Engine Control System & Component Tests - Gasoline Chevrolet Suburban IX

MODEL IDENTIFICATION

Vehicle series is identified by fifth character of Vehicle Identification Number (VIN), stamped on metal pad on top of left end of instrument panel, near windshield. See MODEL IDENTIFICATION table.

MODEL IDENTIFICATION

INTRODUCTION

Before testing separate components or systems, perform procedures in BASIC TESTING article. Since many computer-controlled and monitored components set a trouble code if they malfunction, also perform procedures in TESTS W/CODES article.

Note. Testing individual components does not isolate shorts or opens. Perform all voltage tests with a Digital Volt-Ohmmeter (DVOM) with a minimum 10-megohm input impedance, unless stated otherwise in test procedure. Use ohmmeter and refer to WIRING DIAGRAMS to isolate wiring harness shorts or opens.

TERMINOLOGY

Due to Federal government requirements, manufacturers may use names and acronyms for systems and components different than those used in previous years. The following table will help eliminate confusion when dealing with these components and systems. Only relevant components and systems whose names have changed from current General Motors Corp. terminology have been listed.

SAE TERMINOLOGY

A & C CHART REFERENCE TABLE

Note. The following table provides the location of commonly used diagnostic information. These former "A" and "C" charts are now written in text and inserted into the appropriate location in the new Engine Performance workflow. To familiarize yourself with the Engine Performance workflow, see HOW TO USE THE ENGINE PERFORMANCE SECTION in this section.

GENERAL MOTORS A & C CHART REFERENCE

CONTROL UNIT

Note. To perform the following ground and power tests, use appropriate wiring diagram in WIRING DIAGRAMS article.

Ground Circuits

1. Using an ohmmeter, check for continuity to ground on PCM/VCM ground terminals. Resistance should be zero ohms. If not, repair open to ground.
2. Using a voltmeter, touch negative lead of voltmeter to a good ground. Touch positive lead of voltmeter to each ground terminal. With vehicle running, voltmeter should indicate less than one volt. If voltmeter reading is greater than one volt, check for open, corrosion or loose connection on ground circuit.

Power Circuits

1. Using a voltmeter, check for battery voltage between PCM/VCM continuous power terminal(s) and ground. If battery voltage is not present, check for blown fuse or open fusible link. If okay, check for open in wire between PCM/VCM terminal and power source.
2. Turn ignition on. Using a voltmeter, check for battery voltage between PCM/VCM ignition power terminals and ground. If battery voltage is not present, check IGN fuse. If fuse is okay, check for an open in wire between battery and ignition switch, and between ignition switch and PCM/VCM terminal. If okay, check for a defective ignition switch.
3. Connect voltmeter between ground and PCM/VCM starter (crank) signal terminal. On vehicles with manual transmission, depress clutch pedal. Turn ignition switch to START position. Battery voltage should be present ONLY when ignition switch is in START position.
4. If voltage is not present, check CRANK fuse or fusible link between ignition switch and PCM/VCM terminal. If fuse or fusible link is okay, check for an open in wire between ignition switch and PCM/VCM terminal, or check for a defective ignition switch.

A/C ON Switch/System Test

1. Turn ignition switch to RUN position. Move mode selector switch to any position other than OFF position. With A/C control assembly connected, measure voltage between mode selector switch Light Green wire and ground. For wiring schematics, see appropriate WIRING DIAGRAMS 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 wire from mode selector switch to fuse for an open circuit. Also check A/C high and low pressure switches for open.
3. Check voltage between mode selector switch Dark Green/White wire or Dark Green wire and ground. Voltage should not be present. If voltage is present, replace mode selector switch.

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.

Engine Coolant Temperature (ECT) Sensor

If a coolant sensor-related code is present, see TESTS W/CODES article. An out-of-calibration sensor may not set a trouble code. Use following procedure to test sensor calibration. Disconnect ECT sensor connector. Measure resistance between sensor terminals. Resistance should be high when engine is cold and drop as engine warms. See ECT SENSOR RESISTANCE VALUES table.

ECT SENSOR RESISTANCE VALUES

Note. Intake Air Temperature (IAT) sensor is also referred to as Manifold Air Temperature (MAT) sensor.

Intake Air Temperature (IAT) Sensor

If an IAT sensor-related code is present, see TESTS W/CODES article. An out-of-calibration sensor may not set a trouble code. Use following procedure to test calibration. Disconnect IAT sensor harness connector. Connect ohmmeter between sensor terminals. Sensor resistance should be as specified. See IAT SENSOR RESISTANCE table. With vehicle sitting overnight, IAT sensor and coolant sensor should have close to the same resistance reading.

