2004 Cadillac XLR Systems
Course #10446.55B Caution
In order to reduce the chance of personal injury and/or property damage, carefully observe the following information: The service manuals of General Motors Corporation are intended for use by professional, qualified technicians. Attempting service procedures without the appropriate training, tools, and equipment could cause personal injury, vehicle damage, or improper vehicle operation. Proper vehicle service is important to the safety of the service technician and to the safe, reliable operation of all motor vehicles. If a replacement part is needed, use the same part number or an equivalent part. Do not use a replacement part of lesser quality. The service manuals contain effective methods for performing service procedures. Some of the procedures require the use of tools that are designed for specific purposes. Accordingly, any person who intends to use a replacement part, a service procedure, or a tool that is not recommended by General Motors, must first establish that there is no jeopardy to personal safety or the safe operation of the vehicle. The service manuals contain Cautions and Notices that must be observed carefully in order to reduce the risk of injury. Improper service may cause vehicle damage or render the vehicle unsafe. The Cautions and Notices are not all-inclusive. General Motors cannot possibly warn of all the potentially hazardous consequences that may result by not following the proper service procedures. The service manuals cover service procedures for vehicles that are equipped with Supplemental Inflatable Restraints (SIR). Failure to observe all SIR Cautions and Notices could cause air bag deployment, personal injury, or otherwise unneeded SIR repairs. Refer to the SIR component and wiring location views in Restraints before performing a service on or around SIR components or wiring. If multiple vehicle systems are in need of repair, including SIR, repair the SIR system first to reduce the risk of accidental air bag deployment and personal injury. 2004 Cadillac XLR SystemsTable of Contents
Foreword
This manual contains information about the systems found on the 2004 Cadillac XLR. Always refer to the applicable vehicle service information and appropriate Technical Service Bulletins for additional information regarding specific system operation and diagnostic/repair procedures.
When this manual refers to a brand name, a number, or a specific tool, you may use an equivalent product in place of the recommended item.
All information, illustrations and specifications in this manual are based on the latest product information available at the time of publication approval. General Motors reserves the right to make changes at any time without notice.
When technical assistance is required, call the Technical Assistance Center at 1-877-446-8227.
Published by General Motors Corporation, Service Operations, Warren, Michigan 48090-9008.
© 2003 GENERAL MOTORS CORPORATION. ALL RIGHTS RESERVED. Information cutoff date 4-08-03.
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All product names throughout this book are trademarks or registered trademarks of their respective holders.
i Table of Contents of Contents
1. Introduction ...... 1-1 5. Interior Systems Overview ...... 5-1 Scan Tool Communications ...... 1-2 Easy Key — Ignition Functions ...... 5-1 Functional Diagnostics ...... 1-3 Turning Ignition On ...... 5-1 F0: Vehicle Control Systems...... 1-4 Low Battery/RF Interference DTC Symptom Numbers ...... 1-5 Start-Up ...... 5-3 DTC Symptom Description ...... 1-5 Adaptive Cruise Control ...... 5-4 Gap Switch ...... 5-7 2. Powertrain Systems Overview ...... 2-1 Default Operation ...... 5-8 Camshaft Position Actuator System ...... 2-1 Alignment ...... 5-8 Throttle Actuator Control (TAC)...... 2-5 Heated/Cooled Seats ...... 5-9 Crankshaft Position (CKP) Sensor ...... 2-6 Heat/Cool Seat Module ...... 5-9 Ignition ...... 2-6 Heating, Ventilation & Air Conditioning Wide-Band HO2S ...... 2-7 (HVAC) ...... 5-12 Air Intake ...... 2-8 “Rolling Film” Mode Doors ...... 5-13 Fuel Supply System...... 2-8 Other Features ...... 5-13 Fuel Pump Speed Control Module ...... 2-9 Infotainment System ...... 5-14 Dual Fuel Tanks ...... 2-11 Integrated Body Control Module (BCM) ...... 5-15 Integral Catalytic Converters ...... 2-12 Run Crank Relay ...... 5-15 Variable Speed Cooling Fan Control ...... 2-13 GMLAN/Class 2 Gateway ...... 5-19 5L50-E Automatic Transmission ...... 2-14 Supplemental Inflatable Restraint (SIR) System ...... 5-21 3. Exterior Systems Overview ...... 3-1 Easy Key — Vehicle Entry ...... 3-1 6. Service Tools ...... 6-1 Control Module ...... 3-1 Essential ...... 6-1 Antennas ...... 3-3 Essential Getrag ...... 6-1 Door Functions ...... 3-4 Recommended ...... 6-2 Loss of Power ...... 3-8 Indexing Door Glass ...... 3-9 Q. Final Test Questions ...... Q-1 Folding Top ...... 3-11 Course Completion Procedure ...... Q-3 Folding Top Control (FTC) Module ...... 3-12 Course Survey ...... Q-3 Hydraulics ...... 3-16 System Inputs ...... 3-18 Other Vehicle Antennas ...... 3-19 Underhood Bussed Electrical Center (UBEC) ...... 3-20
4. Chassis Systems Overview ...... 4-1 Body Structural Overview ...... 4-1 Chassis Electronics ...... 4-2 StabiliTrak ...... 4-3 MagnaRide Suspension ...... 4-4
ii 1. Introduction1. Introduction
The 2004 Cadillac XLR luxury roadster with sports- car roots offers a stunning combination of style, performance and technology (figure 1-1): • Throttle Actuator Control (TAC) • Camshaft Position Actuator Control • Dual Fuel Tanks • 5L50-E Transmission w/Driver Shift Control (DSC) • Easy Key • Indexing Door Glass • Rear Park Assist • Power Folding Top • Adaptive Cruise Control • Head-Up Display (HUD) Figure 1-1, 2004 Cadillac XLR • Heated/Cooled Seats
— IMPORTANT —
The wiring diagrams included in this booklet are provided to enhance your understanding of system functions. Resourses were preliminary. When servicing an actual vehicle, refer to latest published service information (SI).
1-1 1. Introduction
Scan Tool Communications
GMLAN
CLASS 2
Figure 1-2, XLR Serial Data Buses*
In order to truly understand the XLR vehicle systems, it is important to look at the new way these systems will be examined in the service bay.
As you learned in the Features video, there are two communications buses on the XLR: class 2 and the new high speed GMLAN data bus (figure 1-2). A scan tool, such as the Tech 2, requires a new additional link in your communication with the vehicle. It is called the CANdi module (figure 1-3). CANdi stands for Controller Area Network diagnostic interface. The CANdi module allows the scan tool to have bi- directional communications with both buses.
Figure 1-3, CANdi Module
* Class 2 controllers are actually arranged in a “star” configuration. Layout shown was created to clearly identify both serial data buses and the included controllers.
1-2 1. Introduction
Functional Diagnostics
Along with GMLAN, a new diagnostic strategy, called “functional diagnostics,” offers more detailed service information and a more direct way to interrogate vehicle systems and their operation.
One of the first things you will notice about functional diagnostics on the Tech 2 is that you only need to build the vehicle once. Then, you can go from vehicle system to vehicle system without re-identifying the vehicle for the tool. Also, the tool menu is divided up into functional areas (figure 1-4).
These functional areas align with the categories in the service information to aid diagnostic effectiveness. Main menu: Figure 1-4, Functional Diagnostics Menu F0 — Vehicle Control Systems F1 — HVAC F2 — Steering F3 — Suspension F4 — Brakes F5 — Engine F6 — Transmission/Transaxle F7 — Body & Accessories F8 — Restraints
1-3 1. Introduction
F0: Vehicle Control Systems
F0: Vehicle Control Systems should be particularly noted. Selecting Computer/Integrating Systems under F0: Vehicle Control Systems and then Vehicle DTC Information, the scan tool individually checks each system module for communications and DTCs. A full chart is constructed as each is listed with the number of DTCs present (figure 1-5).
Once all the controllers have been contacted, the tool re-orders the module list (figure 1-6). Communications errors and quantity of DTCs determine the order. When each controller is highlighted, the corresponding DLC pins are called out for diagnosing system communication concerns, if necessary. Figure 1-5, Controller Listing Inside the various functional areas, there are more targeted data lists for each of the involved controllers. Each controller in the system will have a data list or lists that only concern the input and output parameters that contribute to that controller and its functional features.
Figure 1-6, Priority Listing
1-4 1. Introduction
DTC Symptom Numbers
As part of functional diagnostics, there is a slight variation to the DTC numbering strategy for most areas, other than powertrain. Powertrain DTCs are governed by OBDII standards.
To help reduce the number of DTCs, but at the same time provide more diagnostic information, there is an additional DTC “symptom” number used with GMLAN control modules. As shown in Figure 1-7, the 03 means an “voltage below threshold.” 07 would identify “voltage above threshold.”
Figure 1-8 lists the full range of possible symptom numbers to support functional diagnostics. The DTCs for this vehicle include DTC symptoms. A Figure 1-7, DTC with Symptom Number DTC symptom is a 2-digit number which adds additional detail to a DTC. The DTC symptom provides the technician additional information without requiring a large increase in the number of new DTCs.
DTC Symptom Categories
The DTC symptom is made up of 2 alphanumeric digits. The first digit following the DTC indicates the DTC symptom category. There are 16 possible categories available in the range of 0 through the letter F. Currently there are 8 categories in use, 0 through 7. These 8 categories together with their definitions are given below. DTC Symptom Description
Category # Category Name Category Description 0 General Electrical Failures This category includes standard wiring failure modes, direct current quantities related by Ohm's Law and quantities related to amplitude, frequency or rate of change, and wave shape. 1 Additional General Electrical Failures This category includes the overflow from the previous category. 2 FM/PWM (Frequency/Pulse Width This category includes faults related to frequency modulated and Modulated) Failures pulse width modulated inputs and outputs of the ECU. This category also includes faults where position is determined by counts. 3 ECU Internal Failures This category includes faults related to memory, software, and internal electrical circuitry; requiring ECU replacement. 4 ECU Programming Failures This category includes faults based related to operational software, calilbrations, and options; remedied by programming the ECU. 5 Algorithm Based Failures This category includes faults based on comparing two or more input parameters for plausibility or comparing a single parameter to itself with respect to time. 6 Mechanical Failures This category includes fault detected by inappropriate motion in response to an ECU controlled output. 7 Bus Signal/Message Failures This category includes faults related to bus hardware and signal integrity. This category is also used when the physical input for a signal is located in one ECU and another ECU diagnoses the circuit. 8 - F Reserved by Document Not in use at this time.
1-5 1. Introduction
DTC Symptom Description
DTC Symptom DTC Symptom Description
00 no additional information 01 short to battery 02 short to ground 03 voltage below threshold 04 open circuit 05 short to battery or open 06 short to ground or open 07 voltage above threshold 08 signal invalid 09 rate of change above threshold 0A rate of change below threshold 0B current above threshold 0C current below threshold 0D resistance above threshold 0E resistance below threshold 11 above maximum threshold 12 below minimum threshold 13 voltage low/high temperature 14 voltage high/low temperature 15 signal rising time failure 16 signal failing time failure 17 signal shape/waveform failure 18 signal amplitude < minimum 1F intermittent 21 incorrect period 22 low time < minimum 23 low time > maximum 24 high time < minimum 25 high time > maximum 26 frequency too low 27 frequency too high 28 incorrect frequency 29 too few pulses 2A too many pulses
1-6 1. Introduction
DTC Symptom DTC Symptom Description 2B missing reference 2C reference compare error 31 general checksum failure 32 general memory failure 33 special memory failure 34 RAM failure 35 ROM failure 36 EEPROM failure 37 watchdog/safety processor failure 38 supervision software failure 41 operational software/calibration data set not programmed 42 calibration data set not programmed 44 security access not activated 45 variant not programmed 46 vehicle configuration not programmed 47 VIN not programmed 48 theft/security data not programmed 51 calculation failure 52 compare failure 53 temperature low 54 temperature high 55 expected number of transitions/events not reached 56 allowable number of transitions/events exceeded 57 expected reaction after event didn't occur 58 incorrect reaction after event 59 circuit/component protection time-out 61 actuator stuck 62 actuator stuck open 63 actuator stuck closed 64 actuator slipping 65 emergency position not reachable 71 invalid serial data received (signal validity bit indicates failure) 72 alive counter incorrect/not updated 73 parity error 74 value of signal protection calculation incorrect 75 signal above allowable range 76 signal below allowable range
1-7 1. Introduction
Notes
1-8 2. Powertrain Systems2. Powertrain Overview Systems Overview
Your experience with the previous-version Northstar will definitely contribute to your success on the next- generation Northstar used longitudinally on the rear-wheel drive XLR. Please note that the new Northstar is on initial corporate exchange for analysis of its updated technology. Refer to the service information and bulletins for program details.
Camshaft Position Actuator System
DRIVE SPROCKET
ELECTROMAGNET VARIABLE RANGE
CONTROL VALVE
FOUR-LOBED VANE
Figure 2-1, Camshaft Position Actuator System
The XLR variable valve timing system (identified as the “camshaft position actuator” system in service information) includes four vane-type camshaft position actuators, with integral control valves and electromagnets (figure 2-1). Because there are four camshaft position actuators, the intake and exhaust camshafts adjust independently of one another.
Cam phasing is continuously variable within a range of 40 degrees for the inlet valve timing and 50 degrees for exhaust valve timing. When the engine is Off or the actuators not commanded, the exhaust actuators are parked at the full advance position, while the intake actuators are parked at the full retard position.
