to require changing.
After changing oil, reset oil life display.
2. To reset light, locate reset button hole under the dash near passenger door. Use a pencil or similar object
to push and hold button (inside hole) for 5 seconds. The CHANGE OIL SOON light will flash 4 times to
indicate light has been reset.

OIL CHANGE REMINDER RESET - PROCEDURE 16

Vehicles WITHOUT Driver Information Center (DIC) Buttons

1. Turn the ignition to ON/RUN, with the engine off. The vehicle must be in P (Park) to access this display.
Press the trip odometer reset stem until OIL LIFE REMAINING displays.
2. Press and hold the trip odometer reset stem until OIL LIFE REMAINING shows "100%." Three chimes
sound and the CHANGE ENGINE OIL SOON message goes off.
3. Turn the key to LOCK/OFF. If the CHANGE ENGINE OIL SOON message comes back on when the
vehicle is started, the engine oil life system has not been reset. Repeat the procedure.

Vehicles WITH Driver Information Center (DIC) Buttons

1. Turn the ignition to ON/RUN position, with the engine off.

2. Press the VEHICLE INFORMATION BUTTON (i) until OIL LIFE REMAINING displays.
3. Press and hold the SET/RESET button (check-mark symbol) until "100%" is displayed. Three chimes
sound (on some models) and the CHANGE ENGINE OIL SOON message goes off.
4. Turn ignition to LOCK/OFF position. If the CHANGE ENGINE OIL SOON message comes back on
when engine is started, repeat reset procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 17

Reset Procedure

1. Turn the ignition to ON, with the engine off.

2. Press the MODE button until the Driver Information Center (DIC) reads OIL LIFE LEFT/HOLD SET
TO RESET.
3. Press and hold the SET button until 100% is displayed. You will hear three chimes and the CHANGE
ENGINE OIL message will go off. Turn the key to OFF.
 4. If the CHANGE ENGINE OIL message comes back on when engine is started, the engine oil life system
has not reset. Repeat the procedure.

Alternate Method (Some Models)

1. Turn the ignition key to RUN with the engine off.

2. Fully press the release the accelerator pedal 3 times within 5 seconds. Several beeps sound. This confirms
the oil life system has been reset.
3. If the CHANGE/OIL message comes back on when you start the engine, the engine oil life system has
not been reset. Repeat the procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 18

When the system has calculated that oil life has been diminished, it will indicate that an oil change is necessary.
A CHANGE ENGINE OIL message or light will come on. Change the engine oil as soon as possible within the
next 600 miles (1 000 km). It is possible that, if driving under the best conditions, the oil life system may not
indicate that an oil change is necessary for over a year. However, the engine oil and filter must be changed at
least once a year and at this time the system must be reset.

NOTE: Be careful not to reset the oil life display accidentally at any time other than
after the oil is changed. It cannot be reset accurately until the next oil change.

Vehicles with Driver Information Center (DIC)

1. Turn the ignition to ON/RUN with the engine off.

2. Press the DIC MENU button on the turn signal lever to enter the Vehicle Information Menu. Use the
thumbwheel to scroll through the menu items until you reach REMAINING OIL LIFE. See Fig. 2.
3. Press the SET/CLR button (on some models, the check-symbol button) while the oil life display is active.
After a few seconds, there will be a single chime (on some models) and the oil life will be reset to 100%
4. Turn the ignition to LOCK/OFF.

The system is reset when the CHANGE OIL message is off and the REMAINING OIL LIFE 100% message is
displayed.

NOTE: If the CHANGE OIL message comes back on or Code 82 DIC message comes on
when the vehicle is started, the engine oil life system has not been reset.
Repeat the procedure.
Fig. 2: Identifying DIC Controls (Turn Signal Lever)
Courtesy of GENERAL MOTORS CORP.

Vehicles without DIC (Some Models)

1. With the engine OFF, turn the ignition key to RUN.

2. Fully press and release the accelerator pedal slowly three times within five seconds.
3. Turn the key to OFF, than start the vehicle.

Reset Using Diagnostic Scan Tool (Some Models)

1. Turn on ignition.
2. Connect scan tool.
3. Select Module Diagnosis.
4. Select Engine Control Module.
5. Select Configuration/Reset function.
6. Select Engine Oil System Reset.
7. Push Enter button to run function.
8. Confirm Executed successfully.
9. Turn ignition of and confirm.
10. Turn ignition on and confirm.

OIL CHANGE REMINDER RESET - PROCEDURE 19

1. The Driver Information Center (DIC) will display remaining oil life as a percentage estimate of the useful
life of oil.
2. When remaining oil life is 10 percent or less, the system will display CHANGE OIL SOON. When oil
life expires, display will show CHANGE ENGINE OIL. After changing oil, reset oil life display.
3. To reset oil life display, press INFORMATION (or INFORMATION SKIP) button to display OIL LIFE
LEFT. Press and hold RESET (or RESET NO) button until 100 OIL LIFE LEFT (0.0 OIL LIFE LEFT on
some early models) is displayed.
OIL CHANGE REMINDER RESET - PROCEDURE 20

With Base Audio System

Press up or down arrow on the INFO button located to right of Driver Information Center (DIC) display to
access DIC menu. Once 100 percent ENGINE OIL LIFE menu item is highlighted, press and hold the CLR
button. Percentage will return to 100 and oil life indicator will be reset. Repeat procedure if the percentage does
not return to 100.

With Navigation System

Turn the system on by pressing PWR/VOL knob once. PWR/VOL knob is located to lower left of DIC display.
Press INFO button located to left of the display to access Vehicle Information menu. Turn TUNE/SEL knob
located to lower right of the display until ENGINE OIL LIFE is highlighted. Press TUNE/SEL knob once to
select it. When 100 percent Engine Oil Life is displayed, press multifunction button next to reset prompt in
upper right corner of the display. Percentage will return to 100 and the oil life indicator will be reset. Repeat
procedure if the percentage does not return to 100.

OIL CHANGE REMINDER RESET - PROCEDURE 21

1. Use the SELECT knob to select OIL LIFE on the DIC menu.
2. Press SELECT to start the OIL LIFE reset procedure.
3. The DIC menu will display "Are you sure that you want to reset?" Use SELECT to choose YES to reset
oil life or NO to exit and return to the previous menu.
4. If YES is selected, the DIC menu will display RESET OIL LIFE for a short time and then 100% OIL
LIFE will be display when OIL LIFE is successfully reset.

OIL CHANGE REMINDER RESET - PROCEDURE 22

With Base Audio System

1. Press the CLR button located to the right of the driver information center (DIC) display to acknowledge
the Change Engine Oil message. This will clear the message from the display and reset it.
2. Press the up or down arrow on the INFO button located to the right of the Driver Information Center
(DIC) display to access the DIC menu.
3. Once 100% ENGINE OIL LIFE menu item is highlighted, press and hold the CLR button. The
percentage will return to 100 and the oil life indicator will be reset. Repeat the steps if the percentage
does not return to 100.
4. Turn OFF the key. If the Change Engine Oil message comes back on when you start the vehicle, the
engine oil life system has not reset. Repeat the procedure.

Without DIC

1. With the engine OFF, turn the ignition key to RUN.

2. Fully press and release the accelerator pedal slowly three times within five seconds.
3. Turn the key to OFF, then start the vehicle.
With Navigation System

1. Press the multifunction button, next to the OK prompt in the upper right of the display to acknowledge
the Change Engine Oil message. This will clear the message from the display and reset it.
2. Turn the system on by pressing the PWR/VOL knob once. The PWR/VOL knob is located to the lower
left of the driver information center (DIC) display.
3. Press the INFO button located to the left of the display to access the Vehicle Information menu.
4. Turn the TUNE/SEL knob located to the lower right of the display until Engine Oil Life is highlighted.
Press the knob once to select it.
5. Once the 100% Engine Oil Life is displayed, press the multifunction button next to the Reset prompt in
the upper right corner of the display. The percentage will return to 100 and the oil life indicator will be
reset. Repeat the steps if the percentage does not return to 100.
6. Turn OFF the key. If the Change Engine Oil message comes back on when you start the vehicle, the
engine oil life system has not reset. Repeat the procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 23

1. An OIL LIFE INDEX is one of the displays on Driver Information Center (DIC). It will display
remaining oil life as a percentage estimate of the useful life of oil.
2. It will show 100 percent when the system is reset. When the oil life is 0 percent, the display will show
CHANGE ENGINE OIL. After changing oil, reset oil life display.
3. To reset service reminder on 1989 models, press RANGE button until OIL LIFE INDEX appears on
display. Depress and hold in AVG ECON and RANGE buttons for more than 5 seconds or until 100 is
displayed. This will reset remaining oil life to 100 percent.
4. On 1990-93 models, press RANGE button until OIL LIFE INDEX appears on DIC display. Depress and
hold in AVG SPEED and RANGE buttons for more than 5 seconds or until 100 is displayed. This will
reset remaining oil life to 100 percent.

OIL CHANGE REMINDER RESET - PROCEDURE 24

1. An OIL LIFE INDEX is one of 4 displays on Driver Information Center (DIC). It will display remaining
oil life as a percentage estimate of the useful life of oil.
2. Display will show 100 percent when the system is reset. When remaining oil life is 10 percent or less, the
system will display CHANGE OIL SOON. When the oil life expires, the display will show CHANGE
ENGINE OIL. After changing oil, reset oil life display.
3. To reset oil life display, press ENG DATA button until OIL LIFE INDEX appears on DIC display.
Depress and hold in ENG DATA and RANGE buttons until 100 is displayed. This will reset remaining
oil life to 100 percent.

OIL CHANGE REMINDER RESET - PROCEDURE 25

1. An OIL LIFE INDEX is one of the displays on Driver Information Center (DIC). It will display
remaining oil life as a estimated percentage of the useful life of oil.
2. It will show 100 percent when the system is reset. When the oil life is 0 percent, the display will show
CHANGE ENGINE OIL. After performing necessary services, reset service reminder.
 3. To reset service reminder, turn ignition to on position. Do not start engine. Depress and hold RANGE and
FUEL USED buttons until OIL LIFE INDEX appears on DIC display. Depress and hold RANGE and
RESET buttons for 5-60 seconds.
4. When CHANGE OIL SOON light flashes 4 times, remaining oil life index is reset to 100 percent. If
CHANGE OIL SOON comes on and stays on for 5 seconds, display did not reset. Repeat step 3.

OIL CHANGE REMINDER RESET - PROCEDURE 26

1. Oil change reminder display on the Driver Information Center (DIC) is similar to 1990-91 models, but
reset procedures are different. After changing oil, reset oil life display.
2. To reset, press INFORMATION button to display OIL LIFE INDEX. Press and hold STORE/RECALL
button until 100 is displayed. This will reset oil life display to 100 percent.

OIL CHANGE REMINDER RESET - PROCEDURE 27

1. The Driver Information Center (DIC) displays estimated percentage of the remaining useful life of engine
oil or transaxle fluid. When remaining oil or fluid life is 0 percent, the display will show CHANGE OIL
NOW or CHANGE TRNS FLUID NOW. After changing engine oil or transaxle fluid, reset oil life
display.
2. To reset the display, turn ignition on with engine off. Press ENG button to select the OIL LIFE or TRNS
FLUID LIFE percentage display. Then, press and hold in RESET for at least 5 seconds.
3. The word RESET will appear. Then, OIL LIFE 100 or TRNS FLUID 100 will be displayed.

OIL CHANGE REMINDER RESET - PROCEDURE 28

1. An oil change reminder displays estimated percentage of the remaining useful life of the oil. When engine
is started, a tone will sound and approximate distance to next oil change will be displayed.
2. When remaining oil life is 10 percent or less, the system will calculate distance to next oil change. When
the oil life is 0 percent, the display will show CHANGE OIL NOW. After changing oil, reset oil life
display.
3. To reset the display, press and hold in OIL button to select the oil life display. Then, press and hold in
RESET and OIL buttons for at least 5 seconds. This will reset oil life display to 100 percent.

OIL CHANGE REMINDER RESET - PROCEDURE 29

1. To reset the display, press and release the TEST button.

2. Press and release the OIL button.
3. Press and hold the RESET button for at least 7 seconds. This will reset oil life display to 100 percent.

OIL CHANGE REMINDER RESET - PROCEDURE 30

1. To reset the display, press and release RESET button on Driver Information Center (DIC).
2. Press SEL button (with down arrow) to select OIL.
3. Press SEL button (with left and right arrows) to display oil life.
 4. Press and hold RESET button for about 5 seconds.
5. A reset message will display, then oil life will display 100 percent.

OIL CHANGE REMINDER RESET - PROCEDURE 31

With Information Center Display

OIL LIFE INDEX is one of 4 engine data displays used on models with Information Center display. It will
display remaining oil life as estimated percentage of the useful life of oil. It will show 100 percent when the
system is reset. After changing oil, reset oil life display.

1. To reset the display, press ENG DATA button (1989-90) or OPTIONS button (1991-92) until oil life
index is displayed.
2. Then, press and hold in ENG DATA and GAGE buttons (1989) or RESET/ENTER button (1990-92) for
at least 5 seconds. This will reset remaining oil life to 100 percent.

With Visual Information Center

OIL LIFE is one of the displays used on models with a Visual Information Center (VIC). It will display data
regarding previous oil change. A bar graph display shows full when oil is changed. Bar graph will go down as
vehicle is driven and oil ages. When bar graph reaches CHANGE OIL mark, oil should be changed. After
changing oil, reset oil life display.

1. To reset the display, press INFO hard key and then OIL LIFE soft key to display oil life index.
2. Press RESET soft key.
3. A reset confirmation page will appear and ask if oil has been changed. Press YES soft key to reset bar
graph, and update last oil change date and mileage information.

OIL CHANGE REMINDER RESET - PROCEDURE 32

When the system has calculated that oil life has been diminished, it will indicate that an oil change is necessary.
A CHANGE ENGINE OIL SOON message will come on. Change the engine oil as soon as possible within the
next 600 miles (1000 km). It is possible that, if driving under the best conditions, the oil life system may not
indicate that an oil change is necessary for over a year. However, the engine oil and filter must be changed at
least once a year and at this time the system must be reset.

To reset the Engine Oil Life System, do the following:

1. With the CHANGE OIL SOON message displayed, press any of the three driver information center (DIC)
buttons to clear the CHANGE OIL SOON message.
2. Display OIL LIFE RESET on the DIC.
3. Press and hold the ENTER button for at least one second. An ACKNOWLEDGED display message will
appear for three seconds or until the next button is pressed. This will tell you the system has reset.
4. Turn the ignition to OFF.

If the CHANGE ENGINE OIL message comes back on when you start the vehicle the Engine Oil Life System
has not reset. Repeat the procedure.

OIL CHANGE REMINDER RESET - PROCEDURE 33

This vehicle has a computer system that indicates when to change the engine oil and filter. This is based on a
combination of factors which include engine revolutions, engine temperature, and miles driven. Based on
driving conditions, the mileage at which an oil change is indicated can vary considerably. For the oil life system
to work properly, the system must be reset every time the oil is changed. To reset the system:

Reset Procedure

1. Using the DIC controls on the right side of the steering wheel, display REMAINING OIL LIFE on the
driver information center (DIC).
2. Press SEL on the DIC controls and hold SEL down for a few seconds to clear the CHANGE ENGINE
OIL SOON message and reset the oil life at 100%.

NOTE: Be careful not to reset the oil life display accidentally at any time other
than after the oil is changed. It cannot be reset accurately until the next oil
change.

Alternate Method (Some Models)

1. Turn the ignition key to RUN with the engine off.

2. Fully press the release the accelerator pedal 3 times within 5 seconds. Several beeps sound. This confirms
the oil life system has been reset.
3. If the CHANGE/OIL message comes back on when you start the engine, the engine oil life system has
not been reset. Repeat the procedure.

OXYGEN SENSOR REMINDER FLAG

NOTE: To determine the appropriate reset procedure, refer to OXYGEN SENSOR

REMINDER FLAG RESET. Only vehicles listed in this index have an oxygen
sensor reminder flag reset.

OXYGEN SENSOR REMINDER FLAG RESET INDEX

Model & Year Reset Procedure
Some Models
1980 Oxygen Sensor Reminder Flag - Procedure 1

OXYGEN SENSOR REMINDER FLAG - PROCEDURE 1

1. Every 30,000 miles, a reminder flag appears in speedometer face, indicating service of oxygen sensor is
necessary. See Fig. 3. Inspect and service oxygen sensor as necessary and reset flag.
2. To reset flag, remove instrument panel trim plate. Remove instrument cluster lens. Using pointed tool,
apply light downward pressure on notches of flag until it is reset. An alignment mark will appear in left
 center of odometer window when flag is fully reset.

Fig. 3: Resetting Reminder Flag

Courtesy of GENERAL MOTORS CORP.

OXYGEN SENSOR WARNING LIGHT

NOTE: To determine the appropriate reset procedure, refer to OXYGEN SENSOR

WARNING LIGHT RESET INDEX. Only vehicles listed in this index have an
oxygen sensor warning light reset.

OXYGEN SENSOR WARNING LIGHT RESET INDEX

Model & Year Reset Procedure
Sprint
1985-86 Oxygen Sensor Warning Light Reset - Procedure 1

OXYGEN SENSOR WARNING LIGHT RESET - PROCEDURE 1

At 30,000 mile intervals, a SENSOR light in dash will start flashing, indicating oxygen sensor needs
replacement. To reset mileage counter (after sensor replacement), locate SENSOR light cancel switch on right
side of fuse box. Return cancel switch to OFF position. Start engine to ensure light remains off.

SERVICE REMINDER MESSAGE

NOTE: To determine the appropriate reset procedure, refer to Service Reminder Reset
 Index. Only vehicles listed in this index have a Service Reminder reset.

SERVICE REMINDER RESET INDEX

Model & Year Reset Procedure
6000 STE
1987-89 Service Reminder Message Reset - Procedure 1
Bonneville
1988-91 Service Reminder Message Reset - Procedure 1
Caprice
2011 Service Reminder Message Reset - Procedure 2

SERVICE REMINDER MESSAGE RESET - PROCEDURE 1

The SERVICE REMINDER message light is used on models with a Driver Information Center (DIC). After
performing necessary services, reset service reminder light.

1. To reset service reminder, push DIC button until desired service item is displayed.
2. Press and hold down the DIC button. With button pressed, the distance display will decrease in
increments of 500 miles.
3. Release button when desired distance is displayed on the DIC.

SERVICE REMINDER MESSAGE RESET - PROCEDURE 2

The displayed service reminder is reset using a scan tool or by the following procedure:

1. Turn the ignition to the OFF position.

2. Press and hold the TRIP button.
3. Turn the ignition to the ON position.
4. Release the TRIP button.
5. Once in the Service Reset screen, press and hold the ENTER switch for 3-5 seconds. A confirmation beep
will sound upon reset.
6. Turn the ignition to the OFF position.

NOTE: If the service reminder comes back on when you start the vehicle, the Service
Reminder Display has not reset. Repeat the procedure.

TIRE PRESSURE MONITOR SYSTEM (TPMS)

NOTE: To determine the appropriate reset procedure, refer to TPMS RESET INDEX.
Only vehicles listed in this index have a TPMS reset.

TPMS RESET INDEX

Model Application Procedure
Buick
Allure 2007 TPMS Reset - Procedure 1
2008-09 TPMS Reset - Procedure 2
Century 1999-05 (1) TPMS Reset - Procedure 21
Enclave 2008-12 TPMS Reset - Procedure 2
2013-15 TPMS Reset - Procedure 9
Encore 2013-14 TPMS Reset - Procedure 25
LaCrosse 2006-09 TPMS Reset - Procedure 2
2010-12 TPMS Reset - Procedure 11
2013-14 TPMS Reset - Procedure 26
LaSabre 2002-05 (1) TPMS Reset - Procedure 20
Lucerne 2006 (1) TPMS Reset - Procedure 22
2007-11 TPMS Reset - Procedure 2
Park Avenue 1998-05 (1) TPMS Reset - Procedure 20
Rainier 2006-07 TPMS Reset - Procedure 1
Regal 1999-04 (1) TPMS Reset - Procedure 21
2011-12 TPMS Reset - Procedure 11
2013-14 TPMS Reset - Procedure 26
Rendezvous 2003-07 (1) TPMS Reset - Procedure 24
Verano 2012 TPMS Reset - Procedure 11
2013-14 TPMS Reset - Procedure 26
Cadillac
ATS 2013-14 TPMS Reset - Procedure 11
CTS 2004-11 TPMS Reset - Procedure 31
2012 With RPO UH3:
TPMS Reset - Procedure 9
W/O RPO UH3:
TPMS Reset - Procedure 10
2013-14 TPMS Reset - Procedure 9
Deville 2001-05 TPMS Reset - Procedure 4
DTS 2006-11 TPMS Reset - Procedure 2
ELR 2014 TPMS Reset - Procedure 11
Escalade Series 2004-06 TPMS Reset - Procedure 1
2008-12 TPMS Reset - Procedure 2
2013-14 TPMS Reset - Procedure 9
2015 TPMS Reset - Procedure 11
Seville 2001-04 TPMS Reset - Procedure 4
SRX 2008-11 TPMS Reset - Procedure 2
2012-14 TPMS Reset - Procedure 11
STS 2005-11 TPMS Reset - Procedure 3
XLR 2008 TPMS Reset - Procedure 2
XTS 2013-14 TPMS Reset - Procedure 11
Chevrolet
Avalanche 2004-07 TPMS Reset - Procedure 1
2008-11 TPMS Reset - Procedure 2
2012 TPMS Reset - Procedure 3
2013 TPMS Reset - Procedure 9
Aveo 2008-11 (2) TPMS Reset - Procedure 7
Camaro 2010-11 TPMS Reset - Procedure 2
2012 TPMS Reset - Procedure 11
2013-14 TPMS Reset - Procedure 25
Caprice 2011-13 TPMS Reset - Procedure 31
2014 TPMS Reset - Procedure 25
Captiva Sport 2012-14 TPMS Reset - Procedure 2
Cobalt 2008-10 TPMS Reset - Procedure 3
Colorado 2006-12 TPMS Reset - Procedure 1
Corvette 1987-96 (1) TPMS Reset - Procedure 20
1997-04 TPMS Reset - Procedure 6
2005-06 TPMS Reset - Procedure 3
2007-13 TPMS Reset - Procedure 9
2014 TPMS Reset - Procedure 8
Cruze 2011-12 TPMS Reset - Procedure 11
2013-14 TPMS Reset - Procedure 25
Equinox 2007 TPMS Reset - Procedure 5
2008-11 TPMS Reset - Procedure 2
2012 TPMS Reset - Procedure 11
2013-14 TPMS Reset - Procedure 25
HHR 2008-11 TPMS Reset - Procedure 3
G-Series Van 2008-12 TPMS Reset - Procedure 2
2013-14 TPMS Reset - Procedure 27
Impala 2000-02 (1) TPMS Reset - Procedure 13
2003-05 (1) TPMS Reset - Procedure 14
2006-07 TPMS Reset - Procedure 5
2008-12 TPMS Reset - Procedure 2
2013 TPMS Reset - Procedure 9
2014 TPMS Reset - Procedure 28
Impala Limited 2014 TPMS Reset - Procedure 9
Malibu/Classic 2008-11 TPMS Reset - Procedure 3
2012 TPMS Reset - Procedure 2
2013-14 TPMS Reset - Procedure 25
 2015 TPMS Reset - Procedure 28
Monte Carlo 2000-02 (1) TPMS Reset - Procedure 13
2003-05 (1) TPMS Reset - Procedure 14
2006-07 TPMS Reset - Procedure 5
Orlando (Canada) 2012 TPMS Reset - Procedure 11
Silverado Series 2006-07 TPMS Reset - Procedure 1
2008-11 TPMS Reset - Procedure 2
2012 TPMS Reset - Procedure 3
2013 TPMS Reset - Procedure 27
2014-15 TPMS Reset - Procedure 26
Sonic 2012 TPMS Reset - Procedure 11
2013-14 TPMS Reset - Procedure 25
Spark 2012-14 TPMS Reset - Procedure 29
Spark EV 2014-15 TPMS Reset - Procedure 30
SS 2014 TPMS Reset - Procedure 25
Suburban 2004-07 TPMS Reset - Procedure 1
2008-11 TPMS Reset - Procedure 2
2012 TPMS Reset - Procedure 3
2013-14 TPMS Reset - Procedure 9
2015 TPMS Reset - Procedure 26
Tahoe 2004-07 TPMS Reset - Procedure 1
2008-11 TPMS Reset - Procedure 2
2012 TPMS Reset - Procedure 3
2013-14 TPMS Reset - Procedure 9
2015 TPMS Reset - Procedure 26
TrailBlazer 2006-07 TPMS Reset - Procedure 1
Traverse 2009-12 TPMS Reset - Procedure 2
2013-15 TPMS Reset - Procedure 9
Uplander 2008 TPMS Reset - Procedure 3
Volt 2011-12 TPMS Reset - Procedure 11
2013-14 TPMS Reset - Procedure 30
GMC
Acadia 2007-11 TPMS Reset - Procedure 3
2012 TPMS Reset - Procedure 2
2013-15 TPMS Reset - Procedure 9
Canyon 2006-12 TPMS Reset - Procedure 1
Envoy 2006-09 TPMS Reset - Procedure 1
Savana Series 2008-12 TPMS Reset - Procedure 2
2013-14 TPMS Reset - Procedure 27
Sierra Series 2006-07 TPMS Reset - Procedure 1
2008-11 TPMS Reset - Procedure 2
 2012 TPMS Reset - Procedure 3
2013 TPMS Reset - Procedure 9
2014-15 TPMS Reset - Procedure 26
Terrain 2010-11 TPMS Reset - Procedure 2
2012-14 TPMS Reset - Procedure 12
Yukon Series 2004-07 TPMS Reset - Procedure 1
2008-11 TPMS Reset - Procedure 2
2012 TPMS Reset - Procedure 3
2013-14 TPMS Reset - Procedure 9
2015 TPMS Reset - Procedure 26
Oldsmobile
Alero 1999-00 (1) TPMS Reset - Procedure 16
Aurora 2001-03 (1) TPMS Reset - Procedure 17
Pontiac
Aztek 2003-05 (1) TPMS Reset - Procedure 23
Bonneville 2000-05 (1) TPMS Reset - Procedure 15
G3 2009 TPMS Reset - Procedure 2
G5 2008-09 TPMS Reset - Procedure 2
G6 2008-10 TPMS Reset - Procedure 2
G8 2008-09 TPMS Reset - Procedure 2
Grand Am 1999-05 (1) TPMS Reset - Procedure 18
Grand Prix 2008 TPMS Reset - Procedure 2
Solstice 2008-10 TPMS Reset - Procedure 2
Torrent 2008-09 TPMS Reset - Procedure 2
Wave 2008 TPMS Reset - Procedure 2
Vibe 2005-07 (1) TPMS Reset - Procedure 19
(1) This is an Indirect TPM System. A tire sensor activation tool is not required for this procedure.

(2) A tire sensor activation tool cannot be used for this procedure.

TPMS RESET - PROCEDURE 1

NOTE: When the wheels have been rotated, or a tire pressure sensor or EGM/LGM has
been replaced, retrain tire pressure sensors.

NOTE: The DIC will display the "SERVICE TIRE MONITOR" message if one or more of
the tire pressure sensors has malfunctioned or if all of the sensors have not
been programmed successfully. If, after the relearn procedure, the warning
indicators are still on, there is a problem in the TPM system.
NOTE: If this procedure is performed following replacement and reprogramming of the
Liftgate Module (LGM), DIC may display a low tire pressure fault and all tire
pressures read 0 psi. If this problem occurs, see appropriate manufacturer
service information.

NOTE: The TPM system will cancel the learn mode if more than 2 minutes have passed
and no sensors have been learned, or if the system has been in learn mode for
more than 5 minutes. If the learn mode is canceled before any sensor has been
learned, the EGM/LGM will remember all current sensor IDs and their locations.
As soon as the first sensor ID code is learned, all other IDs are erased from the
EGM/LGM's memory. On models that display the individual tire pressure on DIC,
updated tire pressures will not be displayed until EGM/LGM receives 2 more
valid transmissions from each sensor.

NOTE: Before proceeding with the steps below, ensure that no other sensor learn
procedure is being performed simultaneously, or that tire pressures are not
being adjusted on a TPM equipped vehicle within close proximity.

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Turn ignition ON with engine OFF. Apply parking brake.

NOTE: If Learn Mode cannot be enabled, TPM system is not enabled in EGM/LGM.
See appropriate manufacturer service information.

3. To enable Learn Mode, turn headlight switch from OFF to parking lamps 4 times within 4 seconds. A
double horn chirp will sound and the low tire pressure indicator will begin to flash to indicate the learn
mode has been enabled.
4. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
5. After horn chirp has sounded, proceed to the next 3 sensors in the following order: right front, right rear
and left rear.
6. After left rear sensor has been learned, turn ignition switch to OFF position to exit Learn Mode.
7. Test drive the vehicle above 25 mph for at least 2 minutes before viewing tire pressures on DIC.

TPMS RESET - PROCEDURE 2

NOTE: If a tire pressure sensor or the Remote Control Door Lock Receiver (RCDLR) is
replaced, or if wheels have been rotated, tire pressure sensor must be retrained.

NOTE: When the tire pressure warning light illuminates and warning message appears
on DIC, immediately check air pressure of all tires and adjust to the specified
pressure. If warning indicators are still on or display shows dashes instead of a
value, there is a problem in the TPM system. See appropriate manufacturer
service information.
NOTE: Under the following conditions, the TPM system may not function properly:

If one or more of the tire pressure sensors are missing or inoperable.

A compact spare tire is used.

NOTE: If a tire pressure sensor or the Remote Control Door Lock Receiver (RCDLR) is
replaced, or if wheels have been rotated, tire pressure sensor must be retrained.

NOTE: The relearn procedure must be completed within 15 minutes from when the
vehicle is stationary after being driven at 20 mph (32 km/h), or greater, for 10
seconds.

NOTE: The learn mode will cancel if the ignition is cycled to OFF or if more than 2
minutes has elapsed for any sensor that has not been learned. If the learn mode
is cancelled before the first sensor is learned, the original sensor IDs will be
maintained. If the learn mode is canceled after the first sensor is learned, the
following will occur:

All stored sensor IDs will be invalidated in the RCDLR memory.

If equipped, the DIC will display dashes instead of tire pressures.
DTC C0775 will be set.

These conditions will now require the learn procedure to be repeated for the
system to function properly.

IMPORTANT: Ensure that no other learn procedure is being performed simultaneously or that
tire pressures are not being adjusted on another TPM equipped vehicle within
close proximity. Stray signals from other TPM equipped vehicles just driving by
can be inadvertently learned. If any random horn chirps are heard from the
vehicle while performing the learn procedure, most likely a stray sensor has
been learned and the procedure will need to be cancelled and repeated. Under
these circumstances, performing the TPM Learn Procedure away from other
vehicles would be highly recommended. In the event a particular sensor
activation does not cause the horn to chirp, it may be necessary to rotate the
wheel valve stem to a different position due to the sensor signal is being
blocked by another component.

1. Turn ignition switch to ACC position. Apply parking brake.

2. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
3. To enable Learn Mode:
On vehicles equipped with keyless entry, simultaneously press the keyless entry transmitters lock
and unlock buttons until a double horn chirp sounds indicating the Learn Mode has been enabled.
On vehicles with DIC, a TIRE LEARN message may be displayed. The left front turn signal will
 also be illuminated.
On vehicles not equipped with keyless entry, press and release the driver information center (DIC)
INFO button until the TIRE LEARN message appears on the DIC display. Press and hold the
SET/RESET button until a double horn chirp sounds indicating the Learn Mode has been enabled.
The left front turn signal will also be illuminated.
4. Ignition ON.
5. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
6. After horn chirp has sounded, proceed to the next 3 sensors in the following order: right front, right rear
and left rear.
7. After left rear sensor has been learned, turn ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 3

NOTE: If a tire pressure sensor or the Remote Control Door Lock Receiver (RCDLR) is
replaced, or if wheels have been rotated, tire pressure sensor must be
relearned.

NOTE: When the tire pressure warning light illuminates and warning message appears
on DIC, immediately check air pressure of all tires and adjust to the specified
pressure. If warning indicators are still on or display shows dashes instead of a
value, there is a problem in the TPM system. See appropriate manufacturer
service information.

NOTE: In vehicles without the "UH3" option, each turn signal will illuminate one at a
time indicating which location is to be learn.

NOTE: The TPM system will cancel the learn mode if more then 2 minutes have passed
and no sensors have been learned, or if the ignition switch is turn to the OFF
position. If the learn mode is canceled before the first ID is learned, the RCDLR
will remember all previously stored IDs and their locations. As soon as the first
sensor ID is learned, all other IDs are erased from the RCDLR's memory. If the
learn mode is canceled after the first ID is learned, the RCDLR will store the IDs
as invalid and the DIC will display dashes instead of tire pressures.

NOTE: Before proceeding with the registration procedure, ensure that no other sensor
learn procedure is being performed simultaneously, or that no tire pressures
are being adjusted on another TPM equipped vehicle within close proximity.

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Turn ignition switch to ACC position. Apply parking brake.
3. Simultaneously press the keyless entry transmitter's lock and unlock buttons until a double horn chirp
sounds, indicating the Learn Mode has been enabled.
 NOTE: The left front turn signal will also illuminate to indicate the learn mode has
been enabled.

4. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
5. After horn chirp has sounded and the right turn signal has illuminated, proceed to the next 3 sensors in the
following order: right front, right rear and left rear.
6. After left rear sensor has been learned, a double horn chirp will sound, indicating all 4 sensor IDs have
been learned. Turn ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 4

NOTE: If the wheels have been rotated, or tire pressure sensor or Remote Control Door
Lock Receiver (RCDLR) is replaced, the TPM system needs to relearn tire
pressure sensor IDs.

NOTE: When the tire pressure warning light illuminates and warning message appears
on DIC, immediately check air pressure of all tires and adjust to the specified
pressure. If warning indicators are still on, there is a problem in the TPM
system. See appropriate manufacturer service information.

NOTE: The TPM system will cancel Learn Mode if ignition is turned off, if more than 1
or 2 minutes has passed and no sensors have been learned, vehicle battery
voltage is less than 8 volts, all 4 sensors have been learned, or if the RCDLR
has been in Learn Mode for more than 5 minutes. If Learn Mode is cancelled
before any IDs are learned, the RCDLR will remember all previously stored IDs
and their locations. As soon as the first sensor ID is learned, all other IDs are
erased from the RCDLR's memory.

NOTE: Before proceeding with the registration procedure, ensure that no other sensor
learn procedure is being performed simultaneously, or that no tire pressures
are being adjusted on another TPM equipped vehicle within close proximity.

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Turn ignition ON with engine OFF.

NOTE: If the TPM Learn Mode cannot be enabled, ensure the TPM option is
enabled in the RCDLR. See appropriate manufacturer service information.

3. Simultaneously press the keyless entry transmitter's lock and unlock buttons until a horn chirp sounds,
indicating Learn Mode has been enabled.

NOTE: If a horn chirp does not sound after 15 seconds, remove, then re-apply
TPM sensor relearn magnet.
 4. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
5. After the horn chirp sounds, proceed to the next 3 sensors in the following order: right front, right rear,
then left rear.
6. After the left rear sensor ID is learned, a double horn chirp will sound, indicating all 4 sensor IDs have
been learned. Turn the ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 5

NOTE: If the wheels have been rotated, or tire pressure sensor or Remote Control Door
Lock Receiver (RCDLR) is replaced, the TPM system needs to relearn tire
pressure sensor IDs.

NOTE: When the tire pressure warning light illuminates and warning message appears
on DIC, immediately check air pressure of all tires and adjust to the specified
pressure. If warning indicators are still on, there is a problem in the TPM
system. See appropriate manufacturer service information.

NOTE: The TPM system will cancel Learn Mode if ignition is turned off, if more than 1
or 2 minutes has passed and no sensors have been learned, vehicle battery
voltage is less than 8 volts, all 4 sensors have been learned, or if the RCDLR
has been in Learn Mode for more than 5 minutes. If Learn Mode is cancelled
before any IDs are learned, the RCDLR will remember all previously stored IDs
and their locations. As soon as the first sensor ID is learned, all other IDs are
erased from the RCDLR's memory.

NOTE: Before proceeding with the registration procedure, ensure that no other sensor
learn procedure is being performed simultaneously, or that no tire pressures
are being adjusted on another TPM equipped vehicle within close proximity.

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Turn ignition ON with engine OFF.
3. Simultaneously press the keyless entry transmitter's lock and unlock buttons until a horn chirp sounds,
indicating Learn Mode has been enabled.
4. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
5. After the horn chirp sounds, proceed to the next 3 sensors in the following order: right front, right rear,
then left rear.
6. After the left rear sensor ID is learned, a double horn chirp will sound, indicating all 4 sensor IDs have
been learned. Turn the ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 6

NOTE: If the wheels have been rotated, or tire pressure sensor or Remote Control Door
 Lock Receiver (RCDLR) is replaced, the TPM system needs to relearn tire
pressure sensor IDs.

NOTE: When the tire pressure warning light illuminates and warning message appears
on DIC, immediately check air pressure of all tires and adjust to the specified
pressure. If warning indicators are still on, there is a problem in the TPM
system. See appropriate manufacturer service information.

