Holden Commodore Engine Control Module Information

Holden Commodore Engine Control Module Information
Sourced from http://www.commodorecodes.tk/

HOLDEN COMMODORE VN V6 3.8L (VH) 1989-91 Engine Management System
Fault Codes
System malfunctions fall into Two Categories.
1. Hard Faults.
These are indicated by the Check Engine Light (CEL) being illuminated;
Whenever the Engine is Running.
2. Intermittent Faults.
These cause the CEL to be illuminated while the Fault is Present.
The CEL will go out approximately Ten Seconds after the Fault Disappears.
Faults of Either Type will cause a Fault Code to be stored in Memory.
Fault Codes will be displayed on the Check Engine Light.
All Codes consist of Two Digits.
If No Fault Codes are stored in Memory;
A Code 12 will be displayed.
This consists of;
One Flash of the CEL
Followed by a 1.2 Second Pause
Two Flashes of the CEL
Followed by a Longer Pause.
The Code is Repeated.
This Sequence will continue;
While ever the System remains in Diagnostic Mode with the Ignition Switch turned ON.
If Multiple Fault Codes are present in Memory;
They will be displayed from Lowest to Highest.
Each Code will be displayed Three Times before moving on to the Next Code.
When all Codes have been displayed;
The Sequence will be Repeated.

After any faults indicated by Codes in Memory have been Repaired;
Field Service Mode may be implemented.
Fault Code Erasure
Note:
Ignition Key must be OFF before carrying out Fault Code Erasure.
Remove the "Engine Comp" Fusible Link for more than 15 Seconds.
Whenever Fault Codes are erased from Memory;
Short Term and Long Term Fuel Trim Memory is also erased.
This could result in an Engine Running Poorly for a short period after Memory Erasure.
Following Fault Code Erasure, it is recommended that the Re-Learn Procedure be carried out.
Diagnostic Connector
Located under the Left Hand End of the Dashboard above the ECM.
See link on front page.
Fault Code Extraction
Diagnostic Mode (open loop)
To enter Diagnostic Mode:
Ignition ON.
Connect the Diagnostic Test Terminal on the Diagnostic Connector to Earth. Eg use a paper clip.
Field Service Mode (closed loop)
To enter Field Service Mode:
Start Engine
The CEL Flash Rate will be;
2.5 Flashes per Second.
This indicates that the System is Operating in Open Loop Mode.
(Not acting on the Oxygen Sensor Output).
Operate the Engine for up to 2 minutes at 1500 to 1800 RPM.
The Oxygen Sensor Reaches Operating Temperature.
(Closed Loop Mode)
The CEL Flash Rate will diminish to;
1 Flash per Second.
Once in Closed Loop Mode;
Air / Fuel Ratio will be indicated by;
The Period that the CEL is ON compared to
The Period that the CEL is OFF.
If the CEL is OFF All or Most of the Time;
A Lean Mixture is indicated.
If the CEL is ON All or Most of the Time;
A Rich Mixture is indicated.
Correct Air / Fuel Ratio is indicated by;
An Equal ON / OFF Period.
Note:
The Vehicle may be Driven at any Steady Speed in Field Service Mode and
The Air / Fuel Ratio Evaluated by observing the CEL Flash Rate.
This is useful in Diagnosing any Driveability Problems caused by Incorrect Fuel Delivery.
Fault Code Table

Code # Circuit and Status
12 No Fault Present
13 Oxygen Voltage not Changing
14 Engine Coolant Temp Sensor Voltage Low
15 Engine Coolant Temp Sensor Voltage High
16 Engine Coolant Temperature
1993 - ON
Signal Voltage Unstable
17 ECM Error
1993 - ON
Coolant Circuit
19 Throttle Position Sensor Stuck
1993 - ON
21 TPS Voltage High
22 TPS Voltage Low
23 Manifold Air Temp Sensor Voltage High
24 Vehicle Speed Sensor Fault
25 Manifold Air Temp Sensor Voltage Low
26 Intake Air Temperature
1993 - ON
31 Theft Deterrant Signal Missing
1993 - ON
(Where Fitted)
33 MAP Sensor Voltage too High
34 MAP Sensor Voltage too Low
35 Idle Speed Error
1993 - ON
36 Vacuum Leak
1993 - ON
41 No Crankshaft Reference while Cranking
42 EST Circuit Fault
43 Knock Sensor Open or Shorted
44 Oxygen Sensor Voltage Low
(Lean)
45 Oxygen Sensor Voltage High
(Rich)
46 No Reference Pulses while Cranking
1993 - ON
51 Memcal Error
54 System Voltage Unstable
1993 - ON
55 Analogue to Digital Error
56 Running Lean under Load
1993 ON
Overview
These Vehicles use a Delco Remy Computer Command Control (3C System)
From 1989 to 1993;
The V6 Auto and Manual Vehicles were fitted with ECM's.
From 1993 to 1995;
The V6 Auto Vehicles were fitted with Powertrain Control Modules (PCM's).
The V6 Manual Vehicles continued to use Engine Control Modules (ECM's).
Crankshaft Position Sensor

The Crankshaft Position Sensor is located on the front of the Engine Block.
It outputs both a 3X and 18X Signal to the Ignition System.
To Test Voltage:
See ECM Pin # B3 and B5.
Direct Fire Ignition (DFI) Module
The DFI Module is located underneath the Ignition Coil Pack.
See Ignition System.
Prior to October 1989 (series 1)
The DFI Module was powered direct from the Ignition Switch.
From November 1989 ON (series 2)
The DFI Module was powered from the Fuel Injector (Main/EFI) Relay.
To Test Voltage:
See ECM Pin # B3 and B5 and ECM Pin # D4 and D5.
ECM
The ECM is located behind the Left Hand Kickpanel.
It incorporates a Self Diagnostic Function which detects System Malfunctions.
These and indicated via the Check Engine Light (CEL) in the Instrument Cluster.
All ECMs for the various models are identical except for the replaceable Memcal.
This tailors the Unit for Individual Vehicles.
The ECM controls;
-Multipoint Fuel Injection.
-Ignition Timing and
-Torque Converter Clutch Lock-up on Vehicles with Automatic Transmission.
Engine Coolant Temperature (ECT) Sensor
There are two different locations for the ECT Sensor.
Models up to November 1990 (series 1)
The Engine Coolant Temperature Sensor is located at the Right Rear of the Valley.
It is directly below the Manifold Air Temperature Sensor.
Models after November 1990 (series 2)
The Engine Coolant Temperature Sensor is located at the Left Front of the Valley
It is behind the Alternator.
To Test Voltage:
See ECM Pin # C10.
Fuel Injectors
The Fuel Injectors are located in the Inlet Manifold.
The Fuel Injectors are fired Simultaneously and powered by the Main Relay.
To Test Voltage:
See ECM Pin # D15 and D16.
To Test Resistance:
Test Individually - Should be 16 Ohms Approx.
Fuel Injector (EFI) Relay
The Fuel Injector Relay is located within the Fuse/Relay Box in the Engine Compartment.
It is the Right Hand Rear Relay.
To Test Resistance:
Measure between Terminals Resistance
85 and 86 Continuity
30 and 87 Infinite Ohms
Apply Battery Voltage to Terminals 85 and 86.
Note:
Terminal Numbers are marked on the Relay.
Fuel Pump
The Fuel Pump is located inside the Fuel Tank.
Fuel Pressure
@Idle Fuel Pump Terminals Bridged on Diagnostic Connector
250 10 kPa 300 20 kPa
Fuel Pump Relay
The Fuel Pump Relay is located in the Fuse/Relay Box in the Engine Compartment.
In the rear Bank of Relays, it is the second from the Engine.
To Test Voltage:
See ECM Pin # A1.
To Test Resistance:
Note
Fuel Pump Run On
The Fuel Pump on some Commodores will continue to run for as long as 20 Seconds.
(After the Ignition Switch has been turned OFF)
This only occurs;
1. In Cool Weather
2. With a Cold Engine
3. Where the Vehicle has been driven a Very Short Distance. (eg moved within the Workshop)
The Problem arises because of the Circuitry which drives the Fuel Pump.
The Contacts within the Oil Pressure Switch are connected in Parallel with;
The Fuel Pump Relay Contacts.
This Circuit Design is intended as a Back-Up in the event of a Relay Failure.
It is NOT intended as an "Engine Kill" Device in the event of Oil Pressure Failure.
It does NOT act as Such.
In Cold Weather
With a Cold Engine;
It may take Some Time for the Oil Pressure to Drop.
This causes the Fuel Pump to Continue to Run.
Note
As this is a Normal Operating Condition and happens only on Rare Occasions;
NO Modification or Fix is suggested.
Idle Speed (Base)
Base Idle Adjustment is Pre-Set. It is NOT a Normal Service Adjustment.
To Adjust:
Ensure that Self Diagnosis is checked and Code 12 is evident.
If the adjustment has been found to be Altered, it can be Reset by the Following Procedure.
Cleaning of Throttle Body Bore:

Dirty Throttle Bodies are The Primary Cause of Engine Stalling.
1. Before Resetting the Throttle Stop Screw;
The Throttle Body must be Removed for Cleaning.
This requires the removal of;
The Throttle Position Switch (TPS) and
The Idle Air Control Valve (IACV).
2. Using a Small Brush dipped in Kerosene;
Carefully clear the Bore of the Throttle Body and wipe clean.
Wipe the end of the IACV Pintle.
Do NOT;
Dismantle
Attempt to Clean or
Attempt to Dismantle the IACV.
3. With the Throttle Body Dry;
Coat the IACV Sealing Ring with Engine Oil and
Reassemble the TPS & IACV.
4. On Pre 1991 Throttle Bodies (Not fitted with Roller Bearings);
Lightly lubricate the Throttle Shafts.
(Use a Molybdenum Disulphide based Oil)
5. Refit Throttle Body to Engine.
6. Disconnect the "Engine Comp" Fusible Link for 10 Seconds.
This ensures that the IACV will Reset.
7. Start Engine.
Raise Engine Revs to 3000 RPM for 10 Seconds.
8. Allow Engine Idle to Stabilise.
Throttle Stop Screw (Checking and Resetting)
9. Ensure Engine is at Normal Operating Temperature.
10. Connect a suitable Tachometer.
11. Ignition ON
Engine Stopped
Connect the ALDL Diagnostic Terminal on the Diagnostic Connector to Earth.
(Leave it Earthed Out until the end of the Procedure)
12. Wait for 30 Seconds.
Disconnect IACV Electrical Connector.
13. Ensure;
All Throttle Cables and Linkages are not causing Binding.
Throttle Cables and Linkages allow the Throttle Blade to Fully Close against it's Stop. Note
All Electrical Loads are turned OFF
Air Conditioning is turned OFF.
14. Start the Engine.
Ensure Engine is at Normal Operating Temperature.
Allow idle to Stablise for;
2 Minutes.
Wait for Any Electrical Fans to Cycle OFF.
15. Note RPM.
If Average Base Idle Speed is in Specified Tolerance Range;
Note
Do NOT Adjust.
Specified Tolerance:
1988 to 1990 1991 ON
500 to 600 RPM 375 to 525 RPM
16. If Average Base Idle Speed is Outside Specified Tolerance Range;
Adjust to the Resetting Tolerance.
Resetting Tolerance:
1988 to 1990 1991 ON

