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Holden Commodore Engine Control Module Information
Holden Commodore Engine Control Module Information
Sourced from http://www.commodorecodes.tk/
HOLDEN COMMODORE VN V6 3.8L (VH) 1989-91 Engine Management System
Fault Codes
System malfunctions fall into Two Categories.
1. Hard Faults.
These are indicated by the Check Engine Light (CEL) being illuminated;
Whenever the Engine is Running.
2. Intermittent Faults.
These cause the CEL to be illuminated while the Fault is Present.
The CEL will go out approximately Ten Seconds after the Fault Disappears.
Faults of Either Type will cause a Fault Code to be stored in Memory.
Fault Codes will be displayed on the Check Engine Light.
All Codes consist of Two Digits.
If No Fault Codes are stored in Memory;
A Code 12 will be displayed.
This consists of;
One Flash of the CEL
Followed by a 1.2 Second Pause
Two Flashes of the CEL
Followed by a Longer Pause.
The Code is Repeated.
This Sequence will continue;
While ever the System remains in Diagnostic Mode with the Ignition Switch turned ON.
If Multiple Fault Codes are present in Memory;
They will be displayed from Lowest to Highest.
Each Code will be displayed Three Times before moving on to the Next Code.
When all Codes have been displayed;
The Sequence will be Repeated.
After any faults indicated by Codes in Memory have been Repaired;
Field Service Mode may be implemented.
Fault Code Erasure
Note:
Ignition Key must be OFF before carrying out Fault Code Erasure.
Remove the "Engine Comp" Fusible Link for more than 15 Seconds.
Whenever Fault Codes are erased from Memory;
Short Term and Long Term Fuel Trim Memory is also erased.
This could result in an Engine Running Poorly for a short period after Memory Erasure.
Following Fault Code Erasure, it is recommended that the Re-Learn Procedure be carried out.
Diagnostic Connector
Located under the Left Hand End of the Dashboard above the ECM.
See link on front page.
Fault Code Extraction
Diagnostic Mode (open loop)
To enter Diagnostic Mode:
Ignition ON.
Connect the Diagnostic Test Terminal on the Diagnostic Connector to Earth. Eg use a paper clip.
Field Service Mode (closed loop)
To enter Field Service Mode:
Start Engine
Connect the Diagnostic Test Terminal on the Diagnostic Connector to Earth. Eg use a paper clip.
The CEL Flash Rate will be;
2.5 Flashes per Second.
This indicates that the System is Operating in Open Loop Mode.
(Not acting on the Oxygen Sensor Output).
Operate the Engine for up to 2 minutes at 1500 to 1800 RPM.
The Oxygen Sensor Reaches Operating Temperature.
(Closed Loop Mode)
The CEL Flash Rate will diminish to;
1 Flash per Second.
Once in Closed Loop Mode;
Air / Fuel Ratio will be indicated by;
The Period that the CEL is ON compared to
The Period that the CEL is OFF.
If the CEL is OFF All or Most of the Time;
A Lean Mixture is indicated.
If the CEL is ON All or Most of the Time;
A Rich Mixture is indicated.
Correct Air / Fuel Ratio is indicated by;
An Equal ON / OFF Period.
Note:
The Vehicle may be Driven at any Steady Speed in Field Service Mode and
The Air / Fuel Ratio Evaluated by observing the CEL Flash Rate.
This is useful in Diagnosing any Driveability Problems caused by Incorrect Fuel Delivery.
Fault Code Table
Code # Circuit and Status
12 No Fault Present
13 Oxygen Voltage not Changing
14 Engine Coolant Temp Sensor Voltage Low
15 Engine Coolant Temp Sensor Voltage High
16 Engine Coolant Temperature
1993 - ON
Signal Voltage Unstable
17 ECM Error
1993 - ON
Coolant Circuit
19 Throttle Position Sensor Stuck
1993 - ON
21 TPS Voltage High
22 TPS Voltage Low
23 Manifold Air Temp Sensor Voltage High
24 Vehicle Speed Sensor Fault
25 Manifold Air Temp Sensor Voltage Low
26 Intake Air Temperature
1993 - ON
Signal Voltage Unstable
31 Theft Deterrant Signal Missing
1993 - ON
(Where Fitted)
33 MAP Sensor Voltage too High
34 MAP Sensor Voltage too Low
35 Idle Speed Error
1993 - ON
36 Vacuum Leak
1993 - ON
41 No Crankshaft Reference while Cranking
42 EST Circuit Fault
43 Knock Sensor Open or Shorted
44 Oxygen Sensor Voltage Low
(Lean)
45 Oxygen Sensor Voltage High
(Rich)
46 No Reference Pulses while Cranking
1993 - ON
51 Memcal Error
54 System Voltage Unstable
1993 - ON
55 Analogue to Digital Error
56 Running Lean under Load
1993 ON
Overview
These Vehicles use a Delco Remy Computer Command Control (3C System)
From 1989 to 1993;
The V6 Auto and Manual Vehicles were fitted with ECM's.
From 1993 to 1995;
The V6 Auto Vehicles were fitted with Powertrain Control Modules (PCM's).
The V6 Manual Vehicles continued to use Engine Control Modules (ECM's).
Crankshaft Position Sensor
The Crankshaft Position Sensor is located on the front of the Engine Block.
It outputs both a 3X and 18X Signal to the Ignition System.
To Test Voltage:
See ECM Pin # B3 and B5.
Direct Fire Ignition (DFI) Module
The DFI Module is located underneath the Ignition Coil Pack.
See Ignition System.
Prior to October 1989 (series 1)
The DFI Module was powered direct from the Ignition Switch.
From November 1989 ON (series 2)
The DFI Module was powered from the Fuel Injector (Main/EFI) Relay.
To Test Voltage:
See ECM Pin # B3 and B5 and ECM Pin # D4 and D5.
ECM
The ECM is located behind the Left Hand Kickpanel.
It incorporates a Self Diagnostic Function which detects System Malfunctions.
These and indicated via the Check Engine Light (CEL) in the Instrument Cluster.
All ECMs for the various models are identical except for the replaceable Memcal.
This tailors the Unit for Individual Vehicles.
The ECM controls;
-Multipoint Fuel Injection.
-Ignition Timing and
-Torque Converter Clutch Lock-up on Vehicles with Automatic Transmission.
Engine Coolant Temperature (ECT) Sensor
There are two different locations for the ECT Sensor.
Models up to November 1990 (series 1)
The Engine Coolant Temperature Sensor is located at the Right Rear of the Valley.
It is directly below the Manifold Air Temperature Sensor.
Models after November 1990 (series 2)
The Engine Coolant Temperature Sensor is located at the Left Front of the Valley
It is behind the Alternator.
To Test Voltage:
See ECM Pin # C10.
Fuel Injectors
The Fuel Injectors are located in the Inlet Manifold.
The Fuel Injectors are fired Simultaneously and powered by the Main Relay.
To Test Voltage:
See ECM Pin # D15 and D16.
To Test Resistance:
Test Individually - Should be 16 Ohms Approx.
Fuel Injector (EFI) Relay
The Fuel Injector Relay is located within the Fuse/Relay Box in the Engine Compartment.
It is the Right Hand Rear Relay.
To Test Resistance:
Measure between Terminals Resistance
85 and 86 Continuity
30 and 87 Infinite Ohms
Apply Battery Voltage to Terminals 85 and 86.
Measure between Terminals Resistance
30 and 87 Continuity
Note:
Terminal Numbers are marked on the Relay.
Fuel Pump
The Fuel Pump is located inside the Fuel Tank.
Fuel Pressure
@Idle Fuel Pump Terminals Bridged on Diagnostic Connector
250 10 kPa 300 20 kPa
Fuel Pump Relay
The Fuel Pump Relay is located in the Fuse/Relay Box in the Engine Compartment.
In the rear Bank of Relays, it is the second from the Engine.
To Test Voltage:
See ECM Pin # A1.
To Test Resistance:
Measure between Terminals Resistance
85 and 86 Continuity
30 and 87 Infinite Ohms
Apply Battery Voltage to Terminals 85 and 86.
Measure between Terminals Resistance
30 and 87 Continuity
Note
Terminal Numbers are marked on the Relay.
Fuel Pump Run On
The Fuel Pump on some Commodores will continue to run for as long as 20 Seconds.
(After the Ignition Switch has been turned OFF)
This only occurs;
1. In Cool Weather
2. With a Cold Engine
3. Where the Vehicle has been driven a Very Short Distance. (eg moved within the Workshop)
The Problem arises because of the Circuitry which drives the Fuel Pump.
The Contacts within the Oil Pressure Switch are connected in Parallel with;
The Fuel Pump Relay Contacts.
This Circuit Design is intended as a Back-Up in the event of a Relay Failure.
It is NOT intended as an "Engine Kill" Device in the event of Oil Pressure Failure.
It does NOT act as Such.
In Cold Weather
With a Cold Engine;
It may take Some Time for the Oil Pressure to Drop.
This causes the Fuel Pump to Continue to Run.
Note
As this is a Normal Operating Condition and happens only on Rare Occasions;
NO Modification or Fix is suggested.
Idle Speed (Base)
Base Idle Adjustment is Pre-Set. It is NOT a Normal Service Adjustment.
To Adjust:
Ensure that Self Diagnosis is checked and Code 12 is evident.
If the adjustment has been found to be Altered, it can be Reset by the Following Procedure.
Cleaning of Throttle Body Bore:
Dirty Throttle Bodies are The Primary Cause of Engine Stalling.
1. Before Resetting the Throttle Stop Screw;
The Throttle Body must be Removed for Cleaning.
This requires the removal of;
The Throttle Position Switch (TPS) and
The Idle Air Control Valve (IACV).
2. Using a Small Brush dipped in Kerosene;
Carefully clear the Bore of the Throttle Body and wipe clean.
Wipe the end of the IACV Pintle.
Do NOT;
Dismantle
Attempt to Clean or
Attempt to Dismantle the IACV.
