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ENGINE ELECTRICAL -1999 GMC C Series - C7

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1999 ENGINE
Engine Electrical

SPECIFICATIONS
FASTENER TIGHTENING SPECIFICATIONS
Fastener Tightening Specifications
Application
A/C Compressor Mounting Bolt (Gasoline Engine)
BAT Terminal Nut (21-SI 200 Generator)
Battery Positive Cable Nut (PG-260)
Battery Positive Cable Nut (37-MT/300)
Battery Positive Cable Nut (37-MT/350)
Battery Positive Cable to Starter Nut (Gasoline Engine)
Battery Positive Cable to Starter Nut (7.2L Diesel
Engine)
Battery Side Post Terminal Bolt
Battery Top Bar Nut
Battery Top Post Terminal Nut
Coil Bracket Bolt
Coil Bracket Nut
Commutator End Frame Ground Cable Nut (37MT/300)
Commutator End Frame Ground Cable Nut (37MT/350)
Distributor Bolt
Drive Housing to Lever Housing Screws (37-MT)
End Frame Bolts (37-MT)
Engine Temperature Sensor Bolt
Ether Capsule Bracket Clamp
Ether Injector Control Valve and Bracket Mounting
Bolt
Ether Injector Tube Connector Nut
Ether Injector Tube Connector to Ether Injector
Control Valve Assembly
Ether Tube Connector to Ether Injector Nozzle
Field Connector to Field Terminal Screw (37-MT)
Field Connector to Solenoid Screw (37-MT)
Field Frame Ground Cable Nut (37-MT/350)
Frame to Engine Cable, Engine Side Bolt (Gasoline
Engine)
Frame to Engine Cable, Frame Side Nut (Gasoline

Specification
Metric
English
145 N.m
33 lb ft
20 N.m
14 lb ft
10 N.m
89 lb in
30 N.m
22 lb ft
30 N.m
22 lb ft
10 N.m
89 lb in
30 N.m

22 lb ft

17 N.m
17 N.m
23 N.m
28 N.m
33 N.m

13 lb ft
13 lb ft
17 lb ft
17 lb ft
24 lb ft

30 N.m

22 lb ft

30 N.m

22 lb ft

27 N.m
24 N.m
5.6 N.m
40 N.m
2 N.m

20 lb ft
18 lb ft
50 lb in
30 lb ft
18 lb in

25 N.m

18 lb ft

4 N.m

35 lb in

3 N.m

27 lb in

30 N.m
3.4 N.m
3.4 N.m
30 N.m

22 lb ft
30 lb in
30 lb in
22 lb ft

30 N.m

22 lb ft

30 N.m

22 lb ft

sca.net

ENGINE ELECTRICAL -1999 GMC C Series - C7

Engine)
Frame to Starter Cable, Frame Side (7.2L Diesel
Engine)
Frame to Starter Cable, Starter Side (7.2L Diesel
Engine)
Generator Adjusting Bracket Mounting Bolt (7.2L
Diesel Engine)
Generator Ground Strap Bolt (Gasoline Engine)
Generator Ground Strap Bolt (7.2L Diesel Engine)
Generator Ground Strap to Engine Bolt (Gasoline
Engines)
Generator Ground Strap to Engine Bolt (7.2L Diesel
Engine)
Generator Ground Strap to Generator Nut (Gasoline
Engine)
Generator Ground Strap to Generator Bolt (7.2L Diesel
Engine)
Generator Indicator Terminal Nut (7.2L Diesel Engine)
Generator Mounting (Bottom) Bolt (Gasoline Engine)
Generator Mounting (Bottom) Bolt (7.2L Diesel
Engine)
Generator Mounting (Rear) Bolt (Gasoline Engine)
Generator Mounting (Top) Bolt (Gasoline Engine)
Generator Mounting (Top) Bolt (7.2L Diesel Engine)
Generator Mounting Bracket Bolt (Gasoline Engine)
Generator Output Terminal Nut (All Engines)
Generator Rear Mounting Bracket Bolt (Gasoline
Engine)
Generator Relay Terminal Nut (7.2L Diesel Engine)
Generator Shaft Nut (Gasoline Engine)
Generator Shaft Nut (7.2L Diesel Engine)
Generator Through Bolts (21-SI 200 Generator)
Ground Lead to Commutator End Terminal Nut (37MT)
Ground Lead to Solenoid Terminal Nut (37-MT)
Heat Shield Bolt (PG-260)
Heat Shield (Rear) Bolt (PG-260)
Hold Down Bolt (Side Post)
Lever Housing to Field Frame Bolts (37-MT)
Negative Battery Cable Extension to Frame Bolt
Negative Battery Cable to Frame Bolt
Positive Cable Post Nut (Nylon) (CS-130 Generator)
Positive Cable Post Nut (Free Running) (CS-130
Generator)
Positive Cable Post Nut (CS-130D Generator)

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28 N.m

21 lb ft

30 N.m

22 lb ft

73 N.m

54 lb ft

17 N.m
11 N.m

13 lb ft
97 lb in

17 N.m

13 lb ft

32 N.m

24 lb ft

45 N.m

33 lb ft

11 N.m

97 lb in

2 N.m
45 N.m

18 lb in
33 lb ft

71 N.m

52 lb ft

40 N.m
45 N.m
88 N.m
50 N.m
20 N.m

30 lb ft
33 lb ft
65 lb ft
37 lb ft
14 lb in

50 N.m

37 lb ft

2 N.m
100 N.m
100 N.m
5.5 N.m

18 lb in
75 lb ft
75 lb ft
50 lb in

30 N.m

22 lb ft

3 N.m
12 N.m
55 N.m
23 N.m
20 N.m
33 N.m
30 N.m
7 N.m

27 lb in
106 lb in
48 lb ft
17 lb ft
15 lb ft
24 lb ft
22 lb ft
62 lb in

12 N.m

106 lb in

18 N.m

13 lb ft

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Positive Cable Post Nut (CS-144 Generator)


Pulley Nut (CS-144 Generator)
Pulley Nut (21-SI 200 Generator)
Rectifier Bridge Ground Screws (21-SI 200 Generator)
Rectifier Bridge Insulator Screw (21-SI 200 Generator)
Regulator Nut (21-SI 200 Generator)
Relay Mounting Screw
Relay Terminal Nuts (21-SI 200 Generator)
Solenoid Mounting Screws (37-MT)
SRE Retainer Screws (21-SI 200 Generator)
Starter Motor Bolt (PG-260)
Starter Motor Bolt (37-MT/300)
Starter Motor Bolt (37-MT/350)
Starter Solenoid Nut (PG-260)
Starter Solenoid Nut (37-MT/300)
Starter Solenoid Nut (37-MT/350)
Stator Lead to Rectifier Bridge Nuts (21-SI 200
Generator)
Through Bolts (28-MT)
Vacuum Pump Mounting Bolt

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18 N.m
100 N.m
100 N.m
3 N.m
2.5 N.m
2.5 N.m
8 N.m
2.5 N.m
18 N.m
3 N.m
40 N.m
70 N.m
70 N.m
2 N.m
3 N.m
3 N.m

13 lb ft
74 lb ft
74 lb ft
25 lb in
22 lb in
22 lb in
71 lb in
22 lb in
13 lb ft
26 lb in
30 lb ft
52 lb ft
52 lb ft
18 lb in
27 lb in
27 lb in

2.5 N.m

22 lb in

8.5 N.m
25 N.m

75 lb in
18 lb ft

GENERAL SPECIFICATIONS
Battery Temperature and Minimum Voltage
Estimated Temperature
21C
10C
0C
-10C
-18C

Estimated Temperature
70F
50F
32F
15F
0F

Minimum Voltage
Header
9.6 V
9.4 V
9.1 V
8.8 V
8.5 V

BATTERY USAGE
A battery has two ratings:
z
z

Reserve capacity
Cold cranking amperage

Reserve Capacity

The reserve capacity estimates how long the vehicle can drive without generator output under the
following conditions:
z

With the headlamps turned on.

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With minimum electrical load (most of the accessories are turned off).

Reserve capacity is the maximum amount of time (in minutes) necessary for a charged battery to reach
a terminal voltage of 10.5 volts. The battery must have been discharged at a constant rate of 25 amperes
and a constant temperature of 27C (80F). The following factors affect the life of a battery:
z
z
z
z

Temperatures
Current draws
The state of charge
The condition of the battery

Cold Cranking Amperage

The Cold Cranking Amperage (CCA) determines the battery's ability to crank the engine in cold
temperatures. The battery must maintain the minimum amperage rating for 30 seconds at -18C (0F) at
7.2 volts. A battery's performance will vary depending on the actual temperature.
Battery Specifications
Catalog Number
810
812
1110
1150
31-900CT

Cold Cranking
Amperes Rating
600
770
750
625
900

Reserve Capacity
(Minutes)
115
115
160
180
160

Load Test Amperes


300
380
370
310
450

STARTER USAGE (28-MT)


Starter Usage (28-MT)
Load Test @
10 Volts
AMPS
Minimum
Engine Type Starter Type
Diesel Engine
28-MT
125 AMPS

Load Test @
10 Volts
AMPS
Maximum
190 AMPS

28-MT Starter Solenoid Switch Specifications


Pull-In
Pull-In
Pull-In
AMPS
Volts
Ohms
Volts
12
52-59
10
0.17 0.19

Load Test @
10 Volts
RPM
Minimum
3,000 RPM

Hold-In
AMPS
12-14

Hold-In
Volts
10

Load Test @
10 Volts
RPM
Maximum
5,600 RPM

Hold-In
Ohms
0.76 0.81

STARTER USAGE (LOAD TEST @ 10 VOLTS SPECS. 37-MT)


Starter Usage (Load Test @ 10 Volts Specs. 37-MT)
Load Test @ Load Test @
10 Volts
10 Volts
Load Test @ Load Test @
AMPS
AMPS
10 Volts RPM 10 Volts RPM
Minimum
Maximum
Minimum
Maximum
Engine Type Starter Type

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Diesel Engine

37-MT/300
37-MT/350

120 AMPS

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160 AMPS

6,000 RPM

8,700 RPM

Hold-In
AMPS
16-20

Hold-In Volts
10

STARTER USAGE (SOLENOID SWITCH 37-MT)


Starter Usage (Solenoid Switch 37-MT)
Starter Type
37-MT

Volts
12

Pull-In AMPS Pull-In Volts


24-29
5

STARTER USAGE (LOAD TEST @ 10 VOLTS SPECS. PG-260)


Starter Usage (Load Test @ 10 Volts Specs. PG-260)
Load Test @ Load Test @
10 Volts
10 Volts
AMPS
AMPS
Minimum
Maximum
Engine Type Starter Type
Gasoline
PG260
47 AMPS
70 AMPS
Engine

Load Test @
10 Volts
RPM
Minimum

Load Test @
10 Volts
RPM
Maximum

6,500 RPM

11,000 RPM

GENERATOR USAGE (GENERATOR OUTPUT)


Generator Usage (Generator Output)
Engine
Option Code
Generator Model
Diesel Engines
KG3
CS144
Diesel Engines
KW2
CS144
Diesel Engines
KW1
21SI
Diesel Engines
KG8
21SI
Diesel Engines
K60
21SI

Rated Output
145 A
124 A
160 A
130 A
100 A

Load Test
101 A
86 A
112 A
91 A
70 A

GENERATOR USAGE (21-SI GENERATOR)


Generator Usage (21-SI Generator)
Field
Field
Current 27 Current 27
C (80F)
Field-Ohms C (80F)
AMPS
VOLTS
Part No. 27C (80F)
19010110
1.7-1.8
6.7-7.1
12
19010110
1.7-1.8
6.7-7.1
12
19010112
1.7-1.8
6.7-7.1
12
19010112
1.7-1.8
6.7-7.1
12
19010113
1.7-1.8
6.7-7.1
12
19010113
1.7-1.8
6.7-7.1
12

Cold
Output
AMPS
45
150
60
100
57
130

Cold
Output
RPM
1600
5000
1600
6500
1600
6500

Rated
Output
AMPS
160
160
100
100
130
130

SCHEMATIC AND ROUTING DIAGRAMS

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ENGINE ELECTRICAL SCHEMATIC ICONS


Engine Electrical Schematic Icons
Icon

Icon Definition
Refer to HANDLING
ELECTROSTATIC DISCHARGE
SENSITIVE PARTS NOTICE

IMPORTANT:
The Cat Diesel charging system
circuit has a resistance wire for circuit
25 (WHT). The wire provides a
resistive current flow to the generator.
The resistance wire will allow the
generator to operate properly even if
the charge indicator circuit fails or the
charge indicator bulb burns out.
z

The wire length is 303.5 cm


(119.6 in).
The wire size is 0.22 mm2 (AWG
Size 24 gauge).
The wire provides a resistance
of 20 (2).

Be sure to maintain 20 (2) circuit


resistance when repairing this circuit.

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STARTING AND CHARGING SCHEMATICS

Fig. 1: Start Circuit Schematic - Cat Diesel (Page 1 Of 2)

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Fig. 2: Start Circuit Schematic - Cat Diesel (Page 2 Of 2)

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Fig. 3: Charge Circuit Schematic - Cat Diesel

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Fig. 4: Start Circuit Schematic - Gasoline

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Fig. 5: Charge Circuit Schematic - Gasoline

COMPONENT LOCATOR
ENGINE ELECTRICAL COMPONENTS
Engine Electrical Component Locations
Name
Battery

Battery Junction
Block

Location

Locator View

Power and
On the outboard side of the right
Grounding
frame rail
Component Views
in Wiring Systems
On the front lower right side of
the bulkhead, in the engine
compartment

Power and
Grounding
Component Views
in Wiring Systems

Power and
On the outboard side of the right
Battery, Center
Grounding
frame rail, between the inboard
(Triple Batteries)
Component Views
and outboard batteries
in Wiring Systems

Connector End
View
Power and
Grounding
Connector End
Views in Wiring
Systems
Power and
Grounding
Connector End
Views in Wiring
Systems
Power and
Grounding
Connector End
Views in Wiring

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Battery, Inboard
(Dual Batteries)

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Power and
On the outboard side of the right
Grounding
frame rail
Component Views
in Wiring Systems

Power and
Battery, Outboard On the outboard side of the right
Grounding
(Dual Batteries) frame rail
Component Views
in Wiring Systems
Ether Injector
On the right side of the
Control Valve (Cat
bulkhead
Diesel)
Ether
Injector/Engine
Coolant
Temperature (ETC)
Switch (Cat
Diesel)
Generator (Cat
Diesel)

Engine Controls
Component Views
in Engine Controls7.2L (Caterpillar)

Engine Controls
On the rear of the engine, on the Component Views
cylinder head
in Engine Controls7.2L (Caterpillar)
On the upper right side of the
engine

Engine Electrical
Component Views

In the engine harness to the


C1 (ring terminal)
generator Bat terminal

Engine Electrical
Component Views

C2 (ring terminal)

In the engine harness to the


generator R terminal

Engine Electrical
Component Views

C3 (2 cavities)

In the engine harness to the


generator

Engine Electrical
Component Views

On the upper right side of the


engine

Engine Electrical
Component Views

Generator
(Gasoline)

Systems
Power and
Grounding
Connector End
Views in Wiring
Systems
Power and
Grounding
Connector End
Views in Wiring
Systems
Engine Controls
Connector End
Views in Engine
Controls-7.2L
(Caterpillar)
Engine Controls
Connector End
Views in Engine
Controls-7.2L
(Caterpillar)
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views

In the engine harness to the


C1 (ring terminal)
generator Bat terminal

Engine Electrical
Component Views

C2 (4 cavities)

In the engine harness to the


generator

Engine Electrical
Component Views

Generator Fuse

Taped to the engine harness at


the rear of the generator

Engine Electrical
Component Views

Hourmeter

On the lower left side of the IP,


on the IP accessory mounting
plate or under the IP bracket

Instrument Panel, Instrument Panel,


Gauges, and
Gauges, and
Console
Console Connector
Component Views
End Views in

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Ignition Switch

On the top side of the lower


steering column

C1 (5 cavities)

In the IP harness to the ignition


switch

C2 (4 cavities)

In the IP harness to the ignition


switch

Instrument Panel
Cluster (IPC)

On the left side of the IP

On the front, center of the


MaxiFuse Block 2 bulkhead, in the engine
compartment
Multifunction Alarm
Module (MFAM) Under the left side of the IP
(Gasoline)
Multifunction Alarm
Module (MFAM) Under the left side of the IP
(Cat Diesel)
C1 (16 cavities)
(Cat Diesel)

In the IP harness to the MFAM

C2 (4 cavities)
(Cat Diesel)

In the IP harness to the MFAM

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in Instrument Panel, Instrument Panel,


Gauges and Console Gauges and Console
Instrument Panel,
Power and
Gauges, and
Grounding
Console Connector
Component Views
End Views in
in Wiring Systems
Wiring Systems
Instrument Panel,
Power and
Gauges, and
Grounding
Console Connector
Component Views
End Views in
in Wiring Systems
Wiring Systems
Instrument Panel,
Power and
Gauges, and
Grounding
Console Connector
Component Views
End Views in
in Wiring Systems
Wiring Systems
Instrument Panel, Instrument Panel,
Gauges, and
Gauges, and
Console
Console Connector
Component Views
End Views in
in Instrument Panel, Instrument Panel,
Gauges and Console Gauges and Console
Power and
Grounding
Component Views
in Wiring Systems
Instrument Panel,
Audible Warnings
Gauges, and
Component Views Console Connector
in Instrument Panel,
End Views in
Gauges and Console Instrument Panel,
Gauges and Console
Engine Controls
Component Views
in Engine Controls7.2L (Caterpillar)
Engine Controls
Engine Controls
Connector End
Component Views
Views in Engine
in Engine ControlsControls-7.2L
7.2L (Caterpillar)
(Caterpillar)
Engine Controls
Engine Controls
Connector End
Component Views
Views in Engine
in Engine ControlsControls-7.2L
7.2L (Caterpillar)
(Caterpillar)
Transmission
Controls

Transmission
Controls Connector

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Neutral Switch
(Automatic
Transmission)

On the lower left side of the


transmission

Powertrain Control
Module (PCM) On the left rear side of the
(Cat Electronic engine block
Diesel)

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Component Views
in Automatic
TransmissionAllison
Engine Controls
Component Views
in Engine Controls7.2L (Caterpillar)

Engine Controls
Powertrain Control
On bulkhead, right hand side of Component Views
Module (PCM)
engine compartment
in Engine Controls(Gasoline)
7.4L
C1 (80 cavities)

In engine harness, to powertrain


control module

C2 (80 cavities)

In engine harness, to powertrain


control module

Starter Motor

On the lower right side of the


engine

Starter Motor (Cat


Diesel and HD
On the lower right side of the
Starter with
engine
Overcrank
Protection)
In the engine compartment, on
the lower right side of the
Starter Relay
bulkhead
In the engine compartment, on
Starter Relay (Cat
the lower right side of the
Electronic Diesel)
bulkhead
On the lower right side of the
Starter Solenoid engine, part of the starter motor
assembly
Starter Solenoid *C1
(ring terminal) On the outboard battery B+
(Positive Battery terminal to the starter solenoid
Cable)
In the engine harness to the
Starter Solenoid *C2
starter solenoid, at the starter
(ring terminal)
motor
In the engine harness to the
Starter Solenoid *C4
starter solenoid, at the starter
(ring terminal)
motor

Engine Electrical
Component Views
Engine Electrical
Component Views
Engine Electrical
Component Views
Engine Electrical
Component Views

End Views in
Automatic
TransmissionAllison
Engine Controls
Connector End
Views in Engine
Controls-7.2L
(Caterpillar)
Engine Controls
Connector End
Views in Engine
Controls-7.4L
Engine Controls
Connector End
Views in Engine
Controls-7.4L
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views

Engine Electrical
Component Views

Engine Electrical
Component Views

Engine Electrical
Connector End
Views

Engine Electrical
Component Views
Engine Electrical
Component Views

Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Starter Solenoid
(Cat Diesel)

On the lower right side of the


Engine Electrical
engine, part of the starter motor
Component Views
assembly

Starter Solenoid *C1


(ring terminal)
On the outboard battery B+
(Positive Battery
terminal to the starter solenoid
Cable) (Cat
Diesel)
Starter Solenoid
In the engine harness to the
(Cat Diesel) *C2
starter solenoid, at the starter
(ring terminal)
motor
(Cat Diesel)
Starter Solenoid
In the engine harness to the
(Cat Diesel) *C4
starter solenoid, at the starter
(ring terminal)
motor
(Cat Diesel)
Starter Thermal
Switch (Cat Diesel On the lower right side of the
and HD Starter with engine, on the end of the starter
Overcrank
motor
Protection)
Transmission
Control Module
(TCM) (Cat
Diesel)

On the inboard side of the left


frame rail

C1 (34 cavities)

In the engine harness to the


TCM

C2 (34 cavities)

In the engine harness to the


TCM

C3 (34 cavities)

In the engine harness to the


TCM

C106A (1 cavity)
(Cat Diesel and
HD Starter with
Overcrank

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In the starter motor overcrank


protection jumper harness, to
the engine harness, near the
starter motor ground breakout

Engine Electrical
Connector End
Views

Engine Electrical
Component Views

Engine Electrical
Connector End
Views

Engine Electrical
Component Views

Engine Electrical
Connector End
Views

Engine Electrical
Component Views

Engine Electrical
Connector End
Views

Engine Electrical
Component Views

Engine Electrical
Connector End
Views

Transmission
Controls
Component Views
in Automatic
Transmission Allison
Transmission
Transmission
Controls
Controls Connector
Component Views
End Views in
Automatic
in Automatic
Transmission TransmissionAllison
Allison
Transmission
Transmission
Controls
Controls Connector
Component Views
End Views in
Automatic
in Automatic
Transmission Transmission Allison
Allison
Transmission
Transmission
Controls
Controls Connector
Component Views
End Views in
Automatic
in Automatic
Transmission Transmission Allison
Allison
-

Inline Harness
Connector End
Views in Wiring
Systems

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Protection
In the engine harness to the
C106A (1 cavity)
engine harness, near the starter
(Cat Diesel)
solenoid breakout
C106B (1 cavity)
(Cat Diesel and
HD Starter with
Overcrank
Protection)

In the starter motor overcrank


protection jumper harness, to
the engine harness, near the
starter motor ground breakout

Inline Harness
Connector End
Views in Wiring
Systems

Inline Harness
Connector End
Views in Wiring
Systems

In the engine harness to the


C106B (1 cavity)
engine harness, near the starter
(Cat Diesel)
solenoid breakout

In the IP harness, under the


C123 (3 cavities) hood to the right of the
MaxiFuse block

In the engine harness, to the


C124 (2 cavities)
ether injector harness, on the top
(Cat Diesel)
center of the engine, to the rear

In the IP harness, to the engine


C200 (56 cavities) harness, under the right side of
the IP

C227 (2 cavities) In the IP harness, to the exhaust


(Cat Mechanical brake clutch switch jumper, at
Diesel)
the clutch pedal support bracket

In the engine harness, to the


transmission harness on the left
C409 (8 cavities)
side of the engine, at the
bellhousing
In the IP harness, in-line
D200 (Generator
generator diode, approximately
Diode) (Cat
11 cm (4.3 in) to the left of the
Diesel)
right speaker breakout
The starter motor end, ground
G101 (Cat Diesel) (GND) stud (G101) to the right
frame rail ground (G100)
In the engine harness, to the
inboard side of the right frame
G111
rail
The negative battery cable to
G400
the right frame rail
G401

The engine harness and the


negative battery cable, to the

Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems

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ENGINE ELECTRICAL -1999 GMC C Series - C7

P100
P101

S110 (Cat Diesel)

S119

S129 (Cat Diesel)

S131

S148

S150
S182 (Cat Diesel)
S185
S191
S200
S202 (Cat Diesel)

S203 (Cat Diesel)

inboard side of the right frame


rail
In the upper left side of the
bulkhead
On the engine harness, under
the hood, to the right of center
of the bulkhead
In the engine harness,
approximately 12 cm (4.7 in)
from the left of the engine
coolant temperature gauge
sensor
In the engine harness,
approximately 4 cm (1.6 in)
from the breakout to G111
In the engine harness,
approximately 12 cm (4.7 in)
rear of the engine coolant
temperature gauge sensor
In the harness, approximately
16 cm (6.3 in) from the rear of
the fuse link M
In the engine harness,
approximately 4 cm (1.6 in)
above the engine oil pressure
switch breakout
In the IP harness, approximately
6 cm (2.4 in) forward of the
power brake (P/B) booster
pump motor breakout
At the generator B+ terminal,
fusible link N
In the engine harness,
approximately 8.0 cm (3.2 in)
from the left of C123 breakout
In the engine harness,
approximately 16.0 cm (6.4 in)
from the left of C123 breakout
In the IP harness, approximately
8 cm (3.1 in) to the left of the
hazard flasher breakout
In the IP harness, approximately
43.5 cm (17 in) to the left of the
blower motor resistor breakout
In the IP harness, approximately
49.5 cm (19.5 in) to the left of
the blower motor resistor
breakout

Pgina 17 de 402

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ENGINE ELECTRICAL -1999 GMC C Series - C7

S211

S231

S243

In the IP harness, approximately


12 cm (4.7 in) from the left of
the cigar lighter breakout
In the IP harness, approximately
6 cm (2.4 in) into the
multifunction alarm module
(MFAM) breakout from the
main harness
In the IP harness, approximately
4.0 cm (1.6 in) to the left of the
speedo adapter breakout

Pgina 18 de 402

ENGINE ELECTRICAL COMPONENT VIEWS

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Pgina 19 de 402

Fig. 6: Engine Harness Components (LP4/L21), Upper Left Rear


Engine Electrical Component Views
Callout
Component Name
1
Distributor Ignition (DI) Control Module C2 (2 cavities)
2
Distributor Ignition (DI) Control Module C1 (4 cavities)
3
Distributor

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ENGINE ELECTRICAL -1999 GMC C Series - C7

4
5
6
7

Pgina 20 de 402

Oxygen (O2) Sensor


Engine Oil Pressure Gauge Sensor and Fuel Pump Switch
Ignition Coil C2 (2 cavities)
Ignition Coil C1 (2 cavities)

Fig. 7: IP Harness To IP (Wiring), Right View


IP Harness To IP (Wiring), Right View
Callout
1
C226
2
C212 (8 cavities)
3
C214 (8 cavities)
4
C208 (4 cavities)

Component Name

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Pgina 21 de 402

Fig. 8: Ether Injector (LG5 Engine) LH View


Ether Injector (LG5 Engine) LH View
Callout
Component Name
1
Ether Injector Engine Coolant Temperature (ECT) Sensor

