Engine Controls - System/component Tests: Other GMC Vandura P3500

TURBOCHARGER (4.3L)

Note. No turbocharger testing information is available from manufacturer. For symptom diagnosis see TESTS W/O CODES article in this section.

CHARGE AIR COOLER PUMP

Remove charge air cooler radiator and charge air cooler pump. See the REMOVE/INSTALL/OVERHAUL article in this section. Apply battery voltage and ground to charge air cooler pump electrical terminals. If pump does not activate, replace pump.

WASTEGATE DIAPHRAGM

Disconnect hose from wastegate diaphragm (actuator). Connect a radiator pressure tester to wastegate diaphragm fitting. Actuator should start to move when approximately 5 lbs. of pressure have been applied to diaphragm. Internal diaphragm return spring should return diaphragm when pressure bleeds off.

WASTEGATE SOLENOID

Disconnect electrical connector from solenoid. Apply battery voltage and ground to solenoid electrical terminals. With solenoid energized, apply vacuum to one solenoid vacuum fitting with a hand-held vacuum pump. Vacuum should hold only while solenoid is energized.

CONTROL UNIT

Note. To perform the following ground and power tests, refer to the WIRING DIAGRAMS article in this section

GROUND CIRCUITS

1. Using an ohmmeter, check for continuity to ground on ECM ground terminals. Resistance should be zero ohms. If not, repair open to ground.
2. Using a DVOM, 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 ECM 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 ECM terminal and power source.
2. Turn ignition switch to the ON position. Using a voltmeter, check for battery voltage between ECM 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 ECM terminal. If okay, check for a defective ignition switch.
3. Connect voltmeter between ground and ECM starter (crank) signal terminal. On vehicles with manual transmission/transaxle, depress clutch pedal. Turn ignition switch to the START position. Battery voltage should be present ONLY when ignition switch is in the START position.
4. If voltage is not present, check CRANK fuse or fusible link between ignition switch and ECM terminal. If fuse or fusible link is okay, check for an open in wire between ignition switch and ECM terminal, or check for a defective ignition switch.

QUAD-DRIVER CHECK (EXCEPT 3.1L)

1. Remove ECM from vehicle. Using DVOM on 100/200 k/ohm scale, measure resistance between ECM case and each ECM quad-driver terminal. Touch negative DVOM lead to case and positive lead to ECM terminal. See ECM QUAD-DRIVER TERMINAL IDENTIFICATION table.
2. Each terminal should have at least 50 k/ohms resistance. If all quad-driver terminals have greater than 50 k/ohms resistance, go to step 4). If any terminal has less than 50 k/ohms resistance, locate driven component(s) for the quad-driver with the lowest resistance. Disconnect component from circuit and check circuit for short to voltage.
3. If circuit is not shorted to voltage, replace component before replacing ECM to prevent recurring ECM failure. See appropriate ECM QUAD-DRIVER TERMINAL IDENTIFICATION table.
4. Using a fused ammeter capable of measuring at least 2 amps, turn ignition on with engine off. Connect one lead of ohmmeter to chassis ground. Connect remaining lead to each ECM harness quad-driver circuit. Measure each circuit for sustained current flow for at least 2 minutes. NOTE: TCC solenoid cannot be easily tested for current draw, since completed circuit depends upon internal transmission oil pressure switches.
5. If no circuit has more than .75 amp sustained current flow, replace ECM. If any circuit has more than .75 amp sustained current flow, check for short to voltage in that circuit. If short to voltage is not present, replace related solenoid or relay.

ECM QUAD-DRIVER TERMINAL IDENTIFICATION (2.5L)

ECM QUAD-DRIVER TERMINAL ID 2.8L, 4.3L & V8 W/O 4L80-E TRANS)

ECM QUAD-DRIVER TERMINAL ID (4.3L & V8 WITH 4L80-E TRANS)

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.

