2004 Cadillac XLR Systems

Transcription

2004
Cadillac XLR
Systems
Course #10446.55B
Caution
In order to reduce the chance of personal injury and/or property damage,
carefully observe the following information:
The service manuals of General Motors Corporation are intended for use by
professional, qualified technicians. Attempting service procedures without the
appropriate training, tools, and equipment could cause personal injury, vehicle
damage, or improper vehicle operation. Proper vehicle service is important to
the safety of the service technician and to the safe, reliable operation of all
motor vehicles. If a replacement part is needed, use the same part number or an
equivalent part. Do not use a replacement part of lesser quality.
The service manuals contain effective methods for performing service
procedures. Some of the procedures require the use of tools that are designed
for specific purposes.
Accordingly, any person who intends to use a replacement part, a service
procedure, or a tool that is not recommended by General Motors, must first
establish that there is no jeopardy to personal safety or the safe operation of the
vehicle.
The service manuals contain Cautions and Notices that must be observed
carefully in order to reduce the risk of injury. Improper service may cause
vehicle damage or render the vehicle unsafe. The Cautions and Notices are not
all-inclusive. General Motors cannot possibly warn of all the potentially
hazardous consequences that may result by not following the proper service
procedures.
The service manuals cover service procedures for vehicles that are equipped
with Supplemental Inflatable Restraints (SIR). Failure to observe all SIR
Cautions and Notices could cause air bag deployment, personal injury, or
otherwise unneeded SIR repairs. Refer to the SIR component and wiring
location views in Restraints before performing a service on or around SIR
components or wiring.
If multiple vehicle systems are in need of repair, including SIR, repair the SIR
system first to reduce the risk of accidental air bag deployment and personal
injury.
Table of Contents
2004 Cadillac XLR Systems
Foreword
This manual contains information about the systems found on the 2004 Cadillac XLR. Always refer to the
applicable vehicle service information and appropriate Technical Service Bulletins for additional information
regarding specific system operation and diagnostic/repair procedures.
When this manual refers to a brand name, a number, or a specific tool, you may use an equivalent product in
place of the recommended item.
All information, illustrations and specifications in this manual are based on the latest product information available
at the time of publication approval. General Motors reserves the right to make changes at any time without notice.
When technical assistance is required, call the Technical Assistance Center at 1-877-446-8227.
Published by General Motors Corporation, Service Operations, Warren, Michigan 48090-9008.
© 2003 GENERAL MOTORS CORPORATION. ALL RIGHTS RESERVED. Information cutoff date 4-08-03.
LITHO IN U.S.A.
No part of this book may be reproduced, stored in any retrieval system, or transmitted in any form or by any means
(including but not limited to electronic, mechanical, photocopying, and recording) without prior written permission
of General Motors Corporation. This applies to all text, illustrations, tables and charts.
All product names throughout this book are trademarks or registered trademarks of their respective holders.
i
Table of Contents
Table of Contents
1. Introduction ...................................................... 1-1
Scan Tool Communications ........................... 1-2
Functional Diagnostics ................................... 1-3
F0: Vehicle Control Systems ........................ 1-4
DTC Symptom Numbers .............................. 1-5
DTC Symptom Description .......................... 1-5
2. Powertrain Systems Overview ....................... 2-1
Camshaft Position Actuator System ............... 2-1
Throttle Actuator Control (TAC) ...................... 2-5
Crankshaft Position (CKP) Sensor ................. 2-6
Ignition ............................................................ 2-6
Wide-Band HO2S ........................................... 2-7
Air Intake ........................................................ 2-8
Fuel Supply System ........................................ 2-8
Fuel Pump Speed Control Module ............... 2-9
Dual Fuel Tanks ......................................... 2-11
Integral Catalytic Converters ........................ 2-12
Variable Speed Cooling Fan Control ............ 2-13
5L50-E Automatic Transmission .................. 2-14
3. Exterior Systems Overview ............................ 3-1
Easy Key — Vehicle Entry ............................. 3-1
Control Module ............................................. 3-1
Antennas ...................................................... 3-3
Door Functions ............................................... 3-4
Loss of Power .............................................. 3-8
Indexing Door Glass ....................................... 3-9
Folding Top ................................................... 3-11
Folding Top Control (FTC) Module ............ 3-12
Hydraulics .................................................. 3-16
System Inputs ............................................ 3-18
Other Vehicle Antennas ............................... 3-19
Underhood Bussed Electrical
Center (UBEC) ............................................. 3-20
4. Chassis Systems Overview ............................ 4-1
Body Structural Overview ............................... 4-1
Chassis Electronics ........................................ 4-2
StabiliTrak .................................................... 4-3
MagnaRide Suspension ............................... 4-4
ii
5. Interior Systems Overview ............................. 5-1
Easy Key — Ignition Functions ...................... 5-1
Turning Ignition On ...................................... 5-1
Low Battery/RF Interference
Start-Up ........................................................ 5-3
Adaptive Cruise Control ................................. 5-4
Gap Switch ................................................... 5-7
Default Operation ......................................... 5-8
Alignment ..................................................... 5-8
Heated/Cooled Seats ..................................... 5-9
Heat/Cool Seat Module ................................ 5-9
Heating, Ventilation & Air Conditioning
(HVAC) ......................................................... 5-12
“Rolling Film” Mode Doors ......................... 5-13
Other Features ........................................... 5-13
Infotainment System ..................................... 5-14
Integrated Body Control Module (BCM) ....... 5-15
Run Crank Relay ........................................ 5-15
GMLAN/Class 2 Gateway .......................... 5-19
Supplemental Inflatable Restraint (SIR)
System .......................................................... 5-21
6. Service Tools ................................................... 6-1
Essential ......................................................... 6-1
Essential Getrag ............................................. 6-1
Recommended ............................................... 6-2
Q. Final Test Questions ..................................... Q-1
Course Completion Procedure ...................... Q-3
Course Survey ............................................ Q-3
1. Introduction
1. Introduction
The 2004 Cadillac XLR luxury roadster with sportscar roots offers a stunning combination of style,
performance and technology (figure 1-1):
•
•
•
Throttle Actuator Control (TAC)
Camshaft Position Actuator Control
Dual Fuel Tanks
•
•
•
5L50-E Transmission w/Driver Shift
Control (DSC)
Easy Key
Indexing Door Glass
•
•
Rear Park Assist
Power Folding Top
•
•
•
Adaptive Cruise Control
Head-Up Display (HUD)
Heated/Cooled Seats
Figure 1-1, 2004 Cadillac XLR
— IMPORTANT —
The wiring diagrams included in this booklet are provided to enhance your
understanding of system functions. Resourses were preliminary. When servicing an
actual vehicle, refer to latest published service information (SI).
1-1
1. Introduction
Scan Tool Communications
GMLAN
CLASS 2
Figure 1-2, XLR Serial Data Buses*
In order to truly understand the XLR vehicle systems,
it is important to look at the new way these systems
will be examined in the service bay.
As you learned in the Features video, there are two
communications buses on the XLR: class 2 and the
new high speed GMLAN data bus (figure 1-2). A scan
tool, such as the Tech 2, requires a new additional link
in your communication with the vehicle. It is called the
CANdi module (figure 1-3). CANdi stands for
Controller Area Network diagnostic interface. The
CANdi module allows the scan tool to have bidirectional communications with both buses.
Figure 1-3, CANdi Module
* Class 2 controllers are actually arranged in a “star” configuration. Layout shown was created to clearly identify both serial data buses and
the included controllers.
1-2
1. Introduction
Functional Diagnostics
Along with GMLAN, a new diagnostic strategy, called
“functional diagnostics,” offers more detailed service
information and a more direct way to interrogate
vehicle systems and their operation.
One of the first things you will notice about functional
diagnostics on the Tech 2 is that you only need to
build the vehicle once. Then, you can go from vehicle
system to vehicle system without re-identifying the
vehicle for the tool. Also, the tool menu is divided up
into functional areas (figure 1-4).
These functional areas align with the categories in
the service information to aid diagnostic
effectiveness. Main menu:
Figure 1-4, Functional Diagnostics Menu
F0 — Vehicle Control Systems
F1 — HVAC
F2 — Steering
F3 — Suspension
F4 — Brakes
F5 — Engine
F6 — Transmission/Transaxle
F7 — Body & Accessories
F8 — Restraints
1-3
1. Introduction
F0: Vehicle Control Systems
F0: Vehicle Control Systems should be particularly
noted. Selecting Computer/Integrating Systems under
F0: Vehicle Control Systems and then Vehicle DTC
Information, the scan tool individually checks each
system module for communications and DTCs. A full
chart is constructed as each is listed with the number
of DTCs present (figure 1-5).
Once all the controllers have been contacted, the tool
re-orders the module list (figure 1-6).
Communications errors and quantity of DTCs
determine the order. When each controller is
highlighted, the corresponding DLC pins are called
out for diagnosing system communication concerns, if
necessary.
Figure 1-5, Controller Listing
Figure 1-6, Priority Listing
1-4
Inside the various functional areas, there are more
targeted data lists for each of the involved controllers.
Each controller in the system will have a data list or
lists that only concern the input and output
parameters that contribute to that controller and its
functional features.
1. Introduction
DTC Symptom Numbers
As part of functional diagnostics, there is a slight
variation to the DTC numbering strategy for most
areas, other than powertrain. Powertrain DTCs are
governed by OBDII standards.
To help reduce the number of DTCs, but at the same
time provide more diagnostic information, there is an
additional DTC “symptom” number used with GMLAN
control modules. As shown in Figure 1-7, the 03
means an “voltage below threshold.” 07 would
identify “voltage above threshold.”
Figure 1-8 lists the full range of possible symptom
numbers to support functional diagnostics.
The DTCs for this vehicle include DTC symptoms. A
DTC symptom is a 2-digit number which adds
additional detail to a DTC. The DTC symptom
provides the technician additional information without
requiring a large increase in the number of new
DTCs.
Figure 1-7, DTC with Symptom Number
DTC Symptom Categories
The DTC symptom is made up of 2 alphanumeric digits. The first digit following the DTC indicates the DTC
symptom category. There are 16 possible categories available in the range of 0 through the letter F. Currently
there are 8 categories in use, 0 through 7. These 8 categories together with their definitions are given below.
DTC Symptom Description
Category #
Category Name
Category Description
0
General Electrical Failures
This category includes standard wiring failure modes, direct
current quantities related by Ohm's Law and quantities related to
amplitude, frequency or rate of change, and wave shape.
1
Additional General Electrical Failures
This category includes the overflow from the previous category.
2
FM/PWM (Frequency/Pulse Width
Modulated) Failures
This category includes faults related to frequency modulated and
pulse width modulated inputs and outputs of the ECU. This
category also includes faults where position is determined by counts.
3
ECU Internal Failures
This category includes faults related to memory, software, and
internal electrical circuitry; requiring ECU replacement.
4
ECU Programming Failures
This category includes faults based related to operational software,
calilbrations, and options; remedied by programming the ECU.
5
Algorithm Based Failures
This category includes faults based on comparing two or more
input parameters for plausibility or comparing a single parameter
to itself with respect to time.
6
Mechanical Failures
This category includes fault detected by inappropriate motion in
response to an ECU controlled output.
7
Bus Signal/Message Failures
This category includes faults related to bus hardware and signal
integrity. This category is also used when the physical input for
a signal is located in one ECU and another ECU diagnoses the circuit.
8-F
Reserved by Document
Not in use at this time.
1-5
1. Introduction
1-6
DTC Symptom
00
no additional information
01
short to battery
02
short to ground
03
voltage below threshold
04
open circuit
05
short to battery or open
06
short to ground or open
07
voltage above threshold
08
signal invalid
09
rate of change above threshold
0A
rate of change below threshold
0B
current above threshold
0C
current below threshold
0D
resistance above threshold
0E
resistance below threshold
11
above maximum threshold
12
below minimum threshold
13
voltage low/high temperature
14
voltage high/low temperature
15
signal rising time failure
16
signal failing time failure
17
signal shape/waveform failure
18
signal amplitude < minimum
1F
intermittent
21
incorrect period
22
low time < minimum
23
low time > maximum
24
high time < minimum
25
high time > maximum
26
frequency too low
27
frequency too high
28
incorrect frequency
29
too few pulses
2A
too many pulses
1. Introduction
DTC Symptom
2B
missing reference
2C
reference compare error
31
general checksum failure
32
general memory failure
33
special memory failure
34
RAM failure
35
ROM failure
36
EEPROM failure
37
watchdog/safety processor failure
38
supervision software failure
41
operational software/calibration data set not programmed
42
calibration data set not programmed
44
security access not activated
45
variant not programmed
46
vehicle configuration not programmed
47
VIN not programmed
48
theft/security data not programmed
51
calculation failure
52
compare failure
53
temperature low
54
temperature high
55
expected number of transitions/events not reached
56
allowable number of transitions/events exceeded
57
expected reaction after event didn't occur
58
incorrect reaction after event
59
circuit/component protection time-out
61
actuator stuck
62
actuator stuck open
63
actuator stuck closed
64
actuator slipping
65
emergency position not reachable
71
invalid serial data received (signal validity bit indicates failure)
72
alive counter incorrect/not updated
73
parity error
74
value of signal protection calculation incorrect
75
signal above allowable range
76
signal below allowable range
1-7
1. Introduction
Notes
1-8
2. PowertrainOverview
Systems Overview
2. Powertrain Systems
Your experience with the previous-version Northstar will definitely contribute to your success on the nextgeneration Northstar used longitudinally on the rear-wheel drive XLR. Please note that the new Northstar is on
initial corporate exchange for analysis of its updated technology. Refer to the service information and bulletins for
program details.
Camshaft Position Actuator System
DRIVE
SPROCKET
ELECTROMAGNET
VARIABLE
RANGE
CONTROL VALVE
FOUR-LOBED VANE
Figure 2-1, Camshaft Position Actuator System
The XLR variable valve timing system (identified as the “camshaft position actuator” system in service information)
includes four vane-type camshaft position actuators, with integral control valves and electromagnets (figure 2-1).
Because there are four camshaft position actuators, the intake and exhaust camshafts adjust independently of one
another.
Cam phasing is continuously variable within a range of 40 degrees for the inlet valve timing and 50 degrees for
exhaust valve timing. When the engine is Off or the actuators not commanded, the exhaust actuators are parked
at the full advance position, while the intake actuators are parked at the full retard position.