IAT SENSOR RESISTANCE

Knock Sensor

1. 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.
2. 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 (C-4 & C-5)»(/chevrolet/suburban/ix-1991-2001/remont/testing-diagnostics/#engine-control-system-component-tests-gasoline) under IGNITION SYSTEM and TESTS W/CODES article.

Manifold Absolute Pressure (MAP) Sensor

1. MAP sensor circuit malfunction should set a related code in PCM/VCM memory. If a code is present, see 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, check MAP vacuum hose for splits, kinks, proper routing and blockage. If no problems are found, replace MAP sensor.
2. With ignition on and engine off, check MAP sensor parameter using a scan tool connected to Data Link Connector (DLC). Voltage should be as specified in «MAP SENSOR VOLTAGE RANGE»(/chevrolet/suburban/ix-1991-2001/remont/testing-diagnostics/#engine-control-system-component-tests-gasoline) table.
3. If MAP sensor voltage is as specified, go to next step. 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.
4. Using a hand-held vacuum pump, apply 10 in. Hg to MAP sensor and note voltage change. Voltage should drop to about 1.0-2.5 volts less than specified in table. If voltage is not as specified or voltage reading does not immediately follow vacuum change, MAP sensor is faulty.

MAP SENSOR VOLTAGE RANGE

Oxygen Sensor (O2S)

1. Start engine and warm to operating temperature. Disconnect oxygen sensor. Connect DVOM between Purple wire of oxygen sensor and ground. Place DVOM on 2-volt scale.
2. Using another DVOM on 20-volt scale, connect DVOM in series between Purple wire from PCM/VCM and positive post of battery. This will simulate a rich condition, causing PCM/VCM to respond by leaning mixture. Reading on DVOM connected to oxygen sensor should decrease to less than .3 volt.
3. Move DVOM lead from positive battery post to negative battery post. This will simulate a lean condition, causing PCM/VCM to respond by richening mixture. Reading on DVOM connected to oxygen sensor should increase to greater than .8 volt. If reading does not change as specified, replace oxygen sensor.
4. If a second DVOM is not available, connect a jumper in Purple wire from PCM/VCM. Hold jumper in one hand and touch positive post of battery with other hand to simulate a rich condition. Touch negative post of battery to simulate a lean condition. For additional testing procedures, see TESTS W/CODES article.

Oxygen Sensor Heating Element

On models with oxygen sensor heating elements, disconnect 3-wire connector at oxygen sensor. Measure resistance between White wire terminals on sensor side of connector. Resistance should be 3.5-14 ohms at 68°F (20°C). If resistance is not 3.5-14 ohms, replace oxygen sensor.

Throttle Position (TP) Sensor

1. Install jumper wires to enable connection of a DVOM in parallel between TP sensor harness connectors. Connect DVOM positive lead to Dark Blue wire terminal. Connect negative lead to Black wire terminal. (Scheme 113)
2. Turn ignition on, engine off. Slowly depress accelerator pedal. 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, replace TP sensor.
3. TP sensor circuit malfunction should set a related trouble code. For further information, see TESTS W/CODES article. Also see TP SENSOR ADJUSTMENT in ADJUSTMENTS article.

Scheme 113

Transmission Range Switch

A problem in transmission range switch circuit will set related diagnostic trouble code. See TESTS W/CODES article.

Vehicle Speed Sensor (PM Generator)

Disconnect vehicle speed sensor harness connector (located in transmission). 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 vary from 0.1 to 0.5 volt AC as wheel is turned. If reading is not as specified, replace vehicle speed sensor. If a code is set, refer to TESTS W/CODES article.

A/C Relays

See MISCELLANEOUS PCM/VCM CONTROLS .

Fuel Pump Relay

1. If a prolonged crank is required to start vehicle, fuel pump relay may be faulty. To verify, start engine. With engine running, disconnect oil pressure switch (fuel pump back-up circuit). If engine stalls, fuel pump relay is faulty. If vehicle continues to run, relay is okay. Check for other causes of prolonged crank.
2. To test fuel pump relay, disconnect fuel pump relay. Refer to «COMPONENT LOCATIONS»(/chevrolet/suburban/ix-1991-2001/remont/testing-diagnostics/#engine-control-system-component-tests-gasoline). Apply battery voltage and ground to fuel pump relay winding terminals (control and ground). (Scheme 114)
3. Using an ohmmeter, check continuity between fuel pump relay control and ground terminals. Continuity should exist. If continuity does not exist, fuel pump relay is defective.
4. 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.
5. If fuel pump runs, check for faulty connections to relay or replace defective relay. To locate fuel pump test connector, refer to «COMPONENT LOCATIONS»(/chevrolet/suburban/ix-1991-2001/remont/testing-diagnostics/#engine-control-system-component-tests-gasoline).

