For 1990-2009 cars

Refer to Scan Tool manual for complete information on scan tool diagnostics. The following information is to help in performing the diagnosis.

### Scan Tool

The scan tool, when plugged into the DLC, becomes part of the vehicle's electronic system. The scan tool can perform the following functions:

• | Display ABS/TCS data.

• | Display and clear ABS/TCS diagnostic trouble codes.

• | Control ABS/TCS components.

• | Perform extensive ABS/TCS diagnosis.

• | Provide diagnostic testing for intermittent ABS/TCS conditions.

Verify the proper system operation and the absence of DTCs after completing the clearing procedure.

In general the scan tool has five test modes for diagnosing the ABS/TCS.

• | DATA DISPLAY -- In this test mode, the scan tool continuously monitors wheel speed data, brake switch status and other inputs and outputs.

• | DTC HISTORY -- In this mode, DTC history data is displayed. This data includes how many ignition cycles since the DTC occurred, along with other information for the last DTC set. The first three and last DTC set are included in the ABS history data.

• | DTCs -- In this test mode, diagnostic trouble codes stored by the EBCM/EBTCM, both current ignition cycle and history, may be displayed or cleared.

• | SNAPSHOT -- In this test mode, the scan tool captures data before and after a system malfunction (auto trigger), from a forced manual key press, or from a DTC setting.

• | SPECIAL FUNCTIONS -- In this test mode, the scan tool performs various functional tests to assist in problem isolation during troubleshooting.

#### SCAN TOOL SPECIAL FUNCTIONS

The following scan tool ABS/TCS tests can be used to assist in diagnosing the ABS/TCS malfunction.

#### Manual Control

This function can be used to manually control the ABS/TCS motors and solenoids.

#### Motor Test (Apply/Release)

Each motor can be manually turned ON for up to five seconds, at a current of 10 amps in forward (pressure apply) or 6 amps in reverse (pressure release). After running the motors, the command and feedback currents will be stored in the snapshot buffer. This information can be reviewed to determine if the motors are operating properly.

The test below describes how the front motors will normally operate. The rear motor can be tested in a similar manner, except there will be only a slight pedal drop (bump) and rise during the test.

1. Turn the ignition switch to the OFF position.
2. Install a scan tool.
3. Turn the ignition switch to the ON position.
4. Select SPECIAL FUNCTIONS, MANUAL CONTROL.
5. Pump brake pedal until firm to deplete vacuum from power booster.
6. Depress and hold brake pedal.
7. RELEASE the motor to be tested. The brake pedal should move smoothly toward the floor. As the pedal drops, the feedback current should momentarily drop to only a few amps (indicating motor movement) and then become equal to command current (6 amps). This indicates the motor is no longer moving since the piston has reached the bottom of the bore. Rough or jumpy pedal movement indicates an intermittent electrical connection within the motor.
8. With the brake pedal still depressed and at the floor, "apply" the same motor. The brake pedal should now smoothly rise back to the top of its travel. The feedback current should momentarily drop to a few amps, then quickly increase to the command current (10 amps). This indicates the motor is no longer moving since the piston has reached the top of the bore (home position).

#### Solenoid Test (ON/OFF)

1. Turn the ignition switch to the OFF position.
2. Install a scan tool.
3. Turn the ignition switch to the ON position.
4. Select SPECIAL FUNCTIONS, MANUAL CONTROL.
5. "Release" the motor for the channel being tested.
6. Select the solenoid for the channel being tested.
7. With no brake pedal pressure applied, turn the solenoid ON.
8. Depress the brake pedal. It should be very high and firm.

If the pedal goes nearly to the floor, the solenoid is leaking or not closing and/or the check ball is leaking.

9. With brake pressure still applied, turn the solenoid OFF. The brake pedal should drop immediately. This verifies normal solenoid operation. If the pedal does not drop and the motor is moving, the solenoid is stuck ON or OFF. To verify which solenoid is stuck, "apply" the motor for the channel being tested.

• | If the brake pedal rises, the solenoid is stuck OFF (open) or the check ball is leaking.