NOTE: The TPM system will cancel Learn Mode if ignition is turned off, if more than 1
or 2 minutes has passed and no sensors have been learned, vehicle battery
voltage is less than 8 volts, all 4 sensors have been learned, or if the RCDLR
has been in Learn Mode for more than 5 minutes. If Learn Mode is cancelled
before any IDs are learned, the RCDLR will remember all previously stored IDs
and their locations. As soon as the first sensor ID is learned, all other IDs are
erased from the RCDLR's memory.

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Turn ignition ON with engine OFF.
3. Press RESET button on DIC in order to clear any warning messages.
4. Press and release OPTIONS button until display is blank.
5. Press and hold RESET button for 3 seconds.

NOTE: If the DIC does not display "TIRE TRAINING" message, ensure TPM option
is enabled in the RCDLR. See appropriate manufacturer service
information.

6. Press and release OPTIONS button until "TIRE TRAINING" is displayed.

7. Press and release RESET button. The DIC should display "LEARN L FRONT TIRE", verifying Learn
Mode has been enabled.
8. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
9. After the horn chirp sounds, proceed to the next 3 sensors in the following order: right front, right rear,
then left rear.
10. Turn the ignition switch to OFF position to exit the learn mode.

TPMS RESET - PROCEDURE 7

NOTE: An OEM scan tool or Pressure Increase/Decrease Method is used to perform

this procedure.

NOTE: Before proceeding with this process, ensure that no other learn procedure is
being performed simultaneously or that tire pressures are not being adjusted
on another TPM equipped vehicle within close proximity. Stray signals from
 other TPM equipped vehicles just driving by can be inadvertently learned. If any
random horn chirps are heard from the vehicle while performing the learn
procedure, most likely a stray sensor has been learned and the procedure will
need to be cancelled and repeated. Under these circumstances, performing the
TPM Learn Procedure away from other vehicles would be highly recommended.
In the event a particular sensor activation does not cause the horn to chirp, it
may be necessary to rotate the wheel valve stem to a different position due to
the sensor signal is being blocked by another component.

1. Ignition ON with engine OFF, apply the parking brake.

2. Using a scan tool, initiate the TPM Learn Mode.
3. Perform the procedure by following the menu selections. A double horn chirp will sound and the IPC tire
pressure monitor indicator warning lamp icon will flash indicating Learn Mode is enabled.
4. Starting with the left front tire, active the sensors by one of the following methods:
Hold the antenna of the scan tool, aimed upward, against the tire sidewall close to the wheel rim at
the valve stem location. Press and release the activate button and wait for a horn chirp. Once the
horn chirp has sounded, the sensor information is learned.
Increase/decrease the tire pressure for 8-10 seconds then wait for a horn chirp. The horn chirp may
occur before or up to 30 seconds after the 8-10 second pressure increase/decrease time period has
been reached. Once the horn chirp has sounded, the sensor information has been learned.
5. After the horn chirp has sounded, repeat step 4 for the remaining 3 sensors in the following order: Right
front, Right rear, Left rear.
6. After the left rear sensor is learned, a double horn chirp will sound indicating all sensor IDs have been
learned and the tire pressure module will exit the Learn mode turning OFF the IPC tire pressure monitor
warning indicator lamp icon.
7. Ignition OFF, adjust all tires to the recommended pressures. Refer to the tire placard label.

TPMS RESET - PROCEDURE 8

Automatic Sensor Learn Process

Each TPMS sensor has a unique identification code. The identification code needs to be matched to a new
tire/wheel position after rotating the tires or replacing one or more of the TPMS sensors. When a tire is
installed, the vehicle must be stationary for about 20 minutes before the system recalculates. The following
relearn process takes up to 10 minutes, driving at a minimum speed of 12 mph (19 km/h). A dash (-) or pressure
value will display in the DIC. A warning message displays in the DIC if a problem occurs during the relearn
process.

TPMS RESET - PROCEDURE 9

NOTE: If a tire pressure sensor or the Remote Control Door Lock Receiver (RCDLR) is
replaced, or if wheels have been rotated, tire pressure sensor must be
relearned.

NOTE: When the tire pressure warning light illuminates and warning message appears
 on DIC, immediately check air pressure of all tires and adjust to the specified
pressure. If warning indicators are still on or display shows dashes instead of a
value, there is a problem in the TPM system. See appropriate manufacturer
service information.

NOTE: The TPM system will cancel the learn mode if more then 2 minutes have passed
and no sensors have been learned, or if the ignition switch is turn to the OFF
position. If the learn mode is canceled before the first ID is learned, the RCDLR
will remember all previously stored IDs and their locations. As soon as the first
sensor ID is learned, all other IDs are erased from the RCDLR's memory. If the
learn mode is canceled after the first ID is learned, the RCDLR will store the IDs
as invalid and the DIC will display dashes instead of tire pressures.

NOTE: Before proceeding with the registration procedure, ensure that no other sensor
learn procedure is being performed simultaneously, or that no tire pressures
are being adjusted on another TPM equipped vehicle within close proximity.

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Turn ignition switch to RUN position. Apply parking brake.
3. Simultaneously press the keyless entry transmitter's lock and unlock buttons until a double horn chirp
sounds, indicating the Learn Mode has been enabled.
4. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
5. After horn chirp has sounded and the right turn signal has illuminated, proceed to the next 3 sensors in the
following order: right front, right rear and left rear.
6. After left rear sensor has been learned, a double horn chirp will sound, indicating all 4 sensor IDs have
been learned. Turn ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 10

NOTE: If a tire pressure sensor or the Remote Control Door Lock Receiver (RCDLR) is
replaced, or if wheels have been rotated, tire pressure sensor must be
relearned.

NOTE: When the tire pressure warning light illuminates and warning message appears
on DIC, immediately check air pressure of all tires and adjust to the specified
pressure. If warning indicators are still on or display shows dashes instead of a
value, there is a problem in the TPM system. See appropriate manufacturer
service information.

NOTE: The TPM system will cancel the learn mode if more then 2 minutes have passed
and no sensors have been learned, or if the ignition switch is turn to the OFF
position. If the learn mode is canceled before the first ID is learned, the RCDLR
will remember all previously stored IDs and their locations. As soon as the first
 sensor ID is learned, all other IDs are erased from the RCDLR's memory. If the
learn mode is canceled after the first ID is learned, the RCDLR will store the IDs
as invalid and the DIC will display dashes instead of tire pressures.

NOTE: Before proceeding with the registration procedure, ensure that no other sensor
learn procedure is being performed simultaneously, or that no tire pressures
are being adjusted on another TPM equipped vehicle within close proximity.

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Depending on ignition type:
With standard ignition switch, place the switch in the RUN position.
With electronic keyless ignition, place the switch in the ACC position.
3. Simultaneously press the keyless entry transmitter's lock and unlock buttons until a double horn chirp
sounds, indicating the Learn Mode has been enabled.
4. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
5. After horn chirp has sounded and the right turn signal has illuminated, proceed to the next 3 sensors in the
following order: right front, right rear and left rear.
6. After left rear sensor has been learned, a double horn chirp will sound, indicating all 4 sensor IDs have
been learned. Turn ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 11

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Set the parking brake.
3. Place the vehicle power mode in ON/RUN/START.
4. Make sure the Tire Pressure info display option is turned on. The info displays on the DIC can be turned
on and off through the Settings menu.
5. Use the five-way DIC control on the right side of the steering wheel to scroll to the Tire Pressure screen
under the DIC info page.
6. Press and hold the SEL button located in the center of the five-way DIC control. The horn sounds twice to
signal the receiver is in relearn mode and the TIRE LEARNING ACTIVE message displays on the DIC
screen
7. Start with the driver side front tire. Place a tire sensor activation tool against the tire sidewall, near the
valve stem. Then press the button to activate the TPMS sensor. A horn chirp confirms that the sensor
identification code has been matched to this tire and wheel position.
8. After horn chirp has sounded, proceed to the next 3 sensors in the following order: right front, right rear
and left rear.
9. After left rear sensor has been learned, the horn sounds two times to indicate the sensor identification
code has been matched to the driver side rear tire, and the TPMS sensor matching process is no longer
active. The TIRE LEARNING ACTIVE message on the DIC display screen goes off.
10. Press STOP to turn the ignition off.
TPMS RESET - PROCEDURE 12

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Set the parking brake.
3. Turn the ignition to ON/RUN with the engine off.
4. Use the MENU button (center console) to select the Vehicle Information Menu in the Driver Information
Center (DIC). Use the arrow keys to scroll to the Tire Pressure screen
5. Press the SET/CLR button to begin the sensor matching process. A message requesting acceptance of the
process should display.
6. Press the SET/CLR button again to confirm the selection. The horn sounds twice to signal the receiver is
in relearn mode and the TIRE LEARNING ACTIVE message displays on the DIC screen.
7. Start with the driver side front tire. Place a tire sensor activation tool against the tire sidewall, near the
valve stem. Then press the button to activate the TPMS sensor. A horn chirp confirms that the sensor
identification code has been matched to this tire and wheel position.
8. After horn chirp has sounded, proceed to the next 3 sensors in the following order: right front, right rear
and left rear.
9. After left rear sensor has been learned, the horn sounds two times to indicate the sensor identification
code has been matched to the driver side rear tire, and the TPMS sensor matching process is no longer
active. The TIRE LEARNING ACTIVE message on the DIC display screen goes off.
10. Turn the ignition to LOCK/OFF.

TPMS RESET - PROCEDURE 13

LOW TIRE PRESSURE light comes on if air pressure in one tire drops to 12 psi (kPa) less than the other 3
tires, if tires are rotated, if tire(s) are repaired or replaced, if air pressure is adjusted or when vehicle battery is
disconnected. Light will stay on until ignition is turned off or RESET button is pressed. Check and adjust air
pressure in all 4 tires before resetting system.

1. There are 2 ways to reset the tire inflation monitor. To reset the tire inflation monitor using the exterior or
interior lamp controls, go to step 4. To reset tire inflation monitor using the radio, turn the radio off. Turn
ignition to ACC or ON, with the engine OFF. Press and hold the TUNE DISP button on the radio for at
least 5 seconds until settings is displayed.
2. To scroll through the main menu:
On Impala, press the SEEK PTYPE up or down arrow.
On Monte Carlo, press the SEEK PSCAN up or down arrow.
On all models, scroll until TIRE MON appears on the display. Press the 1 PREV or 2 NEXT button to
enter the sub-menu. RESET will be displayed.
3. Press the TUNE DISP button to reset. A chime will sound to verify the new setting and DONE will be
displayed for one second. Once the message has been reset, scroll through the menu until EXIT appears
on the display. Press the TUNE DISP button to exit the program. A chime will sound to verify the exit.
4. Reset the tire inflation monitor:
On Impala, using the interior lighting controls, turn the switch from OFF to ON position 3 times
with ignition switch in ON position.
 On Monte Carlo, using the exterior lighting controls, turn the switch from OFF to parking lamps 3
times with ignition switch in ON position.

TPMS RESET - PROCEDURE 14

NOTE: There are 3 different ways to reset the Tire Pressure Monitor (TPM) system.
After resetting, the TPM system requires up to 30 minutes of straight line
driving in each of the 3 speed ranges to complete the calibration process.

Using Exterior Lamp Switch

1. Adjust all tire pressures to the recommended kPa/psi.

2. Turn ignition ON with engine OFF.
3. Cycle the exterior lamp switch from OFF to parking lamps 3 times within 5 seconds.
4. Use the scan tool in order to clear the TPM DTC.

Using RDS Radio, If Equipped

1. Adjust all tire pressures to the recommended kPa/psi.

2. Turn the ignition to ACC or ON, with the engine OFF.
3. Turn the radio OFF.
4. Press and hold the DISP button until SETTINGS is displayed.
5. Press the SEEK up or down arrows until TIRE MON is displayed.
6. Press the PREV or NEXT button to enter the sub-menu. RESET will be displayed.
7. Press the DISP button, A chime will sound and DONE will be displayed.
8. Scroll until EXIT is displayed.
9. Press the DISP button to exit the TPM reset mode. A chime will sound to verify exit.
10. Use the scan tool in order to clear the TPM DTC.

Using Scan Tool

1. Adjust all tire pressures to the recommended kPa/psi.

2. Install the scan tool.
3. Turn ignition ON with engine OFF.
4. With the scan tool select Special Functions.
5. Select TIM Reset.
6. Press the Reset soft key.
7. Use the scan tool in order to clear the TPM DTC.

TPMS RESET - PROCEDURE 15

CHECK TIRE PRESSURE or TIRE PRESS message will come on if air pressure in one tire is lower than the
other 3 tires, if tires are rotated, if tire(s) are repaired or replaced, or if air pressure is adjusted. Message will
stay on until system is recalibrated. Check and adjust air pressure in all 4 tires before recalibrating system.

NOTE: If vehicle is equipped with Systems Monitor, go to step 2.

1. To recalibrate vehicle equipped with Driver Information Center (DIC), turn ignition ON with engine
OFF. Using the MODE and SELECT button on DIC, change display until TIRE PRESSURE appears.
Press and hold RESET button for 5 seconds. TIRE PRESSURE RESET should now appear on display. If
TIRE PRESSURE RESET does not appear on display after 5 seconds, repair system as necessary. Using
a scan tool, clear TPM DTC.
2. To recalibrate vehicle equipped with Systems Monitor, turn ignition ON with engine OFF. Press and hold
TIRE PRESS RESET button for 5 seconds. TIRE PRESS light on the Systems Monitor should begin to
flash. Release the TIRE PRESS RESET button. TIRE PRESS light should go out and system is now reset.
If TIRE PRESS light does not begin to flash after 5 seconds, repair system as necessary. Using a scan
tool, clear TPM DTC.

TPMS RESET - PROCEDURE 16

CHECK TIRE PRESSURE light comes on if air pressure in one tire drops to 12 psi (kPa) less than the other 3
tires, if tires are rotated, if tire(s) are repaired or replaced, or if air pressure is adjusted. Light will stay on until
ignition is turned off or RESET button is pressed. Check and adjust air pressure in all 4 tires before resetting
system.

1. To reset tire inflation monitor, turn ignition ON with engine OFF. Press and release the RESET button.
RESET button is located inside of driver's side instrument panel fuse block (left end of instrument panel).
The CHANGE OIL indicator light will begin to flash.
2. Press and release the RESET button again. The CHANGE OIL indicator light will turn off, and the
CHECK TIRE PRESSURE indicator light will begin to flash. While the CHECK TIRE PRESSURE
indicator light is flashing, press and hold the RESET button until the chime sounds indicating system is
reset. If CHECK TIRE PRESSURE light does not go out, repeat reset procedure. If system still will not
reset, repair system as necessary.

TPMS RESET - PROCEDURE 17

NOTE: When a spare tire is mounted, a wheel is replaced or rotated, or tire pressure
has been adjusted, TPM system will need to be recalibrated.

NOTE: When the low tire pressure warning messages appear, immediately check air
pressure of all tires and adjust to the specified pressure. If warning messages
are still displayed, there is a malfunction in the TPM system. See appropriate
manufacturer service information.

NOTE: Under the following conditions, the system may not function properly:

More than one tire is low.

 Only one tire is replaced with a new tire during service.
Vehicle is moving faster than 65 mph (105 km/h).
The system is not yet calibrated.
Tire treadwear is uneven.
Compact spare tire is installed.
Tire chains are being used.
Vehicle is being driven on a rough or frozen road.
If ABS warning light is on.

CAUTION: DO NOT recalibrate TPM system until all problems are fixed and tire
pressure in all 4 tires has been adjusted. If recalibration is done when tire
pressures are incorrect, TPM system will not work properly and may not
set an alert when a tire pressure is low or high.

NOTE: There are 2 ways to recalibrate the Tire Pressure Monitor (TPM) system:

Using DIC Reset Button (if no scan tool is available)

Using Scan Tool (if an OBD-II compatible scan tool is available).

Using DIC Reset Button

1. Turn ignition switch to OFF position.

2. Ensure all tire pressures are adjusted to the pressure recommended on tire pressure label.
3. Turn ignition ON with engine OFF.
4. Press SELECT right arrow button until "GAGE" is displayed.
5. Press SELECT down arrow button until "TIRE PRESSURE" is displayed.
6. Press and hold RESET button until "TIRE PRESSURE RESET" is displayed.
7. Release RESET button. DIC should display "TIRE PRESSURE NORMAL".
8. After resetting, the TPM system requires up to 30 minutes of straight line driving in each of the following
speed ranges to complete calibration process:
15-40 mph (24-64 km/h).
40-70 mph (64-113 km/h).
70-90 mph (113-145 km/h).

NOTE: The EBCM learns tire pressure calibration for each speed range
independently. In Monitor Mode 1, EBCM has only partially learned tire
pressure calibration for speed range and has limited detection capability
for a tire pressure condition. In Monitor Mode 2, EBCM has fully learned
tire pressure calibration for speed range and has full detection capability
for a tire pressure condition.
 NOTE: Learning process does not need to be completed during a single trip.

Using Scan Tool

1. Turn ignition switch to OFF position.

2. Ensure all tire pressures are adjusted to the pressure recommended on tire pressure label.
3. Connect scan tool. Turn ignition ON with engine OFF.
4. Using scan tool, select "SPECIAL FUNCTIONS".
5. Select "TIRE PRESSURE RESET".
6. Press RESET soft key. A "TIRE PRESSURE NORMAL" message should appear on display.
7. If necessary, use scan tool to clear any TPM Diagnostic Trouble Codes (DTCs).
8. After resetting, the TPM system requires up to 30 minutes of straight line driving in each of the following
speed ranges to complete calibration process:
15-40 mph (24-64 km/h).
40-70 mph (64-113 km/h).
70-90 mph (113-145 km/h).

NOTE: The EBCM learns tire pressure calibration for each speed range
independently. In Monitor Mode 1, EBCM has only partially learned tire
pressure calibration for speed range and has limited detection capability
for a tire pressure condition. In Monitor Mode 2, EBCM has fully learned
tire pressure calibration for speed range and has full detection capability
for a tire pressure condition.

NOTE: Learning process does not need to be completed during a single trip.

TPMS RESET - PROCEDURE 18

The Tire Pressure Monitor (TPM) system alerts the driver when a large change in the pressure of one tire exists,
while the vehicle is being driven. The TPM system uses the Electronic Brake Control Module (EBCM), ABS
wheel speed sensor inputs, class 2 serial data circuit, and the Driver Information Center (DIC) to perform the
system functions. The EBCM contains software to calculate relative tire pressure differences. The software
requires approximately 30 minutes of straight line driving in 3 different speed ranges to complete the calibration
process to have full capability for detecting a tire pressure condition. The speed ranges are 15-40 mph, 40-70
mph and 70-90 mph.

1. LOW TIRE PRESSURE light comes on if air pressure in one tire drops to 12 psi less than the other 3
tires, if tires are rotated, if tire(s) are repaired or replaced, if air pressure is adjusted or if vehicle battery is
disconnected. Light will stay on until ignition is turned off or RESET button is pressed. Check and adjust
air pressure in all 4 tires before resetting system.
2. To reset tire inflation monitor, turn ignition ON with engine OFF. Press and release the RESET button.
RESET button is located inside of driver's side instrument panel fuse block (left end of instrument panel).
The CHANGE OIL indicator light will begin to flash.
3. Press and release the RESET button again. The CHANGE OIL indicator light will turn off, and the LOW
 TIRE PRESSURE indicator light will begin to flash. While the LOW TIRE PRESSURE indicator light is
flashing, press and hold the RESET button until the chime sounds indicating system is reset. If the LOW
TIRE PRESSURE indicator light does not go out, repeat reset procedure. If system still will not reset,
repair system as necessary.

TPMS RESET - PROCEDURE 19

NOTE: After resetting, the tire pressure monitoring (TPM) system requires 60 minutes
or more of driving at a speed of 30 km/h (19 mph) or above to complete the
calibration process to have full capability for detecting a tire pressure
condition.

1. Adjust all tire pressures to the recommended kPa/psi.

2. Turn ignition ON with engine OFF.
3. Press and hold the tire pressure warning reset switch until the tire pressure warning indicator blinks 3
times at one second intervals.
4. If the tire pressure warning indicator does not blink, repeat the procedure starting at step 2.
5. Drive the vehicle for 60 minutes or more at a speed of 30 km/h (19 mph).
6. Verify the system has initialized. Turn ignition ON with engine OFF and observe the tire pressure
warning indicator.
System Initialized: light on for 3 seconds.
System not initialized: light on for 4 seconds.

TPMS RESET - PROCEDURE 20

NOTE: When a spare tire is mounted, a wheel is replaced or rotated, or tire pressure
has been adjusted, TPM system will need to be recalibrated.

CAUTION: DO NOT recalibrate TPM system until all problems are fixed and tire
pressure in all 4 tires has been adjusted. If recalibration is done when tire
pressures are incorrect, TPM system will not work properly and may not
set an alert when a tire pressure is low or high.

NOTE: When the tire pressure warning message appears on DIC, immediately check air
pressure of all tires and adjust to the specified pressure. If warning message is
still displayed, there is a malfunction in the TPM system. See appropriate
manufacturer service information.

NOTE: Under the following conditions, the system may not function properly:

More than one tire is low.

Vehicle is moving faster than 65 mph (105 km/h).
The system is not yet calibrated.
 Tire treadwear is uneven.
Compact spare tire is installed.
Tire chains are being used.
Vehicle is being driven on a rough or frozen road.
If ABS warning light is on.

NOTE: There are 2 ways to recalibrate the Tire Pressure Monitor (TPM) system:

Using DIC Reset Button (if no scan tool is available)

Using Scan Tool (if an OBD-II compatible scan tool is available).

Using DIC Reset Button

1. Turn ignition switch to OFF position.

2. Ensure all tire pressures are adjusted to the pressure recommended on tire pressure label.
3. Turn ignition ON with engine OFF.
4. Press and hold appropriate button (located on left side of steering column) until "TIRE PRESSURE"
message appears on display:
1997-99 models: Press and hold GAGES button
2000-05 models: Press and hold GAGES INFO button
5. Press and hold RESET button for 5 seconds. After 5 seconds, "TIRE PRESSURE RESET" message
should appear on display.
6. Release RESET button. A "TIRE PRESSURE NORMAL" message should appear on display.
7. After resetting, the TPM system requires up to 30 minutes of straight line driving in each of the following
speed ranges to complete calibration process:
15-40 mph (24-64 km/h).
40-70 mph (64-113 km/h).
70-90 mph (113-145 km/h).

NOTE: The EBCM learns tire pressure calibration for each speed range
independently. In Monitor Mode 1, EBCM has only partially learned tire
pressure calibration for speed range and has limited detection capability
for a tire pressure condition. In Monitor Mode 2, EBCM has fully learned
tire pressure calibration for speed range and has full detection capability
for a tire pressure condition.

NOTE: Learning process does not need to be completed during a single trip.

Using Scan Tool

1. Turn ignition switch to OFF position.

2. Ensure all tire pressures are adjusted to the pressure recommended on tire pressure label.
 3. Connect scan tool. Turn ignition ON with engine OFF.
4. Using scan tool, select SPECIAL FUNCTIONS.
5. Select TIM RESET.
6. Press RESET soft key. A "TIRE PRESSURE NORMAL" message should appear on display.
7. If necessary, use scan tool to clear any TPM Diagnostic Trouble Codes (DTCs).
8. After resetting, the TPM system requires up to 30 minutes of straight line driving in each of the following
speed ranges to complete calibration process:
15-40 mph (24-64 km/h).
40-70 mph (64-113 km/h).
70-90 mph (113-145 km/h).

NOTE: The EBCM learns tire pressure calibration for each speed range
independently. In Monitor Mode 1, EBCM has only partially learned tire
pressure calibration for speed range and has limited detection capability
for a tire pressure condition. In Monitor Mode 2, EBCM has fully learned
tire pressure calibration for speed range and has full detection capability
for a tire pressure condition.

NOTE: Learning process does not need to be completed during a single trip.

TPMS RESET - PROCEDURE 21

Using Reset Button (1999-05 Models)

1. Adjust all tire pressures to the recommended Psi (kPa). See vehicle's Loading Information Label for
recommended tire pressure. Turn ignition ON with engine OFF.
2. Press and hold the red RESET button located in the passenger side instrument panel fuse block.
3. The LOW TIRE indicator will flash 3 times, then turn off.
4. Use scan tool to clear the TPM DTC.

Using Scan Tool (2003-05 Models)

1. Adjust all tire pressures to the recommended Psi (kPa). See vehicle's Loading Information Label for
recommended tire pressure. Turn ignition ON with engine OFF.
2. Install scan tool. Turn ignition ON with engine OFF.
3. With scan tool, select Special Functions.
4. Select TIM Reset.
5. Press Reset soft key.
6. LOW TIRE indicator will flash 3 times, then turn OFF.
7. Clear the TPM DTC.

TPMS RESET - PROCEDURE 22

NOTE: When a spare tire is mounted, a wheel is replaced or rotated, or tire pressure
has been adjusted, TPM system will need to be recalibrated.

CAUTION: DO NOT recalibrate TPM system until all problems are fixed and tire
pressure in all 4 tires has been adjusted. If recalibration is done when tire
pressures are incorrect, TPM system will not work properly and may not
set an alert when a tire pressure is low or high.

1. Turn ignition switch to OFF position.

2. Ensure all tire pressures are adjusted to the pressure recommended on tire pressure label.
3. Turn ignition ON with engine OFF.
4. Press and hold the MODE button until DIC display reads "LOW TIRE PRESSURE HOLD SET TO
RESET".
5. Press and hold SET button chime sounds and "TIRE PRESSURE RESET" is displayed and a chime
sounds 3 times.
6. Release SET button and DIC will display "TIRE PRESSURE NORMAL".

NOTE: If low tire pressure warning message is still set, TPM system has not reset.
Repeat procedure. If it does not work after two tries, refer to appropriate
service information.

7. After resetting, the TPM system requires up to 5 miles of driving in each of the following speed ranges to
complete the calibration process:
25-40 mph (40-64 km/h).
40-60 mph (65-96 km/h).
60-85 mph (96-136 km/h).

NOTE: Learning process does not need to be completed during a single trip.

TPMS RESET - PROCEDURE 23

1. Check and adjust air pressure in all 4 tires before resetting system. Refer to tire placard located on the
inside edge of the driver's door. Turn ignition ON, with engine OFF.
2. Press the MODE button on the Driver Information System until LOW TIRE PRESSURE HOLD SET TO
RESET is displayed.
3. Press and hold the SET button until a chime sounds and TIRE PRESSURE RESET is displayed and a
chime sounds 3 times.
4. Release the SET button and TIRE PRESSURE NORMAL will be displayed.

TPMS RESET - PROCEDURE 24

NOTE: When a spare tire is mounted, a wheel is replaced or rotated, or tire pressure
has been adjusted, TPM system will need to be recalibrated.
 CAUTION: DO NOT recalibrate TPM system until all problems are fixed and tire
pressure in all 4 tires has been adjusted. If recalibration is done when tire
pressures are incorrect, TPM system will not work properly and may not
set an alert when a tire pressure is low or high.

1. Turn ignition switch to OFF position.

2. Ensure all tire pressures are adjusted to the pressure recommended on tire pressure label.
3. Turn ignition ON with engine OFF.
4. Press and hold the MODE button until DIC display reads "LOW TIRE PRESSURE HOLD SET TO
RESET".
5. Press and hold SET button until a chime sounds and "TIRE PRESSURE RESET" is displayed.
6. System will now sound a chime 3 times, and DIC will display "TIRE PRESSURE NORMAL".

NOTE: If low tire pressure warning message is still set, TPM system has not reset.
Repeat procedure.

7. After resetting, the TPM system requires up to 5 miles (8 km) of flat, smooth road, straight line driving in
each of the 4 speed ranges (about 10-20 minutes in each range) to complete the calibration process:
19-40 mph (31-65 km/h).
40-59 mph (65-95 km/h).
59-74.5 mph (95-120 km/h).
74.5-90 mph (120-145 km/h).

NOTE: The EBCM learns tire pressure calibration for each speed range
independently. In Calibration Mode, EBCM has only partially learned
tire pressure calibration for speed range and has limited detection
capability for a tire pressure condition. In Detection Mode, EBCM has
fully learned tire pressure calibration for speed range and has full
detection capability for a tire pressure condition.

NOTE: Learning process does not need to be completed during a single trip.

TPMS RESET - PROCEDURE 25

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Set the parking brake.
3. Turn the ignition to ON/ RUN with the engine OFF or place the vehicle power mode in ON/ RUN/
START. See Fig. 4.
4. Use the MENU button to select the VEHICLE INFORMATION MENU in the Driver Information Center
(DIC). See Fig. 5.
5. Use the thumbwheel (or up and down arrows) to scroll to the TIRE PRESSURE MENU item screen.
6. Press the SET/CLR button to begin the sensor matching process. A message requesting acceptance of the
 process should display.
7. Press the SET/CLR button again to confirm the selection. The horn sounds twice to signal the receiver is
in relearn mode and the TIRE LEARNING ACTIVE message displays on the DIC screen.
8. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
9. After horn chirp has sounded and the right turn signal has illuminated, proceed to the next 3 sensors in the
following order: right front, right rear and left rear.
10. After left rear sensor has been learned, a double horn chirp will sound, indicating all 4 sensor IDs have
been learned. Turn ignition switch to OFF position to exit Learn Mode.

Fig. 4: Ignition Positions (Key & Keyless)

Courtesy of GENERAL MOTORS CORP.

Fig. 5: Identifying DIC Controls (Turn Signal Lever)

Courtesy of GENERAL MOTORS CORP.

TPMS RESET - PROCEDURE 26

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Set the parking brake.
3. Turn the ignition to ON/RUN with the engine OFF.
4. Up-level Driver Information Center (DIC) Only: Make sure the TIRE PRESSURE INFO page option is
turned on. The info pages on the DIC can be turned on and off through the SETTINGS menu.
5. If the vehicle has an up-level DIC, use the DIC controls (arrow buttons) on the right side of the steering
wheel to scroll to the TIRE PRESSURE screen under the DIC info page. If the vehicle has a base-level
DIC, use the TRIP ODOMETER RESET stem to scroll to the TIRE PRESSURE screen.
6. If the vehicle has an up-level DIC, press and hold the SET/RESET button (check-mark symbol) located in
the center of the DIC controls. If the vehicle has a base-level DIC, press and hold the TRIP ODOMETER
RESET stem for about five seconds. A message asking if the process should begin should appear. Select
YES and press the TRIP ODOMETER RESET stem to confirm the selection.
7. The horn sounds twice to signal the receiver is in relearn mode and the TIRE LEARNING ACTIVE
message displays on the DIC screen.
8. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
9. After horn chirp has sounded and the right turn signal has illuminated, proceed to the next 3 sensors in the
following order: right front, right rear and left rear.
10. After left rear sensor has been learned, a double horn chirp will sound, indicating all 4 sensor IDs have
been learned. Turn ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 27

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Turn ignition switch to ON/RUN position, with engine OFF.
3. Simultaneously press the keyless entry transmitter's lock and unlock buttons until a horn chirp sounds,
indicating Learn Mode has been enabled. The TIRE LEARNING ACTIVE message displays on the DIC
screen.

NOTE: If the vehicle does not have RKE, press the Driver Information Center (DIC)
vehicle information button until the PRESS (check mark symbol) TO
RELEARN TIRE POSITIONS message displays. The horn sounds twice to
signal the receiver is in relearn mode and TIRE LEARNING ACTIVE
message displays on the DIC screen. If the vehicle does not have RKE or
DIC buttons, press the trip odometer reset stem on the instrument cluster
until the PRESS (check mark symbol) TO RELEARN TIRE POSITIONS
message displays. The horn sounds twice to signal the receiver is in
relearn mode and TIRE LEARNING ACTIVE message displays on the DIC
screen.
 4. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
5. After horn chirp has sounded and the right turn signal has illuminated, proceed to the next 3 sensors in the
following order: right front, right rear and left rear.
6. After left rear sensor has been learned, a double horn chirp will sound, indicating all 4 sensor IDs have
been learned. Turn ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 28

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Set the parking brake.
3. Turn the ignition to ON/ RUN with the engine OFF or place the vehicle power mode in ON/ RUN/
START. See Fig. 4.
4. Make sure the Tire Pressure info page option is turned on. The info pages on the Driver Information
Center (DIC) can be turned on and off through the Settings menu.
5. Use the DIC controls on the right side of the steering wheel to scroll to the Tire Pressure screen under the
DIC info page.
6. Press and hold the SET/RESET button (check mark symbol) located in the center of the DIC controls.
7. The horn sounds twice to signal the receiver is in relearn mode and the TIRE LEARNING ACTIVE
message displays on the DIC screen.
8. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
9. After horn chirp has sounded and the right turn signal has illuminated, proceed to the next 3 sensors in the
following order: right front, right rear and left rear.
10. After left rear sensor has been learned, a double horn chirp will sound, indicating all 4 sensor IDs have
been learned. Turn ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 29

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Set the parking brake.
3. Turn the ignition to ON/RUN with the engine OFF.
4. Press the MENU button once on the Driver Information Center (DIC).
5. Press the up or down arrow button until the Tire Learn screen is displayed.
6. Press and hold the SET/CLR button to begin the sensor matching process.
7. The horn sounds twice to signal the receiver is in relearn mode and the TIRE LEARNING ACTIVE
message displays on the DIC screen.
8. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
9. After horn chirp has sounded and the right turn signal has illuminated, proceed to the next 3 sensors in the
following order: right front, right rear and left rear.
10. After left rear sensor has been learned, a double horn chirp will sound, indicating all 4 sensor IDs have
 been learned. Turn ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 30

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Set the parking brake.
3. Put the vehicle in ON/ RUN and place the vehicle in P (Park).
4. If the Driver Information Center (DIC) display is minimized, press the SELECT knob to maximize it.
5. Use the SELECT knob to scroll to the Tire Pressure display screen.
6. Press and hold the SELECT knob for five seconds to begin the sensor matching process. A message
displays confirming to begin the process.
7. Use the SELECT knob to select YES with the highlighted selection, and press the SELECT knob again to
confirm the selection.
8. The horn sounds twice to signal the receiver is in relearn mode and the TIRE LEARNING ACTIVE
message displays on the DIC screen.
9. Starting with left front tire, hold a tire sensor activation tool against the side wall of the tire, within 3
inches of the valve stem. Activate tool until a horn chirp sounds.
10. After horn chirp has sounded and the right turn signal has illuminated, proceed to the next 3 sensors in the
following order: right front, right rear and left rear.
11. After left rear sensor has been learned, a double horn chirp will sound, indicating all 4 sensor IDs have
been learned. Turn ignition switch to OFF position to exit Learn Mode.

TPMS RESET - PROCEDURE 31

NOTE: You have two minutes to match the first tire/wheel position, and five minutes
overall to match all four tire/wheel positions. If it takes longer, the matching
process stops and must be restarted.

1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Set the parking brake.
3. Turn the ignition to ON/RUN with the engine off.
4. Enter the learn sequence from the TPM Learn screen, located under the Customization Menu in the
instrument panel cluster. Press SRCE button until you see Customize Options and then press ENTER (left
pointing arrow). Move the thumbwheel up or down to scroll through the available options. Press ENTER
to select an item. To exit the current menu, or go back, use the thumbwheel to select BACK (left arrow)
at the top of the screen and then press ENTER.
5. Start with the driver side front tire. The driver side front indicator lamp also comes on to indicate that
corner's sensor is ready to be learned. Place a tire sensor activation tool against the tire sidewall, near the
valve stem. Then press the button to activate the TPMS sensor. A horn chirp confirms that the sensor
identification code has been matched to this tire and wheel position
6. After horn chirp has sounded and the right turn signal has illuminated, proceed to the next 3 sensors in the
following order: right front, right rear and left rear.
7. After the driver side rear TPMS sensor has been learned the horn chirps two times. The driver side rear
 indicator lamp turns off and the TPMS sensor matching process is done. Turn the ignition switch to
LOCK/OFF.

Fig. 6: Identifying DIC Controls

Courtesy of GENERAL MOTORS CORP.
 MIRRORS - HEATED

ACCESSORIES & SAFETY EQUIPMENT General Motors Heated Mirrors

DESCRIPTION & OPERATION

Voltage is applied to the heated mirror grids through the defogger relay. With the ignition switch in RUN
position, voltage is applied to one side of defogger relay coil. When rear defogger ON/OFF switch is activated,
a ground signal is sent from the Heater-A/C Control Head (Manual A/C) or the Heater and A/C Programmer
(Electronic A/C) to the Central Control Module (CCM).

Upon receiving this ground signal, and only if the engine is running, the CCM then energizes the defogger relay
by grounding the other side of the defogger relay coil. When energized, the normally open contacts in the
defogger relay close, applying voltage to heat the mirror grids and the rear defogger. The CCM will energize the
defogger relay for 10 minutes during the first activation of the heated mirrors and the rear defogger after
ignition "ON -ENGINE RUNNING", and for 5 minutes each additional activation. This timing process will
reset at each ignition cycle.

TROUBLE SHOOTING
Before performing system test, check the following:

Check the SEATS circuit breaker by operating seats and power door locks.
Check body fuse by operating courtesy lights.
Check ignition fuse by operating back-up lights.
Check fuse to gauges by observing fuel gauge operation. If components appear to be in good condition,
proceed to SYSTEM TEST ., and the appropriate component tests (CHARTS 1-5).