500 to 550 RPM. 450 RPM.
17. Reconnect IACV Electrical Connector and Air Duct.
18. Disconnect the Earth from the ALDL Diagnostic Test Terminal.
19. Remove the "Engine Comp" Fusible Link for 10 Seconds.
20. Start Engine.
Increase Engine Revs to 3000 RPM for 10 Seconds.
Allow Engine to Idle.
Ignition Coil
The Ignition Coil is located in front of the Left Cylinder Head.
There are Two Types of Coils used:
1. Series I - A 3 Coil Pack and
2. Series II - 3 Individual Coils.
To Test Resistance:
Series I - 1 X "3 Coil Pack" Series II - 3 X "Single Coils"
Primary Primary
0.3 to 1.5 Ohms 0.3 to 1.5 Ohms
Secondary Secondary
10 to 13 k Ohms 5 to 7 k Ohms
(13.5 k Ohms Absolute Max)
Ignition Lead Resistance
Leads are a Composite Type
Measuring the resistance of a High Tension Lead is not the best way of testing.
A Scope pattern is much more accurate because they are tested under load.
Often leads tested good off the vehicle are actually faulty under load.
1988 - 1990 prior to V7X Engine
Cylinder Min Max
1 1.8 6.2
2 3.9 13.5
3 3.1 10.6
4 2.2 7.8
5 3.3 11.5
6 4.1 14.1
1991 V7X Engine
Cylinder Min Max
1 1.6 5.7
2 3.9 13.6
3 1.8 6.4
4 4.2 14.6
5 2.0 6.8
6 3.8 13.0
Ignition System
Computer Controlled Coil Ignition (C31) or Direct Fire Ignition (DFI).
The Ignition System consists of;
1. The ECM
2. Ignition Module
3. Three Ignition Coils (Type 1 uses a 3 Coil Single Unit)
4. Crankshaft Position Sensor (Hall Effect Sensor) and Connecting Wires.
5. Electronic Spark Timing (EST) portion of the ECM and
6. Knock Sensor.
The Ignition Module uses a sealed 14 Pin Connector Cable which goes directly to the ECM.
Prior to October 1989:
From November 1989 ON:
The Ignition Module uses Input Signals from the Crankshaft Position Sensor.
(RPM and Crank Position)
The Ignition Module selects and sequentially triggers each of the 3 Interconnected Coils.
This causes the Spark Plugs to fire at the proper times.
Each Cylinder is paired with the cylinder opposite it in the firing order.
The pairs are 1 & 4, 5 & 2, and 6 & 3.
Both Cylinders are fired at the same time.
The Exhaust Spark requires little of the available voltage to arc.
(Low Compression = Low Resistance)
The bulk of the voltage is used to fire the Spark Plug of the Cylinder on Compression Stroke.
A Failure in the C31 System may set a Code 41 or 42.
Ignition Timing (Base)
Base Ignition Timing is Computer Controlled and is NOT Adjustable.
It is set at 10 BTDC
Knock Sensor
The Knock Sensor is located on the Right Front of the Engine just behind the Oil Filter.
To Test Voltage:
See ECM Pin # B11.
Main (EFI) Relay
The Main Relay is located in the Fuse/Relay Box in the Engine Compartment.
In the Rear Bank of Relays, it is the the Outer Relay.
Note
The Main Relay does NOT supply power to the ECM.
The Main Relay powers the Fuel Injectors.
Note
In Models from October 1989 ON, the Main Relay also supplies power to the DFI Module.
To Test Resistance:
Note
Manifold Air Pressure (MAP) Sensor
The MAP Sensor is located behind the Left Hand Cylinder Head on the Firewall.
To Test Voltage:
See ECM Pin # C11.
Manifold Air Temperature Sensor

The Manifold Air Temperature Sensor is located at the Right Rear of the Valley.
It is just below the Fuel Pressure Regulator.
To Test Voltage:
See ECM Pin # C12.
Oxygen Sensors
The Oxygen Sensors are located in the Front Engine Pipe near the Exhaust Manifold.
These Vehicles were fitted across the range with;
1. Single Wire Oxygen Sensors (Earthed through Exhaust)
2. Twin Wire Oxygen Sensors (Earthed through Wiring) OR
3. Four Wire Oxygen Sensors with Heater.
To Test Voltage:
Re-learn Procedure
In most cases the Re-Learn Procedure involves only a Normal Test Drive.
In some cases a more stringent procedure is needed.
In such Cases;
Follow the Procedure outlined below;
For Automatic Transmission Models:
1. Idle in Drive for 30 Seconds with Air Conditioning ON.
2. Idle in Drive for 30 Seconds with Air Conditioning OFF
3. Idle in Neutral for 30 Seconds with Air Conditioning ON
4. Idle in Neutral for 30 Seconds with Air Conditioning OFF
For Manual Transmission Models:
Throttle Position Sensor
The Throttle Position Sensor is located Underneath the Throttle Body.
To Test Voltage:
See ECM Pin # C13.
Vehicle Speed Sensor
The Vehicle Speed Sensor is located in the Extension Housing of the Transmission.
To Test Voltage:
See ECM Pin # A10.
Air Conditioner Compressor Clutch Relay
The A/C Compressor Clutch Relay is located in the Fuse/Relay Box in the Engine Compartment.
To Test Voltage:
See ECM Pin #C2.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Infinite Ohms
Apply Battery Voltage to terminals 85 and 86.
30 and 87................................... Continuity
Air Conditioner Condensor Fan Relay

The A/C Condensor Fan Relay is located in the Fuse/Relay Box in the Engine Compartment.
To Test Voltage:
See ECM Pin #C1.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
Note:
Air Conditioner Evaporator Temperature Cycling Switch
The Air Conditioner Evaporator Temperature Cycling Switch is located at the Evaporator.
The Blower, A/C, Evaporator Temp, Refrigerant High and Low Switches are connected in Series.
To Test Voltage:
See ECM Pin #B8.
Air Conditioner High Refrigerant Pressure Switch
The Air Conditioner High Refrigerant Pressure Switch is located:
VN to VP
A/C Condensor
To Test Voltage:
See ECM Pin #B8.
Air Conditioner Low Refrigerant Pressure Switch
The Air Conditioner Low Refrigerant Pressure Switch is located:
Accumulator
To Test Voltage:
See ECM Pin #B8.
Air Conditioner Switch
The Air Conditioner Switch is located in the Instrument Cluster.
To Test Voltage:
See ECM Pin #B8.
Anti-theft Emergency Switch
The Anti-theft Emergency Switch is located:
In Glove Box
Anti-theft Module
The Anti-theft Module is located:
Under the Dash behind the Glove Box.
Automatic Transmission (4L60)
The ECM's control over the Transmission is limited to the Torque Converter Clutch Solenoid.
This Solenoid is controlled by signals received from:
1. The Automatic Transmission Fourth Gear Switch and
2. The Automatic Transmission Over Temperature Switch.
Automatic Transmission Fourth Gear Switch
The Automatic Transmission Fourth Gear Switch is located in the Transmission.
The ECM monitors this Switch to activate the Torque Converter Clutch Solenoid.
To Test Voltage:
See ECM Pin #C7.
Automatic Transmission Over Temperature Switch

The Automatic Transmission Over Temperature Switch is located in the Transmission.
It the Automatic Transmission Fluid Temperature is high;
The ECM actuates the TCC Solenoid at a lower speed to reduce Transmission Temperature.
To Test Voltage:
See ECM Pin #C7.
Automatic Transmission Park / Neutral Switch
The Automatic Transmission Park / Neutral Switch is located on the Transmission.
To Test Voltage:
See ECM Pin #B10.
Auto Trans Torque Converter Clutch Solenoid
The Auto Trans Torque Converter Clutch Solenoid is located within the Transmission.
To Test Voltage:
See ECM Pin #A7.
Brake Fail Warning Lamp
The Brake Fail Warning Lamp is located within the Instrument Cluster.
To Test Voltage:
See ECM Pin #B2.
Brake Fail Warning Lamp Switch
The Brake Fail Warning Lamp Switch is located on the Brake Master Cylinder.
To Test Voltage:
See ECM Pin #B2.
HOLDEN COMMODORE VN VG VQ 5.0L V8 (VU Eng) 1989 91 Engine Management System

Fault Codes
1. Hard Faults.
This consists of;
Fault Code Erasure
Note:
The Diagnostic Connector is also known as the Assembly Line Diagnostic Link (ALDL) Connector
There are Two Diagnostic Connectors used, an Early and Late Series.
See link on front page
Diagnostic Mode
Ignition ON.
Connect the Diagnostic Test Terminal on the Diagnostic Connector to Earth.
Field Service Mode

Start Engine
(Closed Loop Mode)
The CEL Flash Rate will diminish to 1 Flash per Second.
Note
The Vehicle may be Driven in Field Service Mode at any Steady Speed and
Fault Code Table

12 No Fault Present
1993 - ON
17 ECM Error
1993 - ON
Coolant Circuit
1993 - ON
21 TPS Voltage High
22 TPS Voltage Low
1993 ON
1993 - ON
(Where Fitted)
35 Idle Speed Error
1993 - ON
36 Vacuum Leak
1993 - ON
(Lean)
(Rich)
1993 ON
51 Memcal Error
1993 - ON
1993 ON
Overview
From 1989 to 1993;
The V8 Auto and Manual Vehicles used ECM's.
From 1993 ON;
The V8 Auto Vehicles used PCM's.
The V8 Manual Vehicles continued to use ECM's.
Distributor
The Distributor used is a High Energy Ignition - Electronic Spark Time (HEI-EST).
It is located at the Rear of the Valley.
The Distributor distributes the High Voltage Spark and contains the Crank Angle Sensor.
The Crank Angle Sensor is a Hall Effect Sensor.
note
Base Ignition Timing is set by rotation of the Distributor.
Should Base Ignition Timing be set incorrectly, the whole Spark Curve will be incorrect.
To Test Hall Effect Sensor:
@ 24C
Connect Voltmeter and Ammeter as shown.
With Trigger Vane Inside the Hall Effect Sensor Air Gap:
Should be 11 Volts and 20 Milliamps.
With Trigger Vane Outside the Hall Effect Sensor Air Gap:
Should be <0.4 Volts and <20 Milliamps.
Distributor Installation:
Ensure that the Engine is on TDC #1 Cylinder Compression Stroke.
Ensure that the Timing Marks on the Harmonic Balancer are Aligned.
Align the Rotor with the Reference Mark on the Distributor Housing.
Rotate the Rotor 42 approx Anti-Clockwise looking at the Rotor.
(Align the Drive Gear Roll Pin with the Oil Drain Hole in the Distributor Body)
Fit new Gasket.
Install Distributor.
note
The Distributor Shaft will turn when the Helical Gears mesh.
Ensure that the Rotor lines up with the Reference Mark on the Distributor Housing.
Engine Coolant Temperature Sensor
The Engine Coolant Temperature Sensor is located at the Front of the Valley.
It is underneath the Throttle Body.
Its Resistance will vary when it is subjected to changes in Coolant Temperature.
The ECM supplies a 5 Volts Reference Voltage to the Signal Line of the ECT Sensor.
(Via a Resistor Circuit)
The Voltage of this Line will change according to varying ECT Sensor Resistance.
It is monitored by the ECM.
To obtain a more accurate ECT value;
The ECM supplies the Reference Voltage via two different Internal "Pull Up" Resistors.
If ECT is below 50C, the ECM/PCM uses a 4k Ohm Resistor.
If the ECT is above 50C, the ECM/PCM switches to a 348 Ohm Resistor.
This creates a sharp increase is Signal Line Voltage, from 1 Volts to 3.5 Volts. (@ 50C Approx)
note
This should not be mistaken as a Fault in the ECT Circuit when the Engine is warming up.
To Test Voltage:
See ECM Pin #C10.
Fuel Injectors
They are powered by the Fuel Injector (EFI) Relay and operated Simultaneously.
To Test Voltage:
See ECM Pin #D10 and D16.
To Test Resistance:
Test Individually - Should be 16 Ohms.

The Fuel Injector (EFI) Relay is located in the Fuse/Relay Box in the Engine Compartment.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
note
Fuel Pressure
250 10 kPa 300 20 kPa
Fuel Pressure Regulator
The Fuel Pressure Regulator is located at the Rear of the Right Hand Fuel Rail.
Fuel Pump
The Fuel Pump is located at the Fuel Tank.
Models with Long Range Tanks also have a Low Pressure Pump in the Fuel Tank.
Fuel Pump Relay
To Test Voltage:
See ECM Pin #A1.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
note
Fuel Pump Run On
The Fuel Pump on some Commodores will continue to run for as long as;
20 Seconds after the Ignition Switch has been turned OFF.
This only occurs;
1. In Cool Weather
3. Where the Vehicle has been driven a Very Short Distance.
(eg moved within the Workshop)
Contacts within the Oil Pressure Switch are connected in Parallel with the Fuel Pump Relay.
It is intended as a Back-Up in the event of a Relay Failure.
In Cold Weather
With a Cold Engine;
Note: As this is a Normal Operating Condition and Happens only on Rare Occasions; NO Modification
or Fix is suggested.
Idle Air Control Valve (IACV)

The Idle Air Control Valve is located on the Rear of the Throttle Body.
The ECM uses the IAC Valve to adjust Idle Speed to accommodate for extra Load.
It moves a Pintle to control the amount of Air By-passing the Throttle Plate based on;
1. Battery Voltage
2. Engine Coolant Temperature
3. Engine Load and RPM.
The IAC Valve (Base Idle) will need to be reset if;
1. The IAC Valve is disconnected or connected with the Engine running or
2. If the Battery Voltage is interrupted.
To Test Voltage:
See ECM Pin #C3, C4, C5 and C6.
Idle Speed (Base)
Idle Speed is computer controlled by the Idle Air Control Valve.
note
Base Idle Adjustment is Pre-Set.
It is NOT a Normal Service Adjustment.
To Adjust:
If the adjustment has been found to be Altered;
It can be Reset by the Following Procedure.
This requires the Removal of;
Do NOT;
Dismantle
Attempt to Clean or
6. Disconnect the "Engine Comp" Fusible Link for;
10 Seconds.
7. Start Engine.
Raise Engine revs to;
3000 RPM for
10 Seconds.
Checking and Resetting the Throttle Stop Screw:
Ensure Base Timing is Correct.
3. Ignition ON
Engine Stopped
Connect the ALDL Diagnostic Terminal on the Dianostic Connector to Earth.
4. Wait for;
30 Seconds.
5. Ensure;
Throttle Cables and Linkages allow the Throttle Blade to Fully Close against it's Stop.
2 Minutes.
7. Note RPM.
Specified Tolerance: Resetting Tolerance:
500 - 600 RPM 500 - 550 RPM.
1. If Average Base Idle Speed is in Range;
Do NOT Adjust.
2. If Average Base Idle Speed is Outside the above Specified Tolerance Range;
Adjust to the Resetting Tolerance above.
6. Start Engine.
Increase Engine revs to;
3000 RPM for;
10 Seconds.
Ignition Coil
The Ignition Coil is located behind the Valley next to the Distributor.
To Test Resistance:
Primary Secondary
0.75 to 1.5 Ohms 5 to 7 k Ohms
Ignition Control Module
The Ignition Control Module is located on the Left Hand Strut Tower behind the Air Cleaner.
To Test Voltage:
See ECM Pin #B3 and B5 and ECM Pin #D4 and D5.