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Pgina 22 de 402

Fig. 9: Engine Harness (LP4/L21) Upper RH Front View


Engine Harness (LP4/L21) Upper RH Front View
Callout
Component Name
1
Manifold Absolute Pressure (Map) Sensor
2
Idle Air Control (IAC) Valve
3
Throttle Position (TP) Sensor
4
Throttle Body Fuel Injectors
5
Engine Speed Governor Motor
6
Engine Coolant Temperature (ECT) Sensor
7
Engine Speed Governor Control Module
8
Knock Sensor (KS) Module
9
Engine Oil Pressure Gauge Sensor and Fuel Pump Switch
10
Starter Solenoid
Exhaust Gas Recirculation (EGR) Electronic Vacuum Regulator Solenoid
11
Valve

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Pgina 23 de 402

Fig. 10: Battery Cables To Engine, RH View


Battery Cables To Engine, RH View
Callout
Component Name
1
Starter Solenoid
2
Starter Solenoid C1 (ring terminal)
3
Starter Solenoid C2 (ring terminal)
4
Fusible Link
5
Starter Motor
6
Engine Harness

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Pgina 24 de 402

Fig. 11: A/C Compressor, LH Front View (LP4/L21 Engine)


A/C Compressor, LH Front View (LP4/L21 Engine)
Callout
Component Name
1
A/C Compressor Clutch
2
Generator

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Pgina 25 de 402

Fig. 12: Engine Harness To Generator (LG5 Engine)


Engine Harness To Generator (LG5 Engine)
Callout
Component Name
1
Generator (120 AMP)

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Pgina 26 de 402

Fig. 13: Engine Harness To Generator (LP4/L21), Upper Right Forward


Engine Harness To Generator (LP4/L21), Upper Right Forward
Callout
Component Name
1
Generator Fuse
2
Generator C2 (ring terminal)
3
Generator C3 (2 cavities)
4
Generator R Terminal
5
Generator
6
Generator BATT Terminal
7
Generator C1 (ring terminal)

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Pgina 27 de 402

Fig. 14: Generator To Engine Ground Strap Components, Upper Right Forward View (LG5)
Generator To Engine Ground Strap Components, Upper Right Forward View (LG5)
Callout
Component Name
1
Generator
2
Generator Ground Strap

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Pgina 28 de 402

Fig. 15: Generator To Engine Ground Strap Wiring, Upper Right Side Forward View (LP4/L21)
Generator To Engine Ground Strap Wiring, Upper Right Side Forward View (LP4/L21)
Callout
Component Name
1
Generator
2
Generator Ground Strap

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Pgina 29 de 402

Fig. 16: Neutral Position Switch


Neutral Position Switch
Callout
Component Name
1
Park/Neutral Position (PNP) Switch
2
Park/Neutral (PNP) Switch C1 (1 cavity)
3
Park/Neutral (PNP) Switch C2 (2 cavities)
4
Park/Neutral (PNP) Switch C3 (2 cavities)

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Pgina 30 de 402

Fig. 17: Positive Battery Cable To Engine Components, RH Front View


Positive Battery Cable To Engine Components, RH Front View
Callout
Component Name
1
Starter Solenoid
2
Starter Solenoid C1 (ring terminal)
3
Starter Solenoid C4 (ring terminal)
4
Starter Motor
5
Engine Harness
6
Starter Motor Ground Cable (HD Starter with Overcrank Protection)
7
Starter Motor Ground Cable
8
Positive Battery Cable
9
Starter Solenoid GRD Terminal

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Pgina 31 de 402

Fig. 18: Engine Harness To Starter, RH Front View


Engine Harness To Starter, RH Front View
Callout
Component Name
1
Engine Harness
2
Starter Thermal Switch (HD Starter With Overcrank Protection)
3
Starter Motor (Diesel)

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Pgina 32 de 402

Fig. 19: Daytime Running Lamp (DRL) Harness To Diode Module, Left Side Front View
Daytime Running Lamp (DRL) Harness To Diode Module, Left Side Front View
Callout
Component Name
Tractor Marker Lamps Relay or Column Shift Relay (LG5) or Transmission
1
Park Column Switch Relay (LP4/L21)
2
Lighting Relay
3
Ignition Relay 3
4
Ignition Relay 1
5
Horn Relay
6
Relay Center
7
Blower Relay 2
8
Daytime Running Lights (DRL) Control Module Break Out
9
Blower Relay 1
10
Accessory Relay

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11
12
13
14

Pgina 33 de 402

Fuel Pump (FP) Relay (LP4/L21) or Fuel Heater Relay (LG5)


Daytime Running Lights (DRL) Relay
Daytime Running Lights (DRL) Diode Module
Auxiliary Wiring Relay

ENGINE ELECTRICAL CONNECTOR END VIEWS


Automatic Transmission Shift Selector Control Connector End View & Circuit ID

Connector Part Information


Pin
A
B
C-E
F
F
G
H

Wire Color
GRY
ORN/BLK
PNK
BLK/WHT
BLK

12064766
z 8 Way F Metri-Pack 150 Series (BLU)
Circuit No.
Function
8
Instrument Panel Lamp Feed
1786
Transmission Park/Neutral Signal
Not Used
39
Fuse Output-Ignition
451
Engine Control Module Ground
Not Used
250
Ground
z

Automatic Transmission (MD Transmission) Connector End View & Circuit ID

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Connector Part Information


Pin
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15-18

Wire Color
ORN
LT GRN
WHT
GRY
DK GRN
WHT
RED
PPL
WHT
PPL
YEL
DK BLU
BLK
YEL/BLK
-

19

LT BLU

20

ORN

21

RED/BLK

Pgina 34 de 402

29511365
z 31 Way F, (BLK)
Circuit No.
Function
1991
Shift Solenoid A Return
1527
Shift Solenoid C Feed
1532
Shift Solenoid G Feed
597
Reference Voltage Feed 5 Volt Reference
1531
Shift Solenoid F Feed
1994
Shift Solenoid F Output
1525
Shift Solenoid A Feed
1992
Shift Solenoid B Return
1526
Shift Solenoid B Feed
1529
Shift Solenoid E Feed
1993
Shift Solenoid C Return
1528
Shift Solenoid D Feed
407
Sensor Return
1227
Transmission Temperature Sensor Signal
Not Used
Transmission Turbine Speed Switch
1984
Return
Transmission Turbine Speed Switch
1983
Signal
645
Sensor Return
z

Transmission Pressure Switch Signal Bit

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22
23
24-31

RED
WHT
-

1226
1971
-

Pgina 35 de 402

3
Transmission Oil Level Sensor Signal
Not Used

Automatic Transmission Shift Selector (MD Transmission) Connector End View & Circuit ID

12160493
z 20 Way F Metri-Pack 100 W Series, Sealed
(GRY)
Circuit No.
Function
Transmission Position Switch Signal Bit
771
1
Transmission Position Switch Signal Bit
772
2
Transmission Position Switch Signal Bit
773
3
Transmission Position Switch Signal Bit
1371
4
Transmission Position Switch Signal
776
Party Bit
Not Used
1373
Transmission Shift Selector Mode Signal
598
Reference Voltage Feed 5 Volt Reference
1351
Ground/Clean
1940
Fuse Output Battery Type III Fuse
Transmission Shift Selector Display
1378
Signal
150
Ground
z

Connector Part Information


Pin

Wire Color

BLK/WHT

YEL

GRY

LT GRN

WHT

L
M
N
P
R

DK GRN
GRY
BLK/WHT
ORN

DK BLU

BLK

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ENGINE ELECTRICAL -1999 GMC C Series - C7

U
V

GRY
BLK

8
150

Pgina 36 de 402

Instrument Panel Feed


Ground

Clutch/Starter Interlock Switch Connector End View & Circuit ID

Connector Part Information


Pin
A
B

Wire Color
GRY
PPL

12033711
z 2 Way F Metri-Pack 480 Series, (BLU)
Circuit No.
Function
48
Clutch Switch Signal Clutch Anticipate
806
Fuse Output Crank Type III Fuse
z

Ether Injector-Engine Coolant Temperature (ECT) Switch Connector End View & Circuit ID

Connector Part Information

z
z

12010973
2 Way M Weather Pack (BLK)

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Pin

Wire Color

Circuit No.

ORN/BLK

434

TAN

1997

Pgina 37 de 402

Function
Transmission Mounted Neutral Safety
Switch Signal
Ether Solenoid Feed

Ether Injector Control Valve Connector End View & Circuit ID

Connector Part Information


Pin
A
B

Wire Color
TAN
BLK

12040872
z 2 Way M Weather Pack Shroud Type (BLK)
Circuit No.
Function
1997
Ether Solenoid Feed
150
Ground
z

Generator Voltage Regulator (Gasoline) Connector End View & Circuit ID

Connector Part Information


Pin
F
L
P

Wire Color
PNK
BRN
PPL

12124898
z 4 Way F, Metri-Pack Mixed, Sealed (GRY)
Circuit No.
Function
339
Fuse Output Ignition 1 Type III Fuse
25
Charge Indicator Lamp Output
1477
Generator Output Tachometer Pulse
z

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ENGINE ELECTRICAL -1999 GMC C Series - C7

RED

442

Pgina 38 de 402

Fuse Output Battery Type II Fuse

Generator C3 (Cat Diesel) Connector End View & Circuit ID

Connector Part Information


Pin
A
B

Wire Color
RED
BRN

12052315
z 2 Way F, Metri-Pack 630 Series, Sealed (GRY)
Circuit No.
Function
442
Fuse Output-Battery
25
Charge Indicator Lamp Output
z

Generator Inline Fuse Connector End View & Circuit ID

Connector Part Information

z
z

12066681
2 Way F, Metri-Pack 630 Series (BLK)

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Pin

Wire Color

Circuit No.

YEL

53

PPL

1477

Pgina 39 de 402

Function
Fuse Output Generator Tachometer Pulse
Type III Fuse
Generator Output Tachometer Pulse

Starter Thermal Switch Connector End View & Circuit ID

Connector Part Information


Pin

Wire Color

ORN/BLK

ORN/BLK

12040753
z 2 Way F Metri-Pack 150 Series, P2S (BLK)
Circuit No.
Function
Transmission Mounted Neutral Safety
434
Switch Signal
Transmission Mounted Neutral Safety
434
Switch Signal
z

Neutral Position Switch C1 Connector End View & Circuit ID

Connector Part Information


Pin

Wire Color

DK GRN/WHT

02962793
z 1 Way (BLK)
Circuit No.
Function
Transmission Shift Select Switch Signal
1932
Park
z

Neutral Position Switch C2 Connector End View & Circuit ID

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Connector Part Information


Pin

Wire Color

LT GRN/BLK

Pgina 40 de 402

02973407
z 2 Way F (BLK)
Circuit No.
Function
Transmission Shift Select Switch Return
1933
Pack
Not Used
z

Neutral Position Switch C3 Connector End View & Circuit ID

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Connector Part Information


Pin
A
B

Wire Color
BLK/WHT
ORN/BLK

Pgina 41 de 402

12015034
z 2 Way F (BLK)
Circuit No.
Function
451
Engine Control Module Ground
1786
Transmission Park/Neutral Signal
z

Park/Neutral Position Switch C3 (Cat Diesel)

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Connector Part Information


Pin
A
B

Wire Color
BLK
ORN/BLK

Pgina 42 de 402

12015034
z 2 Way F (BLK)
Circuit No.
Function
808
Sensor Return
1786
Transmission Park/Neutral Signal
z

Starter Relay (Cat Diesel) Connector End View & Circuit ID

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Connector Part Information


Pin
30

Wire Color
PPL

85

ORN/BLK

86
87

BLK
RED

Pgina 43 de 402

12129716
z 4 Way F, Metri-Pack 280 Series, Sealed (GRY)
Circuit No.
Function
6
Starter Solenoid Feed
Transmission Mounted Neutral Safety
434
Switch Safety Signal
650
Ground
2
Fuse Output Battery Type I Fuse
z

Starter Relay (Gasoline) Connector End View & Circuit ID

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Connector Part Information


Pin
30
85
86
87

Wire Color
PPL
PPL
YEL
RED

Pgina 44 de 402

12129716
z 4 Way F, Metri-Pack 280 Series, Sealed (GRY)
Circuit No.
Function
6
Starter Solenoid Feed
806
Fuse Output -Crank- Type III Fuse
447
Starter Relay Output -Coil
2
Fuse Output Battery Type I Fuse
z

DIAGNOSTIC INFORMATION AND PROCEDURES


CHARGING SYSTEM CHECK (CS-144 GENERATOR)
Tools Required
z
z

J 39200 Digital Multimeter


J 35590 Inductive Current Clamp. See Special Tools.

Inspection Procedure

1. Disconnect the wire harness from the generator.


2. Set the J 39200 to the DC voltage scale.
3. Connect the J 39200 from ground to the L terminal in the wiring harness.

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Pgina 45 de 402

4. Verify that the voltage is B+.


A reading other than B+ indicates one of the following faults between the terminal and the
battery:
An open circuit
z A high resistance
z A grounded circuit
Correct any faults as necessary.
Connect the electrical connector to the generator.
Turn OFF all of the accessories.
Run the engine at 2500 RPM.
Measure the voltage across the battery.
z

5.
6.
7.
8.
9.

If the voltage is above 16 volts, replace the generator.


CAUTION: Refer toBATTERY DISCONNECT CAUTION in Cautions and
Notices
10. Disconnect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
11. If you use the J 39200 , connect an ammeter in series between the BAT terminal of the generator
and the output lead. Ensure that the ammeter is able to measure 115 amps of current.
12. If you use the J 35590 , install the J 35590 around the generator output lead. See Special Tools.
13. Connect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.

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Pgina 46 de 402

Fig. 20: View Of Battery Connected To A Carbon Pile


14.
15.
16.
17.
18.
19.

Connect a carbon pile across the battery.


Start the engine.
Run the engine at 2500 RPM.
Turn ON the accessories.
Load the battery using a carbon pile in order to obtain maximum amperage.
Maintain the voltage at 13 volts or above.

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Pgina 47 de 402

20. If the output is within 15 amperes of the rated output, the generator is working properly.
21. If the output is not within 15 amperes of the rated output, replace the generator.
CHARGING SYSTEM CHECK (BATTERY TESTING)
Tools Required

J 42000 Digital Battery Tester. See Special Tools.


Perform the following procedures in order to test batteries:
Visual Inspection Procedure

1. Inspect for obvious damage that may permit the loss of electrolyte.
A cracked or broken battery case is an example of the above damage.
2. Determine the cause of the damage.
3. Correct the damage as necessary.
If no obvious damage exists, proceed to the Hydrometer Inspection.
Hydrometer Inspection

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Pgina 48 de 402

Fig. 21: Determining If Battery Should Be Charged


1. Inspect for green dot visibility (1).
If the green dot is visible (1), the battery state of charge is 65 percent or more. The battery is
ready for testing. Proceed to Battery Load Testing.

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Pgina 49 de 402

2. Inspect for Darkness (2). (The green dot is not visible.)


If the hydrometer is dark (2), charge the battery. Refer to Battery Charge Low or Completely
Discharged. Proceed to Battery Load Testing.
3. Inspect for a clear or yellow color (3).
If a clear or yellow color exists (3), replace the battery.
Battery Load Testing

Fig. 22: View Of Battery & Adapters

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Pgina 50 de 402

1. Use battery terminal adapters in order to ensure a proper connection during battery load testing.
2. Inspect the battery in order to ensure that the battery is not frozen.
If the battery is frozen do not load test the battery. Replace the battery.
3. Turn all of the electrical loads off.
4. Use the J 42000 in order to measure the voltage across the battery terminals. See Special Tools.
When the green dot appears in the hydrometer, the voltage should equal or exceed 12 volts.
Replace the battery if the voltage is less than 12 volts, unless the battery has just been discharged
(such as by load testing or cranking the engine).
5. With the J 42000 attached, connect a battery load tester across the battery terminals. See Special
Tools.
IMPORTANT: Do not perform this step if the battery has not been recently
charged.
6. Apply a 300 ampere load for 15 seconds to the battery in order to remove the surface charge from
the battery.
7. Wait 15 seconds in order to allow the battery to recover.
8. Apply the specified amperage load to the battery. The battery specification label determines the
appropriate voltage.
9. Load the battery for 15 seconds. Read the voltage and remove the load.
10. If the voltage remains above the minimum value, the battery is good and should be returned to
service. Refer to Battery Temperature and Minimum Voltage in General Specifications.
Estimate the battery temperature by feel, and the temperature that the battery has been exposed to
for the preceding few hours.
11. Replace the battery if the voltage drops below the listed minimum value.
CHARGING SYSTEM CHECK (SCT)
Charging System Check
Step
Action
Normal Result(s)
Abnormal Result(s)*
Move the ignition switch from Battery indicator lamp turns Refer to Charge Indicator
the OFF position to the RUN ON, voltmeter gauge reads Inoperative (Gasoline
between 12-14 volts.
1 position.
Engine ) or Charge
Indicator Inoperative (Cat
Diesel Engine ).
Move the Ignition Switch to the The engine starts, the
Refer to Charge Indicator
START position and then
voltage gauge reads
Always On (Gasoline
between 13-16 volts, the
2 release.
Engine ) or Charge
battery indicator lamp turns Indicator Always On (Cat
OFF.
Diesel Engine ).
Run the engine at idle while
Voltmeter gauge holds
Refer to Charging System
observing the voltmeter gauge steady between 13-16 volts Check (CS-144 Generator)
and the battery indicator lamp. and the battery indicator
or Charging System Check

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Pgina 51 de 402

lamp is OFF.

(Battery Testing) or
Charging System Check
3
(SCT) or Charging System
Check (21-SI 200
Generator).
Voltmeter gauge holds
Refer to Charging System
1. Turn on the following
steady
between
13-16
volts
Check (CS-144 Generator)
electrical components:
and the battery indicator
or Charging System Check
z Headlamps
lamp is OFF.
(Battery Testing) or
z Heater blower
Charging System Check
4
motor to HI
(SCT) or Charging System
Check (21-SI 200
2. Increase the engine speed
Generator).
to 2500 RPM for 2
minutes and observe the
voltmeter gauge.
* Refer to the appropriate symptom diagnostic table for the applicable abnormal result.
CHARGING SYSTEM CHECK (21-SI 200 GENERATOR)
Tools Required
z
z

J 39200 Digital Multimeter


J 35590 Inductive Current Clamp. See Special Tools.

Using Digital Multimeter

CAUTION: Refer to BATTERY DISCONNECT CAUTION in Cautions and


Notices
1. Disconnect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
2. Connect an ammeter in series between the BAT terminal of the generator and the output lead.
3. Connect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
4. Start the engine.
5. Turn ON the following components:
z The radio
z The windshield wipers
z The headlamps (high beam)
z The blower motor (high speed)

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Pgina 52 de 402

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Pgina 53 de 402

Fig. 23: View Of Battery & Generator Circuit Testing


6. Connect a carbon pile across the battery.
7. Operate the engine at 2500 RPM.
IMPORTANT: Residual magnetism in the rotor causes the initial voltage buildup.
Increase the engine speed as necessary in order to obtain the
maximum current output.
8. Adjust the carbon pile as necessary in order to obtain the maximum current output.
9. If the ampere output is within 10 amperes of the rated output stamped on the generator frame, the
generator functions properly.
10. If the ampere output is not within 10 amperes of the rated output stamped on the generator frame,
repair the generator. Refer to Generator Overhaul (21-SI)
Using Inductive Current Clamp

1. Install the J 35590 . See Special Tools.


2. Start the engine.
3. Turn ON the following components:
z The radio
z The windshield wipers
z The headlamps (high beam)
z The blower motor (high speed)

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Pgina 54 de 402

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Pgina 55 de 402

Fig. 24: View Of Battery & Generator Circuit Testing


4. Connect a carbon pile across the battery.
5. Operate the engine at 2500 RPM.
IMPORTANT: Residual magnetism in the rotor causes the initial voltage buildup.
Increase the engine speed as necessary in order to obtain the
maximum current output.
6. Adjust the carbon pile as necessary in order to obtain the maximum current output.
7. If the ampere output is within 10 amperes of the rated output stamped on the generator frame, the
generator functions properly.
8. If the ampere output is not within 10 amperes of the rated output stamped on the generator frame,
repair the generator. Refer to Generator Overhaul (21-SI).
IGNITION SYSTEM CHECK
Inspection Procedure

1. If the engine cranks but will not run or immediately stalls, refer to Powertrain On Board
Diagnostic (OBD) System Check in Engine Controls. To determine if the failure is in the
ignition system or the fuel system.
2. If any DTCs are set for the electronic ignition, refer to Powertrain On Board Diagnostic (OBD)
System Check in Engine Controls.
3. If a misfire is being experienced, refer to Powertrain On Board Diagnostic (OBD) System
Check in Engine Controls.
STARTING SYSTEM CHECK
Starting System Check
Step
Action
Normal Result(s)
Abnormal Result(s)*
Visually inspect the battery Battery hydrometer displays Battery Displays Dark or
hydrometer for green eye. a green eye.
Yellow Eye.
Refer to Charging System
Check (CS-144 Generator)
or Charging System Check
1
(Battery Testing) or
Charging System Check
(SCT) or Charging System
Check (21-SI 200
Generator) in Engine
Electrical.
Move the ignition switch
Starter motor pinion gear
z Starter Solenoid Does
from the OFF position to the engages the flywheel without
Not Click (LP4/L21
START position and
noise, the engine starts, the
w/Automatic
release.
pinion gear disengages from
Transmission) or
the flywheel without noise.
Starter Solenoid Does

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Not Click (LG5


w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/MWF
Transmission) or
Starter Solenoid Does
Not Click (LP4/L21
w/Manual
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Manual
Transmission)
Starter Solenoid Does
Not Click (LP4/L21
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/MWF
Transmission) or
Starter Solenoid Does
Not Click (LP4/L21
w/Manual
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Manual
Transmission)
Starter Solenoid Does
Not Click (LP4/L21
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/MWF
Transmission) or
Starter Solenoid Does
Not Click (LP4/L21
w/Manual

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Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Manual
Transmission)
Starter Solenoid Does
Not Click (LP4/L21
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/MWF
Transmission) or
Starter Solenoid Does
Not Click (LP4/L21
w/Manual
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Manual
Transmission)
Starter Solenoid Does
Not Click (LP4/L21
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/MWF
Transmission) or
Starter Solenoid Does
Not Click (LP4/L21
w/Manual
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Manual
Transmission)
Starter Solenoid
Clicks, Engine Does
Not Crank (LP4/L21
Engines) or Starter
Solenoid Clicks,

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Engine Does Not


Crank (LG5 Engine)
z Starter Solenoid
Clicks, Engine Does
Not Crank (LP4/L21
Engines) or Starter
Solenoid Clicks,
Engine Does Not
Crank (LG5 Engine)
z Starter Noise
Diagnosis (Loud
Cranking Noises)
* Refer to the appropriate symptom diagnostic table for the applicable abnormal result.
ETHER INJECTION SYSTEM CHECK
Troubleshooting Hints
z

z
z
z

Check condition of CRNK circuit breaker. If circuit breaker is open, locate and repair cause of
overload. Replace circuit breaker if necessary.
Check that G101 is clean and tight.
Check that the ether cylinder is properly charged.
These diagnostics assume that the engine does crank. If engine will not crank, refer to Starter
Solenoid Does Not Click (LP4/L21 w/Automatic Transmission) or Starter Solenoid Does
Not Click (LG5 w/Automatic Transmission) or Starter Solenoid Does Not Click (LG5
w/MWF Transmission) or Starter Solenoid Does Not Click (LP4/L21 w/Manual
Transmission) or Starter Solenoid Does Not Click (LG5 w/Manual Transmission) in
Transmission.
If the ether start system is operating at temperatures above -5C (23F), replace the ether injector
engine coolant temperature switch.
Check for a broken (or partially broken) wire inside the insulation which could cause system
malfunction but prove good in a continuity/voltage check with a system disconnected. These
circuits may be intermittent or resistive when loaded, and if possible, should be checked by
monitoring for a voltage drop with the system operational (under load).
Check for proper installation or aftermarket equipment which may affect the integrity of other
systems. Refer to Checking Aftermarket Accessories .

BATTERY COMMON CAUSES OF MALFUNCTION (CAUSES OF BATTERY FAILURE)


With the proper care, the battery will last many years.
The following factors may reduce the battery performance level:
1. Vehicle accessories left on overnight.
2. Insufficient time in order to recharge the battery.
Short trips or slow average driving speeds for long periods of time may cause insufficient
charging time.

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3. The vehicle's electrical load is greater than the generator output.


The addition of aftermarket equipment often causes the above condition.
4. The following charging system conditions:
z Poor ground circuits
z Electrical shorts
z A slipping drive belt
z A faulty generator
5. The following methods of improper installation of aftermarket equipment affect the generator:
z Structural failure of aftermarket mounting brackets.
z Misaligned pulleys.
z Loose belts.
6. Failure to keep the battery cable terminals clean and tight.
7. Operating the battery with a loose battery hold-down.
8. Pinched wires or a cracked battery case resulting from a collision may cause improper
mechanical conditions in the electrical system.
Inspect the outside of the battery periodically for damage, such as a cracked cover or case.
BATTERY COMMON CAUSES OF MALFUNCTION (ELECTROLYTE FREEZING)
Electrolyte freezing may ruin a battery. The freezing point of electrolyte depends on the specific gravity
of the electrolyte. Maintaining the battery in a fully charged condition can protect the electrolyte
against freezing. If the green dot appears in the built-in hydrometer, the battery will not freeze unless
the temperature drops below -32C (-25F). A fully charged battery will not freeze unless the
temperature drops below -54C (-65F).
BATTERY COMMON CAUSES OF MALFUNCTION (CARRIER AND HOLD-DOWN)
Be sure the battery carrier and the battery hold-down(s) are in the following condition before installing
the battery:
z
z
z

Clean
Secure
Free from corrosion

The carrier should be in proper condition so the carrier will hold the battery securely and keep the
battery level. Be sure that no loose items are in the carrier before installing the battery.
Tighten the hold-down bolts to the specified values in order to prevent the battery(s) from contacting
the carrier or each other. Refer to Fastener Tightening Specifications.

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Fig. 25: View Of Dual Battery Hold Down


Refer to the above figure for a dual battery hold down.

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Fig. 26: View Of Single Battery Hold Down


Refer to the above figure for a single battery hold down.
BATTERY COMMON CAUSES OF MALFUNCTION (BATTERY PROTECT DURING
STORAGE)

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Fig. 27: View Of Battery Caution


CAUTION: Follow all safety precautions on the battery. Failure to do so may
result in personal injury.
Some electronic devices on the vehicle impose small continuous current drains on the battery. This
condition is commonly called parasitic current drain. If the vehicle is not used for an extended time,
these parasitic loads can discharge and eventually cause permanent damage to the battery. Discharged
batteries can also freeze in cold weather. Refer to Battery Common Causes of Malfunction (Causes
of Battery Failure) or Battery Common Causes of Malfunction (Electrolyte Freezing) or Battery
Common Causes of Malfunction (Carrier and Hold-down) or Battery Common Causes of
Malfunction (Battery Protect During Storage) or Battery Common Causes of Malfunction (Builtin Hydrometer).
NOTE:

Always turn off the engine control switch when connecting or


disconnecting battery cables, battery chargers, or jumper cables. Failure
to do so may damage the Powertrain Control Module (PCM) or other
electronic components.