TESTING
SYSTEM TEST

Voltage is applied to rear defogger and heated mirror grids through defogger relay. With ignition switch in
RUN position, voltage is applied to one side of defogger relay coil. When the rear defogger ON/OFF switch is
activated, a ground signal is sent from heater-A/C control head (manual A/C) or from heater-A/C programmer
(electronic A/C) to the Central Control Module (CCM). Upon receiving this ground signal, and only if the
engine is running, the CCM then energizes defogger relay by grounding the other side of defogger relay coil.
When energized, the normally open contacts in defogger relay close, applying voltage to defogger grid. CCM
will energize defogger relay for 10 minutes during the first activation and for 5 minutes each additional
activation. This timing process will reset at each ignition cycle.

PRE-TEST INSPECTION

Ensure engine is running when trying to activate rear defogger and heated mirrors. Check for open defogger
circuit breaker or A/C fuse. If rear defogger works but heated mirrors do not, check for open heated mirror fuse.
CHART 1 - MIRRORS & INDICATOR INOPERATIVE (MANUAL A/C)

Heated Mirrors, Rear Defogger & Rear Defogger Indicator Inoperative - Models With Manual Air Condition

NOTE: See Fig. 1 and Fig. 2 .

Fig. 1: Defogger, Heated Mirrors & Defogger Indicator Inoperative (1 of 2)
Courtesy of GENERAL MOTORS CORP.
Fig. 2: Defogger, Heated Mirrors & Defogger Indicator Inoperative (2 of 2)
Courtesy of GENERAL MOTORS CORP.

CHART 2 - MIRRORS & INDICATOR INOPERATIVE (ELECT A/C)

Heated Mirrors, Rear Defogger & Rear Defogger Indicator Inoperative - Models With Electronic Air Conditioning

NOTE: See Fig. 3 and Fig. 4 .

Fig. 3: Flow Chart, (1 of 2) Defogger - Heated Mirrors & Defogger Indicator Inoperative (Cont.)
Courtesy of GENERAL MOTORS CORP.
Fig. 4: Flow Chart, (2 of 2) Defogger - Heated Mirrors & Defogger Indicator Inoperative (Cont.)
Courtesy of GENERAL MOTORS CORP.

CHART 3 - 1 OR 2 MIRRORS INOPERATIVE, REAR DEFOGGER OK

Fig. 5: Flow Chart - 1 Or 2 Mirrors Inoperative, Rear Defogger OK
Courtesy of GENERAL MOTORS CORP.

CHART 4 - REAR DEFOGGER INOPERATIVE, BOTH MIRRORS OK

Fig. 6: Flow Chart - Rear Defogger Inoperative, Both Mirrors OK
Courtesy of GENERAL MOTORS CORP.

CHART 5 - DEFOGGER & BOTH MIRRORS ALWAYS ON

Fig. 7: Flow Chart, (1 of 2) - Defogger & Both Mirrors Are Always On
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Flow Chart, (2 of 2) - Defogger & Both Mirrors Always On (Cont.)
Courtesy of GENERAL MOTORS CORP.

WIRING DIAGRAMS
Fig. 9: Defogger/Heated Mirrors Wiring Schematic (Electronic A/C)
Courtesy of GENERAL MOTORS CORP.
Fig. 10: Defogger/Heated Mirrors Wiring Schematic (Manual A/C)
Courtesy of GENERAL MOTORS CORP.
 MIRRORS - POWER

ACCESSORIES & SAFETY EQUIPMENT General Motors Power Mirrors

DESCRIPTION & OPERATION

One mirror control switch adjusts both left (driver side) and right (passenger side) mirrors. Mirror select switch
setting determines whether left or right mirror is adjusted.

Each power mirror assembly contains 2 reversible motors: an up/down motor and a left/right motor. Mirror
control switch reverses polarity of motor circuit to change direction of mirror movement. Each motor contains a
self-resetting circuit breaker which opens when mirror reaches its mechanical limit of travel.

TESTING
SYSTEM TESTING

1. Check fuse. If fuse is okay, go to step 2). If fuse is open, replace fuse. Operate power mirrors. If fuse
blows, repair short to ground in power mirror circuit.
2. Remove mirror switch. Check for voltage on Orange wire at mirror switch connector (check Yellow wire
on Corvette). If voltage is present, go to step 3). If voltage is not present, repair open condition in Orange
wire (repair Yellow wire on Corvette).
3. Connect ohmmeter between ground and Black wire at mirror switch connector. If there is continuity, go
to step 4). If there is no continuity, repair Black wire between mirror switch and ground.
4. Test operation of mirror motors. See under DIAGNOSIS & TESTING appropriate MIRROR MOTOR
TEST table in this article.
5. If mirror motors operate in all directions, go to step 7). If mirror motors do not operate in all directions,
check for open condition in wiring between mirror switch and mirror motors.
6. If wiring is okay, replace mirror motor. See, under REMOVAL & INSTALLATION in this article,
MIRROR MOTOR .
7. Test operation of mirror switch. See, under DIAGNOSIS & TESTING in this article, appropriate
MIRROR SWITCH TEST table. If mirror switch fails test, replace mirror switch.

MIRROR MOTOR TEST

1. To perform mirror motor test, remove mirror switch. Disconnect electrical connector. Using a 12-volt
source, connect positive lead to one wire terminal and negative lead to other wire terminal as listed under
TERMINALS in appropriate table.
2. Reverse positive and negative leads on these wire terminals. Reverse leads again. Mirror motor should
move UP and DOWN. Follow same procedure to test operation of LEFT/RIGHT motor.

NOTE: On most models with mirror select switch, duplicate wire colors are used in
circuit between mirror switch and mirror motors: one set of wires leads to
driver's side mirror motors, other set leads to passenger's side mirror motors.
When testing mirror motors on models with duplicate wire colors, connect
 battery positive lead to one wire terminal and battery negative lead to other wire
terminal as specified in table. If mirror motor does not operate, leave positive
lead connected. Disconnect negative lead and connect to other wire terminal of
same color. If mirror motor does not operate, leave negative lead connected.
Disconnect positive lead and connect to other wire terminal of the same color.

MIRROR MOTOR TEST - CORVETTE

Application Terminals Mirror Movement
Driver's Side WHT/BLK & YEL UP/DOWN
" WHT/BLK & WHT LEFT/RIGHT
Passenger's Side WHT/BLK & LT GRN UP/DOWN
" WHT/BLK & LT BLU LEFT/RIGHT

MIRROR SWITCH TEST

1. To perform mirror switch test, remove mirror switch. Leave electrical connector connected. Place mirror
select switch in LEFT position. (On vehicles with separate mirror switches, test applies to LEFT and
RIGHT mirror switches).
2. Hold mirror directional switch in positions specified in table. Check voltage at terminals specified in
table. See appropriate MIRROR SWITCH TEST table. Place mirror select switch in RIGHT position.
Repeat voltage test.
3. Disconnect mirror switch connector. Place mirror select switch in LEFT position. Hold mirror directional
switch in positions specified in table. Using an ohmmeter, check continuity of mirror switch by probing
both terminals as specified in table. Place mirror select switch in RIGHT position. Repeat continuity test.

NOTE: On most models with mirror select switch, duplicate wire colors are used in
circuit between mirror switch and mirror motors: one set of wires leads to driver
mirror motors, other set leads to passenger mirror motors. When checking for
voltage on models with duplicate wire colors, probe wire terminal as specified
in table. If voltage is not present, probe other wire terminal of same color. When
checking continuity, connect ohmmeter positive lead to one switch terminal and
ohmmeter negative lead to other switch terminal as specified in table. If there is
no continuity, leave positive lead connected. Disconnect negative lead and
connect to other switch terminal of same color. If there is no continuity, leave
negative lead connected. Disconnect positive lead and connect to other switch
terminal of the same color.

MIRROR SWITCH TEST - CORVETTE

Mirror Select Switch Mirror Directional Voltage At This Continuity Between
Position Switch Position Terminal These Terminals
LEFT UP WHT/BLK YEL & BLK
" DOWN YEL WHT/BLK & BLK
" LEFT WHT WHT/BLK & BLK
" RIGHT WHT/BLK WHT & BLK
RIGHT UP WHT/BLK LT GRN & BLK
" DOWN LT GRN WHT/BLK & BLK
" LEFT LT BLU WHT/BLK & BLK
" RIGHT WHT/BLK LT BLU & BLK

REMOVAL & INSTALLATION

CAUTION: On some models, momentary actuation of power window switch can cause
window to move directly to fully open position. When working inside door,
leave ignition off whenever possible.

MIRROR GLASS

Removal

Cover door to avoid damage to painted surface. Tape mirror, then break mirror glass. Remove broken glass and
fiber pad from mirror frame. Wipe inside of mirror frame clean.

Installation

Remove paper backing from service mirror and center mirror in frame. Press mirror firmly to ensure adhesion
of mirror to mirror frame.

MIRROR MOTOR

Removal

Cover door to avoid damage to painted surface. Remove mirror by taping mirror and breaking mirror glass.
Remove broken glass, mirror frame attaching screw and mirror frame. Remove motor attaching screws. Lift
motor out of housing and disconnect wiring harness.

Installation

Connect wiring harness to motor and install motor to housing using screws. Position new mirror frame to motor
and install attaching screw. Remove paper backing from service mirror and center mirror in frame. Press mirror
firmly to ensure adhesion of mirror to mirror frame.
Fig. 1: Typical Power Mirror Assembly
Courtesy of GENERAL MOTORS CORP.

MIRROR ASSEMBLY

Remove door trim panel and disconnect wiring harness at connector. Peel back insulator pad and water
deflector enough to gain access to wire harness. Detach harness from any retaining tabs in door. Remove
attaching nuts from mirror case and remove mirror and harness from door. To install, reverse removal
procedure.

WIRING DIAGRAMS
Refer to appropriate chassis diagram in WIRING DIAGRAMS.
 MANUAL TRANS OVERHAUL - ZF S6-40 6-SPEED

MANUAL TRANSMISSIONS ZF S6-40 6-Speed

APPLICATION
TRANSMISSION APPLICATION
Vehicle Application Transmission Model
1989-94 Chevrolet Corvette S6-40 (ML9)

IDENTIFICATION
Identification label is located on right side of case. Label contains information for transmission ratio, type and
oil grade.

DESCRIPTION
The ZF S6-40 transmission is a fully synchronized 6-speed gear box. GM also identifies it as 95-mm 6-speed.
The ZF S6-40 has an aluminum case with internal shift rail mechanism. There is a reverse idler gear and shaft
located between the mainshaft and countershaft. Input torque rating 450 ft. lbs. (610 N.m).

LUBRICATION & ADJUSTMENTS

See appropriate TRANSMISSION SERVICING - M/T article in MANUAL TRANS SERVICE.

ON-VEHICLE SERVICE
EXTENSION HOUSING OIL SEAL

Removal & Installation

Raise and support vehicle. Remove complete exhaust system. Remove propeller shaft. Work around outer edge
of seal with screw driver, and tap out seal. To install, reverse removal procedure and check fluid level.

REVERSE IDLER GEAR COVER GASKET

Removal

Raise and support vehicle, drain fluid. Remove reverse idler gear cover bolts including shaft bolt and seal. See
Fig. 1 . Remove cover and gasket.

NOTE: Reverse idler shaft bolt must be reinstalled after cover removal to prevent shaft
rotation.

Installation
Clean surfaces and install new cover gasket and shaft bolt seal. Reverse removal procedure to complete
installation. Tighten bolts to specification. See TORQUE SPECIFICATIONS .

Fig. 1: Exploded View of Reverse Idler Gear

Courtesy of GENERAL MOTORS CORP.

VEHICLE SPEED SENSOR

Removal & Installation

Raise and support vehicle. Remove harness connector, retainer bolt retainer and spacer. See Fig. 2 . Remove
vehicle speed sensor. Remove "O" ring and gear from sensor. Install new "O" ring and reverse removal
procedure. Tighten sensor retainer bolt to specification. See TORQUE SPECIFICATIONS .
Fig. 2: Exploded View of Speed Sensor
Courtesy of GENERAL MOTORS CORP.

TROUBLE SHOOTING
See TROUBLE SHOOTING - BASIC PROCEDURES article in GENERAL TROUBLE SHOOTING.

REMOVAL & INSTALLATION

See TRANSMISSION REMOVAL & INSTALLATION - M/T article in MANUAL TRANS SERVICE.

DISASSEMBLY
TRANSMISSION

1. Mount transmission to holding fixture using Front Plate (J-37337-1) and Arbor (J-37337-2). Before
disassembly begins shift transmission to 1st gear.
2. Remove cable tie at lower front of shift boot, and pull boot back to expose gearshift rod. See Fig. 3 .
Remove snap ring and shaft pin from gearshift rod. Remove support bracket and gearshift control arm
bolt. Remove gearshift assembly from transmission.
3. Remove speed sensor and extension housing bolts. See Fig. 4 . Note position of short bolt. Remove
extension housing and selective shim. Depress clip and remove speed sensor drive gear, clip and washer.
Fig. 3: Exploded View of Gear Shifter
Courtesy of GENERAL MOTORS CORP.
 Fig. 4: Exploded View of Extension Housing
Courtesy of GENERAL MOTORS CORP.

4. Drive out roll pin and remove support ring from extension housing. Remove extension housing rear seal
and bushing.
5. Remove reverse idler gear cover and bolts. Note position and length of bolts. Remove reverse idler shaft
plug. Thread bolt into back of reverse idler gear shaft, and remove shaft. Remove reverse idler gear and
bearing assembly. Remove bearing assembly from gear. See Fig. 1 .
6. Rotate transmission so input shaft is up. Pull countershaft seal using slide hammer and Adapter (J-37107-
1) from case. Remove countershaft nut and washer while holding main drive gear. Remove bearing
retainer bolts and assembly. Remove gasket and selective shim.
7. Separate retainer flange from bearing retainer assembly. Remove "O" ring from bearing retainer flange
and input shaft seal from retainer tube. Remove snap ring from front case.
8. Remove gearshift shaft detent bolt, inner-outer springs and detent. Remove gear select solenoid assembly.
Remove back-up light switch and pin. See Fig. 5 . Rotate transmission so output shaft is up.
 Fig. 5: Exploded View of Front & Rear Cases
Courtesy of GENERAL MOTORS CORP.

9. Remove gearshift rail detent plugs, springs and pins in rear case half. Remove snap ring and washer from
mainshaft. Remove attaching bolts and stud between case halves. Pull rear case half from front using
 puller and Long Bolts (J-38129). Magnet may fall from case during separation.
10. Remove mainshaft output bearing from rear of case, bearing should slide out. Pull countershaft rear
bearing using Bearing Race Remover (J-36038) and Adapter (J-38128) from rear of case. Pry out
gearshift shaft seal with screwdriver. Pull shaft bearing assembly using Bearing Remover (J-38127).
11. Remove gearshift rail detent plug, spring and pin in left front side of front case half. Remove gearshift
shaft, rotating shaft back and forth while pulling up to clear shift forks. See Fig. 6 and Fig. 7 . Remove
lock and roll pins from 1-2 shift fork. Slide 1-2 shift rail out until rail end clears front case half rail boss.

Fig. 6: Identifying Shift Rail Assembly Components

Courtesy of GENERAL MOTORS CORP.

12. Remove reverse shift fork lock and roll pins. Remove reverse shift rail. Remove reverse shift fork.

CAUTION: Hold reverse synchronizer sleeve during reverse shift rail removal to
prevent loss of keys, springs and balls.

13. Install Support Fixture (J-37337), if available, over gear set. Rotate transmission so input shaft is up.
Remove detent plug from right front side of front case half. Remove fixture from front of countershaft, if
attached. Pull front case half from drive gear/shift rail assembly.
14. Remove countershaft snap ring and selective washer. Remove countershaft input bearing from front of
case. Using Bearing Puller (J-37339), remove input shaft main bearing from front case half.
15. Remove gearshift shaft ball sleeve using Bearing Puller, (J-38127) from front case half. Remove detent
ball and locking pins from right front side of front case half.
16. Remove 3-4 gearshift fork/rail from mainshaft assembly. See Fig. 6 . Remove 1-2 and 5-6 shift rails, with
forks from countershaft assemblies. Remove wear shoes from 5-6 shift fork. Remove 5-6 shift fork lock
and roll pins. Slide 5-6 shift fork from rail. Slide 1-2 shift fork from rail, lock and roll pins were removed
previously. Remove gearshift shaft stops and snap rings.
Fig. 7: Exploded View of ZF S6-40 6-Speed Transmission
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Legend for Exploded View of ZF S6-40 6-Speed Transmission
Courtesy of GENERAL MOTORS CORP.

COMPONENT DISASSEMBLY & REASSEMBLY

COUNTERSHAFT ASSEMBLY

Disassembly

1. Place countershaft assembly in soft-jawed vise. Heat front bearing race. Using hammer and chisel around
flanged edge of bearing race and countershaft, move race toward end of countershaft.
2. Press front bearing race remaining distance using split plate and press. Remove snap ring from above 4th
countergear. Press 4th countergear from countershaft. See Fig. 9 . Press 3rd countergear and 6th gear
from countershaft.
 3. Remove 6th gear bearing assembly and snap ring below bearing. Remove 6th gear synchronizer ring from
5-6 synchronizer body. Remove 5-6 synchronizer sleeve.

CAUTION: When removing 5-6 synchronizer sleeve, cover sleeve with shop
towel to prevent detent balls from ejecting and becoming lost.

4. Remove 5-6 synchronizer keys, detent balls and springs. Press5-6 synchronizer body from countershaft.
Remove 5th gear synchronizer ring and 5th gear bearing assembly.

Fig. 9: Exploded View of Countershaft Assembly

Courtesy of GENERAL MOTORS CORP.

Cleaning & Inspection

1. Wash all parts in solvent and air dry. DO NOT spin dry bearings with compressed air. Check gears and
synchronizers for cracks, chipped gear teeth, excess wear and other damage. Whenever transmission is
disassembled, manufacturer recommends replacing synchronizer rings.
2. Check bearings and bearing surfaces for nicks, burrs, bent cages and wear. Lubricate all bearings and
check for rough rotation. Lubricate all components during reassembly process.

Reassembly

1. Place synchronizer rings over respective gear tapered mating surface. Ensure tolerance is .047-
.069" (1.20-1.75 mm). If tolerance is not within specification, replace synchronizer ring. Place
countershaft in press with threaded end up.
2. Install 5th gear bearing assembly and 5th gear with synchronizer teeth facing up. Install 5-6 synchronizer
ring and press 5-6 synchronizer body onto countershaft.
 NOTE: Synchronizer body MUST be heated to 176°F (80°C) for 10-15 minutes
before installation.

3. Install snap ring above synchronizer body. Snap ring is available in different thicknesses; use thickest
snap ring that will fully seat in groove. Install synchronizer detent springs into synchronizer keys and
insert pairs into detent bores. Install 5-6 synchronizer sleeve onto synchronizer body. See Fig. 9 .
4. Ensure detent springs face toward reamed teeth of 5-6 synchronizer sleeve. Push sleeve flush against 5th
gear. Pull back synchronizer keys individually, and place detent balls onto springs. Install 6th gear
synchronizer ring, aligning 3 stop cams to recesses on synchronizer body. Place synchronizer sleeve in
Neutral position.
5. Install 6th gear bearing assembly and 6th gear onto countershaft. Press 3rd and 4th countergears one at a
time onto countershaft until seated.

NOTE: The 3rd and 4th countergears MUST be heated to 302-356°F (150-180°C)
for 45-50 minutes before pressing onto countershaft.

6. Install snap ring above 3rd and 4th countergears. After heating to 176°F (80°C) for 10-15 minutes, press
inner bearing race onto countershaft.

MAINSHAFT ASSEMBLY

Disassembly

1. Remove 4th gear input shaft. Remove pocket bearing from end of mainshaft and 4th synchronizer ring.
Holding a shop towel over sleeve to prevent ejection of detent balls, remove 3-4 synchronizer sleeve.
Remove synchronizer keys, detent balls and springs.
2. Remove snap ring from above 3-4 synchronizer body. Place mainshaft assembly in press with input end
up. Press 3-4 synchronizer body and 3rd gear from mainshaft. Remove 3rd synchronizer ring and 3rd gear
bearing assembly. See Fig. 10 .
3. Turn mainshaft assembly over so output end is facing up. Remove necessary snap rings for reverse
synchronizer removal. Holding a shop towel over sleeve to prevent ejection of detent balls, remove
reverse synchronizer sleeve. Remove synchronizer keys, detent balls and springs.
4. Place mainshaft in press with output end up and remove necessary snap rings for reverse synchronizer
body removal. Press reverse synchronizer body, 1st gear and reverse gear from mainshaft. Remove
reverse synchronizer ring.
5. Remove reverse gear bearing and race. Remove thrust washer and 1st gear bearing assembly. Remove 1st
gear synchronizer internal and intermediate rings. Remove 1st gear synchronizer ring.
6. Holding a shop towel over sleeve to stop ejection of detent balls remove 1-2 synchronizer sleeve. Remove
synchronizer keys, detent balls and springs. Remove snap ring above 1-2 synchronizer body. Press 1-2
synchronizer body and 2nd gear from mainshaft.
7. Remove 2nd gear synchronizer ring, intermediate ring and internal ring. Remove 2nd bearing assembly.

Cleaning & Inspection

Wash all parts in solvent and air dry. Check gears and synchronizers for cracks, chipped gear teeth, excess wear
and other damage. Whenever transmission is disassembled, manufacturer recommends replacing synchronizer
rings. Lubricate all components during reassembly process.

Fig. 10: Exploded View of Mainshaft Assembly

Courtesy of GENERAL MOTORS CORP.

Reassembly

1. Place synchronizer rings over respective gear tapered mating surface. Ensure tolerance is .05" (1.27 mm)
for all forward gears if less replace synchronizer ring. Ensure tolerance is .028" (.71 mm) for reverse gear
if less replace synchronizer ring.
2. Place mainshaft in press with output shaft facing up. Install 2nd gear bearing assembly and gear. Ensure
synchronizer teeth face up when installing 2nd gear. Install 2nd gear internal, intermediate and outer
synchronizer rings onto gear. Align intermediate ring cones with gear recesses.

NOTE: The 1-2 synchronizer body MUST be heated to 176°F (80°C) for 10-15
minutes before installation.

3. Press 1-2 synchronizer body onto mainshaft with short hub side facing up. Ensure 3 stop cams on 2nd
gear synchronizer ring align with recesses in synchronizer body.
4. Install snap ring above synchronizer body. Snap ring is available in different thicknesses; use thickest
snap ring that will fully seat in groove. Install synchronizer detent springs into synchronizer keys, and
 insert pairs into detent bores. Install 1-2 synchronizer sleeve onto synchronizer body.
5. Ensure detent springs face toward recesses in teeth of 1-2 synchronizer sleeve. Push sleeve flush against
2nd gear. Pull back synchronizer keys individually, and place detent balls onto springs. Install 1st gear
synchronizer ring, aligning 3 stop cams to recesses on synchronizer body. Place synchronizer sleeve in
Neutral position.
6. Install 1st gear synchronizer intermediate ring into taper of synchronizer ring and internal ring into taper
of intermediate ring. Install 1st gear bearing assembly and 1st gear aligning notches in intermediate ring
with recesses in gear.

NOTE: Thrust washer and bearing race MUST be heated to 176°F (80°C) for 10-15
minutes before installation.

7. Press thrust washer and reverse gear bearing race onto mainshaft until fully seated. Install reverse gear
bearing assembly and reverse gear onto mainshaft. Install reverse synchronizer onto taper of reverse gear.
8. After heating to 176°F (80°C) for 10-15 minutes, press synchronizer body onto serrated portion of
mainshaft, aligning stop cams on reverse synchronizer ring with recesses in synchronizer body. Install
selective shim, choosing thickest shim that will allow snap ring to seat fully. Install snap ring.
9. Install synchronizer detent springs into synchronizer keys, and insert pairs into detent bores. Install
reverse synchronizer sleeve onto synchronizer body with wider side of collar facing up.
10. Ensure detent springs face to recesses within teeth of reverse synchronizer sleeve. Push sleeve flush
against reverse gear. Pull back synchronizer keys individually, and place detent balls onto springs. Place
synchronizer sleeve in Neutral position.
11. Install 2 snap rings into reverse synchronizer body. See Fig. 10 . Place mainshaft assembly in press with
input end facing up. Install 3rd gear bearing assembly and 3rd gear onto bearing seat of mainshaft with
synchronizer teeth facing up. Install 3rd gear synchronizer ring onto taper of gear.

NOTE: The 3-4 synchronizer body MUST be heated to 176°F (80°C) for 10-15
minutes before installation.

12. Press 3-4 synchronizer body onto mainshaft with flat surface facing 3rd gear. Align 3 stop cams of 3rd
gear synchronizer ring to recesses on synchronizer body during installation.
13. Install snap ring above synchronizer body. Snap ring is available in different thicknesses; use thickest
snap ring that will fully seat in groove. Install synchronizer detent springs into synchronizer keys, and
insert pairs into detent bores. Install 3-4 synchronizer sleeve onto synchronizer body.
14. Ensure detent springs face to recesses within teeth of 1-2 synchronizer sleeve. Push sleeve flush against
3rd gear. Pull back synchronizer keys individually, and place detent balls onto springs. Place
synchronizer sleeve in Neutral position. Install 4th gear synchronizer ring aligning 3 stop cams to recesses
on synchronizer body.

REASSEMBLY
TRANSMISSION

Reassembly
1. Install snap rings and stops on both ends of gearshift shaft. Install 1-2 shift fork on 1-2 shift rail, pointing
fork arms opposite rail detent notches. See Fig. 6 and Fig. 7 .
2. Install 5-6 shift fork on 5-6 shift rail pointing fork arms opposite rail detent notches with fork shift gate
pointing up. Drive roll pin into 5-6 shift fork, allowing roll pin to protrude .20" (5.0 mm). Drive in roll
and lock pin together until flush.
3. Install shift fork wear shoes onto 5-6 shift fork. Install 5-6 and 1-2 gearshift rail/fork assembles onto
respective synchronizer sleeves on support fixture, if available. Install 3-4 gearshift fork/rail onto
mainshaft assembly.
4. Install short and long locking pins, round side first, and ball into rail locking pin bore into right front side
of front case half. Coat parts lightly with grease to prevent them from falling out of bore.

NOTE: Front case half MUST be heated to 176°F (80°C) for 10-15 minutes before
installing bearings.

5. Press gearshift shaft ball sleeve into front case half until fully seated. Press input shaft front bearing into
front case half until fully seated. Using Bearing Installer (J-37339), drive countershaft input bearing into
front case half until fully seated.
6. Install countershaft selective shim onto countershaft input bearing. Install snap ring above shim, ensuring
no axial movement of shim. If movement exists or snap ring will not seat, the selective shim must be
changed. Selective shim is available in 6 thicknesses starting at .075" (1.90 mm) and increasing
in .002" (.05 mm) increments.
7. Assemble front case half to Support Fixture (J-37337) if available. Install drive gear/shift rail assembly
onto fixture. Assemble front case half, mainshaft and countershaft assemblies. See Fig. 11 .
 Fig. 11: Assembling Shift Rails into Front Case Half
Courtesy of GENERAL MOTORS CORP.

8. Press input shaft bearing onto input shaft. Ensure 5-6 shift rail is in 6th gear position. Install snap ring
above bearing. Snap ring is available in different thicknesses; use thickest snap ring that will fully seat in
groove.
9. Install 1-2 shift fork lock and roll pins. Drive roll pin into 1-2 shift fork, allowing roll pin to
protrude .20" (5.0 mm). Drive in roll and lock pin together until flush.
10. Install reverse shift fork on reverse synchronizer sleeve with fork offset to rear. Slide reverse shift rail
through reverse shift fork with detent notches toward output shaft. Install reverse shift fork lock and roll
pin. Drive roll pin into reverse shift fork, allowing roll pin to protrude .20" (5.0 mm). Then drive in roll
and lock pin together until flush.
11. Install 5-6 shift rail detent and spring into detent bore on left front side of case. See Fig. 5 . Install 5-6
detent sealing cap flush with case surface. Install gearshift shaft onto front case with detent facing away
from gears.
12. Install front case half gasket. Install rear case half over gears ensuring position of gearshift shaft and seal.
Install rear case half bolts and stud. Tighten bolts to specification. See TORQUE SPECIFICATIONS .

NOTE: Inner ring of rear mainshaft bearing MUST be heated to 176°F (80°C) before
installing bearing.

13. Press mainshaft rear bearing onto mainshaft with roller bearing side facing forward. Install selective shim
and snap ring. Ensure there is no axial movement of shim. If movement exists or snap ring will not seat,
the selective shim must be changed. Selective shim is available in 7 thicknesses starting at .099" (2.50
mm) and increasing in .002" (.05 mm) increments.
14. Install new extension housing bushing using Bushing Installer (J-21465). After heating extension housing
to 176°F (80°C) for 10-15 minutes, press support ring into housing. Ensure support ring groove is aligned
before pressing. See Fig. 4 . Drive in support ring roll pin.
15. Install extension housing rear oil seal. Choose proper selective shim by measuring depth of mainshaft
bearing from top of rear case half and subtracting depth of support ring from sealing surface of extension
housing with new gasket in place. See Fig. 12 . It is necessary to subtract .002-.004" (.05-.10 mm) from
previously calculated number for gasket crush. Use this measurement for selective shim dimension.
 Fig. 12: Measuring for Mainshaft Selective Shim
Courtesy of GENERAL MOTORS CORP.

16. Install selective shim and washer onto mainshaft. Install speed sensor drive gear clip and gear onto
mainshaft. Install extension housing and bolts with new gasket. Tighten bolts to specification. See
TORQUE SPECIFICATIONS . Install speed sensor, spacer, retainer and bolt. See Fig. 4 . Install
gearshift assembly.
17. Install reverse idler gear bearing assembly into reverse idler gear. Install reverse idler gear and bearing
assembly into rear case half. Install reverse idler shaft into rear case half with smaller end first. It may be
necessary to rotate reverse idler shaft to install shaft bolt. See Fig. 1 . Install reverse idler cover gasket,
cover, shaft bolt with seal and cover bolts. Tighten bolts to specification. See TORQUE
SPECIFICATIONS . Install reverse idler shaft plug flush with rear case.
18. Install 3 sets of shift rail detents, detent springs and plugs into rear case half. Shortest detent spring is for
reverse detent bore located at upper left rear side of rear case half. Install 2 sets of shift rail detents, detent
springs and plugs into front case half. See Fig. 5 . Tighten plugs to specification. See TORQUE
SPECIFICATIONS . Apply sealer to detent caps and drive in flush with case.
19. Install back-up light pressure pin and switch. Install drain and fill plugs. Tighten both to specification.
Rotate transmission to input shaft up position.
20. Measure depth to main drive gear bearing outer race from sealing surface of front case half. Measure
depth from main drive gear retainer flange gasket surface with new gasket to retainer tube selective shim
surface. Subtract smaller number from larger and subtract an additional .002-.004" (.05-.10 mm) to
compensate for gasket crush. This figure is selective shim dimension. See Fig. 13 .
21. Install selective shim, bearing retainer gasket, bearing retainer assembly and bolts. Tighten bolts to
specification. Tighten countershaft nut to specification while holding main drive gear. Peen countershaft
nut onto threads in 2 places using drift. Install countershaft seal into front case half.
Fig. 13: Measuring Main Drive Gear End Play
Courtesy of GENERAL MOTORS CORP.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Back-Up Light Switch 35 (47)
Countershaft Nut 162 (220)
Drain & Fill Plug 26 (35)
Extension Housing Bolt 18 (24)
Gearshift Control Arm Bolt 18 (24)
Gearshift Shaft Detent Plug 26 (35)
Rear Case Bolt & Stud 18 (24)
Rear Support Bracket Bolt 18 (24)
Reverse Idler Gear Cover Bolt & Stud 18 (24)
Speed Sensor Retainer Bolt 17 (23)
INCH Lbs. (N.m)
Gearshift Cover Nut 89 (10)
 POWER STEERING PUMP - SAGINAW W/O RESERVOIR

STEERING General Motors Corp. Power Steering Saginaw Pump Without Reservoir

DESCRIPTION & OPERATION

Three types of Saginaw pumps ("CB", "N" and "TC" series) are used. All are similar and overhauled in the
same manner. Rotor driven rectangular pumping vanes move fluid from intake to pressure cavities of the cam
ring. Centrifugal force throws vanes against inside surface of cam ring to pick up residual oil, which is forced
into high pressure area.

Oil is forced into thrust plate cavities and through 2 crossover holes in cam ring and pressure plate. This oil
empties into the high pressure area between pressure plate and housing end plate. Filling the high pressure area
causes oil to flow under vanes in slots of rotor, forcing vanes to follow inside oval surface of cam ring. As
vanes rotate to small area of cam ring, oil is forced out from between vanes, creating high pressure.
Fig. 1: Exploded View Of "N" Series Power Steering Pump Components
Courtesy of GENERAL MOTORS CORP.
Fig. 2: Exploded View Of "CB" Series Power Steering Pump Components
Courtesy of GENERAL MOTORS CORP.

Fig. 3: Exploded View Of "TC" Series Power Steering Pump Components

Courtesy of GENERAL MOTORS CORP.

TROUBLE SHOOTING
Refer to TROUBLE SHOOTING - BASIC PROCEDURES article in the GENERAL TROUBLE
SHOOTING section.
LUBRICATION & TESTING
See POWER STEERING GENERAL SERVICING article in the STEERING section.

REMOVAL & INSTALLATION

POWER STEERING PUMP R & I

Removal & Installation (Corvette)

1. Place drain pan under vehicle. Remove negative battery cable. Remove belt. Remove inlet hose, reservoir
hose and clamp from pump. Remove power steering pump pulley. See POWER STEERING PUMP
PULLEY removal & installation in this article. Remove bolt securing bracket to support brace.
2. Loosen support brace bolt at engine mount and reposition brace. Remove power steering pump-to-
alternator/power steering bracket bolts. Remove power steering pump and support bracket. To install,
reverse removal procedure. Tighten retaininng bolts to specification. See TORQUE SPECIFICATIONS
at end of article.

Removal (Eldorado & Seville)

Remove belt and power steering pump pulley. Refer to POWER STEERING PUMP PULLEY removal &
installation in this article. Remove high pressure line fitting. Remove pump return hose. Remove pump
mounting bolts and remove pump.

Installation

1. Position pump in vehicle. Install high pressure line fitting hand tight. Install and tighten pump mounting
bolts and high pressure fitting to specification.
2. Install pump return hose. Ensure return hose has enough slack between tensioner bracket and alternator
brace so it doesn't contact any moving part. Install pump pulley and belt. Adjust belt tension (if
necessary) and refill reservoir.

POWER STEERING PUMP PULLEY

Removal

Remove drive belt. Remove pump (if necessary) for clearance. Install Pulley Remover (J-25034-B or J29785-A)
on pulley. Press pulley off shaft by holding body of pulley remover with wrench and turning bolt into body of
pulley remover.

Installation

To install, use Pulley Installer (J-25033-B). Press pulley onto drive shaft until face of pulley hub is flush with
shaft. DO NOT use arbor press to install pulley. Reinstall pump on vehicle (if removed). Install belt onto
pulley.

RETURN TUBE
Removal & Installation

1. Plug return tube to prevent chips from entering pump. Using a 9/16" x 12 thread per inch tap, a 9/16" x 12
thread per inch nut and five 5/8" washers, screw tap into tube, slide washers over end of tap and use 9/16"
nut to draw tube out of pump body. See Fig. 4 .
2. To install, use Loctite Solvent (75559) and Loctite Adhesive (290). Coat end of return tube and, using a
press, press tube into housing until bottomed.

Fig. 4: Removing & Installing Return Tube

Courtesy of GENERAL MOTORS CORP.

FLOW CONTROL VALVE ASSEMBLY

Removal & Installation

With pump removed from vehicle, unscrew flow control valve line fitting. Remove "O" ring, flow control valve
assembly and flow control spring. See Fig. 5 . To install, reverse removal procedure. Tighten line fitting to
specification.
Fig. 5: Removal of Flow Control Valve Assembly
Courtesy of GENERAL MOTORS CORP.

SHAFT & BALL BEARING ASSEMBLY

Removal

1. Remove pump from vehicle. See POWER STEERING PUMP R & I in this article. Remove pump
pulley. See POWER STEERING PUMP PULLEY .
2. Remove retaining ring, shaft and bearing assembly from housing. To remove bearing from shaft, support
bearing inner race and press bearing off shaft. If clearance is present between shaft shoulder and bearing
inner race, measure and note clearance before bearing removal. See Fig. 6 .
Fig. 6: Measuring Shaft Bearing Clearance
Courtesy of GENERAL MOTORS CORP.

Installation

Press bearing only to shoulder of shaft or to clearance measured prior to disassembly. See Fig. 7 . Slide
assembly into housing while rotating shaft so shaft serrations engage with rotor. Bottom bearing in housing.
Install retaining ring with beveled side down. See Fig. 7 .
Fig. 7: Installing Bearing & Retaining Ring
Courtesy of GENERAL MOTORS CORP.

SHAFT SEAL

Removal & Installation

1. Remove pump from vehicle. See POWER STEERING PUMP R & I . Remove pump pulley. See
POWER STEERING PUMP PULLEY . Remove shaft assembly.
2. Using a screwdriver, pry old seal from housing. To install, use a suitable socket to drive oil seal into
housing until bottomed. Install shaft, pump pulley and pump as previously described.