• | If the pedal drops suddenly, the solenoid is stuck ON (closed).

• | If the pedal (while depressing) slowly sinks toward the floor or if it rises during the "apply" of the motor, perform the following:

1. | Physically switch the two solenoids.

2. | Repeat the test for the channel in question.

A. If the pedal continues to sink, the check ball is leaking. Replace the Brake Modulator. Refer to Brake Modulator/Master Cylinder Assembly Replacement in this section.

B. If the test now works properly, test the other channel. If the pedal sinks or rises, replace the solenoid in this channel.

C. If the test fails for the same channel, the check valve is leaking. Replace the Brake Modulator. Refer to Brake Modulator/Master Cylinder Assembly Replacement in this section.

Important: After performing Step 9 it will be necessary to bleed the brake system.

#### Hydraulic Control Test

This test is used to verify base brake apply and ABS release, hold, and apply functions. During testing, if a problem is encountered, the scan tool will provide information on the problem.

1. Turn the ignition switch to the OFF position.
2. Raise the vehicle such that all wheels to be tested are off the ground.
3. Install a scan tool.
4. Turn the ignition switch to the ON position.
5. Select SPECIAL FUNCTIONS, HYDRAULIC CONTROL.
6. Select the channel to be tested. When testing the rear brakes, both rear wheels should rotate and not rotate together at the various points in the test, this is true because both rear brake pressures are controlled together.
7. Firmly depress brake pedal. Pedal should remain high and firm.
8. Have an assistant attempt to rotate the wheel being tested. If the wheel does not rotate, base brake apply is working properly.
9. With the brake pedal still depressed, start the test. The brake pedal should remain high and firm (if the brake pedal moves toward the floor, verify the solenoid electrical connectors are connected to the correct solenoids).
10. With the brake pedal still depressed, have the assistant attempt to rotate the wheel. The wheel should rotate with little or no resistance for the full 18 seconds of the test.
11. After 18 seconds, brake pressure will be applied and a slight bump may be felt in the pedal. This is normal. The assistant should not be able to rotate the wheel at this point.

#### Motor Test

Once the motor pack has been separated from the hydraulic modulator, this test will help determine if the motor pack is operating properly.

The scan tool will command the motors in one direction, then the other.

• | If any motor does not turn in both directions, the motor pack is malfunctioning and must be replaced. Refer to ABS Motor Pack Replacement or Traction Control System Motor Pack Replacement under Motor Pack Repair in this section.

• | If all three motors (ABS) or two motors (TCS) rotate, try to rotate each gear on the hydraulic modulator.

#### No Gear Movement

After the ABS motor pack has been removed, rotate each gear by hand on the hydraulic modulator. The front gears (non-center gears) should be able to be rotated approximately 8.75 full turns, lock to lock. If the gear does not turn freely or at least 8.5 turns are not possible, replace the hydraulic modulator.

The rear gear should rotate approximately 3.75 turns. If the gear does not turn freely or at least 3.5 turns are not possible, replace the hydraulic modulator.

After the TCS motor pack has been removed, rotate each gear by hand on the hydraulic modulator. Both gears should be able to be rotated approximately 7 full turns, lock to lock. If the gear does not turn freely or at least 7 turns are not possible, replace the hydraulic modulator.

Refer to ABS Motor Pack Replacement or Traction Control System Motor Pack Replacement under On-Vehicle Service in this section if replacement of the modulator is indicated above.

#### Gear Tension Relief Sequence

When the displacement cylinder pistons are in the upmost (home) position, each motor will have prevailing torque due to the force necessary to ensure each piston is held firmly at the top of its travel. This torque results in "gear tension," or force on each gear that makes motor pack separation difficult. To avoid injury, or damage to the gears, the GEAR TENSION RELIEF function briefly reverses each motor to eliminate the prevailing torque. Always perform the GEAR TENSION RELIEF function prior to removing the hydraulic modulator or motor pack from the vehicle.