3. With the Throttle Body Dry;
Coat the IACV Sealing Ring with Engine Oil and
Reassemble the TPS & IACV.
4. On Pre 1991 Throttle Bodies (Not fitted with Roller Bearings);
Lightly lubricate the Throttle Shafts.
(Use a Molybdenum Disulphide based Oil)
5. Refit Throttle Body to Engine.
6. Disconnect the "Engine Comp" Fusible Link for 10 Seconds.
This ensures that the IACV will Reset.
7. Start Engine.
Raise Engine Revs to 3000 RPM for 10 Seconds.
8. Allow Engine Idle to Stabilise.
Throttle Stop Screw (Checking and Resetting)
9. Ensure Engine is at Normal Operating Temperature.
10. Connect a suitable Tachometer.
11. Ignition ON
Engine Stopped
Connect the ALDL Diagnostic Terminal on the Diagnostic Connector to Earth.
(Leave it Earthed Out until the end of the Procedure)
12. Wait for 30 Seconds.
Disconnect IACV Electrical Connector.
13. Ensure;
All Throttle Cables and Linkages are not causing Binding.
Throttle Cables and Linkages allow the Throttle Blade to Fully Close against it's Stop. Note
All Electrical Loads are turned OFF
Air Conditioning is turned OFF.
14. Start the Engine.
Ensure Engine is at Normal Operating Temperature.
Allow idle to Stablise for;
2 Minutes.
Wait for Any Electrical Fans to Cycle OFF.
15. Note RPM.
If Average Base Idle Speed is in Specified Tolerance Range;
Note
Do NOT Adjust.
Specified Tolerance:
1988 to 1990 1991 ON
500 to 600 RPM 375 to 525 RPM
16. If Average Base Idle Speed is Outside Specified Tolerance Range;
Adjust to the Resetting Tolerance.
Resetting Tolerance:
1988 to 1990 1991 ON
500 to 550 RPM. 450 RPM.
17. Reconnect IACV Electrical Connector and Air Duct.
18. Disconnect the Earth from the ALDL Diagnostic Test Terminal.
19. Remove the "Engine Comp" Fusible Link for 10 Seconds.
20. Start Engine.
Increase Engine Revs to 3000 RPM for 10 Seconds.
Allow Engine to Idle.
Ignition Coil
The Ignition Coil is located in front of the Left Cylinder Head.
There are Two Types of Coils used:
1. Series I - A 3 Coil Pack and
2. Series II - 3 Individual Coils.
To Test Resistance:
Series I - 1 X "3 Coil Pack" Series II - 3 X "Single Coils"
Primary Primary
0.3 to 1.5 Ohms 0.3 to 1.5 Ohms
Secondary Secondary
10 to 13 k Ohms 5 to 7 k Ohms
(13.5 k Ohms Absolute Max)
Ignition Lead Resistance
Leads are a Composite Type
Measuring the resistance of a High Tension Lead is not the best way of testing.
A Scope pattern is much more accurate because they are tested under load.
Often leads tested good off the vehicle are actually faulty under load.
1988 - 1990 prior to V7X Engine
Cylinder Min Max
1 1.8 6.2
2 3.9 13.5
3 3.1 10.6
4 2.2 7.8
5 3.3 11.5
6 4.1 14.1
1991 V7X Engine
Cylinder Min Max
1 1.6 5.7
2 3.9 13.6
3 1.8 6.4
4 4.2 14.6
5 2.0 6.8
6 3.8 13.0
Ignition System
Computer Controlled Coil Ignition (C31) or Direct Fire Ignition (DFI).
The Ignition System consists of;
1. The ECM
2. Ignition Module
3. Three Ignition Coils (Type 1 uses a 3 Coil Single Unit)
4. Crankshaft Position Sensor (Hall Effect Sensor) and Connecting Wires.
5. Electronic Spark Timing (EST) portion of the ECM and
6. Knock Sensor.
The Ignition Module uses a sealed 14 Pin Connector Cable which goes directly to the ECM.
Prior to October 1989:
The DFI Module was powered direct from the Ignition Switch.
From November 1989 ON:
The DFI Module was powered from the Fuel Injector (Main/EFI) Relay.
The Ignition Module uses Input Signals from the Crankshaft Position Sensor.
(RPM and Crank Position)
The Ignition Module selects and sequentially triggers each of the 3 Interconnected Coils.
This causes the Spark Plugs to fire at the proper times.
Each Cylinder is paired with the cylinder opposite it in the firing order.
The pairs are 1 & 4, 5 & 2, and 6 & 3.
Both Cylinders are fired at the same time.
The Exhaust Spark requires little of the available voltage to arc.
(Low Compression = Low Resistance)
The bulk of the voltage is used to fire the Spark Plug of the Cylinder on Compression Stroke.
A Failure in the C31 System may set a Code 41 or 42.
Ignition Timing (Base)
Base Ignition Timing is Computer Controlled and is NOT Adjustable.
It is set at 10 BTDC
Knock Sensor
The Knock Sensor is located on the Right Front of the Engine just behind the Oil Filter.
To Test Voltage:
See ECM Pin # B11.
Main (EFI) Relay
The Main Relay is located in the Fuse/Relay Box in the Engine Compartment.
In the Rear Bank of Relays, it is the the Outer Relay.
Note
The Main Relay does NOT supply power to the ECM.
The Main Relay powers the Fuel Injectors.
Note
In Models from October 1989 ON, the Main Relay also supplies power to the DFI Module.
To Test Resistance:
Measure between Terminals Resistance
85 and 86 Continuity
30 and 87 Infinite Ohms
Apply Battery Voltage to Terminals 85 and 86.
Measure between Terminals Resistance
30 and 87 Continuity
Note
Terminal Numbers are marked on the Relay.
Manifold Air Pressure (MAP) Sensor
The MAP Sensor is located behind the Left Hand Cylinder Head on the Firewall.
To Test Voltage:
See ECM Pin # C11.
Manifold Air Temperature Sensor
The Manifold Air Temperature Sensor is located at the Right Rear of the Valley.
It is just below the Fuel Pressure Regulator.
To Test Voltage:
See ECM Pin # C12.
Oxygen Sensors
The Oxygen Sensors are located in the Front Engine Pipe near the Exhaust Manifold.
These Vehicles were fitted across the range with;
1. Single Wire Oxygen Sensors (Earthed through Exhaust)
2. Twin Wire Oxygen Sensors (Earthed through Wiring) OR
3. Four Wire Oxygen Sensors with Heater.
To Test Voltage:
See ECM Pin # D6 and D7.
Re-learn Procedure
In most cases the Re-Learn Procedure involves only a Normal Test Drive.
In some cases a more stringent procedure is needed.
In such Cases;
Follow the Procedure outlined below;
For Automatic Transmission Models:
1. Idle in Drive for 30 Seconds with Air Conditioning ON.
2. Idle in Drive for 30 Seconds with Air Conditioning OFF
3. Idle in Neutral for 30 Seconds with Air Conditioning ON
4. Idle in Neutral for 30 Seconds with Air Conditioning OFF
For Manual Transmission Models:
1. Idle in Neutral for 30 Seconds with Air Conditioning ON
2. Idle in Neutral for 30 Seconds with Air Conditioning OFF
Throttle Position Sensor
The Throttle Position Sensor is located Underneath the Throttle Body.
To Test Voltage:
See ECM Pin # C13.
Vehicle Speed Sensor
The Vehicle Speed Sensor is located in the Extension Housing of the Transmission.
To Test Voltage:
See ECM Pin # A10.
Air Conditioner Compressor Clutch Relay
The A/C Compressor Clutch Relay is located in the Fuse/Relay Box in the Engine Compartment.
To Test Voltage:
See ECM Pin #C2.
To Test Resistance:
Measure between Terminals Resistance
85 and 86................................... Continuity
30 and 87................................... Infinite Ohms
Apply Battery Voltage to terminals 85 and 86.
Measure between Terminals Resistance
30 and 87................................... Continuity
Terminal Numbers are marked on the Relay.
Air Conditioner Condensor Fan Relay
The A/C Condensor Fan Relay is located in the Fuse/Relay Box in the Engine Compartment.
To Test Voltage:
See ECM Pin #C1.
To Test Resistance:
Measure between Terminals Resistance
85 and 86................................... Continuity
30 and 87................................... Infinite Ohms
Apply Battery Voltage to terminals 85 and 86.
Measure between Terminals Resistance
30 and 87................................... Continuity
Note:
Terminal Numbers are marked on the Relay.
Air Conditioner Evaporator Temperature Cycling Switch
The Air Conditioner Evaporator Temperature Cycling Switch is located at the Evaporator.
The Blower, A/C, Evaporator Temp, Refrigerant High and Low Switches are connected in Series.
To Test Voltage:
See ECM Pin #B8.
Air Conditioner High Refrigerant Pressure Switch
The Air Conditioner High Refrigerant Pressure Switch is located:
VN to VP
A/C Condensor
The Blower, A/C, Evaporator Temp, Refrigerant High and Low Switches are connected in Series.
To Test Voltage:
See ECM Pin #B8.
Air Conditioner Low Refrigerant Pressure Switch
The Air Conditioner Low Refrigerant Pressure Switch is located:
Accumulator
The Blower, A/C, Evaporator Temp, Refrigerant High and Low Switches are connected in Series.
To Test Voltage:
See ECM Pin #B8.
Air Conditioner Switch
The Air Conditioner Switch is located in the Instrument Cluster.
The Blower, A/C, Evaporator Temp, Refrigerant High and Low Switches are connected in Series.
To Test Voltage:
See ECM Pin #B8.
Anti-theft Emergency Switch
The Anti-theft Emergency Switch is located:
In Glove Box
Anti-theft Module
The Anti-theft Module is located:
Under the Dash behind the Glove Box.
Automatic Transmission (4L60)
The ECM's control over the Transmission is limited to the Torque Converter Clutch Solenoid.