COOLANT TEMPERATURE SENSOR (CTS)

If a coolant sensor-related code is present, see appropriate article below

1. «TESTS W/CODES - DIESEL»(ref-10254)
2. «TESTS W/CODES - GASOLINE»(ref-10255)

An out-of-calibration sensor may not set a trouble code. Use following procedure to test sensor calibration. Disconnect coolant temperature sensor connector. Measure resistance between sensor terminals. Resistance should be high when engine is cold and drop as engine warms up. See CTS RESISTANCE VALUES table.

CTS RESISTANCE VALUES

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 in this article and appropriate article below: «TESTS W/CODES - DIESEL»(ref-10254) «TESTS W/CODES - GASOLINE»(ref-10255)

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

1. A malfunction in the MAP sensor circuit should set a related code in ECM memory. If a code is present, see appropriate article below: «TESTS W/CODES - DIESEL»(ref-10254) «TESTS W/CODES - GASOLINE»(ref-10255) An out-of-calibration sensor may not set a trouble code. Use following procedure to test sensor calibration. If driveability problems exist, MAP sensor failure is suspected and no MAP code is present, disconnect MAP sensor connector. If driveability condition improves, replace MAP sensor. Before replacing MAP sensor, check MAP vacuum hose for splits, kinks, proper routing and blockage.
2. With ignition on and engine off, check MAP sensor parameter using a Scan tester connected to the ALDL connector. Voltage should be as specified in MAP SENSOR VOLTAGE RANGE table. If MAP sensor voltage is as specified, go to 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.
3. Using a hand-held vacuum pump, apply 10 in. Hg to MAP sensor and note voltage change. Voltage should drop to about 1.0-1.5 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.

Scheme 118

MAP SENSOR VOLTAGE RANGE

MANIFOLD AIR TEMPERATURE (MAT) SENSOR

If a MAT sensor-related code is present, see the appropriate article below

1. «TESTS W/CODES - DIESEL»(ref-10254)
2. «TESTS W/CODES - GASOLINE»(ref-10255)

An out-of-calibration sensor may not set a trouble code. Use following procedure to test calibration. Disconnect MAT sensor harness connector. Connect ohmmeter between sensor terminals. Sensor resistance should be as specified. See MAT SENSOR RESISTANCE table. With vehicle sitting overnight, MAT sensor and coolant sensor should have close to the same resistance reading.

MAT SENSOR RESISTANCE

OXYGEN (O2) SENSOR

1. Start engine and warm to operating temperature. Disconnect oxygen sensor. Connect a DVOM between Purple lead of oxygen sensor and ground. Place meter on the 2-volt scale.
2. Using another DVOM on the 20-volt scale, connect voltmeter in series between Purple wire from the ECM and the positive post of battery. This will simulate a rich condition, causing ECM to respond by leaning mixture. Reading on voltmeter connected to oxygen sensor should decrease to a low voltage (less than .3 volt).
3. Move voltmeter lead from positive battery post to negative battery post. This will simulate a lean condition, causing ECM to respond by richening mixture. Reading on voltmeter connected to oxygen sensor should increase (greater than .8 volt). If reading does not change as specified, replace O2 sensor.
4. If a second DVOM is not available, install short jumper in Purple wire from the ECM. Hold jumper in one hand and touch positive post of battery with other hand to simulate a rich condition. Touch negative post of battery to simulate a lean condition. For additional testing procedures, see appropriate article below: «TESTS W/CODES - DIESEL»(ref-10254) «TESTS W/CODES - GASOLINE»(ref-10255)

OXYGEN SENSOR HEATING ELEMENT (4.3L TURBO PFI)

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. If resistance is not 3.5-14 ohms, replace oxygen sensor.

PARK/NEUTRAL (P/N) SWITCH

Disconnect P/N switch (located on transmission) harness connector. Connect ohmmeter between the P/N switch terminals. (Scheme 119) Continuity should be present only when gear shift selector is in Park or Neutral. If continuity is not present, check P/N switch adjustment or replace defective P/N switch.