The camshaft position actuators consist of a housing with an integral cam drive sprocket and cam sensor target wheel. Inside the housing is a four-lobed vane with oil pressure chambers on both sides of each lobe. The vane is bolted to the front of the camshaft and controlled by an integral, internal control valve.
2-1 2. Powertrain Systems Overview Engine Control Module (ECM) Engine Control Module (ECM) 5274 PU 0.35 43 (CMP) Bank 2 Logic Sensor Exhaust Position Camshaft Sensor Signal 2 47 5299 BN 0.35 CMP Signal Bank 2 Low Reference Low Reference Sensor Exhaust 3 5298 L–GN 0.35 5 volt Reference 44 46 CONN ID C1=56 BU C2=73 BK C3=56 GY 5276 YE 0.35 Intake (CMP) Bank 2 Logic Sensor Position Camshaft Sensor Signal 2 27 5303 BN/WH 0.35 CMP Intake Signal Bank 2 Sensor Low Reference Low Reference 40 3 5302 L–BU 0.35 5 volt Reference 1 25 5273 D–GN 0.35 (CMP) Bank 1 Logic Sensor Exhaust Position Camshaft Sensor Signal 2 45 5296 GY 0.35 CMP Signal Bank 1 Sensor Exhaust Low Reference Low Reference 3 71 5297 YE/BK 0.35 5 volt Reference 111 32 5275 OG 0.35 Intake (CMP) Logic Bank 2 Sensor Position Camshaft Sensor Signal 2 35 5301 TN 0.35 CMP Intake Signal Bank 1 Sensor Low Reference Low Reference C2 3 33 5300 D–BU 0.35 5 volt Reference 12 Volt Reference 12 Volt Exhaust Camshaft Position (CMP) Actuator Solenoid Bank 2 CMP Actuator Solenoid Bank 2 Exhaust 34 M B A 5283 WH/BK 0.35 5283 WH/BK 0.5 451 BK 0.5 Intake Camshaft Position (CMP) Actuator Solenoid Bank 2 CMP Actuator Solenoid Bank 2 Intake B A 31 L 5272 OG/BK 0.35 451 BK 0.5 5272 OG/BK 0.5 G106 451 BK 0.5 Exhaust Camshaft Position (CMP) Actuator Solenoid Bank 1 S148 CMP Actuator Solenoid Bank 1 Exhaust 14 B A E 5282 L–GN 0.5 451 BK 0.5 5282 L–GN 0.35 Intake Camshaft Position (CMP) Actuator Solenoid Bank 1 CMP Actuator Solenoid Bank 1 Intake B A F 29 451 BK 0.5 5284 PU 0.5 5284 PU 0.35 C2 C148
Figure 2-2, Camshaft Position Actuator System
2-2 2. Powertrain Systems Overview
The Engine Control Module (ECM) commands an electromagnet to actuate the valve inside the camshaft position actuator (figure 2-2). The ECM sends a 12-volt pulse width modulated (PWM) signal to operate the actuator solenoid when a cam timing change is desired. Control valve movement causes pressurized oil to flow to the chambers on alternate sides of the vane lobes, advancing or retarding the cam. The electromagnets are mounted to the aluminum housings, bolted to the front of the cylinder heads. Because the control valve is internal to the phaser, only one oil pressure feed is required to both advance and retard the camshaft.
The Camshaft Position (CMP) sensors are mounted in the variable valve timing housing (figure 2-3), one per camshaft.
The CMP actuator solenoid uses electromagnetic force to pull on the plunger of the oil control valve. The oil control valve ports the pressurized engine oil to either the advancing or retarding chambers of the CMP CMP actuator to change camshaft position relative to SENSORS the crankshaft position, as commanded by the ECM: • With 0% PWM at the solenoids, all of the oil is ported to the advancing chambers the exhaust CMP actuators and to the retarding chambers of the intake actuators • At 100% PWM at the solenoids, all of the oil is ported to retarding chambers of the exhaust CMP Figure 2-3, Camshaft Position (CMP) actuators and to the advancing Sensors chambers of the intake actuators • In operation, the average ECM PWM command is around 45%, which allows oil to port evenly to the advancing and retarding chambers and hold the camshafts in the desired position
2-3 2. Powertrain Systems Overview
The ECM calculates optimum camshaft position based on these inputs:
• Engine speed • Manifold absolute pressure (MAP) • Throttle position (TP) • Crankshaft position (CKP) • Camshaft position (CMP) • Engine load • Barometric pressure (BARO)
There is a spring-loaded locking pin (figure 2-4) in the intake actuators to avoid valvetrain noise during engine start-up. The locking pin releases the actuator when engine oil pressure increases to overcome the Figure 2-4, Actuator Locking Pin spring. Each of the exhaust actuators has a return spring that assists the actuator in overcoming valvetrain rotational inertia when returning to a parked position at engine shutdown. The camshaft position angle parameters on the scan tool will indicate 0° with the engine running and both intake and exhaust actuators in the parked position.
2-4 2. Powertrain Systems Overview
Throttle Actuator Control (TAC)
Similar to the CTS, the electronic “drive-by-wire” Throttle Actuator Control (TAC) system (figure 2-5) receives inputs for power demands from the driver via the pedal position sensor assembly at the accelerator pedal. There are actually two redundant sensors within the assembly for safety and accuracy. The accelerator pedal position sensor assembly supplies force feedback (or pedal feel) to the driver.
The throttle assembly incorporates the throttle actuator motor, throttle plate, and throttle position sensors in a common housing. The throttle is an 80- mm diameter, straight bore type. It is mounted on the Figure 2-5, Throttle Actuator Control coolant crossover, which heats and protects the throttle body from icing. (TAC) Throttle Body The throttle blade is positioned by the actuator motor according to ECM commands. There is no mechanical link between the accelerator pedal and the throttle. The ECM appropriately commands the throttle opening to regulate intake air.
Actual control is influenced by engine control sensors, cruise control commands, traction control events, and transmission shift energy commands as seen by the ECM.
2-5 2. Powertrain Systems Overview
Crankshaft Position (CKP) KNOCK SENSORS Sensor
The Crankshaft Position (CKP) sensor is found under the intake manifold in the engine valley, rearward of the Knock Sensors (KS) (figure 2-6).
The reluctor for the CKP sensor is cast into the middle of the crankshaft for improved misfire CKP accuracy. It has 58 evenly spaced teeth with a two- SENSOR tooth timing gap. There is a unique pattern corresponding to each pair of cylinders that are TDC at the same time. This pulse-width encoding allows the ECM to more quickly determine cylinders at TDC.
Also note that with the four camshaft position sensors Figure 2-6, Crankshaft Position (CKP) covered earlier (see figure 2-2), there is no need for a Sensor dual CKP arrangement as used on the previous Northstar.
Ignition
The next-generation Northstar ignition utilizes a coil- on-plug arrangement (figure 2-7), which is a change from the current coil cassette module. Now, four pencil coils connect directly to the spark plugs at each cylinder head.
Figure 2-7, Coil-On-Plug Ignition
2-6 2. Powertrain Systems Overview
Wide-Band HO2S
The next-generation Northstar in the XLR uses wide-band heated oxygen sensors (HO2S) (figure 2-8) to measure pre-catalyst exhaust oxygen content. This new design combines a “pump cell” with the standard Zirconia Oxide sensor. With the pump cell, the sensor can more accurately handle extreme rich and lean conditions by adding or subtracting oxygen. This effect is factored into the output signal for the ECM.
There are six wires at the oxygen sensor connector (figure 2-9). Two circuits handle the heater function, while four are required for the wide-range pump cell monitoring. Figure 2-8, Heated Oxygen Sensor (HO2S)
Fuse CONN ID Block IGN 1 Relay 44 Underhood C1=68 BK C2=68 GY E16 O2 SEN C3=68 NA Fuse C4=08 BK D16 15 A
C2 D10 E10 To To HO2S HO2S 1-1 2-2
339 339 PK PK 0.5 0.5
3 D Heated Heated Oxygen Oxygen Sensor Sensor (HO2S) (HO2S) Bank 2 Bank 1 Sensor 1 Sensor 2
4 1 5 6 2 E B A
3210 5278 3223 3221 PU/WH L-GN GY/WH TN/WH 0.5 0.5 0.5 0.5
3212 3211 5279 3220 L-GN TN/WH WH PU 0.5 0.5 0.5 0.5
41 45 46 49 48 13 43 C3 19 Engine HO2S HO2S HO2S HO2S HO2S HO2S Control CONN ID Reference Low Input Pump Signal Low C1=56 BU Voltage Reference Pump Current Bank 1 Reference Module (ECM) C2=73 BK Bank 2 Bank 2 Current Bank 2 Sensor 2 Bank 1 C3=56 GY HO2S Sensor 1 Sensor 1 Bank 2 Sensor 1 HO2S Sensor 2 Heater Sensor 1 Heater Control Control Bank 2 Bank 1 Sensor 1 Sensor 2
Figure 2-9, HO2S Circuits
2-7 2. Powertrain Systems Overview
Air Intake
The XLR features twin air filters that feed the single throttle body (figure 2-10). There are no air filter FILTER capacity indicators as found on other models. To ASSEMBLIES protect the customer, always check the maintenance records. Verify air filter change intervals were addressed.
Figure 2-10, Twin Air Filters Fuel Supply System
The XLR features a returnless on-demand fuel system design with dual tanks (figure 2-11).
Figure 2-11, Dual Fuel Tanks
2-8 2. Powertrain Systems Overview
Fuel Pump Speed Control Module
The system uses a Fuel Pump Speed Control Module (FPSCM) for quieter operation and greater reliability. The fuel pump speed control module is mounted on the left rear inner wheel housing forward of the tire (figure 2-12). The inner splash panel must be removed to access the module.
The FPSCM runs the pump at a lower voltage and speed in low fuel usage conditions. Pump voltage is limited to a maximum of 16 volts. Overall, the module runs the pump at a lower duty cycle during the life of the vehicle.
The FPSCM varies the voltage level to the fuel pump based on a 128 Hz PWM signal from the ECM, which is read as the commanded voltage value. In turn, the Figure 2-12, Fuel Pump Speed Control control module adjusts the voltage to the pump. The module supplies both power and ground to the pump, Module (FPSCM) which allows for enhanced pump diagnostics. Shorts, open circuits, intermittent operation and over voltage can be identified.
When the ignition switch is first turned On, the pump speed control module turns On the fuel pump to full power (figure 2-13). The fuel pump delivers fuel to the fuel rail and injectors. The fuel pressure regulator in each tank controls fuel pressure by allowing excess fuel to remain in the fuel tank. The regulators are only serviceable as part of the sender assembly.
The ECM alters pump speed by varying the duty cycle at the FPSCM. Under normal conditions, pump speed control operates between 10% to 90%. At vehicle idle, the control module sets voltage potential to the in-tank fuel pump to 9.5 volts. When higher fuel volume is required, the module increases to 100% of the available vehicle battery voltage to the in-tank fuel pump.
2-9 2. Powertrain Systems Overview
CONN ID C1=56 BU C2=73 BK Fuel Fuel C3=56 GY Pump Pump Diagnostic Relay Signal Control Engine C1 23 239 Control 48 PK Module 5546 465 To 2 (ECM) BN D-GN/WH IGN 0.35 0.35
C184 A8 A1 C6 239 5546 465 PK BN D-GN/WH 2 0.35 0.35 A M C420 L 5546 465 239 BN D-GN/WH PK 0.35 0.35 2
A D C
Fuel Pump Ignition 1 Fuel Pump Fuel Pump Control Voltage Diagnostic Relay Module Signal Control
Fuel Pump Fuel Pump Motor Low Supply Ground Reference Voltage F E B
850 1580 120 BK PK GY 2 2 2
C459 D A 9531 120 BK GY 2 2 2 Fuel Pump Fuel and M Pump Sender (FP) Assembly 3
G401
Figure 2-13, FPSCM Operation
2-10 2. Powertrain Systems Overview
Dual Fuel Tanks
Regarding the dual tank system on the XLR, anyone with Corvette experience will recognize similarities CROSSOVER between the vehicles.
The fuel fill hose feeds into the left-side tank. The primary fuel sender assembly is also in the left tank.
The two fuel tanks are connected by a stainless steel crossover hose that houses the auxiliary fuel feed from the left tank to the right and the fuel return lines from the right tank (figure 2-14).
There are two fuel sender/sensor assemblies, one for each tank. The fuel level sensors and float arms are TANKS similar to those on other systems and are serviceable.
The electric turbine-style fuel pump is located in the Figure 2-14, Fuel Tanks’ Crossover fuel tank module reservoir inside the left tank. Fuel is drawn into the reservoir by a venturi pump powered by the electric pump. The electric pump draws fuel from the reservoir.
The fuel pump sends high-pressure fuel through the fuel filter in the upper part of the tank module and on through the fuel feed pipe to the fuel injection system.
A line from the filter directs fuel to the primary fuel JET PUMP pressure regulator, which is also part of the left fuel TUBE tank module assembly. This primary regulator maintains the correct fuel pressure to the fuel injection system. The filters, like the regulators, are serviced with the sender assemblies.