Perform the following actions if the vehicle is likely to be stored for over 30 days:
z

Verify that the built-in hydrometer's green dot is visible, then disconnect the negative batter cable
from the battery. This action will protect the battery from being discharged by parasitic current
drain from the vehicle's electrical system.
If the battery cable cannot be disconnected, establish a regular schedule of recharging the battery
every 20-45 days in order to maintain a high state of charge. Any time a battery is found with the
green dot not visible in the hydrometer, promptly recharge the battery.
Use a battery charger that is capable of providing a charging voltage of at least 16 volts. Keep the

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charge time low. Charge rates of 50 amps or more will not damage original equipment
maintenance free batteries if the battery does not exhibit the following conditions:
{ Excessive gassing of electrolyte from the vents
{ Excessive battery temperature
Any temperature over 52C (125F) is excessive.
z

Inspect the battery being charged every 45-60 minutes. Stop or reduce the charge rate as
necessary. Be sure to stop charging within one hour after the green dot appears in the hydrometer
in order to avoid overcharging the battery.
Allow ample charging time. Refer to Battery Charging.
A battery that remains in a discharged state for a long period of time will be difficult to recharge.
The battery may even be permanently damaged if the battery remains discharged.

Use the following procedure when reconnecting the battery:


1. Use a wire brush in order to lightly clean any oxidation from the contact face of the battery
terminal before reattaching the cable.
2. Tighten the battery cable.
3. Reset the clock, push-button radio tuning, etc., before the vehicle returns to service.
BATTERY COMMON CAUSES OF MALFUNCTION (BUILT-IN HYDROMETER)

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Fig. 28: Determining If Battery Should Be Charged


A built-in temperature compensated hydrometer is molded into the top of the maintenance-free battery.
The hydrometer is an indicator of the batteries state of charge. Use this hydrometer with the following
diagnostic procedure.

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When observing the hydrometer, ensure that the battery has a clean top. A light may be required in
some poorly-lit areas.
Under normal operation one of the following three indications can be observed:
1. Green dot visibility (1)
Any green appearance in the hydrometer is interpreted as a green dot (1). The presence of a green
dot indicates that the battery's state of charge is 65 percent or more. The battery is ready for
testing.
2. Dark dot or lack of green dot visibility (2)
Lack of green dot visibility (dark dot) indicates that the battery's state of charge is below 65
percent. The charging system output should be tested and the electrical system should be tested
for excessive draws.
3. Yellow dot or clear dot visibility (3)
A yellow or clear dot (3) indicates that the electrolyte level is low. This electrolyte level is also
too low for diagnosis. The following conditions may have caused the reduced electrolyte levels:
z
z
z

Excessive or prolonged charging


A broken case
Excessive tipping of the battery.
Batteries having the above conditions may indicate excessive charging voltages, caused by
a faulty charging system. Inspect the charging and the electrical systems. Replace the
battery.

BATTERY ELECTRICAL DRAIN/PARASITIC LOAD (PARASITIC LOAD)


Inspect the electrical system for excessive electrical drain (parasitic current drain) if the vehicle battery
meets one of the following conditions:
z
z

The battery is low or dead after an overnight period.


The battery discharges over a period of 2 or 3 days.

Inspect the vehicle for excessive parasitic current drain if a battery needs recharging and no obvious
cause exists.
A high parasitic drain on the vehicle's battery may be the direct result of failure of one or more of the
on-board solid state control modules, such as the PCM. Disconnect the battery in order to install an
ammeter or in order to test for excessive current drain. Cycling the engine control switch to the ON
position and then to the LOCK position may cause such a drain to recur. Unless the vehicle's systems
are reactivated in a road test, some drains will not recur.
Do not rotate the engine control switch to the ACCY, ON, or START position with an ammeter
installed between the battery terminal and the battery cable. Use a current drain test tool in order to test

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the battery for parasitic current drain. Refer to Battery Electrical Drain/Parasitic Load (Parasitic
Load) or Battery Electrical Drain/Parasitic Load (Current drain).
BATTERY ELECTRICAL DRAIN/PARASITIC LOAD (CURRENT DRAIN)
Tools Required
z
z
z

GM P/N12303040 Terminal Adapters


J 38758 Parasitic Draw Test Switch. See Special Tools.
J 39200 Digital Multimeter

Test Procedure

Before starting this procedure, turn the engine control switch to the LOCK position, turn off all
electrical accessories, and close the vehicle's doors.
CAUTION: Refer to BATTERY DISCONNECT CAUTION in Cautions and
Notices
NOTE:

J 38758 should never be turned to the OFF position, with the engine
running or damage could occur to the vehicles electrical system.

1. Disconnect the negative battery cable at the main battery. Refer to Battery Cable Replacement.

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Fig. 29: Connecting J 39200 & J 38758 To Battery Cable


2. Use the following procedure in order to install the J 38758 to a Side Terminal Battery: See
Special Tools.
1. Install the male end of the J 38758 to the negative battery terminal. See Special Tools.
2. Turn the knob of the J 38758 to the OFF position. See Special Tools.
3. Install the negative battery cable to the female end of the J 38758 . See Special Tools.

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Fig. 30: View Of Battery Post Using Tool J 38758


3. Use the following procedure in order to install the J 38758 to a Top Threaded Post Battery: See
Special Tools.
1. Remove the terminal bolt from the battery cable end of the J 38758 . See Special Tools.
2. Thread a terminal adapter (GM P/N 12303040) onto the negative terminal post of the
battery (1).
IMPORTANT: Verify that the bottom of the adapter firmly contacts the pad
or base of the battery post.
3. Install the battery cable end of the J 38758 over the threaded end of the terminal adapter
(GM P/N 12303040). See Special Tools.

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4. Thread a second terminal adapter over the first.


5. Turn the knob of the test switch to the OFF position.
6. Use a pair of terminal adapters in order to install the negative battery cable to the female
end of the J 38758 . See Special Tools.
4. Turn the test switch to the ON position.
5. Road test the vehicle and activate all accessories including the radio and air conditioning.
6. Turn the ignition switch to the OFF position and remove the key.
IMPORTANT: Electrical continuity in the ground circuit to the battery must be
maintained from this point forward. Use the J 38758 (in the ON
position) or the J 39200 in order to maintain electrical continuity.
See Special Tools.
7. Some components, including PCMs, have timers that draw several amps of current when the
components cycle down. This condition may cause an incorrect parasitic current drain reading.
Wait 15 minutes in order to allow the above components to power down before continuing the
test.
IMPORTANT: If using a digital multimeter other than the J 39200 , ensure that the
vehicle does not have excessive current drain. Excessive current
drain may damage the multimeter when the multimeter is installed.
Use the following procedure in order to test the current drain level:
1. Connect a jumper wire with an in-line 10 amp fuse to the J
38758 terminals. See Special Tools.
2. Turn the J 38758 to the OFF position. See Special Tools.
3. Wait 10 seconds.
4. Inspect for a blown fuse.
If the fuse does not blow, the current draw is less than 10
amps and the J 39200 may operate safely.
5. Turn the J 38758 to the ON position. See Special Tools.
Turning the J 38758 to the ON position before installing the J
39200 maintains continuity in the electrical system. See
Special Tools.
6. Remove the fused jumper wire.
7. Install the J 39200 .
8. Set the J 39200 to the 10 amp scale and connect the multimeter to the J 38758 tool . See Special
Tools.
9. Turn the J 38758 to the OFF position. Current now flows through the J 39200 only. See Special
Tools.
10. Wait at least 60 seconds in order to observe the current reading.

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If the current reading is at or below 2 amps, turn the test switch to the ON position (in order to
maintain continuity in the electrical system) and switch the J 39200 to the 2 amp scale for a more
accurate reading.
11.
12.
13.
14.

Turn the J 38758 to the ON position. See Special Tools.


Measure the reading in milliamps, if necessary.
Refer to Battery Usage to determine the reserve capacity of the battery.
Divide the reserve capacity value by 4 and compare the result to the J 39200 reading.
The current drain reading should not exceed the value determined above. Example: If a battery
has a reserve capacity of 100 minutes, the current drain should not exceed 25 milliamps.
NOTE:

Always turn the test switch knob to the ON position before


removing each fuse in order to maintain continuity in the electrical
system and to avoid damaging the digital multimeter due to
accidental overloading, such as opening a door to change a fuse.

15. If the current draw is excessive, remove the system fuses one at a time until the draw returns to a
value less than or equal to the specified value.
In order to protect the J 39200 without disrupting electrical continuity, turn the test switch to the
ON position before opening the door.
16. Start with fuses that are hot at all times. Refer to Power Distribution Schematics (Fuses) or
Power Distribution Schematics (Power Distribution)
17. Remove the courtesy lamp fuse and observe the J 39200 reading.
18. If the parasitic load remains excessive perform the following steps:
1. Removing the other fuses, one at a time.
2. Leave the courtesy lamp fuse out during diagnosis so the vehicle door can be left open.
3. Observe the J 39200 reading each time a fuse is removed.
19. The PCM fuse should cause a drop of less than 10 milliamps when removed.
20. If the drop is more than 10 milliamps, inspect the PCM wiring for a short to ground. Also,
inspect the components connected to the wires. Refer to the related schematics for the system
being worked on.
21. Repeat the parasitic current drain test after the condition has been located and repaired. The
vehicle could have more than one parasitic current drain.
22. When the cause of the excessive current draw has been located and repaired, remove the J 39200
the J 38758 and the terminal adapters. See Special Tools.
23. Connect the negative battery cable. Refer to Battery Cable Replacement.
BATTERY IS UNDERCHARGED OR OVERCHARGED (LP4/L21 ENGINES)
Battery is Undercharged or Overcharged (Gasoline Engine)
Step
Action
Value(s)

Yes

No

1. Disconnect the generator connector.

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2. Place the ignition switch in the RUN


position.
3. Connect a J 39200 DMM from CKT
25 (BRN) at the generator connector to
the chassis ground.
4. Observe the voltage reading on the J
39200 .
Is voltage present?
Connect a DMM J 39200 from battery
terminal CKT 1 (RED) at the generator
connector to the chassis ground.
Observe the voltage reading on the J 39200 .
Is voltage present?

Go to Step 2 Go to Step 4
Go to Step 3 Go to Step 5

1.
2.
3.
4.
3

4
5

Reconnect the generator connector.


Turn the accessories off.
Run the engine at a fast idle.
Connect a DMM J 39200 from battery
terminal CKT 1 (RED) at the generator
to the chassis ground.
5. Observe the voltage reading on the J
39200

Pgina 71 de 402

Does the voltage measure within the


specified range?
Inspect the condition of the indicator bulb.
Is the indicator bulb in proper condition?
Locate and repair the open in CKT 1 (RED)
between the generator and the starter
solenoid.
Is the repair complete?
Perform the battery load test. Refer to
Charging System Check (CS-144
Generator) or Charging System Check
(Battery Testing) or Charging System
Check (SCT) or Charging System Check
(21-SI 200 Generator).
Is the testing complete?
Perform the generator bench test. Refer to
Generator Not Operating Properly
Does the generator meet the test
requirements?
Locate and repair the open in CKT 25 (BRN)
between the instrument cluster and the
generator.
Is the repair complete?
Replace the bulb.

13-16 V

Go to Step 6 Go to Step 7
-

Go to Step 8 Go to Step 9

System OK

System OK

Go to Step 10 Go to Step 11
System OK

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10

11

12

Is the repair complete?


Perform the battery load test. Refer to
Charging System Check (CS-144
Generator) or Charging System Check
(Battery Testing) or Charging System
Check (SCT) or Charging System Check
(21-SI 200 Generator).
Did the battery meet the test requirements?
Replace the generator. Refer to Generator
Replacement (LP4/L21) or Generator
Replacement (LG5).
Is the repair complete?
Replace the battery. Refer to Battery
Replacement.
Is the repair complete?

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System OK

System OK Go to Step 12
System OK

System OK

BATTERY IS UNDERCHARGED OR OVERCHARGED (LG5 ENGINE)


Battery is Undercharged or Overcharged (Cat Diesel Engine)
Step
Action
Value(s)

1. Disconnect the generator connector.


2. Place the ignition switch in the RUN
position.
3. Connect a J 39200 DMM from CKT
25 (BRN) at the generator connector to
the chassis ground.
4. Observe the voltage reading on the J
39200 .
Is voltage present?
Connect a DMM J 39200 from battery
terminal CKT 1 (RED) at the generator
connector to the chassis ground.
Observe the voltage reading on the J 39200 .
Is voltage present?
1. Reconnect the generator connector.
2. Turn the accessories off and run the
engine at a fast idle.
3. Connect a DMM J 39200 from battery
terminal CKT 1 (RED) at the generator
to the chassis ground.
4. Observe the voltage reading on the J
39200 .
Does the voltage measure within the
specified range?

Yes

No

Go to Step 2 Go to Step 4
Go to Step 3 Go to Step 5

13-16 V

Go to Step 6 Go to Step 7

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7
8

9
10

11

12

1. Inspect the condition of the indicator


bulb.
2. If the indicator bulb is in proper
condition, locate and repair the open in
CKT 25 (BRN) between the instrument
cluster and the generator.
Is the repair complete?
Locate and repair the open in CKT 1 (RED)
between the generator and the starter
solenoid.
Is the repair complete?
Perform the battery load test. Refer to
Charging System Check (CS-144
Generator) or Charging System Check
(Battery Testing) or Charging System
Check (SCT) or Charging System Check
(21-SI 200 Generator).
Is the testing complete?
Perform the generator bench test. Refer to
Generator Not Operating Properly.
Does the generator meet the test
requirements?
Locate and repair the open in CKT 25 (BRN)
between the instrument cluster and the
generator.
Is the repair complete?
Replace the bulb.
Is the repair complete?
Perform the battery load test. Refer to
Charging System Check (CS-144
Generator) or Charging System Check
(Battery Testing) or Charging System
Check (SCT) or Charging System Check
(21-SI 200 Generator).
Did the battery meet the test requirements?
Replace the generator. Refer to Generator
Replacement (LP4/L21) or Generator
Replacement (LG5).
Is the repair complete?
Replace the battery. Refer to Battery
Replacement.
Is the repair complete?

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Go to Step 8 Go to Step 9
System OK

System OK

Go to Step 10 Go to Step 11
-

System OK

System OK

System OK Go to Step 12
System OK

System OK

CHARGE INDICATOR ALWAYS ON (GASOLINE ENGINE )


BAT Indicator Lamp Illuminates With Engine Running (Gasoline Engine)
Step
Action
Value(s)
Yes

No

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1. Stop the engine.


2. Disconnect the CKT 25 (BRN)
connector to the generator.

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Does the BAT indicator lamp remain


illuminated?

1. Disconnect the connector at the


instrument cluster.
2. Connect a J39200 between instrument
panel cluster(IPC) connector terminal
19 and the chassis ground.
Does the DMM indicate continuity?
Replace the generator. Refer to Generator
Replacement (LP4/L21) or Generator
Replacement (LG5).
Is the repair complete?
Locate and repair the short to ground in CKT
25 (BRN) between the instrument cluster and
the generator.
Is the repair complete?
Replace the instrument cluster. Refer to
Instrument Cluster Replacement .
Is the repair complete?

Go to Step 2 Go to Step 3

Go to Step 4 Go to Step 5
System OK

System OK

System OK

CHARGE INDICATOR ALWAYS ON (CAT DIESEL ENGINE )


BAT Indicator Lamp Illuminates With Engine Running (Cat Diesel Engine)
Step
Action
Value(s)
Yes

1. Stop the engine.


2. Disconnect the CKT 25 (BRN)
connector to the generator.

Does the BAT indicator lamp remain


illuminated?

1. Disconnect the connector at the


instrument cluster.
2. Connect a J39200 between the
instrument panel cluster(IPC)
connector terminal 19 and the chassis
ground.
Does the DMM indicate continuity?
Replace the generator. Refer to Generator
Replacement (LP4/L21) or Generator
Replacement (LG5).

No

Go to Step 2 Go to Step 3

Go to Step 4 Go to Step 5
-

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Is the repair complete?


Locate and repair the short to ground in CKT
25 (BRN) between the instrument cluster and
the generator.
Is the repair complete?
Replace the instrument cluster. Refer to
Instrument Cluster Replacement .
Is the repair complete?

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System OK

System OK

System OK

CHARGE INDICATOR INOPERATIVE (GASOLINE ENGINE )


BAT Indicator Lamp Does Not Light With Ignition Switch in RUN and Engine Stopped
(Gasoline Engine)
Step
Action
Value(s)
Yes
No

1. Ensure that the batteries are charged.


2. Disconnect the CKT 25 (BRN) harness
connector at the generator.
3. Connect a fused jumper wire from
generator harness connector terminal L
to the chassis ground.
4. Place the ignition switch in the RUN
position.

Does the BAT indicator lamp light?

3
4
5

1. Verify that the fused jumper remains


connected.
2. Disconnect the harness connector at
the instrument cluster.
3. Connect a J39200 from instrument
cluster harness connector terminal 19
to the chassis ground.
Does the DMM indicate continuity?
Connect a test lamp from instrument cluster
harness connector terminal 27 to the chassis
ground.
Does the test lamp light?
Inspect the generator mechanical grounding.
Is the ground proper?
Locate and repair the open in CKT 25 (BRN)
between the instrument cluster and the
generator.
Is the repair complete?
Locate and repair the open in CKT 39 (PNK)
between the instrument cluster and S211.
Is the repair complete?
Inspect the BAT indicator lamp filament.

Go to Step 4 Go to Step 2

Go to Step 3 Go to Step 5
Go to Step 7 Go to Step 6
-

Go to Step 8 Go to Step 9

System OK

System OK

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7
8
9
10
11

Is the BAT indicator lamp filament good?


Replace the generator. Refer to Generator
Replacement (LP4/L21) or Generator
Replacement (LG5).
Is the repair complete?
Repair the generator mechanical ground.
Is the repair complete?
Replace the instrument cluster. Refer to
Instrument Cluster Replacement .
Is the repair complete?
Replace the lamp.
Is the repair complete?

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Go to Step 10 Go to Step 11

System OK

System OK

System OK

System OK

CHARGE INDICATOR INOPERATIVE (CAT DIESEL ENGINE )


BAT Indicator Lamp Does Not Light With Ignition Switch in RUN and Engine Stopped (Cat
Diesel Engine)
Step
Action
Value(s)
Yes
No

1. Ensure that the battery is charged.


2. Disconnect the CKT 25 (BRN) harness
connector at the generator.
3. Connect a fused jumper wire from
generator harness connector terminal B
to the chassis ground.
4. Place the ignition switch in the RUN
position.

Does the BAT indicator lamp light?

3
4
5

1. Verify that the fused jumper remains


connected.
2. Disconnect the harness connector at
the instrument cluster.
3. Connect a J39200 from the instrument
cluster harness connector terminal 19
to the chassis ground.
Does the DMM indicate continuity?
Connect a test lamp from instrument cluster
harness connector terminal 27 to the chassis
ground.
Does the test lamp light?
Inspect the generator mechanical grounding.
Is the grounding proper?
Locate and repair the open in CKT 25
between the instrument cluster and the
generator.
Is the repair complete?

Go to Step 4 Go to Step 2

Go to Step 3 Go to Step 5
Go to Step 7 Go to Step 6
-

Go to Step 8 Go to Step 9

System OK

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ENGINE ELECTRICAL -1999 GMC C Series - C7

6
7
8
9
10
11

Locate and repair the open in the PNK (39)


wire between the instrument cluster and
S211.
Is the repair complete?
Inspect the BAT indicator lamp filament.
Is the BAT indicator lamp filament good?
Replace the generator. Refer to Generator
Replacement (LP4/L21) or Generator
Replacement (LG5).
Is the repair complete?
Repair the generator mechanical ground.
Is the repair complete?
Replace the instrument cluster. Refer to
Instrument Cluster Replacement .
Is the repair complete?
Replace the lamp.
Is the repair complete?

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System OK
-

Go to Step 10 Go to Step 11

System OK

System OK

System OK

System OK

ETHER INJECTION CONTROL VALVE DOES NOT OPEN


Ether Injection Control Valve Does Not Open
Step
Action
Value(s)
Yes
No
DEFINITION: Engine cranks over, ether will not spray into intake manifold.
Is the ambient temperature below the stated
1
-5C (23F)
value?
Go to Step 3 Go to Step 2

1. Remove vehicle to an area where the


temperature is below -5C (23F).
2. Leave the vehicle until the engine
coolant temperature is below -5C (23
F).

Is the coolant temperature below -5C (23


F)?

1. Remove the starter relay.


2. Connect a test lamp between terminal
A at the ether injector engine coolant
temperature sensor and chassis ground.
3. Turn the ignition switch to START.
Did the test lamp light?
Repair the open in CKT 434 (ORN/BLK)
between the ether injector engine coolant
temperature sensor and splice S129.
Is the repair complete?

Go to Step 3

Go to Step 5 Go to Step 4
System OK

1. Remove the connector from the ether


injector engine coolant temperature

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10

11

sensor.
2. Connect a J39200 between terminals A
and B of the sensor.
Did the DMM indicate continuity?
Replace the ether injector engine coolant
temperature sensor.
Is the repair complete?
1. Replace the connector on the ether
injector engine coolant temperature
sensor.
2. Connect a test lamp between terminal
A at the ether injector control valve
and chassis ground.
3. Turn the ignition switch to START.
Did the test lamp light?
Locate and repair the open in CKT 1997
between the ether injector engine coolant
temperature sensor and the ether injector
control valve.
Is the repair complete?
1. Remove the connector from the ether
injector control valve.
2. Connect a J39200 between terminal B
at the ether injector control valve and
chassis ground.
Does the DMM indicate continuity?
Replace the ether injector control valve.
Refer to Ether Injector Control Valve
Replacement.
Is the repair complete?
Locate and repair the open in CKT 150
(BLK) between the ether injector control
valve and G101.
Is the repair complete?

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Go to Step 7 Go to Step 6
System OK

Go to Step 9 Go to Step 8
System OK

Go to Step 10 Go to Step 11
System OK

System OK

GENERATOR NOISE TEST


Test Procedure

The following conditions may cause the generator to emit noise:


z
z
z

Insufficient fan clearance to bolts or structures


Dirty or worn bearings
A worn stator

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If the pulley and mounting bolts are snug and the noise continues, remove the generator for inspection
and repair. Refer to Generator Overhaul (21-SI).
A loose drive pulley or loose generator mounting bolts may also cause a generator to emit noise. In
some cases, the generator has been relocated in order to mount aftermarket equipment. Inspect the
generator brackets for structural failure or misaligned pulleys. Observe the generator with the engine
running in order to ensure that the following conditions do not exist:
z
z
z

Excessive vibration
Excessive motion
Squealing or other abnormal noises

GENERATOR NOT OPERATING PROPERLY


Generator Not Operating Properly
Step
Action
Value(s)
Yes
No
DEFINITION: Generator on-vehicle test which will test the generator independently from the
vehicle wiring.
Perform the charging system check. Refer to
Refer to
Charging System Check (CS-144
Charging
Generator) or Charging System Check
System Check
(Battery Testing) or Charging System
(CS-144
Check (SCT) or Charging System Check
Generator) or
Charging
(21-SI 200 Generator).
Has the charging system check been
System Check
performed?
(Battery
1
Testing) or
Charging
System Check
(SCT) or
Charging
System Check
(21-SI 200
Go to Step 2 Generator)

1. Connect the red alligator clip of a J


41450-B CS Generator Electronic
Tester to the generator output
terminal. (The output wire is attached
to the generator with a ring terminal
and nut). See Special Tools.
2. Connect the black alligator clip of the
J 41450-B to the metal generator
housing. The green POWER lamp of
the tester should light and remain
lighted while the tester is being used.
See Special Tools.
Does the green POWER lamp on the tester
light?

Go to Step 9

Go to Step 3

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1. Recheck the alligator clip connections


that were made in Step 2.
2. Correct the connections if they were
reversed.
Does the green POWER lamp on the tester
light after the correct connections are
verified?
Connect a digital multimeter (DMM) from
the generator output terminal to the
generator metal housing.
Is the voltage above the specified value?
Use a DMM to check the voltage between
the battery terminals.
Is the voltage above the specified value?
1. Inspect the circuit between the
generator output terminal and the
battery positive terminal for a loose
connection or open circuit condition.
Be sure to check for an open fusible
link and/or any blown in-line fuses
that may be used on the vehicle.
2. If a loose connection or open circuit
was located, repair it. If an open
fusible link or blown fuse was found,
be sure to check the system for
possible causes of a circuit overload,
such as a direct B+ short to ground.
Is the circuit okay between the generator
output terminal and the battery positive
terminal?
Repair the loose connection or open circuit
between the battery negative terminal and
the generator housing.
Is the repair complete?
1. Inspect the battery. Refer to Charging
System Check (CS-144 Generator)
or Charging System Check (Battery
Testing) or Charging System Check
(SCT) or Charging System Check
(21-SI 200 Generator).
2. Charge or replace the battery if
necessary.
Is the battery OK?

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Go to Step 9

Go to Step 4

12 V
Go to Step 18 Go to Step 5
12 V
Go to Step 6

Go to Step 8

Go to Step 7

Go to Step 2

Go to Step 2

1. Leave the J 41450-B alligator clips

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ENGINE ELECTRICAL -1999 GMC C Series - C7

attached as in Step 2, and disconnect


the vehicle 4-way generator
connector. See Special Tools.
2. Locate the matching 4-way connector
of the J 41450-B and connect it to the
generator. See Special Tools.

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Does the red DIAGNOSTIC lamp on the


tester light?
Perform the following test of the
DIAGNOSTIC lamp of the J 41450-B : See
Special Tools.

10

1. Disconnect the J 41450-B 4-way


connector from the generator, but
leave the J41450-B alligator clips
connected as in Step 2. See Special
Tools.
2. Prepare a jumper wire with an in-line
100 ohm resistor. The watt rating of
the resistor is not important. (An
inexpensive 100 resistor can be
purchased at an electronics supply
store.)
3. At one end of the prepared jumper
wire, attach a Metri-Pack 150 male
terminal probe adapter from a J 35616
Connector Test Adapter Kit. See
Special Tools.
4. Connect the prepared jumper wire to
the J 41450-B L terminal (which is
called the B terminal on CS 130D,
LR, and AD generators). The tester
connector terminals are the same as
the generator connector terminals, so
terminal identification on the J 41450B can be accomplished by referring to
Engine Electrical Connector End
Views. See Special Tools.
5. Connect the other end of the jumper to
the battery negative terminal.
Does the red DIAGNOSTIC lamp on the
tester light when the jumper is connected?