This Solenoid is controlled by signals received from:
1. The Automatic Transmission Fourth Gear Switch and
2. The Automatic Transmission Over Temperature Switch.
Automatic Transmission Fourth Gear Switch
The Automatic Transmission Fourth Gear Switch is located in the Transmission.
The ECM monitors this Switch to activate the Torque Converter Clutch Solenoid.
To Test Voltage:
See ECM Pin #C7.
Automatic Transmission Over Temperature Switch
The Automatic Transmission Over Temperature Switch is located in the Transmission.
It the Automatic Transmission Fluid Temperature is high;
The ECM actuates the TCC Solenoid at a lower speed to reduce Transmission Temperature.
To Test Voltage:
See ECM Pin #C7.
Automatic Transmission Park / Neutral Switch
The Automatic Transmission Park / Neutral Switch is located on the Transmission.
To Test Voltage:
See ECM Pin #B10.
Auto Trans Torque Converter Clutch Solenoid
The Auto Trans Torque Converter Clutch Solenoid is located within the Transmission.
To Test Voltage:
See ECM Pin #A7.
Brake Fail Warning Lamp
The Brake Fail Warning Lamp is located within the Instrument Cluster.
To Test Voltage:
See ECM Pin #B2.
Brake Fail Warning Lamp Switch
The Brake Fail Warning Lamp Switch is located on the Brake Master Cylinder.
To Test Voltage:
See ECM Pin #B2.
HOLDEN COMMODORE VN VG VQ 5.0L V8 (VU Eng) 1989 91 Engine Management System
Fault Codes
System malfunctions fall into Two Categories.
1. Hard Faults.
These are indicated by the Check Engine Light (CEL) being illuminated;
Whenever the Engine is Running.
2. Intermittent Faults.
These cause the CEL to be illuminated while the Fault is Present.
The CEL will go out approximately Ten Seconds after the Fault Disappears.
Faults of Either Type will cause a Fault Code to be stored in Memory.
Fault Codes will be displayed on the Check Engine Light.
All Codes consist of Two Digits.
If No Fault Codes are stored in Memory;
A Code 12 will be displayed.
This consists of;
One Flash of the CEL
Followed by a 1.2 Second Pause
Two Flashes of the CEL
Followed by a Longer Pause.
The Code is Repeated.
This Sequence will continue;
While ever the System remains in Diagnostic Mode with the Ignition Switch turned ON.
If Multiple Fault Codes are present in Memory;
They will be displayed from Lowest to Highest.
Each Code will be displayed Three Times before moving on to the Next Code.
When all Codes have been displayed;
The Sequence will be Repeated.
After any faults indicated by Codes in Memory have been Repaired;
Field Service Mode may be implemented.
Fault Code Erasure
Ignition Key must be OFF before carrying out Fault Code Erasure.
Remove the "Engine Comp" Fusible Link for more than 15 Seconds.
Note:
Whenever Fault Codes are erased from Memory;
Short Term and Long Term Fuel Trim Memory is also erased.
This could result in an Engine Running Poorly for a short period after Memory Erasure.
Diagnostic Connector
The Diagnostic Connector is also known as the Assembly Line Diagnostic Link (ALDL) Connector
There are Two Diagnostic Connectors used, an Early and Late Series.
See link on front page
Fault Code Extraction
Diagnostic Mode
To enter Diagnostic Mode:
Ignition ON.
Connect the Diagnostic Test Terminal on the Diagnostic Connector to Earth.
Field Service Mode
To enter Field Service Mode:
Start Engine
Connect the Diagnostic Test Terminal on the Diagnostic Connector to Earth.
The CEL Flash Rate will be;
2.5 Flashes per Second.
This indicates that the System is Operating in Open Loop Mode.
(Not acting on the Oxygen Sensor Output).
Operate the Engine for up to 2 minutes at 1500 to 1800 RPM.
The Oxygen Sensor Reaches Operating Temperature.
(Closed Loop Mode)
The CEL Flash Rate will diminish to 1 Flash per Second.
Once in Closed Loop Mode;
Air / Fuel Ratio will be indicated by;
The Period that the CEL is ON compared to
The Period that the CEL is OFF.
If the CEL is OFF All or Most of the Time;
A Lean Mixture is indicated.
If the CEL is ON All or Most of the Time;
A Rich Mixture is indicated.
Correct Air / Fuel Ratio is indicated by;
An Equal ON / OFF Period.
Note
The Vehicle may be Driven in Field Service Mode at any Steady Speed and
The Air / Fuel Ratio Evaluated by observing the CEL Flash Rate.
This is useful in Diagnosing any Driveability Problems caused by Incorrect Fuel Delivery.
Fault Code Table
Code # Circuit and Status
12 No Fault Present
13 Oxygen Voltage not Changing
14 Engine Coolant Temp Sensor Voltage Low
15 Engine Coolant Temp Sensor Voltage High
16 Engine Coolant Temperature
1993 - ON
Signal Voltage Unstable
17 ECM Error
1993 - ON
Coolant Circuit
19 Throttle Position Sensor Stuck
1993 - ON
21 TPS Voltage High
22 TPS Voltage Low
23 Manifold Air Temp Sensor Voltage High
24 Vehicle Speed Sensor Fault
25 Manifold Air Temp Sensor Voltage Low
26 Intake Air Temperature
1993 ON
Signal Voltage Unstable
31 Theft Deterrant Signal Missing
1993 - ON
(Where Fitted)
33 MAP Sensor Voltage too High
34 MAP Sensor Voltage too Low
35 Idle Speed Error
1993 - ON
36 Vacuum Leak
1993 - ON
41 No Crankshaft Reference while Cranking
42 EST Circuit Fault
43 Knock Sensor Open or Shorted
44 Oxygen Sensor Voltage Low
(Lean)
45 Oxygen Sensor Voltage High
(Rich)
46 No Reference Pulses while Cranking
1993 ON
51 Memcal Error
54 System Voltage Unstable
1993 - ON
55 Analogue to Digital Error
56 Running Lean under Load
1993 ON
Overview
From 1989 to 1993;
The V8 Auto and Manual Vehicles used ECM's.
From 1993 ON;
The V8 Auto Vehicles used PCM's.
The V8 Manual Vehicles continued to use ECM's.
Distributor
The Distributor used is a High Energy Ignition - Electronic Spark Time (HEI-EST).
It is located at the Rear of the Valley.
The Distributor distributes the High Voltage Spark and contains the Crank Angle Sensor.
The Crank Angle Sensor is a Hall Effect Sensor.
note
Base Ignition Timing is set by rotation of the Distributor.
Should Base Ignition Timing be set incorrectly, the whole Spark Curve will be incorrect.
To Test Hall Effect Sensor:
@ 24C
Connect Voltmeter and Ammeter as shown.
With Trigger Vane Inside the Hall Effect Sensor Air Gap:
Should be 11 Volts and 20 Milliamps.
With Trigger Vane Outside the Hall Effect Sensor Air Gap:
Should be 360C);
This is achieved by operating the Engine for up to 2 minutes at 1500 to 1800 RPM.
The MIL Flash Rate will diminish to 1 Flash per Second.
This indicates that the System has commenced Closed Loop Mode operation.
Air / Fuel Ratio
Once in Closed Loop Mode:
The Air Fuel Ratio will be indicated by;
The Period that the MIL is ON
Compared to:
The Period that the MIL is OFF.
A Lean Mixture is indicated if:
The MIL is OFF
All or Most of the Time.
A Rich Mixture is indicated if:
The MIL is ON
All or Most of the Time.
Note:
Correct Air / Fuel Ratio is indicated by an equal ON OFF period.
The Air / Fuel Ratio may be evaluated by;
The Vehicle being driven in Field Service Mode
At any Steady Speed greater than 2000 RPM and
Observing the Duty Cycle of the MIL.
This is useful in diagnosing any Driveability Problems caused by Incorrect Fuel Delivery
Fault Code Table
Code #Circuit and Status
12*No RPM Signal
(OK Stationary Engine)
13No Oxygen Sensor Signal
14 ECT Sensor Voltage Low auto trans code
15 ECT Sensor Voltage High auto trans code
16*ECT Sensor Voltage Unsteady
17*PCM Error
19 TPS Stuck Open
21 TPS Voltage High auto trans code
22 TPS Voltage Low auto trans code
23*IAT Voltage High
24 No Vehicle Speed Sensor auto trans code
25*IAT Voltage Low
26*IAT Voltage Unstable
28 Pressure Switch Assembly Short Circuit auto trans code
31 Theft Deterrent Signal Missing
33 MAP Signal Voltage High
34 MAP Signal Voltage Low
35*Idle Speed Error
36*Vacuum Leak
41 EST Output Circuit Failure
42 Ignition Bypass Circuit Failure
43*Knock Sensor Fault
44 Exhaust Lean Indication
45 Exhaust Rich Indication
46No Reference Pulses While Cranking
47*18X Reference Signal Missing.
48*Crankshaft Reference Signal Missing
49*Cam / Crank Signal Intermittent
51PROM Error
52System Voltage High auto trans code
16 Volts for 109 Minutes
53 System Voltage High auto trans code
19.5 Volts for 2 Seconds
54 System Voltage Unstable
55 Analogue to Digital Error auto trans code
56*Running Lean Under Load
57 Injector Voltage Monitor Fault
58*Transmission Fluid Temperature auto trans code
Voltage Low
59 Transmission Fluid Temperature auto trans code
Voltage High
66 3-2 Shift Control Solenoid Circuit Fault auto trans code
67 TCC ON-OFF Solenoid Control Circuit auto trans code
68 Transmission Component Slipping auto trans code
69*TCC Stuck ON auto trans code
72 Vehicle Speed Sensor
Intermittent While Driving
73 Pressure Control Solenoid Current auto trans code
75 System Voltage Low auto trans code
79 Transmission Fluid Temperature auto trans code
Too High
812-3 Shift Solenoid B Fault auto trans code
82 1-2 Shift Solenoid A Faultauto trans code
83*TCC PWM Solenoid Fault auto trans code
Overview
The Engine Management System on these Vehicles is;
Based on and similar in most respects to the earlier Models.