The camshaft position actuators consist of a housing with an integral cam drive sprocket and cam sensor target
wheel. Inside the housing is a four-lobed vane with oil pressure chambers on both sides of each lobe. The vane is
bolted to the front of the camshaft and controlled by an integral, internal control valve.
2-1
2-2
C148
C2
5282
L–GN
0.5
B
5284
PU
0.5
B
Figure 2-2, Camshaft Position Actuator System
451
BK
0.5
S148
451
BK
0.5
A
E
F
A
5282
L–GN
0.35
5284
PU
0.35
G106
451
BK
0.5
Exhaust
Camshaft
Position
(CMP)
Actuator
Solenoid
Bank 1
14
CMP
Actuator
Solenoid
Bank 1
Exhaust
29
Intake
Camshaft
Position
(CMP)
Actuator
Solenoid
Bank 1
CMP
Actuator
Solenoid
Bank 1
Intake
451
BK
0.5
Intake
Camshaft
Position
(CMP)
A Actuator
Solenoid
Bank 2
B
5272
OG/BK
0.5
L
5272
OG/BK
0.35
31
CMP
Actuator
Solenoid
Bank 2
Intake
451
BK
0.5
Exhaust
Camshaft
Position
(CMP)
A Actuator
Solenoid
Bank 2
B
5283
WH/BK
0.5
M
5283
WH/BK
0.35
34
CMP
Actuator
Solenoid
Bank 2
Exhaust
1
5275
OG
0.35
32
Low
Reference
45
Exhaust
Camshaft
Position
(CMP)
Sensor
Bank 1
35
Low
Reference
C2
2
5296
GY
0.35
Intake
Camshaft
Position
(CMP)
Sensor
Bank 2
1
5273
D–GN
0.35
25
5 volt
Sensor
Reference Signal
Low
Reference
Logic
3
5297
YE/BK
0.35
71
CMP
Sensor
Signal
Bank 1
Exhaust
5301
TN
0.35
2
Sensor
5 volt
Reference Signal
Low
Reference
Logic
3
5300
D–BU
0.35
33
CMP
Sensor
Signal
Bank 1
Intake
12 Volt Reference
1
5276
YE
0.35
44
Low
Reference
27
3
5298
L–GN
0.35
46
CMP
Sensor
Signal
Bank 2
Exhaust
1
5274
PU
0.35
43
47
Low
Reference
Engine
Control
Module
(ECM)
Exhaust
Camshaft
Position
(CMP)
Sensor
Bank 2
5299
BN
0.35
2
5 volt
Sensor
Reference Signal
Low
Reference
Logic
CONN ID
C1=56 BU
C2=73 BK
C3=56 GY
Intake
Camshaft
Position
(CMP)
Sensor
Bank 2
5303
BN/WH
0.35
2
5 volt
Sensor
Reference Signal
Low
Reference
Logic
3
5302
L–BU
0.35
40
CMP
Sensor
Signal
Bank 2
Intake
Engine
Control
Module
(ECM)
2. Powertrain Systems Overview
The Engine Control Module (ECM) commands an electromagnet to actuate the valve inside the camshaft position
actuator (figure 2-2). The ECM sends a 12-volt pulse width modulated (PWM) signal to operate the actuator
solenoid when a cam timing change is desired. Control valve movement causes pressurized oil to flow to the
chambers on alternate sides of the vane lobes, advancing or retarding the cam. The electromagnets are mounted
to the aluminum housings, bolted to the front of the cylinder heads. Because the control valve is internal to the
phaser, only one oil pressure feed is required to both advance and retard the camshaft.
The Camshaft Position (CMP) sensors are mounted
in the variable valve timing housing (figure 2-3), one
per camshaft.
The CMP actuator solenoid uses electromagnetic
force to pull on the plunger of the oil control valve.
The oil control valve ports the pressurized engine oil
to either the advancing or retarding chambers of the
CMP actuator to change camshaft position relative to
the crankshaft position, as commanded by the ECM:
• With 0% PWM at the solenoids, all of
the oil is ported to the advancing
chambers the exhaust CMP
actuators and to the retarding
chambers of the intake actuators
• At 100% PWM at the solenoids, all of
the oil is ported to retarding
chambers of the exhaust CMP
actuators and to the advancing
chambers of the intake actuators
• In operation, the average ECM PWM
command is around 45%, which
allows oil to port evenly to the
advancing and retarding chambers
and hold the camshafts in the
desired position
CMP
SENSORS
Figure 2-3, Camshaft Position (CMP)
Sensors
2-3
The ECM calculates optimum camshaft position
based on these inputs:
Figure 2-4, Actuator Locking Pin
2-4
•
Engine speed
•
•
Manifold absolute pressure (MAP)
Throttle position (TP)
•
•
•
Crankshaft position (CKP)
Camshaft position (CMP)
Engine load
•
Barometric pressure (BARO)
There is a spring-loaded locking pin (figure 2-4) in the
intake actuators to avoid valvetrain noise during
engine start-up. The locking pin releases the actuator
when engine oil pressure increases to overcome the
spring. Each of the exhaust actuators has a return
spring that assists the actuator in overcoming
valvetrain rotational inertia when returning to a parked
position at engine shutdown. The camshaft position
angle parameters on the scan tool will indicate 0° with
the engine running and both intake and exhaust
actuators in the parked position.
Throttle Actuator Control
(TAC)
Similar to the CTS, the electronic “drive-by-wire”
Throttle Actuator Control (TAC) system (figure 2-5)
receives inputs for power demands from the driver
via the pedal position sensor assembly at the
accelerator pedal. There are actually two redundant
sensors within the assembly for safety and accuracy.
The accelerator pedal position sensor assembly
supplies force feedback (or pedal feel) to the driver.
The throttle assembly incorporates the throttle
actuator motor, throttle plate, and throttle position
sensors in a common housing. The throttle is an 80mm diameter, straight bore type. It is mounted on the
coolant crossover, which heats and protects the
throttle body from icing.
Figure 2-5, Throttle Actuator Control
(TAC) Throttle Body
The throttle blade is positioned by the actuator motor
according to ECM commands. There is no
mechanical link between the accelerator pedal and
the throttle. The ECM appropriately commands the
throttle opening to regulate intake air.
Actual control is influenced by engine control
sensors, cruise control commands, traction control
events, and transmission shift energy commands as
seen by the ECM.
2-5
KNOCK
SENSORS
Crankshaft Position (CKP)
Sensor
The Crankshaft Position (CKP) sensor is found under
the intake manifold in the engine valley, rearward of
the Knock Sensors (KS) (figure 2-6).
CKP
SENSOR
Figure 2-6, Crankshaft Position (CKP)
Sensor
The reluctor for the CKP sensor is cast into the
middle of the crankshaft for improved misfire
accuracy. It has 58 evenly spaced teeth with a twotooth timing gap. There is a unique pattern
corresponding to each pair of cylinders that are TDC
at the same time. This pulse-width encoding allows
the ECM to more quickly determine cylinders at TDC.
Also note that with the four camshaft position sensors
covered earlier (see figure 2-2), there is no need for a
dual CKP arrangement as used on the previous
Northstar.
Ignition
The next-generation Northstar ignition utilizes a coilon-plug arrangement (figure 2-7), which is a change
from the current coil cassette module. Now, four
pencil coils connect directly to the spark plugs at each
cylinder head.
Figure 2-7, Coil-On-Plug Ignition
2-6
Wide-Band HO2S
The next-generation Northstar in the XLR uses
wide-band heated oxygen sensors (HO2S) (figure
2-8) to measure pre-catalyst exhaust oxygen content.
This new design combines a “pump cell” with the
standard Zirconia Oxide sensor. With the pump cell,
the sensor can more accurately handle extreme rich
and lean conditions by adding or subtracting oxygen.
This effect is factored into the output signal for the
ECM.
There are six wires at the oxygen sensor connector
(figure 2-9). Two circuits handle the heater function,
while four are required for the wide-range pump cell
monitoring.
Figure 2-8, Heated Oxygen Sensor (HO2S)
IGN 1 Relay 44
E16
D16
C2
To
HO2S
1-1
Fuse
Block
Underhood
CONN ID
C1=68 BK
C2=68 GY
C3=68 NA
C4=08 BK
O2 SEN
Fuse
15 A
D10
E10
To
HO2S
2-2
339
PK
0.5
339
PK
0.5
3
D
Heated
Oxygen
Sensor
(HO2S)
Bank 2
Sensor 1
4
1
5
3210
PU/WH
0.5
CONN ID
C1=56 BU
C2=73 BK
C3=56 GY
41
45
HO2S
Reference
Voltage
Bank 2
HO2S Sensor 1
Heater
Control
Bank 2
Sensor 1
2
5278
L-GN
0.5
3211
TN/WH
0.5
3212
L-GN
0.5
C3
6
Heated
Oxygen
Sensor
(HO2S)
Bank 1
Sensor 2
E
B
3223
GY/WH
0.5
5279
WH
0.5
46
49
HO2S
Low
Reference
Bank 2
Sensor 1
HO2S
Input
Pump
Current
Bank 2
Sensor 1
48
HO2S
Pump
Current
Bank 2
Sensor 1
A
3221
TN/WH
0.5
3220
PU
0.5
13
43
HO2S
Signal
Bank 1
Sensor 2
HO2S
Heater
Control
Bank 1
Sensor 2
19
HO2S
Low
Reference
Bank 1
Sensor 2
Engine
Control
Module
(ECM)
Figure 2-9, HO2S Circuits
2-7
Air Intake
FILTER
ASSEMBLIES
The XLR features twin air filters that feed the single
throttle body (figure 2-10). There are no air filter
capacity indicators as found on other models. To
protect the customer, always check the maintenance
records. Verify air filter change intervals were
addressed.
Figure 2-10, Twin Air Filters
Fuel Supply System
The XLR features a returnless on-demand fuel
system design with dual tanks (figure 2-11).
Figure 2-11, Dual Fuel Tanks
2-8
Fuel Pump Speed Control Module
The system uses a Fuel Pump Speed Control Module
(FPSCM) for quieter operation and greater reliability.
The fuel pump speed control module is mounted on
the left rear inner wheel housing forward of the tire
(figure 2-12). The inner splash panel must be removed
to access the module.
The FPSCM runs the pump at a lower voltage and
speed in low fuel usage conditions. Pump voltage is
limited to a maximum of 16 volts. Overall, the module
runs the pump at a lower duty cycle during the life of
the vehicle.
The FPSCM varies the voltage level to the fuel pump
based on a 128 Hz PWM signal from the ECM, which
is read as the commanded voltage value. In turn, the
control module adjusts the voltage to the pump. The
module supplies both power and ground to the pump,
which allows for enhanced pump diagnostics. Shorts,
open circuits, intermittent operation and over voltage
can be identified.
Figure 2-12, Fuel Pump Speed Control
Module (FPSCM)
When the ignition switch is first turned On, the pump
speed control module turns On the fuel pump to full
power (figure 2-13). The fuel pump delivers fuel to the
fuel rail and injectors. The fuel pressure regulator in
each tank controls fuel pressure by allowing excess
fuel to remain in the fuel tank. The regulators are only
serviceable as part of the sender assembly.
The ECM alters pump speed by varying the duty cycle
at the FPSCM. Under normal conditions, pump speed
control operates between 10% to 90%. At vehicle idle,
the control module sets voltage potential to the in-tank
fuel pump to 9.5 volts. When higher fuel volume is
required, the module increases to 100% of the
available vehicle battery voltage to the in-tank fuel
pump.
2-9
CONN ID
C1=56 BU
C2=73 BK
C3=56 GY
To
IGN
239
PK
2
C184
C420
Engine
Control
Module
(ECM)
Fuel
Pump
Diagnostic
Signal
C1
A1
239
PK
2
A
239
PK
2
Fuel
Pump
Relay
Control
23
48
5546
BN
0.35
465
D-GN/WH
0.35
A8
C6
5546
BN
0.35
M
465
D-GN/WH
0.35
5546
BN
0.35
465
D-GN/WH
0.35
L
A
Fuel Pump
Control
Module
D
Ignition 1
Voltage
Ground
Fuel Pump
Diagnostic
Signal
Fuel Pump
Motor Low
Reference
C
Fuel Pump
Relay
Control
Fuel Pump
Supply
Voltage
F
E
B
850
BK
2
1580
PK
2
120
GY
2
D
9531
BK
2
A
C459
Fuel
Pump
and
Sender
Assembly
120
GY
2
2
Fuel
M Pump
(FP)
3
G401
Figure 2-13, FPSCM Operation
2-10
Dual Fuel Tanks
Regarding the dual tank system on the XLR, anyone
with Corvette experience will recognize similarities
between the vehicles.
CROSSOVER
The fuel fill hose feeds into the left-side tank. The
primary fuel sender assembly is also in the left tank.
The two fuel tanks are connected by a stainless steel
crossover hose that houses the auxiliary fuel feed from
the left tank to the right and the fuel return lines from
the right tank (figure 2-14).
There are two fuel sender/sensor assemblies, one for
each tank. The fuel level sensors and float arms are
similar to those on other systems and are serviceable.
The electric turbine-style fuel pump is located in the
fuel tank module reservoir inside the left tank. Fuel is
drawn into the reservoir by a venturi pump powered by
the electric pump. The electric pump draws fuel from
the reservoir.
TANKS
Figure 2-14, Fuel Tanks’ Crossover
The fuel pump sends high-pressure fuel through the
fuel filter in the upper part of the tank module and on
through the fuel feed pipe to the fuel injection system.
A line from the filter directs fuel to the primary fuel
pressure regulator, which is also part of the left fuel
tank module assembly. This primary regulator
maintains the correct fuel pressure to the fuel injection
system. The filters, like the regulators, are serviced
with the sender assemblies.
As the fuel pump operates, it also supplies a small
amount of pressurized fuel to an integral venturi jet
tube that attaches to the bottom of the left fuel sender
assembly (figure 2-15). The function of the jet tube is
to fill the fuel sender reservoir. The pressurized fuel
from the fuel feed pipe creates a venturi action inside a
siphon pump in the right fuel sender assembly. The
siphon action causes the fuel to be drawn out of the
right fuel tank. The fuel transfers from the right fuel
tank to the left fuel tank through the auxiliary fuel
return pipe. This transfer process does not ensure both
tanks are equal. The end of the pipe feeds returning
fuel from the right tank directly into the left tank
reservoir and is held in position by a plastic clip.