Scheme 119

POWER STEERING PRESSURE SWITCH (2.5L)

Disconnect P/S pressure switch harness connector. Connect ohmmeter between P/S pressure switch terminals. Start engine. With no load on power steering, continuity should not be present. Turn steering wheel to full stop, continuity should now be present. If readings are not as specified, replace defective P/S pressure switch.

THROTTLE POSITION SENSOR (TPS)

1. Install jumper wires to enable connection of a DVOM in parallel between TPS harness connectors. Connect DVOM positive lead to Dark Blue wire terminal. Connect negative lead to Black wire terminal. (Scheme 120)
2. Turn ignition on, engine off. Signal voltage should gradually change from less than one volt at closed throttle to about 5.0 volts at wide open throttle position. If reading is not as specified, adjust or replace TPS. See «ADJUSTMENTS»(ref-10253) article in this section.
3. A malfunction in the TPS circuit should set a related trouble code. For further information, see appropriate article below: «TESTS W/CODES - DIESEL»(ref-10254) «TESTS W/CODES - GASOLINE»(ref-10255) «TESTS W/CODES - TRANSMISSION»(ref-10258) (If Transmission Codes Are Displayed)

Also refer to TPS adjustment procedure in ADJUSTMENTS article in this section.

Scheme 120

VEHICLE SPEED SENSOR (PM GENERATOR TYPE)

Disconnect vehicle speed sensor harness connector (located in transmission/transaxle). Place gear selector in Neutral. Raise vehicle drive wheels off the ground. Turn drive wheels by hand (greater than 3 MPH). Measure AC signal voltage between sensor terminals. Voltage reading should be varying from 0.1-0.5 volt AC as the wheel is turned. If reading is not as specified, replace vehicle speed sensor. If a code is set, refer to appropriate article below

1. «TESTS W/CODES - DIESEL»(ref-10254)
2. «TESTS W/CODES - GASOLINE»(ref-10255)
3. «TESTS W/CODES - TRANSMISSION»(ref-10258) (If Transmission Codes Are Displayed)

A/C RELAYS

See MISCELLANEOUS ECM CONTROLS.

FUEL PUMP RELAY

1. If a prolonged crank is required to start vehicle, fuel pump relay may be faulty. To verify this, 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 at end of article. Apply battery voltage and ground to fuel pump relay winding terminals. To identify fuel pump relay terminals, see «WIRING DIAGRAMS»(ref-10259) article in this section.
3. Using an ohmmeter, check continuity between fuel pump relay power and fuel pump relay drive terminals. Continuity should exist. If continuity does not exist, fuel pump relay is defective.
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 at the end of this article.

Scheme 121

SOLENOIDS

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

CANISTER PURGE SOLENOID

See EMISSION SYSTEMS & SUB-SYSTEMS.

EGR SOLENOID

See EMISSION SYSTEMS & SUB-SYSTEMS.

WASTEGATE SOLENOID (4.3L TURBO PFI)

See AIR INDUCTION SYSTEMS at beginning of this article.

IDLE AIR CONTROL (IAC) MOTOR

See IDLE CONTROL SYSTEM.

FUEL DELIVERY

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

FUEL PRESSURE REGULATOR (TBI)

Fuel pressure regulator is mechanically controlled by internal spring pressure. Regulator is adjusted at factory and is not serviceable. If fuel pressure is too low, check for 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 PRESSURE REGULATOR (PFI)

Fuel pressure regulator is a vacuum-controlled diaphragm type, which uses manifold vacuum to modify fuel pressure to compensate for engine load fuel requirements. Connect fuel pressure gauge to fuel pressure service port. Start engine and note fuel pressure. Disconnect vacuum hose from fuel pressure regulator. Fuel pressure should increase 4-10 psi (.15 kg/cm 2 ). If pressure does not increase 4-10 psi (.15 kg/cm 2 ), check for presence of manifold vacuum at signal line. If vacuum is not present, check for kinked, cut or split vacuum hose or plugged throttle body vacuum port. If vacuum is present and no pressure change occurred, replace fuel pressure regulator.