As the fuel pump operates, it also supplies a small amount of pressurized fuel to an integral venturi jet tube that attaches to the bottom of the left fuel sender assembly (figure 2-15). The function of the jet tube is Figure 2-15, Jet Pump Tube to fill the fuel sender reservoir. The pressurized fuel from the fuel feed pipe creates a venturi action inside a siphon pump in the right fuel sender assembly. The siphon action causes the fuel to be drawn out of the right fuel tank. The fuel transfers from the right fuel tank to the left fuel tank through the auxiliary fuel return pipe. This transfer process does not ensure both tanks are equal. The end of the pipe feeds returning fuel from the right tank directly into the left tank reservoir and is held in position by a plastic clip.
2-11 2. Powertrain Systems Overview
The auxiliary fuel return pipe contains an anti-siphon hole where it enters the left tank (figure 2-16). This helps prevent fuel from siphoning from the left fuel tank into the right.
Both the auxiliary fuel feed pipe and the auxiliary fuel return pipe run through the convoluted stainless steel crossover hose that connects the tanks.
A secondary fuel pressure regulator, located in the right fuel sender assembly, keeps fuel available to ANTI-SIPHON the siphon jet pump at a regulated pressure. The HOLE secondary fuel pressure regulator has a lower set- point than the primary regulator to allow fuel to flow to the right-hand jet pump. When the engine is shut off, the pressure in the feed lines immediately drops to the secondary regulator set-point. This ceases siphon jet pump operation and, in turn, prevents the Figure 2-16, Auxiliary Fuel Return Pipe equalization of the left and right fuel tanks.
The fuel pump contains a reverse flow check valve. This valve and the two pressure regulators maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. CATALYTIC CONVERTER The fuel system incorporates On-board Refueling Vapor Recovery (ORVR).
Integral Catalytic Converters
Exhaust manifolds direct exhaust gas flow to the integral catalytic converters with minimal loss in exhaust energy (figure 2-17). Exhaust manifolds are cast from high silicon/molybdenum ferritic nodular iron. The exhaust manifolds also have triple layer Figure 2-17, Integral Catalytic Converter heat shields.
2-12 2. Powertrain Systems Overview
Variable Speed Cooling Fan B+ Fuse Power CONN ID Block Control Distribution C1=68 BK Underhood J22 COOLFAN C2=68 GRY Fuse 32 C3=68 NA The engine cooling fan is a variable speed fan (figure J21 40 A C4=08 BK 2-18). The ECM controls the fan speed by sending a C1 C2 342 PWM signal to the cooling fan control module. The RD/BK module varies the voltage drop across the engine 5 cooling fan motor in relation to the PWM signal. This C control strategy parallels the Fuel Pump Speed Cooling Fan Control Module (FPSCM) covered earlier in this Logic Battery Positive B+ booklet. Voltage
M Cooling Cooling fan speed is effected by many different Fan Speed conditions and can be adjusted from 10% to 90% duty Ground Control Ground cycle (PWM), 90% is considered high-speed fan. When multiple cooling fan speed requests are B A received, the ECM uses the highest cooling fan speed of all the requests. The ECM commands the cooling DLC - GMLAN 1250 335 fan On under the following conditions: BK D-GN 3 0.5 Engine • Cooling fan duty cycle starts when Controls
engine coolant temperature reaches C186 F approximately 86° C (187° F) and 335 2500 2501 reaches high speed at temperatures D-GN TN/BK TN above 113° C (235° F) 0.5 0.35 0.35
• Cooling fan duty cycle starts when C155 C2 54 C11 2 Engine A/C pressure reaches approximately ECM ECM Control ECT High Speed High Speed GMLAN GMLAN Module 600 kPa (87 psi) and reaches high Sensor (ECM) Signal Serial Serial speed at A/C pressures above Cooling Data Data Fan Bus+ Bus- Speed CONN ID 2480 kPa (360 psi) Control C1=56 GY C2=73 BK • At engine oil temperatures above C3=56 GY approximately 150° C (302° F), the
cooling fan duty cycle will be G102 commanded to high speed • At transmission oil temperatures Figure 2-18, Variable-Speed Engine above approximately 132° C (270° F), the cooling fan duty cycle will be Cooling Fan commanded to high speed • After the vehicle is shut Off, if the engine coolant temperature at Key-Off is greater than 113° C (235° F) or the A/C pressure is greater than 1720 kPa (249 psi), the cooling fan duty cycle is set to 50% (low speed). If the coolant temperature drops below 110° C (230° F) and the A/C pressure drops below 1660 kPa (241 psi), the fan will shut Off. The fans will automatically shut Off after 2 minutes, regardless of coolant temperature
2-13 2. Powertrain Systems Overview
5L50-E Automatic Transmission
The XLR uses a 5L50-E automatic transmission mounted at the rear, mated to a differential assembly (figure 2-19). All shift decisions are made through a Transmission Control Module (TCM) (figure 2-20).
The manual-style “tap-up/tap-down” function of the Driver Shift Control (DSC) system interfaces with the TCM as well as other vehicle controllers via serial data (figure 2-21).
Figure 2-19, 5L50-E
TCM
ECM
Figure 2-20, Transmission Control Module (TCM)
2-14 2. Powertrain Systems Overview 17 WH 0.35 Engine Controls Engine Controls Transmission Control Module (TCM) Fuse Block – Underhood A4 F4 F38 A6 17 WH 0.35 17 WH 0.35 17 WH 0.35 B+ Logic F14 C3 C2 C184 Stop Lamp Switch Signal Stop Lamp Switch Signal CONN ID C1=68 BK C2=68 GY C3=68 NA C4=8 BK Tap Up/ Tap Down Tap Switch Signal Shift Lever 5526 PU 0.35 Automatic Tap Down Tap E8 TUTD SW/ COL SW STRG Fuse 15 2 A Transmission 1039 PK 0.35 Power Power K2 J2 C4 C4 D8 C5 Distribution H 5526 PU 0.35 5526 PU 0.35 +– C180 C184 Tap Up Tap Tap Up/Tap Down Switch Up/Tap Tap 4.42K W D 1039 PK 0.35 Power Distribution Run/ Crank 2 Relay P8 Q9 8.25K W 1.5K W B+ Interior Lights G202 P9 Q8 B G 1550 BK 0.35 Tap Up/ Tap Down Tap Transmission Enable Switch Logic Instrument Panel Lamp Control Run/Crank Relay Control Tap Up/Tap Tap Down Enabled Signal Logic 5525 D–GN 0.35 – + HVAC Control Module Tap Up/ Tap Down Tap Enabled Signal B2 J 1357 GY/BK 0.35 D C2 E Instrument Panel Lamp Control N CONN ID C1=72 GY C2=72 GY C3=41 RD C4=68 GY Power Distribution R Tap Up/Tap Down Switch Up/Tap Tap BTSI SOL/COL LOCK Fuse 19 10 A CONN ID C2=16 BK C3=16 GY C1=16 GN 840 RD/WH 0.5 P B+ G7 F7 C3 D7 C1 4 A/T Shift Lock
Figure 2-21a, 5L50-E Transmission Control (1 of 2)
2-15 2. Powertrain Systems Overview (IPC) Panel Cluster Logic Instrument CONN ID C1=34BK C2=7 WH C3=7 WH Head Up Display (HUD) (Up-shift) Up– Shift Indicator Control Logic CENTER MESSAGE HUD MESSAGE CENTER A5 B+ 1036 GY 0.35 C1 IPC Class 2 Serial Data Message Request (TCM) (Up-shift) Message Request (TCM) XXX GEAR HIGH TRANS TEMP TRANSMISSION SERVICE PARK SHIFT TO Class 2 B+ 6 1127 YE 0.35 (Tap Up/ (Tap Down Tap Gear) HUD Class 2 Serial Data B+ 26 Transmission Control Module (TCM) CONN ID C1=72 GY C2=72 GY C3=41 RD C4=68 GY 2500 TN/BK 0.35 (Not used) Fuse Block – Underhood F20 Logic 2501 TN/BK 0.35 TCM High Speed GMLAN Serial Data Bus + 22 A3 E3 A3 F5 Accessory Voltage Signal 43 YE 0.35 43 YE 0.35 43 YE 0.35 C2 C3 C2 Body (BCM) GMLAN Module Control Accessory Voltage Signal Japan 43 YE 0.35 F33 BCM 2501 TN 0.35 BCM 43 YE 0.35 BCM F21 F32 2501 TN 0.35 TCM High Speed GMLAN Serial Data Bus – E11 A7 F9 ACC/TCM Fuse 3 10 A 1239 PK 0.35 1239 PK 0.8 Ignition 1 Voltage ON/START E19 D19 2440 PK 0.5 Power Distribution Power Distribution K59 Power Distribution G106 F3 451 BK/WH 0.8 CONN ID C4=8 BK C1=68 BK C2=68 GY C3=68 NA Ground A2 F27 D11 ECM/TCM Fuse 11 15 A 2440 RD/WH 0.5 2440 RD/WH 0.5 B+ Battery Positive Voltage C2 A11 B11 C184 2440 RD/WH 0.8 Power Distribution
Figure 2-21b, 5L50-E Transmission Control (2 of 2)
2-16 2. Powertrain Systems Overview
Two important items are worth noting on the 5L50-E: • The 5L50-E’s TCM is on exchange for the XLR introduction. Be sure to reference service information for details • If a 5L50-E SRTA unit is required, remember that the output shaft connecting the transmission to the final drive cannot be removed. The shaft is retained by a blind snap ring. Therefore, the old shaft must remain with the old unit and a new output shaft and snap ring must be ordered (figure 2-22). The new shaft and snap ring will not come with the SRTA
Figure 2-22, 5L50-E Output Shaft and Snap Ring
2-17 2. Powertrain Systems Overview
Notes
2-18 3. Exterior Systems3. Exterior Overview Systems Overview
Easy Key — Vehicle Entry
KEYLESS ENTRY ANTENNA EASY INTERNAL TO RCDLR MODULE ANTENNAS
EASY ANTENNAS
Figure 3-1, Easy Key
With Easy Key, you only need to have the fob in your possession within one meter of the vehicle and you can press the handle switch and open the door (figure 3-1). This same concept also applies when opening the trunk with the button located on the outside of the vehicle.
Within a 100-meter radius, you also may choose to use the fob to unlock the vehicle or open the trunk before reaching the vehicle, similar to other keyless entry systems. RCDLR MODULE Control Module
The Easy Key module, referred to as the Remote Control Doorlock Receiver (RCDLR) in SI, is located Figure 3-2, Easy Key Module in the instrument panel, behind the upper portion of the center console (figures 3-2 and 3-3). Entry and starting commands are handled via serial data. The system will act as back-up power mode master in the event of a BCM failure or one that would cause the BCM to not be able to perform its power mode master functions.
3-1 3. Exterior Systems Overview Body Control Module (BCM) Ignition Mode Switch Body Control Module (BCM) Logic 5719 D–BU 0.35 Logic 5722 PK 0.35 (Start) START Indicator Control 71 5720 L–GN 0.35 ACC Indicator Control (On) Ignition Mode Switch Supply Voltage A7 5721 OG 0.35 C2 OFF Indicator Control (Off) (Off) EHJ B 66 C1 5723 L–GN/ WH 0.35 C5 (Not used) (Not used) 67 11 F 7 (Start) IGNITION SW/INTR SENS Fuse 27 10 A F1 5724 L–GN 0.35 BCM Ignition Mode Data Signal 240 RD/WH 0.35 (On) B+ W W Ground C1 14 301 A1 B1 C4 C3 B12 1.21K Europe AG K Power W 2K CONN ID Distribution C1=72 GY C3=41 RD C2=72 GY C4=68 Remote Control Door Lock Receiver (RCDLR) 240 RD/WH 0.35 5725 L–BU/WH 0.35 Power Distribution CONN ID C1 G C1=16 BK C2=10 BK EKM Ignition Mode Data Signal J 5726 L–BU 0.35 Automatic Transmission Shift Lever A B F Ground 5712 OG/BK 0.35 Keyless Entry Antenna– Back Up Low Reference A A 5708 OG 0.35 Voltage Keyless Entry Antenna – Back Up Ignition 1 Keyless Entry Antenna– Back Up Signal C Ignition 1 Voltage B J 3 PK 0.35 5713 PK/BK 0.35 1399 D–GN 0.35 Keyless Entry Antenna– Rear Compart- ment Low Reference C1 A D 5709 PK 0.35 Keyless Entry Antenna – Rear Compartment Keyless Entry Antenna– Rear Compart- ment Signal C3 B5 C4 C8 B H Ignition 1 Voltage Auxiliary Auxiliary Power Relay 5711 L–GN/BK 0.35 Keyless Entry Antenna– Right Low Reference A C C2 1399 D–GN 0.35 3 PK 0.35 5707 L–GN 0.35 Keyless Entry Antenna – Right Keyless Entry Antenna– Right Signal C4 D3 C1 58 B B 219 TN 0.35 Keyless Entry Antenna– Left Low Reference A G 218 PU 0.35 Auxiliary Power Auxiliary Coil Relay SupplyVoltage Internal Antenna Keyless Entry Antenna – Left Keyless Entry Antenna– Left Signal C2
Figure 3-3, Easy Key Operation
3-2 3. Exterior Systems Overview
Antennas
Figure 3-4, Easy Key Antennas There are four ferrite stick antennas located in the vehicle (figure 3-4): There is one in the trunk, one in each B- pillar at door height, and one in the glovebox. These antennas are used to determine whether the fob is in (or out of) the vehicle. When a certain action is performed, the Easy Key module polls all the antennas at 125 kHz to determine fob location.