The Principle Difference is that these Models use;
A Powertrain Control Module (PCM) which controls both the Engine and Transmission.
Earlier Versions used an Engine Control Module (ECM) which controlled the Engine only.
V6 Engines (Auto Only) are fitted with a Camshaft Sensor that controls Banked Injection.
The Vehicle Starts on Simultaneous Injection.
It switches to Banked Injection upon receiving a signal from the Camshaft Sensor.
If the Camshaft Sensor fails, the Vehicle reverts to Simultaneous Injection.
HOLDEN COMMODORE VR 5.0L V8 (VU Eng.) 1993-95 Engine Management System
Fault Codes
The PCM incorporates a Self Diagnostic Function which detects System Malfunctions.
It indicates the presence of a Fault via the Malfunction Indicator Light (MIL).
This is located in the Instrument Cluster.
(Formerly referred to as the Check Engine Light)
System Malfunctions fall into Two Categories.
1.Hard Faults
Indicated by the MIL being illuminated whenever the Engine is running.
2.Intermittent Faults.
Cause the MIL to be illuminated while the Fault is present.
The MIL will go out approximately Ten Seconds after the Fault disappears.
Faults of Either Type will cause a Fault Code to be stored in Memory.
Some Fault Codes do NOT illuminate the MIL.
(Indicated in the Fault Code Table)
All Fault Codes consist of Two Digits.
If NO Fault Codes are stored in Memory:
A Code 12 will be displayed.
This consists of;
One Flash of the MIL.
Followed by a 1.2 Second Pause.
Two Flashes of the MIL.
Followed by a Longer Pause.
The Code is then repeated.
If more than One Fault Code is stored in Memory:
The Code with the Lowest Numerical Value will be displayed Three Times.
The Code with the Next Higher Numerical Value will be displayed Three Times.
This Sequence will continue while ever the System remains in Diagnostic Mode.
With the Ignition Switch turned ON.
If the MIL does not show any Codes:
Ensure that;
The Diagnostic Test Terminal is Properly Earthed.
The Ignition switch is turned ON.
A Malfunction of the Diagnostic System is indicated.
Fault Code Erasure
Ignition Key must be OFF before carrying out Fault Code Erasure
Remove Fuse # 25 for more than 15 Seconds.
When Viewed from the Front of the Vehicle;
There is a group of 6 Fuses under the Relay Housing Cover behind the Battery.
Fuse # 25 is the Fuse located in the Back Right-Hand Corner.
Fault Code Extraction
Diagnostic Mode
To enter Diagnostic Mode:
Join Terminal 5 and Terminal 6 on the Diagnostic Connector.
Turn the Ignition Switch ON.
The Fault Codes will be displayed on the MIL.
Field Service Mode
After any Faults have been repaired.
Field Service Mode may be implemented by;
Start the Engine.
Connect Terminal 5 & Terminal 6 in the Diagnostic Connector.
In Field Service Mode;
The MIL will initially flash 2.5 Times per Second.
This Indicates that the System is operating in Open Loop Mode.
(NOT acting on the Oxygen Sensor Output.)
When the Oxygen Sensor reaches Operating Temperature (>360C);
This is achieved by operating the Engine for up to 2 minutes at 1500 to 1800 RPM.
The MIL Flash Rate will diminish to 1 Flash per Second.
This indicates that the System has commenced Closed Loop Mode operation.
Air / Fuel Ratio
Once in Closed Loop Mode:
The Air Fuel Ratio will be indicated by;
The Period that the MIL is ON
Compared to:
The Period that the MIL is OFF.
A Lean Mixture is indicated if:
The MIL is OFF
All or Most of the Time.
A Rich Mixture is indicated if:
The MIL is ON
All or Most of the Time.
Correct Air / Fuel Ratio is indicated by an equal ON OFF period.
The Air / Fuel Ratio may be evaluated by;
The Vehicle being driven in Field Service Mode
At any Steady Speed greater than 2000 RPM and
Observing the Duty Cycle of the MIL.
This is useful in diagnosing any Driveability Problems caused by Incorrect Fuel Delivery
Fault Code Table
Code #Circuit and Status
12*No RPM Signal
(OK Stationary Engine)
13No Oxygen Sensor Signal
14 ECT Sensor Voltage Low -auto trans code
15 ECT Sensor Voltage High -auto trans code
16*ECT Sensor Voltage Unsteady
17*PCM Error
19 TPS Stuck Open
21 TPS Voltage High -auto trans code
22 TPS Voltage Low -auto trans code
23*IAT Voltage High
24 No Vehicle Speed Sensor -auto trans code
25*IAT Voltage Low
26*IAT Voltage Unstable
28 Pressure Switch Assembly Short Circuit -auto trans code
31 Theft Deterrent Signal Missing
33 MAP Signal Voltage High
34 MAP Signal Voltage Low
35*Idle Speed Error
36*Vacuum Leak
41 EST Output Circuit Failure
42 Ignition Bypass Circuit Failure
43*Knock Sensor Fault
44 Exhaust Lean Indication
45 Exhaust Rich Indication
46No Reference Pulses While Cranking
47*18X Reference Signal Missing.
48*Crankshaft Reference Signal Missing
49*Crank Signal Intermittent
51PROM Error
52System Voltage High -auto trans code
16 Volts for 109 Minutes
53 System Voltage High -auto trans code
19.5 Volts for 2 Seconds
54 System Voltage Unstable
55 Analogue to Digital Error -auto trans code
56*Running Lean Under Load
57 Injector Voltage Monitor Fault
58*Transmission Fluid Temperature -auto trans code
Voltage Low
59 Transmission Fluid Temperature -auto trans code
Voltage High
66 3-2 Shift Control Solenoid Circuit Fault -auto trans code
67 TCC ON-OFF Solenoid Control Circuit -auto trans code
68 Transmission Component Slipping -auto trans code
69*TCC Stuck ON -auto trans code
72 Vehicle Speed Sensor
Intermittent While Driving
73 Pressure Control Solenoid Current -auto trans code
75 System Voltage Low -auto trans code
79 Transmission Fluid Temperature -auto trans code
Too High
812-3 Shift Solenoid B Fault-auto trans code
82 1-2 Shift Solenoid A Fault-auto trans code
83*TCC PWM Solenoid Fault -auto trans code
HOLDEN COMMODORE/STATESMAN VS 3.8L V6 (VH Engine) 1995 - 1997 Engine Management System
TOYOTA LEXCEN 3.8L V6 (VH Engine) 1995 - 1997 Engine Management System
Fault CodesSystem Malfunctions fall into Two Categories.
1.Hard Faults.
Indicated by the MIL being illuminated whenever the Engine is running.
2.Intermittent Faults.
These cause the MIL to be illuminated while the Fault is present.
They will go out approximately Ten Seconds after the Fault disappears.
Faults of either type will cause a fault code to be stored in memory.
Some Fault Codes do NOT illuminate the MIL.
See Fault Code Table.
All Fault Codes consist of Two Digits.
If NO Fault Codes are stored in Memory:
A Code 12 will be displayed.
This consists of;
One Flash of the MIL.
Followed by a 1.2 Second Pause.
Two Flashes of the MIL.
Followed by a Longer Pause.
The Code is then repeated.
If more than 1 Fault Code is stored in Memory:
The Code with the Lowest Numerical Value will be displayed Three Times.
The Code with the Next Higher Numerical Value will be displayed Three Times.
This Sequence will continue while ever the System remains in ;
With the Ignition Switch turned ON.
If the MIL does not show any Codes:
The Diagnostic Test Terminal is Properly Earthed.
The Ignition switch is turned ON.
A Malfunction of the Diagnostic System is indicated.
Fault Code Erasure
Ignition Key must be OFF before carrying out Fault Code Erasure
To Erase Fault Codes
Remove Fuse # 25 for more than 15 Seconds.
When viewed from the Front of the Vehicle:
There is a Group of 6 Fuses under the Relay Housing Cover behind the Battery.
Fuse # 25 is located in the Back Right Hand Corner.
Relearn Procedure
Whenever Memory Codes are cleared or components are replaced.
It will be necessary to carry out the Relearn Procedure.
In most cases the Relearn Procedure involves a Normal Test Drive.
In Some Cases, however, a More Stringent Procedure is needed.
In such a case follow the procedure outlined below:
For Automatic Transmission Models:
1.Idle in Drive for 30 Seconds with Air Conditioning ON.
2.Idle in Drive for 30 Seconds with Air Conditioning OFF.
3.Idle in Neutral for 30 Seconds with Air Conditioning ON.
4.Idle in Neutral for 30 Seconds with Air Conditioning OFF.
For Manual Transmission Models:
1.Idle in Neutral for 30 Seconds with Air Conditioning ON.
2.Idle in Neutral for 30 Seconds with Air Conditioning OFF.
Fault Code Extraction
To enter Diagnostic Mode:
Join Terminal 5 and Terminal 6 on the Diagnostic Connector.
Turn the Ignition Switch ON.
The Fault Codes will be displayed on the MIL
Field Service Mode
After any Faults have been repaired.
Field Service Mode may be implemented by;
Start the Engine.
Connect Terminal 5 & Terminal 6 in the Diagnostic Connector.
In Field Service Mode;
The MIL will initially flash 2.5 Times per Second.
This Indicates that the System is operating in Open Loop Mode.
(NOT acting on the Oxygen Sensor Output.)
When the Oxygen Sensor reaches Operating Temperature (>360C);
This is achieved by operating the Engine for up to 2 minutes at 1500 to 1800 RPM.
The MIL Flash Rate will diminish to 1 Flash per Second.
This indicates that the System has commenced Closed Loop Mode operation.
Air / Fuel Ratio
Once in Closed Loop Mode:
The Air Fuel Ratio will be indicated by;
The Period that the MIL is ON
Compared to:
The Period that the MIL is OFF.