FUEL PUMP OIL PRESSURE SWITCH (BACK-UP CIRCUIT)

To test fuel pump oil pressure switch 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 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 at end of article.

FUEL INJECTOR(S)

Disconnect fuel injector harness connector. Measure resistance across injector terminals. Resistance should be as specified. See FUEL INJECTOR RESISTANCE table.

OXYGEN SENSOR

See ENGINE SENSORS & SWITCHES.

FUEL INJECTOR RESISTANCE

1. Disconnect harness connector to motor. Check resistance across IAC coil terminals "A" to "B" and "C" to "D". (Scheme 122) Resistance should be 40-80 ohms. If okay, go to next step. If resistance is not as specified, replace IAC motor.
2. Check resistance between IAC terminals "B" to "C" and "A" to "D". Resistance should be infinite. If resistance is not as specified, replace IAC motor.

Note. Functional testing of Idle Air Control (IAC) motor requires a Scan tester capable of cycling ECM output devices (bidirectional) or a special IAC Driver and Node Light Set (222L or J-37027). Flow charts in the TESTS W/CODES - DIESEL (for Diesel engines) or TESTS W/CODES - GASOLINE (for Gas engines) and TESTS W/CODES - TRANSMISSION (if transmission codes are displayed) articles may refer to the Tech 1 tester, General Motors' bidirectional tester.

Scheme 122

INHIBIT SWITCH (BLACK CAP)

1. Remove connector from inhibit switch when engine temperature is less than 100°F (38°C). Inhibit switch is located in water crossover near front of engine. Set ohmmeter on low range. Test continuity across switch terminals. Switch should be closed (a reading of less than 1.0 ohm on meter.)
2. Test terminals for continuity to ground with a test light or ohmmeter on high scale. Light should be off. Meter should show greater than 1.0 megohm. Replace switch if results are not as specified.
3. Disconnect plug from switch terminals when engine temperature is greater than 125°F (52°C). Change ohmmeter setting to highest scale or use a self-powered test light. Test continuity across switch terminals. Test continuity from each terminal to ground. Switch should be open (test light off or high ohm reading of greater than 1.0 megohm on meter). Replace switch if it is closed. When installing replacement switch, tighten to 17 ft. lbs. (23 N.m).

ELECTRICAL CHECK

Turn ignition off. Disconnect all glow plug connectors. Using an ohmmeter, check resistance between each glow plug terminal and ground. Glow plug resistance should be greater than 2 ohms. Replace glow plug if resistance is not as specified.

NO START - COLD

Perform these diagnostic procedures if engine does not start when cold; GLOW PLUG light may or may not come on. Before proceeding, check fuel system to ensure it is okay. Ensure battery voltage is 12.4 volts or more with turned ignition off. Ensure cranking speed is at least 100 RPM.