All remote commands (such as remote unlocking/locking/trunk/panic) are RF transmissions that are received at 315 MHz by a fifth antenna that’s internal to the Easy Key module.
The antenna in the glove box is a limp-home (back-up) antenna. This antenna not only helps determine fob position, but also provides a low frequency coupling to the fob in the event that the fob battery goes dead or the RF transmissions are being jammed. There is a pocket for the fob inside the glovebox, placing the fob in the pocket allows the XLR to be started in an Easy Key system limp-home mode. Do not confuse Easy Key limp- home with a typical limp-home mode that can occur with a powertrain-related default.
The push-button start portion of the Easy Key system is covered in more detail in the Interior Systems section of this booklet.
3-3 3. Exterior Systems Overview
Door Functions
Along with actuating all door and window functions, the Passenger Door Module (PDM) (figure 3-5) and Driver Door Module (DDM) interface with the Door Lock/Unlock switches to determine whether either switch is opened or closed (figure 3-6). This status is reported on the class 2 data bus.
WINDOW MOTOR
DOOR MODULE
Figure 3-5, Door Module
3-4 3. Exterior Systems Overview
Remote Left Left Driver Control Front CONN ID Front Door Door Door Lock Exterior C1=16 BK Interior Lock Lock RFA Door Door Handle Actuator Actuator Class 2 Receiver Switch C2=10 BK Switch Lock Lock Serial (RCDLR) Signal Signal Control Control Data
C1 R E B A L 394 Driver Door 5880 1045 L–GN/ Module (DDM) OR PK 0.35 BK Left Left 0.35 0.35 Front Front Exterior Interior C501 H Door Door DLC – Handle Handle Class 2 C501 R Switch Switch 5880 Signal Signal OR 0.35 1037 25 26 L–GN 394 5881 0.35 BN L–GN/ 5882 0.35 C1 55 BK D–BU A2 B2 0.35 0.35 C555 Logic Body Control 5881 5880 CONN ID BCM Class 2 Serial Data A D BN Module OR C1=72 GY Driver (BCM) 0.35 0.35 C2=72 GY Door Door Door C B Handle C3=41 RD Lock Lock Switch – C4=68 GY Actuator Actuator Driver Unlock Unlock Exterior Control Control Interior Lights C C3 A1 A4 1450 Door Handle BK A 0.35 Switch - Driver 1450 Interior BK 294 0.35 TN 694 S579 0.8 1450 TN BK 0.8 0.5 3 8 Door C555 B3 Ground Door Lock – Door 1040 Distribution M Lock – Driver 5703 5876 Door Lock – BK Actuator L–GN/ D–BU M Lock – Front 0.5 BK 0.8 Actuator Passenger 0.8 1450 BK S539 0.5 4 9 1450 BK 0.5
G201
Figure 3-6a, Door System Operation (1 of 2)
3-5 3. Exterior Systems Overview
Body Instrument Panel Logic Control Cluster (IPC) CONN ID Module MESSAGE CENTER C1=72 GY (BCM) C2=72 GY LEFT DOOR AJAR Left Front Left Front C3=41 RD RIGHT DOOR AJAR C4=68 GY Door Open Door Ajar Logic Switch Switch BCM Class 2 Signal Signal Serial Data B+ Message Request 1036 IPC Class 2 Serial Data GY C1 0.35 44 51 55 C1 A5 1037 L–GN 0.35
DLC – 1046 BN Class 2 0.35 16 1046 1047 745 BN TN 126 DDM Class 2 Driver TN GY/BK Door 0.35 0.35 0.35 Serial Data 19 0.35 Driver Driver Switch TO Door Door Assembly DDM Driver Lock Lock (DDSA) Class 2 Door FRONT Switch Switch Serial Module PASSENGER Unlock Lock Data DOOR Signal Signal (DDM) MODULE Driver 6 7 Lock 781 781 Indicator OR/BK OR/BK Voltage 0.35 0.35 E D 24 Door 5965 Lock PU/WH Unlock Lock 0.35 Interior Lights Switch – C555 A1 Driver 5965 PU/WH 7 6 C 0.35 Door A AjarOpen Ajar Lock – Door Driver Closed Closed Lock Door Door Indicator – Open Ajar Driver Switch Switch Ground B 1450 Distribution 8 BK 0.35 1450 1150 BK BK 0.35 0.5 S579
1450 BK 0.5
G301 G201
Figure 3-6b, Door System Operation (2 of 2)
3-6 3. Exterior Systems Overview
Each window regulator is integral with its door module. Both are serviced as one assembly.
Instead of door handle buttons, the XLR uses a “bladder-type” press switch just inside the top outside edge of the door (figure 3-7).
There are door switches mounted on the inner trim panel where you would expect to find the typical handle mechanism.
The door modules store lock/unlock status for the driver door and passenger door in normal lock/unlock operation after a battery disconnect condition. PRESS Each door module provides display of lock/unlock SWITCH status via the corresponding red LED at the top edge of the door (figure 3-8): • When the door is closed, there are Figure 3-7, Outside Door Switch two short flashes per second if the door is unlocked. When the closed door is locked, the LED shows one long flash for three seconds • While a door is open and unlocked, the LED shows short continuous LED flashes during a 1-second period. If the open door is locked, the LED is ON solid
Figure 3-8, Door Lock LED
3-7 3. Exterior Systems Overview
Loss of Power
Manually opening the doors when power is lost was covered in the XLR Features video/booklet release. This could also be an issue during diagnosis when the battery must be disconnected: • If inside the car, merely pull the manual door release handle up to unlatch the door (figure 3-9) • If you are outside the car, first gain HANDLE mechanical access to the trunk. Open the access door using the loop handle. Inside the door, pull the plastic tab connected to the release cable (figure 3-10) Figure 3-9, Inside Door Release Realize that door opening and closing effort will increase, since the door glass will not index without battery power.
ACCESS DOOR
Figure 3-10, Manual Door Release Handle in Trunk
3-8 3. Exterior Systems Overview
Indexing Door Glass
The door glass on the XLR has an indexing feature during door operation as well as top operation. This ensures a tight seal to minimize the chance of wind noise and water leaks.
Whenever either door is opened according to a door switch, the corresponding window will “index” to a lower position (figure 3-11). Upon shutting the door, the door controller will express close that window up into the weatherstrip (figure 3-12). GAP FOR DOOR OPEN/CLOSE The express close function from the door module will not occur if: • A door switch is pressed Figure 3-11, Indexed Door Glass • A door is open • A door is ajar • The window is already at or above the index position • The passenger or driver had lowered the window below the index level
Express window operation also occurs at the beginning and end of a folding top cycle.
3-9 3. Exterior Systems Overview
Driver Body Door Control Module B+ Module (DDM) (BCM) Power Power Power Window Window DistributionCONN ID Motor Motor Left A3 ACCA/DRIV C1=72 GY Left DR SW DDM Front Front C2=72 GY Class 2 Up B3 Fuse 25 C3=41 RD Down Serial Control Control 10 A C4=68 GY Data
19 Window C4 D1 Motor Ð M Driver 340 RD/WH 0.35 C501 C
340 RD/WH 0.35 C555 A5
340 RD/WH 0.35 9 Driver 1046 Door BN Switch 0.35 Driver Assembly Window Express Up/Down Power (DDSA) Switch Window Up Down Schematics Logic Battery Ground Positive Driver Driver Voltage Driver Window Window Window Express Down Up Signal Signal Signal Ground DDM Class 2 Serial Data
Interior Lights
8 10
1450 1046 BK BN 0.35 0.35
DLC Ð Class 2
G201
Figure 3-12, Door Window Operation
3-10 3. Exterior Systems Overview
Folding Top
Figure 3-13, Folding Top Operation The XLR features an electronically-controlled, hydraulically actuated folding top (figure 3-13). When the top control switch is pushed and held, beginning with the folding top up and latched: • The door windows are disabled and the glass is lowered all the way • The system unlatches the rear compartment lid (decklid) • The system opens the front folding top storage compartment closeout panel (front tonneau) and the top unlatches from the header • The decklid raises • The top opens and stows (the top’s side glass folds in for storage at this time as well) • The rear folding top storage compartment panel (rear tonneau) extends • The front tonneau closes and the header latch closes • The decklid with positioned rear tonneau closes • The decklid latches • The windows are enabled
The trunk on the XLR is also power-operated for Open and Close and is part of the folding top system.
3-11 3. Exterior Systems Overview
Folding Top Control (FTC) Module
The brain of the folding top system is the Folding Top Control (FTC) module (figure 3-14). The FTC module is located in a well in the driver-side rear of the trunk. The FTC module is the black controller in the well. The silver- metallic controller in this area, just behind the FTC module, is for the electronic Real Time Damping (RTD) suspension system.
The FTC module receives input from switches, micro switches and potentiometers to monitor and control all folding top operations (figure 3-15). The module also has outputs to control system hydraulics via a pump and valve control solenoids.
FTC MODULE
Figure 3-14, Folding Top Control (FTC) Module
3-12 3. Exterior Systems Overview
Body Trunk Control Release BATT Module Command (BCM) BATT BATT Trunk Key Cylinder Trunk Trunk Ajar Release Input Request J1 71 18 35 36 16
744 305 1344 OG/BK TN L-BU 0.35 0.35 0.35 Interior Lighting
2091 Decklid Close Switch BN/WH 0.35 744 OG/BK 0.35 S744_IP Easy Key 158 BATT Module WH/BK 0.35 Power Trunk Distribution Release Request 744 743 J1-P OG/BK 0.35 1576 Dimming TN Controls 0.35 18M IP GA HEB 230 B7 12 V Trunk Key 12 V Auto 18F DECKLID Cylinder Cinching Output Trunk Latch Trunk Controller 1576 Ajar Release Command TN Output 12 V 0.5 Latch Clear Ground Output CD A FC Interior Trunk Trunk Release Release Switch E-- Switch Exterior 750 C Ground 5960 LATCH_CLR_SW Distribution BA
Folding Top 1150 Control Module 1450 1450 Ground Ground Ground Distribution Distribution Distribution
Figure 3-15a, Folding Top System (1 of 3)
3-13 3. Exterior Systems Overview J1- J2- J3- Module Asm. Top Folding THERMAL_SENSOR_PWR Splice To J-1B To Power Folding Top Folding Power Motor Pump B10 B10 Pump B Dir. 22M FLDG_TOP 22F FLDG_TOP_VLV GY 3.0 2.5 474 B8 B8 0.50 5948 5948 M L–GN L–GN A4 A4 Pump A Dir. THERMAL AB CD 22M FLDG_TOP 3.0 2.5 _VLV 5949 5949 D–BU 22F FLDG_TOP_VLV D–BU Thermal Sensor 22F FLDG_TOP 22M FLDG_TOP B9 B9 TN TN 476 476 0.35 0.50 B2 B2 2 1 Ground Distribution 22M FLDG_TOP 1.0 BK 1150 1150 22F FLDG_TOP_VLV 22M FLDG_TOP 22F FLDG_TOP_VLV 22M FLDG_TOP 22F FLDG_TOP_VLV 3.0 2.5 124 Top B6 B6 124 J3-S J2-C16 J3-M J3-P Valve #4 – Decklid Valve Open L–BU Close L–BU Valve #2 – Top Close #2 – Top Valve B3 B3 B7 B7 1 2 56 Ground Distribution 56 3.0 2.5 1.0 BK 1150 J3-R 1150 TN/WH Decklid Open TN/WH 22M FLDG_TOP 22M FLDG_TOP 22F FLDG_TOP_VLV J3-C 22F FLDG_TOP_VLV Valve #3 – Valve Decklid Close Spare A2 A2 22M FLDG_TOP 22F FLDG_TOP_VLV 1 2 Ground Distribution 3.0 GY 2.5 1.0 BK GY A6 A6 1150 2169 J3-N 2169 1150 Decklid Close A5 A5 22M FLDG_TOP 1 2 TN 3.0 TN 2.5 123 Top 123 22F FLDG_TOP_VLV J3-A Open 22M FLDG_TOP A1 A1 J3-G 22F FLDG_TOP_VLV Ground Distribution 1.0 BK A7 A7 1150 1150 3.0 2.5 BN BN Valve #1 – Top Open #1 – Top Valve J3-F 5932 5932 22M FLDG_TOP Header Latch Open 22F FLDG_TOP_VLV B+ J1-A From A3 A3 22M FLDG_TOP 1 2 Ground Distribution 1.0 BK 1150 1150 22F FLDG_TOP_VLV 22M FLDG_TOP 22F FLDG_TOP_VLV Latch Open Valve #5 – Header Valve
Figure 3-15b, Folding Top System (2 of 3)
3-14 3. Exterior Systems Overview J1- J2- J3- Module Asm. Top Folding FLDG_TOP_SW_DIM 1244 Folding Top Switch Top Folding Dimming Controls HVAC Control Head Control HVAC Top Close 10K THERMAL_SENSOR_PWR 10M IP 10F FLDG_TOP D D GY 474 .35 .35 0.35 4 FLDG_TOP_SW_BAT_PWR Pump Motor 2167 2167 D–BU D–BU Top Open 10K Power Folding Top Folding Power IBCM C C 743 123 OPEN CLOSE Power Distribution Power .35 .35 2166 2166 10M IP L–GN L–GN GY 474 0.35 10F FLDG_TOP S474 FLDG_TOP 6M FLDG_TOP 6M DECKLID 5V Luggage Barrier Sw Luggage Barrier 1K B B GY GY GY 474 474 474 0.50 0.35 0.35 LUGGAGE_BARR_SW_PWR 10M IP 10F FLDG_TOP J2-C13 K K A B Minifuse 743 0.50 0.50 5744 5744 L–GN L–GN J2-C12 Power Distribution Power Latch Clear 1K Sensor Asm – Top 10M IP 10F FLDG_TOP LATCH_CLR_SW K K PK PK Top Position 5960 0.50 0.50 GY 474 5960 5960 0.35 Trunk Release Trunk Auto Clinching Latch Clinching Auto OG 0.35 POSITION 5933 1K AB C TN 407 0.35 J2-C10 Decklid Close Switch Decklid Close 1K S1340_DECKLID 6F DECKLID 10M IP 18M IP 18F DECKLID A A B4 B4 OG OG 138 138 0.50 E-- 0.50 0.50 1340 Sensor Asm – Rear Tonneau Sensor Asm – Rear 0.50 RD/WH 1340 A RD/WH Rear Tonneau Rear Position 18F DECKLID 10M IP Minifuse B 6F FLDG_TOP 6F DECKLID CD BA A6 A6 744 0.50 0.50 C C 1340 TRUNK_AJAR Trunk Latch Trunk 0.35 0.35 C Trunk Release Trunk POSITION 5742 5742 OG/BK RD/WH D–BU D–BU 1K Power Distribution Power DL_CLOSE_SW_BAT_PWR J2-C9 J2-C1 J2-C2 J2-D9 J2-D10 Sensor Return S407 FLDG_TOP 6M FLDG_TOP 6M DECKLID D D TN TN TN 407 407 407 0.50 0.35 0.35 J2-C15 1K Sensor Asm – Tonneau Front Front Tonneau Front Position TN 407 0.35 0.35 POSITION 5934 Header Unlatch 1K Header Unlatch Switch L–GN J2-D2 J2-D3 J2-D1 AB C HEADER_UNLATCH_SW_PWR B A Splice BN 0.50 743 5935 J2-C7 J2-C8 Power Folding Top Folding Power
Figure 3-15c, Folding Top System (3 of 3)
3-15 3. Exterior Systems Overview
Hydraulics
The hydraulic pump and motor assembly is located in the well, just forward of the FTC module. The unit consists of a pump/motor assembly, a hydraulic manifold, a fluid reservoir, and a block of five solenoids. Each of the solenoids controls a hydraulic valve (figure 3-16): • One solenoid controls the windshield header latch and front tonneau • Two solenoids control the decklid • Two solenoids control the top itself • The rear tonneau is driven directly by the bi-directional pump
HEADER FRONT REAR REAR LATCH TONNEAU TOP TOP DECKLID DECKLID TONNEAU TONNEAU
BI- DIRECTIONAL 12345 PUMP
Figure 3-16, Folding Top Hydraulics
3-16 3. Exterior Systems Overview
The bypass for manual operation of the top is accomplished by unscrewing the “T” on the valve block (figure 3-17).