#### Relay Test

This test allows a technician to monitor the available voltage at the EBCM/EBTCM while turning the Electronic Brake Control Relay ON and OFF. When the relay is commanded ON, the voltage should be equal to battery voltage. When the relay is OFF, the voltage should drop below five volts.

Important: Voltage will not drop to zero when the relay contacts are open due to capacitors in the EBCM/EBTCM. If voltage drops below five volts, the relay is operating properly.

#### Voltage Load Test

The ABS/TCS system can draw significant amounts of current when operating. This test turns ON many of the system components to load-test the vehicle's electrical system. If intermittent EBCM/EBTCM operation or low voltage malfunctions are occurring, this test will allow you to monitor two separate power circuits for ABS: ignition and battery. If only one of these two inputs drops below 10 volts during testing, a high resistance may be present in that power feed circuit.

#### Lamp Test

This test allows the user to control ALL the warning indicators associated with the Instrument Cluster. It can be used to check the indicator circuits and the serial data link to the Instrument Cluster. When using this test, ALL the indicators associated with the Instrument Cluster will be ON. This test is similar to a BULB CHECK.

#### Rehome Test

The motor rehome function will return all of the hydraulic modulator pistons to their upmost "home" position. This allows all fluid paths within the modulator to be open so that the modulator can be properly bled. The motor rehome function must ALWAYS be used prior to bleeding the brake system.

Important: The motor rehome function cannot be performed if any current DTCs are present. If current DTCs are present, the vehicle must be repaired and DTCs cleared before performing the motor rehome function.

### Enhanced Diagnostics

Enhanced diagnostic information is found in the Enhanced Diagnostic function of the scan tool. Enhanced diagnostic information provides the service technician with specific malfunction occurrence information. The following occurs for each of the first three diagnostic trouble codes stored and the very last diagnostic trouble code stored:

• | Data is stored to identify the specific DTC.

• | The number of diagnostic trouble code occurrences are stored.

• | The number of drive cycles since the malfunction first and last occurred are stored. A drive cycle occurs when the ignition is turned to ON.

• | The drive cycle counter will increase by turning the ignition switch to ON and OFF if a malfunction is present.

• | The first three diagnostic trouble codes are stored in the order of occurrence. The order of the first three diagnostic trouble codes are used to determine if a previous malfunction is linked to the most recent malfunction, such as an intermittent wheel speed sensor which later becomes completely open.

In difficult diagnostic situations use the above information to identify malfunction occurrence trends.

• | Did the malfunction only occur once over a large number of drive cycles, indicating an unusual condition present when it occurred?

• | Does the malfunction occur infrequently over a large number of drive cycles, indicating that special diagnostic techniques may be required to identify the source of the malfunction?

Review the following malfunction example:

1. A malfunction occurred 1 out of 50 drive cycles
2. This malfunction is intermittent and has not recurred for 49 drive cycles
3. A malfunction of this type is difficult or impossible to duplicate
4. The malfunction may have been caused by a severe vehicle impact such as a large pot hole or speed bump at high speed, etc.
5. A severe vehicle impact can momentarily open an electrical connector
6. A severe vehicle impact can cause unusual vehicle suspension movement
7. A malfunction resolution is unlikely
8. The malfunction may never recur
9. Check the diagnostic aids provided for that DTC

Review the following example:

• | A malfunction occurred 10 out of 20 drive cycles

• | The odds of finding the cause of the malfunction are good

• | The malfunction may be easily reproduced

A malfunction that occurs more frequently increases the odds of finding the cause of the malfunction. Use the additional malfunction data to determine if a malfunction is randomly intermittent. Use the additional malfunction data to determine if it has not recurred for long periods of time due to weather changes or a repair prior to this visit.

Review the following example:

1. A DTC occurred 10 of 20 drive cycles, but has not recurred for 10 drive cycles
2. This means a malfunction occurred 10 of 10 driver cycles, but has not reoccurred since.
3. A significant environment change or a repair may have occurred 10 drive cycles ago
4. If no repair was made, focus on diagnosis techniques used to locate difficult-to-recreate problems. Refer to Diagnostic Aids for the DTC in question.