Scheme 123

1. With ignition off, measure voltage at battery stud (single wire) on glow plug. (Scheme 123) If no voltage is present, repair battery-to-glow plug controller circuit.
2. If no voltage is present in step 1), disconnect harness from all glow plugs. Using an ohmmeter, measure resistance between glow plug terminals and engine block. Replace glow plug if resistance is greater than 2 ohms. Reconnect all glow plugs before continuing with diagnosis.
3. If voltage was present in step 1), turn ignition off and measure voltage at glow plug feed stud (twin lead) on glow plug controller. If battery voltage is now present, relay contacts are shorted. Replace controller and all glow plugs.
4. With all glow plugs reconnected, place ignition switch in RUN position. Remove controller connector and check voltage at harness connector terminal "D". (Scheme 123)
5. If no voltage is present, repair open in ignition feed circuit to controller. If voltage is present, measure resistance between terminal "E" of connector and engine block (ground). If measurement is greater than one ohm, repair ground circuit to controller.
6. With ground circuit working properly in step 4), measure resistance between terminals "C" and "E" of connector. If reading is greater than 2 ohms, go to next step. If reading is less than 2 ohms, go to step 8).
7. If reading in step 5) is greater than 2 ohms, remove connector from temperature inhibit switch and measure continuity between the 2 terminals on switch. Switch is open above 125°F (51.5°C). If reading is less than one ohm, repair glow plug circuit to controller. If reading is greater than one ohm, replace temperature inhibit switch and return to step 6).
8. If reading in step 5) was less than 2 ohms, reconnect controller harness connector and ensure complete engagement. Connector locking latch should click over controller locking tab. With controller connector harness correctly connected, measure voltage at glow plug feed stud (twin lead) on glow plug controller, while turning ignition switch from OFF position to RUN position.
9. If no voltage is present, replace glow plug controller. If battery voltage is present, measure voltage at any one glow plug harness connector when turning ignition switch from OFF to RUN position. Test both right and left banks.
10. If no voltage was present in step 8), repair glow plug feed circuit to glow plugs. If battery voltage is present and instrument panel GLOW PLUG light does not come on, locate and repair bulb or circuit.

DIESEL COLD ADVANCE SYSTEM CHECK

With ignition on and coolant temperature less than 80°F (27°C), the ECM grounds circuit No. 905 to the cold advance relay. Grounding circuit No. 905 turns on cold advance relay to supply 12 volts to the cold advance solenoid (in the injection pump), and glow plug controller. The cold advance solenoid is now energized, causing injection pump timing to be advanced about 4 degrees.

COLD ADVANCE RELAY

1. Disconnect harness connector to cold advance relay. Using an ohmmeter, check resistance between relay terminals "D" and "F". (Scheme 124) Continuity should be present or a resistance of 20 ohms. If not, replace cold advance relay.
2. Using an ohmmeter, check continuity between relay terminals "A" and "E". Continuity should not be present. If continuity is present, replace grounded cold advance relay.

Scheme 124

GLOW PLUG CONTROLLER

1. Ensure coolant temperature is less than 80°F (27°C) before beginning test. Place ignition switch in RUN position and allow glow plugs to cycle. After 2 minutes, crank engine for one second. It is NOT important that the engine starts. Return ignition switch to RUN position. Glow plugs should cycle on at least once.
2. If glow plugs do not cycle, disconnect controller connector (controller is located on top, rear of valve cover). Connect a 12-volt test light between Purple/White wire terminal of harness connector (terminal "B") and ground. With ignition switch in RUN position, test light should be off. Test light should glow when engine is cranked. (Scheme 123)
3. If test light does not glow as specified, repair short or open in engine harness Purple/White wire. If test light operates properly but glow plugs did not cycle, replace controller.

IGNITION SYSTEM

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

ELECTRONIC SPARK TIMING (ALL ENGINES)

An open or short to ground in the Electronic Spark Timing (EST) or by-pass circuits will cause ECM to turn on SERVICE ENGINE SOON light and confirm fault causing Code 42 is present. Refer to appropriate article below

1. «TESTS W/CODES - DIESEL»(ref-10254)
2. «TESTS W/CODES - GASOLINE»(ref-10255)
3. «TESTS W/CODES - TRANSMISSION»(ref-10258) (If Transmission Codes Are Displayed)

C-5, ELECTRONIC SPARK CONTROL (ESC) CIRCUIT (EXCEPT 2.5L, 4.3L TURBO & VEHICLES WITH 4L80-E TRANSMISSION)