Scheme 114

SOLENOIDS

Note. All PCM/VCM-controlled solenoids should have at least 20 ohms of resistance (except fuel injectors).

Electronic Air Control (EAC) Solenoid

See EMISSION SYSTEMS & SUB-SYSTEMS .

EGR Control Solenoid

See EMISSION SYSTEMS & SUB-SYSTEMS .

Idle Air Control (IAC) Valve

See IDLE CONTROL SYSTEM under FUEL SYSTEM.

Torque Converter Clutch (TCC) Solenoid

See MISCELLANEOUS PCM/VCM CONTROLS .

FUEL DELIVERY

Note. For fuel system pressure testing, see BASIC TESTING article.

Fuel Pressure Regulator

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 restricted delivery line. Also, check fuel pump pressure and volume. If fuel pressure is too high, check for restricted fuel tank return line or fuel filter. If no faults are found and pressure is too high or too low, replace fuel pressure regulator.

Fuel Pump Oil Pressure Switch (Back-Up Circuit)

To test fuel pump oil pressure switch (fuel pump back-up circuit), start engine. With engine running, disconnect fuel pump relay. If engine stalls, fuel pump oil pressure switch is faulty. If vehicle continues to run, switch is okay.

See FUEL PUMP RELAY under RELAYS, SOLENOIDS, MOTORS & MODULES.

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. Fuel pump should turn on. For fuel pump test connector location, refer to COMPONENT LOCATIONS .

FUEL CONTROL

Note. To check Central Sequential Port Injectors (CSI), see tests A-7 and A-8.

See ENGINE SENSORS & SWITCHES .

Note. If injectors are dirty, they should be cleaned using approved injector cleaning procedure before performing fuel INJECTOR BALANCE TEST.

A-7, Central Sequential Port Injector Balance Test (CSI)

Note. Central Sequential Port Injector Balance Test has been revised due to Technical Service Bulletin (TSB) 61-63-16, dated February, 1997. See SMU - SECTION 6E - REVISED 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. All injector should have the same pressure drop of 1.5 psi (.11 kg/cm 2 ).

Note. Allow engine to cool to avoid irregular readings due to "hot soak" fuel boiling. To prevent flooding, INJECTOR BALANCE TEST should not be repeated more than once without starting and running engine.

1. Perform on-board diagnostics. Check for Diagnostic Trouble Code (DTC). If DTC(s) are present, diagnose DTC first. If DTC(s) are not present, go to next step.
2. Turn ignition off. Connect Fuel Pressure Gauge (J-34730-1A) to pressure tap. Unplug injector harness connector. Connect Adapter Harness Connector (J-39021-30) and Injector Switch Box (J-39021-210). Turn ignition on. Monitor fuel gauge. Fuel pressure should be 60-66 psi (4.2-4.6 kg/cm 2 ). If pressure if as specified, go to step 3). If pressure is not as specified, check fuel pump and fuel lines for restriction.
3. Run fuel pump for at least 2 seconds after ignition is turned on. Energize injectors one at a time. Note fuel pressure for each injector. Fuel pressure should drop about 1.5 psi (.11 kg/cm 2 ) on each injector. If fuel pressure drop is as specified, go to next step. If fuel pressure drop is not as specified, perform injector coil test. See A8, INJECTOR COIL TEST (CSI).
4. Remove upper manifold assembly. Connect Poppet Nozzle Tester (J-34730-230). Connect a fused jumper wire (10-amp) to fuel pump test connector. Energize each injector one at a time, fuel should spray from each poppet nozzle tester. If fuel did not spray from an injector, go to next step.
5. Replace faulty injector and poppet nozzle assembly. After replacing injector and poppet nozzle assembly, go to next step.
6. Install Tech 1 scan tool. Select DTC, CLEAR INFO. Start engine. If engine starts and continues to run, go to next step. If engine does not start or starts and dies, repeat step 2).
7. Warm engine to normal operating temperature. Select DTC, FAILED THIS IGN. If additional DTC(s) are displayed, diagnose DTC. If DTC(s) are not present, go to next step.
8. Using scan tool, select CAPTURE INFO, REVIEW INFO. If additional DTC(s) are present, diagnose DTC. If DTC(s) are not present at this time, system is okay.