ROTATING GROUP

Removal

1. Remove pump from vehicle. See POWER STEERING PUMP R & I . Remove pump pulley. See
POWER STEERING PUMP PULLEY removal & installation in this article. Remove shaft assembly.
Using a small punch in access hole, remove retaining ring.
2. Using a 5/8" piece of bar stock, press on pressure plate hub from drive shaft side of housing until thrust
plate can be removed. Remove "O" ring seal from housing.
3. Remove pump rotor, rotor vanes, pump ring dowel pins, cam ring, pressure plate and pressure plate
spring from housing. Use a press to remove pressure plate from pump cavity (if necessary).

Installation

1. Lubricate and install new "O" ring seal into sleeve assembly. Insert small dowel pin into housing. Install
pressure plate spring over sleeve assembly into housing. Lubricate and install new "O" ring seal onto
pressure plate.
2. Mark top of pressure plate directly over dowel pin hole in plate to help aligning dowel pin. Install
pressure plate in housing. Ensure dowel pin and hole in pressure plate properly engage.
3. Install 2 pump ring dowel pins in holes in pressure plate. Slide cam ring over these 2 pins. With
identification marks on ring facing upward, install rotor with counter bore side toward drive shaft end of
housing. Add pump vanes.
4. Lubricate thrust plate "O" ring seal and install in housing. Install thrust plate in housing. Ensure dimples
in thrust plate line up with bolt holes in housing and thrust plate engages with dowel pins.
5. Using a press, press thrust plate in far enough to get retaining ring in place. Install retaining ring with
opening of ring centered with bolt hole in housing nearest to access hole.
6. Install pump pulley. Install pump in vehicle. Adjust belt tension and refill reservoir.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Pressure Line Fitting 55 (75)
Pump Mounting Bolt 18 (25)
Support Brace-to-Engine Mount Bolt 42 (56)
 POWER WINDOWS

ACCESSORIES & EQUIPMENT Power Windows

DESCRIPTION & OPERATION

DESCRIPTION

Reversible electric motors are located in each door. Each motor contains a circuit breaker and a self-locking
gear drive. Individual switches are used for all passenger windows.

Corvette uses a pair of single switches mounted on the console and no door switches. All models are grounded
through the console switch.

A junction block, located on left shroud, connects body power accessories to chassis wiring. Power window
wiring harness plugs into the accessory block. A 30-amp circuit breaker mounted on fuse panel protects wiring
for all power window systems.

OPERATION

Power windows are driven by reversible permanent magnet motors. Each motor is controlled by a switch with 2
sets of contacts that are normally closed to ground. With the power switch in the UP position, one set of
contacts is closed, applying battery voltage to the power window motor. The remaining set of contacts remains
closed, providing the ground to complete the circuit. With the power window switch in the DOWN position, the
functions of the switches are revered and the motor runs in the opposite direction.

TROUBLE SHOOTING
WINDOWS WILL NOT OPERATE

No power at circuit breaker or master switch. Ignition off. Bad ground connection at master switch. Switch
defective.

INDIVIDUAL WINDOW DOES NOT OPERATE, ALL OTHERS OPERATE

Defective motor. Open circuit in door. Defective window switch or master switch.

INDIVIDUAL WINDOW DOES NOT OPERATE FROM WINDOW SWITCH, BUT OPERATES
FROM MASTER SWITCH

Open circuit in power feed wire. Window switch defective.

TESTING
CIRCUIT BREAKER

Check power feed to circuit breaker. Test power feed after circuit breaker. Repair as necessary.
MASTER CONTROL SWITCH

Check for power at Pink wire. All other wires should have continuity to ground when switch is in rest position.
Check for clean and tight ground connection.

WINDOW CONTROL SWITCH

1. Connect test light between Pink wire in switch connector and ground. If light does come on, check power
feed wire. Locate wires to motor.
2. Using jumper wire, connect Pink wire in switch connector between one motor wire and ground. Motor
should operate. Reverse wires and retest. If motor operates properly, replace window control switch. If
not, test motor.

WINDOW MOTOR

Connect power to one motor lead and ground other lead. Reverse connections and retest. If motor does not
operate correctly in both directions, replace window motor.

REMOVAL & INSTALLATION

NOTE: The regulator and motor must be removed as an assembly before motor can be
removed. Refer to FRONT WINDOW MOTOR & REGULATOR procedures.

CAUTION: On some models, motor can be removed separately from regulator only if
window is intact and attached to regulator. If not, regulator MUST be
removed first. Weight of door glass is needed to neutralize tension of
counterbalance spring during motor removal.

FRONT WINDOW MOTOR & REGULATOR

WARNING: To prevent personal injury, before removing regulator and motor

assembly, lock sector gear to back plate. Drill a 1/8" hole through sector
gear and back plate, no closer than 1/2" from edge of sector gear. Install a
metal screw (3/4" long) to lock gear, then remove motor. See Fig. 1 .
Fig. 1: Installing Lock Bolt to Window Regulator (Typical)
Courtesy of GENERAL MOTORS CORP.

1. Remove door trim panel. Scribe location of anti-rattle pads. Loosen and relocate anti-rattle pads.
Disconnect accessory mountings.
2. Position window regulator to access glass retaining nuts. Rotate glass to access window stud. Remove
glass stud. Remove glass from door. Remove regulator mounting bolts.
3. Disconnect electrical connector. Remove regulator assembly from door. To install, reverse removal
procedure.

WIRING DIAGRAMS
See appropriate chassis wiring diagram in WIRING DIAGRAMS.
 SEATS - POWER

ACCESSORIES & SAFETY EQUIPMENT General Motors Power Seats

DESCRIPTION & OPERATION

DESCRIPTION

Power seats operate by toggle switches located on the seat side or in the door arm rest. Seat adjusters are
powered by a 12-volt reversible motor with an internal circuit breaker. A 30-ampere plug-in circuit breaker also
protects power seat wiring and mounts on fuse panel.

6-WAY POWER SEATS

Two types are used. One type has 3 reversible motors that operate the seats. Front and back parts of the seat are
operated by different motors and can be raised and lowered independently. The third motor controls forward-
backward movement. Drive cables connect motors to gearnuts, which turn jack screws and adjusters at each
side of seat.

In the second type, each seat uses a single motor with 3 solenoids, 6 drive cables and a transmission. One
solenoid controls front vertical movement, one controls rear vertical movement and the other controls horizontal
movement. The motor then moves the seat. Releasing the switch disengages the drive motor from the cables. An
optional memory device is available on both types.

POWER RECLINING SEAT BACK

This feature is not available on all models. The system includes a motor under the seat, drive cable, actuator and
control switch. The switch is on the seat edge or in the armrest. Power seat backs operate independently of other
power seat adjustments.

SPORT SEAT

The sport seat is similar to the base seat except it can be adjusted to fit driver's body contour. The backrest
lateral restraints (side bolsters) are power adjusted 15 degrees in or out. Lumbar support can be pneumatically
adjusted from soft to firm by inflating the 3 compartments located in seatback cushion. Inflation of 3
compartment bladders is controlled by a pressure pump, 3 bleed down valves and a control located on the right
bolster.

The seatback angle is power adjustable over a 12 degree travel by a control in the left bolster. The sport seat is
available with a manual fore and aft adjustment or a 6-way power adjustment.

ADJUSTMENTS
HORIZONTAL ACTUATOR ADJUSTMENT

1. Chucking can be corrected by adjusting the horizontal actuator and pinion gear to full mesh with the
lower adjuster lower track rack gear. Operate seat to full up position and about 3/4 forward. Loosen
 horizontal actuator screws. See Fig. 1 .

Fig. 1: Adjusting Horizontal Actuator

Courtesy of GENERAL MOTORS CORP.

2. Using a large screwdriver, apply outward pressure on horizontal actuator (about 15-25 lbs.) and energize
horizontal switch to move seat slightly fore and aft. This helps seat the horizontal actuator pinion gear
teeth tight to the lower track rack gear teeth and eliminate free play between gear teeth. Tighten screws
while maintaining outward pressure against horizontal actuators.

SEAT ADJUSTER PHASING

When installing power seat adjusters (except at back recliner), each pair of adjusters must be in phase with each
other. When adjusters are out of phase, one adjuster will reach its maximum travel before the other, resulting in
improper seat travel.
HORIZONTAL TRAVEL ADJUSTMENT

Operate seat until one adjuster reaches full forward position. Detach horizontal drive cable from adjuster which
has reached full forward position. Now operate seat forward until other adjuster reaches full forward position.
Reconnect drive cable of first adjuster. Adjusters are now in phase.

VERTICAL TRAVEL (FRONT OR REAR) ADJUSTMENT

1. Operate seat until one adjuster has reached fully raised position at both front and rear vertical travel
limits. Disconnect both front and rear vertical drive cables from adjuster which has reached fully raised
position.
2. Operate seat until other adjuster reaches fully raised position. Now reconnect previously removed front
and rear vertical drive cables. Seat should now be in phase. If not, repeat above procedure.

TROUBLE SHOOTING
JERKY HORIZONTAL OPERATION

1. Improper lubrication of adjuster shoes and channels. To correct operation, lubricate adjuster upper
channel and adjuster shoes.
2. Adjuster horizontal actuator gear too tight to rack gear. See HORIZONTAL ACTUATOR under
ADJUSTMENTS.

HORIZONTAL CHUCK OR LOOSENESS

Horizontal actuator improperly adjusted. Refer to, under ADJUSTMENTS, HORIZONTAL ACTUATOR .

ONE ADJUSTER WILL NOT OPERATE HORIZONTALLY

1. Horizontal drive cable damaged or disconnected. To correct operation, check horizontal drive cables,
replace if damaged.
2. Horizontal actuator inoperative. To correct operation, replace horizontal actuator assembly.

ONE ADJUSTER WILL NOT OPERATE VERTICALLY

1. Vertical drive cable disconnected or damaged. To correct operation, check vertical drive cables, replace if
damaged.
2. Vertical gearnut inoperative. To correct operation, replace vertical actuator assembly.

BOTH ADJUSTERS WON'T OPERATE HORIZONTALLY AND/OR VERTICALLY

Inoperative horizontal and/or vertical solenoid in transmission. Damaged, broken or inoperable solenoid
plunger, shaft, gear or drive gear. To correct operation, replace damaged or defective parts.

VERTICAL CHUCK OR LOOSENESS

Excessive clearance at vertical gearnut tension spring. To correct looseness, grind down top of vertical gearnut
shoulder nut .016-3.64" (.40-92.4 mm).

POWER SEAT BACK MOTOR OPERATES, BUT SEAT BACK DOES NOT MOVE

Drive cable disconnected or broken. Damaged or broken reclining actuator gearnut. Reclining actuator
disconnected from arm of the seat back lock or support. Incorrect seat back lock or support.

POWER SEAT BACK OPERATION JERKY

Kink or damage to drive cable. Bind in reclining hinge arm. Damaged or bent jack screw. Damaged actuator
gearnut. Insufficient lubrication. Jack screw stop nut is loose.

INOPERATIVE ADJUSTER MOTOR

Check for shorted or open circuit between power source, switch or motor. Check for a defective adjuster motor.

Motor Operates But Adjusters Will Not Operate

Check for a shorted or open circuit between switch and solenoid. Check solenoid for defects.

MOTOR WORKS BUT ADJUSTERS/RECLINER ONLY OPERATE ONE DIRECTION

Check for a shorted or open circuit between one of the motor fields and control switch. Check for a defective
field coil.

REMOVAL & INSTALLATION

BASIC SEAT ASSEMBLY

1. Remove seat belt-to-floor anchor plate attaching bolts. Where required, remove door sill plates and turn
carpet to gain access to adjuster-to-floor attaching bolts. Operate seat to full forward and up position. At
rear of adjusters, remove adjuster-to-floor rear attaching bolts.
2. Operate seat to full rearward and full rear tilt position. Remove front adjuster-to-floor pan nuts.
Disconnect electrical wire harness under seat and remove seat. To install, reverse removal procedure.
Fig. 2: 6-Way Seat Adjuster Mechanism
Courtesy of GENERAL MOTORS CORP.

SEAT ADJUSTER ASSEMBLY

1. Remove seat as previously outlined. Place seat upside down on bench. Disconnect drive cables at adjuster
being removed. Squeeze the oblong connector to remove. On bucket seats, remove the motor support-to-
adjuster bolt.
2. Remove adjuster-to-seat bottom attaching bolts and remove seat adjuster. Note location of spacers (if
equipped). To install, reverse removal procedure and check that seats are in phase.

SEAT BACK RECLINING ACTUATOR

Remove seat and place upside down. Remove trim on outside of seat for access to actuator. Unscrew reclining
back drive cable from reclining actuator and detach cable from actuator. Remove pin securing reclining actuator
coupling-to-hinge arm. Remove actuator. To install, reverse removal procedure.

DRIVE MOTOR (6-WAY SEAT)

1. Remove front seat assembly and place upside down on clean surface. Disconnect wiring. On single-motor
seats, remove transmission-to-support screws and cable end plate screws on transmission ends. Separate
 motor and transmission and disengage rubber coupling.
2. On 3-motor seats, remove motor support-to-motor mounting bracket screw. Disconnect drive cables from
adjusters, remove nut from motor retaining rod and remove motor. To install, reverse removal procedure
and check phasing.

BACK ANGLE OR SIDE BOLSTER SWITCH

Disconnect battery ground cable. Remove seat cushion. Remove 2 screws retaining left side control panel
escutcheon (face plate). Pull face plate with switches attached out of armrest to gain access to connector.
Remove defective switch. To install, reverse removal procedure.

LUMBAR CONTROL ASSEMBLY OR VALVE BODY

1. Disconnect battery ground cable. Remove seat cushion and release bail clip from frame panel. Disconnect
pneumatic tubing and electrical connector to lumbar control assembly. Remove hog ring at underside of
seat to access control.
2. Remove escutcheon (face) plate and remove control assembly through bottom of seat cushion. Also, if
necessary, the valve body can be replaced at this time. To install, reverse removal procedure.

LUMBAR MOTOR & PUMP ASSEMBLY

1. Disconnect battery ground cable. Remove seat cushion. Remove 4 bolts retaining cushion frame panel to
adjuster. Disconnect electrical connector and remove seat from vehicle.
2. Disconnect electrical and pneumatic harness connectors at motor. Remove motor and pump assembly to
frame attaching parts. Remove motor from seat cushion frame. To install, reverse removal procedure.
Check operation of motor and pump.

WIRING DIAGRAMS
See appropriate chassis wiring diagram in WIRING DIAGRAMS.
 K - SENSOR RANGE CHARTS

ENGINE PERFORMANCE Sensor Operating Range Charts

INTRODUCTION
Sensor operating range information can help determine if a sensor is out of calibration. An out-of-calibration
sensor may not set a trouble code, but it will cause driveability problems.

NOTE: Unless stated otherwise in test procedure, perform all voltage tests with a
Digital Volt-Ohmmeter (DVOM) with a minimum 10-megohm input impedance.

SENSOR OPERATING RANGE CHARTS

COOLANT TEMPERATURE RESISTANCE VALUES (1)

Temperature - °F (°C) Ohms
210 (100) 185
160 (70) 450
100 (38) 1800
70 (20) 3400
20 (-7) 13,500
0 (-18) 25,000
-40 (-40) 100,700
(1) Measure resistance across sensor terminals.

MAP SENSOR VOLTAGE RANGE (1)

Altitude - Feet Volts
Below 1000 3.8-5.5
1000-2000 3.6-5.3
2000-3000 3.5-5.1
3000-4000 3.3-5.0
4000-5000 3.2-4.8
5000-6000 3.0-4.6
6000-7000 2.9-4.5
7000-8000 2.8-4.3
8000-9000 2.6-4.2
9000-10,000 2.5-4.0
(1) Measured at sensor, or as seen on Scan tester.

MANIFOLD AIR TEMPERATURE SENSOR RESISTANCE VALUES (1)

Temperature - °F (°C) Ohms
210 (100) 185
160 (70) 450
100 (38) 1800
70 (20) 3400
40 (4) 7500
20 (-7) 13,500
0 (-18) 25,000
-40 (-40) 100,700
(1) Measure resistance across sensor terminals.

OIL TEMPERATURE SENSOR RESISTANCE TEST (CORVETTE) (1)

Temperature - °F (°C) Ohms
210 (100) 185
160 (70) 450
100 (38) 1800
70 (20) 3400
40 (4) 7500
20 (-7) 13,500
0 (-18) 25,000
-40 (-40) 100,700
(1) Measure resistance across sensor terminals.

OXYGEN SENSOR VOLTAGE TEST (1)

Condition Volts
Lean .1
Rich .9
(1) Measure voltage between O2 sensor ground and signal terminals at ECM.

PRESSURE SENSOR VOLTAGE RANGE (1)

Altitude - Feet Volts
Below 1000 3.8-5.5
1000-2000 3.6-5.3
2000-3000 3.5-5.1
3000-4000 3.3-5.0
4000-5000 3.2-4.8
5000-6000 3.0-4.6
6000-7000 2.9-4.5
7000-8000 2.8-4.3
8000-9000 2.6-4.2
9000-10,000 2.5-4.0
(1) Measured at sensor.
 TRANSMISSION SERVICING - M/T

MANUAL TRANSMISSION SERVICING General Motors

IDENTIFICATION

NOTE: Hydra-Matic has redesignated the HM-282 transaxle to the Hydra-Matic 5TM40
transaxle. The new designation will be used throughout this article.

A new system has been developed to describe Hydra-Matic products used in General Motors vehicles. The new
transmission or transaxle designations will include (in sequence) the number of speeds, type, series (torque
rating) and optional features (if applicable).

New designations will be used in this section. Refer to the appropriate HYDRA-MATIC PRODUCT
IDENTIFICATION information table for reference.

HYDRA-MATIC PRODUCT IDENTIFICATION

OLD HYDRA-MATIC PRODUCT IDENTIFICATION (1)

No. Speeds Type: Series: Major Features
3 T - Transverse Based on E - Electronic Control
4 L - Longitudinal Relative A - All Wheel Drive
5 M - Manual Torque Rating HD - Heavy Duty
(1) Example: 3T40E = 3-Speed, Transverse, Series 40, electronically controlled.

NEW HYDRA-MATIC PRODUCT DESIGNATIONS (MANUAL)

Previous Designation New Designation
HM-290 HYDRA-MATIC 5LM60
HM-282 HYDRA-MATIC 5TM40
HM-117 (1) HM-117
(1) No designation change.

FRONT WHEEL DRIVE MANUAL TRANSAXLE APPLICATIONS

Model Transaxle
Beretta 5-Spd. Muncie 5TM40 & 5-Spd. Isuzu 76mm
Cavalier 5-Spd. Muncie 5TM40 & 5-Spd. Isuzu 76mm
Corsica 5-Spd. Muncie 5TM40 & 5-Spd. Isuzu 76mm
Cutlass Calais 5-Spd. Muncie 5TM40 & 5-Spd. Isuzu 76mm
Cutlass Supreme 5-Spd. Muncie 5TM40
Grand Am 5-Spd. Muncie 5TM40
Grand Prix 5-Spd. Muncie 5TM40
Sunbird 5-Spd. Muncie 5TM40 & 5-Spd. Isuzu 76mm
REAR WHEEL DRIVE MANUAL TRANSMISSION APPLICATIONS
Model Transmission
Camaro 5-Spd. Borg-Warner 77mm
Corvette 6-Spd. ZF S6-40 95mm
Firebird 5-Spd. Borg-Warner 77mm

MODEL & BODY IDENTIFICATION

Body Designation Model
"F" Body Camaro, Firebird
"J" Body Cavalier, Sunbird
"L" Body Beretta, Corsica
"N" Body Cutlass Calais, Grand Am
"W" Body Cutlass Supreme, Grand Prix, Lumina
"Y" Body Corvette

LUBRICATION
SERVICE INTERVALS

All Models (Except Corvette)

Check fluid level at 3 month/3000 mile intervals. Draining and refilling is not required, except at time of
overhaul or service.

Corvette

Change fluid in overdrive unit every 30,000 miles.

CHECKING FLUID LEVEL

Camaro, Corvette & Firebird

Check lubricant level at filler plug hole on right side of transmission. Lubricant should be level with bottom of
filler plug hole. Add lubricant as necessary to bring to correct level.

CAUTION: On Camaro and Firebird, DO NOT remove reverse shift lever pin (largest
hex shaped bolt) on LEFT side of case. Removal of this bolt may cause
damage to transmission.

All Models Except Camaro, Corvette & Firebird

Vehicle should be on level surface. Transaxle fluid should be COLD when checking fluid. Fluid should be at
"FULL" mark on dipstick. See Fig. 1 . Drain plug is below dipstick tube.
Fig. 1: Checking Transaxle Fluid Level
Courtesy of GENERAL MOTORS CORP.
RECOMMENDED FLUID

Borg-Warner 77mm 5-Speed

Use Dexron II ATF.

Isuzu 76mm & Muncie 5TM40 5 Speed

Use Manual Transaxle Oil (GM Part No. 12345349).

ZF S6-40 95mm 6 Speed

Use transmission lubricant (GM Part No. 1052931).

FLUID CAPACITY

TRANSMISSION REFILL CAPACITIES

Application Pts. (L)
Borg-Warner 77mm 5.9 (2.8)
Muncie 5TM40 Transaxle "J/L/N/W" Bodies 5.0 (2.1)
Isuzu 76mm Transaxle 5.3 (2.5)
ZF S6-40 95mm 4.4 (2.1)

ADJUSTMENTS
SHIFT LINKAGE

Borg-Warner 77mm 5-Speed

Integral type shift linkage is used and no adjustment is necessary.

Muncie 5TM40 5-Speed

No linkage adjustments are listed or necessary.

ZF S6-40 95mm 6 Speed

No linkage adjustments are listed or necessary.

SHIFT CABLE

Isuzu 76mm 5-Speed Transaxle

1. Disconnect negative battery cable. Shift transaxle into 3rd gear. Remove lock pin at transaxle. See Fig. 2 .
Install lock pin with tapered end down to lock transaxle into 3rd gear.
2. Loosen shift cable attaching nuts at transaxle shift levers. Remove console trim plate. Slide shifter boot
up control assembly (gearshift handle). Remove console.
 3. Install a 5/32" drill bit (No. 22) into alignment hole on side of control assembly. Align hole in gearshift
lever assembly with slot in shifter plate and install a 3/16" drill bit.
4. Tighten cable attaching nuts at transaxle shift levers. Remove drill bits. Remove lock pin and install with
tapered end up. Install console. Ensure transaxle shifts correctly.

Fig. 2: Isuzu 76mm Transaxle Shift Cables

Courtesy of GENERAL MOTORS CORP.
 C - SPECIFICATIONS - V8

ENGINE PERFORMANCE Service & Adjustment Specifications

INTRODUCTION
Use this article to quickly find specifications related to servicing and on-vehicle adjustments. This article may
be used for quick reference when you are familiar with proper adjustment procedures and only need a
specification.

BATTERY SPECIFICATIONS
BATTERY SPECIFICATIONS
Cold Crank Amps @ 0°F Reserve Capacity
Application (-18°C) Minutes
4.5L (VIN 3) 770 115
5.0L (VIN E & F)
Standard 525 75
Heavy Duty 570 90
5.0L (VIN Y) 730 115
5.7L (VIN 7)
Standard 630 90
Heavy Duty 730 115
5.7L (VIN 8) 525 75

FLUID CAPACITIES - V8
FLUID CAPACITIES
Application (1) Quantity Qts. (L)
Crankcase (2)
4.5L (VIN 3) 5.0 (4.7)
5.0L (VIN E & F) 4.0 (3.8)
5.0L (VIN Y) 4.5 (4.3)
5.7L (VIN 7 & 8) 4.5 (4.3)
Cooling System (Includes Heater)
4.5L (VIN 3) 13.2 (12.5)
5.0L (VIN E & F) 18.0 (17.0)
5.0L (VIN Y) 15.2 (14.4)
5.7L (VIN 7 & 8) 16.5 (15.6)
Automatic Transaxle (Dexron-II) (3)
4.5L (VIN 3) 6.0 (5.7)
5.0L (VIN E & F) 4.9 (4.6)
 5.0L (VIN Y) & 5.7L (VIN 7)
200-4R 3.5 (3.3)
4L60 4.9 (4.6)
Automatic Transmission (Dexron-II) (3)
5.7L (VIN 7)
200-4R 3.5 (3.3)
4L60 4.9 (4.6)
Manual Transmission
5.0L (VIN E & F) (4) 3.0 (2.8)
5.7L (VIN 8) (5) 2.2 (2.1)
(1) Fluid capacities listed are approximate. Always fill to FULL mark.
(2) Does not include oil filter capacity.
(3) Drain and refill capacity only. Does not include torque converter.
(4) Dexron II
(5) SAE 5W-30

SERVICE INTERVALS & SPECIFICATIONS

REPLACEMENT INTERVALS
Component Interval (Miles)
Oil & Filter (1)7500
Air Filter 30,000
Cam Timing Belt (2)

Coolant 30,000
Fuel Filter (2)

Spark Plugs 30,000

(1) On turbo engines, replace every 5000 miles.

(2) No scheduled replacement interval given by manufacturer. Check and replace as necessary.

SERPENTINE BELT ADJUSTMENT SPECIFICATIONS

BELT ADJUSTMENT
Application (1) Tension
Serpentine Belt
5.0L (VIN E & F) 99-121 (45.0-55.0)
5.7L (VIN 7 & 8) 99-121 (45.0-55.0)
(1) Tension in Lbs. (kg) Using Belt Tension Gauge.
V-BELT ADJUSTMENT SPECIFICATIONS

V-BELT ADJUSTMENT SPECIFICATIONS (1)

Application (2)(3) Tension

4.5L (VIN 3) 100 (45.0)

5.0L (VIN Y)
A/C Compressor 168 (76.3)
Air Injection Pump 146 (66.3)
Alternator
Clogged Belt 146 (66.3)
Plain Belt 157 (71.3)
Power Steering 169 (77.0)
(1) Engines equipped with serpentine belts have automatic tensioner. If tension reading is not as
specified, check belt if within operating length or check tensioner's operating range. Replace as
necessary.
(2) Tensions are for new belts only.

(3) Tension in Lbs. (kg) Using Belt Tension Gauge.

ENGINE COMPRESSION SPECIFICATIONS

COMPRESSION RATIO SPECIFICATIONS
Application Specification
4.5L (VIN 3) 9.5:1
5.0L (VIN E & F) 9.3:1
5.0L (VIN Y) 8.0:1
5.7L (VIN 7 & 8) 9.3:1

VALVE CLEARANCE

NOTE: All models are equipped with hydraulic lifters. No adjustments are required.

V8 VALVE ARRANGEMENT
4.5L (VIN 3) V8 Valve Arrangement

Both Banks - E-I-I-E-E-I-I-E (Front-to-rear).

5.0L (VIN Y) V8 Valve Arrangement

Both Banks - I-E-I-E-E-I-E-I (Front-to-rear).

5.0L & 5.7L (VIN E, F, 7 & 8) V8 Valve Arrangement

Both Banks - E-I-I-E-E-I-I-E (Front-to-rear).

IGNITION SYSTEM SPECIFICATIONS

IGNITION COIL

IGNITION COIL RESISTANCE

Application Value
All Models W/ HEI-EST (1)

(1) See BASIC IGNITION SYSTEM CHECKS in the BASIC TESTING article.

PICK-UP COIL

PICK-UP COIL RESISTANCE

Application Ohms
All Models W/ HEI-EST 500-1500

HIGH TENSION WIRE RESISTANCE

HIGH TENSION WIRE RESISTANCE

Application (1) Ohms
All Models 30,000 Maximum
(1) Not applicable to direct ignition systems.

SPARK PLUG SPECIFICATIONS

SPARK PLUG TYPE
Application AC
4.5L (VIN 3) R44LTS6
5.0L (VIN E & F) R45TS
5.0L (VIN Y) FR3LS6
5.7L (VIN 7 & 8) R45TS

SPARK PLUG GAP & TORQUE SPECIFICATIONS

Application Gap - In. (mm) Torque - Ft. Lbs. (N.m)
4.5L (VIN 3) .060 (1.52) 11 (15)
5.0L (VIN E & F) .035 (0.89) 22 (30)
5.0L (VIN Y) .060 (1.52) 25 (34)
5.7L (VIN 7 & 8) .035 (0.89) 22 (30)

4.5L (VIN 3) FIRING ORDER & TIMING MARKS

Fig. 1: 4.5L (VIN 3) Firing Order & Timing Marks

5.0L (VIN Y) FIRING ORDER & TIMING MARKS

Fig. 2: 5.0L (VIN Y) Firing Order & Timing Marks

5.0L (VIN E & F) & 5.7L (VIN 7 & 8) FIRING ORDER & TIMING MARKS
Fig. 3: 5.0L (VIN E & F) & 5.7L (VIN 7 & 8) Firing Order & Timing Marks

IGNITION TIMING

NOTE: For timing procedures, see the appropriate D - "Engine Type" ADJUSTMENTS
article in this section.

IGNITION TIMING (Degrees BTDC @ RPM)

Application Man. Trans. Auto. Trans.
4.5L (VIN 3) N/A (1) 10
5.0L (VIN E) N/A (2) 6 @ 400
5.0L (VIN F) 6 @ 700 (2)6 @ 600
5.0L (VIN Y) N/A 20 @ 1100
5.7L (VIN 7) N/A (2) 6 @ 600
5.7L (VIN 8) 6 @ 450 (2) 6 @ 400
(1) Set timing below 800 RPM in Park.
(2) With Auto. Trans. in Drive.

FUEL SYSTEM
FUEL PUMP

FUEL PUMP PERFORMANCE

Application psi (kg/cm2
4.5L (VIN 3) 40-50 (2.81-3.52)
5.0L (VIN E) 9-13 (0.63-0.91)
5.0L (VIN F) 41-47 (2.88-3.30)
5.0L (VIN Y) 6-7 (0.42-0.49)
5.7L (VIN 7) 9-13 (0.63-0.91)
5.7L (VIN 8) 41-47 (2.88-3.30)

INJECTOR RESISTANCE

INJECTOR RESISTANCE SPECIFICATIONS

Application (1) Resistance (Ohms)
4.5L (VIN 3) 16.2
5.0L (VIN E) 1.2
5.0L (VIN F) 10.0
5.7L (VIN 7) 1.2
5.7L (VIN 8) 16.0
(1) Resistance specification is at 140°F (60°C).

IDLE SPEED & MIXTURE

NOTE: Idle mixture is controlled by the Electronic Control Module (ECM). Idle mixture
adjustment is not required or possible on fuel injected models. On carbureted
models, mixture should be adjusted only if vehicle fails emission testing or
carburetor has been disassembled.

FAST IDLE SPEED (CARBURETED)

FAST IDLE SPECIFICATIONS

Application RPM
5.0L (VIN Y) (1) 525-575
(1) A/T in Drive and on low step of fast idle cam.

THROTTLE POSITION SENSOR (TPS)

NOTE: On 4-cylinder models, TPS is not adjustable. For further testing, refer to SELF-
DIAGNOSTICS article in this section.

TPS ADJUSTMENT VOLTAGE

Application (1) Voltage

4.5L (VIN 3) .48-.53

5.0L (VIN E & F) (2)

5.0L (VIN Y) .40

5.7L (VIN 7) .50
5.7L (VIN 8) (2)

(1) At idle RPM.

(2) Not adjustable.

 STARTER

ELECTRICAL Starters - Delco-Remy

DESCRIPTION
The starter motor is part of the cranking circuit, which consists of the battery, ignition switch and related wiring.
When the ignition switch is turned to the START position, the starter solenoid windings are energized. This
causes the plunger to move the shift lever, which engages the pinion with the engine flywheel ring gear. The
movement of the plunger also closes the main contacts, applying battery voltage to the starter motor.

When the engine starts, the pinion will overrun, protecting the armature from excessive speed and the flywheel
from damage. When the ignition switch is released, the plunger return spring disengages the pinion.

TROUBLE SHOOTING
STARTER PERFORMANCE TEST - STARTER IS NOISY

NOTE: Never operate starter for periods of more than 15 seconds. Excessive cranking
can cause starter to overheat. Allow starter to cool for at least 2 minutes after
each time it is operated.

1. A high-pitched whine, heard while cranking (before engine starts), indicates excessive distance between
starter pinion and flywheel. If high-pitched whine is heard after engine starts and key is released, distance
between starter pinion and flywheel is too small.
2. If loud, siren-like "whoop" sound is heard after the engine starts, clutch is likely defective. If "rumble",
"growl" or "knock" is present as starter is coasting to a stop after starting engine, starter armature is either
bent or unbalanced.
3. If diagnosis indicates pinion should be closer to flywheel, remove one double .015" shim or add a
single .015" shim to the outer bolt only. If the noise condition persists, continue removing shims or
adding shims to outside bolt as required. Refer to REMOVAL & INSTALLATION in this article.
4. If diagnosis indicates pinion should be moved away from flywheel, add one .015" shim. If condition is
not corrected, another .015" shim may be added. DO NOT exceed .045" shim thickness. See
REMOVAL & INSTALLATION in this article.

NOTE: For additional trouble shooting information, refer to the TROUBLE SHOOTING -
BASIC PROCEDURES article in the GENERAL TROUBLE SHOOTING section.

ON-VEHICLE TESTING
SOLENOID WINDING TESTS

NOTE: To prevent overheating, perform solenoid tests in a minimum of time with leads
disconnected. Manufacturer does not provide Corvette specifications.
Hold-In Windings

Connect an ammeter in series with 12-volt battery and terminal "S" on solenoid. See Fig. 1. Connect a voltmeter
between solenoid terminal "S" and ground. Connect a carbon pile rheostat across battery. Adjust voltage to 10
volts and check amperage reading. See HOLD-IN WINDINGS SPECIFICATIONS.

HOLD-IN WINDINGS SPECIFICATIONS

Starter Motor Amperage At 10 Volts
0G195 14.5-16.5
SD200 14.5-16.5
SD210 14.5-16.5
SD250 13-19
SD300 13-19

Pull-In Windings

Connect test equipment as previously described. See Fig. 1. Ground terminal "M" of solenoid. Adjust voltage to
10 volts and note ammeter reading. See PULL-IN WINDINGS SPECIFICATIONS.

NOTE: Current will decrease as windings heat up.

PULL-IN WINDINGS SPECIFICATIONS

Starter Motor Amps @ 10 Volts
0G195 41-47
SD200 41-47
SD210 41-47
SD250 55-80
SD300 55-80

Test Results

If current draw reads greater than specification, short or ground is present in windings of solenoid. Low current
draw indicates excessive resistance. If no current is present, there is an open circuit. Check connections.
Replace starter solenoid as necessary.
Fig. 1: Solenoid Winding Test Connections
Courtesy of GENERAL MOTORS CORP.

STARTER NO-LOAD TEST

1. Connect test equipment to starter. See Fig. 2. Close switch and compare RPM, amperage and voltage
readings with specifications.

Fig. 2: Starter No-Load Connections

Courtesy of GENERAL MOTORS CORP.

DELCO-REMY STARTER NO-LOAD TEST SPECIFICATIONS

Part Number Amps @ 10 Volts RPM
199548 50-75 6000-11,900
1998579 70-110 6500-10,700
1998580 70-110 6500-10,700
1998591 70-110 6500-10,700
10455004 50-75 6000-11,900
10455006 45-74 8600-12,900
10455007 50-75 6000-11,900
10455010 50-75 6000-11,900
 10455016 50-75 6000-11,900
10455019 50-75 6000-11,900
10455021 55-85 6000-12,000
10455022 55-85 6000-12,000
10455024 45-74 8600-12,900
10455044 52-76 6000-12,000
10455702 45-90 3500-5000
10455704 45-90 3500-5000

CAUTION: DO NOT apply more voltage than specified. Excessive voltage may
cause armature to throw windings due to excessive speed.

2. If current draw and RPM meet specification, starter motor is okay. If test indicates low free speed and
high current draw, unit may have tight, dirty or worn bearings, shorted armature, grounded armature, or
grounded fields.
3. Failure to operate with high current draw indicates direct ground in terminal fields or frozen bearings.
Failure to operate with no current draw indicates an open field circuit, open armature coils, or broken
brush springs.
4. Low RPM and low current draw indicates high internal resistance due to poor connections, defective
leads, or dirty commutator. High free speed and high current draw indicate shorted fields.

BENCH TESTING
PRELIMINARY CHECKS

Remove starter from vehicle. See REMOVAL & INSTALLATION in this article. Ensure pinion moves freely
on screw shaft. Ensure armature rotates freely by prying pinion. If armature does not turn freely, motor must be
disassembled for inspection. If armature rotates freely, motor should be given a no-load test before disassembly.

ARMATURE BENCH TEST

1. Test armature for shorted coils with growler. Check for grounded coils with test light. Place one lead on
armature shaft and the other lead on commutator. Test light should not illuminate. If test light illuminates,
armature is grounded and must be replaced.
2. Turn commutator in lathe if it is rough, worn, or has protruding insulation. DO NOT turn to less than
1.65" (41.9 mm) diameter. Sand commutator lightly with 240 grit emery cloth and clean slots.

CAUTION: Some starters have a molded type commutator. Insulation must not be
undercut as it may cause serious damage to commutator.