1. An open or short circuit on ESC wire to ECM will cause a loss of 12-volt ESC controller signal. This will cause ECM to fully retard ignition timing.
2. If a Scan tester is available, connect it to the ALDL connector. Using a metal object, tap on engine next to knock sensor and note knock parameter. Knock should be indicated on Scan tester.
3. If a Scan tester is not available, backprobe ECM ESC signal terminal with a DVOM. With engine idling, 812 volts should be present at this terminal. Using a metal object, tap on engine close to knock sensor. Voltage signal at ECM terminal should drop to zero volts, and return when knock signal ceases.
4. If signal does not respond as described, check knock sensor signal to controller signal. On vehicles equipped with automatic transmission, it may be necessary to place transmission in Drive for timing change to occur. Also, see KNOCK SENSOR under ENGINE SENSORS & SWITCHES.

ELECTRONIC SPARK CONTROL (ESC) CIRCUIT (4.3L TURBO & VEHICLES WITH 4L80-E TRANSMISSION)

1. An open or short circuit on the ESC wire to the ECM will set a related trouble code. A false detonation signal will not cause ECM to set a code.
2. If a Scan tester is available, connect it to the ALDL connector. Tap on engine next to knock sensor and note "knock" parameter. Knock should be indicated on Scan tester.
3. If a Scan tester is not available, connect tachometer to engine. Start engine and hold 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 ECM circuit.
4. On vehicles equipped with automatic transmission, it may be necessary to place transmission in Drive for timing change to occur. Also, see KNOCK SENSOR under ENGINE SENSORS & SWITCHES.

AIR PUMP

Accelerate engine to approximately 1500 RPM and observe airflow from hoses. If airflow increases as engine is accelerated, pump is working properly. If airflow does not increase, check system for plugged or restricted hoses, proper pump belt tension, leaky valves or defective air injection pump.

CHECK VALVE

Allow engine to cool. Remove check valve from engine and blow through valve in direction of check valve flow (to cylinder head). Attempt to suck back. Replace valve if airflow is allowed against the direction of flow.

ELECTRONIC AIR CONTROL (EAC) SOLENOID

1. Turn ignition on, engine off. Disconnect EAC solenoid connector. Connect test light between solenoid connector terminals. (Scheme 125) If test light comes on, check for grounded wire from solenoid to ECM. If wire is not grounded, replace ECM. If test light does not turn on, go to next step.
2. Ground ALDL diagnostic connector. If test light comes on, check for faulty EAC solenoid connector. If connector is okay, replace EAC valve. If test light does not turn on, connect test light between harness terminal "A" and ground. (Scheme 125) If test light still did not turn on, check for open in fuse or wire to ignition.
3. If test light comes on, check for open in wire from solenoid to ECM. If wire is okay, check EAC solenoid resistance. If resistance is less than 20 ohms, replace EAC solenoid and perform ECM quad-driver check. If EAC solenoid resistance is greater than 20 ohms, replace ECM only.

Scheme 125

EGR CONTROL SOLENOID

1. Disconnect EGR solenoid electrical harness connector and vacuum hoses. Connect a hand-held vacuum pump to solenoid vacuum source port. Connect vacuum gauge to solenoid EGR port. Pump up vacuum pump. Vacuum should not be present at port to EGR valve.
2. Activate EGR solenoid with a remote ground and 12-volt power supply. Vacuum should now be present at vacuum gauge. Solenoid should have at least 20 ohms of resistance.

NEGATIVE BACKPRESSURE EGR VALVE

With engine off, disconnect vacuum hose to EGR valve. Connect vacuum pump to EGR and apply 10 in. Hg. If EGR diaphragm does not move up and stay up for 20 seconds, replace EGR valve.

VAPOR CANISTER PURGE VALVE V8 HIGH ALTITUDE & 4.3L EXCEPT "S" & "T" SERIES)

1. Install a short length of hose to lower port of purge valve. Blow into hose. Little or no air should pass into canister (a small amount of air will pass if the canister has a constant purge hole).
2. Using a hand-held vacuum pump, apply 15 in. Hg to vacuum control (upper) port. If vacuum does not hold for 20 seconds, replace canister.
3. With vacuum still applied, again try to blow through hose connected lower port. An increased flow of air should be observed. If airflow does not increase, replace canister.