Go to Step 11 Go to Step 10

Go to Step 19 Go to Step 18

1. Prior to connecting a carbon pile load


tester, make sure that the load dial of
the carbon pile tester is turned

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11

12

13

14

15

completely to the OFF position.


2. Connect the cable leads of the carbon
pile tester to the battery of the vehicle.
3. Connect an inductive ammeter to the
output lead(s) of the generator. Make
sure that all output leads pass through
the ammeter inductive clip. The
carbon pile tester may have its own
inductive ammeter, or use a J 35590
Current Clamp. See Special Tools.
4. Start the engine and allow it to idle
briefly.
Does the red DIAGNOSTIC lamp on the J
41450-B light?. See Special Tools.
Increase the engine speed to 2500 RPM.
Does the red DIAGNOSTIC lamp on the J
41450-B light?. See Special Tools.
1. Maintain the engine speed at 2500
RPM.
2. Turn on the load of the carbon pile
tester, and increase the load until the
generator output is equal to the load
test value given in Generator Usage
(Generator Output) or Generator
Usage (21-SI Generator).
As the load is increased, is the generator
capable of producing the amount of load test
current specified in Generator Usage
(Generator Output) or Generator Usage
(21-SI Generator) ?
Maintain the engine speed at 2500 RPM and
continue to operate the generator at the load
test value.
Is the red DIAGNOSTIC lamp on the J
41450-B lighted?. See Special Tools.
1. Maintain the engine speed at 2500
RPM and continue to operate the
generator at the load test value.
2. Connect a DMM from the generator
output terminal to the battery positive
(+) terminal.
Is the voltage above the specified value?

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Go to Step 19 Go to Step 12
Go to Step 19 Go to Step 13

Go to Step 14 Go to Step 19
Go to Step 19 Go to Step 15

0.5 V

Go to Step 22 Go to Step 16

1. Maintain the engine speed at 2500


RPM and continue to operate the

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16

generator at the load test value.


2. Connect a DMM from the generator
metal housing to the battery negative
(-) terminal.

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0.5 V

Is the voltage above the specified value?

17

18

19

1. Disconnect the DMM.


2. Turn OFF the load in the carbon pile
tester.
3. Turn the ignition switch to LOCK to
stop the engine.
4. Disconnect the carbon pile tester
cables from the battery.
5. Disconnect the J 41450-B 4-way
connector from the generator. See
Special Tools.
6. Inspect the generator 4-way connector
on the vehicle.
Does the vehicle have a wire in the L
terminal cavity (or B terminal for CS 130D,
LR, and AD generators) of the generator 4way connector?
There is an internal problem in the J 41450B . Replace the J 41450-B . See Special
Tools.
Has the J 41450-B been replaced?. See
Special Tools.
IMPORTANT:
Before generator repair or replacement,
the L terminal circuit (if applicable) must
be tested for resistance in order to avoid
a repeat failure.

Go to Step 23 Go to Step 17

Generator OK Go to Step 24
Go to Step 2

Disconnect and examine the generator 4way connector.Is there a wire in the L cavity
(or B cavity for CS 130D, LR, and AD
generators) of the generator connector?

20

1. Be sure the 4-way generator connector


is disconnected.
2. Turn the ignition key to the RUN
position.
3. Connect a fused jumper wire (with a 5
amp fuse) from ground to the vehicle
4-way generator connector terminal L
(or B terminal for CS 130D, LR, and
AD generators). To connect the

Go to Step 20 Go to Step 24

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jumper to the generator, use a MetriPack 150 connector test adapter from
J 35616 . Refer to Engine Electrical
Connector End Views. See Special
Tools.

21

22

Does the fuse blow?


There is a short to B+ voltage when the
ignition key is in the RUN position. The
short may be a result of a miswired
condition. The L terminal circuit must be a
resistance circuit either through a charge
indicator or the PCM. If direct battery
voltage is applied to the generator at the L
terminal, the regulator will eventually be
destroyed, causing a repeat failure. Repair
the short to B+ voltage in the L terminal
circuit (or B terminal circuit for CS 130D,
LR, and AD generators).
Is the short circuit repaired?
1. Turn off the engine.
2. Disconnect the battery negative
terminal.
3. Inspect the circuit between the battery
positive terminal and the generator
output terminal for a high-resistance
connection. Disassemble and clean all
connections in this circuit.
4. Assemble the connections and tighten
to specifications.
5. Connect the battery negative terminal.
Tighten to specifications. Refer to
Fastener Tightening Specifications.

Go to Step 21 Go to Step 25

23

Is the repair complete?


The tester turns the generator on in a

Go to Step 2

Go to Step 2

Is the repair complete?


1. Turn off the engine.
2. Inspect the ground circuit for high
resistance from the battery negative
terminal to the generator housing.
Disassemble and clean all
connections.
3. Assemble the connections and tighten
to specifications. Refer to Fastener
Tightening Specifications.

Go to Step 25

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different way than the vehicle does, so an


additional test is necessary. This Step is
applicable only for vehicles that do not use
an L terminal connection (or B terminal for
CS 130D, LR, and AD generators).

24

25

1. Remove the 4-way connector from the


generator.
2. Measure the generator internal
resistance between the L and I/F
terminals (B and C terminals for CS
130D, LR, and AD generators). Use
Metri-Pack 150 terminal adapters
from a J 35616 Connector Test
Adapter Kit. The L and I/F terminals
are the two middle terminals on the
generator. See Special Tools.
Is the resistance between the generator I/F
and L terminals equal to or below the
specified value?
Repair or replace the generator. Refer to
Generator Replacement (LP4/L21) or
Generator Replacement (LG5).
Is the repair complete?

500

Generator OK Go to Step 25
Go to Step 2

GENERATOR ASSEMBLY BENCH CHECK


Tools Required

J 39200 Digital Multimeter


Testing Procedure

IMPORTANT: Perform the following inspection in order to verify operation of


repaired CS-144 and 21SI generators:
1. Mount the generator in a test stand. Ensure that the test stand is capable of driving a generator at
6500 RPM for CS-144 and 5000 RPM for 21SI.

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Fig. 31: Generator Assembly Bench Check


2. Make the connections as shown.

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IMPORTANT: Ensure that the battery is fully charged when making this test.
Drive the generator at 2500 RPM and at ambient temperature.
3. Slowly increase the generator speed and observe the voltage using J 39200 .
4. If the voltage is uncontrolled and increases above 16 Volts, repair or replace the generator.
5. If the voltage is below 16 Volts, perform the following steps:
z Increase the generator speed.
z Connect the carbon pile.
z Adjust the carbon pile in order to obtain maximum amperage output.
z Maintain 13 Volts or more.
6. Use and ammeter in order to check the amperage.
z If the output is within 15 Amps of rated output, the generator is good.
z If the output is not within 15 Amps of rated output, then repair or replace the generator.
STARTER NOISE DIAGNOSIS (LOUD CRANKING NOISES)
Starter Noise Diagnosis (Loud Cranking Noises)
Problem
Action
DEFINITION: A loud noise occurs while cranking the engine after the engine fires but while the
starter remains engaged.
A worn starter motor clutch
Remove the starter motor for repair. Refer to Starter Overhaul
(28-MT) or Starter Overhaul (37-MT).
STARTER NO LOAD TEST
Test Procedure

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Fig. 32: Starter No Load Test Connections


1. Connect a voltmeter from the motor terminal to the motor frame.
On starter motors with ground terminals, connect the voltmeter to the ground terminals rather
than the frame.
2. Use an RPM indicator in order to measure pinion speed.
3. Connect the motor and an ammeter in series with the following components:
z A fully charged battery of the specified voltage
z A switch in the open position from the solenoid battery terminal to the solenoid switch
terminal.

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4. Close the switch.


5. Compare the following measurements with the no load test specified values for the 37-MT
Starter Motors in Starter Usage (28-MT) or Starter Usage (Load Test @ 10 Volts Specs. 37MT) or Starter Usage (Solenoid Switch 37-MT) or Starter Usage (Load Test @ 10 Volts
Specs. PG-260) :
z RPM
z Current
z Voltage
6. Evaluate the measurements by understanding that it is not necessary to obtain the exact voltage
specified. A good reading can be made by understanding that if the voltage is slightly higher, the
RPM will be slightly higher and the current will remain basically unchanged
7. Use the following procedure in order to obtain the exact specified voltage (if desired):
1. Connect a carbon pile across the battery.
2. Compare the reduced voltage with the no load test specified values for the 37-MT Starter
Motors in Starter Usage (28-MT)Starter Usage (Load Test @ 10 Volts Specs. 37-MT)
Starter Usage (Solenoid Switch 37-MT)Starter Usage (Load Test @ 10 Volts Specs.
PG-260) :
8. Disconnect the circuit only with the switch open.
9. Use the following information in order to interpret the test results:
1. Rated current draw and no-load speed indicate normal condition of the starter motor.
2. Low free speed and high current draw indicate the following conditions:
z Excessive friction
Tight, dirty, or worn bearings, a bent armature shaft or loose pole shoes allow the
armature to drag.
z

A shorted armature
Inspect a shorted armature on a growler after disassembly.

Grounded armature fields


Verify the grounded armature after disassembly.

3. Failure to operate with no current draw indicates the following conditions:


z A direct ground
A direct ground exists in the terminal or fields.
z

Seized bearings
Seized bearings should have been noted by hand turning the armature by hand.

4. Failure to operate with no current draw indicates the following conditions:


z An open field circuit

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An open field circuit can be checked after disassembly by inspecting the internal
connections and tracing the circuit with a self-powered test lamp.
z

Open armature coils


Inspect the commutator for badly burned bars.

Broken brush springs, worn brushes


High insulation between the commutator bars or other causes which would prevent
proper contact between the brushes and the commutator.

5. Low no-load speed and low current draw indicate a higher internal resistance due to the
following conditions:
z Poor connections
z Defective leads
z A dirty commutator
z An open field circuit
z Open armature coils
z Broken brush springs, worn brushes
6. High free speed and high current draw indicate shorted fields. If shorted fields are
suspected, replace the field coil assembly and inspect for improved performance.
STARTER MOTOR RELAY NOT OPERATING PROPERLY
Tools Required
z
z

J 39200 Digital Multimeter


J 35590 Inductive Current Clamp. See Special Tools.

Inspection Procedure

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Fig. 33: View Of Disconnecting & Connecting Relay


The starter motor relay is located in the engine compartment, on the lower right side of the cowl.

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Fig. 34: View Of Starter Motor Relay


The starter motor relay for vehicles with automatic transmissions is also located in the engine
compartment, on the lower right side of the cowl.
Use the following procedure in order to prevent the engine from starting while performing the relay
tests:
1.
2.
3.
4.

Disconnect the ignition and tachometer harness from the distributor on gasoline engines.
Disconnect the fuel shut off solenoid connector on diesel engine models.
Shift the transmission into the NEUTRAL position.
Block the wheels.

Refer to Starting System Check for detailed test procedures. Refer to the following sections for
complete circuit description:
z

Starting System Circuit Description (LP4/L21 Engines) or Starting System Circuit


Description (LG5 Engine)
Starting System Circuit Description (LP4/L21 Engines) or Starting System Circuit
Description (LG5 Engine)
Starting System Circuit Description (LP4/L21 Engines) or Starting System Circuit
Description (LG5 Engine)

STARTER SOLENOID DOES NOT CLICK (LP4/L21 W/AUTOMATIC TRANSMISSION)


The Engine Will Not Crank and The Starter Solenoid Does Not Click (Gasoline Engine with
Automatic Transmission)
Step
Action
Value(s)
Yes
No
Did you complete the Starter System Check?
Go to
Starting
1
System
Go to Step 2
Check

3
4

1. Place shift lever in neutral.


2. Test solenoid feed circuit at starter
solenoid for voltage. Refer to
Troubleshooting with a Test Lamp
in Wiring Systems.
3. Turn ignition to start position.
Did the test light illuminate?
Test battery positive and negative cables for
voltage drop. Refer to Measuring Voltage
Drop in Wiring Systems.
Did you find and complete the repair?
Replace the starter motor.
Did you complete the repair?

Go to Step 3 Go to Step 5
-

Go to Starting
System Check Go to Step 4
Go to Starting
System Check
-

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6
7

9
10

11

1. Remove the starter relay.


2. Connect fused jumper from battery
positive voltage circuit to starter
solenoid feed circuit. Refer to Using
Fused Jumper Wires in Wiring
Systems.
Did the starter engage?
Test battery positive voltage circuit for
voltage. Refer to Troubleshooting with a
Test Lamp in Wiring Systems.
Did the test lamp illuminate?
Check starter relay fusible link.
Is the fusible link open?
Test battery positive voltage circuit and
starter solenoid feed circuit for a short to
ground. Refer to Testing for Short to
Ground in Wiring Systems.
Did you find and complete the repair?
Repair open battery positive voltage circuit.
Refer to Wiring Repairs in Wiring Systems.
Did you complete the repair?
Repair open starter solenoid feed circuit.
Refer to Wiring Repairs in Wiring Systems.
Did you complete the repair?
1. Test crank request circuit at starter
relay for ignition start voltage. Refer to
Troubleshooting with a Test Lamp
in Wiring Systems.
2. Turn the ignition to start.

Pgina 94 de 402

Go to Step 11 Go to Step 6
Go to Step 10 Go to Step 7
-

12

13

14

Is the resistance within the specified value?


Replace the starter relay. Refer to Starter
Relay Replacement (Automatic
Transmission) or Starter Relay
Replacement (Manual Transmission).
Did you complete the repair?
1. Connect a scan tool.
2. Monitor status of the Neutral Position
switch.

Go to Starting
System Check

Go to Starting
System Check

Go to Starting
System Check

Go to Step 12 Go to Step 17

Did the test lamp illuminate?


1. Test starter relay enable circuit for
continuity to ground. Refer to Testing
for Continuity in Wiring Systems.
2. Turn ignition to start.

Go to Step 8 Go to Step 9

0-5
Go to Step 13 Go to Step 14
Go to Starting
System Check

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3. Move shift lever between neutral and


another position.
Does the status change?

15

16

17

18

19

20

21
22

23

1. Disconnect PCM C1 connector.


2. Test crank request circuit for ignition
start voltage. Refer to
Troubleshooting with a Test Lamp
in Wiring Systems.
3. Turn ignition to start.
Did the test lamp illuminate?
Repair open crank request circuit. Refer to
Wiring Repairs in Wiring Repairs.
Did you complete the repairs?
1. Remove CRANK circuit breaker in IP
fuse block.
2. Test ignition start voltage circuit for
voltage. Refer to Troubleshooting
with a Test Lamp in Wiring Systems.
3. Turn ignition to start.
Does the test lamp illuminate?
Test crank request circuit for continuity
between IP fuse block and flasher/relay
center. Refer to Testing for Continuity in
Wiring Systems.
Is the resistance within the specified value?
Repair the open crank request circuit. Refer
to Wiring Repairs in Wiring Systems.
Did you complete the repair?
Test the crank request circuit for a short to
ground. Refer to Testing for Short to
Ground in Wiring Systems.
Is the resistance within the specified value?
Repair short to ground in crank request
circuit. Refer to Wiring Repairs in Wiring
Systems.
Did you complete the repair?
Replace the CRANK circuit breaker.
Did you complete the repair?
1. Disconnect ignition switch C1
connector.
2. Test ignition start voltage circuit for
continuity between the ignition switch
and the IP fuse block. Refer to Testing

Go to Step 15 Go to Step 28

Go to Starter
Inhibit Relay
Circuit
Diagnosis Go to Step 16
Go to Starting
System Check

Go to Step 18 Go to Step 23
0-5
Go to Step 20 Go to Step 19
-

Go to Starting
System Check

0-5
Go to Step 21 Go to Step 22
-

Go to Starting
System Check
Go to Starting
System Check

0-5

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for Continuity in Wiring Systems.

24

25

26

27
28
29
30

Is the resistance within the specified value?


Repair open ignition start voltage circuit.
Refer to Wiring Repairs in Wiring Systems.
Did you complete the repair?
Test battery positive voltage circuit at
ignition switch. Refer to Troubleshooting
with a Test Lamp in Wiring Systems.
Did the test lamp illuminate?
Replace the ignition switch. Refer to Ignition
Switch Assembly - Disassemble - Off
Vehicle .
Did you complete the repair?
Repair open battery positive circuit. Refer to
Wiring Repairs
Did you complete the repair?
Inspect the neutral switch for proper
adjustment.
Is an adjustment needed?
Adjust the neutral switch as necessary.
Does the solenoid click and the engine
crank?
Replace the neutral switch.
Is the repair complete?

Go to Step 25 Go to Step 24
-

Go to Starting
System Check

Go to Step 26 Go to Step 27

Go to Starting
System Check

Go to Starting
System Check

Go to Step 29 Go to Step 30

Go to Step 30
System OK

System OK

STARTER SOLENOID DOES NOT CLICK (LG5 W/AUTOMATIC TRANSMISSION)


The Engine Will Not Crank and The Starter Solenoid Does Not Click (Cat Diesel Engine with
Automatic Transmission)
Step
Action
Value(s)
Yes
No

1. Verify that the battery voltage is


appropriate for the battery temperature.
Refer to Engine Temperature and
Minimum Voltage in General
Specifications.
2. Connect a test lamp from CKT 6 (PPL)
at starter solenoid terminal S to the
chassis ground.
3. Place the transmission in the
NEUTRAL position.
4. Place the ignition switch in the START
position.
Does the test lamp light?

Go to Step 14 Go to Step 2

1. Connect a test lamp from CKT 6 (PPL)


at the starter relay to the chassis

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

ground.
2. Place the ignition switch in the START
position.
Does the test lamp light?
Connect a test lamp from CKT 542 (RED) at
the starter relay to the chassis ground.
Does the test lamp light ?
1. Connect a test lamp from CKT 434
(ORN/BLK) at the starter relay harness
connector to the chassis ground.
2. Place the ignition switch in the START
position.

Pgina 97 de 402

Go to Step 15 Go to Step 3
Go to Step 4 Go to Step 16

Does the test lamp light?

1. Connect a jumper wire from CKT 150


(BLK) at the starter relay harness
connector to the chassis ground.
2. Place the ignition switch in the START
position.
Does the test lamp light?
Is the vehicle equipped with a starter thermal
switch?
1. Connect a test lamp from terminal A of
the starter thermal switch to the chassis
ground.
2. Hold the ignition switch in the START
position.

Go to Step 5 Go to Step 6

Go to Step 17 Go to Step 18
-

Does the test lamp light?

1. Connect a test lamp from terminal B of


the starter thermal switch to the chassis
ground.
2. Hold the ignition switch in the START
position.

Go to Step 19 Go to Step 8

Does the test lamp light?

1. Connect a test lamp from terminal B of


the neutral position switch to the
chassis ground.
2. Hold the ignition switch in the START
position.
Does the test lamp light?

Go to Step 7 Go to Step 10

Go to Step 20 Go to Step 9

Go to Step 21 Go to Step 11

1. Connect a test lamp from terminal B of

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

10

the neutral position switch to the


chassis ground.
2. Hold the ignition switch in the START
position.

Pgina 98 de 402

Does the test lamp light?

11

1. Connect a test lamp from terminal A of


the neutral position switch to the
chassis ground.
2. Hold the ignition switch in the START
position.

Go to Step 22 Go to Step 11

Does the test lamp light?

12

13

14

15

16

17

18

1. Connect a test lamp from CKT 5 (YEL)


at terminal A of the ignition switch
connector C1 to the chassis ground.
2. Hold the ignition switch in the START
position.
Does the test lamp light?
Connect a test lamp from CKT 642 (RED) at
terminal D of the ignition switch connector
C1 to the chassis ground.
Does the test lamp light?
1. Clean the following components:
z The starter motor mounting bolts
z The starter motor
z The mounting surface.
2. Test the starter.
Does the starter engage?
Locate and repair the open in CKT 6 (PPL)
between the starter relay and the starter
solenoid.
Is the repair complete?
Locate and repair the open in CKT 542
(RED) between the starter relay and the
starter MaxiFuse.
Is the repair complete?
Locate and repair the open in CKT 150
(BLK) between the starter relay and G102.
Is the repair complete?
Replace the starter relay. Refer to Starter
Relay Replacement (Automatic
Transmission) or Starter Relay
Replacement (Manual Transmission).

Go to Step 23 Go to Step 12

Go to Step 24 Go to Step 13
Go to Step 25 Go to Step 26

System OK Go to Step 27
System OK

System OK

System OK

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

19
20
21

22

23

24

25

26

27
28

Is the repair complete?


Locate and repair the open in CKT 434
(ORN/BLK) between the starter thermal
switch and the starter relay.
Is the repair complete?
Replace the starter thermal switch.
Is the repair complete?
Locate and repair the open in CKT 434
(ORN/BLK) between the neutral position
switch and the starter thermal switch.
Is the repair complete?
Locate and repair the open in the CKT 434
(ORN/BLK ) between the neutral position
switch and the starter relay.
Is the repair complete?
Inspect the neutral position switch for proper
adjustment.
Was adjustment required?
Locate and repair the open in CKT 5 (YEL),
CKT 48 (GRY) or CKT 806 (PPL) between
the ignition switch and the neutral position
switch.
Is the repair complete?
Replace the ignition switch. Refer to
IGNITION SWITCH ASSEMBLY - OFF
VEHICLE (standard column) or IGNITION
SWITCH ASSEMBLY - OFF VEHICLE
(tilt column).
Is the repair complete?
Locate and repair the open in CKT 642
(RED) between the ignition switch and the
Maxifuse block.
Is the repair complete?
Replace the starter. Refer to Starter
Replacement (LP4/L21) or Starter
Replacement (LG5).
Is the repair complete?
Replace the neutral position switch.
Is the repair complete?

Pgina 99 de 402

System OK

System OK

System OK

System OK

System OK

System OK Go to Step 28
System OK

System OK

System OK

System OK

System OK

STARTER SOLENOID DOES NOT CLICK (LG5 W/MWF TRANSMISSION)


The Engine Will Not Crank and The Starter Solenoid Does Not Click (Cat Diesel Engine with
Automatic Electronic Transmission)
Step
Action
Value(s)
Yes
No
1. Verify that the battery voltage is
appropriate for the battery temperature.
Refer to Battery Temperature and

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

Minimum Voltage in General


Specifications.
2. Connect a test lamp from CKT 6 (PPL)
at the starter solenoid terminal S to the
chassis ground.
3. Place the transmission in the
NEUTRAL position.
4. Place the ignition switch in the START
position.

Pgina 100 de 402

Does the test lamp light?

1. Connect a test lamp from CKT 6 (PPL)


at the starter relay to the chassis
ground.
2. Place the ignition switch in the START
position.
Does the test lamp light?
Connect a test lamp from CKT 2 (RED) at the
starter relay to the chassis ground.
Does the test lamp light ?
1. Connect a test lamp from CKT 434
(ORN/BLK) at the starter relay
connector to the chassis ground.
2. Place the ignition switch in the START
position.

Go to Step 13 Go to Step 2

Does the engine crank?


Is the vehicle equipped with a starter thermal
switch?
1. Connect a test lamp from terminal A of
the starter thermal switch to the chassis
ground.
2. Hold the ignition switch in the START
position.
Does the test lamp light?

Step 3

Go to Step 4

Go to Step
15

Does the test lamp light?


1. Connect a jumper wire from CKT 150
(BLK) at the starter relay connector to
the chassis ground.
2. Place the ignition switch in the START
position.

Go to Step 14

Go to Step 5 Go to Step 6

Go to Step 16
-

Go to Step
17

Go to Step 7 Go to Step 9

Go to Step 18 Go to Step 8

1. Connect a test lamp from terminal B of


the starter thermal switch to the chassis

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

ground.
2. Hold the ignition switch in the START
position.

Pgina 101 de 402

Does the test lamp light?

1. Connect a test lamp from terminal F1


of the vehicle interface module
connector C1 to the chassis ground.
2. Hold the ignition switch in the START
position.

Go to Step 19 Go to Step 9

Does the test lamp light?

10

1. Connect a test lamp from terminal G1


of the vehicle interface module
connector C1 to the chassis ground.
2. Hold the ignition switch in the START
position.

11

12

13

14

15
16

Does the test lamp light?


Connect a test lamp from CKT 642 (RED) at
terminal D of the ignition switch connector
C1 to the chassis ground.
Does the test lamp light?
1. Clean the following components:
z The starter motor mounting bolts
z The starter motor
z The mounting surface.
2. Test the starter.
Did the starter engage?
Locate and repair the open in CKT 6 (PPL)
between the starter relay and the starter
solenoid.
Is the repair complete?
Locate and repair the open in CKT 2 (RED)
between the starter relay and the fusible link.
Is the repair complete?
Locate and repair the open in CKT 150
(BLK) between the starter relay and G401.

Go to Step
10

Go to Step 21

Go to Step
11

Go to Step 22

Go to Step
12

Does the test lamp light?


1. Connect a test lamp from CKT 5 (YEL)
at terminal A of the ignition switch
connector C1 to the chassis ground.
2. Hold the ignition switch in the START
position.

Go to Step 20

Go to Step
24
Go to Step 23

System OK

Go to Step
25

System OK

System OK

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

17

18
19
20

21

22

23

24

25

Is the repair complete?


Replace the starter relay. Refer to Starter
Relay Replacement (Automatic
Transmission) or Starter Relay
Replacement (Manual Transmission).
Is the repair complete?
Locate and repair the open in CKT 434
(ORN/BLK) between the starter thermal
switch and the starter relay.
Is the repair complete?
Replace the starter thermal switch.
Is the repair complete?
Locate and repair the open in CKT 434
(ORN/BLK) between the Vehicle Interface
Module and the starter thermal switch.
Is the repair complete?
1. Inspect the vehicle interface module for
proper operation.
2. Replace the vehicle interface module if
the vehicle interface module is
inoperative.
Is the repair complete?
Locate and repair the open in CKT 5 (YEL)
or the CKT 806 (PPL) between the ignition
switch and the Vehicle Interface Module.
Is the repair complete?
Replace the ignition switch. Refer to
IGNITION SWITCH ASSEMBLY - OFF
VEHICLE (standard column) or IGNITION
SWITCH ASSEMBLY - OFF VEHICLE
(tilt column).
Is the repair complete?
Locate and repair the open in CKT 642
(RED) between the ignition switch and the
MaxiFuse block 2.
Is the repair complete?
Replace the starter. Refer to Starter
Replacement (LP4/L21) or Starter
Replacement (LG5).
Is the repair complete?