JET PUMP
TUBE
Figure 2-15, Jet Pump Tube
2-11
The auxiliary fuel return pipe contains an anti-siphon
hole where it enters the left tank (figure 2-16). This
helps prevent fuel from siphoning from the left fuel
tank into the right.
Both the auxiliary fuel feed pipe and the auxiliary fuel
return pipe run through the convoluted stainless steel
crossover hose that connects the tanks.
ANTI-SIPHON
HOLE
Figure 2-16, Auxiliary Fuel Return Pipe
A secondary fuel pressure regulator, located in the
right fuel sender assembly, keeps fuel available to
the siphon jet pump at a regulated pressure. The
secondary fuel pressure regulator has a lower setpoint than the primary regulator to allow fuel to flow
to the right-hand jet pump. When the engine is shut
off, the pressure in the feed lines immediately drops
to the secondary regulator set-point. This ceases
siphon jet pump operation and, in turn, prevents the
equalization of the left and right fuel tanks.
The fuel pump contains a reverse flow check valve.
This valve and the two pressure regulators maintain
fuel pressure in the fuel feed pipe and the fuel rail in
order to prevent long cranking times.
CATALYTIC
CONVERTER
The fuel system incorporates On-board Refueling
Vapor Recovery (ORVR).
Integral Catalytic Converters
Figure 2-17, Integral Catalytic Converter
2-12
Exhaust manifolds direct exhaust gas flow to the
integral catalytic converters with minimal loss in
exhaust energy (figure 2-17). Exhaust manifolds are
cast from high silicon/molybdenum ferritic nodular
iron. The exhaust manifolds also have triple layer
heat shields.
Variable Speed Cooling Fan
Control
B+
Power
Distribution
J22
The engine cooling fan is a variable speed fan (figure
2-18). The ECM controls the fan speed by sending a
PWM signal to the cooling fan control module. The
module varies the voltage drop across the engine
cooling fan motor in relation to the PWM signal. This
control strategy parallels the Fuel Pump Speed
Control Module (FPSCM) covered earlier in this
booklet.
Cooling fan speed is effected by many different
conditions and can be adjusted from 10% to 90% duty
cycle (PWM), 90% is considered high-speed fan.
When multiple cooling fan speed requests are
received, the ECM uses the highest cooling fan speed
of all the requests. The ECM commands the cooling
fan On under the following conditions:
•
•
•
•
•
Cooling fan duty cycle starts when
engine coolant temperature reaches
approximately 86° C (187° F) and
reaches high speed at temperatures
above 113° C (235° F)
Cooling fan duty cycle starts when
A/C pressure reaches approximately
600 kPa (87 psi) and reaches high
speed at A/C pressures above
2480 kPa (360 psi)
At engine oil temperatures above
approximately 150° C (302° F), the
cooling fan duty cycle will be
commanded to high speed
At transmission oil temperatures
above approximately 132° C (270° F),
the cooling fan duty cycle will be
commanded to high speed
J21
C1
COOLFAN
Fuse 32
40 A
CONN ID
C1=68 BK
C2=68 GRY
C3=68 NA
C4=08 BK
Fuse
Block
Underhood
C2
342
RD/BK
5
C
B+
Battery Positive
Voltage
M
Cooling
Fan Speed
Control
Ground
B
Cooling
Fan
Logic
Ground
A
DLC - GMLAN
1250
BK
3
335
D-GN
0.5
C186
Engine
Controls
F
335
D-GN
0.5
C1
55
Cooling
Fan
Speed
Control
2500
TN/BK
0.35
C2
54
ECT
Sensor
Signal
CONN ID
C1=56 GY
C2=73 BK
C3=56 GY
C1
1
ECM
High Speed
GMLAN
Serial
Data
Bus+
2501
TN
0.35
2
ECM
High Speed
GMLAN
Serial
Data
Bus-
Engine
Control
Module
(ECM)
G102
Figure 2-18, Variable-Speed Engine
Cooling Fan
After the vehicle is shut Off, if the
engine coolant temperature at Key-Off
is greater than 113° C (235° F) or the
A/C pressure is greater than 1720 kPa
(249 psi), the cooling fan duty cycle is
set to 50% (low speed). If the coolant
temperature drops below 110° C
(230° F) and the A/C pressure drops
below 1660 kPa (241 psi), the fan will
shut Off. The fans will automatically
shut Off after 2 minutes, regardless of
coolant temperature
2-13
5L50-E Automatic
Transmission
The XLR uses a 5L50-E automatic transmission
mounted at the rear, mated to a differential assembly
(figure 2-19). All shift decisions are made through a
Transmission Control Module (TCM) (figure 2-20).
The manual-style “tap-up/tap-down” function of the
Driver Shift Control (DSC) system interfaces with the
TCM as well as other vehicle controllers via serial
data (figure 2-21).
Figure 2-19, 5L50-E
TCM
ECM
Figure 2-20, Transmission Control Module
(TCM)
2-14
A/T Shift Lock
R
CONN ID
C1=16 GN
C2=16 BK
C3=16 GY
P
C2
D
Instrument
Panel
Lamp
Control
N
Tap Up/Tap Down Switch
E
D7
840
RD/WH
0.5
C3
F7
BTSI SOL/COL
LOCK
Fuse 19
10 A
CONN ID
C1=72 GY
C2=72 GY
C3=41 RD
C4=68 GY
Power
Distribution
G7
B+
HVAC
Control
Module
J
1357
GY/BK
0.35
B2
+
–
C1
Tap Up/
Tap Down
Enabled
Signal
4
Tap Up/Tap
Down Enabled
Signal
Instrument
Panel
Lamp
Control
Logic
5525
D–GN
0.35
Run/Crank
Relay
Control
Logic
Q9
G202
1550
BK
0.35
G
Interior
Lights
1039
PK
0.35
E8
TUTD SW/
STRG COL SW
Fuse 15
2A
Automatic
Transmission
Shift
Lever
Power
Distribution
C4
J2
K2
C184
C180
4.42K W
+
Tap Up
H
5526
PU
0.35
D8
5526
PU
0.35
C5
1.5K W
5526
PU
0.35
–
Tap Down
Tap Up/Tap Down Switch
D
1039
PK
0.35
Power
Distribution
Run/
Crank
Relay 2
P8
Tap Up/
Tap Down
Transmission 8.25K W
Enable
Switch
B
Q8
P9
B+
Tap Up/
Tap Down
Switch
Signal
Stop
Lamp
Switch
Signal
F14
A6
17
WH
0.35
F38
17
WH
0.35
17
WH
0.35
Transmission
Control
Module
(TCM)
Engine
Controls
F4
C2
Engine
Controls
A4
Fuse
Block –
Underhood
C184
CONN ID
C1=68 BK
C2=68 GY
C3=68 NA
C4=8 BK
C4
17
WH
0.35
B+
C3
Stop
Lamp
Switch
Signal
Logic
Figure 2-21a, 5L50-E Transmission Control (1 of 2)
2-15
2-16
Figure 2-21b, 5L50-E Transmission Control (2 of 2)
C2
D11
A2
2440
RD/WH
0.5
F27
2440
RD/WH
0.5
G106
451
BK/WH
0.8
F3
Ground
2440
PK
0.5
Power
Distribution
K59
D19
E19
Ignition 1
Voltage
A7
1239
PK
0.8
F9
1239
PK
0.35
E11
BCM
43
YE
0.35
BCM
F33
2501
TN
0.35
F21
2501
TN
0.35
TCM
High Speed
GMLAN Serial
Data Bus –
ACC/TCM
Fuse 3
10 A
ON/START
Power
Distribution
Power
Distribution
CONN ID
C1=68 BK
C2=68 GY
C3=68 NA
C4=8 BK
ECM/TCM
Fuse 11
15 A
Battery
Positive
Voltage
C184
Power
Distribution
2440
RD/WH
0.8
B11
A11
B+
43
YE
0.35
BCM
C2
C3
C2
GMLAN
Accessory
Voltage
Signal
Japan
Body
Control
Module
(BCM)
Transmission
Control
Fuse
Block –
Underhood
26
(Not used)
CONN ID
C1=72 GY
C2=72 GY
C3=41 RD
C4=68 GY
F32
2501 2500
TN/BK TN/BK
0.35
0.35
F20
TCM
Module
High Speed
(TCM)
GMLAN Serial
Data Bus +
A3
43
YE
0.35
F5
E3
43
YE
0.35
A3
22
43
YE
0.35
Accessory
Voltage
Signal
Logic
B+
1127
YE
0.35
6
B+
HUD Class 2
Serial Data
(Tap Up/
Tap Down
Gear)
Logic
Class 2
C1
1036
GY
0.35
A5
Message
B+
Request
(TCM)
IPC Class 2
Serial Data
Instrument
Panel
Cluster
(IPC)
(Up-shift)
Logic
CONN ID
C1=34BK
C2=7 WH
C3=7 WH
Up–
Shift
Indicator
Control
MESSAGE
CENTER
XXX GEAR HIGH
TRANS TEMP
SERVICE TRANSMISSION
SHIFT TO PARK
Message
Request
(TCM)
Head
Up
HUD
Display
MESSAGE (HUD)
CENTER
(Up-shift)
Two important items are worth noting on the 5L50-E:
•
•
The 5L50-E’s TCM is on exchange for
the XLR introduction. Be sure to
reference service information for
details
If a 5L50-E SRTA unit is required,
remember that the output shaft
connecting the transmission to the
final drive cannot be removed. The
shaft is retained by a blind snap ring.
Therefore, the old shaft must remain
with the old unit and a new output
shaft and snap ring must be ordered
(figure 2-22). The new shaft and snap
ring will not come with the SRTA
Figure 2-22, 5L50-E Output Shaft and
Snap Ring
2-17
Notes
2-18
3. ExteriorOverview
Systems Overview
3. Exterior Systems
Easy Key — Vehicle Entry
KEYLESS ENTRY ANTENNA
INTERNAL TO RCDLR MODULE
EASY
ANTENNAS
EASY
ANTENNAS
Figure 3-1, Easy Key
With Easy Key, you only need to have the fob in your
possession within one meter of the vehicle and you
can press the handle switch and open the door
(figure 3-1). This same concept also applies when
opening the trunk with the button located on the
outside of the vehicle.
Within a 100-meter radius, you also may choose to
use the fob to unlock the vehicle or open the trunk
before reaching the vehicle, similar to other keyless
entry systems.
RCDLR
MODULE
Control Module
The Easy Key module, referred to as the Remote
Control Doorlock Receiver (RCDLR) in SI, is located
in the instrument panel, behind the upper portion of
the center console (figures 3-2 and 3-3). Entry and
starting commands are handled via serial data. The
system will act as back-up power mode master in the
event of a BCM failure or one that would cause the
BCM to not be able to perform its power mode master
functions.
Figure 3-2, Easy Key Module
3-1
3-2
Figure 3-3, Easy Key Operation
B
G
Auxiliary Power
Relay Coil
SupplyVoltage
Internal
Antenna
Keyless Keyless
Entry
Entry
Antenna– Antenna–
Left
Left
Signal
Low
Reference
C2
B
219
TN
0.35
A
218
PU
0.35
Keyless
Entry
Antenna –
Left
B
C
H
C1
C2
1399
D–GN
0.35
58
D3
3
PK
0.35
D
B
Auxiliary
Power
Relay
J
B5 C4
1399
D–GN
0.35
3
PK
0.35
C8
C
B
A
F
5708 5712
OG
OG/BK
0.35 0.35
A
Keyless
Entry
Antenna –
Back Up
Ignition 1
Voltage
A
CONN ID
C1=16 BK
C2=10 BK
EKM
Ignition
Mode
Data
Signal
C1
Power
Distribution
A1
2K
W
K
A
F
5724
L–GN
0.35 (Not
used)
7 67
BCM
Ignition
Mode Data
Signal
Ground
C1
301
W
(Start)
(On)
C5
(Not
240 used)
RD/WH
0.35
IGNITION
SW/INTR
SENS
Fuse 27
10 A
F1
B+
1.21K
W
Europe
C4
CONN ID
C1=72 GY C3=41 RD B1
C2=72 GY C4=68 GY
Remote
Control
Door
Lock
Receiver
(RCDLR)
5725
L–BU/WH
0.35
G
240
RD/WH
0.35
Power
Distribution
Automatic
Transmission
Shift
Lever
5726
L–BU
0.35
J
Ground
Keyless Keyless
Entry
Entry
Back Up Back Up
Signal
Low
Reference
Ignition 1
Voltage
Keyless
Entry
Antenna–
Rear
Compartment
Low
Reference
C1
Keyless
Entry
Antenna–
Rear
Compartment
Signal
Ignition 1
Voltage
C3
Keyless Keyless
Entry
Entry
Right
Right
Signal
Low
Reference
C4
A
Keyless
Entry
Antenna –
Rear
Compartment
5707 5711
5709 5713
L–GN L–GN/BK PK
PK/BK
0.35 0.35
0.35 0.35
A
Keyless
Entry
Antenna –
Right
71 C1
14
(Start)
5720
L–GN
0.35
J
G
5722
PK
0.35
B12
Logic
Body
Control
Module
(BCM)
Ignition
Mode
Switch
Body
Control
Module
(BCM)
5719
D–BU
0.35
B
Logic
OFF
ACC
START
Indicator Indicator Indicator
Control Control Control
66 C2
H
(On)
A7
5723 5721
L–GN/ OG
WH
0.35
0.35
11
E
(Off)
(Off)
C3
Ignition
Mode Switch
Supply
Voltage
3. Exterior Systems Overview
Antennas
Figure 3-4, Easy Key Antennas
There are four ferrite stick antennas located in the vehicle (figure 3-4): There is one in the trunk, one in each Bpillar at door height, and one in the glovebox. These antennas are used to determine whether the fob is in (or out
of) the vehicle. When a certain action is performed, the Easy Key module polls all the antennas at 125 kHz to
determine fob location.