FUEL TANK PRESSURE CONTROL VALVE V8 HIGH ALTITUDE & 4.3L EXCEPT "S" & "T" SERIES)

1. Install a short piece of hose on valve inlet tube (fuel tank side) and blow into hose. Diaphragm should pop open and air should pass through valve. If valve does not open, replace fuel tank pressure control valve.
2. Connect hand-held vacuum pump to upper port (small nipple) of tank pressure control valve. Apply vacuum. Vacuum should hold. If vacuum does not hold, replace tank pressure control valve.

THERMOSTATIC VACUUM SWITCH (2.8L & 3.1L)

1. With engine coolant temperature less than 115°F (46°C), air blown through one vacuum port should not exit through other port.
2. With engine coolant temperature greater than 115°F (46°C), air blown through one port should exit through of other port. If valve does not respond as indicated, replace valve.

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 PCV leaking 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 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 (EXCEPT 2.5L)

1. Remove PCV valve from rocker cover. Run engine at idle. Place thumb over open end of valve to check for vacuum. If there is no vacuum at valve, check for obstruction in manifold port, hoses or PCV valve. Repair or replace as necessary.
2. Turn engine off. Remove PCV valve. Shake valve and listen for rattle of check valve inside. If a clear rattle is not heard, replace PCV valve.
3. Visually inspect valve for varnish or deposits that may make PCV valve operation sticky, restricted or incompletely seated. Replace if necessary.
4. An engine must be sealed for the PCV system to function as designed. If leakage, sludging or dilution of oil is noted and the PCV system is functioning properly, check engine for cause, and repair as required to 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.

Note. The 2.5L engine does not use a conventional PCV valve. Valve consists of a fixed restricted orifice. To test valve, simply check for presence of vacuum with valve removed from rocker cover and engine running.

TEMPERATURE SENSOR VACUUM MOTOR TYPE (2.8L)

1. Air cleaner temperature should be less than 86°F (30°C). Place thermometer as close as possible to sensor inside air cleaner. Start and idle engine. Damper door should close off outside air immediately.
2. When damper door starts to open snorkel passage, remove air cleaner cover and read thermometer temperature. Thermometer should read about 131°F (55°C).
3. If damper door does not open to outside air at the specified temperature, check vacuum motor diaphragm. If okay, replace defective thermostatic air cleaner temperature sensor.

VACUUM MOTOR DIAPHRAGM (2.8L)

1. Turn engine off. Disconnect vacuum hose to vacuum motor. Apply 7 in. Hg to vacuum motor. Damper door should close. If not, check if linkage is properly connected.
2. With vacuum still applied, trap vacuum in vacuum diaphragm motor by bending hose. Damper door should remain closed. If damper door does not remain closed, replace vacuum diaphragm motor assembly.

DAMPER DOOR - WAX PELLET CHECK (EXCEPT 2.8L)

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.

CRANKCASE DEPRESSION REGULATOR (CDR)

To test CDR valve, connect one hose of a water manometer to the engine oil dipstick tube. Leave other hose of manometer open to atmosphere. Install air cleaner and run engine. CDR valve specification is one inch of water pressure at idle to 3-4 inches at full load. Add amount of distance water travels down one side of gauge to distance water travels up other side of gauge to obtain reading.

EGR VALVE CHECK

With engine off, disconnect vacuum hose to EGR valve. Connect vacuum pump to EGR and apply 10 in. Hg. EGR diaphragm should move up and stay up for 20 seconds. If not, replace EGR valve.

EXHAUST PRESSURE REGULATION (EPR) SYSTEM

Note. For testing of the EPR system, refer to appropriate chart in the TESTS W/CODES - DIESEL article (for Diesel engines) or TESTS W/CODES - GASOLINE (for Gas engines) and article TESTS W/CODES - TRANSMISSION (if transmission codes are displayed) in this section.