SERIES COIL OPEN BENCH TEST

Using self-powered test light, place one lead on series coil terminal connection and other lead on insulated
brush. See Fig. 3. If test light fails to illuminate, series coil is open and requires repair or replacement. Repeat
test for each insulated brush.

Fig. 3: Testing Series Coil For Open

Courtesy of GENERAL MOTORS CORP.

SERIES COIL GROUND BENCH TEST

On starters with shunt coil, separate series and shunt coil strap terminals during test. Using test light, place one
lead on grounded brush holder and the other lead on either insulated brush. See Fig. 4. If test light glows, a
grounded series coil is indicated and it must be repaired or replaced.

Fig. 4: Testing Series Coil For Ground

Courtesy of GENERAL MOTORS CORP.

CHECKING BRUSHES, SPRINGS & HOLDERS

Replace brushes if worn to 1/2 of original length or if oil-soaked or pitted. Check brush spring tension and
replace springs if weak or distorted.
OVERRUNNING CLUTCH CHECK

Clutch pinion should turn freely in one direction only. Check pinion teeth for chips, cracks, or excessive wear.
Chipped teeth may indicate defective ring gear.

PINION CLEARANCE CHECK

1. Disconnect motor field coil at solenoid terminal "M" and insulate field connector. Connect 12 volts to
solenoid terminal "S". Momentarily touch jumper lead from solenoid terminal "M" to starter frame,
shifting pinion into cranking position.
2. Push pinion away from stop retainer as far as possible. Using a feeler gauge, ensure there is .010-
.140" (.25-3.6 mm) clearance between pinion and retainer. On SD300 starter only, clearance should
be .010-.160 (.25-4.06 mm). See Fig. 5.

NOTE: Pinion clearance is not adjustable. If clearance is not within specification, motor
must be disassembled and rechecked.
Fig. 5: Checking Pinion Clearance
Courtesy of GENERAL MOTORS CORP.
Fig. 6: Typical Cranking Circuit
Courtesy of GENERAL MOTORS CORP.

REMOVAL & INSTALLATION

REMOVAL

1. Disconnect negative battery cable. Raise and support vehicle. As required, remove nuts from A/C
compressor and engine brace, adjacent to starter motor. Remove other items that may interfere with
removal of starter motor.
2. If necessary, remove nut from engine cross brace. Using pry bar between upper engine mount and engine,
pry rearward and support engine.
3. If necessary, remove oil filter. Disconnect wiring at starter and note position. Remove starter mounting
bolts and any shims. Remove starter. See Fig. 7 and Fig. 9.

INSTALLATION

Prior to installation, measure pinion-to-flywheel clearance. See Fig. 10. Clearance should be .020" (0.5 mm).
Add or subtract shims as necessary. To complete installation, reverse removal procedure.
Fig. 7: Starter Mounting 2.5L
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Starter Mounting 5.0L & 5.7L
Courtesy of GENERAL MOTORS CORP.

OVERHAUL

NOTE: DO NOT clean starter in degreasing tank or with grease dissolving solvents.
This will remove lubricant from clutch mechanism.

Starter motors do not require lubrication, except during overhaul. The roll type overrunning clutch requires no
lubrication. The drive assembly, however, should be wiped clean and lubricated with silicon grease on the shaft,
underneath the overrunning clutch assembly.
Fig. 9: Exploded View Of Delco-Remy Starter Motor
Courtesy of GENERAL MOTORS CORP.

Fig. 10: Measuring Pinion-To-Flywheel Clearance

Courtesy of GENERAL MOTORS CORP.
 STARTER REMOVAL & INSTALLATION

STARTER REMOVAL General Motors

REMOVAL & INSTALLATION

2.3L "QUAD-4" (VIN D)

1. Disconnect cable from battery negative terminal. Remove air cleaner-to-throttle body duct. Disconnect
electrical connectors from TPS, IAC and MAP sensor and secure harness to the side.
2. Disconnect vacuum harness assembly from intake manifold and secure to the side. Disconnect MAP
sensor hose from intake manifold. Remove coolant fan shroud retaining bolts and remove shroud along
with MAP sensor.
3. Remove coolant fan-to-upper radiator support bolt. Remove remaining support bolt and upper radiator
support. Disconnect electrical connector from coolant fan and lift fan assembly out from the 2 lower
insulators.
4. Rotate bracket so that 2 lower bracket legs point upward. Move fan assembly toward drivers side until fan
blade overlaps the radiator-to-core seam by approximately one inch. Pull fan assembly up, and out the top
to remove.

NOTE: Because of the low clearance, special care must be taken not to damage
the lock tang on the TPS with the fan bracket.

5. Remove harness retaining clip from engine mount bracket stud. Remove starter mounting bolts. Tilt rear
of starter toward radiator, pull starter out and rotate solenoid toward radiator to gain access to electrical
connections.

CAUTION: DO NOT damage crank sensor mounted directly to the rear of the
starter. If it is damaged, replacement will be required.

6. Disconnect electrical connections at starter terminals and move starter toward drivers side of vehicle.
Remove starter from top and note if any shims have been used.

4.5L (VIN 5)

1. Disconnect negative battery cable. Raise and support vehicle. Remove starter motor shield. Remove
exhaust front and rear pipe assembly.
2. Remove flexplate inspection cover. Disconnect solenoid wires and battery cables. Remove starter motor.
3. To install reverse, removal procedure.
Fig. 1: Starter Mounting (4.5L VIN 5)
Courtesy of GENERAL MOTORS CORP.

ALL OTHERS

1. Disconnect negative battery cable. Raise and support vehicle. Remove starter braces, shields, flywheel
cover etc., that might interfere with removal of starter.
2. On 2.5L VIN R, 2.8L VIN W, 3.1L VIN V and 3.3L VIN N, remove bolt from engine cross brace. Using
pry bar between upper engine mount and engine, pry rearward and support engine.
3. On models with engine oil cooler, remove oil filter and position oil cooler line away from starter.
Disconnect wiring at starter and note position. Remove starter mounting bolts and any shims. Remove
starter.
Fig. 2: Starter Mounting (2.5L VIN R)
Courtesy of GENERAL MOTORS CORP.
Fig. 3: Starter Mounting (2.8 VIN S, 5.0 VIN F, 5.7 VIN 8, 5.0 VIN E)
Courtesy of GENERAL MOTORS CORP.
Fig. 4: Starter Mounting (2.8L VIN W & 3.1L VIN T)
Courtesy of GENERAL MOTORS CORP.
 STEERING COLUMN SWITCHES

STEERING General Motors Corp. Steering Column Switches

DESCRIPTION
Description not used for this article.

SERVICE PRECAUTION

WARNING: If vehicle is equipped with an air bag, it should be disabled before doing
steering column work, see appropriate AIR BAGS article in the
ACCESSORIES/SAFETY EQUIPMENT Section.

TROUBLE SHOOTING
Refer to TROUBLE SHOOTING - BASIC PROCEDURES article in the GENERAL TROUBLE SHOOTING
section.

REMOVAL & INSTALLATION

PRECAUTIONS

Steering column must be lowered or removed for access to ignition switch on some vehicles. Steering wheel,
directional signal and other components must be removed to gain access to lock cylinder retaining screw, or
retaining tab (if equipped) for lock cylinder removal.

HORN BUTTON

Removal & Installation

Disconnect battery ground cable. On models with sport wheel, lift off horn button, remove 3 screws and take off
contact, insulator eyelet and spring. On all other models, remove screws from underside of wheel, partially lift
off horn button. Unplug electrical connectors. Remove horn button. To install, reverse removal procedure.

STEERING WHEEL

Removal

1. Disconnect battery ground cable. Remove horn button. On models with tilt and telescoping columns,
remove screws securing locking lever and flange to steering wheel hub. On all models, remove steering
wheel nut. On Camaro and Firebird, use Steering Wheel Puller (J-2927) to remove steering wheel.
2. Use Steering Wheel Puller (BT-61-9 or J-1859-03) to remove steering wheel.

Installation
Align steering wheel hub and shaft index marks. Install retainer and nut. To complete installation, reverse
removal procedure.

Fig. 1: Exploded View of Steering Column Assembly

Courtesy of GENERAL MOTORS CORP.

TURN SIGNAL SWITCH

Removal & Installation

1. Disconnect battery ground cable. Remove steering wheel, retaining ring, and shaft lock cover. Using
Lock Plate Compressors (J-23653-4 and J-23653), remove lock plate. Remove canceling cam assembly,
upper bearing preload spring, and turn signal lever.
2. Push hazard switch in and unscrew knob. Remove actuator arm assembly and switch mounting screws,
wrap a piece of tape around upper part of wires. Remove switch by pulling straight up. To install, reverse
removal procedure.

CRUISE CONTROL SWITCH

Removal

1. With turn signal switch assembly removed, remove lower trim panel. Unplug switch harness connector.
Connect 24" follower wire to end of switch harness connector. Disconnect turn signal lever from spring
retainer.
2. Pull turn signal lever (cruise control lever) straight out of column. Remove lever and harness by pulling
from column. Leave follower wire in column to guide new wire harness back into column.

Installation

Connect new harness to follower wire. Pull harness into column. Align key on turn signal lever with slot in turn
signal switch. Push lever in until seated in spring retainer. To complete installation, reverse removal procedure.

LOCK CYLINDER

Removal

Remove turn signal switch as previously described. Turn lock cylinder to ON position. Remove key warning
buzzer switch and lock cylinder attaching screw. Remove lock cylinder.

Installation

Turn lock cylinder to STOP position. Align lock cylinder in housing and install retaining screw. Turn lock
cylinder to ON position. Install key warning buzzer switch. To complete installation, reverse removal
procedure.
Fig. 2: Lock Cylinder Mechanism
Courtesy of GENERAL MOTORS CORP.

IGNITION SWITCH

Removal

1. Steering column must be lowered (removed on some models) to gain access to ignition switch. Steering
wheel removal is not required. Place lock cylinder in OFF position.
2. If lock cylinder has already been removed, pull actuator rod up until it stops. Back off actuator rod 2
detents. Remove switch retaining screw and stud. Lift switch from column. Detach actuator rod.

Installation

1. Place lock cylinder in OFF position. Place switch in OFF position by moving selector to top of switch and
then backing off 2 detents.
2. On fixed columns, fit actuator rod into slider hole. Install switch onto steering column. Tighten attaching
stud and screw.
3. On tilt or telescoping columns, install switch. Lightly push switch down on column to take up free play in
actuator rod. Tighten attaching stud and screw. Connect wiring harness. Check operation of ignition
switch.
DIMMER SWITCH

Removal

1. Disconnect battery ground cable. Remove lower steering column cover. Remove 2 steering column-to-
upper mounting bracket nuts.
2. Lower column. Remove nut and screw securing dimmer switch. Disconnect electrical connections.
Remove switch.

Installation

1. Position switch on steering column and loosely install fasteners. Install electrical connectors. Insert one
3/32" drill through locating hole securing dimmer switch to connector body.
2. Connect actuator arm and slide dimmer switch up to remove lash. Tighten fasteners. Remove drill bit.
Reverse removal procedure to complete installation.

WINDSHIELD WIPER/WASHER SWITCH

Removal & Installation

1. Remove turn signal switch as previously described. Remove ignition switch, dimmer switch and lock
cylinder.
2. Remove steering column housing attaching screws. Remove pivot pin, horn contact, bearing and
washer/wiper switch from column housing. To install, reverse removal procedure.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Steering Wheel Retaining Nut 30-35 (41-47)
 STEERING COLUMN

STEERING General Motors Corp. Steering Columns - Fixed & Tilt

DESCRIPTION
Steering columns are either floor shift or column shift. Construction and maintenance of both columns is the
same except for addition of shift lever, tube and related components on column shift models. Column shift and
floor shift steering columns are each available in 3 configurations: fixed column, tilt column and tilt/telescopic
column. See Fig. 7 -Fig. 10 .

Steering column design is basically the same for all columns, with the main differences involving the addition
of column shifters and tilt or tilt/telescopic mechanisms. Steering columns use an integral ignition lock switch.
This lock secures the steering wheel and shift linkage (column shift).

Columns have a 2-piece telescoping gear shift tube (column shift), interconnected by plastic inserts and shear
pins, and a 2-piece telescoping steering shaft with upper and lower sections connected by plastic collars and
pins.

CAUTION: Columns must be handled with care to avoid stresses. Use only fasteners
of the same or equivalent part number if replacement is necessary.
Improper fasteners or tightening could result in failure.

REMOVAL & INSTALLATION

STEERING COLUMN

CAUTION: Applying excessive pressure, or causing impact to mainshaft during

service, may cause the column to collapse.

Removal

1. Disconnect battery ground cable. On column shift models, disconnect transmission linkage rod from lever
on steering column.
2. Remove dust cover from steering shaft coupler at steering gear. Remove shaft coupler clamp bolt. Mark
steering shaft coupler and steering gear shaft for reassembly reference.
3. Remove steering column floor plate mounting bolts. Remove lower trim panel. Unplug electrical
connectors from steering column. Remove steering column bracket mounting nuts. Remove steering
column.

Installation

To install, reverse removal procedure. Check for proper operation. Ensure there is at least 1/16-1/8" (1.6-3.2
mm) clearance between steering shaft and steering gear flanges.
NOTE: For information on ignition and turn signal switch replacement, see STEERING
COLUMN SWITCHES article in the STEERING section.

OVERHAUL
STEERING COLUMN

Preparation

Steering column removal is not necessary for lock plate cover, lockplate, steering shaft snap ring, canceling
cam, turn signal switch, upper bearing preload spring or lock cylinder service. For the remaining components,
steering column must be removed. Disassembly procedure for the tilt/telescopic steering column is similar to
the tilt steering column and typical of all variations.

Disassembly (Non-Tilt Steering Column)

1. Disconnect battery ground cable. Remove steering column. See STEERING COLUMN in in
REMOVAL & INSTALLATION in this article. Remove horn pad, steering wheel and combination
switch. See STEERING COLUMN SWITCHES article in the STEERING section.
2. Remove lock plate cover. Remove lock plate snap ring using Spring Compressor (J-23653). See Fig. 1 .
Remove lock plate, horn cam and spring.
 Fig. 1: Removing Retainer Snap Ring
Courtesy of GENERAL MOTORS CORP.

3. Remove combination switch. Remove key buzzer switch. Remove ignition lock retaining screw. Remove
ignition lock. Remove housing assembly.
4. Remove ignition switch and dimmer switch. Remove steering shaft retaining ring. Remove steering shaft
through lower end of column.

Disassembly (Tilt Steering Column)

1. Disconnect battery ground cable. Remove steering column. See STEERING COLUMN in REMOVAL
 & INSTALLATION in this article.
2. Remove tilt lever. Remove hazard warning knob and ignition key light. Remove wiper switch knob.
Remove wiper switch tube mounting screws. Remove wiper switch tube. Rotate shaft fully clockwise.
3. Remove shaft by pulling straight out. Carefully remove plastic cover from lock plate. Using Compressor
(J-23653), remove lock plate retaining ring from shaft. See Fig. 1 .
4. Remove lock plate, canceling cam and upper bearing spring. Remove turn signal switch and actuator arm.
Place ignition lock cylinder in LOCK position.
5. Using a thin screwdriver, depress ignition lock cylinder tab retainer (if equipped) or remove lock
retaining screw. Remove ignition lock cylinder. See Fig. 3 . Remove housing cover from column.

Fig. 2: Removing Tilt Spring

Courtesy of GENERAL MOTORS CORP.

6. Place column in fully up position. Remove tilt spring retainer and spring. See Fig. 2 . Remove dimmer
switch. Remove steering shaft inner race seat and race. Remove ignition switch and back-up light switch.
 Fig. 3: Removing Lock Cylinder
Courtesy of GENERAL MOTORS CORP.

7. Using Pivot Pin Remover (J-21854-1), remove pivot pins. See Fig. 4 . Pull tilt lever to unlock shoes.
 Remove housing. Remove actuator rods.

Fig. 4: Removing Pivot Pin

Courtesy of GENERAL MOTORS CORP.

8. Remove lower coupling roll pin. Remove steering shaft assembly from upper end. Remove support from
lock plate. Remove shift tube retaining ring.
9. Remove thrust washer. Using screwdriver, disengage plastic shift tube from lower end of jacket. Using
Puller (J-23072), pull shift tube from bowl.
10. Inserting bushing on end of tool in shift tube, force bowl from shift tube. Remove shift tube through
lower end. Remove jacket mounting plate and wave washer. Remove bowl from jacket.

Inspection (All Steering Columns)

1. Check for separation of the 2 break-away capsules. If capsules have moved more than 1/16" (1.6 mm),
some column collapse may have occurred. Check for damaged steering shaft components.
2. Inspect jacket section of column for looseness, bends, collapsed mesh or bellows section. Check for mast
jacket collapse by measuring for proper dimensions. See Fig. 5 . Also see appropriate STEERING
COLUMN COLLAPSE MEASUREMENTS .
3. On column shift models, check operation of shift lever. If lever can be moved to PARK position without
raising lever, upper shift tube plastic bearing is broken.
4. Inspect intermediate and steering column shafts for sheared plastic pins. If the shafts rattle when tapped
 lightly from side, pins are sheared. Replace any collapsed or damaged parts.

Reassembly (All Steering Columns)

1. Install key release lever and spring into shroud. Install retainer plate. Using an arbor press, install
bearings into housing (if removed). Using a .180" (4.5 mm) pin to align shoes, install lock shoe springs,
lock shoes and shoe pin into housing. Relieve tension on release lever.
2. Install spring, release lever, and pin into bearing housing. Install drive shaft into housing. Lightly tap
sector onto shaft, far enough to bottom on drive shaft. Install lock bolt.
3. Engage lock bolt with sector cam surface. Install rack and spring. Block tooth on rack should engage
block tooth on sector. Install tilt release lever. Install lock bolt spring, and spring retaining screw. Tighten
screw to 35 INCH lbs. (4 N.m).
4. On all models, slide bowl onto jacket. Position wave washer and mounting plate in place.
5. Work jacket mounting plate into notches in jacket by tipping jacket mounting plate toward bowl hub at 12
o'clock position and under jacket opening. Slide jacket mounting plate into notches in jacket.
6. Install shift tube into lower end of jacket. Align key in tube with keyway in bowl. Using Installer (J-
23073), pull shift tube into bowl. See Fig. 6 . Do not tap on end of shift tube.
7. Pulling up bowl to compress wave washer, install thrust washer and retaining ring. Slide dimmer switch
actuator rod through hole in support. Aligning "U" in support with "U" notch in jacket, install support.
8. Insert 4 screws through support into lock plate. Tighten screws to 60 INCH lbs. (7 N.m). Drive lower
bearing approximately 3/16" into tube. Slide ignition actuator rod between bowl and jacket.
9. Install centering spheres and anti-lash spring into upper steering shaft. Install lower steering shaft from
same side of spheres that ends protrude. Ensure that master serration of upper shaft aligns with master
serration of lower shaft.
10. Place shift bowl in PARK position. Holding lock shoes in disengaged position, install bearing housing
over steering shaft until pivot pin holes align with holes in support. Ensure rack has engaged ignition
switch actuator rod.
11. Install pivot pins. Use hand pressure to prevent damaging support pivot holes. Using small hammer and
drift, tap in pins to complete installation. Place housing in the fully up position.
12. Install guide and peg onto support. Install tilt spring and spring retainer. Using a screwdriver turn retainer
counterclockwise to engage. Install inner bearing race and seat. Install tilt lever opening shield in housing.
13. Remove tilt release lever. Install housing cover. Seat screw at 12 o'clock position. Install and tighten 3
screws to 100 INCH lbs. (11 N.m). Install buzzer/chime switch to spring clip with spring bowed away
from switch on side opposite contact.
14. Push switch and spring into hole in cover with contacts toward lock cylinder. Install key light (if
equipped). Install turn signal switch. Feed wires and connector through cover, bearing housing and shift
bowl.
15. Install hazard warning knob. Install canceling cam, cam spring and shaft lock plate. Using Compressor (J-
23653) to depress lock plate, install new retaining ring.
16. Reinstall tilt release lever and turn signal switch lever. Install upper shift lever. Drive in pivot pin.
Position shaft lock cover over lock. Snap shaft lock cover into position by pressing on outer edges.
17. To install ignition lock, turn key to LOCK position. Remove key. Buzzer operating lever should retract
into cylinder. Slide ignition switch to LOCK position (second detent from bottom).
18. Insert cylinder into housing far enough to contact drive shaft. Press inward while moving ignition switch
actuator rod up and down to align parts. When properly aligned, cylinder will move in and spring loaded
retainer will snap into place locking the cylinder into housing.
19. Push ignition switch lightly up column, toward lock housing, to remove lash in actuator rod. Tighten
mounting screws to 35 INCH lbs. (4 N.m). Install wire protector. Seat actuator rod on dimmer switch.
20. Depress dimmer switch until one 3/32" drill bit can be inserted into adjusting pin hole. See Fig. 11 .
Reposition upper end of actuator rod in pocket of washer/wiper switch. With light upward pressure on
switch to remove lash, install and tighten 2 screws on switch. Remove drill bit.
21. Ensure that switch clicks as lever is lifted. Check for proper operation of ignition lock, wiper/washer
switch, dimmer switch and steering mechanism.

STEERING COLUMN COLLAPSE MEASUREMENTS

STEERING COLUMN COLLAPSE MEASUREMENTS (STANDARD COLUMN)

Body (1) In. (mm)
"A" Body (D) 5-5 3/32 (127-129)
"B" Body (A) 3 1/2 (89.35)
"C" Body (A) 3 1/2 (89.35)
"D" Body (A) 4 1/64 (102)
"F" Body (B) 7 15/64 (184)
"H" Body (D) 7 17/64 (184.6)
"J" Body (E) 5 1/32-5 1/8 (128-130)
"K" Body (F) 5 15/64 (133)
"L" Body (D) 5 19/64 (134.6)
"N" Body Column Shift (D) 4 15/32-4 17/32 (114-116)
"N" Body Floor Shift (E) 5 5/32 (127-129)
"W" Body (H) 4 1/16 (103.2)
"Y" Body (C) 5 43/64 (144)
(1) See Fig. 5 .

STEERING COLUMN COLLAPSE MEASUREMENTS (TILT COLUMN)

Body (1) In.
(mm)
"A" Body (D) 5 1/32-5 1/8 (128-130)
"B" Body Tilt (A) 4 1/64 (102)
"B" Body Telescopic (A) 3 3/8 (85.47)
"C" Body (A) 4 1/64 (102)
"D" Body (A) 4 1/64 (102)
"E" Body (Eldorado) (F) 5 15/64 (133)
"E" Body (Toronado Column Shift) (D) 4 13/16 (123)
"E" Body (Toronado Floor Shift) (D) 4 13/16 (123)
"E" Body (Riviera) (D) 5 25/64-5 15/32 (137-139)
(1) See Fig. 5 .

NOTE: The STEERING COLUMN COLLAPSE MEASUREMENTS tables refer to the letter
designation of the body series. See MODEL IDENTIFICATION table for proper
identification.

Fig. 5: Steering Column Collapse Measurement

Courtesy of GENERAL MOTORS CORP.

MODEL IDENTIFICATION
Body Type & GM Division Model Name
"A" Body
Buick Century
Chevrolet Celebrity
Oldsmobile Cutlass Ciera & Cutlass
Cruiser Wagon
Pontiac 6000
"B" Body
Buick Estate Wagon
Chevrolet Caprice
 Oldsmobile Custom Cruiser
"C" Body
Buick Electra & Park Avenue
Cadillac DeVille & Fleetwood
Oldsmobile Ninety-Eight
Pontiac Touring Sedan
"D" Body (Cadillac) Brougham
"E" Body
Buick Reatta & Riviera
Cadillac Eldorado
Oldsmobile Toronado & Trofeo
"F" Body
Chevrolet Camaro
Pontiac Firebird
"H" Body
Buick LeSabre
Pontiac Bonneville
Oldsmobile Delta 88
"J" Body
Chevrolet Cavalier
Pontiac Sunbird
"K" Body (Cadillac) Seville
"L" Body (Chevrolet) Beretta & Corsica
"N" Body
Buick Skylark
Oldsmobile Cutlass Calais
Pontiac Grand Am
"W" Body
Buick Regal
Chevrolet Lumina
Oldsmobile Cutlass Supreme
Pontiac Grand Prix
"Y" Body (Chevrolet) Corvette
Fig. 6: Installing Shift Tube
Courtesy of GENERAL MOTORS CORP.
Fig. 7: Non-Tilt Steering Column Assembly (Except "L" & "W" Bodies)
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Tilt Steer Column Assembly (Except "L" & "W" Bodies)
Courtesy of GENERAL MOTORS CORP.
Fig. 9: Non-Tilt Steer Column Assembly ("L" & "W" Bodies)
Courtesy of GENERAL MOTORS CORP.
Fig. 10: Tilt Steer Column Assembly ("L" & "W" Bodies)
Courtesy of GENERAL MOTORS CORP.
Fig. 11: Aligning Dimmer Switch
Courtesy of GENERAL MOTORS CORP.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Bracket-to-Column Nuts 22 (30)
Bracket-to-Instrument Panel Stud Nuts 22 (30)
Flexible Coupling Nuts 20 (27)
Intermediate Shaft-to-Steering Shaft Bolt 35 (47)
Lower Intermediate Shaft-to-Steering Gear Box 35 (47)
Steering Wheel Nut 30 (42)
Upper Intermediate Shaft-to-Steering Column 44 (60)
 STEERING GEAR - POWER END-LINK RACK & PINION

STEERING General Motors Corp. Power Steering End-Linked Rack & Pinion

DESCRIPTION & OPERATION

The steering system has a rotary control valve which directs hydraulic fluid to either side of rack piston. Rack
piston, attached to rack, converts hydraulic pressure to a linear force, moving rack piston left or right. See Fig.
1.

TROUBLE SHOOTING
Refer to TROUBLE SHOOTING - BASIC PROCEDURES article in the GENERAL TROUBLE
SHOOTING section.

LUBRICATION & TESTING

See POWER STEERING GENERAL SERVICING article in the STEERING section.

ADJUSTMENTS
RACK BEARING PRELOAD

Raise and support vehicle. Center steering wheel. Loosen adjuster plug lock nut and turn adjuster plug
clockwise until it bottoms in housing. Back off adjuster 50-70 degrees. Ensure steering wheel returns to center
after adjustment. Install lock nut to adjuster plug. Tighten lock nut to specification while holding adjuster plug.
See TORQUE SPECIFICATIONS at end of article.

Fig. 1: Exploded View of End-Linked Power Rack & Pinion Steering Gear
Courtesy of GENERAL MOTORS CORP.
REMOVAL & INSTALLATION
STEERING GEAR

Removal & Installation

1. Install a drain pan under vehicle to catch fluid. Remove outlet hose and clamp from return pipe. Remove
inlet hose assembly from gear assembly. Lower coupling shield. Remove intermediate shaft pinch bolt at
gear assembly.
2. Raise vehicle and remove front wheels. Remove both tie rod ends and stabilizer shaft. Remove rack
mounting through bolt and nut. Remove saddle mounting bolts and nuts. Remove rack and pinion
assembly. Remove pipe and brackets from housing.
3. Tighten bolts to specifications. See TORQUE SPECIFICATIONS at end of article. To install, reverse
removal procedure, refill system with power steering fluid and test drive.

INNER TIE ROD

Removal

1. Remove rack and pinion assembly from vehicle. Refer to STEERING GEAR removal & installation in
this article. Remove outer tie rod end from inner tie rod. See Fig. 1 . Remove hex jam nut from inner tie
rod. Remove boot clamps with side cutters. Mark location of breather tube for reassembly reference.
Remove rack and pinion boot and breather tube. Remove shock damper ring from inner tie rod assembly.
2. Place a wrench on flat side of piston and rack to prevent it from turning. Place another wrench on flats of
inner tie rod. Rotate inner tie rod counterclockwise until it rod separates from piston and rack.

Installation

1. To prevent internal damage, hold piston and rack with a back-up wrench during tie rod installation. Install
shock dampener ring onto rack and piston. Install inner tie rod and tighten to specification. See
TORQUE SPECIFICATIONS at end of article. Ensure inner tie rod rocks freely in housing, then stake
both sides of inner tie rod to flats on piston and rack. See Fig. 2 .
2. Ensure both stakes are okay by inserting a .010" (.25 mm) feeler gauge between rack and tie rod housing.
Feeler gauge should not pass between rack and housing stake. To complete installation, reverse removal
procedure, refill system with power steering fluid and test drive.
Fig. 2: Staking & Inspecting Inner Tie Rod
Courtesy of GENERAL MOTORS CORP.

OUTER TIE ROD

Removal

Raise and support vehicle. Remove cotter pins and castle nuts from outer tie rod end. Loosen outer tie rod end
lock nut. Separate outer tie rod end from steering knuckle with Steering Linkage Remover (J-24319-01).
Remove outer tie rod end from inner tie rod, while noting number of turns required.

Installation
To install, reverse removal procedure. Tighten tie rod end-to-steering knuckle castle nut to 90 INCH lbs. (10
N.m), then tighten nut an additional 1/3 turn. Ensure final torque is a minimum of 33 ft. lbs. (45 N.m).

RACK & PINION BOOTS

Removal

Remove outer tie rod end and lock nut. See OUTER TIE ROD removal & installation. Cut off and discard
boot clamps. Mark breather tube for reassembly reference (if equipped). Remove breather tube. Slide boot off
inner tie rod.

Installation

1. Place new inner boot clamp on housing. Align mark on breather tube and boot and install breather tube (if
equipped). Slide boot onto housing. Install outer boot clamp. Using Banding Tool (J-22610), secure inner
boot clamp.
2. Remove rubber band from boot seal groove. Ensure boot is not twisted. Install outer boot clamp and tie
rod end. Adjust toe-in as necessary. Tighten tie rod end lock nut to specification. See TORQUE
SPECIFICATIONS at end of article.

OVERHAUL
PINION & VALVE ASSEMBLY

Disassembly

1. Remove steering assembly from vehicle. See STEERING GEAR removal & installation. Remove
adjuster plug lock nut from plug. Remove adjuster plug from housing. Remove adjuster spring, rack
bearing and retaining ring from bore of housing. Remove dust cover from bottom of housing.
2. Hold pinion and valve stub shaft with back-up wrench and remove lock nut from stub shaft assembly.
Center rack and mark location of pinion stub shaft notch on housing. For reassembly reference when
centering rack, measure rack centering distance. See Fig. 3 .
 Fig. 3: Measuring Housing Reference Mark & Rack Centering
Courtesy of GENERAL MOTORS CORP.

3. Using an arbor press, press on threaded end of pinion until pinion and valve assembly will come out of
housing. Before removing assembly from housing, mark second location of pinion stub shaft notch on
housing. This mark will be used to position notch before reassembly.
4. Remove stub shaft dust seal, stub shaft seal and stub shaft bearing annulus (race) assembly. Remove
pinion and valve assembly with retaining ring and valve body rings attached. Using care, remove valve
body rings from pinion and valve assembly.

Inspection
Clean valve body ring grooves. Ensure pinion and valve assembly drive pin is NOT broken. If drive pin is
broken, replace steering gear assembly.

Reassembly

1. Apply grease to ring grooves and new valve body rings. Install new valve body rings on pinion and valve
assembly. Install rings with split tabs engaged and staggered. See Fig. 4 . Use care NOT to cut rings
during installation.
2. Install pinion and valve assembly into Ring Protector (J-37090). See Fig. 5 . Allow rings to set inside ring
protector for approximately 3 minutes, so valve rings will properly size.
 Fig. 4: Installing Valve Body Ring
Courtesy of GENERAL MOTORS CORP.

Fig. 5: Setting Valve Body Rings

Courtesy of GENERAL MOTORS CORP.

3. Position valve assembly in ring protector so valve body is flush with bottom of protector. See Fig. 5 .
Ensure rings are free from cuts, nicks or other damage.
4. Using measurement taken during disassembly as a guide, center rack in housing. Clean, then apply grease
to housing bore. Before reassembly, ensure stub shaft bearing annulus is not damaged and bearing is flush
with annulus. See Fig. 6 .
 Fig. 6: Inspecting Annulus (Race) & Bearing
Courtesy of GENERAL MOTORS CORP.

5. Align notch on valve stub shaft with second mark made during disassembly. Using ring protector and
Pinion Seal Installer (J-29822), push pinion and valve assembly into housing bore. DO NOT hammer or
use excessive force. If assembly does not fully seat in housing, ensure valve body rings are not binding in
bore.
6. After assembly is seated in bore, ensure notch in stub shaft and first mark on housing line up correctly.
Hold valve stub shaft to prevent pinion teeth damage and install hex lock nut onto pinion. Tighten lock
nut to specification.
7. Install dust cover to housing. Install stub shaft bearing annulus assembly onto pinion and valve stub shaft.
Install Seal Protector (J-29810) onto valve stub shaft. Apply a small amount of grease between stub shaft
seal and stub shaft dust seal. Install seals over protector and into housing. Install retaining ring into
groove in housing.
8. Lubricate stub shaft and dust seal area with grease. Coat rack bearing, adjuster spring and adjuster plug
with grease and install in housing. With rack centered in housing, turn adjuster plug clockwise until it
bottoms in housing, then back off 50-70 degrees. Using an INCH lb. torque wrench, check pinion torque.
Maximum pinion preload torque is 16 INCH lbs. (1.8 N.m).
9. Install adjuster plug lock nut onto adjuster plug. Tighten lock nut firmly while holding adjuster plug.
Install rack and pinion assembly into vehicle. Refill system with power steering fluid and bleed system.
See POWER STEERING GENERAL SERVICING article in the STEERING section.

WHEEL ALIGNMENT
After performing appropriate service procedures, refer to WHEEL ALIGNMENT SPECIFICATIONS &
PROCEDURES article in the WHEEL ALIGNMENT section.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Adjuster Plug Lock Nut 50 (68)
Cylinder Line Fittings 15 (20)
Inner Tie Rod End Lock Nut 30-50 (40-70)
Intermediate Shaft Pinch Bolt
Corvette 44 (60)
All Others 35 (48)
Pinion Shaft Lock Nut 26 (35)
Steering Gear-to-Crossmember Through Bolt 50 (68)
Steering Gear Mounting Bolt & Nut 20 (27)
Steering Line Fittings 20 (27)
Tie Rod-to-Rack Nut 65 (88)
Tie Rod End-to-Knuckle Castle Nut 33 (45)
 STEERING LINKAGE

STEERING General Motors Corp. Steering Linkage

DESCRIPTION
GENERAL INFORMATION

DO NOT weld, heat or bend steering linkage to repair or straighten. When installing cotter pins, tighten nut to
lower specified torque, then tighten nut to next slot that lines up with stud hole. Use new cotter pins during
reassembly. DO NOT hammer on ball studs. Ensure threads are clean and lubricated before tightening.

TROUBLE SHOOTING
Refer to TROUBLE SHOOTING - BASIC PROCEDURES article in the GENERAL TROUBLE SHOOTING
section.

REMOVAL & INSTALLATION

TIE RODS

NOTE: For removal and installation procedures for rack and pinion type steering gear,
see appropriate STEERING GEARS article in the STEERING section below.

STEERING GEAR - POWER (Brougham, Camaro, Caprice, Custom Cruiser, Estate Wagon & Firebird)
STEERING GEAR - POWER (Celebrity, Century, Cutlass Ciera, Cutlass Cruiser Wagon & 6000)
STEERING GEAR - POWER (all others)

Removal

1. Raise and support vehicle. Remove cotter pins and castle nuts from inner and outer tie rod ends. Using a
puller, separate tie rod ends from steering knuckle and center link.
2. Remove tie rod ends from adjusting sleeve by loosening clamp bolts. Unscrew tie rod ends, noting
number of turns necessary for reassembly reference.

Installation

1. Apply penetrating oil to clamps, tie rod threads and adjusting sleeve. Wipe threads clean. Lubricate
threads with EP chassis lube. Install adjusting sleeve clamps.
2. Thread tie rod ends same number of turns required during removal. Ensure both ends are equal distance
(within 3 threads) into sleeve.
3. Install castle nuts and NEW cotter pins. Properly position adjusting sleeve clamps. Lower vehicle and
adjust toe-in. See appropriate WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES article in
WHEEL ALIGNMENT as listed below. Tighten clamp bolts.
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Cutlass Supreme, Grand Prix,
 Lumina & Regal)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Brougham, Caprice, Corvette,
Custom Cruiser & Estate Wagon)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Bonneville, 88, DeVille,
Electra, Fleetwood, LeSabre, Ninety-Eight & Park Avenue)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Eldorado, Reatta, Riviera,
Seville, Toronado & Trofeo)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Camaro & Firebird)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for all Others)

CENTER LINK

Removal & Installation

Raise and support vehicle. Remove cotter pins and castle nuts. Using a puller, separate inner tie rod ends, idler
arm and pitman arm from center link. Remove center link from vehicle. To install, reverse removal procedure.
Ensure idler arm stud seal is in place. Lower vehicle. Adjust toe-in.

IDLER ARM

Removal

1. Raise vehicle. Separate center link from idler arm. Remove 2 idler arm mounting bolts. If idler arm
support is disconnected from frame for other work, wire support to idler arm to prevent rotation if
equipped with a threaded type bushing.
2. Idler arm should be replaced when a vertical force of 25 lbs. (11 kg) is applied at center link end of idler
arm, and vertical lash exceeds .13" (3.3 mm).