A-8, Injector Coil Test (CSI)

1. Perform on-board diagnostic test. Diagnose any Diagnostic Trouble Code (DTC) present. If DTC is not present, go to next step.
2. Turn ignition off. Relieve fuel pressure. Connect Fuel Injector Tester (J-39021) to battery positive. Connect Injector Switch Box (J-39021-210). Set amperage on fuel injector tester to 0.5-amp. Connect DVOM to fuel injector tester. Connect Tech 1 scan tool and monitor engine coolant temperature. If coolant temperature is 50-95°F (10-35°C), go to step 4). If coolant temperature is not as specified, go to next step.
3. Allow engine to warm or cool as necessary. If engine coolant temperature is now 50-95°F (10-35°C), go to next step.
4. Using fuel injector tester, press PUSH TO START TEST button and monitor DVOM reading. Perform this test to each injector. Voltage reading should be 5.44-7.53 volts. If voltage reading is as specified, go to next step. If voltage reading is not as specified, perform injector balance test. See A-7, CENTRAL SEQUENTIAL PORT INJECTOR BALANCE TEST (CSI).
5. Replace faulty injector nozzle and poppet assembly and then proceed to next step.
6. Using Tech 1 scan tool, select DTC, CLEAR INFO. Start engine. If engine starts and continues to run, go to next step. If engine does not start or starts and dies, repeat step 2).
7. Warm engine to normal operating temperature. Using scan tool, select DTC, FAILED THIS IGN. If DTC(s) are present, diagnose DTC(s). If DTC(s) are not present, go to next step.
8. Using scan tool, select CAPTURE INFO, REVIEW INFO. If additional DTC(s) are present, diagnose DTC(s). If DTC(s) are not present, system is okay.

1. Disconnect harness connector to motor. Check resistance across IAC coil terminals "A" to "B" and "C" to "D". (Scheme 115) Resistance should be 40-80 ohms. If okay, go to next step. If resistance is not as specified, replace IAC valve.
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 valve.

Note. Functional testing of Idle Air Control (IAC) valve requires a bidirectional scan tool capable of cycling PCM/VCM output devices or a special IAC Driver and Noid Light Set (222L or J-37027). Text in TESTS W/CODES articles may refer to Tech 1 tester, General Motors' bidirectional scan tool.

Scheme 115

IGNITION SYSTEM

Note. For basic ignition system checks, see BASIC TESTING article.

C-4, Ignition Control Circuit

An open or short to ground in Ignition Control (IC) or by-pass circuit will cause PCM/VCM to turn on Malfunction Indicator Light (MIL) and confirm fault by setting a related trouble code. Refer to TESTS W/CODES article.

C-5, Knock Sensor Circuit (Models Using External Spark Controller Module)

1) An open or short circuit on ESC wire to PCM/VCM will cause a loss of 12-volt ESC controller signal. This will cause PCM/VCM to fully retard ignition timing.

2) If a scan tool is available, connect tester to Data Link Connector (DLC). Using a metal object, tap on engine next to knock sensor and note knock parameter. Knock should be indicated on scan tool.

3) If a scan tool is not available, backprobe PCM/VCM knock sensor signal terminal with a DVOM. With engine idling, 8-12 volts should be present at this terminal. Using a metal object, tap on engine close to knock sensor. Voltage signal at PCM/VCM terminal should drop to zero volts, and return when knock signal ceases.

4) If signal does not respond as described, check knock sensor-to-controller-signal. On vehicles equipped with automatic transmission, it may be necessary to place transmission in Drive for timing change to occur. See KNOCK SENSOR under ENGINE SENSORS & SWITCHES .

C-5, Knock Sensor Circuit (Models Using Knock Sensor With Internal Spark Controller Module)

1) An open or short circuit on knock sensor wire to PCM/VCM will set a related trouble code. A false detonation signal will not cause PCM/VCM to set a code.

2) If a scan tool is available, connect it to Data Link Connector (DLC). Tap on engine next to knock sensor and note "knock" parameter. Knock should be indicated on scan tool.

3) If a scan tool is not available, connect tachometer to engine. Start engine and hold RPM 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 PCM/VCM circuit.

4) On vehicles equipped with automatic transmission, it may be necessary to place transmission in Drive for timing change to occur. See KNOCK SENSOR under ENGINE SENSORS & SWITCHES .

Linear EGR Valve (Digital Valve)