A Lean Mixture is indicated if:
The MIL is OFF
All or Most of the Time.
A Rich Mixture is indicated if:
The MIL is ON
All or Most of the Time.
Correct Air / Fuel Ratio is indicated by an equal ON OFF period.
The Air / Fuel Ratio may be evaluated by;
The Vehicle being driven in Field Service Mode
At any Steady Speed greater than 2000 RPM and
Observing the Duty Cycle of the MIL.
This is useful in diagnosing any Driveability Problems caused by Incorrect Fuel Delivery
Fault Code Table
Fault Codes marked *
Do NOT illuminate the Malfunction Indicator Light.
Code #Description
12No RPM Signal
(OK stationary engine)
13No RH Oxygen Sensor Signal
14 ECT Sensor -auto trans code
Voltage Low
15 ECT Sensor -auto trans code
Voltage High
16*ECT Sensor voltage unsteady
17*PCM Error
19 TPS Stuck Open
21 TPS Voltage High -auto trans code
22 TPS Voltage Low -auto trans code
23*IAT Voltage High
24 No VSS -auto trans code
Automatic Only
25*IAT Voltage Low
26*IAT Voltage Unstable
28 Pressure Switch Assembly -auto trans code
Short Circuit
31 Theft Deterrent Signal Missing
32 MAF Out of Range
35*Idle Speed Error
41 EST Output Circuit Failure
42 Ignition Bypass Circuit Failure
43*Knock Sensor Fault
44 RH Exhaust Lean Indication
45 RH Exhaust Rich Indication
46 No Reference Pulses while Cranking
47*18X Reference Signal Missing
48*Crankshaft Reference Signal Missing
49*Cam / Crank Signal Error
51PROM Error
52System Voltage High -auto trans code
16 Volts for 109 Minutes
53 System Voltage High -auto trans code
19.5 Volts for 2 Seconds
54 System Voltage Unstable
55 Analogue to Digital Error -auto trans code
57*Injector Voltage Monitor Fault
58*Transmission Fluid Temp. -auto trans code
Voltage Low
59 Transmission Fluid Temp. -auto trans code
Voltage High
63 No LH Oxygen Sensor Signal
64 LH Exhaust Lean Indication
65 LH Exhaust Rich Indication
66*3-2 Shift Control Solenoid Circuit Fault -auto trans code
67 TCC ON-OFF Solenoid Control Circuit -auto trans code
69*TCC Stuck ON -auto trans code
72 VSS Intermittent while Driving -auto trans code
73 Pressure Control Solenoid Current -auto trans code
75 System Voltage Low-auto trans code
76*LH & RH Short Term Fuel Trims Differ
78*LH & RH Long Term Fuel Trims Differ
79 Transmission Temperature too High-auto trans code
81 2-3 shift Control Solenoid Circuit Fault -auto trans code
82 1-2 Shift Control Solenoid Circuit Fault -auto trans code
83*Torque Converter Clutch PWM Circuit -auto trans code
92*Low Speed Cooling Fan.
No BCM (body control module) reply
93*SNEF Circuit Fault
94*No VSS
Manual Transmission
97*Canister Purge Circuit
Diagnostic Connector
The Diagnostic Connector is located under the Dashboard beneath the Steering Column.
Overview
The Engine Management System on these Vehicles is based on;
And is similar in most respects to the earlier Models.
These Vehicles (Manual & Automatic) were fitted with the Powertrain Control Module (PCM).
Included are also Statesman and Caprice Models.
These Vehicles are fitted with a Camshaft Sensor which controls Sequential Injection.
The Vehicle starts on Simultaneous Injection.
It switches to Sequential Injection upon receiving a signal from the Camshaft Sensor.
If the Camshaft Sensor fails, the Vehicle reverts to Simultaneous Injection.
The Principle Differences are that the Current Version incorporates;
1.Sequential Fuel Injection
2.A Hot Wire Mass Air Flow Meter and
3.Two Exhaust Gas Oxygen Sensors.
PCM (Powertrain Control Module)
The PCM controls all Engine and Automatic Transmission Management Functions.
It communicates with other System Modules such as;
1. The BCM (Body Control Module) and
2. The ABS (Antilock Brake System)
Via a Serial Communication Link.
Automatic Transmission
The 4L60E Transmission uses the PCM to control;
1.Transmission shifting
2.Line Pressure and
3.Torque Converter Clutch
while maintaining good driveability.
The PCM monitors Electrical Signals from various Transmission and Engines Sensors.
Fault Codes can be extracted by Connecting Pin 5 and 6 on the Diagnostic Connector.
This will illuminate the Powertrain Check Lamp.
Transmission Pass Thru Connector
This is an environment protected Connector.
It is designed to protect the Low Voltage and Low Current levels.
These pass between the PCM and the Sensors within the Transmission.
Correct connection within the Connector can be interfered with through;
1.Bent Pins
2.Pins pushing away from each other
3.Contaminants such as Dirt, Water and Corrosion within the Connector
Anything that interferes with this Connector can cause the Transmission to operate incorrectly.
It also causes Diagnostic Trouble Codes to be set.
Vehicle Speed Sensor (VSS) (Manual)
There are Two different Vehicle Speed Sensors used for the Automatic and Manual Vehicles.
The Gear driven Vehicle Speed Sensor is located in the Transmission Extension Housing.
The Sender is an Electronic Hall Effect Switch.
It pulses a Voltage to an Earth from the PCM.
The Pulses occur 10 times per revolution.
This information is used for the Speedo, IAC, Cruise Control and some Fuelling Modes.
Vehicle Speed Sensor (VSS) Automatic VehiclesThe VSS is mounted in the Extension Housing of the Transmission.
An Inductive Pick Up Style Sensor is utilised to produce the VSS Signal.
As the Transmission Output Shaft rotates;
A Toothed Rotor moves past a Coil wrapped around a Permanent Magnet.
(Both ends of the Coil are connected to the PCM)
As the Rotor turns, a fluctuating Magnetic Field is produced.
This induces a Voltage into the Coil which is sent to the PCM.
The AC Voltage produced varies between 0.5 and 100 Millivolts depending upon Vehicle Speed.
HOLDEN COMMODORE VS 5.0L V8 (VU Eng.) 1993-97
Engine Management System
Fault Codes
The PCM incorporates a Self Diagnostic Function which detects System Malfunctions.
It indicates the presence of a Fault via the Malfunction Indicator Light (MIL).
This is located in the Instrument Cluster.
(Formerly referred to as the Check Engine Light)
System Malfunctions fall into Two Categories.
1.Hard Faults
Indicated by the MIL being illuminated whenever the Engine is running.
2.Intermittent Faults.
Cause the MIL to be illuminated while the Fault is present.
The MIL will go out approximately Ten Seconds after the Fault disappears.
Faults of Either Type will cause a Fault Code to be stored in Memory.
Some Fault Codes do NOT illuminate the MIL.
(Indicated in the Fault Code Table)
All Fault Codes consist of Two Digits.
If NO Fault Codes are stored in Memory:
A Code 12 will be displayed.
This consists of;
One Flash of the MIL.
Followed by a 1.2 Second Pause.
Two Flashes of the MIL.
Followed by a Longer Pause.
The Code is then repeated.
If more than One Fault Code is stored in Memory:
The Code with the Lowest Numerical Value will be displayed Three Times.
The Code with the Next Higher Numerical Value will be displayed Three Times.
This Sequence will continue while ever the System remains in Diagnostic Mode.
With the Ignition Switch turned ON.
If the MIL does not show any Codes:
Ensure that;
The Diagnostic Test Terminal is Properly Earthed.
The Ignition switch is turned ON.
A Malfunction of the Diagnostic System is indicated.
Fault Code Erasure
Ignition Key must be OFF before carrying out Fault Code Erasure
Remove Fuse # 25 for more than 15 Seconds.
When Viewed from the Front of the Vehicle;
There is a group of 6 Fuses under the Relay Housing Cover behind the Battery.
Fuse # 25 is the Fuse located in the Back Right-Hand Corner.
Fault Code Extraction
Diagnostic Mode
To enter Diagnostic Mode:
Join Terminal 5 and Terminal 6 on the Diagnostic Connector.
Turn the Ignition Switch ON.
The Fault Codes will be displayed on the MIL.
Field Service Mode
After any Faults have been repaired.
Field Service Mode may be implemented by;
Start the Engine.
Connect Terminal 5 & Terminal 6 in the Diagnostic Connector.
In Field Service Mode;
The MIL will initially flash 2.5 Times per Second.
This Indicates that the System is operating in Open Loop Mode.
(NOT acting on the Oxygen Sensor Output.)
When the Oxygen Sensor reaches Operating Temperature (>360C);
This is achieved by operating the Engine for up to 2 minutes at 1500 to 1800 RPM.
The MIL Flash Rate will diminish to 1 Flash per Second.
This indicates that the System has commenced Closed Loop Mode operation.
Air / Fuel Ratio
Once in Closed Loop Mode:
The Air Fuel Ratio will be indicated by;
The Period that the MIL is ON
Compared to:
The Period that the MIL is OFF.
A Lean Mixture is indicated if:
The MIL is OFF
All or Most of the Time.
A Rich Mixture is indicated if:
The MIL is ON
All or Most of the Time.
Correct Air / Fuel Ratio is indicated by an equal ON OFF period.
The Air / Fuel Ratio may be evaluated by;
The Vehicle being driven in Field Service Mode
At any Steady Speed greater than 2000 RPM and
Observing the Duty Cycle of the MIL.