Installation

To install, reverse removal procedure. On models equipped with threaded bushing, thread idler arm support into
bushing until the distance between the center line of the lower mounting hole on the support and the upper face
of the idler arm is 2.31-2.41" (58.7-61.2 mm). See Fig. 1. Idler arm must freely rotate 90 degrees in both
directions from straight ahead.
Fig. 1: Idler Arm Positioning
Courtesy of GENERAL MOTORS CORP.

PITMAN ARM

Removal & Installation

1. Raise and support vehicle. Mark pitman arm-to-steering shaft for reassembly reference.
2. Remove center link ball joint stud cotter pin and nut. Using a puller, separate center link from pitman
arm. DO NOT hammer on end of puller.
3. Remove pitman arm retaining nut. Using a puller, separate pitman arm from steering gear. To install,
reverse removal procedure.

WHEEL ALIGNMENT
After performing appropriate service procedures, refer to appropriate WHEEL ALIGNMENT
SPECIFICATIONS & PROCEDURES article in the WHEEL ALIGNMENT section as listed below.

WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Cutlass Supreme, Grand Prix,
Lumina & Regal)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Brougham, Caprice, Corvette,
Custom Cruiser & Estate Wagon)
 WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Bonneville, 88, DeVille, Electra,
Fleetwood, LeSabre, Ninety-Eight & Park Avenue)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Seville)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Eldorado, Reatta, Riviera, Toronado
& Trofeo)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for Camaro & Firebird)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES (for all Others)

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Idler Arm-to-Center Link Nut 40 (54)
Idler Arm-to-Frame 60 (81)
Pitman Arm-to-Center Link Nut 40 (54)
Tie Rod End Castle Nut 35-45 (47-61)
Tie Rod End Lock Nut 30 (41)
 SUSPENSION - FRONT

SUSPENSION General Motors Front Suspension

DESCRIPTION
The major suspension components are made of high strength, lightweight, forged, aluminum alloy. A fiberglass
monoleaf spring is mounted transversely below the lower control arms. Pressurized gas (nitrogen) shock
absorbers are mounted between frame shock absorber towers and lower control arms.

Upper control arms have alignment shims for caster and camber adjustments. Tubular steel stabilizer bar is
standard with the option of a solid spring steel stabilizer bar. The hub and bearing assembly are a sealed unit,
eliminating wheel bearing maintenance. An electronic Selective Ride Control (SRC) suspension system is
optional.

NOTE: Following procedures DO NOT apply to vehicles with electronic suspension

systems. For information on electronic suspension systems, see appropriate
article in SUSPENSION.

ADJUSTMENTS
CAMBER, CASTER & TOE-IN

See appropriate article in WHEEL ALIGNMENT.

RIDING HEIGHT

Riding height is nonadjustable. For correct original riding height measurements, see RIDING HEIGHT
SPECIFICATIONS. If riding height of vehicle is not correct, after allowing for tire wear, check frame and
suspension components for wear, bending or metal fatigue. Riding Height is NOT the same as Trim Height
measurement.

FRONT WHEEL BEARINGS

1. Wheel bearings are permanently sealed inside hub assembly and require no service or adjustment. Raise
and support vehicle. Remove front wheels.
2. Move brake pads away from rotor or remove caliper. Install 2 wheel lug nuts to secure rotor to hub.
Mount dial indicator to bottom of steering knuckle. Position dial indicator plunger rod against outside of
wheel bearing, inside hub bore.
3. Grasp rotor at top and bottom, and by pushing and pulling, check for looseness. If looseness
exceeds .005" (.13 mm), replace hub and bearing assembly.

BALL JOINT CHECKING

NOTE: Ensure wheel bearings DO NOT have excessive looseness. See FRONT WHEEL
BEARINGS under ADJUSTMENTS in this article.
Upper Ball Joint

1. Raise vehicle and position jack stands under lower control arms, near each ball joint. Lower vehicle so
weight is on jack stands. Ensure upper control arm bumpers DO NOT contact frame.
2. Mount a dial indicator on shock tower and position plunger rod against the inside of wheel upper rim.
Zero dial indicator. Grasp tire at top and bottom and move in and out. If dial reads more than .125" (3.18
mm), replace ball joint.
3. Check ball joint free with ball joint is disconnected from steering knuckle. If ball joint stud spins in
socket using finger pressure, replace ball joint.

Lower Ball Joint

Wheels must support vehicle to load ball joint. Verify ball joint grease fitting shoulder protrudes from ball joint
cover. If grease fitting shoulder is flush or up inside cover, replace ball joint. See Fig. 1 .

Fig. 1: Checking Lower Ball Joint Wear Indicator

Courtesy of GENERAL MOTORS CORP.

REMOVAL & INSTALLATION

HUB & BEARING ASSEMBLY

NOTE: Wheel bearings are sealed and require no servicing.

Removal
Raise and support vehicle. Remove wheel, brake caliper and rotor. Disconnect speed sensor wire harness
connector and harness bracket assembly from steering knuckle. Mark harness position for reassembly reference.
Remove speed sensor retaining bolt and pull sensor from steering knuckle. Remove hub and bearing assembly
by removing retaining bolts.

Installation

1. To install, reverse removal procedure. Install new hub assembly "O" ring seal in steering knuckle. Install
hub and bearing assembly.
2. Clean speed sensor and reapply Sealer (12345106 ) before reinstalling speed sensor into steering knuckle.
DO NOT install sensor without sealer and "O" ring or damage to anti-lock brake system will result. Speed
sensors does not require gap adjustment. Tighten bolts to specification. See TORQUE
SPECIFICATIONS table at end of this article.

LOWER BALL JOINT

Removal

1. Raise and support vehicle at lower control arms. Remove wheel. Remove ball joint stud cotter pin and
nut. Install Ball Joint Separator (J-33436 ) between upper and lower ball joints with large end of separator
upward.
2. Expand separator to loosen ball joint stud from steering knuckle. Support steering knuckle and remove
separator. Using Ball Joint Press (J-9519-E ), remove lower ball joint from control arm.

Installation

1. Using ball joint press, install new ball joint in control arm. Install ball joint stud into steering knuckle so
that cotter pin can be installed from rear to front of vehicle. Tighten ball joint nut to specification and
install cotter pin. See TORQUE SPECIFICATIONS table.
2. Always tighten ball joint stud nut to align nut slot with stud hole, never loosen nut. Lubricate ball joint
and check wheel alignment.

UPPER BALL JOINT

Removal

1. Raise and support vehicle at lower control arms. Remove wheel. Remove ball joint stud cotter pin and
nut. Install Ball Joint Separator (J-33436 ) between upper and lower ball joints with large end downward.
2. Expand ball joint separator to loosen ball joint stud from steering knuckle. Support steering knuckle and
remove separator. Drill out rivet heads and remove rivets. Remove ball joint.

Installation

1. Install ball joint in upper control arm. Install and tighten retaining bolts with nuts above ball joint. Install
ball joint stud into steering knuckle with cotter pin installed from rear. Tighten ball joint nut to
specification and install cotter pin. See TORQUE SPECIFICATIONS table.
2. Always tighten ball joint stud nut to align nut slot with stud hole, never loosen nut. Lubricate ball joint
 and check wheel alignment.

LOWER CONTROL ARM

Removal

1. Raise and support vehicle on frame rails to allow suspension to hang freely. Remove wheel. Remove
spring protector bracket from end of spring and frame. See Fig. 2 . Compress transverse spring with
Spring Compressor (J-33432 ). See Fig. 3 .
2. Unbolt shock absorber and stabilizer link from lower control arm. Remove speed sensor wire harness
bracket from steering knuckle. Disconnect lower ball from steering knuckle with Ball Joint Separator (J-
33436 ). Remove lower control arm bushing bolts and lower control arm.

Installation

1. To install, reverse removal procedure. See TORQUE SPECIFICATIONS table. Always tighten ball
joint stud nut to align nut slot with stud hole, never loosen nut. Install new cotter pins.
2. Maintain proper suspension trim height while tightening lower control arm bushing bolts and stabilizer
link bolts. See STABILIZER BAR for proper trim height measuring. Check wheel alignment.

Fig. 2: View of Front Spring Assembly

Courtesy of GENERAL MOTORS CORP.
Fig. 3: Compressing Front Spring
Courtesy of GENERAL MOTORS CORP.

UPPER CONTROL ARM

Removal

1. Raise and support vehicle at lower control arm. Remove wheel. Remove wheelwell panel seal and center
panel. Remove shock absorber electrical actuator (if equipped).
2. Separate upper ball joint stud from steering knuckle using Ball Joint Separator (J-33436 ). Loosen upper
control arm retaining bolts. Note number of alignment shims on each retaining bolt between upper control
arm shaft and frame.
3. Remove alignment shims and retain shims for reassembly. Remove upper control arm retaining bolts.
Note location of thick washers on retaining bolts. See Fig. 4 . Remove upper control arm.

Installation

1. To install, reverse removal procedure. Ensure thick washers are properly positioned on retaining bolts.
See Fig. 4 . Ensure alignment shims are in original locations. Tighten bolts to specification.
2. Install ball joint into steering knuckle. Install cotter pin from rear. Tighten ball joint nut to specification
and install cotter pin. See TORQUE SPECIFICATIONS table at end of article.
3. Always tighten ball joint stud nut to align nut slot with stud hole, never loosen nut. Lubricate ball joint
and check wheel alignment.
Fig. 4: Exploded View of Upper Control Arm
Courtesy of GENERAL MOTORS CORP.

STABILIZER BAR

Removal

Disconnect stabilizer bar links at lower control arms. Disconnect stabilizer bar insulator brackets at the frame.
Remove stabilizer bar.

Installation

1. Press end bushings in service stabilizer bar. Loosely install stabilizer bar to frame. Install stabilizer bar
link bolts. Perform following steps to properly tighten bolts while holding suspension at correct trim
height. See Fig. 5 .
2. Trim height is the difference between the center of lower control arm pivot point (bushing) and the lowest
point on lower ball joint housing (not the grease fitting). Trim height must be adjusted to within .25" (6.4
mm) of specification.
3. Proper "Z" Dimension is the average of the high and low measurements. Proper "Z" Dimension is
obtained by lifting front bumper about 1.5" (38.0 mm), gently remove hands and let suspension settle on
its own. Repeat this step twice. Take "Z" measurement. See Fig. 5 .
4. Next, push down on front bumper about 1.5" (38.0 mm), gently remove hands and let suspension rise on
its own. Repeat this step twice. Take "Z" measurement. Proper "Z" Dimension is the average of the high
 and low measurements. Trim height must be within specification. See TRIM HEIGHT
SPECIFICATION table. Check wheel alignment.

TRIM HEIGHT SPECIFICATIONS

Digits 4, 5 & 6 (1) of VIN Code (2) "Z" Dimension In. (mm)

Soft Ride Suspension - FE1

YY2 2.34 (59.4)
YY3 2.61 (66.2)
YY2 (ZR1) 1.79 (45.4)
YY3 (ZR1) 2.13 (54.2)
Heavy Duty Suspension - FE7
YY2 2.13 (54.2)
YY2 (ZR1) 1.69 (43.0)
YZ2 (ZR1 Coupe) 1.72 (43.6)
(1) Digit 4 denotes "Y" body. Digit 5 denotes "Y" for standard series and "Z" for special performance
series coupe. Digit 6 denotes "2" for liftback style (07) or "3" for convertible style (67).
(2) Above dimensions are at curb weight with full gasoline tank.

Fig. 5: Measuring Trim Height

Courtesy of GENERAL MOTORS CORP.

STEERING KNUCKLE

Removal
 1. Raise and support vehicle. Remove wheel, brake caliper and rotor. Disconnect speed sensor wire harness
connector and harness bracket assembly from steering knuckle. Note position of harness for reassembly
reference. Remove speed sensor retaining bolt and pull sensor from steering knuckle.
2. Remove hub and bearing assembly. See HUB & BEARING ASSEMBLY . Disconnect tie rod from
steering knuckle using Tie Rod Puller (J-24319-01 or J-6627-A ). Disconnect upper and lower ball joints
from steering knuckle, using Ball Joint Separator (J-33436 ). Remove steering knuckle.

Installation

1. To install, reverse removal procedure. Clean speed sensor and apply Sealer (Part No. 12345106 ) before
pushing assembly into steering knuckle. DO NOT install sensor without Sealer and sensor "O" ring, or
damage to anti-lock brake system will result. There is no speed sensor gap adjustment. Install ball joint
studs into steering knuckle so cotter pins can be installed from rear vehicle.
2. Tighten ball joint nuts to specification and install cotter pins. Always tighten ball joint stud nut to align
nut slot with stud hole, never loosen nut. Tighten all bolts to specification. See TORQUE
SPECIFICATIONS table. Check wheel alignment.

TRANSVERSE SPRING

CAUTION: DO NOT scratch or use corrosive cleaners, engine degreasers, solvents,

etc. on or near fiberglass front leaf spring. Extensive damage can result.

Removal

1. Raise and support vehicle on frame rails. Remove wheels. Disconnect shock absorbers and stabilizer bar
links from lower control arms. Remove speed sensor wire harness brackets from steering knuckles.
Remove both spring protector brackets. Install and compress spring using Spring Compressor (J-33432 )
and adapters. See Fig. 3 .
2. Using Ball Joint Separator (J-33436 ), disconnect lower ball joints from steering knuckles. Remove spring
retainers. See Fig. 2 . Release and remove spring compressor. With the help of an assistant, pull lower
control arms downward and carefully remove spring. Note and record the position and number of spring
shims for reassembly reference.

Installation

1. To install, reverse removal procedure. Apply Rubber Lubricant (1051717 ) to spring pads. See Fig. 2 .
Ensure spring shims are installed in previous position. See SPRING SHIM REQUIREMENT table
below.
2. With the help of an assistant, pull down on lower control arms while seating spring. Use spring
compressor and install spring retainers and temporarily hand-tighten bolts.

SPRING SHIM REQUIREMENT

Spring Color Code Shims Required
Blue 0
Green 2
 Yellow 1

3. Install ball joints into steering knuckles so cotter pins can be installed from rear to front of vehicle.
Tighten ball joint nuts to specification and install cotter pins. Always tighten ball joint stud nut to align
nut slot with stud hole, never loosen nut. See TORQUE SPECIFICATIONS table.
4. Remove spring compressor and install both spring protector brackets to frame rail. Tighten to
specification. Install speed sensor wire harness bracket to steering knuckle. Install stabilizer bar links and
shock absorbers to lower control arms. Install wheels.
5. Slowly lower vehicle, stopping when suspension is about proper trim height. To set trim height, see
STABILIZER BAR in this article. Tighten all bolts to specification, starting with leaf spring retainer
bolts.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Ball Joint-to-Upper Control Arm Bolt 19 (26)
Ball Joint Stud Nut
Lower 50 (68)
Upper 33 (45)
Hub & Bearing Assembly Mounting Bolt 46 (62)
Lower Control Arm Bushing Bolt (1)82 (111)
Shock Absorber Mounting Bolt 19 (26)
Spindle Rod Bearing Nut 187 (253)
Spring Protector Bracket Nut 18 (24)
Spring Retaining Nut (1) 48 (65)
Stabilizer Bar
Insulator Bracket Bolt (1) 40 (54)
Link Bolt (1)
35 (47)
Tie Rod-to-Steering Knuckle Nut 33 (45)
Upper Control Arm Retaining Bolt 37 (51)
Wheel Lug Nut 100 (136)
INCH Lbs. (N.m)
Speed Sensor Retaining Nut 86 (9.7)
(1) Tighten with vehicle at proper trim height.
 SUSPENSION - REAR

SUSPENSION General Motors Rear Suspension

DESCRIPTION
Each wheel is mounted to a 5-link independent rear suspension, composed of a drive shaft, camber control
knuckle support rod, upper and lower control arms and tie rod. A fiberglass transverse mounted spring is
attached to the differential carrier beam. These components along with the aluminum knuckles, differential
carrier beam and driveline support beam form the rear suspension.

ADJUSTMENTS
CAMBER & TOE-IN

See ALIGNMENT SPECIFICATIONS article.

RIDING HEIGHT

See REAR KNUCKLE in this article, and RIDING HEIGHT SPECIFICATIONS in WHEEL ALIGNMENT.

REAR WHEEL BEARINGS

Rear hub and wheel bearings are a sealed unit which require no adjustment. Replace hub and bearing assembly
if end play is more than .005" (.127 mm).

REMOVAL & INSTALLATION

REAR HUB & WHEEL BEARINGS

CAUTION: Use frame contact hoist to raise vehicle so that suspension hangs freely.
DO NOT allow vehicle to rest on tires or be moved until spindle nut is
properly tightened.

Removal

Raise and support vehicle. Remove wheel and tire. Remove speed sensor. Use care not to damage speed sensor.
Remove brake caliper and rotor. Remove hub assembly mounting bolts. Remove cotter pin, retainer, spindle nut
and washer. See Fig. 1 . Remove hub assembly.
Fig. 1: Rear Hub & Bearing
Courtesy of GENERAL MOTORS CORP.

Installation

To install, reverse removal procedure. Replace spindle seal. Replace spindle washer if necessary. Flat side of
washer should be seated against shoulder of bearing on yoke spindle. Lip of washer should face spindle splines.
Tighten bolts to specification. See TORQUE SPECIFICATIONS table at end of article.

REAR WHEEL SPINDLE

CAUTION: Use frame contact hoist to raise vehicle so that suspension hangs freely.
Do not allow vehicle to rest on tires or be moved until spindle nut is
properly tightened.

Removal

1. Raise and support vehicle. Remove wheel and tire. Remove speed sensor and bracket. Use care not to
damage speed sensor. Use Spring Compressor (J-33432 ) to compress transverse spring. Disconnect
transverse spring from knuckle. See Fig. 2 . Remove cotter pin, retainer, spindle nut and washer. See Fig.
1.
 Fig. 2: Spring-to-Knuckle Components
Courtesy of GENERAL MOTORS CORP.

2. Disconnect tie rod end from knuckle. Scribe mark cam bolt and knuckle for realignment. See Fig. 3 .
Remove cam bolt and separate knuckle support rod from carrier mounting bracket.
 Fig. 3: Knuckle Support Rod
Courtesy of GENERAL MOTORS CORP.

3. Remove driveshaft retaining straps at spindle yoke and side gear yoke. Move knuckle outward and
remove driveshaft from spindle yoke. Remove spindle from hub.

Installation

To install, reverse removal procedure. Replace spindle seal. Replace spindle washer if necessary. Flat side of
washer should be seated against shoulder of bearing on yoke spindle. Lip of washer should face spindle splines.
Tighten bolts to specification. See TORQUE SPECIFICATIONS table at end of article. Check and adjust rear
suspension alignment. See appropriate article in WHEEL ALIGNMENT.

REAR KNUCKLE

Removal

1. Raise and support vehicle. Remove wheel and tire. Remove speed sensor. Use care not to damage speed
sensor. Remove brake caliper and rotor. Use Spring Compressor (J-33432 ) to compress transverse
spring. Disconnect transverse spring from knuckle. See Fig. 2 . Remove cotter pin, retainer, spindle nut
and washer. See Fig. 1 .
 2. Remove hub and bearing. See REAR HUB & WHEEL BEARINGS in this article. Disconnect stabilizer
bar, tie rod end and shock absorber from knuckle. Disconnect knuckle support rod. Disconnect upper and
lower control arms from knuckle. See Fig. 3 and Fig. 4 . Lower knuckle assembly and slide knuckle from
spindle.

Fig. 4: Control Arm Assembly

Courtesy of GENERAL MOTORS CORP.

Installation

1. To install, reverse removal procedure. Install new spindle seal. Tighten bolts to specification. The knuckle
support rod, upper and lower control arms and stabilizer bar retaining bolts must be tightened to
specification with vehicle at proper "D" trim height. See Fig. 5 .
 Fig. 5: Determining "D" Trim Height
Courtesy of GENERAL MOTORS CORP.

2. Trim height "D" is measured between centers of outer end of knuckle support rod and inner end of
knuckle support rod. See "D" TRIM HEIGHT SPECIFICATIONS table. Check and adjust rear wheel
alignment. See appropriate article in WHEEL ALIGNMENT.

"D" TRIM HEIGHT SPECIFICATIONS (1)

VIN Suspension Height In. (mm)
1G1YY07 FE1 1.94-2.44 (49.2-62.0)
1G1YY07 (2) FE7 1.75-2.25 (44.4-57.2)
1G1YY67 FE1 2.23-2.73 (56.5-69.3)
(1) P275-40ZR17 tires at recommended pressure and load.

(2) Heavy duty suspension.

REAR TRANSVERSE SPRING

CAUTION: Vehicle must be raised allowing suspension to hang freely. DO NOT use
degreasers, solvents, etc. on or near fiberglass rear spring. Use care in
handling to prevent scratching or other damage to spring.
Removal

1. Raise and support vehicle. Remove one wheel. Use Spring Compressor (J-33432 ) to compress transverse
spring. Remove cotter pins, retaining nuts, insulators and transverse spring-to-knuckle link bolt. See Fig.
2.
2. Release and remove spring compressor. Remove transverse spring anchor plate bolts, spacers, insulators
and transverse spring from differential carrier. See Fig. 6 . Note shim and spacer location.

Fig. 6: Spring-to-Carrier Beam

Courtesy of GENERAL MOTORS CORP.

Installation

1. Determine proper spacers, number used and location according to spring color code. See SPRING
SPACER SPECIFICATIONS table. Position spring spacers, insulators, and anchor plate onto the
differential carrier.
2. Install anchor plate bolts and tighten to specification. Use Spring Compressor (J-33432 ) to compress
transverse spring. Position transverse spring to knuckle. Install spring-to-knuckle link bolt, bushings,
retaining nuts and cotter pins. Tighten bolts to specification. See TORQUE SPECIFICATIONS table at
end of article.
NOTE: DO NOT add extra spacers to raise trim height. Extra spacers will overstress
fiberglass spring.

SPRING SPACER SPECIFICATIONS

Spring Color Code Spacer Part No. No. Used Spacer Location
Base (FE1)
Yellow 14044572 1 Above Spring
Yellow 14048950 1 Below Spring
Yellow 14044572 1 Below Spring
Green 14044572 1 Above Spring
Green 14048950 1 Above Spring
Green 14044572 1 Below Spring
Opt. (FE7 & Perf.)
Yellow 14084056 1 Above Spring
Yellow 14048950 2 Below Spring
Green 14084056 1 Above Spring
Green 14048950 1 Above Spring
Green 14048950 1 Below Spring
Convertible
Yellow 14044572 2 Above Spring
Yellow 14093185 1 Above Spring
Yellow 14084056 1 Below Spring

KNUCKLE SUPPORT ROD

Removal

Raise and support vehicle. Scribe mark on cam bolt and mounting bracket for reassembly reference. See Fig. 3 .
Remove cam bolt. Separate knuckle support rod from mounting bracket. Remove knuckle support rod bolt at
knuckle. Remove knuckle support rod.

Installation

To install, reverse removal procedure. Tighten bolts to specification. See TORQUE SPECIFICATIONS table
at end of article. Bolt located at the knuckle must be tightened at proper "D" trim height. See REAR
KNUCKLE installation steps 1) and 2) in this article (use jack stands as necessary). Check and adjust rear
wheel alignment. See appropriate article in WHEEL ALIGNMENT.

UPPER & LOWER CONTROL ARMS

WARNING: Vehicle must be raised, allowing suspension to hang freely. Failure to do

so will leave transverse spring in loaded state, and if released, could
result in injury.
Removal

Raise and support vehicle. Support suspension with jack stands. Remove control arm bolt at knuckle. Remove
control arm bolt at body bracket. Remove control arm. See Fig. 4 . Do not allow suspension to move below
rebound.

Installation

To install, reverse removal procedure. Tighten all bolts to specification. See TORQUE SPECIFICATIONS
table at end of article. The control arm bolts at the knuckle must be tightened at the proper "D" trim height. See
REAR KNUCKLE installation steps 1) and 2) in this article.

REAR SHOCK ABSORBER

WARNING: Shock absorbers may use oil and gas under high pressure. To avoid
personal injury, due to explosion, DO NOT apply heat or fire to shock
absorbers.

Removal

Raise and support vehicle. Support knuckle with jack stand. Disconnect shock absorber at knuckle. Remove
upper shock absorber retaining bolt(s). Remove actuator retaining clip, actuator (if equipped), and shock
absorber.

Installation

To install, reverse removal procedure. Tighten retaining nuts to specification. See TORQUE
SPECIFICATIONS table at end of article.

REAR AXLE TIE ROD

Removal

Raise and support vehicle. Loosen tie rod adjustment lock nut. Remove cotter pin and retaining nut from tie rod
end at knuckle. Using Linkage Puller (J-24319-01 ), remove tie rod end from knuckle. Remove bolts and tie rod
assembly from differential carrier beam. See Fig. 7 .

Installation

To install, reverse removal procedure. Tighten bolts to specification. See TORQUE SPECIFICATIONS table
at end of article. Check and adjust rear suspension alignment.
Fig. 7: Tie Rod Assembly
Courtesy of GENERAL MOTORS CORP.

STABILIZER BAR

Removal

Raise and support vehicle. Remove rear wheels. Remove spare tire and carrier. Loosen stabilizer bar link
bracket nuts. Disconnect stabilizer bar from knuckles. Remove nuts securing fuel tank straps to stabilizer
bushing retainers. Remove stabilizer bar bushing retainers, and stabilizer bar from vehicle. See Fig. 8 .
Fig. 8: Rear Stabilizer Bar Assembly
Courtesy of GENERAL MOTORS CORP.

Installation

To install, reverse removal procedure. Bolt located at the knuckle must be tightened at proper "D" trim height.
See steps 1) and 2) of REAR KNUCKLE in this article. Tighten retaining nuts to specification. See TORQUE
SPECIFICATIONS table at end of article. Check and adjust rear wheel alignment. See appropriate article in
WHEEL ALIGNMENT.

DRIVELINE SUPPORT

Removal

1. Raise and support vehicle. On convertible models, remove underbody braces.

2. On all models, remove clamp securing converter air injection pipe to crossover pipe. Remove clamp
securing end of air injection pipe to converter. Remove check valve from air injection pipe.
3. Support exhaust system. Remove O2 sensor. Remove crossover pipe flange. Remove crossover pipe front
and rear hangers. Remove mufflers. Remove exhaust system.
4. Support transmission. Scribe mark drive shaft to pinion yoke for reassembly reference. Remove rear drive
shaft retainers. Slide yoke from transmission and remove drive shaft. Remove driveline support nuts and
bolts. Remove driveline support from vehicle. See Fig. 9 .
Fig. 9: Driveline Support Components
Courtesy of GENERAL MOTORS CORP.

Installation

1. To install, reverse removal procedure. Align drive shaft scribe marks. To ensure proper driveline
alignment, a clearance of 1.52"-2.02" (39-51 mm) must exist between top of support and the underbody.
2. A clearance of .85"-1.35" (22-34 mm) must exist from the passenger's side of the support to the side wall.
Measurements should be obtained directly above and to the right of drive shaft front yoke. Apply sealant
to mating surfaces of the transmission extension housing, differential carrier and support. Tighten bolts to
specification. See TORQUE SPECIFICATIONS table at end of article.

DIFFERENTIAL CARRIER BEAM BUSHINGS

WARNING: Vehicle must be raised, allowing suspension to hang freely. Failure to do

so will leave transverse spring in loaded state, and if released, could
result in injury.

Removal

1. Raise and support vehicle. Remove spare tire and carrier. On convertible models, remove underbody
upper and lower braces.
2. On all models, remove clamp securing converter air injection pipe to crossover pipe. Remove clamp
securing end of air injection pipe to converter. Remove check valve from air injection pipe.
3. Support exhaust system. Remove O2 sensor. Remove crossover pipe flange. Remove crossover pipe front
and rear hangers. Remove mufflers. Remove exhaust system.
4. Remove transverse spring. See REAR TRANSVERSE SPRING in this article. Scribe alignment marks
on cam bolts and mounting bracket for reassembly reference. Remove cam bolts and mounting bracket.
5. Disconnect tie rod ends at knuckles using Linkage Puller (J-24319-01 ). Remove drive shafts from
spindle yokes. Push wheel assemblies outward so drive shafts can be removed. Scribe mark on drive shaft
and axle yoke for reassembly reference. Disconnect drive shaft and slide forward into transmission.
6. Support transmission. Remove differential carrier beam-to-frame retaining bolts. Remove driveline
support retaining bolts at front of differential. Remove differential carrier assembly.
7. Install Receiver (J-34197-1 ), bolt, bearing and washer on flanged side of bushing (rear side). See Fig.
10 . Install Bushing Remover (J-34197-3 ) over bolt until fully seated on front side of bushing. Install
Long Nut (J-34197-5 ) on bolt. While holding long nut, tighten bolt until bushing is removed. See Fig.
10 .
Fig. 10: Removing & Installing Differential Carrier Beam Bushings
Courtesy of GENERAL MOTORS CORP.

Installation

1. Install bolt, bearing and washer on Bushing Installer (J-34197-2 ). Install assembly on flanged side of
bushing. Install assembly on rear side of differential carrier beam. See Fig. 10 .
2. Install Receiver (J-34197-1 ) on the bolt. Install Long Nut (J-34197-5 ) on bolt. While holding long nut,
tighten bolt until bushing is even with differential carrier beam surface.
 3. To install, reverse removal procedure for remaining components. Ensure scribe marks are aligned on
drive shaft. Check and adjust rear wheel alignment. See appropriate article in WHEEL ALIGNMENT.
Ensure proper clearance is maintained on driveline support. See DRIVELINE SUPPORT installation
steps in this article. Tighten bolts to specification. See TORQUE SPECIFICATIONS table at end of
article.

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Cam Bolt-to-Support Rod 187 (254)
Control Rod-to-Body Bracket Bolt (1) 63 (85)
Control Rod-to-Knuckle Nut (1) 140 (190)
Differential Carrier Beam-to-Body Bolt 60 (80)
Hub-to-Knuckle Bolt 66 (90)
Jounce Bumper-to-Body Nut 26 (35)
Knuckle Support Rod Bracket-to-Differential Carrier 63 (85)
Bolt
Knuckle Support Rod-to-Knuckle Bolt (1) 107 (145)
Shock Absorber Stud-to-Knuckle Nut 61 (83)
Shock Absorber Bracket-to-Body Bolt 22 (30)
Shock Absorber Upper Mounting Nut 19 (26)
Spindle-to-Hub Nut 186 (253)
Stabilizer Bar-to-Body Bolt 18 (24)
Stabilizer Link Bracket-to-Knuckle Bolt 18 (24)
Stabilizer Link-to-Bracket & Bar Bolt (1) 35 (47)
Support Beam-to-Differential Carrier Bolt 60 (80)
Support Beam-to-Transmission Bolt 37 (51)
Tie Rod Adjustment Lock Nut 46 (63)
Tie Rod End-to-Knuckle Nut 37 (50)
Tie Rod Housing-to-Differential Carrier Beam Bolt 55 (75)
Transverse Spring-to-Differential Carrier Beam Bolt 37 (51)
Universal Joint Retaining Strap Bolts (All) 26 (35)
(1) Tighten with vehicle at proper "D" trim height.
 SUSPENSION - SELECTIVE RIDE CONTROL

SUSPENSION General Motors Electronic Selective Ride Control

DESCRIPTION
The Corvette FX3 Selective Ride Control (SRC) system uses electronically operated actuators to adjust
suspension dampening characteristics. The system is operated by a control switch that allows the driver to
manually select the desired shock absorber dampening.

The shock absorbers are installed identically as standard equipment shock absorbers. Electronic actuators,
positioned on top of each shock absorber, are operated by commands received from the SRC control module,
located in the storage compartment behind driver's seat. The SRC control module is activated by a manually
controlled switch located on the floor console.
Fig. 1: Corvette FX3 Shock Absorber & Actuator Assembly
Courtesy of GENERAL MOTORS CORP.

OPERATION
The system uses gas-charged shock absorbers with an actuator operated control shaft that is integral with the
shock absorber. The actuator/control shaft rod, which has a range of 160 degrees, adjusts dampening by rotating
to switch oil passage orifices. Sensors provide feedback to the SRC control module so that system operation is
continuously monitored. If a failure in the system is detected, the SERVICE RIDE CONTROL light will
illuminate.

DIAGNOSIS
Trouble codes are stored in the SRC control module and can be retrieved by grounding terminal "C" of the
Assembly Line Diagnostic Link (ALDL). The vehicle must be stopped with ignition in the "RUN" position with
engine OFF.

Trouble codes are transmitted through the SERVICE RIDE CONTROL light. The light flashes a programmed
sequence, representing a number between 12 and 43. Code 12 is given first to indicate that the system is in
diagnostic mode and that trouble codes (if any) will follow.

To display code 12, the SERVICE RIDE CONTROL light will flash for .4 seconds and pause for 1.2 seconds
before flashing .4 seconds twice. After a 3.2 second pause, the sequence will repeat until the code has been
given a total of 3 times.

When code 12 is the only display given, the system has recorded no faults. If no codes are given, proceed
directly to TEST D . To clear trouble codes, ground terminal "C" of ALDL connector for 2 seconds, remove
ground, then repeat procedure twice more to complete sequence.

TROUBLE CODE DEFINITION

TROUBLE CODE DEFINITION

Code Definition
12 Start of code sequence
13 Left rear in-operative
14 Right front in-operative
21 Left front in-operative
22 Right rear in-operative
23 (1) Loss
of speed signal
31 Left front out of position
32 Right front out of position
33 Left rear out of position
34 Right rear out of position
41 SRC Switch shorted to battery voltage
42
 (2) SRC Switch
open contacts
43 SRC Switch open circuit
(1) Code 23 will set if ignition switch is cycled ON/OFF 3 or more times without driving vehicle. SRC
Light will go out when vehicle is driven.
(2) Code 42 will set if SRC Switch is not in one of the 3 detent positions.

TEST A - CODES 13, 14, 21, 22

Actuator Input Test

1. Verify ignition switch is off. Disconnect suspected actuator from shock unit. Observe actuator gear as the
ignition switch is turned to the "RUN" position. If actuator gear does not turn, proceed to step 5). If the
actuator gear turns both directions, proceed to step 3).
2. If the actuator gear turns only one direction, rotate shaft with your fingers. If shaft turns easily with light
friction, replace SRC control module. If shaft does not turn easily, replace shock absorber.
3. If the actuator gear turned both directions in step 1), disconnect actuator wire harness connector and
connect DVOM (12-volt scale) probes to (1 ) terminal "E" and ground, (2 ) terminal "E" and terminal "A"
and to terminal "D" and terminal "A".
4. DVOM should register 5 volts at each position. If 5 volts are not read, check and clean wire connectors.
Check wire harness between actuator and SRC control module for open or short circuit. If no faults are
found, replace SRC control module.
5. If the actuator gear did not turn both directions in step 1), turn ignition off. Disconnect wire harness
connector and attach test light probes between terminals "B" and "C".
6. Turn ignition to the "RUN" position. If light glows briefly, replace actuator. If light remains off, check
wire harness for open or short circuit. If no faults are found, replace control module.

TEST B - CODES 31, 32, 33, 34

Actuator Visual Inspection

1. Verify malfunctioning actuator is securely attached. If not, inspect components for excessive wear or
damage. Repair or replace parts as necessary. If no problems are found, clean and reassemble
components. Clear trouble codes and retest.
2. If actuator was securely attached in step 1), remove and turn shock absorber spline gear by hand. If spline
gear can be rotated 1/2 turn, replace actuator. If spline gear cannot be rotated, replace shock absorber.

TEST C - CODES 41, 42, 43

Selective Ride Switch Test

1. With Selective Ride Switch in PERF position and ignition off, disconnect switch connector and apply
DVOM (ohmmeter) probes between switch terminals "A" (Tan/White) and "B" (Pink/Black). Resistance
should measure 250-350 ohms. If not, replace switch.
2. If resistance is okay, turn ignition to the RUN position with engine OFF, and measure voltage between
 terminal "A" (Tan/White) and ground terminal "D" (Black) of switch harness connector. If voltage is
NOT approximately 5 volts, check Tan/White wire for open or short to ground. If no faults are found,
replace SRC module.
3. If voltage was about 5 volts in step 2), using DVOM, measure voltage between Terminal
"A" (Tan/White) and Terminal "B" (Pink/Black) of switch harness connector. If voltage is about 5 volts,
replace SRC module. If voltage is NOT about 5 volts, check Pink/Black wire for an open. If no faults are
found, replace SRC module.

TEST D

Trouble Codes Cannot Be Read

1. Remove SRC module connector and turn ignition switch to the RUN position with engine OFF. With
DVOM on 12-volt scale, measure voltage between harness connector terminal C16 (Dark Blue/White)
and ground. If no voltage is indicated, check for blown SIR fuse or open in Dark Blue/White wire circuit.
2. If voltage is present in step 1), measure voltage between terminal D16 (Black) and C16 (Dark
Blue/White) of SRC module connector. If no voltage is indicated, check for open in Black/White ground
wire from SRC module.
3. If voltage is present in step 2), measure voltage between harness connector terminals D16 (Black/White)
and D6 (Brown/Yellow). If no voltage is indicated, check for open in SERVICE RIDE CONTROL
indicator bulb or in Brown/Yellow wire circuit. If no fault is found, repair/replace Driver Information
Center (DIC) Circuit Board.
4. If voltage is present in step 3), turn ignition OFF and using DVOM (ohmmeter), check for continuity
between terminal "C" (Light Green) of ALDL connector and terminal C8 (Light Green) of SRC module
harness connector. If there is NO continuity, check for open in Light Green wire from ALDL. If there is
continuity, replace SRC module.

