The Powertrain Control Module (PCM) is the control center of the vehicle. It controls the following items:

It constantly looks at the information from various sensors, and controls the systems that affect vehicle performance. The PCM also performs the diagnostic function of the system. It can recognize operational problems, alert the driver through the MIL, and store diagnostic trouble codes which identify the problem areas to aid the technician in making repairs.

The type of PCM used is a PCM 32U. For service, the PCM consists of two parts: a controller (the PCM without the Knock Sensor module) and the Knock Sensor module.

The Control Module refers to the Powertrain Control Module (PCM) or the Vehicle Control Module (VCM). The control module is designed to maintain exhaust emission levels to Federal or California standards while providing excellent driveability and fuel efficiency. Review the components and wiring diagrams in order to determine which systems are controlled by each specific control module. The control module monitors numerous engine and vehicle functions. The control module controls the following operations:

The control module supplies a buffered voltage to various sensors and switches. The input and output devices in the control module include an analog to digital converters, signal buffers, counters, and special drivers. The control module controls most components with electronic switches which complete a ground circuit when turned ON. These switches are arranged in groups of 4 and 7 called one of the following:

The surface mounted quad driver module can independently control up to 4 outputs (control module) terminals. The output driver modules can independently control up to 7 outputs. Not all outputs are always used.

Do not use a test lamp in order to diagnose the powertrain electrical systems unless specifically instructed by the diagnostic procedures. Use the J 35616-A Connector Test Adapter Kit whenever the diagnostic procedures call for probing any of the connectors.

The control module is designed to withstand the normal current draws that are associated with the vehicle operations. Avoid overloading any circuit. When testing for opens or shorts, do not ground any of the control module circuits unless instructed. When testing for opens or shorts, do not apply voltage to any of the control module circuits unless instructed. Only test these circuits with DMM J 39200 , while the control module connectors remain connected to the control module.

The aftermarket (add-on) electrical and vacuum equipment is defined as any equipment that is installed on a vehicle after leaving the factory that connects to the electrical or vacuum systems of the vehicle. No allowances have been made in the vehicle design for this type of equipment.

Notice: Do not attach add-on vacuum operated equipment to this vehicle. The use of add-on vacuum equipment may result in damage to vehicle components or systems.

Notice: Connect any add-on electrically operated equipment to the vehicle's electrical system at the battery (power and ground) in order to prevent damage to the vehicle.

The add-on electrical equipment, even when installed to these strict guidelines, may still cause the powertrain system to malfunction. This may also include any equipment which is not connected to the electrical system of the vehicle such as portable telephones and radios. Therefore, the first step in diagnosing any powertrain problem is to remove all of the aftermarket electrical connections from the vehicle. After this is done, if the problem still exists, diagnose the problem in the normal manner.

Notice: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the connector pins or the soldered components on the circuit board.

The electronic components used in the control systems are often designed in order to carry very low voltage. The electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off, leaving the person highly charged with the opposite polarity. Static charges can cause damage. Use care when handling and testing the electronic components.

The driveability and emissions information describes the function and operation of the control module. The emphasis is placed on the diagnosis and repair of problems related to the system.

Engine components, wiring diagrams, and diagnostic tables:

The Component System includes the following items:

The DTCs also contain the diagnostic support information containing the circuit diagrams, the circuit or the system information, and helpful diagnostic information.

Refer to the General Motors Maintenance Schedule in General Information of the appropriate service manual for the maintenance that the owner or technician should perform in order to retain emission control performance.

Perform a careful visual and physical underhood inspection when performing any diagnostic procedure or diagnosing the cause of an emission test failure. This can often lead to repairing a problem without further steps. Use the following guidelines when performing a visual and physical inspection:

This visual and physical inspection is very important. Perform the inspection carefully and thoroughly.

Notice: Lack of basic knowledge of this powertrain when performing diagnostic procedures could result in incorrect diagnostic performance or damage to powertrain components. Do not attempt to diagnose a powertrain problem without this basic knowledge.

A basic understanding of hand tools is necessary in order to effectively use this information.

The System Status selection is included in the scan tool System Info menu.

Several states require that the I/M 240 (OBD ll system) pass on-board tests for the major diagnostics prior to having a vehicle emission inspection. This is also a requirement to renew license plates in some areas.

Using a scan tool, the technician can observe the System Status (complete or not complete) in order to verify that the vehicle meets the criteria to comply with local area requirements. Using the System Status display, any of the following systems or combination of systems may be monitored for I/M Readiness:

Important: The System Status display indicates only whether or not the test has been completed. The System Status display does not necessarily mean that the test has passed. If a Failed Last Test indication is present for a DTC associated with one of the above systems, that test is failed; diagnosis and repair is necessary in order to meet the I/M 240 requirement. Verify that the vehicle passes all of the diagnostic tests associated with the displayed System Status' prior to returning the vehicle to the customer. Refer to the Typical OBD II Drive Cycle table (more than one drive cycle may be needed) to use as a guide to complete the I/M 240 System Status tests.