1. Install scan tool. Ensure P/N switch is operating properly. See «ENGINE SENSORS & SWITCHES»(/chevrolet/suburban/ix-1991-2001/remont/testing-diagnostics/#engine-control-system-component-tests-gasoline) . With engine at normal operating temperature, command EGR pintle position to zero percent. Increase engine speed to 2000 RPM. If scan tool reads actual EGR pintle position at greater than 3 percent, EGR valve is stuck open. Replace EGR valve.
2. If scan tool reads actual EGR pintle position at 3 percent or less, command a 25 percent position step increase (i.e. 0-25 percent, 25-50 percent, 50-75 percent, etc.). Observe MAP reading and actual EGR pintle position for 3 seconds. EGR should increase by about 25 percent position and MAP reading should also increase.
3. If actual EGR pintle position is stable and within 10 percent of desired EGR pintle position command after 2 seconds, go to next step. If actual EGR pintle position is not as specified, go to step 5).
4. MAP reading should have increased when EGR pintle responded. If MAP did not respond, check EGR passages and EGR valve for blockage. If MAP responded, set desired EGR pintle position to 100 percent. If EGR pintle position sets to 100 percent, EGR is okay. If not, replace EGR valve.
5. Turn engine off. Check EGR electrical circuit and connecting components. Turn ignition on, check for 5-volt reference voltage on harness connector terminal "D" (Gray wire). If 5-volt reference voltage is not present, check PCM/VCM. See «CONTROL UNIT»(/chevrolet/suburban/ix-1991-2001/remont/testing-diagnostics/#engine-control-system-component-tests-gasoline__control-unit) under COMPUTERIZED ENGINE CONTROLS. If circuits are okay, replace EGR valve.

Canister Purge Solenoid

1. Set parking brake and block drive wheels. Warm engine to normal operating temperature. Ensure engine coolant temperature is greater than 113°F (45°C). Check vacuum source to solenoid. Repair if vacuum is not present. Disconnect purge outlet hose from solenoid and connect vacuum gauge. Connect scan tool and select EVAP PURGE SOLENOID CONTROL.
2. Increase engine speed to 2000 RPM. Using scan tool, command evap purge solenoid ON. Vacuum should be present when solenoid is energized. If vacuum is present, check purge vacuum hose to canister. Repair as necessary. If vacuum is not present, go to next step.
3. Disconnect purge solenoid harness connector. Connect test light between canister purge control and ignition feed circuit harness connector terminal (Pink wire). Command evap purge solenoid ON. If test light illuminates, check for poor connection at purge solenoid or for faulty purge solenoid. If test light does not illuminate, go to next step.
4. Connect test light to an alternate ground and probe ignition feed circuit harness connector terminal (Pink wire). If test light illuminates, go to next step. If test light does not illuminate, repair open or short in ignition feed circuit. NOTE: When replacing PCM/VCM, new PCM/VCM needs to programmed when installed. Refer to COMPUTER RELEARN PROCEDURES article in the GENERAL INFORMATION section.
5. Connect test light to battery positive. Backprobe canister purge control circuit PCM/VCM harness connector (Dark Green/White wire). Using scan tool, command evap purge solenoid ON. If test light illuminates, repair open in PCM/VCM harness connector circuit. If test light does not illuminate, check for poor connection at PCM/VCM connector or check for faulty PCM/VCM.

Required Service

The PCV system may require service for obstructions if any of the following conditions exist

1. Rough Idle
2. Stalling or Slow Idle Speed
3. Oil Leaks
4. Oil in Air Cleaner
5. Sludge in Engine

A leaking PCV valve or hose could cause

1. Rough Idle
2. Stalling
3. High Idle Speed

If engine idles roughly, check for clogged PCV valve and for plugged or broken PCV hoses BEFORE adjusting idle. Check correct PCV valve application to ensure the correct valve is fitted. Replace PCV valve if required.

Checking 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 PCV valve. If a clear rattle is not heard, replace PCV valve.
3. Visually inspect valve for varnish or deposits that may make PCV 1valve sticky, restricted or incompletely seated. Replace if necessary.
4. Engine must be sealed for PCV system to function as designed. If leakage, sludging or dilution of oil is noted and PCV system is functioning properly, check engine for cause and repair as required to ensure PCV system will continue to function properly.
5. Since an engine operating without any crankcase ventilation can be damaged, 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.

Damper Door - Wax Pellet Check

1. Remove air cleaner assembly from vehicle and allow to cool to less than 40°F (4°C). Damper door should be closed to outside (cold) air.
2. Reinstall air cleaner assembly. Start engine and observe damper door. As air cleaner assembly warms up, wax pellet should expand, closing off hot air delivery and opening cold air delivery.
3. If door does not respond as indicated, ensure door is not binding and calibrated damper spring is installed properly.

MISCELLANEOUS PCM/VCM CONTROLS

Note. Although not considered true engine performance-related systems, some controlled devices may affect driveability if they malfunction.

Disconnect harness connector to TCC solenoid. Measure resistance between TCC solenoid terminals. (Scheme 116)- (Scheme 117). Solenoid resistance should be greater than 20 ohms.

Scheme 116

Scheme 117

Note. Some solenoids have an internal pressure switch in series with solenoid winding and will not show continuity until transmission hydraulic pressure is applied.

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 converter clutch harness terminals. (Scheme 116)- (Scheme 117). 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 PCM/VCM. If harness is okay, see CONVERTER LOCK-UP SIGNAL FROM PCM/VCM.