REMOVAL & INSTALLATION

SHOCK ABSORBER ACTUATORS

Removal (Front & Rear)

Remove negative battery cable. Remove actuator retainer clip and cup assembly. Remove wire harness clip
from wheelwell panel (if necessary). Note position of actuator electrical connector for installation reference and
remove connector. Remove actuator.

Installation

When installing the actuator, maintain .315" (8.0 mm) clearance between wheelwell panel and actuator wire
harness. DO NOT force actuator onto retainer. Very little effort is required to seat actuator. A "click" should be
heard or felt upon proper engagement of actuator. Reverse removal procedure to complete installation.

SRC CONTROL MODULE

Removal
Remove negative battery cable. Lift left side of rear floor compartment tray. Remove upper insulator. Remove
SRC control module mounting screws and lift unit away from retaining clips. Remove module wire connector
and remove SRC control module.

Fig. 2: Selective Ride Control Module Location

Courtesy of GENERAL MOTORS CORP.

Installation

Reverse removal procedure to complete installation. Tighten mounting screws to 22 INCH lbs. (2.5 N.m).

WIRING DIAGRAM
Fig. 3: Selective Ride Control Wiring Diagram
Courtesy of GENERAL MOTORS CORP.
 TAILGATE & TRUNK RELEASE

ACCESSORIES & SAFETY EQUIPMENT General Motors Tailgate & Trunk Release

DESCRIPTION & OPERATION

The electric trunk release system consists primarily of a release button in the glove box and a release solenoid in
the trunk. On some models, additional components are included in the system.

On some models, ignition switch must be in RUN position before system will operate. On some models,
parking brake must be applied (manual transmission) or transmission must be in Park (automatic transmission).

Pressing release button energizes the release solenoid, unlatching the trunk lid. Station wagon models have an
electric tailgate release similar to trunk release.

Some models have an additional power trunk pull-down unit that closes trunk lid when it is lowered. A
permanent magnet reversible motor pulls the striker down, locking trunk lid in a fully closed position. When
release solenoid is activated, the motor reverses and allows trunk lid to rise.

ADJUSTMENT
LOCK ASSEMBLY ADJUSTMENT

Ensure trunk lid is properly aligned. Loosen lock assembly bolts on trunk lid, move lock to desired position and
tighten bolts.

TROUBLE SHOOTING
NOTE: Not all models are equipped with power trunk pull-down.

TRUNK WON'T OPEN WITH PANEL SWITCH, BUT OPENS WITH KEY SWITCH

Open or short between switch and fuse block. Open or short in wire between switch and solenoid. Defective
switch or lock solenoid.

TRUNK CLOSING UNIT INOPERATIVE

Open circuit in closing unit to fuse block feed wire. Defective switch or motor. Open circuit in switch wiring.

CLOSING UNIT DOES NOT CYCLE TRUNK UP

Switch tap plunger binding or out of position.

CLOSING UNIT DOES NOT CYCLE TRUNK DOWN

Switch contact not touching shaft of striker assembly. Foreign matter on lock striker, lock hook surface or
between contact blade and striker shaft.

TRUNK UNIT CYCLES UP & DOWN CONTINUOUSLY

Defective switch assembly. Internal contacts binding. Switch tap button binding.

CLOSING UNIT DOES NOT FULLY CLOSE TRUNK

Defective switch. Intermittent ground through striker and lock hook. Incorrectly positioned striker or lock hook.

TRUNK CLOSING UNIT RAISES STRIKER TOO HIGH

Arm of cycle cutout switch incorrectly positioned; broken or missing tab on striker shaft.

TESTING
TRUNK RELEASE SOLENOID

If solenoid will not release, check power at solenoid with release button pressed. If power is not present, check
for power at switch in glove compartment. If power is present at solenoid, ensure ground connection is good. If
still inoperative, replace solenoid.

REMOVAL & INSTALLATION

TRUNK SOLENOID

Open trunk lid. Remove trunk lock attaching bolts. Disconnect electrical connector and remove bolts attaching
solenoid to lock. Remove solenoid and lock. To install, reverse removal procedure. Check operation.

PULL-DOWN UNIT

Open trunk lid and remove pull-down unit trim cover. Disconnect wiring and remove pull-down unit. To install,
reverse removal procedure. Check operation.

WIRING DIAGRAMS
See appropriate chassis wiring diagram in WIRING DIAGRAMS.
 AUTOMATIC TRANSMISSIONS

General Motors Torque Converter Clutch Diagnosis

APPLICATIONS
THM 200-4R APPLICATIONS (1989)
Manufacturer Model Engine
Pontiac Firebird 3.8L

THM 4L60 APPLICATION (1989)

Manufacturer Model Engine
Chevrolet Camaro 2.8L, 5.0L, 5.7L
Chevrolet Corvette 5.7L
Pontiac Firebird 2.8L, 5.0L, 5.7L

THM 4L60 APPLICATION (1990)

Manufacturer Model Engine
Chevrolet Camaro 3.1L, 5.0L, 5.7L
Chevrolet Corvette 5.7L
Pontiac Firebird 3.1L, 5.0L, 5.7L

NOTE: This article contains test charts that are part of General Motors Computerized
Engine Controls. Only those charts required to test Torque Converter Clutch
(TCC) system and related circuits are included. Other diagnostic codes may
appear while performing TCC electrical diagnosis. For complete information on
General Motors Computerized Engine Control systems see appropriate
COMPUTERIZED ENGINE CONTROLS article in ENGINE PERFORMANCE
section.

DESCRIPTION
OVERVIEW

The Torque Converter Clutch (TCC) assembly consists of a 3-element torque converter with the addition of a
converter clutch. The converter clutch is an internal mechanism with friction material attached to front face. It is
splined to the turbine assembly in converter.

The purpose of the torque converter clutch feature is to eliminate power loss due to slippage when vehicle is
cruising. This allows the convenience of an automatic transmission and the fuel economy of a manual
transmission.

When the TCC solenoid ground circuit is completed by the Electronic Control Module (ECM), the torque
converter clutch is applied, resulting in a direct mechanical coupling between engine and transmission. When
TCC solenoid is deactivated, the torque converter clutch is released, allowing torque converter clutch to operate
in a conventional manner.

TCC CONTROL COMPONENTS

The following components are used to engage/disengage torque converter clutch. Not all components will be
present on all vehicles.

Brake Switch

Power from ignition switch passes through brake switch to TCC solenoid. When brake pedal is depressed with
TCC engaged, power to TCC solenoid is interrupted, releasing converter clutch and preventing engine from
stalling.
Fig. 1: Torque Converter Assembly With TCC
Courtesy of GENERAL MOTORS CORP.

Coolant Temperature Sensor

This sensor provides ECM with engine coolant temperature information. ECM will not allow TCC operation
until signal from this sensor indicates coolant temperature greater than 130-150°F (55-65°C).

Electronic Control Module (ECM)

To determine application of torque converter clutch, ECM receives and processes information from various
input devices. On the most sophisticated vehicles, these devices may include the vehicle speed sensor, coolant
temperature sensor, throttle position sensor, 3rd or 4th gear switch and brake switch. The ECM controls
application of torque converter clutch by providing a ground circuit for the TCC solenoid circuit.

TCC Solenoid Assembly

Energized by ECM to redirect transmission fluid to the converter clutch apply valve in the auxiliary control
valve assembly.

Throttle Position Sensor (TPS)

Provides ECM with throttle position information. TCC operation is prevented when throttle position signal is
less than a specified value.

Vacuum Sensor

Sends engine vacuum (load) information to ECM.

Vehicle Speed Sensor (VSS)

This sensor sends vehicle speed information to ECM. Vehicle speed must be greater than a certain value before
TCC can be applied. Two types of speed sensor are used. A light emitting diode type is used in the instrument
cluster on some models. Other models use a Permanent Magnet (PM) generator mounted in the transmission.

3rd & 4th Gear Switch

When open, 3rd and 4th gear switches prevent TCC operation. Switch status may be monitored by ECM, or
switch may be an integral portion (series circuit) of TCC solenoid power supply.

TROUBLE SHOOTING

NOTE: Every diagnosis of automatic transmission problems should begin with a check
of the transmission fluid and linkage. Most of the following conditions can be
caused by one or more of the following factors: (1) Incorrect fluid level, (2)
Contaminated fluid, (3) Improperly adjusted linkage, or (4) Damaged or worn
linkage. When diagnosing Converter Clutch problems, ensure engine and
vacuum systems are in perfect operating order.

NO CONVERTER CLUTCH APPLY

Problem in Electronic Control Module

Verify Electronic Control Module (ECM) operation. See appropriate CHART C-8 in this article.

Electrical Problems

Voltage not reaching transmission. Ensure 12 volts reach transmission to engage solenoid.
 Ground inside transmission. Ensure solenoid is not grounded inside case.
Defective connector, wiring harness, or solenoid. Check and repair or replace as required. Defective
pressure switch (if equipped). Check and replace pressure switch as required.
3rd and 4th gear switch inoperative. Check and replace switch(es) as required.

Valve Body Assembly

Sticking converter clutch shift and/or apply valve. Clean, service and/or replace valve body as required.
Sticking throttle valve. Clean, service and/or replace valve body as required.
Inspect valve body and service as required.

Oil Pump Assembly

Orifice plugged for converter signal oil in pump. Clean and inspect orifice for blockage.
Solenoid "O" ring damaged or missing. Check and replace "O" ring.
Oil pump wear plate or gasket mispositioned or damaged. Check and replace wear plate or gasket.
Improper torque on oil pump-to-converter housing bolts. Tighten bolts to specifications.
Turbine shaft seals damaged. Check and replace seals.
Orifice cup plug omitted form cooler in passage. Check and install plug.
Check and replace converter clutch blow-off check ball if not seated or if damaged. Check and replace
torque converter clutch accumulator piston or seal if damaged.

CONVERTER CLUTCH APPLY SLIPS, ROUGH OR SHUDDERS

Converter clutch pressure plate faulty. Check plate for damage and service as required.
Damaged or missing check ball in end of turbine shaft. Check and replace turbine shaft, if required.
Converter clutch regulator valve stuck. Clean, service and/or replace valve body as required.
Converter clutch accumulator piston or seal damaged. Check and service as required.
Channel plate seals damaged or missing. Check and service as required.

CONVERTER CLUTCH DOES NOT RELEASE

Solenoid does not exhaust. Verify Electronic Control Module operation. See appropriate CHART C-8 in
this article.
Converter clutch apply valve stuck. Clean, service and/or replace valve body as required.
Check damaged converter. Replace torque converter.
Cup plug missing from pump release passage. Check and replace plug or pump assembly.
Turbine shaft end seal damaged or missing. Check and replace end seal or turbine shaft as required.
Hole not drilled through turbine shaft. Replace turbine shaft.

TESTING & DIAGNOSIS

DIAGNOSTIC TOOLS

Diagnosis of the TCC system may be performed by following the appropriate C-8 chart for the
transmission/engine application in question. When utilizing these charts, specific tools which may be required
are a tachometer, test light, ohmmeter, digital voltmeter with 10-megohm input impedance (minimum), and 6
jumper wires 6" long (1 wire with female connectors at both ends; 1 wire with male connector at both ends; 4
wires with male and female connectors at opposite ends). A test light, rather than a voltmeter, must be used
when indicated by a diagnostic chart(s).

NOTE: In the diagnostic and trouble code charts, special "Scan" testers are referred to
(and recommended) by the manufacturer to read data parameters and check
voltages in the system.

RETRIEVING TROUBLE CODES

The ECM stores component failure information under a related trouble code which can be recalled later for
diagnosis and repair. When recalled, these codes can be displayed on a "Scan" tester, or by entering diagnostic
mode and observing flashes of the "CHECK ENGINE" or "SERVICE ENGINE SOON" light. It is NOT
necessary to enter diagnostic mode to use TCC test chart(s); however, it will be necessary to enter ECM
diagnostic mode to verify the presence of any codes.

NOTE: Even when using a "Scan" tester, it is recommended that the diagnostic mode
be accessed in advance to verify the computer's ability to self-diagnose.

Entering ECM Diagnostic Mode

1. To enter diagnostic mode, turn ignition on but do not start engine. "CHECK ENGINE" or "SERVICE
ENGINE SOON" light should glow. Locate Assembly Line Diagnostic Link (ALDL) connector attached
to ECM wiring harness under instrument panel. Insert jumper wire across diagnostic mode "test" terminal
"B" and ground terminal "A". See Fig. 2.

CAUTION: Inserting spade lug in terminals of ALDL connector grounds "test"

terminal lead. Do not ground ALDL connector until after ignition is
on.
 Fig. 2: ALDL Diagnostic Terminal Locations
Courtesy of GENERAL MOTORS CORP.

2. "CHECK ENGINE" or "SERVICE ENGINE SOON" light should flash Code 12 ("FLASH", pause,
"FLASH", "FLASH") followed by a longer pause. Trouble Code 12 will be repeated 3 more times, then if
any trouble codes are stored in the ECM memory, they will be displayed in the same manner.
3. Trouble codes will be displayed from lowest to highest numbered codes (3 times each) and be repeated as
long as the "test" terminal of the ALDL connector is grounded.
4. To exit diagnostic mode, remove jumper wire from ALDL connector and turn ignition off.

NOTE: If Code 12 is not flashed when the ALDL diagnostic "test" terminal is grounded,
information received by a "Scan" tester on the serial data line may not be
accurate. For complete testing of the ECM's diagnostic circuit, see appropriate
COMPUTERIZED ENGINE CONTROLS article in ENGINE PERFORMANCE
section.

CLEARING TROUBLE CODES

Trouble codes are cleared by removing battery voltage form ECM for at least 10 seconds. Ensure that "test"
terminal is not grounded. Turn ignition off and remove ECM fuse from fuse block for 10 seconds and then
reinsert it. Another way of removing battery voltage is to disconnect the battery positive cable (or pigtail) from
the battery for 10 seconds and then reconnect it. In either case, ensure the ignition switch is in the "OFF"
position before removing battery voltage. Otherwise, a voltage spike could occur and damage the ECM.

OUTPUT DISPLAYS

When trouble shooting a malfunction, the ECM and BCM output cycling can be used to determine if output
tests can be actuated regardless of the inputs and normal program instructions. Once a test in outputs is selected,
except for ECM IAC, the test will display "HI" or "LO" for 3 seconds in each state to indicate the command and
output terminal voltage. When ECM output "EO01" is entered, the torque converter clutch display will be "LO"
when TCC is on (energized.)

DIAGNOSTIC CHARTS
PFI CHART C-1 - ECM CHECK

Prior to replacing an ECM, vehicle must be tested for:

1. Check connector terminals. Ensure they are properly seated and locked in the connector and terminal
retainers are properly positioned and locked.
2. Check ECM ground at generator and battery ground at engine and chassis.
3. Check IGN 1-ISO fuse in fuse block.

Notes On Fault Tree

1. The ECM supplies power through a high side driver to Cruise Control Vent and Vacuum Solenoids. An
internal short in servo causing a low resistance or short to ground in wiring harness may damage ECM or
cause servo-to-solenoids to fail.
2. The ECM supplies power to fuel pump relay through a high side driver. An internal short in relay
winding causing a low resistance or short to ground in wiring harness may cause damage to ECM or relay
to fail.
3. The ECM supplies power to ISC through an internal switching IC that will change polarity of circuit. An
internal short in ISC motor armature windings or short to ground in wiring harness may cause damage to
ECM or ISC motor to fail.
4. The ECM provides ground for EGR solenoid, Electric Switching Valve (ESV). Canister Purge solenoid,
and Electric Divert Valve (EDV) through a quad driver IC. An internal short in windings or resistor of
devices or a short to ground in wiring harness may cause damage to ECM or Emission Control System
(ECS) device.
5. The ECM provides ground for the VCC solenoid in transmission through a quad driver IC. An internal
short in winding or diode of solenoid or a short to ground in wiring harness may cause damage to ECM or
solenoid to fail.
Fig. 3: PFI Chart C-1 - ECM Check Flowchart (1 Of 2)
Fig. 4: PFI Chart C-1 - ECM Check Flowchart (2 Of 2)

CHART C-7C, EGR CHECK - 5.0L FULL FUNCTION

Fig. 5: Chart C-7C - EGR Circuit Schematic (5.0L Full Function)
Courtesy of GENERAL MOTORS CORP.

NOTE: Test numbers refer to test numbers on diagnostic chart. Steps 1-3 represent an
EGR functional check.

1. This test checks to see if the EGR passages are restricted or if valve is stuck open. Engine should run
roughly or stall as valve is opened manually.
2. EGR valve diaphragm should begin to move as engine speed approaches 2000 RPM.
3. This test should result in EGR solenoid being energized, shutting off vacuum to EGR valve. This
indicates system is functioning properly.
4. If vacuum is less than 7 in. Hg at 2000 RPM, a leak or restriction between the EGR diaphragm and
vacuum source is indicated.
5. With ignition on and engine stopped, ECM normally grounds terminal "T" to energize the EGR solenoid.
This test checks EGR solenoid and solenoid electrical control circuit.
6. The EGR is normally de-energized with the engine idling at normal operating temperature. This test
checks EGR solenoid and solenoid electrical control circuit.
7. This determines whether ECM is providing ground to terminal "T" or circuit No. 435 is shorted to
ground.

Diagnostic Aids

Vacuum hoses should be checked for internal restrictions.

Fig. 6: Chart C-7C, EGR Check - 5.0L Full Function Flowchart (1 Of 2)
Fig. 7: Chart C-7C, EGR Check - 5.0L Full Function Flowchart (2 Of 2)

CHART C-8, TORQUE CONVERTER CLUTCH ELECTRICAL DIAGNOSIS - 5.0L FULL

FUNCTION
Fig. 8: Chart C-8 - TCC Circuit Schematic (5.0L Full Function)
Courtesy of GENERAL MOTORS CORP.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. This test confirms a 12-volt supply as well as continuity of TCC circuit.

2. When ALDL "test" terminal is grounded with engine off, ECM capability is energized to control the
solenoid.
3. Test light should go off if circuit is okay because grounding terminal "P" shorts out test light. If test light
goes off, ECM is faulty.
4. If test light goes off, the Quad-Driver inside the ECM is faulty. ECM must be replaced.
5. Solenoid coil resistance must measure more than 20 ohms. Less resistance will cause continual opening
of ECM Quad-Driver. Using an ohmmeter, check solenoid coil resistance of all ECM-controlled
solenoids and relays. Replace any solenoid or relay that measures less than 20 ohms.

Diagnostic Aids

An engine coolant thermostat that is stuck open or opens at too low a temperature may result in an inoperative
TCC. On 200-4R transmission, if TCC engages before "Scan" tester indicates TCC "ON", wiring may be
grounded between TCC solenoid and sump over temperature switch or switch may be faulty.
Fig. 9: CHART C-8, TORQUE CONVERTER CLUTCH ELECTRICAL DIAGNOSIS - 5.0L FULL
FUNCTION FLOWCHART

CODE 24, VEHICLE SPEED SENSOR - 5.0L FULL FUNCTION

Fig. 10: Code 24 - VSS Circuit Schematic (5.0L Full Function)
Courtesy of GENERAL MOTORS CORP.

The ECM applies and monitors 12 volts on circuit No. 437 to Vehicle Speed Sensor (VSS). VSS alternately
opens and grounds circuit No. 437 when drive wheels are turning. This pulsing action takes place about 2000
times per mile and ECM calculates vehicle speed based on time between pulses. "Scan" tester reading should
closely match speedometer reading.

CAUTION: To avoid damaging drive axle CV joints, control arms must be supported
when wheels are turning off of ground.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. This test monitors ECM voltage on circuit No. 437. With drive wheels turning, pulsing action varies
voltage. This variation is greater at low speeds to an average of 4-6 volts at about 20 MPH. Cruise control
must be off for accurate test results.
2. A voltage of less than one volt indicates that circuit No. 437 is shorted to ground. Disconnect circuit No.
437 at VSS. The VSS is faulty if voltage now reads more than 10 volts. IF voltage remains less than one
volt, circuit No. 437 is grounded. If circuit is not grounded, check for a faulty ECM connector or ECM.
3. A steady 8-12 volts at ECM connector indicates circuit No. 437 is open, or a faulty VSS.
4. This is a normal voltage condition and indicates a possible intermittent condition. See INTERMITTENTS
in THEORY & OPERATION section.
5. This step will isolate whether problem is in circuit No. 437 or ECM.
Fig. 11: Code 24, Vehicle Speed Sensor - 5.0L Full Function Flowchart

CHART 24B, PARK/NEUTRAL CIRCUIT - 5.0L FULL FUNCTION

Fig. 12: Chart 24B - P/N Circuit Schematic (5.0L Full Function)
Courtesy of GENERAL MOTORS CORP.

The Park/Neutral (P/N) switch is closed when gear selector is in Park or Neutral and open in all other ranges.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. This step separates a faulty switch or switch adjustment from a faulty electrical circuit or ECM. Normal
voltage across terminals of connector, when removed from P/N switch, should be approximately battery
voltage.
Fig. 13: Chart 24B, Park/Neutral Circuit - 5.0L Full Function Flowchart

CHART C-8A, TORQUE CONVERTER CLUTCH - 5.0L & 5.7L TBI

Fig. 14: Chart C-8A - TCC Circuit Schematic (5.0L & 5.7L TBI)
Courtesy of GENERAL MOTORS CORP.

The purpose of Torque Converter Clutch (TCC) feature is to eliminate power loss of torque converter stage
when vehicle is in cruise condition. This allows convenience of an automatic transmission and fuel economy of
a manual transmission. Fused battery ignition is supplied to TCC solenoid through brake switch. The ECM will
engage TCC by grounding circuit No. 422 to energize the solenoid. TCC will engage solenoid when vehicle
speed is greater than 24 MPH, engine is at normal operating temperature, throttle position sensor output is not
changing (indicating a steady road speed), and brake switch is close.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Confirms 12-volt supply as well as continuity of TCC circuit.

2. Grounding the ALDL "test" terminal with ignition on and engine off should energize the capability of the
ECM to control the solenoid.
3. Solenoid coil resistance must measure more than 20 ohms. Less resistance will cause early failure to the
ECM "quad-drive". Using an ohmmeter, check the solenoid coil resistance of all ECM controlled
solenoids and relays before installing a replacement ECM. Replace any solenoid or relay that measures
less than 20 ohms.

Diagnostic Aids
An engine coolant thermostat that is stuck open, or opens at too low a temperature, may result in an inoperative
TCC.
Fig. 15: Chart C-8A, TCC - 5.0L & 5.7L TBI Flowchart (1 Of 3)

Fig. 16: Chart C-8A, TCC - 5.0L & 5.7L TBI Flowchart (2 Of 3)

A 4th gear switch, mounted in the transmission, opens when the transmission shifts into 4th gear. This switch is
used by the ECM to modify TCC lock and unlock points when in a 4-3 downshift maneuver.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Unless switch or circuit No. 446 is open, "Scan" tester should display "NO" or "OFF", indicating
transmission is not in 4th gear. The 4th gear switch should only be open while in 4th gear.
2. This test determines if the ECM and wiring are okay. Grounding circuit No. 446 should cause "Scan"
 tester to display "NO" or "OFF", indicating the transmission is not in 4th gear.
3. Checks operation of the 4th gear switch. When the transmission shifts into 4th gear the switch should
open and "Scan" tester should display "YES" or "ON".
4. Disconnecting the TCC connector simulates an open switch to determine if circuit No. 446 is shorted to
ground or the problem is in the transmission.

Diagnostic Aids

A road test may be necessary to verify the customer complaint. If the "Scan" tester indicates TCC is turning on
and off erratically, check the state of the 4th gear switch to be sure it is not changing state under a steady
throttle position. If the switch is changing state, check connections and wire routing carefully. Also, if 4th gear
switch is always open, the TCC may engage as soon as sufficient oil pressure is reached.
Fig. 17: Chart C-8A, TCC - 5.0L & 5.7L TBI Flowchart (3 Of 3)

CODE 23, MANIFOLD AIR TEMPERATURE SENSOR SIGNAL VOLTAGE HIGH - 5.0L & 5.7L TBI
Fig. 18: Code 23 - MAT Circuit Schematic (5.0L & 5.7L TBI)
Courtesy of GENERAL MOTORS CORP.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Code 23 will set if signal voltage indicates manifold air temperature less than -22°F (-30°C) for 12
seconds and elapsed time since engine start is more than 1 minute.
2. Code 23 will set due to an open sensor, wire or connection. This test determines if wiring and ECM are
okay.
3. This test determines if signal circuit No. 472 or sensor ground circuit No. 452 is open.

Diagnostic Aids

"Scan" tester displays temperature of air entering engine and should read close to ambient temperature when
engine is cold. Temperature reading should rise as underhood temperature increases. If vehicle is allowed to sit
overnight, MAT temperature and CTS temperature should read close to the same. Carefully check harness and
connections for possible open is circuits No. 472 or 452.

MAT SENSOR TEMP VS. RESISTANCE VALUE (1)

Temperature °F (°C) Resistance Ohms
210 (100) 185
160 (70) 450
100 (38) 1,800
70 (20) 3,400
40 (4) 7,500
20 (-7) 13,500
0 (-18) 25,000
-40 (-40) 100,700
(1) Values are approximate.
Fig. 19: Code 23, MAT Sensor Signal Voltage High - 5.0L & 5.7L TBI Flowchart

NOTE: Clear codes and confirm "Closed Loop" operation and no SERVICE ENGINE
SOON light.

CODE 24, VEHICLE SPEED SENSOR - 5.0L TBI - (F BODY)

Fig. 20: Code 24 - VSS Circuit Schematic (5.0L TBI F Body)
Courtesy of GENERAL MOTORS CORP.

The ECM applies and monitors 12 volts on circuit No. 437. Vehicle Speed Sensor (VSS) alternately grounds
and opens circuit No. 437 when vehicle is in motion. This action takes place about 2000 times per mile. ECM
will calculate vehicle speed based on the time between "pulses". With vehicle in motion, the "Scan" tester
reading should closely match speedometer reading. Disregard a Code 24 which is set with drive wheels not
turning.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Code 24 will set if vehicle speed equals zero MPH when the voltage on circuit No. 437 is constant,
engine speed is between 1400 and 3600 RPM, TPS is less than 2 percent (closed throttle), a low load
condition (high vacuum) exists and all conditions have been met for 4 seconds. These conditions are met
during a road load deceleration.
2. Voltage of less than one volt at 15-pin connector indicates circuit No. 437 wire may be shorted to ground.
Disconnect circuit No. 437 at VSS buffer. If voltage remains less than 10 volts, circuit No. 437 is open or
grounded. If not grounded or open, ECM connector or ECM is faulty.

Diagnostic Aids

"Scan" tester should indicate vehicle speed whenever vehicle is in motion. A faulty or misadjusted Park/Neutral
switch can result in a false Code 24. Use "Scan" tester and check for proper signal while in Drive.
Fig. 21: Code 24, VSS - 5.0L TBI - (F Body) Flowchart

NOTE: Clear codes and confirm "Closed Loop" operation and no SERVICE ENGINE
SOON light.

CODE 25, MANIFOLD AIR TEMPERATURE SENSOR SIGNAL VOLTAGE LOW - 5.0L & 5.7L TBI
Fig. 22: Code 25 - MAT Circuit Schematic (5.0L & 5.7L TBI)
Courtesy of GENERAL MOTORS CORP.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Code 25 will set if signal voltage indicates manifold air temperature greater than 302°F (150°C) for 2
seconds, vehicle speed is greater than 5 MPH and elapsed time since engine start is more than 2 minutes.

Diagnostic Aids

A "Scan" tester displays temperature of air entering engine. Temperature should read close to ambient
temperature when engine is cold and rise as underhood temperature increases. Check harness and connections
for possible short to ground on circuit No. 472. MAT will rarely exceed 176°F (80°C). If temperature is greater
than this, check for proper THERMAC operation. See MAT SENSOR TEMP VS. RESISTANCE VALUE
table.
Fig. 23: Code 25, MAT Sensor Signal Voltage Low - 5.0L & 5.7L TBI Flowchart

NOTE: Clear codes and confirm "Closed Loop" operation and no SERVICE ENGINE
SOON light.

CHART C-7, EGR CHECK - 5.0L & 5.7L PFI - F & Y BODY

Fig. 24: Chart C-7 - EGR Circuit Schematic (5.0L & 5.7L PFI F Body)
Courtesy of GENERAL MOTORS CORP.
Fig. 25: Chart C-7 - EGR Circuit Schematic (5.7L PFI Y Body)
Courtesy of GENERAL MOTORS CORP.

The EGR valve is controlled by a normally open Pulse Width Modulated (PWM) solenoid. The ECM turns the
solenoid off to allow vacuum to pass to the EGR and turns the solenoid on to prohibit EGR operation. When
EGR is commanded, the solenoid is turned on and off many times a second (duty cycle). The duty cycle is
calculated by the ECM based on information from the coolant, MAT, TPS and MAF sensors. Also, engine RPM
and the park/neutral switch inputs affect EGR. There should be no EGR when in Park or Neutral and TPS is less
than a calibrated value or TPS is indicating Wide Open Throttle (WOT). With the ignition on and engine
stopped, the EGR solenoid is de-energized. The solenoid, however, should be energized if the ALDL "test"
terminal is grounded with the ignition on and engine not running.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. This will test the solenoid to determine if it is capable of closing off the manifold vacuum from the EGR
valve. The vacuum may bleed off slowly but this should not be considered a fault.
2. As soon as backpressure is available at the EGR valve, the bleed portion in the valve should open and
cause the valve to go to its seated position.
3. The EGR valve will be inoperative if the park/neutral switch is misadjusted or defective. Use "Scan"
tester and check park/neutral switch. See appropriate CHART C-1.
Fig. 26: Chart C-7, EGR Check - 5.0L & 5.7L PFI - F & Y Body Flowchart

CHART C-8, TORQUE CONVERTER CLUTCH - 2.8L, 5.0L & 5.7L PFI - F BODY
Fig. 27: Chart C-8 - TCC Circuit Schematic (2.8L, 5.0L & 5.7L PFI F Body)
Courtesy of GENERAL MOTORS CORP.
The purpose of the Torque Converter Clutch (TCC) feature is to eliminate the power loss of the torque
converter stage when the vehicle is in a cruise condition. This allows the convenience of the automatic
transmission and the fuel economy of a manual transmission. The heart of the system is a solenoid located
inside the automatic transmission which is controlled by the ECM.

When the solenoid coil is activated, the TCC is applied through a mechanical coupling from the engine to
transmission. When the transmission solenoid is de-energize, the TCC is released which allows the torque
converter to operate in the conventional manner (fluidic coupling between engine and transmission). The ECM
turns on the TCC when coolant temperature is greater than a specified value.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. When a test light is connected from ALDL terminal "F" to ground, a test light on indicates battery voltage
is okay and the TCC solenoid is disengaged.
2. When the diagnostic "test" terminal is grounded, the ECM should energize the TCC solenoid and the test
light should go out.

Diagnostic Aids

A "Scan" tester only indicates when the ECM has turned on the TCC driver (grounded circuit No. 422). This
does not confirm that the TCC has engaged. To determine if TCC is functioning properly, observe engine RPM.
RPM should decrease when the "Scan" tester indicates the TCC driver has turned on. The switches will not
prevent TCC from functioning, but will affect TCC lock and unlock points. If the 4th gear switch circuit is
always open the TCC may engage as soon as sufficient oil pressure is reached.
Fig. 28: Chart C-8, TCC - 2.8L, 5.0L & 5.7L PFI - F Body Flowchart (1 Of 2)

A 4th gear switch (mounted in the transmission) opens when the transmission shifts into 4th gear. This switch is
used by the ECM to modify TCC lock and unlock points (when in a 4-3 downshift).

NOTE: Test numbers refer to test numbers on diagnostic chart.

 1. Unless the switch or circuit No. 446 is open, the "Scan" tester should display "NO", indicating the
transmission is not in 4th gear. The 4th gear switch should only be open while in 4th gear.
2. This test determines if the ECM and wiring are okay. Grounding circuit No. 446 should cause the "Scan"
tester to display "NO", indicating the transmission is not in 4th gear.
3. Checks the operation of the 4th gear switch. When the transmission shifts into 4th gear, the switch should
open and the "Scan" tester should display "YES".
4. Disconnecting the TCC connector simulates an open switch to determine if circuit NO. 446 is shorted to
ground or the problem is in the transmission.

Diagnostic Aids

A road test may be necessary to verify the problem. If the "Scan" tester indicates TCC is turning on and off
erratically, check the status of the 4th gear switch to be sure it is not changing under a steady throttle position. If
the switch is changing, check connections and wire routing carefully. If the 4th gear switch is always open the
TCC may engage as soon as sufficient oil pressure is reached.
Fig. 29: Chart C-8, TCC - 2.8L, 5.0L & 5.7L PFI - F Body Flowchart (2 Of 2)

CODE 24, VEHICLE SPEED SENSOR - 2.8L, 5.0L & 5.7L PFI - F BODY
Fig. 30: Code 24 - VSS Circuit Schematic (2.8L, 5.0L & 5.7L PFI F Body)
Courtesy of GENERAL MOTORS CORP.

The ECM applies and monitors 12 volts on circuit No. 437. Circuit No. 437 is connected to the vehicle speed
sensor buffer in the instrument cluster. The speed sensor buffer alternately grounds circuit No. 437 when drive
wheels are turning. This pulsing action takes place about 2000 times per mile and the ECM will calculate
vehicle speed based on the time between pulses. The speed sensor is a Permanent Magnet (PM) generator
mounted in the transmission.

The "Scan" tester reading should closely match the speedometer reading with drive wheels turning.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. To avoid possible damage to CV joints on FWD vehicles, always support control arms whenever drive
wheels are turning off of ground. Code 24 will set if vehicle is stopped when the following conditions
occur:
Reference signal indicates engine speed is between 1400 and 3600 RPM.
Throttle angle is less than 2 percent (closed throttle).
Low load condition (low airflow or high vacuum).
Transmission not in Park or Neutral.
All conditions met for 4-5 seconds. These conditions are met during a road load deceleration.
Disregard Code 24 that sets when drive wheels are not turning.
2. A voltage of less than one volt at the IP connector indicates that circuit No. 437 may be shorted to
ground. If after disconnecting circuit No. 437 at the vehicle speed sensor, the voltage reads greater than
10 volts, the vehicle speed sensor buffer is faulty. If voltage remains less than 10 volts, then it is possible
that circuit No. 437 wire is grounded or open. If circuit No. 437 is not grounded or open, there is a faulty
connection at the ECM, or a faulty ECM.

Diagnostic Aids
A "Scan" tester should indicate a vehicle speed whenever the drive wheels are turning greater than 3 MPH. A
faulty or misadjusted Park/Neutral switch can result in a false Code 24. See CHART C-1A.

Use "Scan" tester and check for proper signal while wiggling shifter in Drive.

Fig. 31: Code 24, VSS - 2.8L, 5.0L & 5.7L PFI - F Body Flowchart

CHART C-8, TORQUE CONVERTER CLUTCH - 5.7L PFI - Y BODY

Fig. 32: Chart C-8 - TCC Circuit Schematic (5.7L PFI Y Body)
Courtesy of GENERAL MOTORS CORP.

The purpose of the Torque Converter Clutch (TCC) feature is to eliminate the power loss of the torque
converter stage when the vehicle is in a cruise condition. This allows the convenience of the automatic
transmission and the fuel economy of a manual transmission. The heart of the system is an ECM controlled
solenoid located inside the automatic transmission.

When the solenoid coil is activated, the TCC is applied through a mechanical coupling from the engine to
transmission. When the transmission solenoid is de-energized, the TCC is released, allowing the torque
converter to operate in the conventional manner (fluidic coupling between engine and transmission). The ECM
turns on the TCC when coolant temperature is greater than 149°F (65°C), TPS is not changing and vehicle
speed is greater than a specified value.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. When a test light is connected from ALDL terminal "F", to ground, a test light on indicates battery
voltage is okay and the TCC solenoid is disengaged.
2. When the diagnostic "test" terminal is grounded, the ECM should energize the TCC solenoid and the test
light should go out.

Diagnostic Aids

A "Scan" tester only indicates when the ECM has turned on the TCC driver (grounded circuit No. 422). This
does not confirm that the TCC has engaged. To determine if TCC is functioning properly, observe engine RPM,
RPM should decrease when the "Scan" tester indicates the TCC driver has turned on. The switches will not
prevent TCC from functioning, but will affect TCC lock and unlock points.

Fig. 33: Chart C-8, TCC - 5.7L PFI - Y Body Flowchart (1 Of 2)

The overdrive switch (mounted in the console) is used to modify TCC engagement speeds. The TCC will
engage on a warm engine, under a given road load, in 2nd, 3rd and 4th gear, at about 30 MPH, if the gear
selector is in Overdrive. If 2nd or Drive is selected, the overdrive switch should be closed and the ECM will not
engage TCC until vehicle speed reaches about 40 MPH. This switch will help eliminate the TCC from engaging
and disengaging while in city traffic.