Measuring the Resistance of a High Tension Lead is not the best way of testing.
A Scope Pattern is much more accurate because they are tested under load.
Often leads tested good off the Vehicle are actually faulty under load.
Cylinder #3, #5 and #8 are a Silicone Type.
The Remainder are Composite Type.
Cylinder Min Max
1 3.8 13.1 k Ohms
2 3.8 13.1 k Ohms
3 6.1 14.4 k Ohms
4 3.7 12.8 k Ohms
5 5.0 12.0 k Ohms
6 3.1 10.8 k Ohms
7 2.4 8.3 k Ohms
8 4.4 10.5 k Ohms
Coil 0.7 2.5 k Ohms
Ignition System
The Ignition System used is an Electronic Spark Control (ESC) System.
There are 3 Basic Components Used:
1. A Detonation (Knock) Sensor
2. An HEI-EST Distributor
3. An ECM
note
Failures in the ESC Circuit should set a Code 43.
Whenever Field Service Mode is Initiated;
Ignition Timing will be held at Base Timing Setting while ever the Engine Speed is <2000 RPM.
During this period Timing may be adjusted by rotating the Distributor as Required.
The ECM depends upon correct setting of the Distributor to determine correct Spark Timing.
If the Base Timing is incorrect, the Entire Spark Curve will be incorrect.
Knock Sensor - Signal Noise Enhancement Filter (SNEF) (If Fitted)

The Knock Sensor (If Fitted) is located on the Right Hand Side of the Engine.
Detonation (Engine Knock) is caused by an Uncontrolled Pressure in the Combustion Chamber.
The rattling sound normally associated with detonation is the result of;
Two or more opposing Flame Fronts (Pressure) colliding in the Combustion Chamber.
Detonation can be caused by;
1. Varying levels of Fuel Octane
2. Other Engine Conditions such as Overheating and Carbon Build Up.
The Knock Sensor will retard the Engine Timing to reduce the amount of Knock that occurs.
The Knock Sensor will produce an AC Voltage (32 MV Approx.)
(This increases with the severity of the Knock)
The ECM/PCM processes the AC Voltage to an Analogue Signal.
It sends the Analogue Signal to the Signal Noise Enhancement Filter (SNEF).
(The SNEF is a Non Replaceable part of the ECM/PCM)
After the SNEF filters out Non Detonation Signals, the ECM/PCM retards the Timing up to 15.
The amount of Retardation is determined by the amount of time the Knock is detected.
When the Knocking has stopped, the Timing will gradually return to its Calibrated Value.
The Knock Sensor will retard the Timing only if the Following Conditions are met:
1. Battery Voltage greater than 9.3 Volts.
2. Engine Coolant Temperature above 45 C.
3. Engine Speed above 550 RPM.
4. Engine running longer than 5 Seconds.
To Test Voltage:
See ECM Pin #B11.
To Test:
Connect a Timing Light.
Gently tap the Block in the viscinity of the Knock Sensor while observing the Timing Light.
The Timing should retard.
note
Do NOT strike the Knock Sensor.
The MAP Sensor is located on the Firewall to the Left of the Left Hand Cylinder Head.
The MAP Sensor is a Vacuum Controlled Variable Mechanical Resistor.
It provides the ECM/PCM with information regarding changes in Manifold Pressure (Vacuum).
(Resulting from Engine Load and Speed Changes)
A 5 Volts Signal from the ECM/PCM is applied to the Sensors Internal Resistor.
The ECM/PCM monitors the Return Signal Line for Voltage changes.
It makes changes to the Air/Fuel Ratio for the Varying Operating Conditions.
To Test Voltage:
See ECM Pin #A11 and ECM Pin #C11.
Manifold Air Temperature (MAT) Sensor
The MAT Sensor is located in the Centre of the Left Side of the Inlet Manifold.
The MAT Sensor is a Thermistor (Temperature Sensitive Resistor).
Low Intake Air Temperature produces a High Resistance, 100,000 Ohms approx @ -40C.
High Intake Air Temperature produces a Low Resistance, 70 Ohms approx @ 135C.
The ECM supplies a 5 Volts Reference Signal to the Sensor through an Internal Resistor.
The ECM calculates the Manifold Air Temperature by measuring the remaining Voltage.
To Test Voltage:
To Test Resistance:
Disconnect Connector and measure between Terminals - Should be:
@ 20C 3400 Ohms
@ 70C 450 Ohms
Oxygen Sensors
The Oxygen Sensors are located in the Exhaust Manifolds.
The Oxygen Sensor is a Zirconia-tipped Sensor mounted in the Exhaust System.
(It is in direct contact with the Exhaust Gases)
It reacts to the Oxygen Content of the Exhaust Gases to produce a Voltage Output Signal.
The Voltage Signal fluctuates between 0.1 Volts approx and 1.0 Volts approx.
(0.1 Volts is a Lean Mixture and 1.0 Volts is a Rich Mixture)
A Voltage of 0.5 Volts indicates correct Air/Fuel Ratio.
The ECM/PCM monitors the Voltage Signal from the Oxygen Sensor.
It adjusts the Fuel Injector Pulse Width to produce either a Leaner or Richer Mixture as required.
The Oxygen Sensor will not function until its Temperature reaches 316C.
At Temperatures below the Normal Operating Range of the Vehicle;
The ECM/PCM will NOT make Air/Fuel Adjustments based upon Oxygen Sensor Signals.
A Pre-programmed Air/Fuel Ratio is used until Normal Operating Temperature is reached.
To Test Voltage:
Re-learn Procedure
In such Cases;
Automatic Transmission Models:
Manual Transmission Models:
2.
Idle in Neutral for 30 Seconds with Air Conditioning OFF
Tachometer Connector
The Tachometer Connector is located at the Left Hand Strut Tower.
The Throttle Position Sensor is located beneath the Throttle Body.
The Throttle Position Sensor (A Rotating Potentiometer) is connected to the Throttle Plate Shaft.
The ECM monitors the TPS to calculate Fuel requirements at different Throttle Angles.
The ECM supplies 5 Volts to a Resistor Element in the Sensor.
A Wiper Arm contacting the Resistor Element changes Input Circuit Resistance.
(And the TPS Input Signal)
To Test Voltage:
See ECM Pin #C13 and ECM Pin #D2.

The ECM has minimal control over the 4L60 Automatic Transmission.
It's control is limited to the Torque Converter Clutch Solenoid.
To Test Voltage:
See ECM Pin #C7.
The ECM monitors this Switch to activate the Torque Converter Clutch (TCC) Solenoid.
To Test Voltage:
See ECM Pin #C7.
To Test Voltage:
See ECM Pin #B10.
To Test Voltage:
See ECM Pin #A7.
Brake Fail Warning Light
The Brake Fail Warning Light is located within the Instrument Cluster.
To Test Voltage:
See ECM Pin #B2.
Brake Fail Warning Light Switch
The Brake Fail Warning Light Switch is located on the Brake Master Cylinder.
To Test Voltage:
See ECM Pin #B2.
Vehicle Speed Sensor (VSS)

There are Two Different Sensors used for the Automatic and Manual Vehicles.
Vehicle Speed Sensor (Automatic)
The VSS is mounted in the Extension Housing of the Transmission.
An Inductive Pick Up Style Sensor is utilised to produce the VSS Signal.
As the Transmission Output Shaft rotates;
A Toothed Rotor moves past a Coil wrapped around a Permanent Magnet.
(Both ends of the Coil are connected to the PCM)
As the Rotor turns, a fluctuating Magnetic Field is produced.
This induces a Voltage into the Coil which is sent to the ECM/PCM.
The AC Voltage produced varies between 0.5 and 100 Millivolts depending upon Vehicle Speed.
To Test Voltage:
See ECM Pin #A10.
Vehicle Speed Sensor (Manual)
The Gear driven Vehicle Speed Sensor is located in the Transmission Extension Housing.
The Sender is an Electronic Hall Effect Switch.
It pulses a Voltage to an Earth from the ECM/PCM.
The Pulses occur 10 times per revolution.
This information is used for the Speedo, IAC, Cruise Control and some Fuelling Modes.
To Test Voltage:
See ECM Pin #A10.
To Test Voltage:
See ECM Pin #C2.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
note
To Test Voltage:
See ECM Pin #C1.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
note

To Test Voltage:
See ECM Pin #B8.
VN VG & VQ
A/C Condensor
To Test Voltage:
See ECM Pin #B8.
VN VG & VQ
Accumulator The Blower, A/C, Evaporator Temp, Refrigerant High and Low Switches are connected in
Series.
To Test Voltage:
See ECM Pin #B8.
To Test Voltage:
See ECM Pin #B8.
VN VG & VQ
Anti-theft Module
HOLDEN COMMODORE VP V6 3.8L (VH) 1991-93 Engine Management System
Fault Codes
1. Hard Faults.
This consists of;

Fault Code Erasure
Note:
Following Fault Code Erasure, it is recommended that the Re-Learn Procedure be carried out.
Located under the Left Hand End of the Dashboard above the ECM.
See link on front page.
Diagnostic Mode (open loop)
Ignition ON.
Field Service Mode (closed loop)
Start Engine
(Closed Loop Mode)
The CEL Flash Rate will diminish to;
1 Flash per Second.
Note:
The Vehicle may be Driven at any Steady Speed in Field Service Mode and
Fault Code Table

12 No Fault Present
1993 - ON
17 ECM Error
1993 - ON
Coolant Circuit
1993 - ON
21 TPS Voltage High
22 TPS Voltage Low
1993 - ON
1993 - ON
(Where Fitted)
35 Idle Speed Error
1993 - ON
36 Vacuum Leak
1993 - ON
(Lean)
(Rich)
1993 - ON
51 Memcal Error
1993 - ON
1993 ON
Overview
These Vehicles use a Delco Remy Computer Command Control (3C System)
From 1989 to 1993;
The V6 Auto and Manual Vehicles were fitted with ECM's.
From 1993 to 1995;
The V6 Auto Vehicles were fitted with Powertrain Control Modules (PCM's).
The V6 Manual Vehicles continued to use Engine Control Modules (ECM's).