This is useful in diagnosing any Driveability Problems caused by Incorrect Fuel Delivery
Fault Code Table
Code #Circuit and Status
12*No RPM Signal
(OK Stationary Engine)
13No Oxygen Sensor Signal
14 ECT Sensor Voltage Low -auto trans code
15 ECT Sensor Voltage High -auto trans code
16*ECT Sensor Voltage Unsteady
17*PCM Error
19 TPS Stuck Open
21 TPS Voltage High -auto trans code
22 TPS Voltage Low -auto trans code
23*IAT Voltage High
24 No Vehicle Speed Sensor -auto trans code
25*IAT Voltage Low
26*IAT Voltage Unstable
28 Pressure Switch Assembly Short Circuit -auto trans code
31 Theft Deterrent Signal Missing
33 MAP Signal Voltage High
34 MAP Signal Voltage Low
35*Idle Speed Error
36*Vacuum Leak
41 EST Output Circuit Failure
42 Ignition Bypass Circuit Failure
43*Knock Sensor Fault
44 Exhaust Lean Indication
45 Exhaust Rich Indication
46No Reference Pulses While Cranking
47*18X Reference Signal Missing.
48*Crankshaft Reference Signal Missing
49*Crank Signal Intermittent
51PROM Error
52System Voltage High -auto trans code
16 Volts for 109 Minutes
53 System Voltage High -auto trans code
19.5 Volts for 2 Seconds
54 System Voltage Unstable
55 Analogue to Digital Error -auto trans code
56*Running Lean Under Load
57 Injector Voltage Monitor Fault
58*Transmission Fluid Temperature -auto trans code
Voltage Low
59 Transmission Fluid Temperature -auto trans code
Voltage High
66 3-2 Shift Control Solenoid Circuit Fault -auto trans code
67 TCC ON-OFF Solenoid Control Circuit -auto trans code
68 Transmission Component Slipping -auto trans code
69*TCC Stuck ON -auto trans code
72 Vehicle Speed Sensor
Intermittent While Driving
73 Pressure Control Solenoid Current -auto trans code
75 System Voltage Low -auto trans code
79 Transmission Fluid Temperature -auto trans code
Too High
812-3 Shift Solenoid B Fault-auto trans code
82 1-2 Shift Solenoid A Fault-auto trans code
83*TCC PWM Solenoid Fault -auto trans code
Diagnostic Connector
The Diagnostic Connector is located under the Dashboard beneath the Steering Column.
HOLDEN COMMODORE VT 3.8L V6 (H & S Engines) 1997 - 2000 Engine Management System
HOLDEN CAPRICE 3.8L V6 (H & S Engines) 1997 - 2000 Engine Management System
HOLDEN STATESMAN 3.8L V6 (H & S Engines) 1997 - 2000 Engine Management System
(Supercharged and Non Supercharged Engines)
Overview
These Vehicle are fitted with the V6 3.8L VH Naturally Aspirated and Supercharged Engines.
Supercharged Engines run a lower (8.5:1) Compression Ratio.
They incorporate Sequential Fuel Injection and Ignition Control.
The Injection System operates Simultaneously during Cranking.
Should the Camshaft Sensor fail, it will revert to Simultaneous Injection.
Close monitoring of Stoichiometic Air/Fuel Ratio is by use of Two Oxygen Sensors.
Supercharged Models use Heated Oxygen Sensors.
The PCM also controls Engine Cooling Fans, Air Conditioning and Auto Transmission Operation.
Fault Codes
The Fault Codes are read as long an short flashes of the Powertrain Checklight.
The long flashes represent the "Tens" and the short flashes represent the "Single" Units.
Each Fault Code will be displayed three times.
If only one Fault Code is stored, there will be a long pause (3.2 seconds)
The Code will then be repeated.
If there is more than one Code stored, each Code will be displayed three times.
At the end of the sequence, following a 3.2 second pause, the Codes will repeat.
Note
As the Engine is Not Running when the Codes are extracted;
Code 12 (No Engine Speed Signal) will be displayed.
This does not indicate a Fault.
When the Ignition is switched to ON, the Powertrain Checklight will illuminate.
When the Engine starts, the Checklight will extinguish.
If an intermittent Fault is detected in the System;
The PCM will illuminate the Powertrain Checklight, indicating a current Fault.
When the Fault ceases, the Checklight will extinguish.
The Fault Code will, however, remain stored in the Fault Code Memory and the "History" memory. (The History Memory location can only be cleared with a suitable Data Scanner)
Fault Code Erasure
Remove Fuse #31 (located in Fuse Box behind Battery) for 10 Seconds.
Fault Code Extraction
Connect a Jumper Wire between the Terminals #5 and #6 on the Diagnostic Connector.
Switch Ignition ON.
Compare flashes to Fault Code Table.
Diagnostic Connector (Data Link Connector)
The Diagnostic Connector is located on the lower edge of the Dash Panel.
It is below the Steering Wheel.
Fault Code TableCode #Circuit and Status
12Engine Speed Detection No RPM Input
(Normal when Engine is Not Running)
No Crankshaft Reference Signal
(Check Wiring, DIS Module, Crankshaft Position Sensor)
Note
Does NOT illuminate the Powertrain Checklight
13Oxygen Sensor (Right bank) No Input Signal
Oxygen Sensor, Wiring or Connector
14Engine Coolant Temperature Sensor Voltage Signal LOW
Temperature Sensor
Note
See Engine Coolant Temperature Sensor
15Engine Coolant Temperature Sensor Voltage Signal HIGH
Temperature Sensor
Note
See Engine Coolant Temperature Sensor
16Engine Coolant Temperature Sensor Voltage Signal Unstable
Temperature Sensor Open or Short Circuit (Intermittent)
Wiring or Connectors Open or Short Circuit (Intermittent)
Note
Does NOT illuminate the Powertrain Checklight
See Engine Coolant Temperature Sensor
17Powertrain Control Module Engine Coolant Circuit.
Failure of PCM Circuit Resistor
Note
Does NOT illuminate the Powertrain Checklight
See Engine Coolant Temperature Sensor
18EGR System (Non Supercharged)
Incorrect Gas Flow
EGR Valve Problem, Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
19Throttle Position Sensor Sensor Jammed
Mechanical problem with Throttle Position Sensor (Broken Internal Spring)
21Throttle Position Sensor Voltage Signal HIGH
Circuit possibly Shorted to Voltage
22Throttle Position Sensor Voltage Signal LOW
Circuit possibly Shorted to Ground
23Intake Air Temperature Sensor Voltage Signal HIGH
Sensor Faulty, Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
24Vehicle Speed Sensor Automatic Transmission
Signal Input Unchanging (While decelerating)
Note Sensor Faulty, Wiring or Connector
25Intake Air Temperature Sensor Voltage Signal LOW
Sensor Faulty, Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
26Intake Air Temperature Sensor Voltage Signal Unstable
Sensor Faulty, Wiring or Connector Intermittent
Note
Does NOT illuminate the Powertrain Checklight
29 Exhaust Gas Recirculation (EGR) System: Pintle Position Fault
(EGR Position Sensor inside the EGR Valve)
Pintle Jammed
EGR Valve Failure
Note
Does NOT illuminate the Powertrain Checklight
31 Theft Deterrent System: No Signal
(Anti-theft communication between PCM and BCM)
32 Mass Air Flow Sensor
(No adjustments possible on this component)
Voltage Signal Out of Range
Sensor Faulty, Wiring or Connector
35Idle Speed Monitor
Idle Speed Error
Sensor Faulty , Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
36Vacuum Monitor
Vacuum Leak
Vacuum Hoses, Clamps and fittings
Idle Speed Controller Faulty or Sticking
Note
Does NOT illuminate the Powertrain Checklight
41Electronic Spark Timing Timing Pulse Problem
(Code sets when Cranking)
PCM Terminal# D10 to DIS Module Terminal A
Wiring Circuit Problem - Open or Ground
Note
DIS Module Problem
42Electronic Spark Timing Bypass Circuit Fault
(Code sets above 1600 RPM)
DIS module, Wiring or Connector
43Knock Sensor Voltage Signal Outside of Specifications
(Too Low or Too High)
Sensor Faulty, Interference in Circuit
Incorrect Mass Air Flow Sensor frequency output (Low)
Incorrect Engine Coolant Temperature Sensor resistance (High)
Note
Does NOT illuminate the Powertrain Checklight
44Oxygen Sensor (Right Bank) Signal Indicates Too Lean
Sensor Faulty, Wiring or Connector
Mechanical Problem
45Oxygen Sensor (Right Bank) Signal Indicates Too Rich
Sensor Faulty, Wiring or Connector
Mechanical Problem
46Direct Ignition System No Crankshaft Reference Signal
(Received by PCM when Engine cranks)
DIS Module Problem
Wiring or Connector (DIS Module Terminal D to PCM Terminal #D12)
47Direct Ignition System / Crankshaft Position Sensor Missing 18X Signal
DIS Module
Crankshaft Position Sensor
Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
48Camshaft Position Sensor No Signal (Received by PCM)
Sensor Fault, Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
49Camshaft Position Sensor Signal Intermittent (Received by PCM)
Sensor Fault, Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
51PCM PROM Error Code
PROM Module
PCM Module
52System Voltage High (16 V for 109 min.)
Alternator
53System Voltage High (19.5 V for 2 sec.)