All remote commands (such as remote unlocking/locking/trunk/panic) are RF transmissions that are received at
315 MHz by a fifth antenna that’s internal to the Easy Key module.
The antenna in the glove box is a limp-home (back-up) antenna. This antenna not only helps determine fob
position, but also provides a low frequency coupling to the fob in the event that the fob battery goes dead or the
RF transmissions are being jammed. There is a pocket for the fob inside the glovebox, placing the fob in the
pocket allows the XLR to be started in an Easy Key system limp-home mode. Do not confuse Easy Key limphome with a typical limp-home mode that can occur with a powertrain-related default.
The push-button start portion of the Easy Key system is covered in more detail in the Interior Systems section of
this booklet.
3-3
Door Functions
Along with actuating all door and window functions, the Passenger Door Module (PDM) (figure 3-5) and Driver
Door Module (DDM) interface with the Door Lock/Unlock switches to determine whether either switch is opened or
closed (figure 3-6). This status is reported on the class 2 data bus.
WINDOW
MOTOR
DOOR
MODULE
Figure 3-5, Door Module
3-4
Left
Front
Exterior
Door
Switch
Signal
C1
C501
Left
Front
Interior
Door Handle
Switch
Signal
CONN ID
C1=16 BK
C2=10 BK
E
R
394
L–GN/
BK
0.35
Driver Door
Module (DDM)
Left
Front
Exterior
Door
Handle
Switch
Signal
R
5882
D–BU
0.35
A
C555
D
Door
Handle
Switch –
Driver
Exterior
Door
Lock
Actuator
Lock
Control
B
A
C501
H
26
5881
BN
0.35
A2
S579
C1
5880
OR
0.35
B
C555
B3
1040
BK
0.5
Ground
Distribution
1450
BK
0.5
S539
1450
BK
0.5
1037
L–GN
0.35
55
Logic
CONN ID
C1=72 GY
C2=72 GY
C3=41 RD
C4=68 GY
Interior Lights
Door Handle
Switch - Driver
Interior
4
Door
Lock
Actuator
Unlock
Control
C3
A4
A1
Body
Control
Module
(BCM)
8
Door
Door
Lock –
M Lock –
Driver
Actuator
BCM Class 2 Serial Data
Driver
Door
Lock
Actuator
Unlock
Control
294
TN
0.8
694
TN
0.8
3
1450
BK
0.5
L
1045
PK
0.35
B2
5881
BN
0.35
C
A
1450
BK
0.35
Remote
Control
Door
Lock
Receiver
(RCDLR)
DLC –
Class 2
5880
OR
0.35
C
1450
BK
0.35
RFA
Class 2
Serial
Data
5880
OR
0.35
Left
Front
Interior
Door
Handle
Switch
Signal
25
394
L–GN/
BK
0.35
Driver
Door
Lock
Actuator
Lock
Control
5703
5876
L–GN/ D–BU
BK
0.8
0.8
Door
M Lock –
Actuator
Door
Lock –
Front
Passenger
9
G201
Figure 3-6a, Door System Operation (1 of 2)
3-5
Logic
Left Front
Door Open
Switch
Signal
C1
CONN ID
C1=72 GY
C2=72 GY
C3=41 RD
C4=68 GY
Left Front
Door Ajar
Switch
Signal
BCM Class 2
Serial Data
51
44
745
GY/BK
0.35
126
TN
0.35
6
781
OR/BK
0.35
E
Interior Lights
7
Unlock
7
781
OR/BK
0.35
D
Closed
Door
Open
Switch
1150
BK
0.5
C555
5965
PU/WH
0.35
A
Door
Lock
Indicator –
Driver
1450
BK
0.35
Ground
Distribution
B
1450
BK
0.35
S579
1450
BK
0.5
G301
Figure 3-6b, Door System Operation (2 of 2)
3-6
TO
FRONT
PASSENGER
DOOR
MODULE
24
5965
PU/WH
0.35
A1
Ajar
Door
Ajar
Switch
8
Driver
Door
Module
(DDM)
Driver
Lock
Indicator
Voltage
C
Door
Lock –
Driver
Closed
1047
TN
0.35
DDM
Class 2
Serial
Data
Door
Lock
Lock Switch –
Driver
6
Ajar Open
1046
BN
0.35
19
Driver
Door
Switch
Assembly
(DDSA)
MESSAGE CENTER
B+
Logic
Message Request
IPC Class 2 Serial Data
C1
DLC –
Class 2
DDM Class 2
Serial Data
Driver
Driver
Door
Door
Lock
Lock
Switch
Switch
Unlock
Lock
Signal
Signal
Instrument Panel
Cluster (IPC)
LEFT DOOR AJAR
RIGHT DOOR AJAR
1036
GY
0.35
55
1037
L–GN
0.35
1046
BN
0.35
16
Body
Control
Module
(BCM)
G201
A5
Each window regulator is integral with its door
module. Both are serviced as one assembly.
Instead of door handle buttons, the XLR uses a
“bladder-type” press switch just inside the top outside
edge of the door (figure 3-7).
There are door switches mounted on the inner trim
panel where you would expect to find the typical
handle mechanism.
The door modules store lock/unlock status for the
driver door and passenger door in normal lock/unlock
operation after a battery disconnect condition.
Each door module provides display of lock/unlock
status via the corresponding red LED at the top edge
of the door (figure 3-8):
• When the door is closed, there are
two short flashes per second if the
door is unlocked. When the closed
door is locked, the LED shows one
long flash for three seconds
• While a door is open and unlocked,
the LED shows short continuous
flashes during a 1-second period. If
the open door is locked, the LED is
ON solid
PRESS
SWITCH
Figure 3-7, Outside Door Switch
LED
Figure 3-8, Door Lock LED
3-7
Loss of Power
HANDLE
Figure 3-9, Inside Door Release
ACCESS
DOOR
Figure 3-10, Manual Door Release Handle
in Trunk
3-8
Manually opening the doors when power is lost was
covered in the XLR Features video/booklet release.
This could also be an issue during diagnosis when
the battery must be disconnected:
• If inside the car, merely pull the
manual door release handle up to
unlatch the door (figure 3-9)
• If you are outside the car, first gain
mechanical access to the trunk.
Open the access door using the loop
handle. Inside the door, pull the
plastic tab connected to the release
cable (figure 3-10)
Realize that door opening and closing effort will
increase, since the door glass will not index without
battery power.
Indexing Door Glass
The door glass on the XLR has an indexing feature
during door operation as well as top operation. This
ensures a tight seal to minimize the chance of wind
noise and water leaks.
Whenever either door is opened according to a door
switch, the corresponding window will “index” to a
lower position (figure 3-11). Upon shutting the door,
the door controller will express close that window up
into the weatherstrip (figure 3-12).
GAP FOR DOOR
OPEN/CLOSE
The express close function from the door module will
not occur if:
•
•
A door switch is pressed
A door is open
•
•
A door is ajar
The window is already at or above
the index position
The passenger or driver had lowered
the window below the index level
•
Figure 3-11, Indexed Door Glass
Express window operation also occurs at the
beginning and end of a folding top cycle.
3-9
B+
A3
B3
Driver
Door
Module
(DDM)
Body
Control
Module
(BCM)
Power
DistributionCONN ID
ACCA/DRIV
C1=72 GY
DR SW
C2=72 GY
Fuse 25
C3=41 RD
10 A
C4=68 GY
Power
Window
Motor
Left
Front
Up
Control
DDM
Class 2
Serial
Data
Power
Window
Motor
Left
Front
Down
Control
Window
Motor —
Driver
19
C4
C501
D1
340
RD/WH
0.35
C
M
340
RD/WH
0.35
C555
A5
340
RD/WH
0.35
9
Driver
Window
Switch
Express
Up/Down
Up
Battery
Positive
Voltage Driver
Window
Up Signal
Down
Power
Window
Schematics
Logic
Driver
Door
Switch
Assembly
(DDSA)
Ground
Driver
Window
Express
Signal
Ground
Driver
Window
Down
Signal
DDM Class 2 Serial Data
Interior
Lights
8
10
1450
BK
0.35
1046
BN
0.35
DLC —
Class 2
G201
Figure 3-12, Door Window Operation
3-10
1046
BN
0.35
Folding Top
Figure 3-13, Folding Top Operation
The XLR features an electronically-controlled, hydraulically actuated folding top (figure 3-13). When the top control
switch is pushed and held, beginning with the folding top up and latched:
•
•
•
The door windows are disabled and the glass is lowered all the way
The system unlatches the rear compartment lid (decklid)
The system opens the front folding top storage compartment closeout panel (front tonneau) and
the top unlatches from the header
•
•
•
The decklid raises
The top opens and stows (the top’s side glass folds in for storage at this time as well)
The rear folding top storage compartment panel (rear tonneau) extends
•
•
The front tonneau closes and the header latch closes
The decklid with positioned rear tonneau closes
•
•
The decklid latches
The windows are enabled
The trunk on the XLR is also power-operated for Open and Close and is part of the folding top system.
3-11
Folding Top Control (FTC) Module
The brain of the folding top system is the Folding Top Control (FTC) module (figure 3-14). The FTC module is
located in a well in the driver-side rear of the trunk. The FTC module is the black controller in the well. The silvermetallic controller in this area, just behind the FTC module, is for the electronic Real Time Damping (RTD)
suspension system.
The FTC module receives input from switches, micro switches and potentiometers to monitor and control all
folding top operations (figure 3-15). The module also has outputs to control system hydraulics via a pump and
valve control solenoids.
FTC
MODULE
Figure 3-14, Folding Top Control (FTC)
Module
3-12
BATT
BATT
Trunk
Key
Cylinder
Trunk Ajar
Input
J1
Body
Control
Module
(BCM)
Trunk
Release
Command
BATT
18
35
744
OG/BK
0.35
305
TN
0.35
Trunk
Release
Request
36
71
16
1344
L-BU
0.35
Interior
Lighting
2091
BN/WH
0.35
Decklid Close Switch
744
OG/BK
0.35
S744_IP
158
WH/BK
0.35
Power
Distribution
744
OG/BK
0.35
Trunk
Release
Request
743
J1-P
1576
TN
0.35
Dimming
Controls
G
Easy
Key
Module
BATT
A
H
E
12 V
Trunk
Ajar
Output
18M IP
B
Trunk Key
Cylinder
Output
12 V
Ground
12 V
Latch Clear
Output
F
C
Trunk
Release
Command
230
Auto
Cinching
Latch
Controller
B7
1576
TN
0.5
C
5960
Trunk
Release
Switch
Exterior
Interior
Trunk
Release
Switch
C
LATCH_CLR_SW
Folding Top
Control Module
A
D
E--
750
Ground
Distribution
18F DECKLID
B
1450
A
1150
1450
Ground
Distribution
Ground
Distribution
Ground
Distribution
Figure 3-15a, Folding Top System (1 of 3)
3-13
3-14
Figure 3-15b, Folding Top System (2 of 3)
1150
BK
1.0
2
1
A3
A3
123
TN
3.0
J3-A
Top
Open
1150
BK
1.0
A1
A1
Ground
Distribution
1150
22M FLDG_TOP
A5
A5
1150
BK
1.0
2169
GY
2.5
A6
A6
2169
GY
3.0
J3-N
Decklid
Close
56
TN/WH
3.0
J3-R
Decklid
Open
2
1
A2
A2
1150
BK
1.0
2
1
124
L–BU
2.5
B3
B3
2
1150
BK
1.0
B2
B2
Ground
Distribution
1150
22M FLDG_TOP
22F FLDG_TOP_VLV
Valve #4 – Decklid
Open
22M FLDG_TOP
476
TN
0.35
J2-C16
B8
B8
474
GY
0.50
D
THERMAL
M
5948
L–GN
2.5
B
A4
A4
5948
L–GN
3.0
J3-P
Pump
Dir. A
22M FLDG_TOP
22F FLDG_TOP_VLV
C
A
5949
D–BU
2.5
22F FLDG_TOP
_VLV
22M FLDG_TOP
5949
D–BU
3.0
J3-M
Thermal
Sensor
B9
22F FLDG_TOP_VLV B9
476
TN
0.50
1
B6
B6 22F FLDG_TOP_VLV
22M FLDG_TOP
Valve #2 – Top Close
B7
B7
124
L–BU
3.0
J3-S
Top
Close
Ground
Distribution
1150
22M FLDG_TOP
22F FLDG_TOP_VLV
Valve #3 –
Decklid
Close
56
TN/WH
2.5
22F FLDG_TOP_VLV
22M FLDG_TOP
22F FLDG_TOP_VLV
22M FLDG_TOP
J3-C
Spare
Ground
Distribution
1150
22M FLDG_TOP
22F FLDG_TOP_VLV
2
123
TN
2.5
1
22F FLDG_TOP_VLV
22M FLDG_TOP
J3-G
Valve #1 – Top Open
A7
A7
22F FLDG_TOP_VLV
Ground
Distribution
1150
22M FLDG_TOP
22F FLDG_TOP_VLV
Valve #5 – Header
Latch Open
5932
BN
2.5
22F FLDG_TOP_VLV
22M FLDG_TOP
5932
BN
3.0
J3-F
Header
Latch
Open
B+
From J1-A
To J-1B
B10
B10
J1J2J3-
THERMAL_SENSOR_PWR
Power Folding Top
Splice
Motor Pump
22F FLDG_TOP_VLV
22M FLDG_TOP
Pump
Dir. B
Module Asm.
Folding Top
J2-C7
5935
BN
0.50
A
B
743
A
C
407
TN
0.35
POSITION
B
J2-D2
5934
L–GN
0.35
B
POSITION
C
5742
D–BU
0.35
A
A
C
474
GY
0.35
J2-C12
10M IP
J2-D9
5V
Luggage Barrier
1K
Sensor Asm –
Top
474
GY
0.50
B
B
474
GY
0.35
474
GY
0.35
6M DECKLID
6M FLDG_TOP
J2-C13
474
GY
0.35 S474 FLDG_TOP
Latch Clear
1K
Top
Position
J2-C2
5960
PK
0.50
POSITION
B
5933
OG
0.35
J2-D1
1K
Sensor Asm – Rear Tonneau
407
TN
0.35
J2-C10
Decklid
Close
1K
10M IP
2166
L–GN
.35
Luggage Barrier Sw
5960
K 10F FLDG_TOP
5960 LATCH_CLR_SW
10F FLDG_TOP
PK
5744
0.50
L–GN
10M IP
2166
K
0.50
L–GN
.35
K 10F FLDG_TOP
K
5744
L–GN
0.50
B
A
C
C
1
10M IP
1244 FLDG_TOP_SW_DIM
2167
D–BU
.35
J1J2J3-
THERMAL_SENSOR_PWR
Top
Close
10K
Power Folding Top
Pump Motor
474
GY
0.35
Top
Open
10K
Module Asm.