The Crankshaft Position Sensor is located on the front of the Engine Block.
It outputs both a 3X and 18X Signal to the Ignition System.
To Test Voltage:
See ECM Pin # B3 and B5.
Direct Fire Ignition (DFI) Module
The DFI Module is located underneath the Ignition Coil Pack.
See Ignition System.
Prior to October 1989 (series 1)
From November 1989 ON (series 2)
To Test Voltage:
See ECM Pin # B3 and B5 and ECM Pin # D4 and D5.
ECM
The ECM is located behind the Left Hand Kickpanel.
It incorporates a Self Diagnostic Function which detects System Malfunctions.
These and indicated via the Check Engine Light (CEL) in the Instrument Cluster.
All ECMs for the various models are identical except for the replaceable Memcal.
This tailors the Unit for Individual Vehicles.
The ECM controls;
-Multipoint Fuel Injection.
-Ignition Timing and
-Torque Converter Clutch Lock-up on Vehicles with Automatic Transmission.
Engine Coolant Temperature (ECT) Sensor
Models after November 1990 (series 2)
The Engine Coolant Temperature Sensor is located at the Left Front of the Valley
It is behind the Alternator.
To Test Voltage:
See ECM Pin # C10.
Fuel Injectors
The Fuel Injectors are fired Simultaneously and powered by the Main Relay.
To Test Voltage:
To Test Resistance:
Test Individually - Should be 16 Ohms Approx.
The Fuel Injector Relay is located within the Fuse/Relay Box in the Engine Compartment.
It is the Right Hand Rear Relay.
To Test Resistance:
Note:
Fuel Pump
The Fuel Pump is located inside the Fuel Tank.
Fuel Pressure
250 10 kPa 300 20 kPa
Fuel Pump Relay

In the rear Bank of Relays, it is the second from the Engine.
To Test Voltage:
See ECM Pin # A1.
To Test Resistance:
Note
Fuel Pump Run On
The Fuel Pump on some Commodores will continue to run for as long as 20 Seconds.
(After the Ignition Switch has been turned OFF)
This only occurs;
1. In Cool Weather
3. Where the Vehicle has been driven a Very Short Distance. (eg moved within the Workshop)
The Contacts within the Oil Pressure Switch are connected in Parallel with;
The Fuel Pump Relay Contacts.
This Circuit Design is intended as a Back-Up in the event of a Relay Failure.
In Cold Weather
With a Cold Engine;
Note
As this is a Normal Operating Condition and happens only on Rare Occasions;
Idle Speed (Base)
Base Idle Adjustment is Pre-Set. It is NOT a Normal Service Adjustment.
To Adjust:
If the adjustment has been found to be Altered, it can be Reset by the Following Procedure.
Cleaning of Throttle Body Bore:

This requires the removal of;
Do NOT;
Dismantle
Attempt to Clean or
6. Disconnect the "Engine Comp" Fusible Link for 10 Seconds.
7. Start Engine.
Raise Engine Revs to 3000 RPM for 10 Seconds.
Throttle Stop Screw (Checking and Resetting)
11. Ignition ON
Engine Stopped
Connect the ALDL Diagnostic Terminal on the Diagnostic Connector to Earth.
12. Wait for 30 Seconds.
13. Ensure;
Throttle Cables and Linkages allow the Throttle Blade to Fully Close against it's Stop. Note
2 Minutes.
15. Note RPM.
If Average Base Idle Speed is in Specified Tolerance Range;
Note
Do NOT Adjust.
1988 to 1990 1991 ON
500 to 600 RPM 375 to 525 RPM
16. If Average Base Idle Speed is Outside Specified Tolerance Range;
Adjust to the Resetting Tolerance.
Resetting Tolerance:
1988 to 1990 1991 ON

500 to 550 RPM. 450 RPM.
20. Start Engine.
Increase Engine Revs to 3000 RPM for 10 Seconds.
Ignition Coil
The Ignition Coil is located in front of the Left Cylinder Head.
There are Two Types of Coils used:
1. Series I - A 3 Coil Pack and
2. Series II - 3 Individual Coils.
To Test Resistance:
Series I - 1 X "3 Coil Pack" Series II - 3 X "Single Coils"
Primary Primary
0.3 to 1.5 Ohms 0.3 to 1.5 Ohms
Secondary Secondary
10 to 13 k Ohms 5 to 7 k Ohms
(13.5 k Ohms Absolute Max)
Leads are a Composite Type
Measuring the resistance of a High Tension Lead is not the best way of testing.
A Scope pattern is much more accurate because they are tested under load.
Often leads tested good off the vehicle are actually faulty under load.
1991 V7X Engine
Cylinder Min Max
1 1.6 5.7
2 3.9 13.6
3 1.8 6.4
4 4.2 14.6
5 2.0 6.8
6 3.8 13.0
Ignition System
Computer Controlled Coil Ignition (C31) or Direct Fire Ignition (DFI).
The Ignition System consists of;
1. The ECM
2. Ignition Module
3. Three Ignition Coils (Type 1 uses a 3 Coil Single Unit)
4. Crankshaft Position Sensor (Hall Effect Sensor) and Connecting Wires.
5. Electronic Spark Timing (EST) portion of the ECM and
6. Knock Sensor.
The Ignition Module uses a sealed 14 Pin Connector Cable which goes directly to the ECM.
From November 1989 ON:
The Ignition Module uses Input Signals from the Crankshaft Position Sensor.
(RPM and Crank Position)
The Ignition Module selects and sequentially triggers each of the 3 Interconnected Coils.
This causes the Spark Plugs to fire at the proper times.
Each Cylinder is paired with the cylinder opposite it in the firing order.
The pairs are 1 & 4, 5 & 2, and 6 & 3.
Both Cylinders are fired at the same time.
The Exhaust Spark requires little of the available voltage to arc.
(Low Compression = Low Resistance)
The bulk of the voltage is used to fire the Spark Plug of the Cylinder on Compression Stroke.
A Failure in the C31 System may set a Code 41 or 42.

Base Ignition Timing is Computer Controlled and is NOT Adjustable.
Knock Sensor
The Knock Sensor is located on the Right Front of the Engine just behind the Oil Filter.
To Test Voltage:
See ECM Pin # B11.
Main (EFI) Relay
The Main Relay is located in the Fuse/Relay Box in the Engine Compartment.
In the Rear Bank of Relays, it is the the Outer Relay.
To Test Resistance:
Note
The MAP Sensor is located behind the Left Hand Cylinder Head on the Firewall.
To Test Voltage:
See ECM Pin # C11.
Manifold Air Temperature Sensor
The Manifold Air Temperature Sensor is located at the Right Rear of the Valley.
It is just below the Fuel Pressure Regulator.
To Test Voltage:
See ECM Pin # C12.
Oxygen Sensors
The Oxygen Sensors are located in the Front Engine Pipe near the Exhaust Manifold.
To Test Voltage:
Re-learn Procedure
In such Cases;
The Throttle Position Sensor is located Underneath the Throttle Body.
To Test Voltage:
See ECM Pin # C13.

The Vehicle Speed Sensor is located in the Extension Housing of the Transmission.
To Test Voltage:
See ECM Pin # A10.
To Test Voltage:
See ECM Pin #C2.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
note
To Test Voltage:
See ECM Pin #C1.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
Note:
To Test Voltage:
See ECM Pin #B8.
VP
A/C Condensor
To Test Voltage:
See ECM Pin #B8.
Accumulator
To Test Voltage:
See ECM Pin #B8.
To Test Voltage:
See ECM Pin #B8.

In Glove Box
Anti-theft Module
The ECM's control over the Transmission is limited to the Torque Converter Clutch Solenoid.
To Test Voltage:
See ECM Pin #C7.
To Test Voltage:
See ECM Pin #C7.
To Test Voltage:
See ECM Pin #B10.
To Test Voltage:
See ECM Pin #A7.
Brake Fail Warning Lamp
The Brake Fail Warning Lamp is located within the Instrument Cluster.
To Test Voltage:
See ECM Pin #B2.
Brake Fail Warning Lamp Switch
The Brake Fail Warning Lamp Switch is located on the Brake Master Cylinder.
To Test Voltage:
See ECM Pin #B2.
HOLDEN COMMODORE VP 5.0L V8 (VU Eng) 1989 91 Engine Management System

Fault Codes
1. Hard Faults.
This consists of;
Fault Code Erasure
Note:
The Diagnostic Connector is also known as the Assembly Line Diagnostic Link (ALDL) Connector
There are Two Diagnostic Connectors used, an Early and Late Series.
See link on front page
Diagnostic Mode
Ignition ON.
Field Service Mode

Start Engine
(Closed Loop Mode)
The CEL Flash Rate will diminish to 1 Flash per Second.
Note
The Vehicle may be Driven in Field Service Mode at any Steady Speed and
Fault Code Table
12 No Fault Present
1993 - ON
17 ECM Error
1993 - ON
Coolant Circuit
1993 - ON
21 TPS Voltage High
22 TPS Voltage Low
1993 - ON
1993 - ON
(Where Fitted)
35 Idle Speed Error
1993 - ON
36 Vacuum Leak
1993 - ON
(Lean)
(Rich)
1993 ON
51 Memcal Error
1993 - ON
1993 ON
Overview
From 1989 to 1993;
The V8 Auto and Manual Vehicles used ECM's.
From 1993 ON;
The V8 Auto Vehicles used PCM's.
The V8 Manual Vehicles continued to use ECM's.
Distributor
The Distributor used is a High Energy Ignition - Electronic Spark Time (HEI-EST).
It is located at the Rear of the Valley.
The Distributor distributes the High Voltage Spark and contains the Crank Angle Sensor.
The Crank Angle Sensor is a Hall Effect Sensor.
note
Base Ignition Timing is set by rotation of the Distributor.
Should Base Ignition Timing be set incorrectly, the whole Spark Curve will be incorrect.
To Test Hall Effect Sensor:
@ 24C
Connect Voltmeter and Ammeter as shown.
With Trigger Vane Inside the Hall Effect Sensor Air Gap:
Should be 11 Volts and 20 Milliamps.
With Trigger Vane Outside the Hall Effect Sensor Air Gap:
Should be <0.4 Volts and <20 Milliamps.
Distributor Installation:
Ensure that the Engine is on TDC #1 Cylinder Compression Stroke.
Ensure that the Timing Marks on the Harmonic Balancer are Aligned.
Align the Rotor with the Reference Mark on the Distributor Housing.
Rotate the Rotor 42 approx Anti-Clockwise looking at the Rotor.
(Align the Drive Gear Roll Pin with the Oil Drain Hole in the Distributor Body)
Fit new Gasket.
Install Distributor.
note
The Distributor Shaft will turn when the Helical Gears mesh.
Ensure that the Rotor lines up with the Reference Mark on the Distributor Housing.

The Engine Coolant Temperature Sensor is located at the Front of the Valley.
It is underneath the Throttle Body.
Its Resistance will vary when it is subjected to changes in Coolant Temperature.
The ECM supplies a 5 Volts Reference Voltage to the Signal Line of the ECT Sensor.
(Via a Resistor Circuit)
The Voltage of this Line will change according to varying ECT Sensor Resistance.
It is monitored by the ECM.
To obtain a more accurate ECT value;
The ECM supplies the Reference Voltage via two different Internal "Pull Up" Resistors.
If ECT is below 50C, the ECM/PCM uses a 4k Ohm Resistor.
If the ECT is above 50C, the ECM/PCM switches to a 348 Ohm Resistor.
This creates a sharp increase is Signal Line Voltage, from 1 Volts to 3.5 Volts. (@ 50C Approx)
note
This should not be mistaken as a Fault in the ECT Circuit when the Engine is warming up.
To Test Voltage:
See ECM Pin #C10.
Fuel Injectors
They are powered by the Fuel Injector (EFI) Relay and operated Simultaneously.
To Test Voltage:
To Test Resistance:
Test Individually - Should be 16 Ohms.
The Fuel Injector (EFI) Relay is located in the Fuse/Relay Box in the Engine Compartment.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
note
Fuel Pressure
250 10 kPa 300 20 kPa
Fuel Pressure Regulator
The Fuel Pressure Regulator is located at the Rear of the Right Hand Fuel Rail.
Fuel Pump
The Fuel Pump is located at the Fuel Tank.
Models with Long Range Tanks also have a Low Pressure Pump in the Fuel Tank.
Fuel Pump Relay

To Test Voltage:
See ECM Pin #A1.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
note
Fuel Pump Run On
The Fuel Pump on some Commodores will continue to run for as long as;
20 Seconds after the Ignition Switch has been turned OFF.
This only occurs;
1. In Cool Weather
3. Where the Vehicle has been driven a Very Short Distance.
(eg moved within the Workshop)
Contacts within the Oil Pressure Switch are connected in Parallel with the Fuel Pump Relay.
It is intended as a Back-Up in the event of a Relay Failure.
In Cold Weather
With a Cold Engine;
note
As this is a Normal Operating Condition and
Happens only on Rare Occasions;
Idle Air Control Valve (IACV)
The Idle Air Control Valve is located on the Rear of the Throttle Body.
The ECM uses the IAC Valve to adjust Idle Speed to accommodate for extra Load.
It moves a Pintle to control the amount of Air By-passing the Throttle Plate based on;
1. Battery Voltage
2. Engine Coolant Temperature
3. Engine Load and RPM.
The IAC Valve (Base Idle) will need to be reset if;
1. The IAC Valve is disconnected or connected with the Engine running or
2. If the Battery Voltage is interrupted.
To Test Voltage:
See ECM Pin #C3, C4, C5 and C6.
Idle Speed (Base)

Idle Speed is computer controlled by the Idle Air Control Valve.
note
Base Idle Adjustment is Pre-Set.
It is NOT a Normal Service Adjustment.
To Adjust:
If the adjustment has been found to be Altered;
It can be Reset by the Following Procedure.
This requires the Removal of;
Do NOT;
Dismantle
Attempt to Clean or
6. Disconnect the "Engine Comp" Fusible Link for;
10 Seconds.
7. Start Engine.
Raise Engine revs to;
3000 RPM for
10 Seconds.
Checking and Resetting the Throttle Stop Screw:
Ensure Base Timing is Correct.
3. Ignition ON
Engine Stopped
Connect the ALDL Diagnostic Terminal on the Dianostic Connector to Earth.
4. Wait for;
30 Seconds.
5. Ensure;
Throttle Cables and Linkages allow the Throttle Blade to Fully Close against it's Stop.