There are a total of eight hydraulic cylinders utilized in top operation: • One cylinder operates the windshield header latch • One cylinder operates the front tonneau • Two cylinders operate the top itself • Two cylinders operate the rear tonneau • Two cylinders operate the decklid
Figure 3-17, “T” for Manual Operation
There are a total of 16 hydraulic lines in the folding top system: two lines for every hydraulic cylinder. Each is numbered for identification (figure 3-18).
Figure 3-18, Numbered Hydraulic Lines
3-17 3. Exterior Systems Overview
System Inputs
FRONT TONNEAU SENSOR REAR TONNEAU SENSOR
HEADER LATCH w/SWITCHES TOP SENSOR
TOP CLOSED SWITCH DECKLID OPEN SWITCH
LUGGAGE BARRIER SWITCH
Figure 3-19, Folding Top Inputs Five limit switches determine the position state of various folding top system components (figure 3-19): • There are “header latched” and “header unlatched” switches located at the header latch. These switches are between the mechanism and inner roof, so they cannot be seen until the mechanism is removed • There is a “decklid open” switch on the left-hand decklid linkage • A “top closed switch” is located at the right hand header pin receiver • A “luggage barrier in place” switch is located on the left side of the luggage compartment trim
There are also three position sensors used to “sense” component position during operation. These potentiometers are attached to the linkages for measuring the changing angles as the top moves: • The position sensor for the front tonneau • There’s is a position sensor for the rear tonneau • The third position is for the top itself
3-18 3. Exterior Systems Overview
Other Vehicle Antennas
The Easy Key antennas were presented earlier in this booklet. Several additional antennas are required for other XLR functions.
FM reception is handled by the ground plane within the decklid (figure 3-20). The small wires on the rear ANTENNA side of the decklid trim function as the antenna and WIRING provide FM reception. GROUND The XLR uses a diversity antenna system. The PLANE primary antennas (AM and FM1) are attached to the right side of the decklid liner assembly. The secondary antenna (FM2) is on the left side of the decklid liner assembly. The antennas in the XLR are unique due to the use of stranded wires as the antenna elements to capture the RF signals. These Figure 3-20, Ground Plane and Antennas elements are attached to the decklid liner assembly for FM Reception and are serviced as an assembly.
The antenna modules are attached to the top side of the antenna ground plate. The module on the left is the match module and only receives FM signals. The module on the right is the Active Reception System (ARS) module and receives both AM and FM signals. When FM is selected, the two ARS FM signals are superimposed and phase aligned to create one strong signal to be sent to the radio. ONSTAR ANTENNA The Global Positioning System (or GPS) antenna that MODULE serves the OnStar system is located inside the OnStar antenna mounted to the windshield, just to the right of the inside rearview mirror (figure 3-21).
The GPS antenna for the navigation radio is mounted at the top of the I/P next to the center stack (figure 3-22). Figure 3-21, OnStar Antenna Module
NAVIGATION GPS ANTENNA
Figure 3-22, Navigation GPS Antenna
3-19 3. Exterior Systems Overview
The S-Band (XM) antenna is dealer-installed and mounted to the decklid. The module for the S-Band antenna is mounted to the body behind the seats (figure 3-23).
S-BAND ANTENNA MODULE
Figure 3-23, S-Band Antenna Module
Underhood Bussed Electrical Center (UBEC)
The Underhood Bussed Electrical Center (UBEC) is located on the passenger side, in front of the battery (figure 3-24). It contains the mini-fuses, maxi-fuses and relays necessary to power most of the engine and chassis-related electrical/electronic systems.
Figure 3-24, Underhood Bussed Electrical Center (UBEC)
3-20 4. Chassis Systems4. Chassis Overview Systems Overview
While the XLR physical chassis is very similar to the Corvette, the vehicle control systems parallel other Cadillac models, particularly the Seville and DeVille.
Body Structural Overview
Figure 4-1, XLR Structure
The XLR features uses hydroformed frame rails (figure 4-1). The hydroforming process uses a single die and high-pressure fluid resulting in frame rails that are boxed, rather than U-channel with reduced weight, but higher strength.
The alignment and repair of hydroformed frame rails requires the proper use of an approved alignment table and holding fixtures, including the J 42058 anchoring tool.
Related to body and collision repair, note that the XLR reverses the typical door latch/striker configuration (figure 4-2). On the XLR, the striker is on the door and the latch is mounted on the body. Figure 4-2, Door Latch in Body
4-1 4. Chassis Systems Overview
Chassis Electronics
All vehicle stability-related functions are controlled through the Delphi 7.2 system Electronic Brake Control Module (EBCM) (figure 4-3). The EBCM relies on other controllers and their systems via the GMLAN data bus for the various functions.
Chassis-control via the EBCM relates to the following functions:
The Anti-Lock Brake System (ABS) controls wheel slip EBTCM during braking to improve stability, steerability, and stopping distance.
Dynamic Rear Proportioning (DRP) provides variable rear brake proportioning. Figure 4-3, Electronic Brake Control Module (EBCM) Engine Drag Control (EDC) commands the ECM to add torque if the drive wheels begin to skid. If the ECM gets this torque increase request, it will open the throttle plate for a short time until the wheels stop skidding. This could happen during transition events such as coming down a mountain and hitting a patch of ice.
Magnetic Speed Variable Assist (MSVA), known as Magnasteer II, adjusts power steering assist by commanding the MSVA actuator in the steering rack. Power steering assist decreases as vehicle speed increases.
The Traction Control System (TCS) controls wheel slip during acceleration. The ECM applies engine torque management and the EBCM handles brake apply.
Tire Pressure Monitor (TPM) uses pressure sensors at each wheel to monitor individual tire inflation pressures.
The Vehicle Stability Enhancement System (VSES), known as StabiliTrak, assists the driver in controlling the vehicle. The closed loop yaw control integrates suspension damping, individual brake apply and powertrain torque management.
Adaptive Cruise Control (ACC) is covered in detail later in this booklet. However, the ABS system’s EBCM is responsible for the braking portion of ACC.
4-2 4. Chassis Systems Overview
StabiliTrak
The Vehicle Stability Enhancement System (VSES), known as StabiliTrak, monitors the vehicle’s dynamic state through the use of the following sensors: • The hand wheel sensor is located near the bottom of the steering column, within the Magnasteer assembly (figure 4-4) • The combination lateral acceleration/ vehicle yaw rate sensor is located behind the center console (figure 4-5) HAND WHEEL • There is a wheel speed sensor at SENSOR each brake • The brake pressure sensor is mounted on the hydraulic block of the Delphi 7.2 EBCM assembly (figure Figure 4-4, Hand Wheel Sensor 4-6) • The brake pedal travel sensor is a potentiometer and replaces the previously-seen brake switch. Now, brake pedal application and force can be monitored • And, as seen before, the brake low fluid reservoir switch is at the reservoir
StabiliTrak calculates the desired yaw rate based on the hand wheel steering angle and vehicle speed. LATERAL When the actual vehicle yaw rate exceeds a threshold ACCELERATION/ beyond the desired yaw rate, the system applies YAW RATE SENSOR brake pressure to a specific wheel or wheels to assist in reducing the yaw rate error. Figure 4-5, Lateral Acceleration/Yaw Rate Sensor
BRAKE PRESSURE SENSOR
EBTCM
Figure 4-6, Brake Pressure Sensor
4-3 4. Chassis Systems Overview
MagnaRide Suspension
The XLR features a MagnaRide Real Time Damping (RTD) suspension. Magnetic-rheological shocks (figure 4-7) at each wheel can vary damping based on driving conditions. At higher vehicle speeds and during high road surface variance, voltage is applied to magnetic-rheological fluid in the shock and it thickens for firmer action. These adjustments occur in milliseconds.
The XLR comes shipped with stuffers for the magnetic-rheological shock absorbers (figure 4-8). These must be removed as part of the vehicle prep procedures.
Figure 4-7, Magnetic-Rheological Shock
SHIPPING STUFFER
Figure 4-8, Shock Stuffer
4-4 5. Interior Systems5. Interior Overview Systems Overview
The XLR interior offers a significant number of innovations (figure 5-1). Coverage here will concentrate on what is new to Cadillac service technicians. There are totally new items, such as adaptive cruise control and heated/cooled seats. Other systems, such the HVAC and the infotainment navigation radio system, have similarities with other models.
Easy Key — Ignition Functions
The first step for using the Easy Key system push- button start function is to have the fob in the vehicle. The Easy Key Module uses four antennas to determine that, indeed, the fob is in the vehicle. With Figure 5-1, XLR Interior the brake applied and the transmission range selector in PARK or NEUTRAL, pressing the “ON” push-button portion of the rocker switch (figure 5-2) starts the vehicle.
The Easy Key module requests starting functions from the BCM and ECM (figure 5-3). The antenna system and door handle switches are the only hard-wired inputs to the Easy Key module.