Following a DTC info clear, a battery disconnect or a Control Module replacement, all System Status information will clear.

The control module diagnoses the fuel control heated oxygen sensors for the following conditions:

The control module diagnoses the three-way catalyst monitor heated oxygen sensors for the following conditions:

The main function of the fuel control heated oxygen sensor is to provide the control module with exhaust stream information in order to allow proper fueling and maintain emissions within the mandated levels. After the sensor reaches the operating temperature, the sensor generates a voltage inversely proportional to the amount of oxygen present in the exhaust gases.

The control module uses the signal voltage from the fuel control heated oxygen sensors in a closed loop in order to adjust the fuel injector pulse width. While in a closed loop, the control module can adjust fuel delivery in order to maintain an air to fuel ratio which allows the best combination of emission control and driveability.

If the oxygen sensor pigtail wiring, connector or terminal are damaged, replace the entire oxygen sensor assembly. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly, the sensor must have a clean air reference provided to it. This clean air reference is obtained by way of the oxygen sensor wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference. Any attempt to repair the wires, connectors or terminals could degrade oxygen sensor performance.

In order to control emissions of Hydrocarbons (HC), Carbon Monoxide (CO), and Oxides of Nitrogen (NOx), the system uses a three-way catalytic converter. The catalyst within the converter promotes a chemical reaction which oxidizes the HC and CO present in the exhaust gas, converting them into harmless water vapor and carbon dioxide. The catalyst also reduces NOx, converting it to nitrogen.

The control module monitors this process using the post heated oxygen sensors. The pre-catalyst oxygen sensor produces an output signal which indicates the amount of oxygen present in the exhaust gas entering the three-way catalytic converter. The post-catalyst oxygen sensor produces an output signal which indicates the oxygen storage capacity of the catalyst; this in turn indicates the catalyst's ability to convert exhaust gases efficiently. If the catalyst is operating efficiently, the pre-catalyst HO2S signal will be far more active than that produced by the post-catalyst HO2S.

In addition to catalyst monitoring, the post-catalyst heated oxygen sensor has a limited role in controlling fuel delivery. If the post-catalyst HO2S signal indicates a high or low oxygen content for an extended period of time while in a closed loop, the control module adjusts the fuel delivery slightly in order to compensate.

The OBD II catalyst monitor diagnostic measures oxygen storage capacity. In order to do this, the heated sensors are installed before and after the Three-Way Catalyst (TWC). Voltage variations between the sensors allow the control module to determine the catalyst emission performance.

As a catalyst becomes less effective in promoting chemical reactions, the catalyst's capacity to store and release oxygen generally degrades. The OBD II catalyst monitor diagnostic is based on an correlation between conversion efficiency and oxygen storage capacity.

A good catalyst (e.g. 95% hydrocarbon conversion efficiency) shows a relatively flat output voltage on the post-catalyst Heated Oxygen Sensor (HO2S). A degraded catalyst (65% hydrocarbon conversion) shows a greatly increased activity in output voltage from the post catalyst HO2S.

The post-catalyst HO2S is used to measure the oxygen storage and release capacity of the catalyst. A high oxygen storage capacity indicates a good catalyst; low oxygen storage capacity indicates a failing catalyst. The TWC and the HO2S must be at operating temperature in order to achieve correct oxygen sensor voltages like those shown in the post-catalyst HO2S outputs graphic.

The catalyst monitor diagnostic is sensitive to the following conditions:

Exhaust system leaks may cause the following results:

Some of the contaminants that may be encountered are phosphorus, lead, silica, and sulfur. The presence of these contaminants prevents the TWC diagnostic from functioning properly.

The control module must monitor the Three-Way catalyst system (TWC) for efficiency. In order to accomplish this, the control module monitors the pre-catalyst and post-catalyst oxygen sensors. When the TWC is operating properly, the post-catalyst (2) oxygen sensor will have significantly less activity than the pre-catalyst (1) oxygen sensor. The TWC stores oxygen as needed during its normal reduction and oxidation process. The TWC releases oxygen as needed during its normal reduction and oxidation process. The control module calculates the oxygen storage capacity using the difference between the pre-catalyst and post-catalyst oxygen sensor's voltage levels.

Whenever the voltage levels of the post-catalyst (2) oxygen sensor nears the voltage levels that of the pre-catalyst (1) oxygen sensor, the catalysts efficiency is degraded.