Pgina 102 de 402

System OK

System OK

System OK

System OK

System OK

System OK

System OK

System OK

System OK

System OK

STARTER SOLENOID DOES NOT CLICK (LP4/L21 W/MANUAL TRANSMISSION)


The Engine Will Not Crank and The Starter Solenoid Does Not Click (Gasoline Engine with
Manual Transmission)
Step
Action
Value(s)
Yes
No
Did you complete the Starter System Check?
Go to

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

Pgina 103 de 402

Go to Step 2

6
7

9
10

1. Test solenoid feed circuit at starter


solenoid for voltage. Refer to
Troubleshooting with a Test Lamp
in Wiring Systems.
2. Depress clutch pedal.
3. Turn ignition to start position.
Did the test light illuminate?
Test battery positive and negative cables for
voltage drop. Refer to Measuring Voltage
Drop in Wiring Systems.
Did you find and complete the repair?
Replace the starter motor. Refer to Starter
Replacement (LP4/L21) or Starter
Replacement (LG5).
Did you complete the repair?
1. Remove the starter relay.
2. Connect fused jumper from battery
positive voltage circuit to starter
solenoid feed circuit. Refer to Using
Fused Jumper Wires in Wiring
Systems.
Did the starter engage?
Test battery positive voltage circuit for
voltage. Refer to Troubleshooting with a
Test Lamp in Wiring Systems.
Did the test lamp illuminate?
Check starter relay fusible link.
Is the fusible link open?
Test battery positive voltage circuit and
starter solenoid feed circuit for a short to
ground. Refer to Testing for Short to
Ground in Wiring Systems.
Did you find and complete the repair?
Repair open battery positive voltage circuit.
Refer to Wiring Repairs in Wiring Systems.
Did you complete the repair?
Repair open starter solenoid feed circuit.
Refer to Wiring Repairs in Wiring Systems.
Did you complete the repair?

Starting
System
Check

Go to Step 3 Go to Step 5
-

Go to Starting
System Check Go to Step 4
Go to Starting
System Check

Go to Step 11 Go to Step 6
Go to Step 10 Go to Step 7
-

Go to Step 8 Go to Step 9

Go to Starting
System Check

Go to Starting
System Check

Go to Starting
System Check

1. Test crank request circuit at starter


relay for ignition start voltage. Refer to
Troubleshooting with a Test Lamp

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

11

in Wiring Systems.
2. Depress clutch pedal
3. Turn the ignition to start.

Pgina 104 de 402

Go to Step 12 Go to Step 16

Did the test lamp illuminate?

12

13

14

15

16

17

18

1. Test starter relay enable circuit for


continuity to ground. Refer to Testing
for Continuity in Wiring Systems.
2. Depress clutch pedal
3. Turn ignition to start.
Is the resistance within the specified value?
Replace the starter relay. Refer to Starter
Relay Replacement (Automatic
Transmission) or Starter Relay
Replacement (Manual Transmission).
Did you complete the repair?
1. Disconnect PCM C1 connector.
2. Test crank request circuit for ignition
start voltage. Refer to
Troubleshooting with a Test Lamp
in Wiring Systems.
3. Depress clutch pedal
4. Turn ignition to start.
Did the test lamp illuminate?
Repair open crank request circuit. Refer to
Wiring Repairs in Wiring Repairs.
Did you complete the repairs?
1. Test crank request circuit at terminal B
at clutch/starter interlock switch for
ignition start voltage. Refer to
Troubleshooting with a Test Lamp
in Wiring Systems.
2. Depress clutch pedal.
3. Turn ignition to start.
Did the test light illuminate?
Repair the open crank request circuit. Refer
to Wiring Repairs in Wiring Systems.
Did you complete the repair?
1. Test crank request circuit terminal A at
clutch/starter interlock switch for
ignition start voltage. Refer to
Troubleshooting with a Test Lamp
In Wiring Systems.

0-5

Go to Step 13 Go to Step 14
Go to Starting
System Check

Go to Starter
Inhibit Relay
Circuit
Diagnosis Go to Step 15
-

Go to Starting
System Check

Go to Step 17 Go to Step 18
-

Go to Starting
System Check

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

Pgina 105 de 402

2. Turn ignition to start.

19

20

21

22

23

24
25

26

27

Did the test lamp illuminate?


Adjust or Replace the clutch/starter interlock
switch as necessary.
Did you complete the repair?
1. Remove CRANK circuit breaker in IP
fuse block.
2. Test ignition start voltage circuit for
voltage. Refer to Troubleshooting
with a Test Lamp in Wiring Systems.
3. Turn ignition to start.
Did the test lamp illuminate?
Test crank request circuit for continuity
between IP fuse block and clutch/starter
interlock switch. Refer to Testing for
Continuity in Wiring Systems.
Is the resistance within the specified value?
Repair the open crank request circuit. Refer
to Wiring Repairs in Wiring Systems.
Did you complete the repair?
Test the crank request circuit for a short to
ground. Refer to Testing for Short to
Ground in Wiring Systems. Be sure to test
circuit with the clutch/starter interlock switch
depressed and open.
Is the resistance within the specified value?
Repair short to ground in crank request
circuit. Refer to Wiring Repairs in Wiring
Systems.
Did you complete the repair?
Replace the CRANK circuit breaker.
Did you complete the repair?
1. Disconnect ignition switch C1
connector.
2. Test ignition start voltage circuit for
continuity between the ignition switch
and the IP fuse block. Refer to Testing
for Continuity in Wiring Systems.
Is the resistance within the specified value?
Repair open ignition start voltage circuit.
Refer to Wiring Repairs in Wiring Systems.
Did you complete the repair?
Test battery positive voltage circuit at
ignition switch for battery voltage. Refer to

Go to Step 19 Go to Step 20
-

Go to Starting
System Check

Go to Step 21 Go to Step 26
0-5
Go to Step 23 Go to Step 22
-

Go to Starting
System Check

0-5
Go to Step 24 Go to Step 25
-

Go to Starting
System Check
Go to Starting
System Check

0-5

Go to Step 28 Go to Step 27
-

Go to Starting
System Check

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

28

29

30

Troubleshooting with a Test Lamp in


Wiring Systems.
Did the test lamp illuminate?
Replace the ignition switch. Refer to Ignition
Switch Assembly - Disassemble - Off
Vehicle .
Did you complete the repair?
Repair open battery positive circuit. Refer to
Wiring Repairs
Did you complete the repair?

Pgina 106 de 402

Go to Step 29 Go to Step 30

Go to Starting
System Check

Go to Starting
System Check

STARTER SOLENOID DOES NOT CLICK (LG5 W/MANUAL TRANSMISSION)


Engine Will Not Crank and Starter Solenoid Does Not Click (Cat Diesel Engine with Manual
Transmission)
Step
Action
Value(s)
Yes
No

1. Verify that the battery voltage is


appropriate for the battery temperature.
Refer to Battery Temperature and
Minimum Voltage in General
Specifications.
2. Connect a test lamp from the CKT 6
(PPL) at starter solenoid terminal S to
the chassis ground.
3. Place the ignition switch in the START
position.

Does the test lamp light?

1. Connect a test lamp from CKT 6 (PPL)


at the starter relay to the chassis
ground.
2. Place the ignition switch in the START
position.
Does the test lamp light?
Connect a test lamp from CKT 2 (RED)
terminal 87 at the starter relay to the chassis
ground.
Does the test lamp light?
1. Connect a test lamp from CKT 434
(ORN/BLK) at the starter relay
connector to the chassis ground.
2. Place the ignition switch in the START
position.
Does the test lamp light?

Go to Step 8 Go to Step 2

Go to Step 9 Go to Step 3
Go to Step 4

Go to Step
10

Go to Step 5 Go to Step 6

1. Connect a jumper wire from CKT 150

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

(BLK) at the starter relay connector to


the chassis ground.
2. Place the ignition switch in the START
position.

Pgina 107 de 402

Does the test lamp light?

10
11

12

13

1. Connect a test lamp from CKT 5 (YEL)


at terminal A of the ignition switch
connector C1 to the chassis ground.
2. Hold the ignition switch in the START
position.
Does the test lamp light?
Connect a test lamp from CKT 642 (RED) at
terminal D of the ignition switch connector
C1 to the chassis ground.
Does the test lamp light?
1. Clean the following components:
z The starter motor mounting bolts
z The starter motor
z The mounting surface.
2. Test the starter.
Does the starter engage?
Locate and repair the open in CKT 6 (PPL)
between the starter relay and the starter
solenoid.
Is the repair complete?
Locate and repair the open in CKT 2 (RED)
between the starter relay and the fusible link.
Is the repair complete?
Locate and repair the open in CKT 150
(BLK) between the starter relay and G401.
Is the repair complete?
Replace the starter relay. Refer to Starter
Relay Replacement (Automatic
Transmission) or Starter Relay
Replacement (Manual Transmission).
Is the repair complete?
Locate and repair the open in CKT 5 (YEL),
CKT 806 (PPL) or CKT 434 (ORN/BLK)
between the ignition switch and the starter
relay.
Is the repair complete?
Replace the ignition switch. Refer to
IGNITION SWITCH ASSEMBLY - OFF
VEHICLE (standard column) or IGNITION

Go to Step 11

Go to Step
12

Go to Step 13 Go to Step 7
Go to Step 14

Go to Step
15

System OK

Go to Step
16

System OK

System OK

System OK

System OK

System OK

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

14

15

16

SWITCH ASSEMBLY - OFF VEHICLE


(tilt column).
Is the repair complete?
Locate and repair the open in CKT 642
(RED) between the ignition switch and the
MaxiFuse block 2.
Is the repair complete?
Replace the starter. Refer to Starter
Replacement (LP4/L21) or Starter
Replacement (LG5).
Is the repair complete?

Pgina 108 de 402

System OK

System OK

System OK

STARTER SOLENOID CLICKS, ENGINE DOES NOT CRANK (LP4/L21 ENGINES)


Starter Solenoid Clicks, Engine Does Not Crank (LP4/L21 Engines)
Step
Action
Value(s)
Yes

1. Disconnect the gray connector at the


ignition coil.
2. Connect a J 39200 to the outboard
battery positive and negative terminals.
3. Turn the ignition switch to the START
position for 15 seconds.
4. Observe the voltmeter indication.
5. Turn the ignition switch to the OFF
position.

9.6 V

Does the voltage measure greater than the


specified value?

1. Connect a J 39200 to the inboard


battery positive and negative terminals.
2. Turn the ignition switch to the START
position for 15 seconds.
3. Observe the voltmeter indication.
4. Turn the ignition switch to the OFF
position.
Does the voltage measure less than the
specified value?
Perform the battery load test(s). Refer to
Charging System Check (CS-144
Generator) or Charging System Check
(Battery Testing) or Charging System
Check (SCT) or Charging System Check
(21-SI 200 Generator).
Do the batteries pass the load test?

No

Go to Step 2 Go to Step 3

9.6 V

Go to Step 3 Go to Step 6

Go to Step 4 Go to Step 5

1. Verify engine is not seized.

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

10

11

2. If engine spins freely, replace the


starter motor.
Is the repair complete?
Replace the failed battery. Refer to Battery
Replacement.
Is the repair complete?
1. Connect a J 39200 between the
outboard battery negative terminal and
the engine block.
2. Turn the ignition switch to the START
position.
3. Observe the voltage.
Does the voltage measure greater than the
specified value?
Repair the high resistance in negative cable
CKT 50 (BLK) between the battery and
battery ground G400.
Is the repair complete?
1. Connect a J 39200 between the
inboard battery negative terminal and
the engine block.
2. Turn the ignition switch to the START
position.
3. Observe the voltage.
Does the voltage measure greater than the
specified value?
Repair the high resistance in negative cable
CKT 50 (BLK) between the battery and
battery ground G400.
Is the repair complete?
1. Connect a J 39200 between the
outboard battery positive terminal and
starter solenoid terminal B.
2. Turn the ignition switch to the START
position.
3. Observe the voltage.
Does the voltage measure greater than the
specified value?
Repair the high resistance in positive cable
CKT 1 (BLK) between the battery and the
starter.
Is the repair complete?

Pgina 109 de 402

System OK

System OK

0.5 V

Go to Step 7 Go to Step 8
System OK

0.5 V

Go to Step 9 Go to Step 10
System OK

0.5 V

Go to Step 11 Go to Step 12
System OK

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

12

13

14

1. Connect a J 39200 between the


inboard battery positive terminal and
starter solenoid terminal B.
2. Turn the ignition switch to the START
position.
3. Observe the voltage.
Does the voltage measure greater than the
specified value?
Repair the high resistance in positive cable
CKT 1 (BLK) between the battery and the
starter.
Is the repair complete?
Repair or replace the starter motor. Refer to
Starter Replacement (LP4/L21) or Starter
Replacement (LG5) or Starter Overhaul
(28-MT) or Starter Overhaul (37-MT).
Is the repair complete?

Pgina 110 de 402

0.5 V

Go to Step 13 Go to Step 14
System OK

System OK

STARTER SOLENOID CLICKS, ENGINE DOES NOT CRANK (LG5 ENGINE)


Starter Solenoid Clicks and the Engine Will Not Crank or Cranks Slowly (Cat Diesel Engine)
Step
Action
Value(s)
Yes
No

1. Disconnect the connector at the fuel


shutoff solenoid valve.
2. Connect a DMM J 39200 to the
outboard battery positive and negative
terminals.
3. Place the ignition switch in the START
position for 15 seconds.
4. Observe the voltage reading on the J
39200
5. Place the ignition switch in the OFF
position.

9.6 V

Is the voltage greater than or equal to the


specified value?

1. Connect a DMM J 39200 to the


inboard battery positive and negative
terminals.
2. Place the ignition switch in the START
position for 15 seconds.
3. Observe the voltage reading on the J
39200 .
4. Place the ignition switch in the OFF
position.

Go to Step 2 Go to Step 3

9.6 V

02/05/2013

ENGINE ELECTRICAL -1999 GMC C Series - C7

Pgina 111 de 402

Is the voltage greater than or equal to the


specified value?

Perform the Battery Load Test(s). Refer to


Charging System Check (CS-144
Generator) or Charging System Check
(Battery Testing) or Charging System
Check (SCT) or Charging System Check
(21-SI 200 Generator). This vehicle is
equipped with dual batteries and will need to
be tested accordingly.
Does the battery pass the load test?
1. Connect a DMM J 39200 between the
outboard battery negative terminal and
the engine block.
2. Place the ignition switch in the START
position.
3. Observe the voltage reading on the J
39200 .

Go to Step 3 Go to Step 4

Go to Step 8 Go to Step 9

0.5 V

Is the voltage greater than or equal to the


specified value?

1. Connect a DMM J 39200 between the


inboard battery negative terminal and
the engine block.
2. Place the ignition switch in the START
position.
3. Observe the voltage reading on the J
39200 .

Go to Step 10 Go to Step 5

0.5 V

Is the voltage greater than or equal to the


specified value?

1. Connect a DMM J 39200 between the


outboard battery positive terminal and
starter solenoid terminal B.
2. Place the ignition switch in the START
position.
3. Observe the voltage reading on the J
39200 .

Go to Step 10 Go to Step 6

0.5 V

Is the voltage greater than or equal to the


specified value?

1. Connect a DMM J 39200 between the


inboard battery positive terminal and
starter solenoid terminal B.
2. Place the ignition switch in the START
position.

Go to Step 11 Go to Step 7

0.5 V

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3. Observe the voltage reading on the J


39200 .

10

11

12

Is the voltage greater than or equal to the


specified value?
Replace the starter motor. Refer to Starter
Replacement (LP4/L21) or Starter
Replacement (LG5).
Is the repair complete?
Replace the failed battery. Refer to Battery
Replacement.
Is the repair complete?
Locate and repair the high resistance in CKT
50 (BLK) between the battery and the battery
ground.
Is the repair complete?
Locate and repair the high resistance in CKT
1 (BLK) between the battery and the starter.
Is the repair complete?
Repair or replace the starter motor. Refer to
Starter Replacement (LP4/L21) or Starter
Replacement (LG5), or Starter Overhaul
(28-MT) or Starter Overhaul (37-MT).
Is the repair complete?

Go to Step 11 Go to Step 12
System OK

System OK

System OK

System OK

System OK

IGNITION COIL NOT OPERATING PROPERLY


Refer to Electronic Ignition System Diagnosis in Engine Controls.
SPARK PLUG VISUAL DIAGNOSIS
Visual Diagnosis Procedure

NOTE:

These spark plugs have a ceramic insulator that is 3.175 mm (1/8 in)
longer than earlier model spark plugs. Use a spark plug socket that is
deep enough for these longer plugs (J 39358). Failure to do so could
cause cracking of the insulator and arcing inside the plug resulting in an
engine misfire.

Resistor type spark plugs with tapered seats are used. No gasket is needed on these plugs. These spark
plugs are a High Efficiency (HE) spark plug that has a fine wire electrode, nickel plated shell and a
platinum pad across from the electrode.

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Fig. 35: View Of Spark Plug


z

Normal service is a mixture of idling, low speed, and high speed operation.
{ Occasional high speed driving is essential to good spark plug performance.
{ Increased combustion heat burns away excess carbon deposits, which accumulate from
frequent idling or stop-and-go driving.
The heat resistant, insulating boot covers the spark plug terminal.
{ The boot extends over a portion of the spark plug insulator.
{ These boots prevent engine misfiring.
Corona discharge is a steady blue light appearing (in darkness) around the insulator, just above
the shell crimp.
{ Do not mistake this for a shorted insulator.
This is visible evidence of a high-tension field.
{
{
{
{

This has no effect on ignition system performance.


This discharge repels dust particles.
This leaves a clear ring on the insulator just above the shell.
This is not evidence that combustion gases are escaping.

Spark Plug Visual Diagnosis


Problem
Action
Brown to Grayish-Tan Deposits and Slight Electrode Wear
The spark plug has normal
Clean, re-gap, and reinstall the spark plug. Refer to Spark Plug
wear.
Replacement.
Dry, Fluffy Black Carbon Deposits
The spark plug has poor
Inspect the spark plug wires and coil connections.
ignition output.
Wet, Oily Deposits with Very Little Electrode Wear
Break-in of a new or recently Degrease, clean, and reinstall the spark plugs. Refer to Spark
overhauled engine.
Plug Replacement.
The clearances of the valve
Refer to Cylinder Head Cleaning and Inspection in Engine
stem guides are excessive.
Mechanical - 7.4L.
The intake valve seals are
Replace the valve seals. Refer to Valve Stem Oil Seal and Valve
worn.
Spring Replacement in Engine Mechanical - 7.4L.
Colored Coatings on Insulator/Engine Misfires
DEFINITION: The spark plug has red, brown, yellow, and white colored coatings on the
insulator. The engine misfires intermittently under severe operating conditions.
The coatings are the by1. Clean, re-gap, and reinstall the spark plug. Refer to Spark
products of combustion.
Plug Replacement
2. If the plug is heavily coated, replace the spark plug. Refer
to Spark Plug Replacement.
Heavy Colored Coating Deposits
DEFINITION: Heavy colored coating deposits on the portion of the spark plug that projects into

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the chamber, and on the side facing the intake valve.


The valve seals are leaking (if
1. Inspect the valve seals. Replace the seals as necessary.
this condition is found in only
Refer to Valve Stem Oil Seal and Valve Spring
one or two cylinders).
Replacement in Engine Mechanical - 7.4L.
2. Clean, re-gap, and reinstall the spark plugs. Refer to Spark
Plug Replacement.
Shiny Yellow Glaze Coating on Insulator
The coating is caused from the 1. Avoid sudden acceleration or wide open throttle after long
melted by-products of
periods of low speed driving.
combustion.
2. Replace the spark plugs. Refer to Spark Plug
Replacement.
Burned or Blistered Insulator Tips and Badly Eroded Electrodes
The spark plugs are
z Inspect the cooling system.
overheating.
z Test for a lean air/fuel mixture. Refer to Engine Scan Tool
Data Definitions in Engine Controls.
z Inspect the heat range of the spark plugs. The plugs may be
too hot.
z Inspect the ignition timing. The timing may be overadvanced. Refer to Ignition System Description.
z Verify the torque value of the spark plugs in order to ensure
good plug to engine seat contact. Refer to Fastener
Tightening Specifications.
Broken or Cracked Insulator Tips
The plugs show heat shock
Replace the spark plugs. Refer to Spark Plug Replacement.
from a sudden rise in tip
temperature under severe
operating conditions.
The spark plugs are
Gap the plug to specification. Refer to Spark Plug Replacement.
improperly gapped.
SPARK PLUG WIRES NOT OPERATING PROPERLY
Inspection Procedure

1. Check the routing of the wires. Improper routing can cause crossfiring.
2. Check each wire for any signs of cracks, burns, damage, or splits in the wire.
3. Inspect each boot for signs of tears, piercing, arc through, or carbon tracking. If the boot needs to
be replaced, twist it a half turn in either direction to break the seal before pulling on the boot in
order to remove the wire.
4. With the engine ON, Inspect for any arcing to ground or other components.
5. Connect an ohmmeter to the end of each suspect wire. If the meter reads over 30,000 ohms,
replace the wire.
ETHER INJECTION SYSTEM NOT OPERATING PROPERLY

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Inspection Procedure

CAUTION: Do not smoke when installing, maintaining, testing, or


troubleshooting the ether injection system. Make sure you are in a
well-ventilated area away from heat, open flames, or sparks. Wear
goggles when testing to avoid eye injury. Make sure that openings
in the valve, tube, or nozzle are pointed away from you while
testing. The starting fluid is extremely flammable and toxic. It can
be harmful or fatal if swallowed.
The following conditions are the most common causes that prevent starting fluid from reaching the
intake manifold:
z
z

The ether capsule is empty.


The metering orifice is clogged.

Ether Capsule

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Fig. 36: View Of Ether Capsule On Scale


Perform the following procedure in order to verify that the ether capsule is not empty:
1. Remove the ether capsule from the vehicle.
2. Weigh the ether capsule.
3. Compare the actual weight of the ether capsule against the following specifications:
z An empty ether capsule weighs 440 grams (16 oz).
z A full ether capsule should contain 570 grams (21 oz) of either and weighs 1020 grams (37
oz) total.
4. If the capsule is empty, replace the empty ether capsule with a full ether capsule.
Ether Injector Control Valve

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Fig. 37: View Of Ether Injector Control Valve


1. Inspect for power to the ether injector control valve.
2. Inspect the condition of the electrical system.
3. If the engine temperature is not low enough for the ETS switch to close, use a jumper wire in
order to complete the circuit will bypass the switch.
4. Remove the ether capsule.
5. Crank the engine briefly.
The control valve plunger should move up and remain raised when the starter is engaged.

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6. Perform the following actions if the control valve plunger did not function:
1. Disconnect the control valve electrical connector.
2. Momentarily touch the leads across the battery terminals.
If the control valve does not activate when connected across the battery, the valve is faulty.
3. Replace the control valve if the valve is faulty.
Refer to Engine Controls for detailed electrical diagnosis.
Tools Required

J 39200 Digital Multimeter


Engine Temperature Sensor

The ETS mounts at the rear of the engine. The ETS is designed to close when the engine temperature is
between -8C to -1C (17F-29F). As the temperature rises, the switch will open between 1C-6C
(33F-43F). The switch may normally be open or closed between 8C to 6C (18F-42F), depending
on engine temperature.
NOTE:

Do not attempt to check the ETS switch by shorting it across the battery
terminals. Excess current will burn out the switch and it will have to be
replaced.

1. Use the J 39200 in order to test the ETS switch for continuity. The ETS must be thoroughly
chilled for at least 10 minutes to a temperature below -8C (17F).
Replace the ETS if no continuity exists.
2. If continuity exists, warm the switch for at least 10 minutes to temperatures above 6C (43F).
Use the J 39200 in order to test again for continuity.
The switch should be open but the J 39200 should not display OL.
3. Replace the ETS if the switch fails either test.
Flow Metering Orifice Fitting

A serviceable, filtered, metering orifice controls fluid flow rate. The metering orifice is located inside
the valve fitting connector at the bottom of the ether injector control valve assembly. Perform the
following procedure in order to inspect for clogging of the fitting:
1. Remove the injector nozzles from the engine.
2. Crank the engine.
IMPORTANT: Be sure to spray the fluid into an appropriate container.
3. Verify that fluid sprays from the nozzles.

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4. Perform the following actions if fluid does not spray from the nozzles:
1. Disconnect the tubing from the valve fitting.
2. Crank the engine.
3. Verify that fluid sprays from the nozzles.
5. If starting fluid now sprays from the valve fitting when the system activates, inspect the
following components:
z The tubing
Inspect the tubing for the following conditions:
Kinks
Burns
Cuts
The injector nozzles

Inspect the injector nozzles for clogging.


IMPORTANT: The fitting end that is installed in the ether injector control valve
has left handed threads.
6. If starting fluid does not spray from the valve fitting, remove the valve fitting from the ether
injector control valve for cleaning.
7. Remove the filter and the O-ring. Use the following procedure in order to clean the filter and the
fitting:
1. Wash the filter and the fitting in a clean solvent.
Do not allow the solvent to contact the O-ring.
2. Use compressed air in order to dry the filter and the fitting.
3. Replace the filter if the filter's condition is still questionable.
NOTE:

Do not flush the valve more than twice or the internal seals in the
valve may be damaged.

8. Reinstall the O-ring and the filter into the fitting.


Before reinstalling the fitting into the control valve, the valve can be flushed by activating the
system. Be sure to spray the starting fluid into an appropriate container.
NOTE:

Do not make any alignment adjustments to the injector nozzles


without referring to the Caterpillar 3116 Unit Repair Manual. Ether
must not be sprayed where it will contact the air intake heater
element. This could result in an explosion and/or fire, causing
immediate engine damage.

9. Reinstall the injector nozzles.

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The nozzles are directional. The tips should point parallel to the crankshaft. The nozzle has an
external mark in order to indicate the proper orientation.

REPAIR INSTRUCTIONS
BATTERY CABLE REPLACEMENT
When replacing battery cables, use a replacement cable having the following specifications the same as
the original cable:
z
z
z

Type of cable
Diameter
Length

Additional feed wires may be attached to the positive cables and additional ground leads may be
attached to the negative cables.
NOTE:

When installing the positive battery cable to the starter solenoid, the
inner nut on the solenoid battery terminal must be tightened before the
battery cable and the other leads are installed in the vehicle. Failure to
do so will result in damage to the solenoid terminal and/or the solenoid.

Always route a replacement battery cable the same as the original cable.
Removal Procedure

1. Follow the above precautions when servicing the battery and cables.

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Fig. 38: View Of Battery Carrier Cover


2. Remove the battery carrier cover.

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Fig. 39: View Of Battery Positive Cable


CAUTION: Refer to BATTERY DISCONNECT CAUTION

3.
4.
5.
6.
7.

Remove the negative battery cable.


Remove the positive cable from the starter solenoid.
Remove the positive cable from the battery.
Remove the positive cable clamps and tie downs.
Remove the positive cable from the vehicle.