Folding Top
Dimming Controls
HVAC Control Head
3
Folding Top Switch
D 10F FLDG_TOP
D
2167
D–BU
.35
2
CLOSE
J2-D10
OPEN
4
743 FLDG_TOP_SW_BAT_PWR
Power Distribution
IBCM
743 LUGGAGE_BARR_SW_PWR
Power Distribution
Minifuse
Trunk Release
Auto Clinching Latch
Decklid Close Switch
S1340_DECKLID
Rear Tonneau
Position
J2-C1
C 6F DECKLID
J2-D3
5742
D–BU
0.35
1K
TRUNK_AJAR
D 6M DECKLID
407
TN
0.50
D
E--
1340
RD/WH
0.50
C 6F FLDG_TOP
S407 FLDG_TOP
Sensor
Return
J2-C9
18M IP
B
A
744
138
OG/BK
OG
0.50
0.50
A6 18F DECKLID
A 6F DECKLID
A6 10M IP
A 10M IP
138
OG
0.50
Trunk Release
Trunk Latch
C
1340
RD/WH
0.50
B4
B4 18F DECKLID
1340
RD/WH
0.50
DL_CLOSE_SW_BAT_PWR
Power Distribution
Minifuse
D 6M FLDG_TOP
407
TN
0.35
J2-C15
407
TN
0.35
1K
Sensor Asm –
Front Tonneau
Front Tonneau
Position
Header Unlatch
1K
J2-C8
Header Unlatch Switch
HEADER_UNLATCH_SW_PWR
Power Folding Top
Splice
Figure 3-15c, Folding Top System (3 of 3)
3-15
Hydraulics
The hydraulic pump and motor assembly is located in the well, just forward of the FTC module. The unit consists
of a pump/motor assembly, a hydraulic manifold, a fluid reservoir, and a block of five solenoids. Each of the
solenoids controls a hydraulic valve (figure 3-16):
• One solenoid controls the windshield header latch and front tonneau
• Two solenoids control the decklid
•
•
Two solenoids control the top itself
The rear tonneau is driven directly by the bi-directional pump
HEADER
LATCH
1
FRONT
TONNEAU
TOP
2
3
Figure 3-16, Folding Top Hydraulics
3-16
TOP
DECKLID
4
5
DECKLID
REAR
TONNEAU
BIDIRECTIONAL
PUMP
REAR
TONNEAU
The bypass for manual operation of the top is
accomplished by unscrewing the “T” on the valve
block (figure 3-17).
There are a total of eight hydraulic cylinders utilized
in top operation:
•
•
•
•
•
One cylinder operates the windshield
header latch
One cylinder operates the front
tonneau
Two cylinders operate the top itself
Two cylinders operate the rear
tonneau
Two cylinders operate the decklid
Figure 3-17, “T” for Manual Operation
There are a total of 16 hydraulic lines in the folding
top system: two lines for every hydraulic cylinder.
Each is numbered for identification (figure 3-18).
Figure 3-18, Numbered Hydraulic Lines
3-17
System Inputs
FRONT TONNEAU SENSOR
REAR TONNEAU SENSOR
HEADER LATCH w/SWITCHES
TOP SENSOR
TOP CLOSED SWITCH
DECKLID OPEN SWITCH
LUGGAGE BARRIER SWITCH
Figure 3-19, Folding Top Inputs
Five limit switches determine the position state of various folding top system components (figure 3-19):
• There are “header latched” and “header unlatched” switches located at the header latch. These
switches are between the mechanism and inner roof, so they cannot be seen until the mechanism
is removed
• There is a “decklid open” switch on the left-hand decklid linkage
•
A “top closed switch” is located at the right hand header pin receiver
•
A “luggage barrier in place” switch is located on the left side of the luggage compartment trim
There are also three position sensors used to “sense” component position during operation. These potentiometers
are attached to the linkages for measuring the changing angles as the top moves:
• The position sensor for the front tonneau
• There’s is a position sensor for the rear tonneau
•
3-18
The third position is for the top itself
Other Vehicle Antennas
The Easy Key antennas were presented earlier in this
booklet. Several additional antennas are required for
other XLR functions.
FM reception is handled by the ground plane within
the decklid (figure 3-20). The small wires on the rear
side of the decklid trim function as the antenna and
provide FM reception.
The XLR uses a diversity antenna system. The
primary antennas (AM and FM1) are attached to the
right side of the decklid liner assembly. The
secondary antenna (FM2) is on the left side of the
decklid liner assembly. The antennas in the XLR are
unique due to the use of stranded wires as the
antenna elements to capture the RF signals. These
elements are attached to the decklid liner assembly
and are serviced as an assembly.
The antenna modules are attached to the top side of
the antenna ground plate. The module on the left is
the match module and only receives FM signals. The
module on the right is the Active Reception System
(ARS) module and receives both AM and FM signals.
When FM is selected, the two ARS FM signals are
superimposed and phase aligned to create one strong
signal to be sent to the radio.
The Global Positioning System (or GPS) antenna that
serves the OnStar system is located inside the OnStar
antenna mounted to the windshield, just to the right of
the inside rearview mirror (figure 3-21).
The GPS antenna for the navigation radio is mounted
at the top of the I/P next to the center stack (figure
3-22).
ANTENNA
WIRING
GROUND
PLANE
Figure 3-20, Ground Plane and Antennas
for FM Reception
ONSTAR
ANTENNA
MODULE
Figure 3-21, OnStar Antenna Module
NAVIGATION
GPS ANTENNA
Figure 3-22, Navigation GPS Antenna
3-19
The S-Band (XM) antenna is dealer-installed and
mounted to the decklid. The module for the S-Band
antenna is mounted to the body behind the seats
(figure 3-23).
S-BAND
ANTENNA
MODULE
Figure 3-23, S-Band Antenna Module
Underhood Bussed
Electrical Center (UBEC)
The Underhood Bussed Electrical Center (UBEC) is
located on the passenger side, in front of the battery
(figure 3-24). It contains the mini-fuses, maxi-fuses
and relays necessary to power most of the engine
and chassis-related electrical/electronic systems.
Figure 3-24, Underhood Bussed Electrical
Center (UBEC)
3-20
4. ChassisOverview
Systems Overview
4. Chassis Systems
While the XLR physical chassis is very similar to the Corvette, the vehicle control systems parallel other Cadillac
models, particularly the Seville and DeVille.
Body Structural Overview
Figure 4-1, XLR Structure
The XLR features uses hydroformed frame rails
(figure 4-1). The hydroforming process uses a single
die and high-pressure fluid resulting in frame rails that
are boxed, rather than U-channel with reduced
weight, but higher strength.
The alignment and repair of hydroformed frame rails
requires the proper use of an approved alignment
table and holding fixtures, including the J 42058
anchoring tool.
Related to body and collision repair, note that the
XLR reverses the typical door latch/striker
configuration (figure 4-2). On the XLR, the striker is
on the door and the latch is mounted on the body.
Figure 4-2, Door Latch in Body
4-1
4. Chassis Systems Overview
Chassis Electronics
All vehicle stability-related functions are controlled
through the Delphi 7.2 system Electronic Brake
Control Module (EBCM) (figure 4-3). The EBCM relies
on other controllers and their systems via the GMLAN
data bus for the various functions.
Chassis-control via the EBCM relates to the following
functions:
EBTCM
The Anti-Lock Brake System (ABS) controls wheel slip
during braking to improve stability, steerability, and
stopping distance.
Dynamic Rear Proportioning (DRP) provides variable
rear brake proportioning.
Figure 4-3, Electronic Brake Control
Module (EBCM)
Engine Drag Control (EDC) commands the ECM to
add torque if the drive wheels begin to skid. If the
ECM gets this torque increase request, it will open the
throttle plate for a short time until the wheels stop
skidding. This could happen during transition events
such as coming down a mountain and hitting a patch
of ice.
Magnetic Speed Variable Assist (MSVA), known as
Magnasteer II, adjusts power steering assist by
commanding the MSVA actuator in the steering rack.
Power steering assist decreases as vehicle speed
increases.
The Traction Control System (TCS) controls wheel slip
during acceleration. The ECM applies engine torque
management and the EBCM handles brake apply.
Tire Pressure Monitor (TPM) uses pressure sensors at
each wheel to monitor individual tire inflation
pressures.
The Vehicle Stability Enhancement System (VSES),
known as StabiliTrak, assists the driver in controlling
the vehicle. The closed loop yaw control integrates
suspension damping, individual brake apply and
powertrain torque management.
Adaptive Cruise Control (ACC) is covered in detail
later in this booklet. However, the ABS system’s
EBCM is responsible for the braking portion of ACC.
4-2
StabiliTrak
The Vehicle Stability Enhancement System (VSES),
known as StabiliTrak, monitors the vehicle’s dynamic
state through the use of the following sensors:
•
•
The hand wheel sensor is located
near the bottom of the steering
column, within the Magnasteer
assembly (figure 4-4)
The combination lateral acceleration/
vehicle yaw rate sensor is located
behind the center console (figure 4-5)
•
There is a wheel speed sensor at
each brake
•
The brake pressure sensor is
mounted on the hydraulic block of the
Delphi 7.2 EBCM assembly (figure
4-6)
The brake pedal travel sensor is a
potentiometer and replaces the
previously-seen brake switch. Now,
brake pedal application and force can
be monitored
And, as seen before, the brake low
fluid reservoir switch is at the
reservoir
•
•
StabiliTrak calculates the desired yaw rate based on
the hand wheel steering angle and vehicle speed.
When the actual vehicle yaw rate exceeds a threshold
beyond the desired yaw rate, the system applies
brake pressure to a specific wheel or wheels to assist
in reducing the yaw rate error.
HAND WHEEL
SENSOR
Figure 4-4, Hand Wheel Sensor
LATERAL
ACCELERATION/
YAW RATE SENSOR
Figure 4-5, Lateral Acceleration/Yaw
Rate Sensor
BRAKE PRESSURE
SENSOR
EBTCM
Figure 4-6, Brake Pressure Sensor
4-3
MagnaRide Suspension
The XLR features a MagnaRide Real Time Damping
(RTD) suspension. Magnetic-rheological shocks
(figure 4-7) at each wheel can vary damping based on
driving conditions. At higher vehicle speeds and
during high road surface variance, voltage is applied
to magnetic-rheological fluid in the shock and it
thickens for firmer action. These adjustments occur in
milliseconds.
The XLR comes shipped with stuffers for the
magnetic-rheological shock absorbers (figure 4-8).
These must be removed as part of the vehicle prep
procedures.
Figure 4-7, Magnetic-Rheological Shock
SHIPPING
STUFFER
Figure 4-8, Shock Stuffer
4-4
5. InteriorOverview
Systems Overview
5. Interior Systems
The XLR interior offers a significant number of
innovations (figure 5-1). Coverage here will
concentrate on what is new to Cadillac service
technicians. There are totally new items, such as
adaptive cruise control and heated/cooled seats.
Other systems, such the HVAC and the infotainment
navigation radio system, have similarities with other
models.
Easy Key — Ignition
Functions
The first step for using the Easy Key system pushbutton start function is to have the fob in the vehicle.
The Easy Key Module uses four antennas to
determine that, indeed, the fob is in the vehicle. With
the brake applied and the transmission range selector
in PARK or NEUTRAL, pressing the “ON” push-button
portion of the rocker switch (figure 5-2) starts the
vehicle.
Figure 5-1, XLR Interior
The Easy Key module requests starting functions from
the BCM and ECM (figure 5-3). The antenna system
and door handle switches are the only hard-wired
inputs to the Easy Key module.
Turning Ignition On
Diagnostic procedures often require the ignition to be
in the On or Run position without the engine running
for testing. On the XLR, holding the ACC switch down
for 5 seconds powers everything up without starting
the engine.
Figure 5-2, XLR Ignition Rocker Switch
5-1
5-2
B
G
Figure 5-3, Easy Key Vehicle Start System
Auxiliary Power
Relay Coil
SupplyVoltage
Internal
Antenna
Keyless Keyless
Entry
Entry
Left
Left
Signal
Low
Reference
C2
B
219
TN
0.35
A
218
PU
0.35
Keyless
Entry
Antenna –
Left
B
C
H
C1
C2
1399
D–GN
0.35
58
D3
3
PK
0.35
D
B
Auxiliary
Power
Relay
J
B5 C4
1399
D–GN
0.35
3
PK
0.35
C8
C
B
A
F
5708 5712
OG
OG/BK
0.35 0.35
A
Keyless
Entry
Antenna –
Back Up
Ignition 1
Voltage
A
CONN ID
C1=16 BK
C2=10 BK
EKM
Ignition
Mode
Data
Signal
C1
Power
Distribution
A1
2K
W
K
A
F
5724
L–GN
0.35 (Not
used)
7 67
BCM
Ignition
Mode Data
Signal
Ground
C1
301
W
(Start)
(On)
C5
(Not
240 used)
RD/WH
0.35
IGNITION
SW/INTR
SENS
Fuse 27
10 A
F1
B+
1.21K
W
Europe
C4
CONN ID
C1=72 GY C3=41 RD B1
C2=72 GY C4=68 GY
Remote
Control
Door
Lock
Receiver
(RCDLR)
5725
L–BU/WH
0.35
G
240
RD/WH
0.35
Power
Distribution
Automatic
Transmission
Shift
Lever
5726
L–BU
0.35
J
Ground
Keyless Keyless
Entry
Entry
Back Up Back Up
Signal
Low
Reference
Ignition 1
Voltage
Keyless
Entry
Antenna–
Rear
Compartment
Low
Reference
C1
Keyless
Entry
Antenna–
Rear
Compartment
Signal
Ignition 1
Voltage
C3
Keyless Keyless
Entry
Entry
Right
Right
Signal
Low
Reference
C4
A
Keyless
Entry
Antenna –
Rear
Compartment
5707 5711
5709 5713
L–GN L–GN/BK PK
PK/BK
0.35 0.35
0.35 0.35
A
Keyless
Entry
Antenna –
Right
71 C1
14
(Start)
5720
L–GN
0.35
J
G
5722
PK
0.35
B12
Logic
Body
Control
Module
(BCM)
Ignition
Mode
Switch
Body
Control
Module
(BCM)
5719
D–BU
0.35
B
Logic
OFF
ACC
START
Indicator Indicator Indicator
Control Control Control
66 C2
H
(On)
A7
5723 5721
L–GN/ OG
WH
0.35
0.35
11
E
(Off)
(Off)
C3
Ignition
Mode Switch
Supply
Voltage
5. Interior Systems Overview
Low Battery/RF Interference
Start-Up
A tip for the customer and the service technician is the
procedure for starting the vehicle when the fob battery
is dead:
1.