2 Minutes.
7. Note RPM.
Specified Tolerance: Resetting Tolerance:
500 - 600 RPM 500 - 550 RPM.
1. If Average Base Idle Speed is in Range;
Do NOT Adjust.
2. If Average Base Idle Speed is Outside the above Specified Tolerance Range;
Adjust to the Resetting Tolerance above.
6. Start Engine.
Increase Engine revs to;
3000 RPM for;
10 Seconds.
Ignition Coil
The Ignition Coil is located behind the Valley next to the Distributor.
To Test Resistance:
Primary Secondary
0.75 to 1.5 Ohms 5 to 7 k Ohms
Ignition Control Module
The Ignition Control Module is located on the Left Hand Strut Tower behind the Air Cleaner.
To Test Voltage:
See ECM Pin #B3 and B5 and ECM Pin #D4 and D5.
Measuring the Resistance of a High Tension Lead is not the best way of testing.
A Scope Pattern is much more accurate because they are tested under load.
Often leads tested good off the Vehicle are actually faulty under load.
Cylinder #3, #5 and #8 are a Silicone Type.
The Remainder are Composite Type.
Cylinder Min Max
1 3.8 13.1 k Ohms
2 3.8 13.1 k Ohms
3 6.1 14.4 k Ohms
4 3.7 12.8 k Ohms
5 5.0 12.0 k Ohms
6 3.1 10.8 k Ohms
7 2.4 8.3 k Ohms
8 4.4 10.5 k Ohms
Coil 0.7 2.5 k Ohms
Ignition System
The Ignition System used is an Electronic Spark Control (ESC) System.
There are 3 Basic Components Used:
1. A Detonation (Knock) Sensor
2. An HEI-EST Distributor
3. An ECM
note
Failures in the ESC Circuit should set a Code 43.

Whenever Field Service Mode is Initiated;
Ignition Timing will be held at Base Timing Setting while ever the Engine Speed is <2000 RPM.
During this period Timing may be adjusted by rotating the Distributor as Required.
The ECM depends upon correct setting of the Distributor to determine correct Spark Timing.
If the Base Timing is incorrect, the Entire Spark Curve will be incorrect.
Knock Sensor - Signal Noise Enhancement Filter (SNEF) (If Fitted)
The Knock Sensor (If Fitted) is located on the Right Hand Side of the Engine.
Detonation (Engine Knock) is caused by an Uncontrolled Pressure in the Combustion Chamber.
The rattling sound normally associated with detonation is the result of;
Two or more opposing Flame Fronts (Pressure) colliding in the Combustion Chamber.
Detonation can be caused by;
1. Varying levels of Fuel Octane
2. Other Engine Conditions such as Overheating and Carbon Build Up.
The Knock Sensor will retard the Engine Timing to reduce the amount of Knock that occurs.
The Knock Sensor will produce an AC Voltage (32 MV Approx.)
(This increases with the severity of the Knock)
The ECM/PCM processes the AC Voltage to an Analogue Signal.
It sends the Analogue Signal to the Signal Noise Enhancement Filter (SNEF).
(The SNEF is a Non Replaceable part of the ECM/PCM)
After the SNEF filters out Non Detonation Signals, the ECM/PCM retards the Timing up to 15.
The amount of Retardation is determined by the amount of time the Knock is detected.
When the Knocking has stopped, the Timing will gradually return to its Calibrated Value.
The Knock Sensor will retard the Timing only if the Following Conditions are met:
1. Battery Voltage greater than 9.3 Volts.
2. Engine Coolant Temperature above 45 C.
3. Engine Speed above 550 RPM.
4. Engine running longer than 5 Seconds.
To Test Voltage:
See ECM Pin #B11.
To Test:
Connect a Timing Light.
Gently tap the Block in the viscinity of the Knock Sensor while observing the Timing Light.
The Timing should retard.
note
Do NOT strike the Knock Sensor.
The MAP Sensor is located on the Firewall to the Left of the Left Hand Cylinder Head.
The MAP Sensor is a Vacuum Controlled Variable Mechanical Resistor.
It provides the ECM/PCM with information regarding changes in Manifold Pressure (Vacuum).
(Resulting from Engine Load and Speed Changes)
A 5 Volts Signal from the ECM/PCM is applied to the Sensors Internal Resistor.
The ECM/PCM monitors the Return Signal Line for Voltage changes.
It makes changes to the Air/Fuel Ratio for the Varying Operating Conditions.
To Test Voltage:
Manifold Air Temperature (MAT) Sensor

The MAT Sensor is located in the Centre of the Left Side of the Inlet Manifold.
The MAT Sensor is a Thermistor (Temperature Sensitive Resistor).
Low Intake Air Temperature produces a High Resistance, 100,000 Ohms approx @ -40C.
High Intake Air Temperature produces a Low Resistance, 70 Ohms approx @ 135C.
The ECM supplies a 5 Volts Reference Signal to the Sensor through an Internal Resistor.
The ECM calculates the Manifold Air Temperature by measuring the remaining Voltage.
To Test Voltage:
To Test Resistance:
Disconnect Connector and measure between Terminals - Should be:
@ 20C 3400 Ohms
@ 70C 450 Ohms
Oxygen Sensors
The Oxygen Sensors are located in the Exhaust Manifolds.
The Oxygen Sensor is a Zirconia-tipped Sensor mounted in the Exhaust System.
(It is in direct contact with the Exhaust Gases)
It reacts to the Oxygen Content of the Exhaust Gases to produce a Voltage Output Signal.
The Voltage Signal fluctuates between 0.1 Volts approx and 1.0 Volts approx.
(0.1 Volts is a Lean Mixture and 1.0 Volts is a Rich Mixture)
A Voltage of 0.5 Volts indicates correct Air/Fuel Ratio.
The ECM/PCM monitors the Voltage Signal from the Oxygen Sensor.
It adjusts the Fuel Injector Pulse Width to produce either a Leaner or Richer Mixture as required.
The Oxygen Sensor will not function until its Temperature reaches 316C.
At Temperatures below the Normal Operating Range of the Vehicle;
The ECM/PCM will NOT make Air/Fuel Adjustments based upon Oxygen Sensor Signals.
A Pre-programmed Air/Fuel Ratio is used until Normal Operating Temperature is reached.
To Test Voltage:
Re-learn Procedure
In such Cases;
Automatic Transmission Models:
Manual Transmission Models:
Tachometer Connector
The Tachometer Connector is located at the Left Hand Strut Tower.

The Throttle Position Sensor is located beneath the Throttle Body.
The Throttle Position Sensor (A Rotating Potentiometer) is connected to the Throttle Plate Shaft.
The ECM monitors the TPS to calculate Fuel requirements at different Throttle Angles.
The ECM supplies 5 Volts to a Resistor Element in the Sensor.
A Wiper Arm contacting the Resistor Element changes Input Circuit Resistance.
(And the TPS Input Signal)
To Test Voltage:
See ECM Pin #C13 and ECM Pin #D2.
The ECM has minimal control over the 4L60 Automatic Transmission.
It's control is limited to the Torque Converter Clutch Solenoid.
To Test Voltage:
See ECM Pin #C7.
The ECM monitors this Switch to activate the Torque Converter Clutch (TCC) Solenoid.
To Test Voltage:
See ECM Pin #C7.
To Test Voltage:
See ECM Pin #B10.
To Test Voltage:
See ECM Pin #A7.
Brake Fail Warning Light
The Brake Fail Warning Light is located within the Instrument Cluster.
To Test Voltage:
See ECM Pin #B2.
Brake Fail Warning Light Switch
The Brake Fail Warning Light Switch is located on the Brake Master Cylinder.
To Test Voltage:
See ECM Pin #B2.
Vehicle Speed Sensor (VSS)

There are Two Different Sensors used for the Automatic and Manual Vehicles.
Vehicle Speed Sensor (Automatic)
This induces a Voltage into the Coil which is sent to the ECM/PCM.
To Test Voltage:
See ECM Pin #A10.
Vehicle Speed Sensor (Manual)
It pulses a Voltage to an Earth from the ECM/PCM.
To Test Voltage:
See ECM Pin #A10.
To Test Voltage:
See ECM Pin #C2.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
note
To Test Voltage:
See ECM Pin #C1.
To Test Resistance:
85 and 86................................... Continuity
30 and 87................................... Continuity
note
To Test Voltage:
See ECM Pin #B8.

VN to VP
A/C Condensor
To Test Voltage:
See ECM Pin #B8.
VN to VP
Accumulator The Blower, A/C, Evaporator Temp, Refrigerant High and Low Switches are connected in
Series.
To Test Voltage:
See ECM Pin #B8.
To Test Voltage:
See ECM Pin #B8.
VP
In Left Hand "A" Pillar.
Anti-theft Module
HOLDEN COMMODORE VR 3.8L V6 (VH Engine) 1993-95 Engine Management System

TOYOTA LEXCEN 3.8L V6 (VH Engine) 1993-95 Engine Management System
Fault Codes
The PCM incorporates a Self Diagnostic Function which detects System Malfunctions.
It indicates the presence of a Fault via the Malfunction Indicator Light (MIL).
This is located in the Instrument Cluster.
(Formerly referred to as the Check Engine Light)
System Malfunctions fall into Two Categories.
1.
Hard Faults
Indicated by the MIL being illuminated whenever the Engine is running.
2.
Intermittent Faults.
Cause the MIL to be illuminated while the Fault is present.
The MIL will go out approximately Ten Seconds after the Fault disappears.
Some Fault Codes do NOT illuminate the MIL.
(Fault Codes indicated with * in the Fault Code Table)
All Fault Codes consist of Two Digits.
If NO Fault Codes are stored in Memory:
This consists of;
One Flash of the MIL.
Followed by a 1.2 Second Pause.
Two Flashes of the MIL.
The Code is then repeated.

If more than One Fault Code is stored in Memory:
The Code with the Lowest Numerical Value will be displayed Three Times.
The Code with the Next Higher Numerical Value will be displayed Three Times.
This Sequence will continue while ever the System remains in Diagnostic Mode.
With the Ignition Switch turned ON.
If the MIL does not show any Codes:
Ensure that;
The Diagnostic Test Terminal is Properly Earthed.
The Ignition switch is turned ON.
A Malfunction of the Diagnostic System is indicated.
Fault Code Erasure
Ignition Key must be OFF before carrying out Fault Code Erasure
Remove Fuse # 25 for more than 15 Seconds.
When Viewed from the Front of the Vehicle;
There is a group of 6 Fuses under the Relay Housing Cover behind the Battery.
Fuse # 25 is the Fuse located in the Back Right-Hand Corner.
Diagnostic Mode
Join Terminal 5 and Terminal 6 on the Diagnostic Connector.
Turn the Ignition Switch ON.
The Fault Codes will be displayed on the MIL.
Field Service Mode
After any Faults have been repaired.
Field Service Mode may be implemented by;
Start the Engine.
Connect Terminal 5 & Terminal 6 in the Diagnostic Connector.
In Field Service Mode;
The MIL will initially flash 2.5 Times per Second.
This Indicates that the System is operating in Open Loop Mode.
(NOT acting on the Oxygen Sensor Output.)
When the Oxygen Sensor reaches Operating Temperature (>360C);
This is achieved by operating the Engine for up to 2 minutes at 1500 to 1800 RPM.
The MIL Flash Rate will diminish to 1 Flash per Second.
This indicates that the System has commenced Closed Loop Mode operation.
Air / Fuel Ratio

Once in Closed Loop Mode:
The Air Fuel Ratio will be indicated by;
The Period that the MIL is ON
Compared to:
The Period that the MIL is OFF.
A Lean Mixture is indicated if:
The MIL is OFF
All or Most of the Time.
A Rich Mixture is indicated if:
The MIL is ON
Note:
Correct Air / Fuel Ratio is indicated by an equal ON OFF period.
The Air / Fuel Ratio may be evaluated by;
The Vehicle being driven in Field Service Mode
At any Steady Speed greater than 2000 RPM and
Observing the Duty Cycle of the MIL.
This is useful in diagnosing any Driveability Problems caused by Incorrect Fuel Delivery
Fault Code Table