Turning Ignition On
Diagnostic procedures often require the ignition to be in the On or Run position without the engine running for testing. On the XLR, holding the ACC switch down for 5 seconds powers everything up without starting the engine. Figure 5-2, XLR Ignition Rocker Switch
5-1 5. Interior Systems Overview Body Control Module (BCM) Ignition Mode Switch Body Control Module (BCM) Logic 5719 D–BU 0.35 Logic 5722 PK 0.35 (Start) START Indicator Control 71 5720 L–GN 0.35 ACC Indicator Control (On) Ignition Mode Switch Supply Voltage A7 5721 OG 0.35 C2 OFF Indicator Control (Off) (Off) EHJ B 66 C1 5723 L–GN/ WH 0.35 C5 (Not used) (Not used) 67 11 F 7 (Start) IGNITION SW/INTR SENS Fuse 27 10 A F1 5724 L–GN 0.35 BCM Ignition Mode Data Signal 240 RD/WH 0.35 (On) B+ W W Ground C1 14 301 A1 B1 C4 C3 B12 1.21K Europe AG K Power W 2K CONN ID Distribution C1=72 GY C3=41 RD C2=72 GY C4=68 Remote Control Door Lock Receiver (RCDLR) 240 RD/WH 0.35 5725 L–BU/WH 0.35 Power Distribution CONN ID C1 G C1=16 BK C2=10 BK EKM Ignition Mode Data Signal J 5726 L–BU 0.35 Automatic Transmission Shift Lever A B F Ground 5712 OG/BK 0.35 Keyless Entry Antenna– Back Up Low Reference A A 5708 OG 0.35 Voltage Keyless Entry Antenna – Back Up Ignition 1 Keyless Entry Antenna– Back Up Signal C Ignition 1 Voltage B J 3 PK 0.35 5713 PK/BK 0.35 1399 D–GN 0.35 Keyless Entry Antenna– Rear Compart- ment Low Reference C1 A D 5709 PK 0.35 Keyless Entry Antenna – Rear Compartment Keyless Entry Antenna– Rear Compart- ment Signal C3 B5 C4 C8 B H Ignition 1 Voltage Auxiliary Auxiliary Power Relay 5711 L–GN/BK 0.35 Keyless Entry Antenna– Right Low Reference A C C2 1399 D–GN 0.35 3 PK 0.35 5707 L–GN 0.35 Keyless Entry Antenna – Right Keyless Entry Antenna– Right Signal C4 D3 C1 58 B B 219 TN 0.35 Keyless Entry Antenna– Left Low Reference A G 218 PU 0.35 Auxiliary Power Auxiliary Coil Relay SupplyVoltage Internal Antenna Keyless Entry Antenna – Left Keyless Entry Antenna– Left Signal C2
Figure 5-3, Easy Key Vehicle Start System
5-2 5. Interior Systems Overview
Low Battery/RF Interference Start-Up
A tip for the customer and the service technician is the procedure for starting the vehicle when the fob battery is dead:
1. Place the fob in the fob pocket located in the glovebox with the button side of the fob facing VALET right (figure 5-4). This places the back of the fob SWITCH next to the limp-home antenna in the glovebox. 2. A foot must be on the brake. 3. The transmission must be placed in PARK or FOB NEUTRAL. 4. Press the “START” switch. The vehicle should start in an Easy Key system “limp home” operation mode. Figure 5-4, Glove Box Pocket for Fob The fob battery should be changed as soon as possible. The DIC will show “Low Fob Battery” to verify status. This fob pocket for low battery conditions may also come in handy if a start attempt occurs in an environment that might jam the RF transmissions used by the Easy Key system.
5-3 5. Interior Systems Overview
Adaptive Cruise Control
The Adaptive Cruise Control (ACC) system’s controller is called the Distance Sensing Cruise Control (DSCC) module. Note this nomenclature for service information usage.
The ACC system allows the vehicle to operate at, or below, the driver-selected set speed depending on traffic conditions. The system uses radar to detect in- path objects and then slows the vehicle depending on the object’s range and closing-rate (figure 5-5).
The Distance Sensing Cruise Control (DSCC) module consists of the “forward looking” radar sensor and the DSCC controller (figure 5-6). It uses the radar to Figure 5-5, Adaptive Cruise Control identify and classify objects in the road ahead of the vehicle. If the radar detects objects within its specified field of view, the DSCC controller makes throttle and/ or brake commands via GMLAN to the ECM and EBCM to control vehicle acceleration or deceleration DSCC MODULE as needed (figure 5-7). The DSCC module is supplied by Delphi and uses 76 gigahertz radar. The DSCC module is packaged behind the front fascia on the driver’s side of the vehicle. The module mounts to a bracket that attaches to the left-hand frame rail near the front bumper beam. When the radar is operating, it radiates through the plastic lens on the front fascia.
Figure 5-6, Distance Sensing Cruise Control (DSCC) Module
5-4 5. Interior Systems Overview Body Control Module (BCM) Engine Control Module (ECM) CONN ID Exterior Lights C1=72 GY C2=72 GY C3=41 RD C4=68 GY Stop Lamp Switch Signal Fuse Block – Underhood Logic C4 A4 F4 13 17 WH 0.35 17 WH 0.35 B+ C4 C3 C2 C1 Stop Lamp Switch 31 5380 TN 0.35 CONN ID C1=68 BK C2=68 GY C3=68 NA C4=08 BK CONN ID C1=56 BU C2=73 BK C3=56 GY Exterior Lights Brake Pedal Position Switch Signal BCM High Speed GMLAN Serial Data Bus – 17 WH 0.35 20 2501 TN 0.35 A/T Controls DLC 2 2500 TN/BK 0.35 DLC – GMLAN DLC BCM High Speed GMLAN Serial Data Bus + Turn Signal/ Multifunction Switch C7 5 1884 GY 0.35 1884 GY 0.35 Cruise Control Set/Coast and Resume Accelerate Switch Signal Cruise Control Switch Ω Ω Ω 1.6K Resume/Accel + Resume/Accel 57 61 5.36K 1.27K 1 On C2 ACC Gap Adjustment Switch Signal C1 Off Set/ Coast RUN/ CRANK Relay Control C1=5 BK C2=5 BK C3=7 GY C4=8 BK CONN ID RUN/ CRANK 2 Relay Inflatable Restraint Steering Wheel Module Coil Steering Wheel Control Switch Assembly A7 D D 6 5737 D-GN 0.35 900 D-GN 0.35 WH 0.35 WH 0.35 900 D-BU 0.35 P8 P9 Q9 Q8 B+ + – GAP Switch CONN ID C1=04 YE C3=02 PU C2=02 GY C4=10 NA C5=10 NA D3 B B 5 1039 PK 0.35 1039 PK 0.35 PK 0.35 PK 0.35 1039 PK 0.35 Power Distribution Ω Ω C5 C1 C4 E8 TUTD SW/ COL SW STRG Fuse 15 2 A 2K 3K C231 C231 J2 K2 1039 PK 0.35 C1=7 BK C2=5 BK CONN ID Power Distribution
Figure 5-7a, Adaptive Cruise Control Operation (1 of 2)
5-5 5. Interior Systems Overview Instrument Panel Cluster (IPC) Engine Control Module (ECM) 44 582 BN 0.5 Logic MESSAGE CENTER TAC Motor - 2 Control CONN ID C1=34 BU C2=07 BK C3=07 GY 48 581 YE 0.5 Engine Controls TAC Motor - 1 Control 1036 GY 0.35 C2 C1 A5 Message Request CLEAN RADAR CRUISE CLEAN RADAR DISENGAGE CRUISE READY NOT CRUISE SET XX MPH CRUISE CRUISE RADAR SERVICE IPC Class 2 Serial Data DLC – Class 2 DLC CONN ID B+ C1=56 BU C2=73 BK C3=56 GY 2 2501 TN 0.35 ECM High Speed GMLAN Serial Data Bus – 1 HEAD UP DISPLAY (HUD) 2500 TN/BK 0.35 ECM High Speed GMLAN Serial Data Bus + C1 Logic HUD MESSAGE CENTER DLC – GMLAN DLC 6 1127 YE 0.35 Message Request HUD Class 2 Serial Data ALERT DISTANCE ALERT SPEED LIMITED CRUISE DISTANCE FOLLOW SET SPEED SET XX MPH TIGHT CURVE B+ Distance Sensing Cruise Control Module 10 11 2500 TN/BK 0.5 2500 TN/BK 0.5 Fuse Block Underhood ACC High Speed GMLAN Serial Data Bus + K59 1239 PK 0.35 Power Distribution 5 ACC High Speed GMLAN Serial Data Bus – 2501 TN 0.5 2501 TN 0.5 Power Distribution D1 74 ACC/TCM Fuse 3 10 A 1239 PK 0.5 Ignition 1 Voltage ON/START C4 D19 E19 K59 Power Distribution 340 RS/WH 0.35 Power Distribution G102 2 1250 BK 0.5 Ground CONN ID D1 D3 1 ACCA/DRIV DR SW Fuse 25 10 A C1=68 BK C2=68 GY C3=68 NA C4=08 BK 340 RD/WH 0.35 340 RD/WH 0.5 B+ K59 Battery Positive Voltage B3 C4 A3 C180 K59 K59
Figure 5-7b, Adaptive Cruise Control Operation (2 of 2) 5-6 5. Interior Systems Overview
The DSCC module performs ACC state processing automatically. The ACC system operates in two states: Cruise and Follow. The normal operating state is Cruise, where the vehicle speed is controlled to match the driver selected Set Speed.
If another vehicle is detected ahead by the sensor, the ACC system will automatically transition into the Follow Speed state to provide proper lane spacing behind the target vehicle in front. The ACC Follow Speed Limit will ensure that acceptable headway is maintained with relation to the preceding vehicle.
Other functions of the DSCC module include: • Determining the Follow Speed Limit for throttle control by the ECM • Determining Acceleration Request command to the ECM • Arbitration of the ACC system brake and throttle control between the EBCM and the ECM • Requesting brake light activation for automatic braking • Processing gap adjustment switch information • Providing operational feedback to the vehicle driver
For example, the DSCC module sends signals for telltales and messages to be displayed on the Head-Up Display or the DIC. These messages come via the BCM. Additionally, the DSCC module will provide audible feedback to the driver, which also comes via the BCM.
The DIC, Head-Up Display and TCM are integral components that affect the ACC system. If any of these modules are not present, the ACC system will not work.
Gap Switch
The customer can adjust the gap setting using the steering wheel-mounted Plus/Minus gap switch while cruise control is engaged (figure 5-8).
Figure 5-8, Gap Switch
5-7 5. Interior Systems Overview
Default Operation
If any ACC-related components have failed or engagement requirements are not satisfied, the system will not operate. Additionally, the radar must be mechanically aligned to the vehicle in order for the system to work correctly.
Braking Fault — When the EBCM detects a failure that should inhibit ACC operation, it will set the appropriate DTC and an ACC Automatic Braking Failed signal is sent on GMLAN.
BCM Fault — If the BCM detects an ACC-related failure, it will set the appropriate DTC and a Cruise Control Cancel Request signal is sent on GMLAN.
ECM/TCM Fault — If the ECM or TCM detects a failure affecting the ACC, it will set the appropriate DTC and not allow ACC to engage and communicate via GMLAN.
ACC Fault — If a current failure is detected in the DSCC module that prevents system engagement, the SERVICE RADAR CRUISE message is displayed at the DIC. However, if the fault is from another sub-system, this message is disabled with the other fault taking priority for display.
Radio Amplifier Fault — When the radio amplifier detects a fault that should inhibit ACC operation, it will set the appropriate DTC and communicate on class 2.
RADAR NOT READY — If temporary conditions prevent ACC system engagement, a RADAR NOT READY message is displayed. Causes include overheated brakes, an over-temperature RF transceiver in the DSCC module, system voltage out of range, or the radar is not detecting an object during the current ignition cycle.
Alignment
This system has an automatic alignment function and the sensor is continuously corrected and adjusted as necessary during ACC vehicle operation. The distance the vehicle must be driven to achieve complete automatic alignment depends on the number of stationary objects encountered on the road. The more objects, the quicker complete alignment will occur. The scan tool is equipped to display the automatic alignment status as well as the degree of DSCC module sensor alignment error (skew).
Sometimes automatic alignment cannot be achieved using the automatic alignment procedure. When this occurs, the DSCC module will set DTC C1002, which signals an out of alignment diagnostic. This DTC sets when the degree of error (skew) is 3.9° or more.
When necessary, mechanical alignment of the DSCC sensor can be achieved using the special alignment tool, J 45442. An out of alignment condition may be the result of tampering or damage to the module mounting structures or brackets and the adjuster settings. An out of alignment condition may also be a result of front-end damage to the vehicle, or simply as a result of wear and tear.
When performing a wheel alignment on an ACC-equipped vehicle, change the DSCC “Auto Alignment Learn Status” on the scan tool to “Not Aligned.” This is important because the sensor has to automatically align to the new wheel alignment setting. After completing wheel alignment service, drive the vehicle in an area with several stationary objects to automatically align DSCC sensor.
5-8 5. Interior Systems Overview
Heated/Cooled Seats
Both the driver and passenger seat have a heating/ cooling function. Functions for each seat are controlled by separate switches at the HVAC control head (figure 5-9). Both heating and cooling can be cycled through HI, LO and OFF settings with switch presses.
Heat/Cool Seat Module
The climate-controlled seats use separate heated- cooled seat cushion ventilation and heated-cooled seat back ventilation modules to supply heating or cooling to each seat cushion and seat back (figure 5- 10). Operation of each seat is controlled by a Climate Figure 5-9, Seat Heating/Cooling Controls Controlled Seat (CCS) module under the respective at HVAC Control Head seat. A blower and ducting network circulates air treated by the heat-cool seat modules through the seat. HEATED-COOLED SEAT BACK This technology makes use of a heat transfer VENTILATION MODULE process. To heat the seat, polarity of the heat-cool seat module transfers heat to the side near the seat cover. To cool, polarity is reversed and heat is taken away from the seat cover side of the seat module. The circulating air is the medium used to transfer the heat from one surface to the other. DUCTING
The heat-cool seat module technology is capable of making a temperature differential for cooling or a HEATED-COOLED SEAT CUSHION differential for heating mode. Typically, this VENTILATION MODULE technology takes some time to have noticeable results. For example, on cold days, the seat heating may take up to 12 minutes (this is a longer period than grid-type seat heaters).