2.
3.
4.
Place the fob in the fob pocket located in the
glovebox with the button side of the fob facing
right (figure 5-4). This places the back of the fob
next to the limp-home antenna in the glovebox.
A foot must be on the brake.
The transmission must be placed in PARK or
NEUTRAL.
Press the “START” switch. The vehicle should
start in an Easy Key system “limp home”
operation mode.
VALET
SWITCH
FOB
Figure 5-4, Glove Box Pocket for Fob
The fob battery should be changed as soon as
possible. The DIC will show “Low Fob Battery” to
verify status. This fob pocket for low battery conditions
may also come in handy if a start attempt occurs in an
environment that might jam the RF transmissions
used by the Easy Key system.
5-3
Adaptive Cruise Control
The Adaptive Cruise Control (ACC) system’s
controller is called the Distance Sensing Cruise
Control (DSCC) module. Note this nomenclature for
service information usage.
The ACC system allows the vehicle to operate at, or
below, the driver-selected set speed depending on
traffic conditions. The system uses radar to detect inpath objects and then slows the vehicle depending on
the object’s range and closing-rate (figure 5-5).
Figure 5-5, Adaptive Cruise Control
DSCC
MODULE
The Distance Sensing Cruise Control (DSCC) module
consists of the “forward looking” radar sensor and the
DSCC controller (figure 5-6). It uses the radar to
identify and classify objects in the road ahead of the
vehicle. If the radar detects objects within its specified
field of view, the DSCC controller makes throttle and/
or brake commands via GMLAN to the ECM and
EBCM to control vehicle acceleration or deceleration
as needed (figure 5-7).
The DSCC module is supplied by Delphi and uses 76
gigahertz radar. The DSCC module is packaged
behind the front fascia on the driver’s side of the
vehicle. The module mounts to a bracket that
attaches to the left-hand frame rail near the front
bumper beam. When the radar is operating, it
radiates through the plastic lens on the front fascia.
Figure 5-6, Distance Sensing Cruise
Control (DSCC) Module
5-4
CONN ID
C1=7 BK
C2=5 BK
Power
Distribution
1039
PK
0.35
J2
K2
3K Ω
2K Ω
C1
C5
C231
C231
C4
–
+
GAP Switch
CONN ID
C1=04 YE
C2=02 GY
C3=02 PU
C4=10 NA
C5=10 NA
1039
PK
0.35
5
PK
0.35
B
B
PK
0.35
1039
PK
0.35
D3
E8
1039
PK
0.35
TUTD SW/
STRG COL SW
Fuse 15
2A
Power
Distribution
B+
RUN/
CRANK
Relay 2
Inflatable
Restraint
Steering
Wheel
Module
Coil
Q8
P9
Steering
Wheel
Control
Switch
Assembly
D
900
D-BU
0.35
6
WH
0.35
WH
0.35
D
900
D-GN
0.35
A7
5737
D-GN
0.35
Q9
P8
C2
Set/
Coast
Off
Cruise
Control
Switch
1.27K Ω
1.6K Ω
1884
GY
0.35
C7
1884
GY
0.35
5
61
Cruise
Control
Set/Coast
and
Resume
Accelerate
Switch
Signal
Resume/Accel +
5.36K Ω
On
1
57
ACC
Gap
Adjustment
Switch
Signal
C1
CONN ID
C1=5 BK
C2=5 BK
C3=7 GY
C4=8 BK
RUN/
CRANK
Relay
Control
Turn
Signal/
Multifunction
Switch
2500
TN/BK
0.35
2
DLC
20
BCM
High
Speed
GMLAN
Serial
Data
Bus –
A/T Controls
17
WH
0.35
2501
TN
0.35
DLC – GMLAN
BCM
High
Speed
GMLAN
Serial
Data
Bus +
31
CONN ID
C1=56 BU
C2=73 BK
C3=56 GY
CONN ID
C1=68 BK
C2=68 GY
C3=68 NA
C4=08 BK
C1
C2
C3
C4
Stop
Lamp
Switch
5380
TN
0.35
Exterior
Lights
Brake
Pedal
Position
Switch
Signal
C4
Exterior
Lights
CONN ID
C1=72 GY
C2=72 GY
C3=41 RD
C4=68 GY
13
17
WH
0.35
F4
Stop
Lamp
Switch
Signal
Body
Control
Module
(BCM)
Engine
Control
Module
(ECM)
A4
Fuse
Block –
Underhood
17
WH
0.35
B+
Logic
Figure 5-7a, Adaptive Cruise Control Operation (1 of 2)
5-5
5-6
K59
1
340
RD/WH
0.5
D3
340
RD/WH
0.35
D1
Figure 5-7b, Adaptive Cruise Control Operation (2 of 2)
K59
G102
1250
BK
0.5
2
Ground
D19
E19
340
RS/WH
0.35
K59
7
1239
PK
0.5
D1
Ignition 1
Voltage
C4
1239
PK
0.35
5
2501
TN
0.5
ACC
High
Speed
GMLAN
Serial
Data
Bus –
2501
TN
0.5
4
K59
11
2500
TN/BK
0.5
2500
TN/BK
0.5
10
Fuse
Block
Underhood
ACC
High
Speed
GMLAN
Serial
Data
Bus +
Power
Distribution
Power
Distribution
ACC/TCM
Fuse 3
10 A
ON/START
Power
Distribution
Power
Distribution
CONN ID
C1=68 BK
C2=68 GY
C3=68 NA
C4=08 BK
ACCA/DRIV
DR SW
Fuse 25
10 A
Battery
Positive
Voltage
C180
K59
C4
B3
A3
B+
Message Request
6
1127
YE
0.35
Logic
2501
TN
0.35
2
C1
C2
TAC
Motor
Control - 1
48
581
YE
0.5
TAC
Motor
Control - 2
44
582
BN
0.5
Engine Controls
A5
1036
GY
0.35
Logic
Engine
Control
Module
(ECM)
Instrument
Panel
MESSAGE Cluster
(IPC)
CENTER
CONN ID
C1=34 BU
C2=07 BK
C3=07 GY
IPC Class 2 Serial Data
Message Request
DLC – Class 2
B+
CLEAN RADAR CRUISE
CRUISE DISENGAGE
CRUISE NOT READY
CRUISE SET XX MPH
SERVICE RADAR CRUISE
ECM
High
CONN ID
Speed
GMLAN C1=56 BU
Serial
C2=73 BK
Data
C3=56 GY
Bus –
2500
TN/BK
0.35
1
ECM
High
Speed
GMLAN
Serial
Data
Bus +
C1
DLC – GMLAN
HUD Class 2 Serial Data
Distance
Sensing
Cruise
Control
Module
B+
HEAD
UP
HUD
DISPLAY
ALERT DISTANCE
MESSAGE (HUD)
CRUISE SPEED LIMITED CENTER
FOLLOW DISTANCE
SET SPEED
SET XX MPH
TIGHT CURVE
The DSCC module performs ACC state processing automatically. The ACC system operates in two states: Cruise
and Follow. The normal operating state is Cruise, where the vehicle speed is controlled to match the driver
selected Set Speed.
If another vehicle is detected ahead by the sensor, the ACC system will automatically transition into the Follow
Speed state to provide proper lane spacing behind the target vehicle in front. The ACC Follow Speed Limit will
ensure that acceptable headway is maintained with relation to the preceding vehicle.
Other functions of the DSCC module include:
• Determining the Follow Speed Limit for throttle control by the ECM
•
•
Determining Acceleration Request command to the ECM
Arbitration of the ACC system brake and throttle control between the EBCM and the ECM
•
•
•
Requesting brake light activation for automatic braking
Processing gap adjustment switch information
Providing operational feedback to the vehicle driver
For example, the DSCC module sends signals for telltales and messages to be displayed on the Head-Up Display
or the DIC. These messages come via the BCM. Additionally, the DSCC module will provide audible feedback to
the driver, which also comes via the BCM.
The DIC, Head-Up Display and TCM are integral components that affect the ACC system. If any of these modules
are not present, the ACC system will not work.
Gap Switch
The customer can adjust the gap setting using the
steering wheel-mounted Plus/Minus gap switch while
cruise control is engaged (figure 5-8).
Figure 5-8, Gap Switch
5-7
Default Operation
If any ACC-related components have failed or engagement requirements are not satisfied, the system will not
operate. Additionally, the radar must be mechanically aligned to the vehicle in order for the system to work
correctly.
Braking Fault — When the EBCM detects a failure that should inhibit ACC operation, it will set the appropriate
DTC and an ACC Automatic Braking Failed signal is sent on GMLAN.
BCM Fault — If the BCM detects an ACC-related failure, it will set the appropriate DTC and a Cruise Control
Cancel Request signal is sent on GMLAN.
ECM/TCM Fault — If the ECM or TCM detects a failure affecting the ACC, it will set the appropriate DTC and not
allow ACC to engage and communicate via GMLAN.
ACC Fault — If a current failure is detected in the DSCC module that prevents system engagement, the SERVICE
RADAR CRUISE message is displayed at the DIC. However, if the fault is from another sub-system, this message
is disabled with the other fault taking priority for display.
Radio Amplifier Fault — When the radio amplifier detects a fault that should inhibit ACC operation, it will set the
appropriate DTC and communicate on class 2.
RADAR NOT READY — If temporary conditions prevent ACC system engagement, a RADAR NOT READY
message is displayed. Causes include overheated brakes, an over-temperature RF transceiver in the DSCC
module, system voltage out of range, or the radar is not detecting an object during the current ignition cycle.
Alignment
This system has an automatic alignment function and the sensor is continuously corrected and adjusted as
necessary during ACC vehicle operation. The distance the vehicle must be driven to achieve complete automatic
alignment depends on the number of stationary objects encountered on the road. The more objects, the quicker
complete alignment will occur. The scan tool is equipped to display the automatic alignment status as well as the
degree of DSCC module sensor alignment error (skew).
Sometimes automatic alignment cannot be achieved using the automatic alignment procedure. When this occurs,
the DSCC module will set DTC C1002, which signals an out of alignment diagnostic. This DTC sets when the
degree of error (skew) is 3.9° or more.
When necessary, mechanical alignment of the DSCC sensor can be achieved using the special alignment tool, J
45442. An out of alignment condition may be the result of tampering or damage to the module mounting structures
or brackets and the adjuster settings. An out of alignment condition may also be a result of front-end damage to
the vehicle, or simply as a result of wear and tear.
When performing a wheel alignment on an ACC-equipped vehicle, change the DSCC “Auto Alignment Learn
Status” on the scan tool to “Not Aligned.” This is important because the sensor has to automatically align to the
new wheel alignment setting. After completing wheel alignment service, drive the vehicle in an area with several
stationary objects to automatically align DSCC sensor.
5-8
Heated/Cooled Seats
Both the driver and passenger seat have a heating/
cooling function. Functions for each seat are
controlled by separate switches at the HVAC control
head (figure 5-9). Both heating and cooling can be
cycled through HI, LO and OFF settings with switch
presses.
Heat/Cool Seat Module
The climate-controlled seats use separate heatedcooled seat cushion ventilation and heated-cooled
seat back ventilation modules to supply heating or
cooling to each seat cushion and seat back (figure 510). Operation of each seat is controlled by a Climate
Controlled Seat (CCS) module under the respective
seat. A blower and ducting network circulates air
treated by the heat-cool seat modules through the
seat.
This technology makes use of a heat transfer
process. To heat the seat, polarity of the heat-cool
seat module transfers heat to the side near the seat
cover. To cool, polarity is reversed and heat is taken
away from the seat cover side of the seat module.
The circulating air is the medium used to transfer the
heat from one surface to the other.
The heat-cool seat module technology is capable of
making a temperature differential for cooling or a
differential for heating mode. Typically, this
technology takes some time to have noticeable
results. For example, on cold days, the seat heating
may take up to 12 minutes (this is a longer period
than grid-type seat heaters).