Installation Procedure

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Fig. 40: View Of Battery Positive Cable


1. Connect the positive cable to the original routing.
2. Connect the positive cable clamps and tie downs.
3. Connect the positive cable to the battery.
NOTE:

Refer to FASTENER NOTICE

4. Connect the positive cable and nut to the starter solenoid.


Tighten:
z Tighten the (6.0 L and 7.0 L) battery positive cable nut to 10 N.m (89 lb in).
z Tighten the (7.2 L) battery positive cable nut to 30 N.m (22 lb ft).
5. Connect the negative battery cable.

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Fig. 41: View Of Battery Carrier Cover


6. Connect the battery carrier cover.
Removal Procedure

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Fig. 42: View Of Negative Battery Cable To Frame


CAUTION: Refer to BATTERY DISCONNECT CAUTION

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1.
2.
3.
4.

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Disconnect the negative battery cable from the battery.


Disconnect the negative battery cable from the frame.
Disconnect the wires from the negative junction block.
Disconnect the negative junction from the frame.

Installation Procedure

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Fig. 43: View Of Negative Battery Cable To Frame


1. Connect the negative battery cable to the frame.

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Refer to FASTENER NOTICE

2. Clean the grounding area and coat the area with a copper-impregnated ground sealer.
Tighten: Tighten the cable to the frame bolt to 30 N.m (22 lb ft).
3. Connect the negative junction to the frame.
4. Connect the wires to the negative junction block.
5. Connect the negative battery cable to the battery.
Removal Procedure

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Fig. 44: View Of Negative Battery Cable To Frame


1. Remove the negative cable from the frame.
2. Remove the negative cable from the engine.

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Installation Procedure

Fig. 45: View Of Negative Battery Cable To Frame

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1. Connect the negative cable to the engine.


NOTE:

Refer to FASTENER NOTICE

2. Connect the negative cable to the frame.


Clean the grounding area and coat it with a copper-impregnated ground sealer.
Tighten:
z Tighten the cable to the engine (6.0 L and 7.0 L) bolt to 30 N.m (22 lb ft).
z Tighten the cable to the frame rail (6.0 L and 7.0 L) nut to 30 N.m (22 lb ft).
Removal Procedure

Fig. 46: View Of Ground Strap From Starter To Frame

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1. Disconnect the negative cable from the starter.


2. Disconnect the negative cable from the frame.
Installation Procedure

Fig. 47: View Of Ground Strap From Starter To Frame


1. Connect the negative cable to the frame.
Clean the grounding area and coat it with a copper-impregnated ground sealer.
NOTE:

Refer to FASTENER NOTICE

2. Connect the negative cable to the starter.

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Tighten:
z Tighten the cable to the frame (7.2 L) nut to 28 N.m (21 lb ft).
z Tighten the cable to the starter (7.2 L) nut to 30 N.m (22 lb ft).
Removal Procedure

Fig. 48: View Of Negative Cable Disconnection & Connection


1. Disconnect the negative cable from the left frame rail.
2. Disconnect the negative cable from the right frame rail.
Installation Procedure

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Fig. 49: View Of Negative Cable Disconnection & Connection


1. Connect the negative cable to the right frame rail.
NOTE:

Refer to FASTENER NOTICE

2. Connect the negative cable to the left frame rail.


Clean the grounding area and coat it with a copper-impregnated ground sealer.
Tighten: Tighten the cable to the frame rail nut to 33 N.m (24 lb ft).
BATTERY REPLACEMENT
Removal Procedure

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Fig. 50: View Of Battery Carrier Cover


1. Remove the battery carrier cover.
2. Remove the terminal caps (3).

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Fig. 51: Battery Terminal Connections


CAUTION: Refer to BATTERY DISCONNECT CAUTION

3. Disconnect the negative cables from the negative battery terminals (1).
4. Disconnect the positive cables from the positive battery terminals (4).

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Fig. 52: Battery Hold-Downs


5. Remove the battery hold-down retainer nuts (3).
6. Remove the battery hold-down retainer (1) and cushion (7).

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7. Remove the battery from the carrier.


8. Inspect the following components for damage:
z The batteries
z The cables and the connectors
z The carrier
9. Clean the components as necessary.
Installation Procedure

1. Install the battery into the cleaned carrier.


2. Install the battery hold-down retainer (1) and cushion (7).

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Fig. 53: Battery Hold-Downs


NOTE:

Refer to FASTENER NOTICE

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3. Install the hold-down retainer nuts (3).


Tighten: Tighten the hold-down retainer nuts to 17 N.m (13 lb ft).

Fig. 54: Battery Terminal Connections


4. Connect the positive cables to the positive battery terminals and install the nuts (2).
Tighten: Tighten the terminal nuts to 23 N.m (17 lb ft).
5. Connect the negative cables to the negative battery terminals and install the nuts (2).

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Tighten: Tighten the terminal nuts to 23 N.m (17 lb ft).


6. Install the terminal caps (3).

Fig. 55: View Of Battery Carrier Cover


7. Install the battery carrier cover.
BATTERY CHARGING

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Tools Required

Terminal Adapters GM P/N 12303040


Follow these rules when charging the battery:
Charging Procedure
z

z
z
z
z

Use a charger with an end charge voltage of 16 volts and a charger that is equipped with a
voltmeter that is accurate within 1 percent.
The surrounding temperature should be 15-38C (60-100F) A battery that is extremely cold may
not accept measurable current for several hours after starting the charger.
The charging area should be well ventilated.
Do not charge the battery if the built-in hydrometer has a clear or yellow light.
Do not charge a frozen battery. Replace the battery.
Do not charge a battery with a green dot showing in the hydrometer unless the battery has just
been discharged (such as by cranking the engine).
CAUTION: Always turn off the engine control switch when connecting or
disconnecting battery cables, battery chargers, or jumper cables.
Failure to do so may result in personal injury and damage to the
Powertrain Control Module or other electronic components.

If charging side terminal batteries outside of the vehicle, install adapter kit GM P/N 12303040.
Tighten the adapters against the lead terminals of the battery in order to keep resistance between the
adapter and the battery terminals to a minimum.
1. Clean and tighten all charger connections.
2. Use the 12 volt setting that gives the highest charging rate in order to charge the battery. Charge
the battery until the green dot appears. Do not use the charger settings for jump starting a vehicle
in order to charge the battery. Refer to the charger manufacturer's instructions. Inspect the battery
periodically while charging. Tap the hydrometer lightly on the top in order to dislodge any air
bubbles that may prevent a correct indication.
3. Discontinue charging the battery or reduce the charging rate if one of the following conditions
occurs:
z The battery feels hot, over 52C (125F).
z Violent gassing of electrolyte through the vent holes occurs.
4. Test the battery after charging. Refer to Starting System Check.
The time required to change a battery depends on the following factors:
z

Size of the battery. A completely discharged heavy duty battery requires more than twice the
recharging time than a completely discharged light duty battery.
Temperature. Recharging a cold battery takes more time. When a fast charger connects to a cold
battery, the current accepted by the battery will be very low at first. The battery will accept a
higher charging rate as the battery warms up.

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z

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Charger capacity. It takes less time to charge the battery that has a higher charger amperage.
State of charge
Twice as much charge is required in order to charge a completely discharged battery than is
needed to charge a one-half charged battery. The battery's current is low at first because the
electrolyte is nearly pure water and is a poor conductor in a completely discharged battery. As
the charging current causes the electrolyte acid content to increase, charging current will also
increase.
A battery that is discharged by parasitic current drain, and then allowed to stand in this condition
for a period of time, may not accept a charge readily. However, if recharged long enough, many
batteries will return to a usable condition.
The battery can become permanently damaged if the battery remains in an extremely discharged
condition for a prolonged period. Changes in temperature may accelerate this damage. Batteries
that are extremely discharged can freeze at temperatures as high as -7C (20F) and be
permanently damaged.
Disconnect the negative battery cable in order to remove the constant drain on the battery if the
vehicle will not operate within a 30 day period. This will prevent battery damage and recharging
problems. If performing the above precaution is not possible, recharge the battery periodically
(every 30-45 days) until the green dot is visible.

BATTERY CHARGE LOW OR COMPLETELY DISCHARGED


Tools Required:

J 39200 Digital Multimeter


Recharge Procedure

Use the following procedure in order to recharge a very low or completely discharged battery. Unless
the procedure is properly followed, a perfectly good battery may be needlessly replaced.
1. Use the J 39200 in order to measure the voltage at the battery terminals. If voltage is below 11
volts, the charge current will be very low and the battery may take longer to accept current in
excess of a few milliamps.
2. Set the battery charger on the high setting.
3. Connect the charger leads to the battery terminals correctly because some chargers feature
polarity protection circuitry that prevents charging. A completely discharged battery may not
have enough voltage to activate this circuitry, even though the leads are connected properly. It
will appear that the battery will not accept charging current. Follow the charger manufacturer's
instructions in order to bypass or override the circuitry. This action will turn on the charger and
charge a low-voltage battery.
4. Battery chargers vary in the amount of voltage and current the chargers provide. The following
times are required for the battery to accept measurable charger current at various voltages:
z 16.0 volts or more up to 4 hours
z 14.0-15.9 volts up to 8 hours
z 13.9 volts or less up to 16 hours

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IMPORTANT: If the charge current is not measurable at the end of the


above charging times, replace the battery.
If the charge current is measurable during the charging time,
the battery is good. Complete the charging in the normal
manner.
5. Recharge a completely discharged battery for a sufficient number of ampere hours (AH) in order
to restore the battery to a usable state. Use the reserve capacity rating of the battery in order to
determine the amount of time necessary in order to completely recharge the battery. For capacity
ratings, refer to Battery Specifications in General Specifications. Divide the reserve capacity
rating by the amount of ampere charge in order to determine how many hours of charging are
needed. (Rating divided by amps = hours).
z For example: A battery with a reserve capacity rating of 75 , charged at a rate of 10
amperes, will take 7.5 hours to fully recharge (75 divided by 10 = 7.5).
z The same battery, charged at a rate of 25 amperes, will take 3 hours to fully recharge (75
divided by 25 = 3).
6. Batteries recharged by this procedure should be load tested to determine serviceability. Refer to
Charging System Check (CS-144 Generator) or Charging System Check (Battery Testing)
or Charging System Check (SCT) or Charging System Check (21-SI 200 Generator).
JUMP STARTING IN CASE OF EMERGENCY
CAUTION: Batteries produce explosive gases. Batteries contain corrosive
acid. Batteries supply levels of electrical current high enough to
cause burns. Therefore, in order to reduce the risk of personal
injury while working near a battery, observe the following
guidelines:
z
z
z
z

Always shield your eyes.


Avoid leaning over the battery whenever possible.
Do not expose the battery to open flames or sparks.
Do not allow battery acid to contact the eyes or the skin.
{ Flush any contacted areas with water immediately and
thoroughly.
{ Get medical help.

Jump Start Procedure

NOTE:

Push starting the vehicle can, under some conditions, cause damage to
the catalytic converter and an automatic transmission.
This vehicle has a 12 Volt, negative ground electrical system. Make sure
the vehicle or equipment being used to jump start the engine is also 12
Volt, negative ground. Use of any other type of system will damage the
vehicle's electrical components.

Follow the procedure outlined below when using jumper cables. Treat the booster battery and the
discharged battery carefully when using jumper cables and do not cause sparks.

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1. Position the vehicle equipped with the charged battery so that the jumper cables will reach the
discharged battery.
2. DO NOT allow the vehicles to touch.
3. Apply the parking brake.
4. Place the transmission in the NEUTRAL position.
5. Block the wheels.
6. Do not use the jumper cables if the insulation is loose or missing.
7. Inspect the built-in battery hydrometer of the vehicle equipped with the dead battery. If the
hydrometer is clear or light yellow, do not jump start the battery. Replace the battery. Refer to
Battery Replacement.

Fig. 56: View Of Correct Way To Jump Start Battery


8.
9.
10.
11.

Attach one jumper cable end to the positive terminal (3) of the booster battery.
Attach the other end of the same cable to the positive terminal (2) of the discharged battery.
Attach one negative jumper cable end to the negative terminal (1) of the booster battery.
Connect the jumper negative cable end to a solid ground (4) (such as an air conditioner

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compressor bracket), at least 450 mm (18 in) from the battery of the vehicle being started.
12. Turn OFF all of the electrical accessories. Start the engine of the vehicle that provides the jump
start.
13. Start the engine of the vehicle with the discharged battery.
14. Perform the following steps in order to remove the jumper cables:
1. Remove the negative cable from the metal ground (4).
2. Remove the negative cable from the booster battery (1).
3. Remove the positive cable from the booster battery (2).
4. Remove the positive cable from the jumped battery (3).
BATTERY NEGATIVE CABLE DISCONNECTION AND CONNECTION (C 6/7/8)
Removal Procedure

CAUTION: Refer to BATTERY DISCONNECT CAUTION

1. Turn off all the lamps and accessories.


2. Turn the ignition OFF.

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Fig. 57: View Of Battery Ground Negative Cable & Bolt


3. Remove the battery ground negative cable and bolt from the battery.
Installation Procedure

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Fig. 58: View Of Battery Ground Negative Cable & Bolt


NOTE:

Refer to COMPONENT FASTENER TIGHTENING NOTICE

IMPORTANT: Clean any existing corrosion from the battery terminal bolt flange
and the battery cable end.
1. Install the battery ground negative cable and bolt to the battery.
Tighten: Tighten the battery terminal bolt to 17 N.m (13 lb ft).
2. Set the clock to the current time and program the customer's preferred radio stations.

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ETHER CAPSULE REPLACEMENT


Removal Procedure

Fig. 59: View Of Ether Injector Control Valve Removal & Installation
1. Loosen the ether capsule bracket clamp.
2. Clean all of the dirt from the neck of the ether capsule.
3. Turn the capsule in a counter clockwise motion in order to remove the capsule from the control
valve.
4. Remove the gasket from the ether injector control valve.

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Protect the top of the valve from dirt when removing the ether capsule.
Installation Procedure

Fig. 60: View Of Ether Injector Control Valve Removal & Installation
1. Install a new gasket to the ether capsule so the gasket rests at the bottom of the capsule neck.
Only use one gasket. Spread a light film of clean oil on the gasket.
2. Turn the new ether capsule in a clockwise rotation until the capsule contacts the gasket in order

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to install the new ether capsule.


IMPORTANT:

Ensure that the capsule has been threaded in the control


valve correctly and tightened properly.
The gasket may inhibit observation of leakage caused by an
improperly installed capsule.

3. Tighten the ether capsule another half turn (180 degrees). Do not overtighten the ether capsule.
NOTE:

Refer to FASTENER NOTICE

4. Tighten the ether capsule bracket clamp.


Tighten: Tighten the ether capsule bracket clamp to 2 N.m (18 lb in).
5. Allow the contents of the new ether capsule to settle for 15-20 minutes before attempting to start
the vehicle.
ETHER INJECTOR CONTROL VALVE REPLACEMENT
Removal Procedure

CAUTION: Refer to BATTERY DISCONNECT CAUTION

1. Disconnect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
2. Remove the ether capsule. Refer to Ether Capsule Replacement.
3. Remove the ether injector tube from the ether injector tube connector.
4. Remove the ether injector tube connector from the ether injector control valve assembly.

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Fig. 61: View Of Ether Injector Control Valve Removal & Installation
5. Remove the ether injector control valve and bracket mounting bolts.
6. Remove the ether injector control valve assembly from the cowl.
Installation Procedure

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Fig. 62: View Of Ether Injector Control Valve Removal & Installation
1. Install the ether injector control valve and bracket assembly to the cowl.
NOTE:

Refer to FASTENER NOTICE

2. Install the ether injector control valve and bracket mounting bolts.
Tighten: Tighten the ether injector control valve and bracket mounting bolts to 25 N.m (18 lb ft).
3. Install the ether injector connector to the ether injector control valve assembly.

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Tighten: Tighten the ether injector connector to valve assembly to 3.0 N.m (27 lb in).
4. Install the ether injector tube to the ether injector tube connector.
Tighten: Tighten the ether injector tube connector nut to 4 N.m (35 lb in).
IMPORTANT: Do not over tighten the ether capsule.
5. Install the ether capsule.
6. Connect the negative battery cable. Refer to Battery Cable Replacement.
STARTER INSPECTION (28-MT)
Cleaning And Inspection Procedure

NOTE:

Do not clean the starter motor parts in a degreasing tank. Soaking parts
will dissolve the permanent lubrication and may damage the electrical
insulation. This will shorten starter motor life.

Perform the following cleaning and inspection procedure in order to determine the serviceability of the
starter motor components and assemblies. Refer to Component Electrical Testing in order to test certain
assemblies:
1. Clean all starter motor components with a clean soft cloth prior to testing.
2. Inspect all of the components for the following conditions:
z Cracks
z Distortion
z Structural damage
Replace any components or assemblies that exhibit any of the above conditions.
3. Inspect threaded components for the following conditions:
z Stripped threads
z Crossed threads
z Otherwise damaged threads
Replace the components exhibiting the above conditions if the above condition cannot be
cleaned up using a suitable tap or die.
4. Inspect the solenoid assembly for a cut or a torn boot. If the boot is damaged, replace the
solenoid assembly.
5. Inspect the clutch drive assembly. Replace the assembly if the following conditions exist:
z The pinion gear turns roughly or turns in both directions.
z The pinion gear teeth that are broken or show evidence of step wear.
z The shift lever collar shows deep scoring or other damage.
6. Inspect the brush holder assembly for loose riveted joints and cracked or broken insulation.

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7.
8.
9.

10.

11.

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Replace if damaged.
Inspect the brushes for excessive wear. The minimum allowable brush length is 12 mm (0.472
in). Replace excessively worn brushes in sets.
Inspect the drive end housing bushing for scoring or other damage. Replace the damaged
bushing.
Perform the following ball bearing inspection procedure:
1. Hold the armature or driveshaft and slowly rotate the outer bearing race by hand.
2. Verify that the bearing turns freely without binding or the feel of flat spots.
3. Replace any damaged bearings.
Inspect the armature assembly for the following conditions:
z Gear teeth that are broken, or that show evidence of step wear or root interference.
z A rough commutator surface. Polish the surface with 400 grit polishing cloth if necessary.
Thoroughly clean metal dusts from between the commutator bars. If the commutator
surface cannot be repaired in this manner, replace the armature assembly. Do not turn the
commutator in a lathe.
z A worn commutator. Replace the armature assembly if the commutator outer diameter is
less than 36 mm (1.378 in) or if the undercut depth at any point is less than 0.2 mm (0.008
in). Do not undercut the insulation.
Inspect the driveshaft for the following conditions and replace the driveshaft if necessary.
z Scored or damaged shaft where the driveshaft turns inside the bushing
z Internal gear with teeth broken or showing evidence of step wear
z A damaged spline. The clutch drive assembly must slide smoothly and easily over the full
length the spline.

Component Electrical Testing

Perform the following electrical tests in order to determine the serviceability of the starter assemblies:

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Fig. 63: View Of An Ohmmeter Testing On Solenoid Assembly For Continuity


1. Use an ohmmeter in order to test the windings of the solenoid assembly for continuity:
z Test the resistance of the solenoid pull-in and hold-in windings in a series by measuring
the resistance between the motor terminal and the solenoid case.
z A resistance reading well above 1.95 ohms indicates a break or fault in the winding
continuity.
z A resistance reading well below 1.95 ohms indicates a short or ground in the winding
circuit.
z Replace the solenoid assembly if the resistance reading is extremely high or very low.
2. Use the following procedure in order to test the armature assembly. Replace a shorted or
grounded armature, or an armature that shows evidence of opens:
1. Perform the following procedure in order to test the armature for short circuits.
1. Rotate the armature in a growler.
2. Hold a steel strip such as a hacksaw against the armature.

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3. If the steel strip vibrates in an area, a short is present.


2. Use a self-powered test lamp or ohmmeter in order to test for continuity between the
armature shaft and any point on the commutator. Continuity indicates a ground.
3. Inspect the points where the armature conductors join the commutator for signs of arcing
or burning. These signs indicate opens.

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Fig. 64: View Of Field Coil Connection


3. Perform the following procedure in order to inspect the frame and field assembly for grounds or
opens:
1. Inspect the field coil connections for opens between the field terminal and the connection
points for insulated brushes on the filed coil straps.
2. Use a self-powered test lamp or ohmmeter in order to test for continuity or grounds
between the frame and the field terminal.
3. Replace the frame and field assembly that has grounds or opens.
STARTER INSPECTION (37-MT)
Cleaning And Inspection Procedure

1. Wipe all of the components clean with a dry cloth.


2. Do not clean the components in a degreasing tank or with grease dissolving solvents.
3. Inspect the armature bushing fit in the following components:
z The end frame
z The lever housing
z The nose housings
4. Perform the following procedure if the bushings are worn:
If the bushings are not worn proceed to armature shaft inspection.
1.
2.
3.
4.
5.

Replace the bushings.


Puncture a small hole in the oil cup.
Pry out the oil cup and remove the old wick.
Install a new wick and a new oil cup.
Lubricate the new oil wicks and the new bushings before assembling the starter motor.
Refer to Lubrication Procedure
5. Inspect the armature shaft for runout or scoring.
Replace the armature assembly if the armature assembly is not in proper condition.
6. Inspect the commutator for runout.
7. If the commutator exhibits any of the following conditions, cut the commutator on a lathe until
the commutator is true:
z Wear
z Dirt
z Out of round
z High insulation
Do not undercut the commutators on these starter motors.

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8. Deburr the commutator by lightly sanding the commutator with 400 grit sandpaper. Never use
emery cloth in order to clean the commutator.

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Fig. 65: Testing Armature In a Growler


9. Perform the following procedure in order to inspect the armature for short circuits:
1. Use a steel strip, such as a hacksaw blade, held on the armature parallel to the shaft in
order to rotate the armature in a growler.
2. Inspect steel strip for vibration.
The steel strip will vibrate on the area of the short circuit.
10. Clean the commutator if a short exists between the commutator bars.
Brush dust or copper dust may cause a short.
11. Inspect the armature for loose connections where the conductors join the commutator bars.
Poor connections cause arcing and burning of the commutator.
12. If the bars are not extensively burned, use resin core solder in order to reattach the leads.
13. Remove burned material by turning the commutator down in a lathe.

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Fig. 66: Inspecting Armature For Grounds


14. Use a self-powered test lamp in order to inspect the armature for grounds.
The armature is grounded if the test lamp lights when one test probe is placed on the commutator
and the other on the armature core or shaft. Brush dust between the commutator bars and the steel
commutator ring may cause grounding.
15. Inspect the motor housing and the solenoid housing for oil and water.
The presence of oil or water indicates one of the following conditions:
z
z
z
z

Broken O-ring seals


Leaking gaskets
Oil seal wear
A torn solenoid rubber boot.

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16. Replace all seals and gaskets as necessary.


17. Inspect the brushes for wear.
New brushes measure about 25 mm (0.9 in) in length.
18. Replace the brushes if the brushes are worn to half the size of a new brush.
19. Inspect the brush holders for cleanliness or damage.
Verify that the brushes are not binding the holders.
20. Inspect the brush springs for the following conditions:
z Weakness
z Distortion
z Discoloring
Replace the brush springs if any of the above conditions exist.
21. Inspect the field coils for the following conditions:
z Burned or damaged insulation
z Damaged connections
z Loose poles
Replace the field coils if any of the above conditions exist.
22. Perform the following procedure in order to inspect the field frame assembly for grounds:
1. Inspect the field coil brush lead connectors.
Verify that the field coil brush lead connectors are not touching any ground source.
2. Connect a ohmmeter between the field frame and the field connector.
If the ohmmeter field coil is grounded.
3. Replace the field coil if the field coil is grounded.
23. Connect a ohmmeter from the field connector to each of the field coil brush leads in order to
inspect the field coils for opens
The ohmmeter should read at each lead. If the ohmmeter does not read at each lead, the field coil
is open.
24. Inspect the field coils for shorts.
Poor motor performance after all other possibilities have been evaluated indicates a short.
IMPORTANT: Tighten the inner nuts (next to the cap) on each of the solenoid
terminals before making any electrical tests. Electrical tests may
appear erratic or give incorrect indications of open circuits if the

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following conditions occur:


z
z

The inner nuts are loosened as the leads are removed.


The terminals are loose in the cap.

25. Disconnect all of the leads from the solenoid

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Fig. 67: View Of Correct Way To Test Connections On Solenoid Type 300
26. Make the test connections shown in the above figure in order to test the solenoid hold-in winding
on a type 300 solenoid.

Fig. 68: View Of Correct Way To Test Connections On Solenoid Type 350
27. Make the test connections shown in the above figure in order to test the solenoid hold-in winding
on a type 350 solenoid.

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28. Turn the solenoid switch to the ON position.


29. Adjust the carbon pile in order to lower the battery voltage to the specified value. Refer to 37-MT
Starter Motor Specifications in Starter Usage (28-MT) or Starter Usage (Load Test @ 10
Volts Specs. 37-MT) or Starter Usage (Solenoid Switch 37-MT) or Starter Usage (Load Test
@ 10 Volts Specs. PG-260).
30. Measure the ampere reading. Compare the ampere reading with the specified hold-in winding
value. Refer to 37-MT Starter Motor Specifications in Starter Usage (28-MT) or Starter Usage
(Load Test @ 10 Volts Specs. 37-MT) or Starter Usage (Solenoid Switch 37-MT) or Starter
Usage (Load Test @ 10 Volts Specs. PG-260).
A high ampere reading indicates a shorted or grounded winding. A low ampere reading indicates
excessive resistance. Use a digital ohmmeter that can measure tenths of an ohm in order to
measure the winding resistance.

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Fig. 69: View Of Pull-In Winding On Solenoid To Prevent Overheating


NOTE:

To prevent overheating of the solenoid pull-in winding, do not leave


the winding energized for more than 15 seconds. The current draw
will decrease as the winding temperature increases.

31. Make the test connections shown in the above figure in order to test the solenoid pull-in winding
on type 300 and type 350 solenoids.
32. Compare the reading to the specified pull-in winding value. Refer to 37-MT Starter Motor
Specifications in Starter Usage (28-MT) or Starter Usage (Load Test @ 10 Volts Specs. 37MT) or Starter Usage (Solenoid Switch 37-MT) or Starter Usage (Load Test @ 10 Volts

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Specs. PG-260).
A high reading indicates a shorted pull-in winding. A low reading indicates excessive resistance.
IMPORTANT: Use this test on four-terminal solenoids only. These solenoids hold
in windings are grounded through the fourth terminal and the
windings are insulated from the case. The three-terminal solenoid
hold in windings is normally grounded to the case. The threeterminal solenoid cannot be tested in this manner.
33. Disconnect all of the other solenoid leads in order to test the four-terminal solenoid for grounds.
34. Connect a self-powered test lamp between the solenoid S terminal and a clean metal ground on
the solenoid case.
The lamp should not light on a four-terminal solenoid.
35. Inspect the drive assembly by turning the drive pinion in the cranking direction.
Replace the clutch assembly if the drive pinion turns roughly or slips in the cranking direction.
Lubrication Procedure

Periodic lubrication of the 37-MT starter motor is not required. The supply of oil provided by the
tangential oil wicks is sufficient to last through the engine overhaul interval. The tangential oil wicks
are located in the housings at each of the three armature shaft bushings. Install new wicks with a fresh
oil supply any time one of the following conditions occurs:
z
z

Engine overhaul
Bushing replacement

Lubricate new bushings and wicks as described before installing the bushings and wicks into the starter.
Also lubricate the spacer between the armature and lever housing any time the starter motor is
disassembled to the point of removing the armature.