12*
No RPM Signal
(OK Stationary Engine)
13
No Oxygen Sensor Signal
14
ECT Sensor Voltage Low auto trans code
15
ECT Sensor Voltage High auto trans code
16*
ECT Sensor Voltage Unsteady
17*
PCM Error
19
TPS Stuck Open
21
TPS Voltage High auto trans code
22
TPS Voltage Low auto trans code
23*
IAT Voltage High
24
No Vehicle Speed Sensor auto trans code
25*
IAT Voltage Low
26*
IAT Voltage Unstable
28
Pressure Switch Assembly Short Circuit auto trans code
31
Theft Deterrent Signal Missing
33
MAP Signal Voltage High
34
MAP Signal Voltage Low
35*
Idle Speed Error
36*
Vacuum Leak
41
EST Output Circuit Failure
42
Ignition Bypass Circuit Failure
43*
Knock Sensor Fault
44
Exhaust Lean Indication
45
Exhaust Rich Indication
46
No Reference Pulses While Cranking
47*
18X Reference Signal Missing.
48*
Crankshaft Reference Signal Missing
49*
Cam / Crank Signal Intermittent
51
PROM Error
52
System Voltage High auto trans code
16 Volts for 109 Minutes
53
System Voltage High auto trans code
19.5 Volts for 2 Seconds
54
System Voltage Unstable
55
Analogue to Digital Error auto trans code
56*
Running Lean Under Load
57
Injector Voltage Monitor Fault
58*
Transmission Fluid Temperature auto trans code
Voltage Low
59
Voltage High
66
3-2 Shift Control Solenoid Circuit Fault auto trans code
67
TCC ON-OFF Solenoid Control Circuit auto trans code
68
Transmission Component Slipping auto trans code
69*
TCC Stuck ON auto trans code
72
Intermittent While Driving
73
Pressure Control Solenoid Current
auto trans code
75
System Voltage Low
auto trans code
79
Too High
81
82
83*
2-3 Shift Solenoid B Fault auto trans code

1-2 Shift Solenoid A Fault
auto trans code
TCC PWM Solenoid Fault auto trans code
Overview
The Engine Management System on these Vehicles is;
Based on and similar in most respects to the earlier Models.
The Principle Difference is that these Models use;
A Powertrain Control Module (PCM) which controls both the Engine and Transmission.
Earlier Versions used an Engine Control Module (ECM) which controlled the Engine only.
V6 Engines (Auto Only) are fitted with a Camshaft Sensor that controls Banked Injection.
The Vehicle Starts on Simultaneous Injection.
It switches to Banked Injection upon receiving a signal from the Camshaft Sensor.
If the Camshaft Sensor fails, the Vehicle reverts to Simultaneous Injection.
HOLDEN COMMODORE VR 5.0L V8 (VU Eng.) 1993-95 Engine Management System

Fault Codes
1.
Hard Faults
2.
(Indicated in the Fault Code Table)
This consists of;
Ensure that;
Fault Code Erasure

Diagnostic Mode
Field Service Mode
Start the Engine.
Air / Fuel Ratio
Compared to:
The MIL is OFF
The MIL is ON
Fault Code Table

12*
No RPM Signal
13
14
ECT Sensor Voltage Low -auto trans code
15
ECT Sensor Voltage High -auto trans code
16*
17*
PCM Error
19
TPS Stuck Open
21
TPS Voltage High -auto trans code
22
TPS Voltage Low -auto trans code
23*
IAT Voltage High
24
No Vehicle Speed Sensor -auto trans code
25*
IAT Voltage Low
26*
28
Pressure Switch Assembly Short Circuit -auto trans code
31
33
34
35*
Idle Speed Error
36*
Vacuum Leak
41
42
43*
Knock Sensor Fault
44
45
46
47*
48*
49*
Crank Signal Intermittent
51
PROM Error
52
System Voltage High -auto trans code
53
54
55
Analogue to Digital Error -auto trans code
56*
57
58*
Transmission Fluid Temperature -auto trans code
Voltage Low
59
Voltage High
66
3-2 Shift Control Solenoid Circuit Fault -auto trans code
67
TCC ON-OFF Solenoid Control Circuit -auto trans code
68
Transmission Component Slipping -auto trans code
69*
TCC Stuck ON -auto trans code
72
73
Pressure Control Solenoid Current -auto trans code
75
System Voltage Low
-auto trans code
79
Too High
81
82
83*
2-3 Shift Solenoid B Fault

-auto trans code
-auto trans code
TCC PWM Solenoid Fault -auto trans code
HOLDEN COMMODORE/STATESMAN VS 3.8L V6 (VH Engine) 1995 - 1997 Engine

Management System
TOYOTA LEXCEN 3.8L V6 (VH Engine) 1995 - 1997 Engine Management System
Fault Codes
1.
Hard Faults.
2.
These cause the MIL to be illuminated while the Fault is present.
They will go out approximately Ten Seconds after the Fault disappears.
Faults of either type will cause a fault code to be stored in memory.
See Fault Code Table.
This consists of;
If more than 1 Fault Code is stored in Memory:
This Sequence will continue while ever the System remains in ;
Fault Code Erasure
To Erase Fault Codes
When viewed from the Front of the Vehicle:
There is a Group of 6 Fuses under the Relay Housing Cover behind the Battery.
Fuse # 25 is located in the Back Right Hand Corner.
Relearn Procedure
Whenever Memory Codes are cleared or components are replaced.
It will be necessary to carry out the Relearn Procedure.
In most cases the Relearn Procedure involves a Normal Test Drive.
In Some Cases, however, a More Stringent Procedure is needed.
In such a case follow the procedure outlined below:
1.
Idle in Drive for 30 Seconds with Air Conditioning ON.
2.
Idle in Drive for 30 Seconds with Air Conditioning OFF.
3.
Idle in Neutral for 30 Seconds with Air Conditioning ON.
4.
Idle in Neutral for 30 Seconds with Air Conditioning OFF.
1.
Idle in Neutral for 30 Seconds with Air Conditioning ON.
2.
Idle in Neutral for 30 Seconds with Air Conditioning OFF.
The Fault Codes will be displayed on the MIL
Field Service Mode

Start the Engine.
Air / Fuel Ratio
Compared to:
The MIL is OFF
The MIL is ON
Fault Code Table

Fault Codes marked *
Do NOT illuminate the Malfunction Indicator Light.
Code # Description
12
No RPM Signal
(OK stationary engine)
13
No RH Oxygen Sensor Signal
14
ECT Sensor -auto trans code
Voltage Low
15
ECT Sensor -auto trans code
Voltage High
16*
ECT Sensor voltage unsteady
17*
PCM Error
19
TPS Stuck Open
21
22
23*
IAT Voltage High
24
No VSS -auto trans code
Automatic Only
25*
IAT Voltage Low
26*
28
Pressure Switch Assembly -auto trans code
Short Circuit
31
32
MAF Out of Range
35*
Idle Speed Error
41
42
43*
Knock Sensor Fault
44
RH Exhaust Lean Indication
45
RH Exhaust Rich Indication
46
No Reference Pulses while Cranking
47*
18X Reference Signal Missing
48*
49*
Cam / Crank Signal Error
51
PROM Error
52
53
54
55
57*
58*
Transmission Fluid Temp. -auto trans code
Voltage Low
59
Transmission Fluid Temp. -auto trans code
Voltage High
63
No LH Oxygen Sensor Signal
64
LH Exhaust Lean Indication
65
LH Exhaust Rich Indication
66*
67
69*
72
VSS Intermittent while Driving -auto trans code
73
75
76*
78*
79
81
82
83*
92*
93*
94*
97*

System Voltage Low
-auto trans code
LH & RH Short Term Fuel Trims Differ
LH & RH Long Term Fuel Trims Differ
Transmission Temperature too High
-auto trans code
2-3 shift Control Solenoid Circuit Fault -auto trans code
Torque Converter Clutch PWM Circuit -auto trans code
Low Speed Cooling Fan.
No BCM (body control module) reply
SNEF Circuit Fault
No VSS
Manual Transmission
Canister Purge Circuit
The Diagnostic Connector is located under the Dashboard beneath the Steering Column.
Overview
The Engine Management System on these Vehicles is based on;
And is similar in most respects to the earlier Models.
These Vehicles (Manual & Automatic) were fitted with the Powertrain Control Module (PCM).
Included are also Statesman and Caprice Models.
These Vehicles are fitted with a Camshaft Sensor which controls Sequential Injection.
The Vehicle starts on Simultaneous Injection.
It switches to Sequential Injection upon receiving a signal from the Camshaft Sensor.
If the Camshaft Sensor fails, the Vehicle reverts to Simultaneous Injection.
The Principle Differences are that the Current Version incorporates;
1.
Sequential Fuel Injection
2.
A Hot Wire Mass Air Flow Meter and
3.
Two Exhaust Gas Oxygen Sensors.
PCM (Powertrain Control Module)
The PCM controls all Engine and Automatic Transmission Management Functions.
It communicates with other System Modules such as;
1. The BCM (Body Control Module) and
2. The ABS (Antilock Brake System)
Via a Serial Communication Link.
Automatic Transmission
The 4L60E Transmission uses the PCM to control;
1.
Transmission shifting
2.
Line Pressure and
3.
Torque Converter Clutch
while maintaining good driveability.
The PCM monitors Electrical Signals from various Transmission and Engines Sensors.
Fault Codes can be extracted by Connecting Pin 5 and 6 on the Diagnostic Connector.
This will illuminate the Powertrain Check Lamp.
Transmission Pass Thru Connector
This is an environment protected Connector.
It is designed to protect the Low Voltage and Low Current levels.
These pass between the PCM and the Sensors within the Transmission.
Correct connection within the Connector can be interfered with through;
1.
Bent Pins
2.
Pins pushing away from each other
3.
Contaminants such as Dirt, Water and Corrosion within the Connector
Anything that interferes with this Connector can cause the Transmission to operate incorrectly.
It also causes Diagnostic Trouble Codes to be set.
Vehicle Speed Sensor (VSS) (Manual)
There are Two different Vehicle Speed Sensors used for the Automatic and Manual Vehicles.
It pulses a Voltage to an Earth from the PCM.
Vehicle Speed Sensor (VSS) Automatic Vehicles
This induces a Voltage into the Coil which is sent to the PCM.
HOLDEN COMMODORE VS 5.0L V8 (VU Eng.) 1993-97

Engine Management System
Fault Codes
1.
Hard Faults
2.
(Indicated in the Fault Code Table)
This consists of;
Ensure that;
Fault Code Erasure

Diagnostic Mode
Field Service Mode
Start the Engine.
Air / Fuel Ratio
Compared to:
The MIL is OFF
The MIL is ON
Fault Code Table

12*
No RPM Signal
13
14
ECT Sensor Voltage Low -auto trans code
15
ECT Sensor Voltage High -auto trans code
16*
17*
PCM Error
19
TPS Stuck Open
21
22
23*
IAT Voltage High
24
No Vehicle Speed Sensor -auto trans code
25*
IAT Voltage Low
26*
28
Pressure Switch Assembly Short Circuit -auto trans code
31
33
34
35*
Idle Speed Error
36*
Vacuum Leak
41
42
43*
Knock Sensor Fault
44
45
46
47*
48*
49*
Crank Signal Intermittent
51
PROM Error
52
53
54
55
56*
57
58*
Voltage Low
59
Voltage High
66
67
68
Transmission Component Slipping -auto trans code
69*
72
73
75
System Voltage Low
-auto trans code
79
Too High
81
82
83*
2-3 Shift Solenoid B Fault

-auto trans code
-auto trans code
TCC PWM Solenoid Fault -auto trans code
The Diagnostic Connector is located under the Dashboard beneath the Steering Column.
HOLDEN COMMODORE VT 3.8L V6 (H & S Engines) 1997 - 2000 Engine Management

System
HOLDEN CAPRICE 3.8L V6 (H & S Engines) 1997 - 2000 Engine Management System
HOLDEN STATESMAN 3.8L V6 (H & S Engines) 1997 - 2000 Engine Management System
(Supercharged and Non Supercharged Engines)
Overview
These Vehicle are fitted with the V6 3.8L VH Naturally Aspirated and Supercharged Engines.
Supercharged Engines run a lower (8.5:1) Compression Ratio.
They incorporate Sequential Fuel Injection and Ignition Control.
The Injection System operates Simultaneously during Cranking.
Should the Camshaft Sensor fail, it will revert to Simultaneous Injection.
Close monitoring of Stoichiometic Air/Fuel Ratio is by use of Two Oxygen Sensors.
Supercharged Models use Heated Oxygen Sensors.
The PCM also controls Engine Cooling Fans, Air Conditioning and Auto Transmission Operation.
Fault Codes
The Fault Codes are read as long an short flashes of the Powertrain Checklight.
The long flashes represent the "Tens" and the short flashes represent the "Single" Units.
Each Fault Code will be displayed three times.
If only one Fault Code is stored, there will be a long pause (3.2 seconds)
The Code will then be repeated.
If there is more than one Code stored, each Code will be displayed three times.
At the end of the sequence, following a 3.2 second pause, the Codes will repeat.
Note
As the Engine is Not Running when the Codes are extracted;
Code 12 (No Engine Speed Signal) will be displayed.
This does not indicate a Fault.
When the Ignition is switched to ON, the Powertrain Checklight will illuminate.
When the Engine starts, the Checklight will extinguish.
If an intermittent Fault is detected in the System;
The PCM will illuminate the Powertrain Checklight, indicating a current Fault.
When the Fault ceases, the Checklight will extinguish.
The Fault Code will, however, remain stored in the Fault Code Memory and the "History" memory.
(The History Memory location can only be cleared with a suitable Data Scanner)
Fault Code Erasure
Remove Fuse #31 (located in Fuse Box behind Battery) for 10 Seconds.
Connect a Jumper Wire between the Terminals #5 and #6 on the Diagnostic Connector.
Switch Ignition ON.
Compare flashes to Fault Code Table.
Diagnostic Connector (Data Link Connector)
The Diagnostic Connector is located on the lower edge of the Dash Panel.
It is below the Steering Wheel.
Fault Code Table