Converter Lock-Up Signal From PCM/VCM

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. (Scheme 116)- (Scheme 117). Accelerate vehicle to 45 MPH and note test light. If test light does not illuminate, problem is a faulty PCM/VCM connector or PCM/VCM. On some models, lock-up signal may be checked at Data Link Connector (DLC) terminal "F" instead of at PCM/VCM terminal.

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 the time.
2. Turn ignition on, with engine off. Note shift light. Shift light should not be on. If shift light is on, check for a short to ground between bulb and PCM/VCM or for bad PCM/VCM.
3. Turn ignition on, with engine off, ground test terminal "B" of Data Link Connector (DLC). Malfunction Indicator Light (MIL) should flash and shift light should come on. If MIL illuminates, go to next step. If MIL does not flash, perform ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK in BASIC TESTING article.
4. If shift light does not come on, ground Tan/Black light driver wire at PCM/VCM terminal using a jumper wire. For circuit identification, see «SHIFT LIGHT CIRCUIT IDENTIFICATION»(/chevrolet/suburban/ix-1991-2001/remont/testing-diagnostics/#engine-control-system-component-tests-gasoline) table. (Scheme 118)
5. If shift light still does not come on, check for blown GAGES fuse, blown bulb or open circuit between fuse and PCM/VCM. If shift light illuminates when grounding PCM/VCM terminal with a jumper wire, problem is a bad PCM/VCM connection or bad PCM/VCM.

SHIFT LIGHT CIRCUIT IDENTIFICATION

Scheme 118

Warning Light Diagnosis

1. Perform On-Board Diagnostics (OBD) system check. See ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK in BASIC TESTING article. After performing OBD system check, go to next step.
2. Check instrument cluster. See INSTRUMENT PANEL article in the ACCESSORIES/SAFETY EQUIPMENT section. If instrument panel is okay, go to next step.
3. Turn ignition off. Disconnect PCM connector. Turn ignition on. Using a DVOM, check voltage between affected PCM output circuit at PCM harness connector terminal and ground. See appropriate WIRING DIAGRAMS article. Battery voltage should be present. If battery voltage is present, go to next step. If battery voltage was not present, go to step 7).
4. Set DVOM to 10-amp scale. Check current between affected PCM output circuit and ground. Monitor reading for about 2 minutes. DVOM should read .05-1.50 amps. If reading is as specified, go to step 12). If reading is not as specified, go to next step.
5. Disconnect instrument cluster, leaving PCM connector disconnected. Using DVOM, check voltage between affected PCM output circuit and ground. DVOM should read zero volts. If voltage reading is as specified, go to step 15). If voltage reading is not as specified, go to next step.
6. Locate and repair short to voltage in affected PCM output circuit. After repairs, go to step 17).
7. Check ignition feed fuse for instrument cluster indicator lights. If fuse is blown, go to next step. If fuse is okay, go to step 9)
8. Locate and repair short to ground in ignition feed circuit for instrument cluster indicator lights. Replace fuse and go to step 17).
9. Disconnect instrument cluster connector. Turn ignition on. Check voltage between ignition feed circuit for instrument cluster indicator lights and ground. Battery voltage should be present. If battery voltage is present, go to next step. If battery voltage was not present, go to step 14).
10. Check affected PCM output circuit for an open or shorted circuit to ground. If circuit is open or shorted, go to step 17). If circuit was okay, go to next step.
11. Check affected PCM output circuit and ignition feed circuit for poor connection at instrument cluster and at PCM. If problem is present, repair as necessary and then go to step 17). If problem was not found, go to step 15).
12. Turn ignition off. Reconnect PCM harness connector. Disconnect instrument cluster connector. Turn ignition on. Connect a test light between affected PCM output circuit and ignition feed circuit at instrument panel harness connector. Using a scan tool, perform OUTPUTS TEST function to cycle affected warning light on and off. If test light flashes on and off, check for shorted component or circuit in the output driver circuit. Check for faulty instrument cluster. If test light does not flash on and off, go to next step.
13. Check affected PCM output circuit for poor connection to PCM. Replace defective terminal and then go to step 17). If terminal is okay, go to step 16).
14. Repair open in ignition feed circuit to instrument cluster indicator lights. After repairs, go to step 17).
15. Replace instrument cluster and then go to step 17).
16. Replace PCM and then go to next step.
17. Using scan tool, operate affected warning light. If warning light does not operate properly, go to step 3).