Figure 5-9, Seat Heating/Cooling Controls
at HVAC Control Head
HEATED-COOLED SEAT BACK
VENTILATION MODULE
DUCTING
HEATED-COOLED SEAT CUSHION
VENTILATION MODULE
BLOWER
CLIMATE-CONTROLLED
SEAT MODULE
Figure 5-10, Heated/Cooled Seat
5-9
5-10
Battery
Positive
Voltage
D
1
5918
D—GN
0.5
10
M
Driver
Seat Fan
Low
Reference
Ground
4
5912
GY
0.5
3
Logic
Driver
Seat Fan
Tachometer
Signal
2
5917
L—BU/WH
0.5
14
Heated/Cooled
Seat Blower
Motor — Driver
Driver
Seat Fan
Speed
Control
3
5919
OG
0.5
13
Driver
Seat Fan
Tachometer
Signal
Ignition 1
Voltage
B
Driver
Heated
Seat Low
Reference
4
2078
L—GN
0.5
2
CUSHION
Driver
Heated
Seat
Element
Supply
Voltage
6
2077
PK
0.5
1
Driver
Heated
Seat Low
Reference
1139
PK
0.35
Power
Distribution
Q8
Logic
Element
Sensor
Signal
2
2080
YE
0.5
17
Logic
Driver
Heated
Seat
NTC
Low
Reference
Ground
Driver
Heated
Seat
NTC
Signal
3
2079
YE/BK
0.5
18
D
2424
PU
0.5
4
Driver
Heated
Back Low
Reference
BACK
Driver
Heated
Back
Element
Supply
Voltage
D
2432
BN
0.5
6
12
2424
PU
0.5
Element
Driver
Seat
Temperature
Control
Signal
C2
D
2428
PK
0.5
2
Sensor
Logic
Driver
Heated
Back
NTC
Low
Reference
Ground
Driver
Heated
Back
NTC
Signal
D
2425
D—BU
0.5
3
20 C1
2428
PK
0.5
1150
BK
0.8
C
G301
Heated/
Cooled
Seat
Module —
Driver
HVAC
Control
Module
Driver
Heated
Back
NTC
Low
Reference Ground
B5
19
2425
D—BU
0.5
Driver
Heated
Back
NTC
Signal
C2
Signal
15
1501
PK
0.35
1501
PK
0.35
A2
Logic
CONN ID
C1=16 GN
C2=16 BK
C3=16 GY
Driver
Seat
Temperature
Control
Signal
Seat
Temperature
Control
Switch —
Driver
IGN Driver
Seat
Temperature
Control
Switch
Signal
Driver
Heated
Back
Low
Reference
11
2432
BN
0.5
Driver
Heated
Back
Element
Supply
Voltage
C384
Driver
Heated CONN ID
Seat
C1=16 BK
NTC
C2=4 BK
Low
Reference
Body
Control
Module
(BCM)
Driver
Heated
Seat
NTC
Signal
CONN ID
C1=72 GY
C2=72 GY
C3=41 RD
C4=68 GY
Run/
Crank
Relay 2
Control
Power
Distribution
Power
Distribution
RUN/
CRANK
Relay 2
P9
Driver
Heated
Seat
Element
Supply
Voltage
1139
PK
0.35
A6
Driver
Seat Fan
Votlage
Reference
IGN
C2
D3
C3
L7
RPA/H/C
SEAT
Fuse 11
10 A
B+
K7
Q9
P8
1640
RD/WH
0.8
Driver
Seat Fan
Speed
Control
Fuse
Block —
IP
1139
PK
0.35
A1
1640
RD/WH
0.8
Driver
Seat Fan
Low
Reference
Power
Distribution
HEATED
SEAT LH
Fuse
15 A
Driver
Seat Fan
Votlage
Reference
C1
C375
B8
B9
B+
Figure 5-11, Heated/Cooled Seat System Operation (Driver Shown, Passenger Similar)
Figure 5-12, Heated-Cooled Seat Ventilation Module
The CCS modules receive power from both battery positive voltage and ignition 1 voltage (figure 5-11).
Each heat-cool seat ventilation module consists of a circuit of positive and negative connections sandwiched
between two ceramic plates (figure 5-12).
The internal seat temperature sensors are thermistors, which are attached directly to each heat-cool seat module.
The CCS module supplies a 5-volt reference and ground. As the temperature of the heat-cool seat module
changes, the resistance of the thermistor varies changing the feedback voltage of the temperature sensor signal
circuit. This voltage ranges from 0.5 volts to 4.0 volts.
The CCS module monitors this voltage to determine the heat-cool seat module temperature and adjusts the seat
temperature to the selected switch input at the HVAC control head. This is a PWM signal, which varies according
to the switch setting.
There are four circuits from the CCS control module to the seat fan. They are for logic power, motor speed
control, blower tach signal and the blower low side.
During heated seat operation when HI HEAT is requested, the CCS module transitions to the heat state. The
module applies a pre-determined voltage to the heat side of the heat-cool seat module and ground to the cool
side. At the same time, a pre-determined voltage is also applied to the blower motor. Based upon time and
feedback from the thermistor, voltage to the heat-cool seat module and blower are adjusted to maintain the
selected heating level. These voltages are updated by the CCS module once every second. Cooling seat
operation parallels heating operation with the polarity of the ceramic plates in the heat-cool seat module reversed.
5-11
Heating, Ventilation & Air
Conditioning (HVAC)
OUTSIDE AIR
TEMPERATURE
SENSOR
The XLR uses the RPO CJ2 dual automatic climate
control system to automatically and manually control
the climate inside the vehicle. The system uses
several inputs for air flow and temperature outputs.
These inputs and software combine to determine
blower speed, mode positions, and discharge
temperature automatically:
Figure 5-13, Outside Air Temperature
Sensor
•
The outside air temperature sensor is
at the front fascia (figure 5-13)
•
The in-car air temperature sensor is
in the instrument panel with a small
internal fan that brings air to the
sensor (figure 5-14)
The sun load sensor is on the top of
the instrument panel. This sun load
sensor is also used for twilight
sentinel functions
•
•
The selection made at the control
head is an input as well
The CJ2 control head uses four sensors (figure 5-15)
within the driver and passenger upper and lower
vents to allow dual zone performance. There are two
temperature actuators that provide the dual zone
airflow control.
IN-CAR AIR
TEMPERATURE
SENSOR INLET
Figure 5-14, In-Car Air Temperature
Sensor Inlet
DRIVER VENT
SENSORS
PASSENGER
VENT SENSORS
Figure 5-15, Vent Temperature Sensors
5-12
“Rolling Film” Mode Doors
Rather than a traditional mode control door, the XLR
uses a “rolling film” system (figure 5-16) for HVAC
airflow management.
Other Features
There are six blower speeds used on the CJ2 system
for manual and automatic operation. While the
system uses a delay to go from the third speed to the
sixth speed in automatic, all speed variations are
available instantly in manual mode.
The ECM will not allow compressor clutch operation
below 37° F according to the outside air temperature
sensor. The CJ2 control head sends an A/C request
class 2 message to the ECM. The ECM monitors the
status of many class 2 messages related to
compressor clutch operation. If the class 2 messages
are in normal operating range, the ECM will allow
compressor clutch operation.
Figure 5-16, “Rolling Film” Mode Control
Rear defog is only enabled when the FTC module
reports the top is closed and latched. Selecting defog
also requests the driver and passenger door modules
to turn ON the heated side mirrors.
Also note that the CJ2 control head controls dimming
at the memory seat switch, power folding top switch,
hazard switch, transmission range indicator and
traction control switch. Diagnosing a lighting condition
at these switches may involve the HVAC control
head.
5-13
Infotainment System
The navigation radio system includes a navigation unit
with internal DVD as well as a front loading six-disc
CD changer (figure 5-17). With the DVD regional
maps, the infotainment system provides both visual
and verbal route guidance for the selected destination
from a database of information. The system combines
GPS technology, dead reckoning and map matching
to determine vehicle location. The navigation radio
uses data from other vehicle subsystems to improve
the navigation’s route guidance accuracy and
functionality.
Figure 5-17, Infotainment Navigation
Radio
The CD changer is the main audio source gateway
(figure 5-18). For example, the navigation radio
generates the left and right audio channels to the CD
changer, which outputs these same signals to the
seven-channel amplifier.
The CD changer also accepts the left, right and
common stereo lines from the S-Band receiver.
Furthermore, the voice “in” and “return” lines from the
OnStar Module for voice recognition are channeled
through the navigation radio. These signals use the
microphone pass-through circuit from the OnStar unit.
On a related note, the CD changer accepts inputs
from the steering wheel control switches, which
include volume, preset seeking, and other functions.
Figure 5-18, Audio Output Control
5-14
Integrated Body Control
Module (BCM)
The XLR uses an integrated Body Control Module
(BCM), located under the toe board in the passengerside floor (figure 5-19). The term “integrated” refers to
its dual function as both a body controller and power
distribution bussed electrical center. As an integrated
electrical center, the BCM contains six relays (three of
which are serviceable) and 22 fuses to handle power
for the many components it controls (figure 5-20).
BCM
TOE BOARD
PANEL
Run Crank Relay
One relay should be noted. The Run Crank relay
controls power to the fuses for several important
components and systems:
• Heated/cooled seats
•
•
•
Figure 5-19, Body Control Module (BCM)
All the devices on the GMLAN
network (such as the ECM and SDM
for SIR)
Steering column controls
Fuse for HVAC control head and
inside rearview mirror
5-15
5-16
Figure 5-20a, Body Control Module Circuits/Componets (1 of 3)
B
1139
PK
0.35
A1
Heated/
Cooled
Seat
Module –
Driver
Seat –
Driver
C1
C375
1139
PK
0.35
RUN/
Crank C
Relay
Bus
B
1139
PK
0.35
A1
1139
PK
0.35
D3
Heated/
Cooled
Seat
Module –
Passenger
Seat –
Passenger
C1
C382
C3
Heated/
Cooled
Seat
Module –
Driver
13
1139
PK
0.35
CONN ID
C1=68 BK
C2=68 GY
C3=68 NA
C4=8 BK
1139
PK
0.35
E11
C3
RPA/H/C
SEAT
Fuse 11
10 A
Fuse
Block –
Underhood
C3
L7
K7
F19
M7
G19
G5
F5
WIPER
ON/OFF
Relay 45
M10
WIPER
HI/LO
Relay 41
M18
W/S
WASH
Relay 36
Diode 1
Diode
F19
Diode 2
Diode
F5
D5
(Not used)
H6
J6
13
F9
1239
PK
0.35
A7
1239
PK
0.35
C
1239
PK
0.35
C8
1239
PK
0.35
F11
C13 C1
1339
PK
0.35
ABS/MRRTD
Fuse 1
10 A
C4
L5
K5
18
1439
PK
0.35
F10
A9
B10
1439
PK
0.5
ECM
Fuse 15
15 A
Electronic Electronic Engine
Control
Suspension Brake
Module
Control
Control
(EBCM)
Module
Module
(EBCM)
C3
C2
D20
E20
CONN ID
C1=72 GY
C2=72 GY
C3=41 RD
C4=68 GY
Transmission
Control
Module
(TCM)
C184
K59
1239
PK
0.35
E11
ACC/TCM
Fuse 3
10 A
Distance
Sensing
Cruise
Control
Module
C2
D19
E19
839
PK
0.8
E8
C5
GMLAN
DEVICES
Fuse 1
20 A
19
1439
PK
0.35
H13
1
739
PK
0.35
B10
B
739
PK
0.35
Inflatable
Restraint
I/P Module
Disable
Switch
SDM/PSIR
SW
Fuse 13
10 A
Inflatable
Restraint
Sensing
and
Diagnostic
Module
(SDM)
CRANK
Relay 43
L4
K4
Body Control
Module (BCM)
Memory
Seat
Switch
Folding
Top
Switch
440
RD/WH
0.35
440
RD/WH
0.35
B1
440
RD/WH
0.35
440
RD/WH
0.35
E1
C
S393
C3
C3
B5
H11
F11
Memory
Seat
Module –
Driver
C2
440
RD/WH
0.35
Seat
Adjuster
Switch –
Driver
E
440
RD/WH
0.35
Seat
Driver
Fuse
Block –
Underhood
CONN ID
C1=72 GY
C2=72 GY
C3=41 RD
C4=68 GY
D12
1740
RD/WH
3
BATT 5
Fuse 7
30 A
J11
TILT/TELE
SW/MEM
SEAT MOD
Fuse 26
10 A
B+
Bus
4
440
RD/WH
0.35
C375
S248
C4
B2
A2
CONN ID
C1=68 BK
C2=68 GY
C3=68 NA
C4=8 BK
B+
1
9
340
RD/WH
0.35
A5
340
RD/WH
0.35
C
340
RD/WH
0.35
Driver
Door
Switch
Assembly
(DDSA)
340
RD/WH
0.35
C555
D3
340
RD/WH
0.35 C501
D1
ACCA/DRIV
DR SW
Fuse 25
10 A
Tilt/
Distance
Telescope Sensing
Switch
Cruise
Control
Module
F
440
RD/WH
0.35
C180
B3
A3
15
Vehicle
Communication
Interface
Module
(VCIM)
C1
140
RD/WH
0.35
C
140
RD/WH
0.35
B10
ONSTAR
Fuse 24
10 A
Cellular
Microphone
A4
B4
C3
B7
A7
C3
540
RD/WH
1
D11
PARK
BRAKE
SOL A
Fuse 23
20 A
PARK
BRK
RELEASE
Relay
A1
D5
(Not used)
Relay
Block –
I/P
Body
Control
Module
(BCM)
Figure 5-20b, Body Control Module Circuits/Componets (2 of 3)
5-17
5-18
B+
Bus
4
840
RD/WH
0.5
D7
BTSI
SOL/COL
LOCK
Fuse 19
10 A
Auromatic
Transmission
Shift Lever
C3
F7
G7
CONN ID
C1=68 BK
C2=68 GY
C3=68 NA
C4=8 BK
B16
A16
4
740
RD/WH
0.5
A6
4
4
740
RD/WH
0.5
F4
F6
(Not used)
G1
H1
Fuse
Block –
Underhood
Remote
Playback
Device –
CD Player
740
RD/WH
0.5
E6
Radio
C4
D1
STOP/B/U
LPS
Fuse
15 A
640
RD/WH
0.8
RADIO/ANT/
VICS
Fuse 17
15 A
BCM
B
C4
242
RD/BK
5
Digital
Radio
Receiver
(US or
Canada)
G2
H2
D1
242
RD/BK
5
242
RD/BK
5
D6
ACCA/DRIV
DR SW
Fuse 25
10 A
CONN ID
C1=72 GY
C2=72 GY
C3=41 RD
C4=68 GY
C3
S208
C4
B3
A3
B+
S8
Relay
Block – IP
S9
FOG RR
(Europe)
Relay 3
1040
RD/WH
0.35
F5
REAR FOG
ALDL TOP SW
Fuse 18
10 A
1040
RD/WH
0.35
A8
C4
16
Data
Link
Connector
(DLC)
C3
Capacitor
CP200
S260
640
RD/WH
0.8
C455
15
24
L–GN
0.5
C3
D7
E7
S8
C3
Figure 5-20c, Body Control Module Circuits/Componets (3 of 3)
Backup
Lamp –
Left
L–GN
0.8
G
G
L–GN
0.8
B
24
L–GN
0.5
A2
24
L–GN
0.5
D9
Body
Control
Module
(BCM)
9
24
L–GN
0.5
A3
Folding
Top
Switch
C3
Q9
REVERSE
LAMPS
Fuse 21
10 A
S9
REVERSE
LAMP
Relay 3
C2
STOP
LAMP
Relay 4
D10
Backup
Lamp –
Right
Rear
Object C960
Sensor
Control
Module
D2
GMLAN/Class 2 Gateway
GMLAN
CLASS 2
Figure 5-21, XLR Serial Data Buses*
Another essential function provided by the integrated BCM is its status as the gateway between the lower-speed
class 2 and the high-speed GMLAN communications data buses (figure 5-21). The integrated BCM communicates
both of these protocols and provides translation between them for all the controllers.