Stepped or staged testing levels allow the control module to statistically filter test information. This prevents falsely passing or falsely failing the oxygen storage capacity test. The calculations performed by the on-board diagnostic system are very complex. For this reason, do not use post catalyst oxygen sensor activity in order to determine the oxygen storage capacity unless directed by the electronic service information.

Three stages are used in order to monitor catalyst efficiency. Failure of the first stage indicates that the catalyst requires further testing in order to determine catalyst efficiency. Failure of the second stage indicates that the catalyst may be degraded. The third stage then looks at the inputs from the pre and post O2 sensors more closely before determining if the catalyst is indeed degraded. This further statistical processing is done to increase the accuracy of oxygen storage capacity type monitoring. Failing the first (stage 0) or second (stage 1) test does not indicate a failed catalyst. The catalyst may be marginal or the fuel sulfur content could be very high.

Aftermarket HO2S characteristics may be different from the original equipment manufacturer sensor. This may lead to a false pass or a false fail of the catalyst monitor diagnostic. Similarly, if an aftermarket catalyst does not contain the same amount of cerium as the original part, the correlation between oxygen storage and conversion efficiency may be altered enough to set a false DTC.

The EVAP vacuum switch is located in the purge line between the canister and the EVAP canister purge solenoid valve. The control module uses the EVAP vacuum switch to detect when the purge is occurring. This switch senses the flow from the engine through the purge valve. When no purge is present, the switch is closed, applying a battery positive voltage signal to the control module as a NO PURGE signal. When canister purging occurs, the switch opens, interrupting the battery positive voltage signal to the control module. A scan tool display will indicate that purge is occurring.

Clogging of the canister fresh air vent could allow the purge hose between the switch and canister to trap vacuum with the purge valve closed. This would result in a diagnostic indication of a purge valve stuck open or a vacuum switch failure. Similarly, leaks or blockages in the purge hoses may result in misdiagnosis of the purge valve or vacuum switch.

When an EVAP system diagnostic trouble code sets, check the canister fresh air vent, vacuum switch and the integrity of all purge hoses prior to servicing the EVAP purge valve.

The misfire monitor diagnostic is based on the crankshaft rotational variations, or reference period. The control module determines the crankshaft rotational velocity using the crankshaft position (CKP) sensor and the camshaft position (CMP) sensor. When a cylinder misfires, the crankshaft slows down momentarily. By monitoring the crankshaft and camshaft position sensor signals, the control module can calculate when a misfire occurs.

For a non-catalyst damaging misfire, the diagnostic is required to monitor a misfire present for between 1000-3200 engine revolutions.

For a catalyst damage misfire, the diagnostic responds to the misfire within 200 engine revolutions.

Rough roads may cause a false misfire detection. A rough road applies torque to the drive wheels and the drive train. This torque can intermittently decrease the crankshaft rotational velocity. The control module detects this as a false misfire.

On the automatic transmission equipped vehicles, the torque converter clutch (TCC) will disable whenever a misfire is detected. Disabling the TCC isolates the engine from the rest of the drive line and minimizes the effect of the drive wheel inputs on the crankshaft rotation.

When the TCC has disabled as a result of misfire detection, the TCC will re-enable after approximately 3200 engine revolutions if no misfire is detected. The TCC remains disabled whenever the misfire is detected, with or without a DTC set. This allows the misfire diagnostic to re-evaluate the system.

During a transmission high temperature condition, the misfire diagnostic will disable and the TCC will operate normally. This avoids further increasing the temperature of the transmission.

Whenever a cylinder misfires, the misfire diagnostic counts the misfire and notes the crankshaft position at the time it the misfire occurred. These misfire counters are basically a file on each engine cylinder.

A current and a history misfire counter is maintained for each cylinder. The misfire current counters (Misfire Cur #1 -8) indicate the number of firing events out of the last 200 cylinder firing events which were misfires. The misfire current counters displays real time data without a misfire DTC stored. The misfire history counters (Misfire Hist #1 - 8) indicate the total number of cylinder firing events which were misfires. The misfire history counters displays 0 until the misfire diagnostic has failed and a DTC P0300 is set. Once the misfire DTC sets, the misfire history counters will be updated every 200 cylinder firing events.

The Misfire counters graphic illustrates how these misfire counters are maintained. If the misfire diagnostic reports a failure, the Diagnostic Executive reviews all of the misfire counters before reporting a DTC. This way, the Diagnostic Executive reports the most current information.