Tachometer Control Circuit Diagnosis

1. Diagnose instrument cluster. See INSTRUMENT PANEL article in the ACCESSORIES/SAFETY EQUIPMENT section. After diagnosis, go to next step.
2. Perform On-Board Diagnostic (OBD) system check. See ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK in BASIC TESTING article. After performing OBD system check, go to next step.
3. Turn ignition off. Disconnect PCM connector. Turn ignition on. Using a DVOM, check voltage between tachometer control circuit at PCM harness connector terminal and ground. See appropriate WIRING DIAGRAMS article. Battery voltage should be present. If battery voltage is present, go to next step. If battery voltage was not present, go to step 7).
4. Set DVOM to 10-amp scale. Check current between tachometer control circuit and ground. Monitor reading for about 2 minutes. DVOM should read .05-1.50 amps. If reading is not as specified, go to next step. If reading is as specified, go to step 12).
5. Disconnect instrument cluster, leaving PCM connector disconnected. Using DVOM, check voltage between tachometer control circuit and ground. DVOM should read zero volts. If voltage reading is as specified, go to step 15). If voltage reading is not as specified, go to next step.
6. Locate and repair short to voltage in tachometer control circuit. After repairs, go to step 17).
7. Check ignition feed fuse for instrument cluster. If fuse is blown, go to next step. If fuse is okay, go to step 9).
8. Locate and repair short to ground in ignition feed circuit to instrument cluster. Replace fuse and go to step 17).
9. Disconnect instrument cluster connector. Turn ignition on. Check voltage between ignition feed circuit for instrument cluster and ground. Battery voltage should be present. If battery voltage was not present, go to step 14). If battery voltage is present, go to next step.
10. Check tachometer control circuit for an open or shorted circuit to ground. If circuit is open or shorted, go to step 17). If circuit was okay, go to next step.
11. Check tachometer control circuit and ignition feed circuit for poor connection at instrument cluster and at PCM. If problem is present, repair as necessary and then go to step 17). If problem was not found, go to step 15).
12. Turn ignition off. Reconnect PCM harness connector. Disconnect instrument cluster connector. Turn ignition on. Connect a test light between tachometer control circuit and ignition feed circuit at instrument panel harness connector. Using a scan tool, perform OUTPUTS TEST function to cycle tachometer control output light on and off. If test light flashes on and off, check for shorted component or circuit in the output driver circuit. Check for faulty instrument cluster. If test light does flash on and off, go to next step.
13. Check tachometer control circuit for poor connection to PCM. Replace defective terminal and then go to step 17). If terminal is okay, go to step 16).
14. Repair open in ignition feed circuit to instrument cluster. After repairs, go to step 17).
15. Replace instrument cluster and then go to step 17).
16. Replace PCM and then go to next step.
17. Start engine and observe tachometer. If tachometer does not operate properly, diagnose instrument cluster. See INSTRUMENT PANEL article in the ACCESSORIES/SAFETY EQUIPMENT section.

A/C CLUTCH (C-10)

Note. For a more specific system testing, refer to the following C-10 diagnostic tests. If any test other than a C-10 test is referenced, see TESTS W/CODES article.

Note. Tests requires use of Tech 1 Scan Tool (TK O-A) and Cartridge Kit (7000001), Tech 1 OBD II Vehicle Interface Module Kit (7000041). Other scan tools are available, refer to tester manufacturer for compatibility to vehicle system being tested.

C-10, A/C CLUTCH CIRCUIT DIAGNOSIS

Turning on A/C system supplies battery voltage to A/C compressor clutch and Powertrain Control Module (PCM) terminal E12 through Dark Green wire, increasing idle speed. PCM does not control A/C compressor clutch. If A/C compressor clutch is malfunctioning, repair basic A/C system problem. If A/C system is operating properly and idle speed drops too low when A/C compressor turns on or flares too high when A/C compressor turns off, check for an open circuit in Dark Green wire to PCM. If wiring is okay, repair faulty PCM connection (terminal E12) or replace faulty PCM.

Cooling Fan Relay

1. Disconnect cooling fan relay harness connector. Using an ohmmeter, check continuity of relay winding. (Scheme 119) Continuity should exist. Check continuity across power delivery terminals of relay. With relay not energized, continuity should not exist.
2. With ohmmeter still attached to power delivery terminals of relay, apply battery voltage and ground to energize relay winding. Continuity should now exist between cooling fan relay power delivery terminals. Replace cooling fan relay if continuity does not exist.

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.

COOLING FAN RELAY LOCATION

Cooling Fan Circuit Wiring Diagram. Scheme 119

Note. For a more specific system testing, refer to the following C-12 diagnostic tests. If any test other than a C-12 test is referenced, see appropriate TESTS W/CODES article.

Note. Tests requires use of Tech 1 Scan Tool (TK O-A) and Cartridge Kit (7000001), Tech 1 OBD II Vehicle Interface Module Kit (7000041). Other scan tools are available, refer to tester manufacturer for compatibility to vehicle system being tested.