BLOWER
CLIMATE-CONTROLLED SEAT MODULE
Figure 5-10, Heated/Cooled Seat
5-9 5. Interior Systems Overview G301 Heated/ Cooled Seat Module Ð Driver 1150 BK 0.8 HVAC Control Module Ground C1 C 2 20 D 2428 PK 0.5 2428 PK 0.5 Logic Logic B5 Driver Heated Back NTC Low Reference Driver Heated Back NTC Low Reference CONN ID C2=16 BK C3=16 GY 3 C1=16 GN 19 D 2425 DÐBU 0.5 2425 DÐBU 0.5 C2 Sensor Driver Heated Back NTC Signal Driver Heated Back NTC Signal Driver Seat Temperature Control Signal A2 15 Signal Ground 1501 PK 0.35 1501 PK 0.35 C2 Seat Temperature Control Ð Switch Driver Element Driver Seat Temperature Control Switch Signal Driver Seat Temperature Control Signal 4 12 D IGN 2424 PU 0.5 2424 PU 0.5 Driver Heated Low Back Reference Driver Heated Back Low Reference 6 11 D 2432 BN 0.5 2432 BN 0.5 BACK Driver Heated Back Element Supply Voltage Driver Heated Back Element Supply Voltage C384 CONN ID C1=16 BK C2=4 BK 2 17 2080 YE 0.5 Logic Driver Heated Seat NTC Low Reference Driver Heated Seat NTC Low Reference Body Control Module (BCM) 3 18 2079 YE/BK 0.5 Sensor Driver Heated Seat NTC Signal Driver Heated Seat NTC Signal Logic Signal Ground CONN ID C1=72 GY C2=72 GY C3=41 RD C4=68 GY Run/ Crank 2 Relay Control Power Element Distribution 4 2 Power Distribution 2078 LÐGN 0.5 Driver Heated Seat Low Reference RUN/ CRANK 2 Relay Driver Heated Seat Low Reference Power Distribution P9 1139 PK 0.35 Q8 6 1 2077 PK 0.5 B+ CUSHION Driver Heated Seat Element Supply Voltage Driver Heated Seat Element Supply Voltage RPA/H/C SEAT Fuse 11 10 A A1 B P8 Q9 1139 PK 0.35 1139 PK 0.35 Ignition 1 Voltage C3 D3 2 K7 14 L7 5917 LÐBU/WH 0.5 Logic Driver Seat Fan Tacho- meter Signal Driver Seat Fan Tacho- meter Signal Seat Blower Motor Ð Driver Heated/Cooled 3 13 5919 OG 0.5 Fuse Ð Block IP Driver Seat Fan Speed Control Driver Seat Fan Speed Control 4 3 5912 GY 0.5 Driver Seat Fan Low Reference Driver Seat Fan Low Reference Power Distribution M HEATED LH SEAT Fuse 15 A D A6 1 10 1640 RD/WH 0.8 1640 RD/WH 0.8 5918 DÐGN 0.5 B+ Battery Positive Voltage IGN Ground C1 B9 B8 Driver Seat Fan Votlage Reference Driver Seat Fan Votlage Reference C2 C375
Figure 5-11, Heated/Cooled Seat System Operation (Driver Shown, Passenger Similar)
5-10 5. Interior Systems Overview
Figure 5-12, Heated-Cooled Seat Ventilation Module
The CCS modules receive power from both battery positive voltage and ignition 1 voltage (figure 5-11).
Each heat-cool seat ventilation module consists of a circuit of positive and negative connections sandwiched between two ceramic plates (figure 5-12).
The internal seat temperature sensors are thermistors, which are attached directly to each heat-cool seat module. The CCS module supplies a 5-volt reference and ground. As the temperature of the heat-cool seat module changes, the resistance of the thermistor varies changing the feedback voltage of the temperature sensor signal circuit. This voltage ranges from 0.5 volts to 4.0 volts.
The CCS module monitors this voltage to determine the heat-cool seat module temperature and adjusts the seat temperature to the selected switch input at the HVAC control head. This is a PWM signal, which varies according to the switch setting.
There are four circuits from the CCS control module to the seat fan. They are for logic power, motor speed control, blower tach signal and the blower low side.
During heated seat operation when HI HEAT is requested, the CCS module transitions to the heat state. The module applies a pre-determined voltage to the heat side of the heat-cool seat module and ground to the cool side. At the same time, a pre-determined voltage is also applied to the blower motor. Based upon time and feedback from the thermistor, voltage to the heat-cool seat module and blower are adjusted to maintain the selected heating level. These voltages are updated by the CCS module once every second. Cooling seat operation parallels heating operation with the polarity of the ceramic plates in the heat-cool seat module reversed.
5-11 5. Interior Systems Overview
Heating, Ventilation & Air OUTSIDE AIR TEMPERATURE Conditioning (HVAC) SENSOR The XLR uses the RPO CJ2 dual automatic climate control system to automatically and manually control the climate inside the vehicle. The system uses several inputs for air flow and temperature outputs. These inputs and software combine to determine blower speed, mode positions, and discharge temperature automatically: • The outside air temperature sensor is at the front fascia (figure 5-13) • The in-car air temperature sensor is in the instrument panel with a small internal fan that brings air to the Figure 5-13, Outside Air Temperature sensor (figure 5-14) Sensor • The sun load sensor is on the top of the instrument panel. This sun load sensor is also used for twilight sentinel functions • The selection made at the control head is an input as well
The CJ2 control head uses four sensors (figure 5-15) within the driver and passenger upper and lower vents to allow dual zone performance. There are two temperature actuators that provide the dual zone airflow control. IN-CAR AIR TEMPERATURE SENSOR INLET
Figure 5-14, In-Car Air Temperature Sensor Inlet
DRIVER VENT PASSENGER SENSORS VENT SENSORS
Figure 5-15, Vent Temperature Sensors
5-12 5. Interior Systems Overview
“Rolling Film” Mode Doors
Rather than a traditional mode control door, the XLR uses a “rolling film” system (figure 5-16) for HVAC airflow management.
Other Features
There are six blower speeds used on the CJ2 system for manual and automatic operation. While the system uses a delay to go from the third speed to the sixth speed in automatic, all speed variations are available instantly in manual mode.
The ECM will not allow compressor clutch operation ° below 37 F according to the outside air temperature Figure 5-16, “Rolling Film” Mode Control sensor. The CJ2 control head sends an A/C request class 2 message to the ECM. The ECM monitors the status of many class 2 messages related to compressor clutch operation. If the class 2 messages are in normal operating range, the ECM will allow compressor clutch operation.
Rear defog is only enabled when the FTC module reports the top is closed and latched. Selecting defog also requests the driver and passenger door modules to turn ON the heated side mirrors.
Also note that the CJ2 control head controls dimming at the memory seat switch, power folding top switch, hazard switch, transmission range indicator and traction control switch. Diagnosing a lighting condition at these switches may involve the HVAC control head.
5-13 5. Interior Systems Overview
Infotainment System
The navigation radio system includes a navigation unit with internal DVD as well as a front loading six-disc CD changer (figure 5-17). With the DVD regional maps, the infotainment system provides both visual and verbal route guidance for the selected destination from a database of information. The system combines GPS technology, dead reckoning and map matching to determine vehicle location. The navigation radio uses data from other vehicle subsystems to improve the navigation’s route guidance accuracy and functionality.
The CD changer is the main audio source gateway (figure 5-18). For example, the navigation radio Figure 5-17, Infotainment Navigation generates the left and right audio channels to the CD changer, which outputs these same signals to the Radio seven-channel amplifier.
The CD changer also accepts the left, right and common stereo lines from the S-Band receiver.
Furthermore, the voice “in” and “return” lines from the OnStar Module for voice recognition are channeled through the navigation radio. These signals use the microphone pass-through circuit from the OnStar unit.
On a related note, the CD changer accepts inputs from the steering wheel control switches, which include volume, preset seeking, and other functions.
Figure 5-18, Audio Output Control
5-14 5. Interior Systems Overview
Integrated Body Control Module (BCM)
The XLR uses an integrated Body Control Module BCM (BCM), located under the toe board in the passenger- side floor (figure 5-19). The term “integrated” refers to its dual function as both a body controller and power distribution bussed electrical center. As an integrated electrical center, the BCM contains six relays (three of which are serviceable) and 22 fuses to handle power for the many components it controls (figure 5-20). TOE BOARD PANEL Run Crank Relay
One relay should be noted. The Run Crank relay Figure 5-19, Body Control Module (BCM) controls power to the fuses for several important components and systems: • Heated/cooled seats • All the devices on the GMLAN network (such as the ECM and SDM for SIR) • Steering column controls • Fuse for HVAC control head and inside rearview mirror
5-15 5. Interior Systems Overview 739 PK 0.35 B
Inflatable Restraint I/P Module Disable Switch 1 B10 SDM/PSIR SW Fuse 13 10 A 739 PK 0.35 Body Control Module (BCM)
Inflatable Restraint Sensing and Diagnostic Module (SDM) K4 L4 CRANK 43 Relay 19 1439 PK 0.35 H13 B10 ECM Fuse 15 15 A A9 F10 18 1439 PK 0.5 1439 PK 0.35
Engine Control Module (EBCM) C4 K5 L5 C13 C1 1339 PK 0.35
Electronic Brake Control Module (EBCM) C C8 ABS/MRRTD Fuse 1 10 A F11 1239 PK 0.35 1239 PK 0.35
Electronic Suspension
C2 Control Module C3 E20 D20 F9 A7 1239 PK 0.35 1239 PK 0.35 CONN ID C1=72 GY C2=72 GY C3=41 RD C4=68 GY Transmission Control Module (TCM) C184 K59 ACC/TCM Fuse 3 10 A E11 13 1239 PK 0.35 C5 GMLAN DEVICES Fuse 1 20 A C2 839 PK 0.8 Distance Sensing Cruise Control Module E19 D19 J6 H6 Diode 1 Diode F19 Diode 2 Diode F5 W/S WASH 36 Relay WIPER HI/LO 41 Relay WIPER ON/OFF 45 Relay M18 M10 D5 (Not used) M7 F5 G5 F19 G19 RPA/H/C SEAT Fuse 11 10 A E11 E8 C3 1139 PK 0.35 CONN ID C1=68 BK C2=68 GY C3=68 NA C4=8 BK C3 K7 L7 Fuse Block – Underhood 13 1139 PK 0.35 Heated/ Cooled Seat Module – Driver D3 1139 PK 0.35 1139 PK 0.35 Heated/ Cooled Seat Module – Passenger C1 B C3 Seat – Passenger C382 A1 C 1139 PK 0.35 1139 PK 0.35 RUN/ Crank Relay Bus Heated/ Cooled Seat Module – Driver C1 B Seat – Driver C375 A1
Figure 5-20a, Body Control Module Circuits/Componets (1 of 3)
5-16 5. Interior Systems Overview Relay Block – I/P Body Control Module (BCM) A1 PARK BRK RELEASE Relay D5 (Not used) C3 D11 PARK BRAKE SOL A Fuse 23 20 A 540 RD/WH 1 C3 A7 B7 C B10 ONSTAR Fuse 24 10 A 140 RD/WH 0.35
Cellular Microphone B4 A4 15 140 RD/WH 0.35
Vehicle Communi- cation Interface Module (VCIM) C1 C A5 9 340 RD/WH 0.35 340 RD/WH 0.35 340 RD/WH 0.35 Driver Door Switch Assembly (DDSA) C501 C555 D1 ACCA/DRIV DR SW Fuse 25 10 A D3 1 340 RD/WH 0.35 340 RD/WH 0.35 A3 B3 Distance Sensing Cruise Control Module C180 F 440 RD/WH 0.35
Tilt/ Telescope Switch
Seat Driver 440 RD/WH 0.35 Fuse Block – Underhood
Seat Adjuster Switch – Driver CONN ID C1=72 GY C2=72 GY C3=41 RD C4=68 GY BATT 5 BATT Fuse 7 30 A 1740 RD/WH 3 F11 E 440 RD/WH 0.35 B+ C3 B5 C3 D12
Memory Seat Module – Driver C2 J11 H11 TILT/TELE SW/MEM MOD SEAT Fuse 26 10 A E1 B1 C 440 RD/WH 0.35 440 RD/WH 0.35 440 RD/WH 0.35 440 RD/WH 0.35 B+ Bus
Memory Seat Switch C4 A2 B2 S393 S248 C375 CONN ID C1=68 BK C2=68 GY C3=68 NA C4=8 BK 4 440 RD/WH 0.35
Folding Top Switch
Figure 5-20b, Body Control Module Circuits/Componets (2 of 3)
5-17 5. Interior Systems Overview Body Control Module (BCM) 9 24 L–GN 0.5 C3 A3
Folding Top Switch STOP LAMP 4 Relay REVERSE LAMP 3 Relay C2 S9 Q9 G REVERSE LAMPS Fuse 21 10 A 24 L–GN 0.5 24 L–GN 0.5 L–GN 0.8
Backup Lamp – Right C3 D10 S8 E7 D7 C455 A2 C960 B 15 G 24 L–GN 0.5 L–GN 0.8
Backup Lamp – Left
Rear Object Sensor Control Module C4 D2 16 1040 RD/WH 0.35
Data Link Connector (DLC) C3 A8 C3 D9 Relay Capacitor CP200 Block – IP S260 640 RD/WH 0.8 FOG RR (Europe) 3 Relay S9 F5 1040 RD/WH 0.35 S8 REAR FOG SW ALDL TOP Fuse 18 10 A H1 G1 F6 F4 (Not used) Fuse Block – Underhood 4 740 RD/WH 0.5
Remote Playback Device –Device CD Player 4 E6 D1 STOP/B/U LPS Fuse 15 A 740 RD/WH 0.5 640 RD/WH 0.8
Radio C4 C4 B16 A16 242 RD/BK 5 A6 4 B RADIO/ANT/ VICS Fuse 17 15 A 740 RD/WH 0.5 BCM
Digital Radio Receiver (US or Canada) H2 G2 D1 D6 ACCA/DRIV DR SW Fuse 25 10 A 242 RD/BK 5 242 RD/BK 5 B+ B3 C4 C3 A3 S208 CONN ID C1=72 GY C2=72 GY C3=41 RD C4=68 GY B+ Bus 4 BTSI SOL/COL LOCK Fuse 19 10 A D7 840 RD/WH 0.5 CONN ID C1=68 BK C2=68 GY C3=68 NA C4=8 BK C3 Auromatic Transmission Shift Lever G7 F7
Figure 5-20c, Body Control Module Circuits/Componets (3 of 3)
5-18 5. Interior Systems Overview
GMLAN/Class 2 Gateway
GMLAN
CLASS 2
Figure 5-21, XLR Serial Data Buses*
Another essential function provided by the integrated BCM is its status as the gateway between the lower-speed class 2 and the high-speed GMLAN communications data buses (figure 5-21). The integrated BCM communicates both of these protocols and provides translation between them for all the controllers.