When crankshaft rotation is erratic, the control module detects a misfire condition. Because of this erratic condition, the data that is collected by the diagnostic can sometimes incorrectly identify which cylinder is misfiring. The Misfire Counters graphic shows there are misfires counted from more than one cylinder. Cylinder #1 has the majority of counted misfires. In this case, the Misfire Counters would identify cylinder #1 as the misfiring cylinder. The misfires in the other counters were just background noise caused by the erratic rotation of the crankshaft. If the number of accumulated is sufficient for the diagnostic to identify a true misfire, the diagnostic will set DTC P0300 - Misfire Detected.

Use Techline equipment to monitor misfire counter data on OBD ll compliant vehicles. Knowing which specific cylinders misfired can lead to the root cause, even when dealing with a multiple cylinder misfire. Using the information in the misfire counters, identify which cylinders are misfiring. If the counters indicate cylinders number 1 and 4 misfired, look for a circuit or component common to both cylinders number 1 and 4 such as an open ignition coil in an electronic ignition system.

Misfire counter information is located in the Misfire Data menu of the of the data list.

The misfire diagnostic may indicate a fault due to a temporary fault not necessarily caused by a vehicle emission system malfunction. Examples include the following items:

This system monitors the averages of short-term and long-term fuel trim values. If these fuel trim values stay at their limits for a calibrated period of time, a malfunction is indicated. The fuel trim diagnostic compares the averages of short-term fuel trim values and long-term fuel trim values to rich and lean thresholds. If either value is within the thresholds, a pass is recorded. If either value is outside their thresholds, a rich or lean DTC will set.

In order to meet OBD ll requirements, the control module uses weighted fuel trim cells in order to determine the need to set a fuel trim DTC. A fuel trim DTC can only be set if fuel trim counts in the weighted fuel trim cells exceed specifications. This means that the vehicle could have a fuel trim problem which is causing a concern under certain conditions (i.e. the engine could be idling high due to a small vacuum leak or rough due to a large vacuum leak) while the engine operates fine at other times. No fuel trim DTC would set (although an engine idle speed DTC or HO2S DTC may set). Remember, use a scan tool in order to observe fuel trim counts while the problem is occurring.

Remember, a fuel trim DTC may be triggered by a list of vehicle faults. Make use of all information available (other DTCs stored, rich or lean condition, etc.) when diagnosing a fuel trim fault.

The comprehensive component monitoring diagnostics are required to monitor emissions-related input and output powertrain components. The CARB OBD II comprehensive component monitoring list of components Intended to illuminate the malfunction indicator lamp (MIL) is a list of components, features or functions that could fall under this requirement.

The control module monitors the input components for circuit continuity and out-of-range values. This includes performance checking. Performance checking refers to indicating a fault when the signal from a sensor does not seem reasonable, for example, a throttle position (TP) sensor that indicates high TP at low engine loads or MAP voltage. The input components may include but are not limited to the following sensors:

In addition to the circuit continuity and rationality check, the ECT sensor is monitored for the ability to achieve a steady state temperature in order to enable a closed loop fuel control.

Diagnose the output components for the proper response to control module commands. Components where functional monitoring is not feasible will be monitored for circuit continuity and out-of-range values if applicable.

Output components to be monitored include, but are not limited to the following circuits:

Important: Not all vehicles have these components.

The control module harness electrically connects the control module to the various solenoids, switches, and sensors in the vehicle engine room and passenger compartment.

Replace the wire harnesses with the proper part number replacement. When splicing signal wires into a harness, use the wiring that has high temperature insulation.

Consider the low amperage and voltage levels utilized in the Powertrain control systems. Make the best possible bond at all splices. Use rosin-core solder in these areas.

Molded-on connectors require complete replacement of the connector. Splice a new connector into the harness. Replacement connectors and terminals are listed in Group 8.965 in the Standard Parts Catalog.

For wiring repair, refer to Wiring Repairs in Wiring Systems.

In order to prevent shorting between opposite terminals, use care when probing a connector and when replacing terminals. Damage to the components could result.

Always use fused jumper wires between connectors for circuit checking.

Never probe through Weather-Pack seals.

The connector test adapter kit J 35616-A , or the equivalent, contains an assortment of flexible connectors used to probe terminals during diagnosis. Fuse remover and test tool BT-8616, or the equivalent, is used for removing a fuse and to adapt the fuse holder to a meter for diagnosis.

Open circuits are often difficult to locate by sight because oxidation or terminal misalignment are hidden by the connectors. Merely wiggling a connector on a sensor, or in the wiring harness may temporarily correct the open circuit. Oxidized or loose connections may cause intermittent problems.

Be certain the type of connector and terminal before making any connector or terminal repair. Weather-Pack and Com-Pack III terminals look similar, but are serviced differently.