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Fig. 70: Expanded View Of Field Frame Terminal & Solenoid Connector
1. Lubricate the armature/lever housing spacer (24) lightly with Delco Remy Lubricant No. DC 33
or the equivalent.
2. Lubricate the three bushings prior to installation by dipping the bushings in SAE 20 nondetergent oil.
The sintered bronze bushings used in the 37-MT starter motor are porous. The oil from the oil
wicks will soak through the bushings in order to lubricate the armature shaft. Do not perform any
of the following actions to the bushings:
Cross-drill
z Ream
z Machine
3. Lubricate the three oil wicks prior to installation by soaking the new wicks for at least one hour
in SAE 20 non-detergent oil. SAE 20 non-detergent oil may also be added to previously installed
wicks at other times if desired.
z

Use the following procedure in order to remove the wicks from the oil wells:
1.
2.
3.
4.
5.

Drill small holes in the cups.


Use a screw or a hook in order to pull the wicks out of the cups.
Pull the wick from the oil well in the housing.
Discard the old wicks and the cups.
Replace the wicks and the cups with new components.

Thermostat Test (Overcrank Protection)

1. Verify that the motor is cool.


The circuit should be closed.

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Fig. 71: View Of Starter Thermostat


2. Connect an ohmmeter to the two thermostat terminals (4) on the starter motor.
3. The ohmmeter should read zero (continuity). If the ohmmeter does not read zero then the
thermostat has an open circuit.
Replace the thermostat (2) and the lead terminal assembly if an open exists.
STARTER OVERHAUL (28-MT)
If the 28-MT motor does not perform to specifications, disassembly may be necessary in order to
perform further testing of the components. Disassemble the starter motor only as necessary in order to
perform repair or replacement of the components.
Do not attempt to disassemble the following components that are serviced as assemblies:
z
z
z
z
z

The solenoid assembly


The clutch drive assembly
The brush holder assembly
The armature assembly
The frame and field assembly

Preliminary Starter Motor Disassembly

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Fig. 72: View Of Starter Motor Scribe Marks


1. Scribe marks completely down 1 side of the starter motor in order to ensure proper alignment of
all of the components during assembly. Use a colored pencil or a marker that will show on all of
the components.

Fig. 73: Exploded View Of Solenoid Assembly


2. Use the following procedure in order to remove the motor lead on the frame assembly from the
solenoid assembly:
1. Remove the nut from the motor terminal.
2. Slip off the motor lead.

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3. Reinstall the nut.


3. Remove 2 through-bolts.
4. Remove 2 brush plate screws.
5. Remove the commutator end frame and the O-ring seal
IMPORTANT: Do not lose the small dowel pin that is installed between the frame
assembly and the gear reduction and drive group. The dowel pin is
necessary for assembly. If the dowel pin is lost, replace the dowel
pin with a 2 mm X 10 mm (0.79 in X 0.394 in) long pin. Obtain the
new pin or manufacture the pin locally.
6. Remove the following components:
z The frame
z The field
z The brush holder group
z The dowel pin
z The O-ring seal
The armature may come off with the frame, the field and the brush holder group or the gear
reduction and drive group.
7. Remove the armature assembly that has the bearings.
Do not remove the bearings from the armature assembly unless replacement of the bearings is
necessary. Refer to Armature Bearing Removal
8. Remove the solenoid screws.
9. Remove the solenoid assembly.
Pivot the inside end of the solenoid assembly out of the engagement shift lever drive group in
order to withdraw the solenoid assembly.
Frame And Field Disassembly

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Fig. 74: View Of Frame & Field Assembly


1. Disassemble the insulated brush screws. Move the brush holder assembly with the brushes
slightly away from the frame and the field assembly in order to reach across with a screwdriver
and remove the screws.
2. Disassemble the frame and the field assembly.
3. Disassemble the grounded brush screws.
4. Disassemble the brushes if the brushes need replacement.
5. Use the following procedure in order to disassemble the brush springs if the brush springs need
replacement:
1. Grasp the brush end of each brush spring with needle nose pliers.
2. Twist the spring end away from the brush. Remove the brush.
Reduction And Drive Group Disassembly

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Fig. 75: View Of Armature Support Bracket


1. Disassemble the housing bolts.
2. Disassemble the armature support bracket.
IMPORTANT: Washers may stick to the bracket or to the driveshaft and the
clutch group as the bracket is removed. In either case, note the
position and the number of each of these washers.
3. Disassemble the washers.
4. Disassemble the drive housing plug and plate. Pry out the housing plug with a large flat-bladed

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tool.
5. Disassemble the following components:
z The shift lever nut
z The washer
z The screw
6. Disassemble the shift lever and the driveshaft and clutch group from the drive housing together.
Then separate these components. Do not remove the bushing plug or the bushing from the drive
housing unless replacement is necessary.
Driveshaft And Clutch Disassembly

Disassembly of the driveshaft and clutch group is not required unless it is necessary to clean, inspect, or
replace one or more parts of the group separately.

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Fig. 76: View Of Driveshaft And Clutch


1. Disassemble the stop rings and the pinion stop.
2. Position the driveshaft and clutch group on a work bench with the internal gear end down.

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Fig. 77: View Of Driving Pinion Stop Toward Clutch Drive Assembly
3. Fabricate a tube approximately 22 mm wide (2). Drive the pinion stop toward the clutch drive
assembly until the pinion stop clears the stop rings.
4. Pry the stop rings out of the driveshaft groove. Slide the stop rings off the end of the shaft. Do
not scratch the driveshaft.
5. Inspect the edges of the shaft groove for burrs that may form through repeated cranking cycles.
These burrs may make removal of the pinion stop and the clutch drive assembly difficult.
6. Slide the pinion stop off the driveshaft. Discard the old pinion stop and the stop rings. Use new
components for assembly.
7. Disassemble the driveshaft support from the driveshaft. Do not remove the bearing from the
driveshaft unless replacement is required.
Armature Bearing Removal

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Fig. 78: View Of Armature & Bearings


NOTE:

Ball bearings that are removed from the armature must be replaced
with new bearings. The removal procedure causes internal damage
to the bearings.

1. Remove the armature bearings (1,3) and the armature (2) if replacing the armature and the
bearings is necessary.
2. Use a suitable bearing puller in order to remove the commutator end or the drive end bearings
from the armature assembly.
Armature Bearing Installation

1. Use a tube that bears only on the bearing inner race in order to install the new commutator end
and/or the drive end bearings to the armature assembly.
2. Press on the bearing until the inner race bottoms out against the shoulder of the armature shaft.
3. Install the armature and armature bearings.
Tools Required

Locally Fabricated Tool


Center Support Bearing Removal

Use the following procedure in order to remove the center support bearing from the driveshaft if the
center support bearing needs replacement:
NOTE:

Ball bearings that are removed from the armature must be replaced with
new bearings. The removal procedure causes internal damage to the
bearings.

1. Inspect the center support bearing in order to determine if the center support bearing needs
replacement.
2. Proceed with the following steps if the center support bearing needs replacement.

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Fig. 79: Fabricating Tool For Removal Of Center Support Bearing


3. Fabricate a tool for removing the center support bearing using the dimensions shown.

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Fig. 80: View Of Fabricated Tool Dimensions


4. Place the bolts in the fabricated tool.

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Fig. 81: View Of Driveshaft Placing


5. Place the driveshaft in a suitable support fixture.

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Fig. 82: View Of Center Support Assembly


6. Place the bolt ends of the locally fabricated tool through the access holes in the wide end of the
driveshaft.
7. Squarely press the bearing off the surface on the center shaft.
Center Support Bearing Installation

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Fig. 83: Installing Center Support Bearing


1. Install the new bearing into the driveshaft using the locally fabricated tool that bears only on the
bearing inner race.
2. Press on the bearing until the inner race bottoms out against the shoulder on the driveshaft.
Drive End Housing Bushing Removal

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Fig. 84: View Of Center Support Assembly


1. Inspect the drive end housing bushing (9) in order to verify if the drive end housing bushing
needs replacement.
2. Use the following procedure in order to remove the drive end housing bushing (9) from the drive
end housing (7) if the drive end housing bushing needs replacement.
1. Drive out the plug, if present, from inside the drive housing.
2. Use a file in order to clean away any remnants of the old stake and any metal shavings in
order to prepare for installation of a new plug.
3. Use a suitable tool in order to press out the bushing.
Drive End Housing Bushing Installation

1. Use a suitable tool in order to press the new bushing into the drive housing until the bushing is
flush with the inside of the housing.
2. Install a new plug, if used, in the drive housing.
3. Stake the housing material over the plug at 3 places, equally spaced.
Lubrication Procedure

Armature bearings and the driveshaft support bearing are permanently lubricated. Do not add lubricant
to these bearings. Use GM P/N 1960954 grease lubricant or the equivalent in order to lubricate the
following areas during assembly. Avoid using excessive lubrication.
z
z
z

The drive end housing bushing in the drive housing


The pivot hole and the working surface on the ends of the shift lever
The following components on the driveshaft:
{ The internal gear
{ The shaft
{ The spline

Driveshaft And Clutch Assembly

If disassembled, position the driveshaft on a work surface with the internal gear end down. Assemble
the driveshaft and clutch group in the following way:

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Fig. 85: View Of Driveshaft And Clutch


IMPORTANT: If the center support bearing is being replaced, install the center
support bearing on the driveshaft.
1. Install the driveshaft support to the driveshaft, seating the bearing in the support.
2. Install the clutch drive assembly to the driveshaft.

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Fig. 86: View Of Measurements For New Pinion Stop


3. Install the new pinion stop onto the driveshaft.
z Slide the pinion stop onto the driveshaft until the recess for the stop rings faces up.
z Install the stop rings into the groove in the driveshaft.
z Pick the assembly up. Support the assembly under the pinion stop. A metal block, with a
U-shaped cutout that will slide over the shaft between the pinion gear and stop, can be
clamped in a vise order to provide support.
z Ensure that the stop rings are seat fully in the pinion stop recess.
z Stake the upper edge of the pinion stop over the stop ring at 4 equally spaced places.

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Do not allow the staked metal to contact the driveshaft.


Reduction And Drive Group Assembly

Fig. 87: View Of Reduction And Drive Group Assembly


IMPORTANT:

If the drive end bushing and the plug are being replaced,
install these components into the drive housing.
Lubricate the following components:
z The drive end housing bushing
z The shift lever

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The driveshaft

1. Install the arms on the shift lever with the shift collar onto the driveshaft and clutch group.
2. Install the assembled shift lever and the driveshaft and clutch group into the drive housing.
z Align the holes in the driveshaft support with the holes in the drive housing.
z Ensure that the driveshaft support fully seats in the drive housing and that the driveshaft
bearing remains fully seated in the driveshaft support.
NOTE:

Refer to FASTENER NOTICE

3. Install the following components:


z The shift lever screw
z The washer
z The nut
Tighten: Tighten the nut to 4.5 N.m (40 lb in).
4. Install the plate, if used, and the drive housing.
5. Install the washers in the same number and position as noted at disassembly.
6. Install the armature support bracket to the drive housing. Align the mark made prior to the
disassembly with the mark on the drive housing.
7. Install the drive housing.
Tighten: Tighten the drive housing bolts to 8.5 N.m (75 lb in).
Frame And Field Assembly

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Fig. 88: View Of Brush Springs


1. Install the brush springs if removed.
1. Start each brush spring onto the post on the brush holder assembly just enough in order to
hold the inside end of spring from turning.
2. Grasp the free end of the spring with needle nose pliers. Twist the spring to the right over
the top of the brush socket.
3. Push the spring fully onto the post. Then Release the free end in order to engage the notch
in the brush socket.
NOTE:

Brush leads may be damaged by excessive handling. Do not


overflex the leads near the clip welds or the clips may break

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Fig. 89: View Of Brush Holder Assembly


2. Install the brushes (3), to the brush holder assembly (1) with the springs (2).
1. Ensure that the insulated brushes go into the brush sockets of the brush holder assembly
that mounts on the insulation.
2. To install each brush, grasp the free end of the brush spring with needle nose pliers Twist
the spring to the right in order to clear the brush socket. Insert the brush partly into the
brush socket.
3. Gradually release the springs so that the spring end contacts the side, not end, of the brush.
This will hold the brushes retracted until the brush holder is installed over the armature
commutator.
3. Install the grounded brush screws.
1. Position the terminals of the grounded brush leads behind the terminal tabs on the brush
holder.

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NOTE:

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Refer to FASTENER NOTICE

2. Insert the brush screws through the terminal tabs on the brush holder. Thread the brush
screws into the brush lead terminals.
Tighten: Tighten the grounded brush screws to 1.5 N.m (13 lb in).

Fig. 90: View Of Frame & Field Assembly & Brush Holder Assembly
4. Install the frame and field assembly to the brush holder assembly.
1. Position the brush holder assembly (with installed brushes) over the terminal end of the
frame and field assembly.
2. Attach the terminals of the insulated brush leads to the conductors in the frame and field
assembly with the insulated brush screws.

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Tighten: Tighten the insulated brush screws to 1.5 N.m (13 lb in).
Starter Motor Unit Assembly

Fig. 91: Exploded View Of Starter Motor


1. Support the gear reduction and drive group.
2. Place the pinion gear end down.
3. Use the following procedure in order to install the solenoid assembly:
1. Pivot the plunger of the solenoid assembly in order to engage the plunger to the shift lever
in the gear reduction and drive group.
2. Position the solenoid mounting flange.

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NOTE:

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Refer to FASTENER NOTICE

3. Install the solenoid mounting screws.


Tighten: Tighten the solenoid screws to 2.8 N.m (25 lb in)
4. Install the frame seal.
IMPORTANT: If you are replacing the armature bearings, install the bearings
onto the armature. Refer to Armature Bearing Removal
5. Use the following procedure in order to install the armature assembly and the bearings into the
gear reduction and drive group.
1. Ensure that the teeth align.
2. Seat the bearing on the armature shaft fully into the housing recess.
6. Use the following procedure in order to install the frame the field and the brush holder group.
1. Place the dowel pin into the hole in the armature support bracket of the gear reduction and
drive group.
2. Position the frame the field and the brush holder group over the armature assembly.
3. Align the hole for the dowel pin.
4. Align the marks made during disassembly.
5. Seat the frame the field and the brush holder group into the gear reduction and drive group.
6. Twist the brush springs away from the brushes.
7. Slide the brushes in order to contact the commutator on the armature.
8. Release the brush springs in order to contact the ends of the brushes.
9. Verify that the brush spring tension is 44.5-49 N.m (10-11 lb).
10. If the brush spring tension is not correct, replace the brush springs.
IMPORTANT: The O-ring seal will damage easily during installation of the
commutator end frame. In order to prevent damage to the O-ring
seal, use the following procedure.
7. Use the following procedure in order to install the O-ring seal.
1. Install the O-ring seal onto the frame, field and brush holder group in the normal position.
The O-ring seal is in the normal position when the seal is against the shoulder on the field
frame that will abut the installed commutator end frame.
2. Carefully roll the O-ring seal out of the normal position and up onto the major outer
diameter of the field frame.
3. Allow the seal to remain on the outer diameter of the field frame until the commutator end
frame is partially installed.

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Fig. 92: View Of Starter Motor Alignment Marks


8. Use the following procedure in order to install the commutator end frame.
1. Align the marks on the commutator end frame and the frame and field assembly made at
disassembly.
2. Position the commutator end frame onto the frame and field assembly.
3. Leave a gap slightly larger than the thickness of the O-ring seal.

Fig. 93: View Of Frame & Field Assembly


9. Use the following procedure in order to install the brush plate screws.
1. Use a scribe or a similar tool in order to align the tapped holes in the brush holder
assembly to the screw holes in the commutator end frame.

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2. Install the brush plate screws.


Tighten: Tighten the brush plate screws to 2.8 N.m (25 lb in).

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Fig. 94: View Of Starter Motor Alignment Marks


10. Use the following procedure in order to install the through-bolts.
1. Position the through-bolts.
2. Tighten the through-bolts by hand, but do not close the gap between the commutator end
frame and the frame and field assembly where the O-ring seal will be located.
3. Roll the O-ring seal down into the normal position. The normal position is between the
commutator end frame and the frame and field assembly.
4. Align the timing ribs on the edge of the commutator end frame to the timing spots on the
frame and field assembly in order to ensure proper alignment of the brushes.
5. Although the marks are located in 2 places on the motor, the marks will only match in 1
way.
Tighten: Tighten the through-bolts to 8.5 N.m (75 lb in).

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Fig. 95: View Of Frame & Field Assembly


11. Use the following procedure in order to install the motor lead onto the frame and field assembly.
1. Remove the nut from the terminal on the solenoid.
2. Install the motor lead terminal.
3. Reinstall the solenoid motor terminal nut.
Tighten: Tighten the solenoid motor terminal nut to 11 N.m (100 lb in).
12. Perform the starter motor No Load Test after overhauling the starter motor. Refer to Starter No
Load Test.
STARTER OVERHAUL (37-MT)
If the motor does not perform to specifications, it may be necessary to disassemble the motor in order

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to further inspect the components. Only disassemble the starter motor as necessary in order to perform
repair or replacement of defective components.
CAUTION: Wear safety glasses in order to avoid eye damage.

Prior to disassembly, electrically test the solenoid. Refer to Starter Inspection (28-MT) or Starter
Inspection (37-MT).
Field Frame Disassembly

1. Clean the outside of the starter housing.


Clean any of the following conditions:
Grease
z Oil
z Mud
2. Scribe marks in order to show the relationship of the following components:
z The drive housing
z The lever housing
z The field frame
z The end frame
z

Scribing the above marks will aid in assembly.

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Fig. 96: View Of Field Coil Terminal & Solenoid Connector


3. Remove the field coil terminal to solenoid connector (8) and two screws (1).

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Fig. 97: View Of End Frame Components


4. Remove the following components from the end frame:
z The nut (1) if present
z The nut (2)
z The washers (3,4)
z The terminal insulator (5)
The square insulator is located inside the end frame.
5. Remove the thermostat retaining ring (12) from the thermostat (11) on starters with overcrank
protection.
6. Remove the four end frame screws (6).

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Fig. 98: View Of End Frame


7. Remove the end frame from the field frame.
Hold the end of each brush spring (2) off the end of each brush (3) while pulling the brush out of
the guide. Only pull the brush out of the guide enough in order to rest the spring against the side
of the brush.

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Fig. 99: Expanded View Of Field Frame


8. Remove the brush attaching screws (9) from the positive (insulated) brushes and field coil leads.
9. Remove the brush plate assembly (8) and the terminal lead (2) from the field frame.

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Fig. 100: Expanded View Of Field Frame Terminal & Solenoid Connector
10.
11.
12.
13.
14.

Remove the drive housing screws (4).


Remove the drive housing (5).
Remove the lever housing O-ring (9).
Remove the five lever housing screws (13).
Remove the lever housing (14).
Pry the lever housing away from the field frame.

15. Remove the armature (18).

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Fig. 101: View Of Removal Of Retainer Ring On Armature Shaft

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16. Perform the following procedure in order to remove the retainer ring and the pinion stop from the
armature shaft:
1. Slide a metal cylinder (1) onto the armature shaft.
2. Use a hammer in order to strike the metal cylinder against the retainer ring.
3. Use pliers in order to remove the snap ring (2) from the groove in the shaft.
If the snap ring becomes distorted during removal, replace the snap ring.

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Fig. 102: Expanded View Of Field Frame Terminal & Solenoid Connector
17. Remove the pinion stop (11) from the armature shaft.
18. Remove the thrust washer (20) from the commutator end of the armature shaft.

Fig. 103: View Of Field Coil Terminal & Solenoid Connector


19. Remove three solenoid to lever housing screws (3).

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Fig. 104: Expanded View Of Solenoid


20. Remove the solenoid (1).
Lever Housing Disassembly

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Fig. 105: Expanded View Of Lever Housing


1. Remove the inspection plug (5) from the lever housing (8).

Fig. 106: View Of Drive Assembly


2. Remove the drive assembly (2) from the lever housing (1).

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Fig. 107: Expanded View Of Lever Housing


IMPORTANT: The retainer will bend during removal. Do not reuse the retainer.
3. Remove the shaft retainer ring (6) from the lever housing at the end of the shift lever shaft (3).
4. Remove the shift lever shaft (3).
5. Remove the shift lever (2).
Field Coil Disassembly

Fig. 108: View Of Field Coil Terminal & Solenoid Connector


IMPORTANT: Inspect the field coil for grounds before removing the coil from the

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frame. Refer to Starter Inspection (28-MT) or Starter Inspection (37MT). Grounds may not appear after the field coil is removed.
1. Remove the outer insulator (7) from the field frame.

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Fig. 109: Expanded View Of Field Frame Terminal & Solenoid Connector
2. Remove the pole shoe screws (22) from the field frame, including the frame grounding terminal
16 (if present).
3. Remove the field coil insulator (21).
4. Remove the following components from the field frame:
z The field coil (17)
z The pole shoes (23)

Fig. 110: View Of Field Coil Terminal & Solenoid Connector


5. Remove the inside insulator (6) from the field terminal on the field coil.
Solenoid Boot Disassembly

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Fig. 111: Expanded View Of Lever Housing


1. Remove the plunger spring retainer ring (19) from the plunger shaft (12).
2. Remove the following components:
z The plunger spring retainers (15,17)
z The spring (16)
3. Remove the plunger boot (14).
Solenoid Disassembly

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Fig. 112: Expanded View Of Solenoid


1.
2.
3.
4.
5.
6.
7.

Remove the two cover attaching screws (19).


Remove the nuts (15, 16, 17) and the washers (21, 20) from the terminal studs.
Remove the cover (1).
Remove the solenoid contact (10).
Remove the cover gasket (3).
Inspect the gasket for damage. Replace the gasket if necessary.
Inspect the following components for wear, corrosion or dirt:
z The contact plate (10)
z The bottom of the contact return stud (4)
z The terminal stud (24)
8. Clean the contact points on the contact plate and the bottom of the studs.
Solenoid Assembly

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Fig. 113: Expanded View Of Solenoid


1. Install the gasket (3).
2. Install a new contact (10) and studs (4, 5, 24) if necessary.
3. Install the cover (1).
NOTE:

Refer to FASTENER NOTICE

4. Install two solenoid screws (19).


Tighten: Tighten the solenoid screws to 3.5 N.m (30 lb in).
5. Install the nuts (16, 17, 18) and the washers (20, 21, 22) to the studs (4, 5, 6, 24).
Solenoid Boot Assembly

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Fig. 114: Expanded View Of Lever Housing


1. Install a new boot (14) on the plunger (12).
2. Install the following components onto the plunger (12).
z The spring retainer (15)
z The spring (16)
z The spring retainer (17)
z The retaining ring (19)
Field Coil Assembly

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Fig. 115: Expanded View Of Field Frame Terminal & Solenoid Connector
1. Install the inner insulator to the field coil terminal (17).
2. Use a pole shoe spreader if necessary in order to install the field coils (17) and the pole shoes
(23) into the field frame.
If the pole shoe has a long tip on one side and a short tip on the other side, assemble the long tip
in the direction of armature rotation. Refer to the identification tag on the field frame for the
direction of the pinion rotation.
3. Install the pole shoe screws (22) and the frame ground terminal (16) (if used) through the field
frame and into the pole shoes.
Finger tighten the pole shoes in order to allow insertion of the field coil insulator (21).

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Fig. 116: View Of Field Coil Insulator


NOTE:

Refer to FASTENER NOTICE

4. Install the field coil insulator (1) to the left field frame.
Tighten: Tighten the pole shoe screws and the frame ground terminal (if used) to 45 N.m (33 lb
ft).
5. Install the outer field coil terminal insulator to the field frame.

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Starter Motor Unit Assembly

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Fig. 117: Expanded View Of Lever Housing


1. Install the shift lever (2) in the lever housing (8).

Fig. 118: Installing Retainer Against End of Shift Lever Shaft

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2. Use the following procedure in order to install the shift lever shaft (5) in the lever housing (3):
1. Use the shaft retainer (2) in order to secure the shift lever shaft.
2. Verify that the lever shaft is fully seated in the housing. Support the housing. Use a 3/8
inch driver (1) and a hammer in order to drive the retainer snugly against the end of the
shift lever shaft.

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Fig. 119: Expanded View Of Lever Housing


3. Install the inspection plug (5) to the lever housing (8).
4. Install the solenoid plunger shaft (12) through the shift lever trunnion (6).
5. Install the plunger adjuster nut (1) to about the same position on the shaft as prior to disassembly.

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Fig. 120: Expanded View Of Field Frame Terminal & Solenoid Connector
6. Install new seals in the armature end of the lever housing as necessary.
7. Lubricate the armature and lever housing spacer (24). Refer to Starter Inspection (28-MT) or
Starter Inspection (37-MT).
8. Install the spacer (24) onto the armature shaft.
9. If the lever housing bushing (11) is being replaced, lubricate the new wick and the new bushing.
Refer to Starter Inspection (28-MT) or Starter Inspection (37-MT).

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Fig. 121: Expanded View Of Lever Housing


10. Install the following components:
z The new bushing
z The new wick (10)
z the new cup (11)
11. Install the lever housing onto the armature shaft and field frame.
Be sure to align the marks scribed during disassembly.
NOTE:

Refer to FASTENER NOTICE

12. Install the five lever housing mounting screws.


Tighten: Tighten the lever housing screws to 20 N.m (15 lb ft).

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Fig. 122: Expanded View Of Field Frame Terminal & Solenoid Connector
13. Install the following components onto the armature shaft (18):
z The brake washer (10)
z The drive assembly (8)
14. Install the pinion stop (7).
The flat side of the pinion stop must face toward the pinion.
15. Place the retaining ring (6) on the end of the shaft.

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Fig. 123: View Of Ring Installation Onto Shaft Grove


16. Use a light hammer blow against a wood block on top of the retaining ring in order to force the
ring onto the shaft.
17. Slide the ring down into the shaft groove.

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Fig. 124: Expanded View Of Field Frame Terminal & Solenoid Connector
18. Tap the pinion stop (7) up over the retaining ring (6).
19. If replacing the drive housing bushing (3), lubricate the new wick and the new bushing. Refer to
Starter Inspection (28-MT) or Starter Inspection (37-MT).
20. Install the following components into the drive housing (5):
z The new bushing
z The new wick
z The new oil cup
21. Install the drive housing (5) into the lever housing (14).
Be sure to align the marks scribed during disassembly.
22. Install the drive housing mounting screws (4).
Tighten: Tighten the drive housing mounting screws to 24 N.m (18 lb ft).
23. Install the thrust washer (20) onto the armature shaft at the commutator end.