VACUUM PUMP

Connect vacuum gauge to vacuum pump inlet (small fitting). DO NOT plug or disconnect outlet fitting. With engine idling, vacuum should be 18 in. Hg one minute after start. If not, check for belt slippage, vacuum leaks or other obvious defects. If no defects are present, replace pump.

MISCELLANEOUS ECM CONTROLS

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

A/C CLUTCH RELAY

1. Disconnect A/C clutch relay harness connector. Using proper mini-schematic and an ohmmeter, check continuity between A/C clutch relay winding terminals. (Scheme 126)-18. Continuity should exist. Check continuity between clutch drive circuit terminals of relay. Continuity should not exist.
2. Using jumper wires, apply ground and battery voltage to relay winding. Continuity should now exist between clutch drive circuit terminals of relay. Replace A/C clutch relay if readings are not as specified.

Scheme 126

Scheme 127

Scheme 128

Scheme 129

Scheme 130

Scheme 131

C-12, COOLING FAN (3.1L ONLY)

Note. For additional information on electric cooling fans, see ENGINE COOLING FAN article in ENGINE COOLING section.

COOLING FAN RELAY

1. Disconnect cooling fan relay harness connector. Using an ohmmeter, check continuity of relay winding. (Scheme 132) Continuity should exist. Check continuity across power delivery terminals of relay. With relay not energized, no continuity should exist.
2. With ohmmeter still attached to power delivery terminals of relay, apply battery voltage and ground to energize relay winding. Continuity should now be present between cooling fan relay power delivery terminals. Replace cooling fan relay if readings are not as specified.

COOLING FAN MOTOR

Disconnect cooling fan motor harness connector. Apply battery voltage to one of the fan motor terminals and jumper the other terminal to ground. Fan motor should activate. If fan motor does not activate, replace faulty fan motor.

Scheme 132

CONVERTER LOCK-UP SIGNAL AT TRANSMISSION

1. Warm engine to operating temperature. Raise vehicle and support drive wheels. Support suspension where necessary to prevent damage to drive axles.
2. Disconnect converter clutch connector at transmission. Connect a test light across terminals "A" and "D" of converter clutch harness. see scheme 20- see scheme 23. Start engine and place transmission in Drive. Accelerate vehicle to 45 MPH and note test light.
3. If test light is not on, check solenoid power supply wire of harness for open or short to ground. Check ground circuit for open between harness connector and ECM. If harness is okay, see CONVERTER LOCK-UP SIGNAL FROM ECM.

CONVERTER LOCK-UP SIGNAL FROM ECM

1. Warm engine to operating temperature. Raise vehicle and support drive wheels. Support suspension where necessary to prevent damage to drive axles.
2. Connect a test light to battery voltage. Touch TCC control driver terminal with test light. see scheme 20- see scheme 23. Accelerate vehicle to 45 MPH and note test light. If test light does not illuminate, problem is a faulty ECM connector or ECM. On some models, lock-up signal may be checked at ALDL terminal "F" instead of at ECM terminal.

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 light is on, check for a short to ground between the bulb and ECM or a for bad ECM.
3. With ignition on and engine off, ground test terminal "B" of ALDL connector. SERVICE ENGINE SOON light should start to flash and shift light should come on. If light comes on, go to next step. If SERVICE ENGINE SOON light does not flash, perform DIAGNOSTIC CIRCUIT CHECK as described in «BASIC TESTING»(ref-10260) article in this section.
4. If shift light does not come on, ground Tan/Black light driver wire at ECM terminal using a jumper wire. (Scheme 133) If light still does not come on, check for blown GAGES fuse, blown bulb or open circuit between fuse and ECM. If light comes on when grounding ECM terminal with a jumper wire, problem is a bad ECM connection or bad ECM.

Scheme 133

Scheme 134

Scheme 135