Battery, Alternator, Wiring or Connector
54Voltage Monitor, Voltage Unstable
Battery, Alternator, Wiring or Connector
55PCM - Analogue to Digital Signal Converter Error Code
PCM Module
56Exhaust Oxygen Content (Supercharged Models)
Lean Condition Under Load
Mechanical Problem
57Fuel Injector Voltage Monitor (Voltage Out of Range)
Main Relay, Battery, Alternator, Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
58Transmission Fluid Temp Voltage Low
Wiring, Sensor
Note
Does NOT illuminate the Powertrain Checklight
59Transmission Fluid Temp Voltage High
Wiring, Sensor or Connector
63Oxygen Sensor (Left Bank) No Input Signal
See
Oxygen Sensor, Wiring or Connector
64Oxygen Sensor (Left Bank) Signal Indicates Lean Exhaust Gas
Oxygen Sensor
Engine Mechanical Problem
65Oxygen Sensor (Left Bank) Signal Indicates Rich Exhaust Gas
Oxygen Sensor
Engine Mechanical Problem
66 3-2 Shift Control Solenoid Circuit Fault
Solenoid, Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
67Torque Converter Clutch On-Off Solenoid Control Circuit
Inspect
Solenoid, Wiring or Connector
69Torque Converter Clutch Stuck On
Wiring, Mechanical Problem
Note
Does NOT illuminate the Powertrain Checklight
72Vehicle Speed Sensor Intermittent While Driving
Sensor, Wiring or Connector
73Pressure Control Solenoid Current
Solenoid, Wiring or Connector
75System Voltage Low
Wiring, Alternator or Connector
76PCM Fuel Trim Circuit - Short Term Fuel Trim (High)
PCM Module
Mechanical Problem causing Fuel Trim adjust to maximum
Note
Does NOT illuminate the Powertrain Checklight
78PCM Fuel Trim Circuit - Long Term Fuel Trim (High)
PCM Module
Mechanical Problem causing Fuel Trim adjust to maximum
Note
Does NOT illuminate the Powertrain Checklight
79Transmission Temp Too High
Slipping, Overheating, Wiring, Sensor
812-3 Shift Control Solenoid Circuit Fault
Inspect
Solenoid, Wiring or Connector
821-2 Shift Control Solenoid Circuit Fault
Solenoid, Wiring or Connector
83Torque Convertor Clutch Pulse Width Modulation Circuit
Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
85Transmission Slipping
Difference between Engine RPM and Transmission Output RPM
Note
Does NOT illuminate the Powertrain Checklight
91PCM
Quad Driver Module Fault
PCM Module
Note
Does NOT illuminate the Powertrain Checklight
92Low Speed Fan No Response from BCM
BCM Module, Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
93PCM Filter Circuit for Knock Sensor
Signal Noise Enhancement Filter Fault
PCM Module
Note
Does NOT illuminate the Powertrain Checklight
94Vehicle Speed Sensor Manual Transmission
(Signal Input Unchanging while decelerating)
Sensor, Wiring or Connector
95Transmission
Torque requested is out of Range
96Air Conditioner Pressure Sensor
Sensor Fail Code
Note
Does NOT illuminate the Powertrain Checklight
97Purge Canister fails to Operate
Solenoid, Wiring or Connector
Note
Does NOT illuminate the Powertrain Checklight
Engine Coolant Temperature Sensor
This Sensor is located at different positions for Supercharged and NON Supercharged Engines.
Supercharged
The Engine Coolant Temperature Sensor is located at the rear of the Left Cylinder Head.
It is near the Thermostat Housing.
Non Supercharged
The Engine Coolant Temperature Sensor is located at the Front of the Engine.
It is just below the Thermostat Housing.
The resistance of the Sensor will vary according to Engine Coolant Temperature. (Thermistor)
The PCM outputs 5 Volts to the Temperature Sensor.
The Voltage in the Circuit will vary:
From 5 Volts approximately when the Engine Coolant is Cold (-20C).
To 2.6 Volts approximately when the Engine Coolant is Hot (80C).
When the Engine Coolant Temperature is below 50C approximately:
The Switch inside the PCM will direct the Voltage through the 4000 Ohm Resistor.
When the Engine Coolant Temperature is above 50C approximately:
The Voltage will be directed through the 348 Ohm Resistor.
To Test Voltage:
See PCM Pin #B5.
To Test Resistance:
@ 20C - Should be 3.555 k Ohms
@ 90C - Should be 0.244 k Ohms
Engine Cooling Fans
There are Two Cooling Fans with Four Terminals each.
Two of the Terminals are Battery Feed and the other Two Terminals are Ground Terminals.
If One of the Ground Terminals is connected to Ground via a Relay;
The Fan will operate at Low Speed.
If both Ground Terminals are connected to Ground via a Relay;
The Fan will operate at High Speed.
The Cooling Fans have 4 Capacitors built into the Wiring Circuits.
If the Capacitors are Open Circuit, the Fan Noise will be heard through the Vehicle Speakers.
If the Capacitors are shorted to Ground, the Fans could run continuously.
(The Fusible Link or Fuse may blow)
Automatic Transmission
The Automatic Transmission is PCM Controlled via the following:
1.Fluid Pressure Manual Valve Position Switch
2.Power Economy Switch
3.Pressure Control Solenoid
4.Shift Solenoids
5.Torque Converter Clutch Enable Solenoid
6.Torque Converter Clutch Pulse Width Modulation Solenoid
Fuel Pressure
Non Supercharged Models
Engine Idling;
Vacuum Line Connected270 to 350 kPa
Supercharged Models
Engine Idling;
Vacuum Line Connected290 to 410 kPa
Service Due Indicator Message
A service reminder message is built into the Trip Computer.
1,000 Km before the Service is actually due, the reminder message will appear.
This gives time to arrange for the Service to be carried out.
The message will be shown for 10 seconds whenever the Ignition is switched ON or OFF;
Until the Trip Computer is reset.
When the service is Overdue;
The message will flash for 10 seconds when the Ignition is switched ON or OFF.
Resetting Procedure
1.With the Ignition OFF, press and hold the Up and Down Buttons of the Trip Computer.
2.Turn the Iignition ON while holding down both buttons.
3.Keep both Buttons held in for 2 seconds Approx..
4.Press the MODE Button until SERV 10,000 Km (relevant numbers) is shown.
5.Press and hold the UP and DOWN buttons until the display stops flashing.
6.Turn the Ignition OFF then ON again.
Note
The Service Due Message is calculated only by distance.
Remember that if driving infrequently special Servicing may be required.
PCM
The PCM is located behind the Left Hand Kickpanel.
This Control Module is common to many different Vehicle Builds.
It is fitted with a removable PROM Module, which is specific for a particular Model.
(Type of Engine, Transmission, and Rear Axle etc)
New PCM's are not supplied with a PROM module.
The PCM is self testing and will generate a Fault Code to the Fault Code Memory.
(If any Sensors or Specifications are outside of the operating parameters)
If a Code is generated, the Powertrain Checklight Lamp will be illuminated.
The PCM and the BCM are Security Linked.
If either the PCM or BCM units are replaced, the Security Link must be re-established.
This can only be accomplished with the Tech 2 Data Scanner.
Serial Data Communication (BUS)
Bus communication is used to communicate with other Modules (Computers).
The Master Bus or controller is the Body Control Module (BCM).
This is the Main Communication Centre.
The BCM will request or send information to;
1.The Power Train Control Module (PCM)
2.The Electronic Climate Control (ECC)
3.The Instrument Cluster (INS)
.4The Anti-lock / Electronic Traction Control System (ABS/ETC)
5.The Diagnostic Connector (for use with the TECH 2 tool).
The Data provided by each Module may be used by any Module connected to the Bus Line.
Each Module has a unique response, Message Identifier Word (MIW) for identification.
The BCM surveys each Module for an status update Once every 300 milliseconds.
Except the PCM which will update the BCM Twice every 300 milliseconds.
Serial Data from the Bus line can be read via Data Stream by the TECH 2 Tool.
Information can be obtained from Various Modules for diagnosing Faults in the On Board Computers.
Supercharger
The Supercharger consists of two Helical Cut Counter rotating Rotors within a Housing.
The Rotors, which do not touch each other, are mechanically driven by the Main Drive Belt.
Air is drawn into the Supercharger and forced into the Inlet Manifold.
The Inlet Manifold Pressure is boosted to a Positive Pressure of around 50 to 80 kPa (Max).
Supercharger Boost Control Operation
More Air is pumped into the Engine than can be used under Light Engine Loads or at Idle.
Under these situations, Excess Air is recycled back to the Inlet Side of the Rotors.
The efficiency of the Rotors is thereby reduced, consequently reducing the "Boost" Pressure.
The recycling of the Supercharged Air is controlled by the Boost Control Actuator.
(A Diaphragm connected to a Butterfly Valve)
The PCM actuates the Boost Control Actuator through the Boost Control Solenoid.
Supercharger System
Supercharged Vehicles are fitted with a Mechanically Driven Supercharger.
This forces Air into the Combustion Chambers to improve Volumetric Efficiency.
The Supercharger System will greatly improve torque at low Engine Speed.
Boost Pressure is PCM controlled through the Supercharger Boost Control Solenoid.
Supercharger Boost Control Solenoid
Under most Operating Conditions, the Boost Control Solenoid is energised by the PCM.
While the Boost Control Solenoid is in the energised state;
Control of the Bypass Valve is dependant on the vacuum available at the Bypass Valve Actuator.
When the Engine is at Idle;
Maximum Vacuum will be applied to the Bypass Valve Actuator.
Maximum Vacuum will overcome the force of the Bypass Valve Actuator Internal Spring.
This causes the Bypass Valve to be kept open resulting in reduced Boost.
When the Vehicle is accelerating rapidly;
Minimum Vacuum will be applied to the Bypass Valve Actuator.
The Internal Spring in the Bypass Valve Actuator will force the Bypass Valve closed.
This will result in full boost.
Under some driving situations the Boost Control Solenoid will be de-energised.
(Decelerating, Very High Engine Load, driving in reverse)
This allows the Boost Pressure in the Inlet Manifold to bleed back into the Lower Chamber
of the Bypass Valve Actuator and force the Spring back.
This will result in the Bypass Valve opening and Reducing Boost Pressure.
If Removing the Bypass Valve Actuator;
Mark the Bracket so as to ensure correct Installation Alignment.
HOLDEN COMMODORE VT 5.7L V8 (VF Engine) 1999-2000 Engine Management System
HOLDEN CAPRICE 5.7L V8 (VF Engine) 1999-2000 Engine Management System
HOLDEN STATESMAN 5.7L V8 (VF Engine) 1999-2000 Engine Management System
Overview
These Vehicles were produced with the V8 Chevrolet Generation III 5.7L VF Engine.
It features Sequential Fuel Injection, Electronic Spark Control and Electronic Spark Timing.