12
Engine Speed Detection No RPM Input
(Normal when Engine is Not Running)
No Crankshaft Reference Signal
(Check Wiring, DIS Module, Crankshaft Position Sensor)
Note
Does NOT illuminate the Powertrain Checklight
13
Oxygen Sensor (Right bank) No Input Signal
Oxygen Sensor, Wiring or Connector
14
Engine Coolant Temperature Sensor Voltage Signal LOW
Temperature Sensor
Note
See Engine Coolant Temperature Sensor
15
Engine Coolant Temperature Sensor Voltage Signal HIGH
Temperature Sensor
Note
16
Engine Coolant Temperature Sensor Voltage Signal Unstable
Temperature Sensor Open or Short Circuit (Intermittent)
Wiring or Connectors Open or Short Circuit (Intermittent)
Note
17
Powertrain Control Module Engine Coolant Circuit.
Failure of PCM Circuit Resistor
Note
18
EGR System (Non Supercharged)
Incorrect Gas Flow
EGR Valve Problem, Wiring or Connector
Note
19
Throttle Position Sensor Sensor Jammed
Mechanical problem with Throttle Position Sensor (Broken Internal Spring)
21
Throttle Position Sensor Voltage Signal HIGH
Circuit possibly Shorted to Voltage
22
Throttle Position Sensor Voltage Signal LOW
Circuit possibly Shorted to Ground
23
Intake Air Temperature Sensor Voltage Signal HIGH
Sensor Faulty, Wiring or Connector
Note
24
Vehicle Speed Sensor Automatic Transmission
Signal Input Unchanging (While decelerating)
Note
25
Intake Air Temperature Sensor Voltage Signal LOW
Note
26
29
31
32
35
36
41
42
43
44
45
46
Intake Air Temperature Sensor Voltage Signal Unstable

Sensor Faulty, Wiring or Connector Intermittent
Note
Exhaust Gas Recirculation (EGR) System: Pintle Position Fault
(EGR Position Sensor inside the EGR Valve)
Pintle Jammed
EGR Valve Failure
Note
Theft Deterrent System: No Signal
(Anti-theft communication between PCM and BCM)
Mass Air Flow Sensor
(No adjustments possible on this component)
Voltage Signal Out of Range
Idle Speed Monitor
Idle Speed Error
Sensor Faulty , Wiring or Connector
Note
Vacuum Monitor
Vacuum Leak
Vacuum Hoses, Clamps and fittings
Idle Speed Controller Faulty or Sticking
Note
Electronic Spark Timing Timing Pulse Problem
(Code sets when Cranking)
PCM Terminal# D10 to DIS Module Terminal A
Wiring Circuit Problem - Open or Ground
Note
DIS Module Problem
Electronic Spark Timing Bypass Circuit Fault
(Code sets above 1600 RPM)
DIS module, Wiring or Connector
Knock Sensor Voltage Signal Outside of Specifications
(Too Low or Too High)
Sensor Faulty, Interference in Circuit
Incorrect Mass Air Flow Sensor frequency output (Low)
Incorrect Engine Coolant Temperature Sensor resistance (High)
Note
Oxygen Sensor (Right Bank) Signal Indicates Too Lean
Mechanical Problem
Oxygen Sensor (Right Bank) Signal Indicates Too Rich
Mechanical Problem
Direct Ignition System No Crankshaft Reference Signal
(Received by PCM when Engine cranks)
DIS Module Problem
Wiring or Connector (DIS Module Terminal D to PCM Terminal #D12)
47
48
49
51
52
53
54
55
56
57
58
59
63
64
65
66
67
Direct Ignition System / Crankshaft Position Sensor Missing 18X Signal

DIS Module
Wiring or Connector
Note
Camshaft Position Sensor No Signal (Received by PCM)
Sensor Fault, Wiring or Connector
Note
Camshaft Position Sensor Signal Intermittent (Received by PCM)
Sensor Fault, Wiring or Connector
Note
PCM PROM Error Code
PROM Module
PCM Module
System Voltage High (16 V for 109 min.)
Alternator
System Voltage High (19.5 V for 2 sec.)
Battery, Alternator, Wiring or Connector
Voltage Monitor, Voltage Unstable
Battery, Alternator, Wiring or Connector
PCM - Analogue to Digital Signal Converter Error Code
PCM Module
Exhaust Oxygen Content (Supercharged Models)
Lean Condition Under Load
Mechanical Problem
Fuel Injector Voltage Monitor (Voltage Out of Range)
Main Relay, Battery, Alternator, Wiring or Connector
Note
Transmission Fluid Temp Voltage Low
Wiring, Sensor
Note
Transmission Fluid Temp Voltage High
Wiring, Sensor or Connector
Oxygen Sensor (Left Bank) No Input Signal
See
Oxygen Sensor, Wiring or Connector
Oxygen Sensor (Left Bank) Signal Indicates Lean Exhaust Gas
Oxygen Sensor
Engine Mechanical Problem
Oxygen Sensor (Left Bank) Signal Indicates Rich Exhaust Gas
Oxygen Sensor
Engine Mechanical Problem
3-2 Shift Control Solenoid Circuit Fault
Solenoid, Wiring or Connector
Note
Torque Converter Clutch On-Off Solenoid Control Circuit
Inspect
69
72
73
75
76
78
79
81
82
83
85
91
92
93
94
95
Torque Converter Clutch Stuck On

Wiring, Mechanical Problem
Note
Vehicle Speed Sensor Intermittent While Driving
Sensor, Wiring or Connector
Pressure Control Solenoid Current
System Voltage Low
Wiring, Alternator or Connector
PCM Fuel Trim Circuit - Short Term Fuel Trim (High)
PCM Module
Mechanical Problem causing Fuel Trim adjust to maximum
Note
PCM Fuel Trim Circuit - Long Term Fuel Trim (High)
PCM Module
Mechanical Problem causing Fuel Trim adjust to maximum
Note
Transmission Temp Too High
Slipping, Overheating, Wiring, Sensor
Inspect
Torque Convertor Clutch Pulse Width Modulation Circuit
Wiring or Connector
Note
Transmission Slipping
Difference between Engine RPM and Transmission Output RPM
Note
PCM
Quad Driver Module Fault
PCM Module
Note
Low Speed Fan No Response from BCM
BCM Module, Wiring or Connector
Note
PCM Filter Circuit for Knock Sensor
Signal Noise Enhancement Filter Fault
PCM Module
Note
Vehicle Speed Sensor Manual Transmission
(Signal Input Unchanging while decelerating)
Sensor, Wiring or Connector
Transmission
Torque requested is out of Range
96
97
Air Conditioner Pressure Sensor

Sensor Fail Code
Note
Purge Canister fails to Operate
Note

This Sensor is located at different positions for Supercharged and NON Supercharged Engines.
Supercharged
The Engine Coolant Temperature Sensor is located at the rear of the Left Cylinder Head.
It is near the Thermostat Housing.
Non Supercharged
The Engine Coolant Temperature Sensor is located at the Front of the Engine.
It is just below the Thermostat Housing.
The resistance of the Sensor will vary according to Engine Coolant Temperature. (Thermistor)
The PCM outputs 5 Volts to the Temperature Sensor.
The Voltage in the Circuit will vary:
From 5 Volts approximately when the Engine Coolant is Cold (-20C).
To 2.6 Volts approximately when the Engine Coolant is Hot (80C).
When the Engine Coolant Temperature is below 50C approximately:
The Switch inside the PCM will direct the Voltage through the 4000 Ohm Resistor.
When the Engine Coolant Temperature is above 50C approximately:
The Voltage will be directed through the 348 Ohm Resistor.
To Test Voltage:
See PCM Pin #B5.
To Test Resistance:
@ 20C - Should be 3.555 k Ohms
@ 90C - Should be 0.244 k Ohms
Engine Cooling Fans
There are Two Cooling Fans with Four Terminals each.
Two of the Terminals are Battery Feed and the other Two Terminals are Ground Terminals.
If One of the Ground Terminals is connected to Ground via a Relay;
The Fan will operate at Low Speed.
If both Ground Terminals are connected to Ground via a Relay;
The Fan will operate at High Speed.
The Cooling Fans have 4 Capacitors built into the Wiring Circuits.
If the Capacitors are Open Circuit, the Fan Noise will be heard through the Vehicle Speakers.
If the Capacitors are shorted to Ground, the Fans could run continuously.
(The Fusible Link or Fuse may blow)
Automatic Transmission
The Automatic Transmission is PCM Controlled via the following:
1.
Fluid Pressure Manual Valve Position Switch
2.
Power Economy Switch
3.
Pressure Control Solenoid
4.
Shift Solenoids
5.
Torque Converter Clutch Enable Solenoid
6.
Torque Converter Clutch Pulse Width Modulation Solenoid
Fuel Pressure
Non Supercharged Models
Engine Idling;
Vacuum Line Connected 270 to 350 kPa
Supercharged Models
Engine Idling;
Vacuum Line Connected 290 to 410 kPa
Service Due Indicator Message
A service reminder message is built into the Trip Computer.
1,000 Km before the Service is actually due, the reminder message will appear.
This gives time to arrange for the Service to be carried out.
The message will be shown for 10 seconds whenever the Ignition is switched ON or OFF;
Until the Trip Computer is reset.
When the service is Overdue;
The message will flash for 10 seconds when the Ignition is switched ON or OFF.
Resetting Procedure
1.
With the Ignition OFF, press and hold the Up and Down Buttons of the Trip Computer.
2.
Turn the Iignition ON while holding down both buttons.
3.
Keep both Buttons held in for 2 seconds Approx..
4.
Press the MODE Button until SERV 10,000 Km (relevant numbers) is shown.
5.
Press and hold the UP and DOWN buttons until the display stops flashing.
6.
Turn the Ignition OFF then ON again.
Note
The Service Due Message is calculated only by distance.
Remember that if driving infrequently special Servicing may be required.
PCM
The PCM is located behind the Left Hand Kickpanel.
This Control Module is common to many different Vehicle Builds.
It is fitted with a removable PROM Module, which is specific for a particular Model.
(Type of Engine, Transmission, and Rear Axle etc)
New PCM's are not supplied with a PROM module.
The PCM is self testing and will generate a Fault Code to the Fault Code Memory.
(If any Sensors or Specifications are outside of the operating parameters)
If a Code is generated, the Powertrain Checklight Lamp will be illuminated.
The PCM and the BCM are Security Linked.
If either the PCM or BCM units are replaced, the Security Link must be re-established.
This can only be accomplished with the Tech 2 Data Scanner.
Serial Data Communication (BUS)

Bus communication is used to communicate with other Modules (Computers).
The Master Bus or controller is the Body Control Module (BCM).
This is the Main Communication Centre.
The BCM will request or send information to;
1.
The Power Train Control Module (PCM)
2.
The Electronic Climate Control (ECC)
3.
The Instrument Cluster (INS)
.4
The Anti-lock / Electronic Traction Control System (ABS/ETC)
5.
The Diagnostic Connector (for use with the TECH 2 tool).
The Data provided by each Module may be used by any Module connected to the Bus Line.
Each Module has a unique response, Message Identifier Word (MIW) for identification.
The BCM surveys each Module for an status update Once every 300 milliseconds.
Except the PCM which will update the BCM Twice every 300 milliseconds.
Serial Data from the Bus line can be read via Data Stream by the TECH 2 Tool.
Information can be obtained from Various Modules for diagnosing Faults in the On Board Computers.
Supercharger
The Supercharger consists of two Helical Cut Counter rotating Rotors within a Housing.
The Rotors, which do not touch each other, are mechanically driven by the Main Drive Belt.
Air is drawn into the Supercharger and forced into the Inlet Manifold.
The Inlet Manifold Pressure is boosted to a Positive Pressure of around 50 to 80 kPa (Max).
Supercharger Boost Control Operation
More Air is pumped into the Engine than can be used under Light Engine Loads or at Idle.
Under these situations, Excess Air is recycled back to the Inlet Side of the Rotors.
The efficiency of the Rotors is thereby reduced, consequently reducing the "Boost" Pressure.
The recycling of the Supercharged Air is controlled by the Boost Control Actuator.
(A Diaphragm connected to a Butterfly Valve)
The PCM actuates the Boost Control Actuator through the Boost Control Solenoid.
Supercharger System
Supercharged Vehicles are fitted with a Mechanically Driven Supercharger.
This forces Air into the Combustion Chambers to improve Volumetric Efficiency.
The Supercharger System will greatly improve torque at low Engine Speed.
Boost Pressure is PCM controlled through the Supercharger Boost Control Solenoid.
Supercharger Boost Control Solenoid