Description

Auxiliary cooling fan operating voltage is available at all times from AUX FAN fuse (30-amp) located in underhood fuse/relay center. Voltage is provided from fuse through Orange wire which terminates at terminal No. 30 of auxiliary cooling fan relay. When relay coil is energized, relay contacts close to apply operating voltage to auxiliary cooling fan motor. Red wire connects relay terminal No. 87 to motor terminal "B". Motor is grounded from terminal "A" by Black wire to ground.

Auxiliary Cooling Fan Does Not Operate

1. If auxiliary cooling fan motor never operates, go to next step. If auxiliary cooling fan motor will not operate via auxiliary cooling fan temperature switch, go to step 6). If auxiliary cooling fan motor will not operate via auxiliary cooling fan A/C pressure switch, go to step 7).
2. Remove auxiliary cooling fan relay from underhood fuse/relay center. Connect test light between auxiliary cooling fan relay terminal No. 30 (Orange wire) and ground. If test light illuminates, go to next step. If test light does not illuminate, locate and repair open circuit in Orange wire between auxiliary cooling fan relay and AUX FAN fuse in underhood fuse/relay center.
3. Turn ignition switch to RUN position. Connect a test light between auxiliary cooling fan relay terminal No. 85 (Pink wire) and ground. If test light illuminates, go to next step. If test light does not illuminate, locate and repair open circuit in Pink wire between IGN fuse (10-amp) and auxiliary cooling fan relay in underhood fuse/relay center.
4. Connect a fused jumper wire between auxiliary cooling fan relay terminals No. 30 (Orange wire) and No. 87 (Red wire). If auxiliary cooling fan motor runs, check for an open circuit in Light Green wire between splice and underhood fuse/relay center. If wiring is okay, replace auxiliary cooling fan relay. If auxiliary cooling fan motor does not run, go to next step.
5. Connect a self-powered test light between auxiliary cooling fan motor connector terminal "A" (Black wire) and ground. If test light does not light, locate and repair open circuit in Black wire between auxiliary cooling fan motor and ground. If test light lights, check for an open circuit in Red wire between underhood fuse/relay center and auxiliary cooling fan motor. If wiring is okay, replace cooling fan motor.
6. Disconnect auxiliary cooling fan temperature switch connector. Turn ignition switch to RUN position. Connect a fused jumper wire between auxiliary cooling fan temperature switch connector terminal "A" (Light Green wire) and ground. If auxiliary cooling fan motor runs, replace auxiliary cooling fan temperature switch. If auxiliary cooling fan motor does not run, locate and repair open circuit in Light Green wire between auxiliary cooling fan temperature switch and splice.
7. Disconnect auxiliary cooling fan A/C pressure switch connector. Turn ignition switch to RUN position. Connect a fused jumper from auxiliary cooling fan A/C pressure switch connector terminal "A" (Dark Green wire) and ground. If auxiliary cooling fan motor runs, check for an open circuit in Black wire between auxiliary cooling fan A/C pressure switch and ground. If wiring is okay, replace auxiliary cooling fan A/C pressure switch. If auxiliary cooling fan motor does not run, locate and repair open circuit in Dark Green wire between A/C high pressure switch and splice. Replace diode if open.

Auxiliary Cooling Fan Runs Continuously

1. Disconnect auxiliary cooling fan relay in underhood fuse/relay center. If auxiliary fan motor stops, go to next step. If auxiliary fan motor does not stop, locate and repair short to voltage in Red wire between underhood fuse/relay center and auxiliary cooling fan motor.
2. Connect a voltmeter between auxiliary cooling fan relay terminal No. 87 (Red wire) and ground. If voltage is less than 10 volts, replace auxiliary cooling fan relay. If voltage is more than 10 volts, go to next step.
3. Reconnect auxiliary cooling fan relay to underhood fuse/relay center. Disconnect auxiliary cooling fan temperature switch connector. If auxiliary cooling fan motor stops, replace auxiliary cooling fan temperature switch. If auxiliary cooling fan motor continues to run, go to next step.
4. Reconnect auxiliary cooling fan temperature switch connector. Disconnect A/C pressure switch connector. If auxiliary cooling fan motor stops, replace auxiliary cooling fan A/C pressure switch. If auxiliary cooling fan motor continues to run, check for short to ground in Light Green wire between underhood fuse/relay center and auxiliary cooling fan temperature switch, or in diode D100, diode D101, and Dark Green wire between auxiliary cooling fan A/C pressure switch. If wiring is okay, check A/C control panel. Diagnose A/C-heater system.

Scheme 120

Scheme 121

Scheme 122

See also:
• FUEL SYSTEM
• IGNITION SYSTEM
• MISCELLANEOUS PCM/VCM CONTROLS
• CONTROL UNIT