They use a Powertrain Control Module (PCM) which controls Engine and transmission Operation.
The Transmission used is different to that used in the V6.
Close monitoring of Stoichiometric Air/Fuel Ratio is achieved by using Two Oxygen Sensors.
Diagnostic Connector
The 16 Pin Diagnostic Connector is located under the Right Hand Side of the Instrument Panel.
It is below the Steering Column.
Fault Codes
These Vehicles use OBDII Style Fault Codes.
(See Diagnostic Trouble Codes)
Fault Code Erasure
Fault Code Erasure can be carried out Only with an OBDII Compatible Scan Tool:
Such as the OTC 4000 Enhanced.
Fault Code Extraction
Fault Code Extraction can be carried out Only with an OBDII Compatible Scan Tool:
Such as the OTC 4000 Enhanced.
Ps: These devices start from $4000
Fault Code Table - Diagnostic Trouble Codes (DTC)Code #Circuit and Status
P0101Mass Air Flow Sensor
Out of Range
P0102Mass Air Flow Sensor
Frequency Low
P0103Mass Air Flow Sensor
Frequency High
P0107Manifold Absolute Pressure Sensor
Low Voltage
P0108Manifold Absolute Pressure Sensor
High Voltage
P0112Intake Air Temperature Sensor
Low Voltage
P0113Intake Air Temperature Sensor
High Voltage
P0117Engine Coolant Temperature Sensor
Low Voltage
P0118Engine Coolant Temperature Sensor
High Voltage
P0121Throttle Position Sensor
Out of Range
P0122Throttle Position Sensor
Low Voltage
P0123Throttle Position Sensor
High Voltage
P0125Engine Coolant Temperature Sensor
Slow To Operate
P0131Heated Oxygen Sensor Bank 1
Low Voltage
P0132Heated Oxygen Sensor Bank 1
High Voltage
P0133Heated Oxygen Sensor Bank 1
Slow Response
P0134Heated Oxygen Sensor Bank 1
Out of Range
P0135Heated Oxygen Sensor Bank 1
Heater Malfunction
P0151Heated Oxygen Sensor Bank 2
Low Voltage
P0152Heated Oxygen Sensor Bank 2
High Voltage
P0153Heated Oxygen Sensor Bank 2
Slow Response
P0154Heated Oxygen Sensor Bank 2
Out of Range
P0155Heated Oxygen Sensor Bank 2
Heater Malfunction
P0171Fuel Mixture Bank 1
Lean
P0172Fuel Mixture Bank 1
Rich
P0174Fuel System Bank 2
Lean
P0175Fuel System Bank 2
Rich
P0218Transmission Fluid Temperature
High
P0230Fuel Pump Circuit
Malfunction
P0325Knock Sensor Circuit
Out of Range
P0327Front Knock Sensor
Malfunction
P0332Rear Knock Sensor
Malfunction
P0335Crankshaft Sensor
No Voltage Cranking
P0336Crankshaft Sensor
No Voltage Running
P0341Camshaft Sensor
Out of Range
P0342Camshaft Sensor
Low Voltage
P0343Camshaft Sensor
High Voltage
P0351Ignition Control Cylinder #1 Circuit
Malfunction
P0352Ignition Control Cylinder #2 Circuit
Malfunction
P0353Ignition Control Cylinder #3 Circuit
Malfunction
P0354Ignition Control Cylinder #4 Circuit
Malfunction
P0355Ignition Control Cylinder #5 Circuit
Malfunction
P0356Ignition Control Cylinder #6 Circuit
Malfunction
P0357Ignition Control Cylinder #7 Circuit
Malfunction
P0358Ignition Control Cylinder #8 Circuit
Malfunction
P0443Emission Canister Purge Valve Circuit
Malfunction
P0481Cooling Fans High Speed Control Circuit
Malfunction
P0502Vehicle Speed Sensor
Low Voltage
P0503Vehicle Speed Sensor
Intermittent Voltage
P0506Idle Air Control Circuit
Idle Speed Low
P0507Idle Air Control Circuit
Idle Speed High
P0522Engine Oil Pressure Sensor
Low Voltage
P0523Engine Oil Pressure Sensor
High Voltage
P0530Air Conditioner Refrigerant Pressure Sensor
Out of Range
P0562Ignition Voltage Supply
Low Voltage
P0563Ignition Voltage Supply
High Voltage
P0601Powertrain Control Module Memory.(PCM)
Malfunction
P0602Powertrain Control Module Memory.(PCM)
Not Programmed
P0608Vehicle Speed Output Signal
Out of Range
P0654Engine Speed Output Signal
Out of Range
P0705Transmission Range Switch Circuit
Out of Range
P0706Transmission Range Switch Circuit
Out of Range
P0711Transmission Fluid Temperature Sensor
Out of Range
P0712Transmission Fluid Temperature Sensor
Low Voltage
P0713Transmission Fluid Temperature Sensor
High Voltage
P0719Brake Switch Circuit
Low Voltage
P0724Brake Switch Circuit
High Voltage
P0740Torque Converter Clutch Solenoid Circuit
Out of Range
P0742Torque Converter Clutch Solenoid Circuit
Stuck ON
P0748Pressure Control Valve Solenoid Circuit
Out of Range
P07511-2 Shift Valve Solenoid
Malfunction
P07531-2 Shift Valve Solenoid
Out of Range
P07562-3 Shift Valve Solenoid
Malfunction
P07582-3 Shift Valve Solenoid
Out of Range
P07853-2 Shift Valve Solenoid
Out of Range
P1111Intake Air Temperature Sensor
Intermittent High Voltage
P1112Intake Air Temperature Sensor
Intermittent Low Voltage
P1114Engine Coolant Temperature Sensor
Intermittent Low Voltage
P1115Engine Coolant Temperature Sensor
Intermittent High Voltage
P1121Throttle Position Sensor
Intermittent High Voltage
P1122Throttle Position Sensor
Intermittent Low Voltage
P1133Heated Oxygen Sensor Bank 1
Switching Low
P1134Heated Oxygen Sensor Bank 1
Transmission Time Out of Range
P1153Heated Oxygen Sensor Bank 2
Switching Low
P1154Heated Oxygen Sensor Bank 2
Transmission Time Out of Range
P1258Engine Coolant Over Temperature Circuit
Malfunction
P1539Air Conditioner Clutch Status Circuit
High Voltage
P1546Air Conditioner Clutch Status Circuit
Low Voltage
P1626Theft Deterrent Fuel Enable Circuit
Malfunction
P1630Theft Deterrent PCM
Password Learn Mode
P1631Theft Deterrent
Password Incorrect
P16355 Volt Reference #1 Circuit
Manifold Absolute Pressure Sensor,
Throttle Position Sensor and Oil Pressure Sensor Out of Range
P16395 Volt Reference #2 Circuit
Air Conditioner Pressure Sensor Out of Range
P1810Transmission Fluid Pressure Position Switch Circuit
Out of Range
P1860Torque Converter Clutch Solenoid Circuit
Malfunction
P1870Transmission Slip
Out of Range
B2002Low Speed Cooling Fan Circuit
NO Body Control Module Response
B2006Powertrain Interface Module Serial Data To Powertrain Control Module
No Data Transfer
B2007Starter Relay
Voltage High
B2009Powertrain Control Module EEPROM
Incorrect Reading
PCM
The PCM uses two 80 Pin Connectors.
It is located on the Left Hand Side of the Engine Compartment.
It is mounted on the Inner Guard Panel, near the Engine Coolant Surge Tank.
The PCM is connected to the Body Control Module (BCM) and Diagnostic Connector through;
The Powertrain Interface Module (PIM).
The PCM controls:1. Engine.3. Air Conditioner Compressor Clutch and
2. Transmission.4. Electronic Traction Control (If Fitted)
EEPROM
The EEPROM is part of the PCM and is Not Replaceable.
IF a new PCM is fitted, or If PCM Power is disconnected;
The EEPROM will require Programming. (Tech 2 Data Scanner ONLY)
Idle Re-learn is required and a Functional Check should be carried out.
PCM Connectors
There are Two Connectors on the PCM.
Connector J1, Blue Connector is Closest to the Engine.
Connector J2, Red Connector is toward the Outside of the Vehicle.
Powertrain Interface Module (PIM)The PIM is located under the Left Hand Side Passenger Kick Panel.
It is NOT Repairable.
The PIM is an Electronic Module which acts as an interface between the following:
1. Body Control Module
2. PCM
3. Instrument Panel and
4. Data Link Connector.
The GEN III System uses 2 Types of Serial Data.
The PIM translates both types and sends the Signals to the Correct Devices.
Older (UART) System
The Older System (UART) is 5 Volts Pulses at a Fixed Pulse Width.
Transmitted at 8,192 Bits per Second from Body Control Module.
New (Class II) System
The New System (Class II) is 7 Volts Pulses at Several Pulse Widths.
Transmitted at 10,400 Bits per Second from Powertrain Control Module.
The PIM Translates for the:1. Starter Motor Operation.6. Gear Position Indicator Lamps.
2. Malfunction Indicator Lamp.7. Air Condition Request Signal.
3. Cooling Fan Low Speed Operation.8. Power/ Economy Lamp.
4. Oil Pressure Warning Lamp.9. Theft Deterrent Immobilisation.
5. Low Coolant Lamp.
If the PIM is replaced, the BCM, PIM and PCM Must be Electronically Security Linked.
This Can Only be Performed with a Tech 2 Data Scan Tool.
Pin 6 UART Serial Data.Pin 11 Diagnostic Test Enable.
Pin 7 Class II Serial Data.Pin 15 Ignition Power.
Pin 8 Starter Relay.Pin 16 Ground.
Reverse Lock Out Solenoid (Manual Transmission)
The Reverse Lock Out Solenoid is located on the Left Hand Side of the Extension Housing.
This ON / OFF Solenoid receives it's voltage through Fuse F32.
At Speeds >5KPH, it is De-energised to Prevent the Selection of Reverse Gear.