* Class 2 controllers are actually arranged in a “star” configuration. Layout shown was created to clearly identify both serial data buses and the included controllers.
5-19 5. Interior Systems Overview
The two networks function so that the bulk of the GMLAN (+) messages will remain locally on their own network. As a general rule, the high speed GMLAN network is for the controllers that contribute to vehicle performance and critical safety, where decisions require a split-second advantage. Class 2 is used for the technology that supports comfort and security.
Some messages will be transferred between each local network. The BCM is the gateway between the two networks. DLC Pins 6 and 14 are connected to GMLAN (-) the GMLAN serial data bus (figure 5-22).
Figure 5-22, XLR DLC The only standalone controller is the rear park assist controller.
All GMLAN serial data wiring uses a twisted pair configuration (figure 5-23) to minimize the effects of electromagnetic interference (or EMI). With the TWISTED significant number of controllers on the XLR, this is PAIR an important design consideration.
Figure 5-23, “Twisted Pair” GMLAN Wiring
5-20 5. Interior Systems Overview
Supplemental Inflatable Restraint (SIR) System
Air bag technology on the XLR parallels, for the most part, what you’ve seen on the other Cadillac models. The XLR is equipped with driver and passenger dual stage air bags. It also has side air bags located on the outboard side of the seat back, as you’ve seen before. Along with these side air bags, seat belt pretensioners supplement the occupants’ seat belt system.
On the XLR, you’ll find the side impact sensors SIDE IMPACT located near the top of the door, under the door panel SENSOR (figure 5-24). The right and left frontal sensors are located behind the front fascia under the twin air cleaner inlets. Figure 5-24, Side Impact Sensor
Of special note is the seat position switch located within the bottom of the each seat’s track (figure 5-25). These seat position switches are used to determine the proximity of a driver or passenger seat position with respect to the front air bags. In the event of a frontal collision, the SDM can determine whether the driver and passenger air bags should be deployed with a “shunted” or “non-shunted” stage. The deployment level is determined based on position information from the seat position sensors and impact energy from the frontal sensors (figure 5-26).
SEAT POSITION SENSOR
Figure 5-25, Seat Position Sensor
5-21 5. Interior Systems Overview
Inflatable Restraint Inflatable Restraint Front End Sensor – Left Front End Sensor – Right
ABAB 1851 1834 2260 2160 BK/WH YE GY YE 0.35 0.35 0.35 0.35
C186 B JAK
1851 1834 2260 2160 BK/WH YE GY YE 0.35 0.35 0.35 0.35
A1 A2 A3 C180 A4
1851 1834 2260 2160 BK/WH YE GY YE 0.35 0.35 0.35 0.35
26 5 27 6 Front Front Front Front Inflatable End End End End Restraint Sensor – Sensor – Sensor – Sensor – Sensing Signal – Voltage – Signal – Voltage – and Left Left Right Right Diagnostic Module Seat Position Seat Position (SDM) Switch – Left Low Switch – Left Signal Reference Signal
245057 11 25 5055 PK 5057 Seat 0.35 Belt L–GN PK 5056 0.35 0.35 L–BU 0.35 B3 B4 C375B9 C382 B3
5057 5055 5057 5057 PK L–GN PK PK 0.35 0.35 0.35 0.35 AB Inflatable Inflatable Restraint Restraint Seat Seat Position Position Switch – Switch – Left BARight 5057 5056 PK L–BU S391 0.35 0.35
Figure 5-26a, SIR Seat Position Sensor Operation (1 of 2)
5-22 5. Interior Systems Overview
Inflatable Restraint Steering Steering Steering Steering Sensing Wheel Wheel Wheel Wheel I/P I/P I/P I/P and Module Module Module Module Module Module Module Module Diagnostic Stage 1 – Stage 1 – Stage 2 – Stage 2 – Stage 1 – Stage 1 – Stage 2 – Stage 2 – Module High Low High Low High Low High Low (SDM) Control Control Control Control Control Control Control Control
13 12 34 33 91030 31
3021 3020 3023 3022 3025 3024 3027 3026 TN BN WH PK YE OG GY PU 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
C4 A1 A2 B1 B2
Shorting Shorting C220A1 A2 B1 B2 Clip Clip Shorting Shorting TN BN WH PK Clip Clip 0.5 0.5 0.5 0.5
Inflatable CONN ID Restraint C1=04 YE Steering C2=02 GY Wheel C3=02 PU Module C4=10 NA Coil C5=10 NA
TN BN WH PK YE OG GY PU 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Shorting Shorting Shorting Shorting Clip Clip Clip Clip
C2 1 2 C3 1 222C1 1 C2 1
Stage 1 Stage 2 Stage 1 Stage 2 CONN ID C1=2 GY C2=2 PU
Inflatable Inflatable Restraint Restraint Steering I/P Wheel Module Module
Figure 5-26b, SIR Seat Position Sensor Operation (2 of 2)
5-23 5. Interior Systems Overview
Notes
5-24 6. Service6. Service Tools Tools
Essential
Tool Number Description J 42743 Trim Height Adjustment Tool J 42854 Trim Height Measurement Gauge J 44214 Flywheel Holder J 45289 CANdi Module J 45442 Adaptive Cruise Control Sensor Alignment J 45930 Crank Seal Installer J 46327, J 46328 Timing Chain Holding Tools J 28685 Rear Bushing Remover and Installer J 33432-A Transverse (leaf) Spring Compressor J 38197-A Crankshaft Balancer Remover (3 Ear) J 41712 Oil Pressure Sensor Socket J 41816 Crankshaft Balancer Remover J 41816-2 Crankshaft End Protector J 42128 Axle Shaft Remover J 42129 Rear Hub Spindle Remover J 42188-A Ball Joint Separator J 42203 Driveline Support J 43059 Valve Retainer Remover/Installer J 43631 Ball Joint Remover J 43822 Shock Remover and Installer J 28467-81 Engine Support Fixture J 46588 Axle Seal Crimp Tool J 42055-7 Trans Support Plate J 35589-A Master Cylinder Bleeder Adapter J 39232 Wiper Link Separator J 39529 Wiper Link Installer J 42058 Frame Anchor Clamps
Essential Getrag
Tool Number Description J 29369-2 Left Output Shaft Bearing Remover J 36797 Output Shaft Seal Installer J 42155 Differential Housing Lifting Tool J 42157 Left Output Shaft Bearing Installer J 42159 Differential Side Bearing Remover J 42162 Side Gear Compressor J 42164 Pinion Gear Holder J 42166 Front Pinion Bearing Remover J 42168 Shim Selection Tool J 42170 Bearing Race Installer (combined w/J 42160) J 42172 Bearing Race Installer (combined w/J 42163) J 42173 Holding Fixture J 42194 Bearing Race Remover J 44678 Getrag Axle Tool Video J 44616 Storage Case for Getrag Axles Tools
6-1 6. Service Tools
Recommended
Tool Number Description J 42055 Transmission Support Fixture J 29794 Axle Shaft Remover Extension J 21177-A Drum To Brake Shoe Clearance Gauge J 21474-5 Control Arm Bushing Receiver J 21867 Pressure Gauge & Hose Adapter J 24460-A Radiator Pressure Tester J 2619-01 Slide Hammer Assembly J 28662 Brake Pedal Effort Gauge J 29789 Piston Ring Compressor 3-3/8˝ to 3-5/8˝ (pliers) J 35314 Exhaust Back Pressure Tester J 38185 MUBEA Hose Clamp Pliers J 38606 Valve Spring Compressor (head on engine) J 39570 Chassis Ears J 39580 Engine Support Table J 41013 Rotor Resurfacing Kit J 42220 Universal 12V Leak Detector J 6125-1B Slide Hammer J 7872 Magnetic Base Dial Indicator J 8001 Dial Indicator Set J 8037 Piston Ring Compressor 2-1/8˝ to 5˝ (band style) J 8062 Valve Spring Compressor (head off engine) J 8089 Carbon Removal Brush J 8433 Pully Puller J 8433-1 Puller Body J 8520 Dial Indicator Adapter J 9666 Valve Spring Tester
6-2 Q. Final TestQ. Questions Final Test Questions
Questions 1 through 20 must be completed for credit on the Know-How release.
1. The SIR system uses ______to determine 6. Which of the following will NOT cause adaptive “shunted” or “non-shunted” deployment. cruise control default operation? a. seat position and frontal sensors a. Braking fault b. vehicle speed and frontal sensors b. ECM fault c. vehicle speed and wheel speed c. Suspension fault d. seat position and vehicle speed d. BCM fault
2. The ______is the GMLAN/class 2 data 7. A “dead battery” fob is placed in the glove box communications gateway. pocket because the pocket next to the ______. a. ECM b. FPSCM a. Easy Key module c. BCM b. RKE antenna d. EBTCM c. valet antenna d. limp-home antenna
3. The ______is the main audio source gateway. 8. To put the XLR in ignition On without the engine running, ______. a. radio head b. CD changer a. press the fob’s Start button without the brake applied c. OnStar module b. push the rocker switch On button with a door d. amplifier open c. select this power mode through the DIC d. press and hold the ACC switch for 5 seconds 4. Rather than mode control doors, the XLR uses ______for HVAC airflow management.
a. rolling film 9. The MagnaRide shock’s magnetic-rheological b. direct venting fluid is thickened based on road surface variation c. separate modules and ______. d. sliding baffles a. road energy heat variance b. higher vehicle speeds c. reduced speed sensor frequency d. extreme yaw sensor output voltage 5. The heated-cooled seat cushion or back ventilation module heats or cools by ______.
a. refrigerant 10. The brake pressure sensor is mounted on the b. reversing polarity ______. c. changing amperage a. EBTCM assembly d. switching elements b. master cylinder c. front-left caliper d. proportioning valve
Q-1 Q. Final Test Questions
11. The XLR frame uses ______frame rails. 16. If a door is closed, but unlocked, the LED will ______. a. hydroformed U-channel b. hydroformed boxed a. be on continuously c. solid steel b. show short flashes continuously d. composite C-channel c. show two short flashes per second d. flash in three second intervals
12. The actual FM antenna is ______. 17. The Door Modules report switch status a. within the OnStar GPS antenna ______. b. next to the navigation GPS antenna a. on the GMLAN bus c. on the rear side of the decklid interior trim b. on the class 2 bus d. part of the diversity windshield antenna c. via analog signals d. by altering reference voltage
13. Which of the following folding top components uses a potentiometer for position identification? 18. Easy Key antennas poll at ______kHz to a. rear tonneau determine fob location. b. decklid open a. 12.5 c. header latched b. 125 d. header unlatched c. 225 d. 315
14. The folding top rear tonneau cover is operated by ______hydraulic cylinder(s). 19. Fuel pump speed is varied based on a. one ______. b. two a. vehicle speed c. three b. ECM commands to the FPSCM d. four c. pressure regulator feedback d. open loop software
15. Which of the following actions is the earliest in a folding top going down sequence? 20. At 0% PWM to a cam actuator solenoid, the a. Unlatches decklid plunger would force oil to ______. b. Opens rear tonneau a. retard both the intake and exhaust camshafts c. Windows enabled b. advance both the intake and exhaust d. Side glass folds for storage camshafts c. advance the intake and retard the exhaust camshafts d. advance the exhaust and retard the intake camshafts
Q-2 Q. Final Test Questions
Course Completion Procedure
All testing for the GM Service Know-How program is now accomplished through the GM Service Technical College web site.
To receive credit for the course, please contact the GM Service Technical College web site at www.gmcommontraining.com and select “Training Management” from the menu. This will take you to the Training Management System. A valid user name and password are required for this portion of the site.
Once you have been granted access to the system, select: – Testing – Service Technical – Know-How Videos
From there you will be presented a list of available tests. Select the test you wish to take and follow the prompts.
This testing procedure provides immediate results at the completion of the test and is linked to the GM Service Technical College Training Management System.
Course Survey
Your opinions and suggestions are welcome as a way to improve future GM Service Know-How releases. A survey form is available at the end of the course test.
Q-3 Q. Final Test Questions
Notes
Q-4 Q. Final Test Questions
Notes
Q-5 Q. Final Test Questions
Notes
Q-6 Q. Final Test Questions
Notes
Q-7 Q. Final Test Questions
Notes
Q-8 Q. Final Test Questions
Notes
Q-9 Q. Final Test Questions
Notes
Q-10 GENERAL MOTORS TRAINING MATERIALS
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General Motors Training Materials MSX International 1426 Pacific Drive ¥ Auburn Hills, MI 48326 1-800-393-4831 April 2003 Course #10446.55B General Motors Corporation Printed in USA