Under most Operating Conditions, the Boost Control Solenoid is energised by the PCM.
While the Boost Control Solenoid is in the energised state;
Control of the Bypass Valve is dependant on the vacuum available at the Bypass Valve Actuator.
When the Engine is at Idle;
Maximum Vacuum will be applied to the Bypass Valve Actuator.
Maximum Vacuum will overcome the force of the Bypass Valve Actuator Internal Spring.
This causes the Bypass Valve to be kept open resulting in reduced Boost.
When the Vehicle is accelerating rapidly;
Minimum Vacuum will be applied to the Bypass Valve Actuator.
The Internal Spring in the Bypass Valve Actuator will force the Bypass Valve closed.
This will result in full boost.
Under some driving situations the Boost Control Solenoid will be de-energised.
(Decelerating, Very High Engine Load, driving in reverse)
This allows the Boost Pressure in the Inlet Manifold to bleed back into the Lower Chamber
of the Bypass Valve Actuator and force the Spring back.
This will result in the Bypass Valve opening and Reducing Boost Pressure.
If Removing the Bypass Valve Actuator;
Mark the Bracket so as to ensure correct Installation Alignment.
HOLDEN COMMODORE VT 5.7L V8 (VF Engine) 1999-2000 Engine Management System

HOLDEN CAPRICE 5.7L V8 (VF Engine) 1999-2000 Engine Management System
HOLDEN STATESMAN 5.7L V8 (VF Engine) 1999-2000 Engine Management System
Overview
These Vehicles were produced with the V8 Chevrolet Generation III 5.7L VF Engine.
It features Sequential Fuel Injection, Electronic Spark Control and Electronic Spark Timing.
They use a Powertrain Control Module (PCM) which controls Engine and transmission Operation.
The Transmission used is different to that used in the V6.
Close monitoring of Stoichiometric Air/Fuel Ratio is achieved by using Two Oxygen Sensors.
The 16 Pin Diagnostic Connector is located under the Right Hand Side of the Instrument Panel.
It is below the Steering Column.
Fault Codes
These Vehicles use OBDII Style Fault Codes.
(See Diagnostic Trouble Codes)
Fault Code Erasure
Fault Code Erasure can be carried out Only with an OBDII Compatible Scan Tool:
Such as the OTC 4000 Enhanced.
Fault Code Extraction can be carried out Only with an OBDII Compatible Scan Tool:
Such as the OTC 4000 Enhanced.
Ps: These devices start from $4000
Fault Code Table - Diagnostic Trouble Codes (DTC)
P0101 Mass Air Flow Sensor
Out of Range
Frequency Low
Frequency High
P0107 Manifold Absolute Pressure Sensor
Low Voltage
P0108 Manifold Absolute Pressure Sensor
High Voltage
P0112 Intake Air Temperature Sensor
Low Voltage
High Voltage
P0117 Engine Coolant Temperature Sensor
Low Voltage
High Voltage
P0121 Throttle Position Sensor
Out of Range
Low Voltage
High Voltage

Slow To Operate
P0131 Heated Oxygen Sensor Bank 1
Low Voltage
High Voltage
Slow Response
Out of Range
Heater Malfunction
Low Voltage
High Voltage
Slow Response
Out of Range
Heater Malfunction
P0171 Fuel Mixture Bank 1
Lean
P0172 Fuel Mixture Bank 1
Rich
P0174 Fuel System Bank 2
Lean
P0175 Fuel System Bank 2
Rich
P0218 Transmission Fluid Temperature
High
P0230 Fuel Pump Circuit
Malfunction
P0325 Knock Sensor Circuit
Out of Range
P0327 Front Knock Sensor
Malfunction
P0332 Rear Knock Sensor
Malfunction
P0335 Crankshaft Sensor
No Voltage Cranking
P0336 Crankshaft Sensor
No Voltage Running
P0341 Camshaft Sensor
Out of Range
Low Voltage
High Voltage
P0351 Ignition Control Cylinder #1 Circuit
Malfunction
Malfunction

Malfunction
Malfunction
Malfunction
Malfunction
Malfunction
Malfunction
P0443 Emission Canister Purge Valve Circuit
Malfunction
P0481 Cooling Fans High Speed Control Circuit
Malfunction
P0502 Vehicle Speed Sensor
Low Voltage
P0503 Vehicle Speed Sensor
Intermittent Voltage
P0506 Idle Air Control Circuit
Idle Speed Low
P0507 Idle Air Control Circuit
Idle Speed High
P0522 Engine Oil Pressure Sensor
Low Voltage
P0523 Engine Oil Pressure Sensor
High Voltage
P0530 Air Conditioner Refrigerant Pressure Sensor
Out of Range
P0562 Ignition Voltage Supply
Low Voltage
P0563 Ignition Voltage Supply
High Voltage
P0601 Powertrain Control Module Memory.(PCM)
Malfunction
P0602 Powertrain Control Module Memory.(PCM)
Not Programmed
P0608 Vehicle Speed Output Signal
Out of Range
P0654 Engine Speed Output Signal
Out of Range
P0705 Transmission Range Switch Circuit
Out of Range
P0706 Transmission Range Switch Circuit
Out of Range
P0711 Transmission Fluid Temperature Sensor
Out of Range
Low Voltage
High Voltage
P0719 Brake Switch Circuit
Low Voltage
P0724 Brake Switch Circuit

High Voltage
P0740 Torque Converter Clutch Solenoid Circuit
Out of Range
Stuck ON
P0748 Pressure Control Valve Solenoid Circuit
Out of Range
P0751 1-2 Shift Valve Solenoid
Malfunction
Out of Range
Malfunction
Out of Range
Out of Range
Intermittent High Voltage
Intermittent Low Voltage
Switching Low
Transmission Time Out of Range
Switching Low
Transmission Time Out of Range
P1258 Engine Coolant Over Temperature Circuit
Malfunction
P1539 Air Conditioner Clutch Status Circuit
High Voltage
P1546 Air Conditioner Clutch Status Circuit
Low Voltage
P1626 Theft Deterrent Fuel Enable Circuit
Malfunction
P1630 Theft Deterrent PCM
Password Learn Mode
P1631 Theft Deterrent
Password Incorrect
P1635 5 Volt Reference #1 Circuit
Manifold Absolute Pressure Sensor,
Throttle Position Sensor and Oil Pressure Sensor Out of Range
P1639 5 Volt Reference #2 Circuit
Air Conditioner Pressure Sensor Out of Range
P1810 Transmission Fluid Pressure Position Switch Circuit

Out of Range
Malfunction
P1870 Transmission Slip
Out of Range
B2002 Low Speed Cooling Fan Circuit
NO Body Control Module Response
B2006 Powertrain Interface Module Serial Data To Powertrain Control Module
No Data Transfer
B2007 Starter Relay
Voltage High
B2009 Powertrain Control Module EEPROM
Incorrect Reading
PCM
The PCM uses two 80 Pin Connectors.
It is located on the Left Hand Side of the Engine Compartment.
It is mounted on the Inner Guard Panel, near the Engine Coolant Surge Tank.
The PCM is connected to the Body Control Module (BCM) and Diagnostic Connector through;
The Powertrain Interface Module (PIM).
The PCM controls:
1. Engine.
3. Air Conditioner Compressor Clutch and
2. Transmission. 4. Electronic Traction Control (If Fitted)
EEPROM
The EEPROM is part of the PCM and is Not Replaceable.
IF a new PCM is fitted, or If PCM Power is disconnected;
The EEPROM will require Programming. (Tech 2 Data Scanner ONLY)
Idle Re-learn is required and a Functional Check should be carried out.
PCM Connectors
There are Two Connectors on the PCM.
Connector J1, Blue Connector is Closest to the Engine.
Connector J2, Red Connector is toward the Outside of the Vehicle.
Powertrain Interface Module (PIM)
The PIM is located under the Left Hand Side Passenger Kick Panel.
It is NOT Repairable.
The PIM is an Electronic Module which acts as an interface between the following:
1. Body Control Module
2. PCM
3. Instrument Panel and
4. Data Link Connector.
The GEN III System uses 2 Types of Serial Data.
The PIM translates both types and sends the Signals to the Correct Devices.
Older (UART) System

The Older System (UART) is 5 Volts Pulses at a Fixed Pulse Width.
Transmitted at 8,192 Bits per Second from Body Control Module.
New (Class II) System
The New System (Class II) is 7 Volts Pulses at Several Pulse Widths.
Transmitted at 10,400 Bits per Second from Powertrain Control Module.
The PIM Translates for the:
1. Starter Motor Operation.
6. Gear Position Indicator Lamps.
2. Malfunction Indicator Lamp.
7. Air Condition Request Signal.
3. Cooling Fan Low Speed Operation.
8. Power/ Economy Lamp.
4. Oil Pressure Warning Lamp.
9. Theft Deterrent Immobilisation.
5. Low Coolant Lamp.
If the PIM is replaced, the BCM, PIM and PCM Must be Electronically Security Linked.
This Can Only be Performed with a Tech 2 Data Scan Tool.
Pin 6 UART Serial Data. Pin 11 Diagnostic Test Enable.
Pin 7 Class II Serial Data. Pin 15 Ignition Power.
Pin 8 Starter Relay.
Pin 16 Ground.
Reverse Lock Out Solenoid (Manual Transmission)
The Reverse Lock Out Solenoid is located on the Left Hand Side of the Extension Housing.
This ON / OFF Solenoid receives it's voltage through Fuse F32.
At Speeds >5KPH, it is De-energised to Prevent the Selection of Reverse Gear.

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The Sequence will be Repeated.

Fault Code Table

Crankshaft Position Sensor

Cleaning of Throttle Body Bore:

1988 to 1990 1991 ON

Manifold Air Temperature Sensor

Air Conditioner Condensor Fan Relay

Automatic Transmission Over Temperature Switch

HOLDEN COMMODORE VN VG VQ 5.0L V8 (VU Eng) 1989 91 Engine Management System

Field Service Mode

Fault Code Table

Fuel Injector (EFI) Relay

Idle Air Control Valve (IACV)

Ignition Lead Resistance

Knock Sensor - Signal Noise Enhancement Filter (SNEF) (If Fitted)

Automatic Transmission (4L60)

Vehicle Speed Sensor (VSS)

Air Conditioner Evaporator Temperature Cycling Switch

HOLDEN COMMODORE VP V6 3.8L (VH) 1991-93 Engine Management System

Followed by a Longer Pause.

Fault Code Table

Crankshaft Position Sensor

Fuel Pump Relay

Cleaning of Throttle Body Bore:

1988 to 1990 1991 ON

A Failure in the C31 System may set a Code 41 or 42.

Vehicle Speed Sensor

Anti-theft Emergency Switch

HOLDEN COMMODORE VP 5.0L V8 (VU Eng) 1989 91 Engine Management System

Field Service Mode

Engine Coolant Temperature Sensor

Fuel Pump Relay

Idle Speed (Base)

Allow idle to Stablise for;

Ignition Timing (Base)

Manifold Air Temperature (MAT) Sensor

Throttle Position Sensor

Vehicle Speed Sensor (VSS)

Air Conditioner High Refrigerant Pressure Switch

HOLDEN COMMODORE VR 3.8L V6 (VH Engine) 1993-95 Engine Management System

The Code is then repeated.

Air / Fuel Ratio

Fault Code Table

2-3 Shift Solenoid B Fault auto trans code

HOLDEN COMMODORE VR 5.0L V8 (VU Eng.) 1993-95 Engine Management System

Fault Code Erasure

Fault Code Table

2-3 Shift Solenoid B Fault

HOLDEN COMMODORE/STATESMAN VS 3.8L V6 (VH Engine) 1995 - 1997 Engine

Field Service Mode

Fault Code Table

Pressure Control Solenoid Current -auto trans code

HOLDEN COMMODORE VS 5.0L V8 (VU Eng.) 1993-97

Fault Code Erasure

Fault Code Table

2-3 Shift Solenoid B Fault

HOLDEN COMMODORE VT 3.8L V6 (H & S Engines) 1997 - 2000 Engine Management

Fault Code Table

Intake Air Temperature Sensor Voltage Signal Unstable

Direct Ignition System / Crankshaft Position Sensor Missing 18X Signal

Torque Converter Clutch Stuck On

Air Conditioner Pressure Sensor