A 4th gear switch (mounted in the transmission) opens when the transmission shifts into 4th gear. This switch is
used by the ECM to modify TCC lock and unlock points when in a 4-3 downshift maneuver.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. With the gearshift in Overdrive, the "Scan" tester should display "YES". In this position the TCC will
engage at about 30 MPH.
2. Circuit NO. 925 can be checked for continuity by measuring for the 12-volt signal from the ECM with a
DVOM. If the 12-volt signal is present, the switch is misadjusted or faulty.
3. This step should cause the switch to close and "Scan" tester should display "NO".
4. Unless the switch or circuit No. 446 is open, the "Scan" tester should display "NO", indicating the
transmission is not in 4th gear. The 4th gear switch should only be open while in 4th gear.
5. This step determines if the ECM and wiring are okay. Grounding circuit No. 446 should cause the "Scan"
tester to display "NO", indicating the transmission is not in 4th gear.
6. This step checks the operation of the 4th gear switch. When the transmission shifts into 4th gear, the
switch should open and the tester should display "YES".
7. Disconnecting the TCC connector simulates an open switch. This determines if circuit No. 446 is shorted
to ground or the problem is in the transmission.

Diagnostic Aids

A road test may be necessary to verify the customer complaint. If the "Scan" tester indicates TCC is turning on
and off erratically, check the status of the 4th gear switch and the overdrive switch to be sure they are not
changing under a steady throttle position. If the switches are changing status, check connections and wire
routing carefully.
Fig. 34: Chart C-8, TCC - 5.7L PFI - Y Body Flowchart (2 Of 2)

CODE 24, VEHICLE SPEED SENSOR - 5.7L PFI (Y BODY)

Fig. 35: Code 24 - VSS Circuit Schematic (5.7L PFI - Y Body)
Courtesy of GENERAL MOTORS CORP.

The ECM applies and monitors 12 volts on circuit No. 437. Circuit No. 437 is connected to the vehicle speed
sensor buffer in the instrument cluster. The speed sensor buffer alternately grounds circuit No. 437 when drive
wheels are turning. This pulsing action takes place about 2000 times per mile and the ECM will calculate
vehicle speed based on the time between pulses. Speed sensor is a Permanent Magnet (PM) generator mounted
in the transmission. The "Scan" tester reading should closely match the speedometer reading with drive wheels
turning.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Code 24 will set if circuit No. 437 voltage is constant, engine speed is between 900 and 4400 RPM,
throttle is closed, a low load condition exists, transmission not in Park or Neutral and all conditions have
been met for 2 seconds. These conditions are met during a road load deceleration.
2. A voltage of less than one volt at the IP connector indicates that circuit No. 437 may be shorted to
ground. If after disconnecting circuit No. 437 at the vehicle speed sensor, the voltage read greater than 10
volts, the instrument panel cluster is faulty. If voltage remains less than 10 volts, then it is possible that
circuit No. 437 wire is grounded or open. If circuit No. 437 is not grounded or open, there is a faulty
connection at the ECM, or a faulty ECM.

Diagnostic Aids

A "Scan" tester should indicate vehicle speed. A faulty or misadjusted Park/Neutral switch can result in a false
Code 24. See CHART C-1A. Use "Scan" tester and check for proper signal while wiggling shifter in Drive.

NOTE: Disregard CODE 24 if set while drive wheels are not turning.
Fig. 36: Code 24, VSS - 5.7L PFI - Y Body Flowchart

CODE 24, VEHICLE SPEED SENSOR - 5.0L & 5.7L PFI - Y BODY
Fig. 37: Code 24 - VSS Circuit Schematic (5.0L & 5.7L PFI - Y Body)
Courtesy of GENERAL MOTORS CORP.

The ECM applies and monitors 12 volts on circuit No. 437. Circuit No. 437 is connected to the vehicle speed
sensor buffer in the instrument cluster. The speed sensor buffer alternately grounds circuit No. 437 when drive
wheels are turning. This pulsing action takes place about 2000 times per mile and the ECM will calculate
vehicle speed based on the time between pulses. F and P Bodies use a Permanent Magnet (PM) generator
mounted in the transmission to send signals to the VSS buffer in the instrument panel. A, J, and Y Bodies use a
Hall Effect switch mounted in the speedometer head to signal the VSS buffer.

The "Scan" tester reading should closely match the speedometer reading with drive wheels turning.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. To avoid possible damage to CV joints on FWD vehicles, always support control arms whenever drive
wheels are turning of f of ground. Code 24 will set if vehicle is stopped when the following conditions
occur:
Reference signal indicates engine speed is between 1400 and 4400 RPM.
Throttle angle is less than 2 percent (closed throttle).
Low load condition (low airflow or high vacuum).
Transmission not in Park or Neutral.
All conditions met for 4-5 seconds. These conditions are met during a road load deceleration.
Disregard Code 24 that sets when drive wheels are not turning.
2. A voltage of less than one volt at the IP connector indicates that circuit No. 437 is shorted to ground. If
after disconnecting circuit No. 437 at the vehicle speed sensor, the voltage reads greater than 10 volts, the
vehicle speed sensor is faulty. If voltage remains less than 10 volts, then it is possible that circuit No. 437
wire is grounded. If circuit No. 437 is not grounded, there is a faulty connection at the ECM, or a faulty
 ECM.

Diagnostic Aids

A "Scan" tester should indicate a vehicle speed whenever the drive wheels are turning greater than 3 MPH. A
faulty or misadjusted Park/Neutral switch can result in a false Code 24. Use "Scan" tester and check for proper
signal while wiggling shifter in Drive.

Fig. 38: Code 24, VSS - 5.0L & 5.7L PFI - Y Body Flowchart

CODE 25, MANIFOLD AIR TEMPERATURE SIGNAL VOLTAGE LOW 2.8L - F BODY
Fig. 39: Code 25 - MAT Circuit Schematic (5.0L & 5.7L F & Y Bodies)
Courtesy of GENERAL MOTORS CORP.

Fig. 40: Code 25 - MAT Circuit Schematic (2.8L F Body)

Courtesy of GENERAL MOTORS CORP.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Code 25 will set if monitored voltage indicates manifold air temperature is high for 3 seconds and time
since engine start is at least 3-8 minutes, depending upon engine application. Due to the conditions
necessary to set a Code 25, the "SERVICE ENGINE SOON" light will remain on only while the signal is
low and vehicle speed is present.

Diagnostic Aids

The "Scan" tester reads temperature of the air entering the engine. Parameter should read close to ambient air
temperature when engine is cold, and rise as underhood temperature increases. A short to ground in the MAT
signal line will result in a Code 25. Use the MAT SENSOR TEMPERATURE-TO-RESISTANCE VALUES
table to help determine if sensor calibration has shifted.
MAT SENSOR TEMPERATURE-TO-RESISTANCE VALUES (1)
Temperature °F (°C) Resistance Ohms
210 (100) 185
160 (70) 450
100 (38) 1,800
70 (20) 3,400
40 (4) 7,500
20 (-7) 13,500
0 (-18) 35,800
-40 (-40) 100,700
(1) Approximate

Fig. 41: Code 25, MAT Signal Voltage Low - 2.8L F Body Flowchart

CHART C-1A, PARK/NEUTRAL SWITCH - 2.8L, 5.0L & 5.7L PFI - F & Y BODIES
Fig. 42: Chart C-1A - P/N Circuit Schematic (F & Y Bodies)
Courtesy of GENERAL MOTORS CORP.

The Park/Neutral switch contacts are a part of the neutral start switch. Contacts are closed to ground in Park or
Neutral. The ECM applies and monitors a 12-volt signal on circuit No. 434 and senses a closed switch when
voltage drops to less than one volt.

If circuit No. 434 indicates Park/Neutral (grounded) while in Drive, the EGR system would be inoperative,
resulting in possible detonation.

If circuit No. 434 indicates Drive (open), a dip in idle may exist when gear selector is moved to Drive.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Checks for a switch closed to ground in Park.

2. Checks for an open switch in Drive.
3. To test for an intermittent or misadjusted switch in Drive, be sure "Scan" tester indicates Drive, even
while wiggling shifter.
Fig. 43: Chart C-1A, P/N Switch - 2.8L, 5.0L & 5.7L PFI F & Y Bodies Flowchart

CHART C-8, TORQUE CONVERTER CLUTCH - 5.0L (VIN E) TBI - F BODY

Fig. 44: Chart C-8 - TCC Circuit Schematic (5.0L - VIN E TBI F Body)
Courtesy of GENERAL MOTORS CORP.

The purpose of automatic transmission torque converter clutch feature is to eliminate power loss of torque
converter when vehicle is in cruise condition. This allows convenience of an automatic transmission and fuel
economy of a manual transmission. Fused battery ignition is supplied to TCC solenoid through brake switch.
The ECM will engage TCC by grounding circuit No. 422 to energize the solenoid. TCC will engage solenoid
when vehicle speed is greater than 24 MPH, engine is at normal operating temperature, throttle position sensor
output is not changing (indicating a steady road speed), and brake switch is closed.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Confirms 12-volt supply as well as continuity of TCC circuit.

2. Grounding the diagnostic test terminal with ignition on and engine off should energize the capability of
the ECM to control the solenoid.
3. Solenoid coil resistance must measure more than 20 ohms. Less resistance will cause early failure to the
ECM "driver". Using an ohmmeter, check the solenoid coil resistance of all ECM controlled solenoids
and relays before installing a replacement ECM. Replace any solenoid or relay that measures less than 20
ohms.

Diagnostic Aids

An engine coolant thermostat that is stuck open, or opens at too low a temperature, may result in an inoperative
TCC. If TCC engages before "Scan" indicates, solenoid or sump overtemperature switch may be faulty.
Fig. 45: Chart C-8, TCC - 5.0L (VIN E) TBI F Body Flowchart (1 Of 3)
Fig. 46: Chart C-8, TCC - 5.0L (VIN E) TBI F Body Flowchart (2 Of 3)

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Unless switch or circuit No. 446 is open, "Scan" tester should display "NO", indicating transmission is
not in 4th gear. The 4th gear switch should only be open while in 4th gear.
2. This test determines if the ECM and wiring are okay. Grounding circuit No. 446 should cause "Scan"
tester to display "NO", indicating the transmission is not in 4th gear.
3. Checks operation of the 4th gear switch. When the transmission shifts into 4th gear the switch should
open and "Scan" tester should display "YES".
4. Disconnecting the TCC connector simulates an open switch to determine if circuit No. 446 is shorted to
ground or the problem is in the transmission.

Diagnostic Aids

A road test may be necessary to verify the customer complaint. If the "Scan" tester indicates TCC is turning
"ON" and "OFF" erratically, check the state of the 4th gear switch to be sure it is not changing state under a
steady throttle position. If the switch is changing state, check connections and wire routing carefully. Also if 4th
gear switch is always open, the TCC may engage as soon as sufficient oil pressure is reached.
Fig. 47: Chart C-8, TCC - 5.0L (VIN E) TBI F Body Flowchart (3 Of 3)

CODE 24, VEHICLE SPEED SENSOR - 5.0L (VIN E) TBI - F BODY

Fig. 48: Code 24 - VSS Circuit Schematic (5.0L (VIN E) TBI F Body)
Courtesy of GENERAL MOTORS CORP.

The ECM applies and monitors 12 volts on circuit No. 437. Vehicle Speed Sensor (VSS) alternately grounds
and opens circuit No. 437 when vehicle is in motion. This action takes place about 2000 times per mile. ECM
will calculate vehicle speed based on the time between "pulses".

With vehicle in motion, the "Scan" tester reading should closely match speedometer reading.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Code 24 will set if vehicle speed equals zero MPH when the following conditions occur:
Voltage on circuit No. 437 is constant.
Engine speed is between 1400-3600 RPM.
TPS is less than 2 percent (closed throttle).
Low load condition (high vacuum).
All conditions met for 4 seconds. These conditions are met during a road load deceleration.
Disregard a Code 24 set when vehicle is not in motion.
2. Voltage of less than one volt at 15-pin connector indicates circuit No. 437 wire may be shorted to ground.
Disconnect circuit No. 437 at VSS buffer. If voltage remains less than 10 volts, circuit No. 437 is open or
grounded. If not grounded or open, ECM connector or ECM is faulty.

Diagnostic Aids

Scan tester should indicate vehicle speed whenever vehicle is in motion. A faulty or misadjusted Park/Neutral
switch can result in a false Code 24. Use "Scan" tester and check for proper signal while in Drive.
Fig. 49: Code 24, VSS - 5.0L (VIN E) TBI - F Body Flowchart

CHART C-1A, PARK/NEUTRAL SWITCH - 5.0L (VIN E) TBI - F BODY

Fig. 50: Chart C-1A - P/N Circuit Schematic (5.0L (VIN E) TBI F Body)
Courtesy of GENERAL MOTORS CORP.

The Park/Neutral switch is closed to ground in Park or Neutral, and open in Drive. The ECM supplies and
monitors 12 volts through an internal resistor to circuit No. 434, ECM senses that switch is closed when voltage
on circuit No. 434 drops to less than one volt.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Checks for a closed switch to ground in Park position. Different makes of "Scan" tester will read P/N
differently. Refer to "Scan" tester operation manual for type of display used.
2. Checks for an open switch in Drive.
3. Be sure "Scan" tester indicates Drive, even while wiggling shifter to test for an intermittent or
misadjusted switch in Drive.
Fig. 51: Chart C-1A, P/N Switch - 5.0L (VIN E) TBI - F Body Flowchart

CHART C-8A, TORQUE CONVERTER CLUTCH - THM 4L60 TRANSMISSION - 2.8L, 5.0L & 5.7L -
F & Y BODIES
Fig. 52: Chart C-8A - TCC Circuit Schematic (2.8L F Body W/THM 4L60)
Courtesy of GENERAL MOTORS CORP.

Fig. 53: Chart C-8A - TCC Circuit Schematic (5.0L & 5.7L F Body W/THM 4L60)
Courtesy of GENERAL MOTORS CORP.

Fig. 54: Chart C-8A - TCC Circuit Schematic (5.7L Y Body W/THM 4L60)
Courtesy of GENERAL MOTORS CORP.

The purpose of the Torque Converter Clutch (TCC) feature is to eliminate the power loss of the torque
converter stage when the vehicle is in cruise condition. When solenoid coil is activated, the TCC is applied
through mechanical coupling from engine to transmission. When transmission solenoid is de-energized, TCC is
released, which allows the torque converter to operate in the conventional manner (fluidic coupling between
engine and transmission).

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. When a test light is connected from ALDL terminal "F" to ground, a test light on indicates battery voltage
is okay and the TCC solenoid is disengaged.
2. When the ALDL "test" terminal is grounded, the ECM should energize the TCC solenoid and the test
light should go out. On 2.8L "F" body models, if circuit No. 422 is faulty or ECM is faulty, perform
CHART C-1, ECM QUAD-DRIVER CHECK.

Diagnostic Aids

A Scan tester only indicates when the ECM has turned on the TCC driver (grounded circuit No. 422). This does
not confirm that the TCC has engaged. To determine if TCC is functioning properly, observe engine RPM.
RPM should decrease when the Scan tester indicates the TCC driver has turned on. The switches will not
prevent TCC from functioning, but will affect TCC lock and unlock points. If the 4th gear switch circuit is
always open, the TCC may engage as soon as sufficient oil pressure is reached.
Fig. 55: Chart C-8A, TCC - THM 4L60 - 2.8L, 5.0L & 5.7L - F & Y Bodies Flowchart (1 Of 2)

The 5.7L "Y" body has an overdrive switch (mounted in the console) which is used to modify TCC engagement
speeds. The TCC will engage on a warm engine, under a given road load, in 2nd, 3rd and 4th gear, at about
MPH, if the gear selector is in Overdrive. If 2nd or Drive is selected the overdrive switch should be closed and
the ECM will not engage TCC until vehicle speed reaches about 40 MPH. This switch will help eliminate the
TCC from engaging and disengaging while in city traffic, On all models, a 4th gear switch (mounted in the
transmission) opens when the transmission shifts into 4th gear. This switch is used be the ECM to modify TCC
lock and unlock points (when in a 4-3 downshift).

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Unless the switch or circuit No. 446 is open, the Scan tester should display "NO" or "OFF", indicating the
transmission is not in 4th gear. The 4th gear switch should only be open while in 4th gear.
2. This test determines if the ECM and wiring are okay, Grounding circuit No. 446 should cause the SCAN
tester to display "NO" or OFF, indicating the transmission is not in 4th gear.
3. Checks the operation of the 4th gear switch. When the transmission shifts into 4th gear, the switch should
open and the Scan tester should display "YES" or ON.
4. Disconnecting the TCC connector simulates an open switch to determine if circuit No. 446 is shorted to
ground or the problem is in the transmission.

Diagnostic Aids

A road test may be necessary to verify the problem. If the SCAN tester indicates TCC is turning on and off
erratically, check the status of the 4th gear switch to be sure it is not changing under a steady throttle position. If
the switch is changing, check connections and wire routing carefully. If the 4th gear switch is always open, the
TCC may engage as soon as sufficient oil pressure is reached.
Fig. 56: Chart C-8A, TCC - THM 4L60 - 2.8L, 5.0L & 5.7L - F & Y Bodies Flowchart (2 Of 2)

CODE 24, VEHICLE SPEED SENSOR - 3.8L PFI

Fig. 57: Code 24 - VSS Circuit Schematic (3.8L PFI)
Courtesy of GENERAL MOTORS CORP.

The Vehicle Speed Sensor (VSS) is a PM generator type located in the transmission. As the vehicle moves, the
generator creates AC voltage signal which is routed to the buffer inside the ECM. In the buffer, the AC signal is
changed from a "sine wave" to a "square wave" and amplified. The "square wave" is an on/off signal. The
length of time between pulses determines vehicle speed.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Code 24 will set if vehicle speed equals less than 3 MPH when the following conditions occur:
Engine is running.
Vehicle is in high gear.
No Code 29 or 31 is present.
All conditions met for 40 seconds.
2. Before replacing ECM, check MEM-CAL for proper application.

Diagnostic Aids

An intermittent may be caused by a poor connection, rubbed through wire insulation, or a wire broken inside the
insulation.

Inspect ECM harness connectors for improper mating, broken locks, improperly formed or damaged terminals,
poor terminal-to-wire connection and damaged harness. If connections and harness check out okay, raise drive
wheels (support drive axles to prevent damage to CV joints). Block other wheels and idle engine at greater than
3 MPH, in low gear. Use "Scan" tester to check the vehicle speed while moving related connectors and wiring
harness. If the failure is induced, the vehicle speed display will change. This may help to isolate the location of
the malfunction.
Fig. 58: Code 24, VSS - 3.8L PFI - Flowchart
CODE 25, MANIFOLD AIR TEMPERATURE SENSOR SIGNAL VOLTAGE HIGH - 3.8L PFI

Fig. 59: Code 25 - MAT Circuit Schematic (3.8L PFI)

Courtesy of GENERAL MOTORS CORP.

Code 25 will set if the following conditions occur:

Signal voltage indicates manifold air temperature is greater than 275°F (135°C).
Vehicle speed is greater than 35 MPH.
Both of the above requirements are met for at least 16 seconds. Due to conditions necessary to set a Code
23, the SERVICE ENGINE SOON light will stay on only while the fault is present.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. The "Scan" tester may not be used to diagnose this fault, due to the ECM transmitting "default" values.
ECM and wiring are good if voltage is greater than 4 volts.
2. If resistance is less than 185 ohms, replace sensor. INTERMITTENTS is located in THEORY &
OPERATION section.

NOTE: A Scan Tool may not be used to diagnose this fault, due to the ECM
transmitting "DEFAULT" (substitute) values when the fault is present.
Fig. 60: CODE 25, MAT SENSOR SIGNAL VOLTAGE HIGH - 3.8L PFI - FLOWCHART

CHART C-7, EXHAUST GAS RECIRCULATION - 3.8L PFI

Fig. 61: Chart C-7 - EGR Circuit Schematic (3.8L PFI)
Courtesy of GENERAL MOTORS CORP.

The digital EGR valve is designed to accurately supply EGR to the engine independent of intake manifold
vacuum. The valve controls EGR flow from the exhaust to the intake manifold through 3 orifices which
increment in size to produce 7 combinations. When solenoid is energized, the armature with attached shaft and
swivel pintle is lifted, opening the orifice. Flow accuracy is dependent on metering orifice size only, which
results in improved control.

NOTE: Test numbers refer to test numbers on diagnostic chart.

1. Disconnect 4-wire EGR connector. Install a fused jumper from battery to terminal "D" of the EGR valve.
Start engine and allow to idle. Grounding terminal "A" should result in a small change in RPM, while
terminal "C" should result in a large change in RPM. Engine may stall when terminal "C" is grounded. If
the EGR valve shows signs of extreme heat (melting), check the exhaust system for blockage. See
CHART B-1. If the exhaust system is plugged due to a restricted converter, this may be due to a defective
injector or injector circuit which is causing injector to open constantly.

Fig. 62: Chart C-7, EGR - 3.8L PFI - Flowchart

 AUTOMATIC TRANSMISSIONS

Oil Pan Gasket Identification - General Motors Corp.

OIL PAN GASKET IDENTIFICATION

Fig. 1: Identifying Oil Pan Gasket (Hydra-Matic 125C/3T40)

Fig. 2: Identifying Oil Pan Gasket (Hydra-Matic 440-T4/4T60)
Fig. 3: Identifying Oil Pan Gasket (Hydra-Matic 180C)
Fig. 4: Identifying Oil Pan Gasket (Hydra-Matic 200-4R)
Fig. 5: Identifying Oil Pan Gasket (Hydra-Matic 400/475/3L80)
Fig. 6: Identifying Oil Pan Gasket (Hydra-Matic 4L60)
Fig. 7: Identifying Oil Pan Gasket (Hydra-Matic 700-R4)
 M - VACUUM DIAGRAMS

ENGINE PERFORMANCE General Motors Vacuum Diagrams

VACUUM HOSE DIAGRAM(S)

NOTE: Vacuum diagrams for applications not shown were not available from
manufacturer.

2.0L ENGINES

Fig. 1: 2.0L TBI (VIN K) Pontiac (J Body) Calif. & Fed.

Courtesy of GENERAL MOTORS CORP.
Fig. 2: 2.0L PFI (VIN M) Pontiac (J Body) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.

2.2L ENGINES
Fig. 3: 2.2L TBI (VIN G) Chevrolet (J Body) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.

2.3L ENGINES
Fig. 4: 2.3L PFI (VINs A & D) Buick, Oldsmobile & Pontiac (N & W Bodies) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.

Fig. 5: 2.3L PFI (VIN A) Chevrolet (L Body) Calif. & Fed.

Courtesy of GENERAL MOTORS CORP.
2.5L ENGINES

Fig. 6: 2.5L TBI (VIN U) Buick, Oldsmobile & Pontiac (N Body) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.

VACUUM HOSE DIAGRAM(S)

NOTE: Vacuum diagrams for applications not shown were not available from
manufacturer.

3.1L ENGINES
Fig. 7: 3.1L PFI (VIN T) Chevrolet & Pontiac (F Body) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.
Fig. 8: 3.1L PFI (VIN T) Chevrolet (J Body) Calif.
Courtesy of GENERAL MOTORS CORP.
Fig. 9: 3.1L PFI (VIN T) Chevrolet (L Body) Calif.
Courtesy of GENERAL MOTORS CORP.
Fig. 10: 3.1L PFI (VIN T) Buick, Chevrolet, Oldsmobile & Pontiac (W Body) Calif.
Courtesy of GENERAL MOTORS CORP.
Fig. 11: 3.1L PFI (VIN T) Buick, Chevrolet, Oldsmobile & Pontiac (W Body) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.
Fig. 12: 3.1L PFI (VIN T) Buick, Chevrolet, Oldsmobile & Pontiac (W Body) Calif. Man. Trans.
Courtesy of GENERAL MOTORS CORP.

3.3L ENGINES
Fig. 13: 3.3L PFI (VIN N) Buick & Oldsmobile (A Body) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.

3.8L ENGINES
Fig. 14: 3.8L PFI (VIN C) Buick & Oldsmobile (C Body) Calif.
Courtesy of GENERAL MOTORS CORP.
Fig. 15: 3.8L PFI (VIN C) Buick, Oldsmobile & Pontiac (E & H Bodies) Calif.
Courtesy of GENERAL MOTORS CORP.
Fig. 16: 3.8L PFI (VIN L) Buick Regal (W Body) Calif.
Courtesy of GENERAL MOTORS CORP.

4.3L ENGINES
Fig. 17: 4.3L TBI (VIN Z) Caprice (B Body), Fed.
Courtesy of GENERAL MOTORS CORP.

VACUUM HOSE DIAGRAM(S)

NOTE: Vacuum diagrams for applications not shown were not available from
manufacturer.

4.5L ENGINES
Fig. 18: 4.5L PFI (VIN 3) Cadillac (C Body) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.

Fig. 19: 4.5L PFI (VIN 3) Cadillac (E & K Bodies) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.
5.0L & 5.7L ENGINES

Fig. 20: 5.0L 4-Bbl. (VIN Y) Cadillac, Chevrolet & Pontiac (B & D Bodies) Calif.
Courtesy of GENERAL MOTORS CORP.
Fig. 21: 5.0L TBI (VIN E) Chevrolet & Pontiac (B & F Bodies) Calif.
Courtesy of GENERAL MOTORS CORP.
Fig. 22: 5.0L PFI (VIN F) Pontiac (F Body) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.
Fig. 23: 5.0L PFI (VIN F) Chevrolet (F Body) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.
Fig. 24: 5.0L TBI (VIN E) Chevrolet (B Body) Calif.
Courtesy of GENERAL MOTORS CORP.
Fig. 25: 5.0L PFI (VIN F) Chevrolet (F Body) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.
Fig. 26: 5.0L & 5.7L TBI (VINs E & 7) Cadillac, Chevrolet & Pontiac (B & D Bodies) Calif. & Fed.
Courtesy of GENERAL MOTORS CORP.

VACUUM HOSE DIAGRAM(S)

A/CL - Air Cleaner

AIR CLR - Air Cleaner

ACT - Actuator

ASM - Assembly
BP - Back Pressure

BRK - Break

CCV - Canister Control Valve

CC - Canister Control

DIST - Distributor

EAC - Electronic Air Control

EAS - Electronic Air Switching

EFE - Early Fuel Evaporation

EGR - Exhaust Gas Recirculation

EPR - Exhaust Pressure Regulator

HVAC - Heating Ventilation A/C

ILC - Idle Load Compensator

MAP - Manifold Pressure Sensor

MTR VAC - Vacuum Motor

PCV - Positive Crankcase Ventilation

RESTR - Restrictor

SEC ACT - Secondary Actuator

SOL - Solenoid

SSC - Stepped Speed Control

SW - Switch

TBI - Throttle Body Injection

TVS - Thermal Vacuum Switch

VDV - Vacuum Delay Valve

VRV - Vacuum Regulator Valve

VLV - Valve
 WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES

WHEEL ALIGNMENT General Motors Corp. - Specifications & Procedures

ADJUSTMENTS

NOTE: Refer to RIDING HEIGHT SPECIFICATIONS table for body code applications.

CAMBER ADJUSTMENT

Front camber is adjusted by adding or subtracting an equal number of shims between both ends of the upper
control arm shaft and frame. See Fig. 1 . To adjust rear camber on Corvette, loosen lower spindle rod adjusting
cam lock nut and bolt. Turn cam to obtain correct camber. See Fig. 2 . Tighten adjusting cam lock nut and bolt.

Fig. 1: Adjusting Front Camber & Caster ("B", "D "& "Y" Bodies)
Courtesy of GENERAL MOTORS CORP.
Fig. 2: Rear Camber Adjustment (Corvette)
Courtesy of GENERAL MOTORS CORP.

CASTER ADJUSTMENT

Caster is adjusted by transferring shims from front-to-rear or rear-to-front of the upper control arm shaft mounts
and frame. See Fig. 1 .

TOE-IN ADJUSTMENT (FRONT)

"Y" Bodies

Loosen tie rod end lock nut. See Fig. 3 . Loosen steering gear dust boot clamp(s) at tie rod end. Turn tie rod end
to obtain correct toe-in. Tighten lock nut to specification. See TORQUE SPECIFICATIONS . Ensure steering
gear dust boot is straight after adjustment. Tighten dust boot clamp.
Fig. 3: Front Toe-in Adjustment ("Y" Body)
Courtesy of GENERAL MOTORS CORP.

"B" & "D" Bodies

Loosen tie rod end adjusting sleeve clamp bolts. Turn center adjusting sleeve to adjust toe-in. See Fig. 4 .
Ensure bolts are at the bottom of the tie rod and facing forward. Tighten tie rod end adjusting sleeve clamp
bolts.
Fig. 4: Front Toe-In Adjustment ("B" & "D" Bodies)
Courtesy of GENERAL MOTORS. CORP.

TOE-IN ADJUSTMENT (REAR)

"Y" Body

Loosen rear tie rod adjusting lock nut. Turn tie rod end to obtain correct toe-in. Tighten lock nut to
specification.

ALIGNMENT SPECIFICATIONS
WHEEL ALIGNMENT SPECIFICATIONS
Application Fraction Decimal
"B" Body
Camber (Degrees) 13/16 +/- 13/16 (.8 +/- .8)
Caster (Degrees) (1) 3 +/- 1 (3.0 +/- 1.0)
Toe-in (Inches) 1/32 +/- 3/64 (.03 +/- .05)
Toe-in (Degrees) 3/64 +/- 3/32 (.05 +/- .10)
"D" Body
Camber (Degrees) 0 +/- 1/2 (0 +/- .5)
Caster (Degrees) (1) 3 +/- 1 (3 +/- 1)
 Toe-in (Inches)
Front 0 +/- 3/32 (0 +/- .1)
Rear 3/4 +/- 3/2 (.05 +/- .1)
Toe-in (Degrees)
Front 0 +/- 13/64 (0 +/- .2)
Rear 3/32 +/- (.1 +/- .2)
13/64
"Y" Body
Camber (Degrees)
Front 1/2 +/- 1/2 (.5 +/- .5)
Rear 0 +/- 1/2 (0 +/- .5)
Caster (Degrees) (1) 6 +/- 1/2 (6 +/- .5)
Toe-in (Inches)
Front 0 +/- 3/64 (0 +/- .05)
Rear 0 +/- 3/64 (0 +/- .05)
Toe-in (Degrees)
Front 0 +/- 3/32 (0 +/- .1)
Rear 0 +/- 3/32 (0 +/- .1)
(1) Left to right caster differential must not exceed 1 1/2° (1.5°).

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Front Inside Control Arm Mounting Bolt 66 (90)
Front Suspension-to-Frame Bolt 37 (50)
Lateral Link Cam Nut 140 (190)
Rear Inside Control Arm Mounting Bolt 66 (90)
Rear Rod-to-Crossmember Nut (1)81 (110)
Rear Strut-to-Spindle Attaching Nut 136 (184)
Rear Tie Rod Lock Nut 46 (62)
Strut Cover Attaching Nut 17 (24)
Strut Mount-to-Strut Tower Nut 21 (28)
Tie Rod End Lock Nut 46 (62)
Tie Rod End Clamp Bolt 14 (19)
Upper Strut-to-Body Bolt 34 (46)
Spindle Rod Adjusting Cam Nut 187 (253)
(1) Tighten to specification plus 1/6 turn (60 degrees).
 WIPER/WASHER SYSTEM - FRONT DEPRESSED PARK WIPER

ACCESSORIES & SAFETY EQUIPMENT General Motors Wiper/Washer Systems -Depressed

Park Motor

DESCRIPTION
This permanent magnet windshield wiper/washer system uses a depressed park wiper motor with a remote
windshield washer pump mounted in washer reservoir. The system is designed to deliver pulse timing and
demand wash functions electronically.

Based on control switch design and whether an integral electronic printed circuit board is used in the wiper
cover, this system can function as a pulse style wiper/washer system or a standard wiper/washer system.

OPERATION
Electronic logic circuits on a pulse wiper system's printed circuit board create the timing and washer commands.
Whenever the "WASH" switch is activated for less than one second, washer solvent is sprayed on the
windshield for about 2.5 seconds. This will activate the wiper cycle for approximately 6 seconds.

If the "WASH7" switch is held for more than one second, a mandatory wash will be performed for as long as
the switch is held. This wash cycle will be followed by 6 seconds of dry wipes before deactivation. When the
control switch is in the "LO" or "HI" speed position, the applicable brush circuit is completed to the power
source and the motor runs at that speed setting.

Switching the control to "PULSE" mode operates the wiper motor intermittently. The delay can then be varied
by adjusting the switch back and forth within the delay mode. An instant wipe can be obtained by positioning
the switch in the "MIST" selection (if equipped). When the switch is held depressed, the wiping action will be
continuous.

TESTING
PRE-TEST INSPECTION

Check the following systems before testing:

Continuity of circuit harness wiring.

Wiper motor-to-dash mounting hardware is secure.
Washer hoses are not kinked, disconnected or broken.

WIPER MOTOR TEST

Check motor operation before removing wiper assembly from vehicle. Disconnect wiring harness from wiper
assembly before performing the following checks:

Apply a 12-volt source to wiper connector pins. If wiper motor runs in all operating modes (LO, HI,
 PARK and PULSE), perform voltage and continuity wiper switch tests. See Fig. 1 -5.
If wiper motor does not run in any one or all of the operating modes, repair or replace wiper motor.

Fig. 1: On-Vehicle Wiper Check (Hi-Speed)

Courtesy of GENERAL MOTORS CORP.
Fig. 2: On-Vehicle Wiper Check (Lo-Speed)
Courtesy of GENERAL MOTORS CORP.
Fig. 3: On-Vehicle Wiper Check (Park)
Courtesy of GENERAL MOTORS CORP.

Fig. 4: On-Vehicle Wiper Check (Pulse)

Courtesy of GENERAL MOTORS CORP.

Fig. 5: Location of Wiper Motor Connector Terminals

Courtesy of GENERAL MOTORS CORP.

WASHER PUMP TEST

Check washer pump operation before removing pump from vehicle. Disconnect wiring harness connection at
washer pump. Apply a 12-volt source to terminals. See Fig. 6 .

If washer pump motor does not pump water or run at all, replace washer pump.
If washer pump motor runs and pumps water, problem is in the wiper/washer switch or harness.
Fig. 6: On-Vehicle Washer Check
Courtesy of GENERAL MOTORS CORP.

SWITCH & HARNESS TEST

Using a DVOM, disconnect electrical connectors at wiper motor and perform continuity, voltage and ground
tests. See Fig. 7 .
Fig. 7: On-Vehicle Switch & Harness Check
Courtesy of GENERAL MOTORS CORP.

REMOVAL & INSTALLATION

WIPER MOTOR

1. On Corvette, turn on ignition and activate wipers. Stop wiper with ignition key at a position between 4-
o'clock and 5-o'clock as viewed from driver's seat.
2. On all models, disconnect battery negative cable. Remove wiper arm assemblies. Remove cowl panel
cover. Remove wiper arm drive link from crank arm. On "E" body models, remove air conditioner pipe
shroud.
3. On all models, unplug harness connectors from wiper motor. Remove wiper motor mounting bolts. Rotate
wiper motor guiding crank arm through hole to remove. To install, reverse removal procedure.

WIPER MOTOR COVER

Remove wiper motor from vehicle (if necessary). Remove wiper motor cover screws. Remove cover. To install,
reverse removal procedure.
WIPER PARK SWITCH

Remove wiper motor cover. If wiper motor is in "Park" position, operate motor to remove pawl from relay slot.
Remove park switch. To install, reverse removal procedure.

WASHER PUMP

Drain washer reservoir. Remove necessary braces to gain access to reservoir. Remove washer pump electrical
connector. Remove pump retaining clip and remove pump. To install, reverse removal procedure.

GEAR BOX OVERHAUL

DISASSEMBLY

1. With wiper motor removed from vehicle, remove crank arm retaining nut. Disconnect crank arm. Remove
rubber seal cap, thrust collar or retaining ring. See Fig. 8 and Fig. 9 .

Fig. 8: Exploded View of Wiper Motor Assembly

Courtesy of GENERAL MOTORS CORP.
 Fig. 9: Removing Thrust Collar/Ring
Courtesy of GENERAL MOTORS CORP.

2. Remove shim washers, shield and space washers. Remove park switch assembly. Remove large gear,
inner space washer, intermediate gear retainer and intermediate gear. When removing large gear, latch
arm must be out of way when gear is removed. See Fig. 10 . Disassemble drive plate and shaft assembly.
Fig. 10: Wiper Motor Gear Components
Courtesy of GENERAL MOTORS CORP.

REASSEMBLY

1. Install intermediate gear and new intermediate gear retainer. Install inner spacer washer onto large gear
tube. Install large gear, spacer washer and shield. Use shim washers to obtain .001-.010" (.03-.26 mm)
end play.

NOTE: Move drive and lock pawls as required to allow their respective pins to fit
in the gear pockets. Make sure drive plate is firmly against gear.

2. Install retaining ring (in place of thrust collar on original motor). Install rubber seal cap. Install crank arm
(check crank arm for proper position in park position). See Fig. 11 . Tighten crank arm nut to 25-38 ft.
lbs. (6.5-10 N.m).
Fig. 11: Gear Pawl Alignment
Courtesy of GENERAL MOTORS CORP.