* Class 2 controllers are actually arranged in a “star” configuration. Layout shown was created to clearly identify both serial data buses and
the included controllers.
5-19
GMLAN (+)
GMLAN (-)
Figure 5-22, XLR DLC
Some messages will be transferred between each
local network. The BCM is the gateway between the
two networks. DLC Pins 6 and 14 are connected to
the GMLAN serial data bus (figure 5-22).
The only standalone controller is the rear park assist
controller.
TWISTED
PAIR
Figure 5-23, “Twisted Pair” GMLAN Wiring
5-20
The two networks function so that the bulk of the
messages will remain locally on their own network.
As a general rule, the high speed GMLAN network is
for the controllers that contribute to vehicle
performance and critical safety, where decisions
require a split-second advantage. Class 2 is used for
the technology that supports comfort and security.
All GMLAN serial data wiring uses a twisted pair
configuration (figure 5-23) to minimize the effects of
electromagnetic interference (or EMI). With the
significant number of controllers on the XLR, this is
an important design consideration.
Supplemental Inflatable
Restraint (SIR) System
Air bag technology on the XLR parallels, for the most
part, what you’ve seen on the other Cadillac models.
The XLR is equipped with driver and passenger dual
stage air bags. It also has side air bags located on the
outboard side of the seat back, as you’ve seen
before. Along with these side air bags, seat belt
pretensioners supplement the occupants’ seat belt
system.
On the XLR, you’ll find the side impact sensors
located near the top of the door, under the door panel
(figure 5-24). The right and left frontal sensors are
located behind the front fascia under the twin air
cleaner inlets.
SIDE IMPACT
SENSOR
Figure 5-24, Side Impact Sensor
Of special note is the seat position switch located
within the bottom of the each seat’s track (figure
5-25). These seat position switches are used to
determine the proximity of a driver or passenger seat
position with respect to the front air bags. In the event
of a frontal collision, the SDM can determine whether
the driver and passenger air bags should be deployed
with a “shunted” or “non-shunted” stage. The
deployment level is determined based on position
information from the seat position sensors and impact
energy from the frontal sensors (figure 5-26).
SEAT POSITION
SENSOR
Figure 5-25, Seat Position Sensor
5-21
Inflatable Restraint
Front End Sensor – Left
A
1851
BK/WH
0.35
C186
J
1851
BK/WH
0.35
C180
A1
1851
BK/WH
0.35
B
1834
YE
0.35
A
2260
GY
0.35
A
K
1834
YE
0.35
2260
GY
0.35
A2
A3
1834
YE
0.35
2260
GY
0.35
5
26
Front
End
Sensor –
Signal –
Left
Front
End
Sensor –
Voltage –
Left
C375
5057
PK
0.35
5055
L–GN
0.35
A
Inflatable
Restraint
Seat
Position
Switch –
Left
Front
End
Sensor –
Signal –
Right
Low
Reference
24
5055
L–GN
0.35
B3
B
5057
PK
S391 0.35
B
2160
YE
0.35
B
2160
YE
0.35
A4
2160
YE
0.35
6
27
Seat Position
Switch – Left
Signal
Seat
Belt
Inflatable Restraint
Front End Sensor – Right
5057
PK
0.35
B9 C382
5057
PK
0.35
11
5057
PK
0.35
B4
Front
End
Sensor –
Voltage –
Right
Seat Position
Switch – Left
Signal
25
5056
L–BU
0.35
B3
5057
PK
0.35
B
Inflatable
Restraint
Seat
Position
Switch –
A Right
5056
L–BU
0.35
Figure 5-26a, SIR Seat Position Sensor Operation (1 of 2)
5-22
Inflatable
Restraint
Sensing
and
Diagnostic
Module
(SDM)
Steering
Wheel
Module
Stage 1 –
High
Control
C4
Steering
Wheel
Module
Stage 1 –
Low
Control
Steering
Wheel
Module
Stage 2 –
High
Control
Steering
Wheel
Module
Stage 2 –
Low
Control
13
12
34
33
3021
TN
0.5
3020
BN
0.5
3023
WH
0.5
3022
PK
0.5
A1
A2
B1
B2
Shorting
Clip
TN
0.5
WH
0.5
I/P
Module
Stage 1 –
Low
Control
9
C220
Shorting
Clip
BN
0.5
I/P
Module
Stage 1 –
High
Control
I/P
Module
Stage 2 –
High
Control
10
30
31
3025
YE
0.5
3024
OG
0.5
3027
GY
0.5
3026
PU
0.5
A1
A2
B1
B2
Shorting
Clip
PK
0.5
I/P
Module
Stage 2 –
Low
Control
Inflatable
Restraint
Sensing
and
Diagnostic
Module
(SDM)
Shorting
Clip
Inflatable
Restraint
Steering
Wheel
Module
Coil
CONN ID
C1=04 YE
C2=02 GY
C3=02 PU
C4=10 NA
C5=10 NA
TN
0.5
WH
0.5
BN
0.5
Shorting
Clip
C2
1
Stage 1
Inflatable
Restraint
Steering
Wheel
Module
YE
0.5
PK
0.5
Shorting
Clip
2
C3
1
Stage 2
GY
0.5
OG
0.5
Shorting
Clip
2
C1
1
Stage 1
PU
0.5
Shorting
Clip
2
C2
CONN ID
C1=2 GY
C2=2 PU
1
2
Stage 2
Inflatable
Restraint
I/P
Module
Figure 5-26b, SIR Seat Position Sensor Operation (2 of 2)
5-23
Notes
5-24
6. Service
Tools
6. Service
Tools
Essential
Tool Number
Description
J 42743
J 42854
J 44214
J 45289
J 45442
J 45930
J 46327, J 46328
J 28685
J 33432-A
J 38197-A
J 41712
J 41816
J 41816-2
J 42128
J 42129
J 42188-A
J 42203
J 43059
J 43631
J 43822
J 28467-81
J 46588
J 42055-7
J 35589-A
J 39232
J 39529
J 42058
Trim Height Adjustment Tool
Trim Height Measurement Gauge
Flywheel Holder
CANdi Module
Adaptive Cruise Control Sensor Alignment
Crank Seal Installer
Timing Chain Holding Tools
Rear Bushing Remover and Installer
Transverse (leaf) Spring Compressor
Crankshaft Balancer Remover (3 Ear)
Oil Pressure Sensor Socket
Crankshaft Balancer Remover
Crankshaft End Protector
Axle Shaft Remover
Rear Hub Spindle Remover
Ball Joint Separator
Driveline Support
Valve Retainer Remover/Installer
Ball Joint Remover
Shock Remover and Installer
Engine Support Fixture
Axle Seal Crimp Tool
Trans Support Plate
Master Cylinder Bleeder Adapter
Wiper Link Separator
Wiper Link Installer
Frame Anchor Clamps
Essential Getrag
Tool Number
Description
J 29369-2
J 36797
J 42155
J 42157
J 42159
J 42162
J 42164
J 42166
J 42168
J 42170
J 42172
J 42173
J 42194
J 44678
J 44616
Left Output Shaft Bearing Remover
Output Shaft Seal Installer
Differential Housing Lifting Tool
Left Output Shaft Bearing Installer
Differential Side Bearing Remover
Side Gear Compressor
Pinion Gear Holder
Front Pinion Bearing Remover
Shim Selection Tool
Bearing Race Installer (combined w/J 42160)
Bearing Race Installer (combined w/J 42163)
Holding Fixture
Bearing Race Remover
Getrag Axle Tool Video
Storage Case for Getrag Axles Tools
6-1
6. Service Tools
Recommended
6-2
Tool Number
Description
J 42055
J 29794
J 21177-A
J 21474-5
J 21867
J 24460-A
J 2619-01
J 28662
J 29789
J 35314
J 38185
J 38606
J 39570
J 39580
J 41013
J 42220
J 6125-1B
J 7872
J 8001
J 8037
J 8062
J 8089
J 8433
J 8433-1
J 8520
J 9666
Transmission Support Fixture
Axle Shaft Remover Extension
Drum To Brake Shoe Clearance Gauge
Control Arm Bushing Receiver
Pressure Gauge & Hose Adapter
Radiator Pressure Tester
Slide Hammer Assembly
Brake Pedal Effort Gauge
Piston Ring Compressor 3-3/8˝ to 3-5/8˝ (pliers)
Exhaust Back Pressure Tester
MUBEA Hose Clamp Pliers
Valve Spring Compressor (head on engine)
Chassis Ears
Engine Support Table
Rotor Resurfacing Kit
Universal 12V Leak Detector
Slide Hammer
Magnetic Base Dial Indicator
Dial Indicator Set
Piston Ring Compressor 2-1/8˝ to 5˝ (band style)
Valve Spring Compressor (head off engine)
Carbon Removal Brush
Pully Puller
Puller Body
Dial Indicator Adapter
Valve Spring Tester
Final Test Questions
Q. Final TestQ.Questions
Questions 1 through 20 must be completed for credit on the Know-How release.
1. The SIR system uses __________ to determine
“shunted” or “non-shunted” deployment.
a.
b.
c.
d.
seat position and frontal sensors
vehicle speed and frontal sensors
vehicle speed and wheel speed
seat position and vehicle speed
2. The __________ is the GMLAN/class 2 data
communications gateway.
a.
b.
c.
d.
ECM
FPSCM
BCM
EBTCM
3. The __________ is the main audio source
gateway.
a.
b.
c.
d.
radio head
CD changer
OnStar module
amplifier
6. Which of the following will NOT cause adaptive
cruise control default operation?
a.
b.
c.
d.
Braking fault
ECM fault
Suspension fault
BCM fault
7. A “dead battery” fob is placed in the glove box
pocket because the pocket next to the
__________.
a.
b.
c.
d.
Easy Key module
RKE antenna
valet antenna
limp-home antenna
8. To put the XLR in ignition On without the engine
running, __________.
a. press the fob’s Start button without the brake
applied
b. push the rocker switch On button with a door
open
c. select this power mode through the DIC
d. press and hold the ACC switch for 5 seconds
4. Rather than mode control doors, the XLR uses
__________ for HVAC airflow management.
a.
b.
c.
d.
rolling film
direct venting
separate modules
sliding baffles
5. The heated-cooled seat cushion or back
ventilation module heats or cools by
__________.
a.
b.
c.
d.
refrigerant
reversing polarity
changing amperage
switching elements
9. The MagnaRide shock’s magnetic-rheological
fluid is thickened based on road surface variation
and __________.
a.
b.
c.
d.
road energy heat variance
higher vehicle speeds
reduced speed sensor frequency
extreme yaw sensor output voltage
10. The brake pressure sensor is mounted on the
__________.
a.
b.
c.
d.
EBTCM assembly
master cylinder
front-left caliper
proportioning valve
Q-1
Q. Final Test Questions
11. The XLR frame uses __________ frame rails.
a.
b.
c.
d.
hydroformed U-channel
hydroformed boxed
solid steel
composite C-channel
12. The actual FM antenna is __________.
a.
b.
c.
d.
within the OnStar GPS antenna
next to the navigation GPS antenna
on the rear side of the decklid interior trim
part of the diversity windshield antenna
13. Which of the following folding top components
uses a potentiometer for position identification?
a.
b.
c.
d.
rear tonneau
decklid open
header latched
header unlatched
14. The folding top rear tonneau cover is operated by
__________ hydraulic cylinder(s).
a.
b.
c.
d.
one
two
three
four
15. Which of the following actions is the earliest in a
folding top going down sequence?
a.
b.
c.
d.
Q-2
Unlatches decklid
Opens rear tonneau
Windows enabled
Side glass folds for storage
16. If a door is closed, but unlocked, the LED will
__________.
a.
b.
c.
d.
be on continuously
show short flashes continuously
show two short flashes per second
flash in three second intervals
17. The Door Modules report switch status
__________.
a.
b.
c.
d.
on the GMLAN bus
on the class 2 bus
via analog signals
by altering reference voltage
18. Easy Key antennas poll at __________ kHz to
determine fob location.
a.
b.
c.
d.
12.5
125
225
315
19. Fuel pump speed is varied based on
__________.
a.
b.
c.
d.
vehicle speed
ECM commands to the FPSCM
pressure regulator feedback
open loop software
20. At 0% PWM to a cam actuator solenoid, the
plunger would force oil to ____________.
a. retard both the intake and exhaust camshafts
b. advance both the intake and exhaust
camshafts
c. advance the intake and retard the exhaust
camshafts
d. advance the exhaust and retard the intake
camshafts
Course Completion Procedure
All testing for the GM Service Know-How program is now accomplished through the GM Service Technical College
web site.
To receive credit for the course, please contact the GM Service Technical College web site at
www.gmcommontraining.com and select “Training Management” from the menu. This will take you to the Training
Management System. A valid user name and password are required for this portion of the site.
Once you have been granted access to the system, select:
– Testing
– Service Technical
– Know-How Videos
From there you will be presented a list of available tests. Select the test you wish to take and follow the prompts.
This testing procedure provides immediate results at the completion of the test and is linked to the GM Service
Technical College Training Management System.
Course Survey
Your opinions and suggestions are welcome as a way to improve future GM Service Know-How releases. A survey
form is available at the end of the course test.
Q-3
Notes
Q-4
Notes
Q-5
Notes
Q-6
Notes
Q-7
Notes
Q-8
Notes
Q-9
Notes
Q-10
GENERAL MOTORS
TRAINING MATERIALS
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Classroom Courses, Videos, Certified-Plus
Training (CPT), Computer-Based Training
(CBT), Interactive Distance Learning (IDL),
and GM Service Know-How
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These publications & videos offer thousands of facts
on service procedures and how systems operate on
GM cars and trucks.
Includes the same materials used in General Motors
Training Centers for GM Dealer Technician Training.
Send today for your FREE
GM training materials catalog
General Motors Training Materials
MSX International
1426 Pacific Drive ¥ Auburn Hills, MI 48326
1-800-393-4831
April 2003
General Motors Corporation
Course #10446.55B
Printed in USA

2004 Cadillac XLR Systems

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