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Fig. 125: View Of End Frame


24. Perform the following procedure in order to install the new brushes (3), if needed, and springs (2)
to the brush plate assembly (1):
1. Install each brush spring in the following manner:
z The plate assembly post is inside the innermost loop of the spring.
z The free end of the spring is located toward the center of the plate assembly.
2. Place the brush into the holder in the plate assembly in the following manner:
z The flat side of the brush clip is down under the brush screw.
z The plain end of the brush is even with the bottom of the holder.
3. Use needle nose pliers in order to pull the free end of the brush spring past the holder and
place the spring against the side of the brush.

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The above action will hold the brush in a retracted position for further motor assembly.

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Fig. 126: Expanded View Of Field Frame


25. Use the brush attaching screws (9) in order to install the terminal assembly (2) and the thermostat
(if present) to the grounded (negative) brush holders and the brush leads.
Place the terminal leads between the brush holders and the brush clips.
Tighten: Tighten the brush attaching screws to 3.4 N.m (30 lb in).
26. Install the brush plate assembly (8) to the field frame.
27. Use the brush attaching screws (9) in order to install the field coil leads to the grounded
(negative) brush holders and the brush leads.
Place the field leads between the brush holders and the brush clips.
Tighten: Tighten the brush attaching screws to 3.4 N.m (30 lb in).
28. Perform the following procedure in order to release the brushes onto the commutator:
1. Pull back each brush spring
2. Push each brush into the holder until the brush rests against the commutator.
Verify that the brushes move freely in the holders. Verify that the brush tension holds the
brushes flat against the commutator
3. Release the spring onto the end of the brush.
4. Verify that the braided copper brush leads on the insulated (positive) brushes do not touch
any ground source around the brush holder.
29. If replacing the end frame bushing, lubricate the new wick and the new bushing. Refer to Starter
Inspection (28-MT) or Starter Inspection (37-MT).

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Fig. 127: View Of End Frame Components


30. Install the following components into the end frame (9):
z The new bushing
z The wick (8)
z The oil cup (7)

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Fig. 128: Expanded View Of End Frame & Field Frame


31. Install the end frame into the field frame.
Be sure to align the marks scribed during disassembly.
32. Install the four end frame screws (1).
Tighten: Tighten the end frame screws to 5.6 N.m (50 lb in).

Fig. 129: View Of Field Coil Terminal & Solenoid Connector


33. Use three solenoid mounting screws (3) in order to install the solenoid (4) to the lever housing.

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Tighten: Tighten the solenoid mounting screws to 18 N.m (13 lb ft).


34. Inspect the mounting nuts on the large solenoid M and BAT terminals in order to verify that the
terminals are secure.
Tighten: Tighten the solenoid terminal nuts to 30 N.m (22 lb ft).
35. Use two screws (1) in order to install the connector (8) to the field terminal and the solenoid M
terminal.
Tighten: Tighten the terminal screws to 3.4 N.m (30 lb in).
36. Inspect the mounting nuts on the solenoid S terminal and ground terminals (if present) in order to
verify that the terminals are secure in the cap.
Tighten: Tighten the solenoid terminal nuts to 3.0 N.m (27 lb in).

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Fig. 130: View Of End Frame Components


37. If a ground lead is used between the solenoid terminal and the commutator end terminal (type
350 only), inspect the nut (2) on the ground lead to the solenoid ground terminal.
38. Hold the mounting nut (next to the cap) in order to prevent the mounting nut from turning when
tightening the outer terminal nut.
Tighten: Tighten the terminal nut to 3.0 N.m (27 lb in).
39. Install the thermostat retaining ring (12) to the thermostat connector (if present).
40. Install the commutator terminal mounting nut (1) to the commutator end ground terminal.
Tighten: Tighten the mounting nut to 30 N.m (22 lb ft).
41. Install a ground lead from the commutator end terminal to the solenoid (type 350, if used) outer

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nut (1).
42. Hold the mounting nut (next to end frame) in order to prevent the mounting nut from turning
when tightening the outer terminal nut.
Tighten: Tighten the terminal nut to 30 N.m (22 lb ft).
STARTER RELAY REPLACEMENT (AUTOMATIC TRANSMISSION)
Removal Procedure

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Fig. 131: View Of Disconnecting & Connecting Relay


1. Disconnect the electrical connector from the relay.
2. Remove the relay from the mounting bracket.
Installation Procedure

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Fig. 132: View Of Disconnecting & Connecting Relay


1. Install the relay to the mounting bracket.
2. Connect the electrical connector to the relay.

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STARTER RELAY REPLACEMENT (MANUAL TRANSMISSION)


Removal Procedure

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Fig. 133: View Of Starter Motor Relay


1.
2.
3.
4.

Remove the electrical connector retainer.


Remove the electrical connector from the relay.
Remove the relay mounting screw.
Remove the relay from the cowl.

Installation Procedure

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Fig. 134: View Of Starter Motor Relay


1. Install the relay to the cowl.
NOTE:

Refer to FASTENER NOTICE

2. Install the relay mounting screw.


Tighten: Tighten the relay mounting screw to 8 N.m (71 lb in).
3. Install the electrical connector to the relay.
4. Install the electrical connector retainer.
STARTER REPLACEMENT (LP4/L21)
Removal Procedure

CAUTION: Refer to BATTERY DISCONNECT CAUTION

1. Disconnect the negative battery cable. Refer to Negative Battery Cable inBattery Cable
Replacement.

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Fig. 135: View Of Heat Shield


2. Remove the heat shield if the vehicle is equipped with a heat shield.
3. Remove the starter ground cables from the starter if the starter is equipped with starter ground
cables.
4. Remove the electrical connectors from the starter motor.

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Fig. 136: View Of Starter & Bolts


5. Remove the starter motor bolts.
6. Remove the starter motor from the engine.
7. Clean the following components:
z The starter motor solenoid terminals
z The electrical connector terminals
8. Inspect the starter ring gear teeth for wear and damage.
Replace any worn parts.
Installation Procedure

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Fig. 137: View Of Starter & Bolts


1. Install the starter motor to the engine.
NOTE:

Refer to FASTENER NOTICE .

2. Install the starter motor bolts.


Tighten: Tighten the starter motor bolts to 40 N.m (30 lb ft).
3. Install the electrical connectors to the starter motor.
Tighten: Tighten the battery positive cable nut to 10 N.m (89 lb in).
4. Use the following procedure in order to install the starter ground cables to the starter if the starter
is equipped with starter ground cables:

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1. Clean the starter grounding area.


2. Coat the starter grounding area with a copper-impregnated ground sealer.
3. Install the following components to the ground stud on the starter motor end frame:
z The starter motor ground cable
z The engine harness ground wire
z A nut
4. Install the starter ground cable to the stud on the field frame.
Hold the hex-shaped base of the ground stud while tightening the nut.
5. Install the overcrank protection wire harness.

Fig. 138: View Of Heat Shield


5. Install the heat shield if the vehicle is equipped with a heat shield.

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Use the heat shield bolt in order to secure the heat shield.
Tighten: Tighten the heat shield bolt to 12 N.m (106 lb in).
6. Connect the negative battery cable. Refer to Battery Cable Replacement.
STARTER REPLACEMENT (LG5)
Removal Procedure

CAUTION: Refer to BATTERY DISCONNECT CAUTION

1. Disconnect the negative battery cable. Refer to Negative Battery Cable inBattery Cable
Replacement
2. Remove the starter ground cables from the starter if the starter is equipped with starter ground
cables.

Fig. 139: View Of Starter Wiring Harness Connections

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3. Remove the electrical connectors from the starter motor.

Fig. 140: Starter Motor (7.2L CAT, LG5)


4. Remove the starter motor bolts.
5. Remove the starter motor from the engine.
6. Clean the following components:

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The starter motor solenoid terminals


z The electrical connector terminals
7. Inspect the starter ring gear teeth for wear and damage.
z

Replace any worn parts.


Installation Procedure

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Fig. 141: Starter Motor (7.2L CAT, LG5)


1. Install the starter motor to the engine.
NOTE:

Refer to FASTENER NOTICE

2. Install the starter motor bolts.


Tighten: Tighten the starter motor bolt to 70 N.m (52 lb ft).

Fig. 142: View Of Starter Wiring Harness Connections


3. Install the electrical connectors to the starter motor.
Tighten:
z Tighten the battery positive cable nut to 30 N.m (22 lb ft).
z Tighten the starter solenoid nut to 3 N.m (27 lb in).
4. Use the following procedure in order to install the starter ground cables to the starter if the starter

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is equipped with starter ground cables:


1. Clean the starter grounding area.
2. Coat the starter grounding area with a copper-impregnated ground sealer.
3. Install the following components to the ground stud on the starter motor end frame:
z The starter motor ground cable
z The engine harness ground wire
z A nut
4. Install the starter ground cable to the stud on the field frame.
Hold the hex-shaped base of the ground stud while tightening the nut.
5. Install the overcrank protection wire harness.
5. Connect the negative battery cable.
STARTER PINION CLEARANCE CHECK
Inspection Procedure

Perform the following procedure in order to measure the pinion clearance:

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Fig. 143: M terminal Nut


1. Remove the M terminal (1) nut.
2. Insulate the motor winding connector from the M terminal (1) stud.
On a four terminal solenoid, disconnect the jumper wire. Ground the return terminal to M
terminal (1).
3. Connect the wires as shown in the above figure.
4. Momentarily flash a jumper lead from ground to the M terminal (1).
5. Push the pinion or drive back toward the commutator end in order to eliminate slack movement.

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Fig. 144: Measuring Pinion Clearance


6. Measure the pinion clearance.

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Compare the reading to the specified pinion clearance. The clearance should be from 0.25-1.78
inch (0.01-0.07 mm).
7. Adjust the clearance by removing the plug and turning the shaft nut.
ENGINE GROUND STRAP REPLACEMENT
Removal Procedure

Fig. 145: View Of Ground Strap At Generator

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1. Disconnect the ground strap from the generator.


2. Disconnect the ground strap from the engine.
3. Remove the ground strap.
Installation Procedure

1. Install the ground strap to the original routing.


2. Connect the ground strap to the generator.

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Fig. 146: View Of Ground Strap At Generator


NOTE:

Refer to FASTENER NOTICE

3. Connect the ground strap to the engine.


Tighten:
z Tighten the ground strap to the generator (L21/LP4) nut to 45 N.m (33 lb ft).
z Tighten the ground strap to the engine (L21/LP4) bolt to 17 N.m (13 lb ft).
z Tighten the ground strap to the generator (7.2 L) bolt to 11 N.m (97 lb in).
z Tighten the ground strap to the engine (7.2 L) bolt to 32 N.m (24 lb ft).
4. Additional ground straps are used for the body. Frame, engine and transmission harnesses
connect all ground straps to ensure a good ground path to the battery from all electrical
components.
GENERATOR BRACKET REPLACEMENT (LG5 )
Removal Procedure

CAUTION: Refer to BATTERY DISCONNECT CAUTION

1. Disconnect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
2. Remove the drive belt.

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Fig. 147: Generator Mounting Bolts (7.2L CAT, LG5)


3.
4.
5.
6.

Loosen the generator mounting (bottom) bolt.


Remove the generator mounting (top) bolt.
Remove the generator adjusting bracket mounting bolts.
Remove the generator adjusting bracket from the fan drive support assembly.

Installation Procedure

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Fig. 148: Generator Mounting Bolts (7.2L CAT, LG5)


1. Install the generator adjusting bracket to the fan drive support assembly.
NOTE:

Refer to FASTENER NOTICE

2. Install the generator adjusting bracket mounting bolts.


Tighten: Tighten the generator adjusting bracket mounting bolts to 73 N.m (54 lb ft).
3. Install the generator mounting (top) bolt.
Tighten: Tighten the generator mounting (top) bolt to 88 N.m (65 lb ft).

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4. Install the generator mounting (bottom) bolt.


Tighten: Tighten the generator mounting (bottom) bolt to 71 N.m (52 lb ft).
5. Install the drive belt.
6. Connect the negative battery cable. Refer to Battery Cable Replacement.
GENERATOR BRACKET REPLACEMENT (LG5 WITHOUT A/C)
Removal Procedure

CAUTION: Refer to BATTERY DISCONNECT CAUTION

1. Disconnect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
2. Remove the drive belt.

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Fig. 149: Generator Mounting Bolts (7.2L CAT, LG5 Without A/C)
3.
4.
5.
6.

Loosen the generator mounting (bottom) bolt.


Remove the generator mounting (top) bolt.
Remove the generator adjusting bracket mounting bolts.
Remove the generator adjusting bracket from the fan drive support assembly.

Installation Procedure

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Fig. 150: Generator Mounting Bolts (7.2L CAT, LG5 Without A/C)
1. Install the generator adjusting bracket to the fan drive support assembly.
NOTE:

Refer to FASTENER NOTICE

2. Install the generator adjusting bracket mounting bolts.


Tighten: Tighten the generator adjusting bracket mounting bolts to 73 N.m (54 lb ft).
3. Install the generator mounting (top) bolt.
Tighten: Tighten the generator mounting (top) bolt to 88 N.m (65 lb ft).
4. Install the generator mounting (bottom) bolt.

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Tighten: Tighten the generator mounting (bottom) bolt to 71 N.m (52 lb ft).
5. Install the drive belt.
6. Connect the negative battery cable.
GENERATOR BRACKET REPLACEMENT (LG5 WITH A/C)
Removal Procedure

CAUTION: Refer to BATTERY DISCONNECT CAUTION

1. Disconnect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
2. Remove the drive belt.

Fig. 151: Generator Mounting Bolts (7.2L CAT, LG5 With A/C)

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3.
4.
5.
6.

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Loosen the generator mounting (bottom) bolt.


Remove the generator mounting (top) bolt.
Remove the generator adjusting bracket mounting bolts.
Remove the generator adjusting bracket from the fan drive support assembly.

Installation Procedure

Fig. 152: Generator Mounting Bolts (7.2L CAT, LG5 With A/C)
1. Install the generator adjusting bracket to the fan drive support assembly.
NOTE:

Refer to FASTENER NOTICE

2. Install the generator adjusting bracket mounting bolts.


Tighten: Tighten the generator adjusting bracket mounting bolts to 73 N.m (54 lb ft).

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3. Install the generator mounting (top) bolt.


Tighten: Tighten the generator mounting (top) bolt to 88 N.m (65 lb ft).
4. Install the generator mounting (bottom) bolt.
Tighten: Tighten the generator mounting (bottom) bolt to 71 N.m (52 lb ft).
5. Install the drive belt.
6. Connect the negative battery cable.
GENERATOR OVERHAUL (21-SI)
Slip Ring End Frame Disassembly

1. Hold the generator in a vise.


2. Clamp the generator lengthwise onto one mounting lug.

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Fig. 153: Scribing Mating Marks on Generator Assembly (21-SI)


3. Scribe a mark onto the generator frame end parts in order to ensure correct assembly.

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Fig. 154: View Of Removing Rotor Assembly From Generator


4. Remove the four through-bolts.
5. Use a screwdriver at the stator slots, if necessary, in order to remove the slip ring end frame from
the following components:
z The drive end frame
z The rotor assembly

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Fig. 155: View Of Removing Rectifier Nuts From Stator


6. Remove the three rectifier bridge nuts in order to disconnect the stator.
7. Carefully use a screwdriver, if necessary, in order to remove the stator from the slip ring end
frame.
8. Remove the nut from the relay terminal connecting strap.
9. Remove the following components from the inside of the frame:
z The connecting strap
z The washer
10. Remove the threaded relay terminal from the outside of the frame.
11. Remove the following parts from the regulator:
z The two insulated screws
z The one ground screw

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Fig. 156: View Of Brush Holder Components


12. Remove the following components from the brush holder.
z The screw
z The washer
13. Remove the following parts from the end frame:
z The regulator
z The brush holder
z The diode trio

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Fig. 157: View Of Capacitor & Components


14. Remove the screws holding the capacitor to the following components:
z The slip ring end frame
z The rectifier bridge
15. Remove the following parts on the BAT terminal from the rectifier bridge:
z The ground screw
z The ground screw washer
z The ground screw nut
16. Remove the rectifier bridge from the end frame.
17. Remove the following parts from the outside of the frame.
z The BAT terminal
z The BAT terminal shield

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Fig. 158: Removing Bearing From Slip Ring End Frame


18. Use the following procedure in order to remove the bearing from the slip ring end frame:
1. Support the slip ring end frame from the inside.
2. Obtain a tube that has an outside diameter slightly smaller than the bearing.
3. Use the tube from outside the frame in order to press the bearing in.

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Drive End Frame Disassembly

Fig. 159: Expanded View Of Generator Components


1. Use the following procedure in order to remove the pulley nut:
1. Use the 5/16 inch hex-head wrench in order to hold the end of the shaft.
2. Turn the wrench to the left in order to remove the pulley nut.
3. If a 5/16 inch hex-head wrench is not available, take the following steps:
1. Wrap the rotor in a shop cloth.
NOTE:

The rotor may be distorted if the vise is overtightened.

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2.
3.
4.
5.
6.
7.
8.
9.

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2. Place the rotor in a vise.


3. Tighten the vise in order to hold the rotor while removing the pulley nut.
Remove the washer.
Remove the pulley.
Remove the fan.
Use a puller, if necessary, in order to remove the drive end frame from the rotor shaft.
Remove the rotor from the vise.
Remove the three retainer bolts.
Remove the retainer.
Use the following procedure in order to remove the bearing from the drive end frame:
1. Use a metal tube that has an inside diameter slightly larger than the outside diameter of the
bearing in order to support the drive end frame from the inside.
2. Use a second metal tube against the inner race of the bearing in order to press the bearing
from the drive end frame.

Cleaning And Inspection Procedure

1. Clean all of the metal components except for the following components in a suitable solvent:
z The voltage regulator
z The rectifier bridge
z The stator
z The rotor
z The bearing assemblies
2. Use one of the following methods in order to dry the components:
z Wipe the components.
z Blow the components.
3. Inspect the brush holder.
4. Inspect the insulating sleeves on the brush holder retaining screws.
5. Inspect the brushes.
If the brushes are worn more than halfway, replace the brush assembly.
6. Inspect the brush springs for the following conditions:
z Discoloration
z Weakness
7. Inspect the bearing seals.
If the felt seal in the drive end bearing retainer plate exhibits one of the following conditions,
replace the retainer assembly:
Hardness
z Wear
8. Inspect the bearings for grease.
z

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Use the following standard in order to replace the bearing:


If the slip ring end bearing grease supply is exhausted, replace the bearing.
z If the slip ring end bearing grease supply is not exhausted, re-lubricate the bearing. Refer
to Lubrication Procedure
9. Replace the rotor and the stator windings if any of the following conditions exist:
z Burnt insulation
z Cracked insulation
z Broken wires
z Broken connectors
10. Inspect the rotor slip rings.
z

NOTE:

The rotor must be rotated so that the slip rings will be cleaned
evenly. Cleaning the slip rings by hand without spinning the
rotor may result in flat spots on the slip rings, causing brush
noise.

1. If the slip rings are dirty, use the following procedure in order to clean the slip rings:
1. Obtain a polishing cloth with a grain of 400 or finer.
2. Spin the rotor.
3. Hold the polishing cloth against the slip rings until the slip rings are clean.
2. If the slip rings are rough or out of round, use the following procedure in order to true the
rings:
1. Use a lathe in order to true the slip rings to 0.05 mm (0.002 in) maximum indicator
reading.
2. Remove only enough material in order to make the rings smooth and round.
3. Use a polishing cloth with a grain of 400 or finer in order to finish the rings.
4. Blow away all of the dust.
11. Perform electrical tests on the following components.
z The rotor
Refer to Rotor Field Winding Tests.
z

The stator windings


Refer to Stator Tests

12. Inspect the drive end housing for damage.


13. Inspect the slip ring end housing for damage.
Rotor Field Winding Tests

Use a self-powered test lamp or an ohmmeter on the low range scale in order to perform an electrical
test the rotor.

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Open Circuit Test

Fig. 160: Testing For Opens On Each Slip Ring


1. Connect the ohmmeter to each slip ring in order to test for opens.
2. The winding is open if the ohmmeter reading is high (infinite).
Short Circuit Or Resistance Test

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Fig. 161: Testing For Opens On Each Slip Ring


1. Use one of the following two methods in order to test the winding for short-circuits or excessive
resistance:
Using an Ammeter
1. Connect a 12 volt battery and an ammeter in series with the edges of the two slip rings.
2. Compare the reading on the ammeter to the specified values for 21-SI 200 generators.
Refer to Generator Usage (Generator Output) or Generator Usage (21-SI Generator).
3. Use the following procedure in order to identify a short circuit or excessive resistance.
z If the ammeter reading is above the specified value, then the windings are shorted.
z If the ammeter reading is below the specified value, then the resistance is excessive.
Using an Ohmmeter
1. Connect an ohmmeter to the two slip rings.
2. Compare the reading on the ohmmeter to the specified values for 21-SI 200 generators.
Refer to Generator Usage (Generator Output) or Generator Usage (21-SI Generator).
3. If the resistance reading is below the value specified value, then the resistance is excessive.
2. Use the following guides in order to diagnose winding malfunctions:

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The winding resistance and ammeter readings will vary slightly according to temperature
changes in the winding.
z If the rotor is good but the generator fails to supply the rated output, then the problem is in
one of the following components:
The diode trio
The rectifier bridge
The stator
The regulator
z Use the following procedure in order to test for grounds:
1. Connect the ohmmeter as shown.
2. Replace the rotor if the reading is less than infinite.
3. Replace the rotor if the results of the rotor tests are not within specifications.
z

Diode Trio Test

Use an ohmmeter with a 1.5 volt cell set to the lowest range scale in order to test the diode trio. Use the
following procedure:

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Fig. 162: View Of Diode Trio Test


1. Place the negative lead of the ohmmeter on the regulator strap.
2. Use the positive lead of the ohmmeter in order to test for continuity between each of the three
rectifier bridge straps.
3. Ensure that all three readings indicate continuity.
4. Reverse the ohmmeter leads.
5. Perform the test again.
6. Ensure that all three readings indicate open circuits.

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IMPORTANT: The ohmmeter test of the diode trio is a valid and accurate test. Do
not replace the diode trio unless at least one pair of readings is the
same.
7. Replace the diode trio if any of the readings are wrong.
Rectifier Bridge Test

Use an ohmmeter with a 1.5 volt cell set to the lowest range scale in order to test the rectifier bridge.
Use the following procedure:

Fig. 163: View Of Rectifier Bridge Test

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1. Connect an ohmmeter to the following components in order to test the rectifier bridge:
z The grounded heat sink
z One of the three flat metal connectors
Do not bend the flat metal clips.
2. Observe the ohmmeter reading.
3. Reverse the lead connections to the grounded heat sink and the same flat metal connector.
4. A good rectifier bridge will show one high reading and one low reading. If both readings are the
same, then replace the rectifier bridge.
5. Repeat the above test procedure between the grounded heat sink and the other two connectors.
6. Repeat the above test procedure between the insulated heat sink and each of the three connectors.
IMPORTANT: The ohmmeter test of the rectifier bridge is a valid and accurate
test. Do not replace the rectifier bridge unless at least one pair of
readings is the same.
7. Complete a total of six tests using two readings for each test.
Stator Tests

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Fig. 164: View Of Stator Test


1. Use a ohmmeter in order to test the stator windings.
2. If the meter reading is low when connected from any stator lead to the frame, then the windings
are grounded. Refer to Generator Usage (Generator Output) or Generator Usage (21-SI
Generator).
IMPORTANT: Locating an open or a short circuit in the delta stator windings is
difficult without using laboratory test equipment. Locating an open
or a short circuit in the delta stator windings is difficult because of
the low resistance of the windings. The following conditions
indicate shorted or open delta windings:
z

All other electrical test are normal.

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The generator does not produce within 15 amps of the rated


output.

If these conditions exist, replace the stator.


3. If the windings are grounded, replace the stator.
Testing Regulator

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Fig. 165: View Of Regulator Test


1. Connect the following items to the 12 volt battery
z The voltmeter
z The fast charger
2. Connect the following components:
z The regulator
z The test lamp
3. Observe the polarity of the battery.
4. Verify that the test lamp is ON.
5. Turn ON the fast charger.
6. Slowly increase the charge rate.
7. Observe the voltmeter.
8. Verify that the lamp turns OFF at the voltage regulator setting.
9. Verify that the voltage regulator setting is a minimum of 13.5 volts and a maximum of 15.5 volts.
The test lamp connects into the circuit exactly as the rotor is when the regulator is inside the generator.
The regulator shuts off the current to the test lamp when the voltage reaches the regulator setting.
If you cannot test the regulator, and the regulator is questionable after testing the other components,
replace the regulator with a new or a known good regulator.
Generator Assembly

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Fig. 166: Installing Bearing From Slip Ring End Frame


1. Use the following procedure in order to install the bearing into the slip ring end frame:
1. Support the inside of the frame.
2. Use a thin wall tube in the space between the grease cup and the housing in order to push
the bearing in flush with the housing.
2. Use the following procedure in order to install the bearing into the drive end frame:
1. Support the drive end frame on a flat surface.
2. Use a tube against the outer race of the bearing in order to press the bearing in.
3. Install the retainer.
NOTE:

Refer to FASTENER NOTICE

4. Install the three retainer screws.


Tighten: Tighten the three retainer screws to 3 N.m (26 lb in).

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Fig. 167: View Of Drive End Frame & Rotor Shaft


5.
6.
7.
8.
9.

Install the drive end frame onto the rotor shaft.


Install the fan.
Install the pulley.
Install the washer.
Install the pulley nut.
NOTE:

Too much pressure applied against the rotor will distort it.

10. Place the rotor in a vise.


Tighten the vise only enough to tighten the pulley nut.
Tighten: Tighten the pulley nut to 100 N.m (74 lb ft).
11. Remove the assembly from the vise.
12. Install the following components onto the slip ring end frame:
z The rectifier bridge
z The capacitor

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Fig. 168: View Of Securing Rectifier Bridge & Capacitor


13. Use the following components in order to secure the rectifier bridge and the capacitor to the slip
ring end frame:

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z
z

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Two ground screws


One insulated screw
Tighten:
Tighten the ground screws to 3 N.m (25 lb in).
Tighten the insulated screw to 2.5 N.m (22 lb in).

14. Install the BAT terminal from the outside of the slip ring end frame.
15. Install the nut onto the BAT terminal stud.
Tighten: Tighten the nut to 5.5 N.m (50 lb in).

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Fig. 169: View Of Relay Terminal


16. Install the relay terminal from the outside of the slip ring end frame.
17. Use the copper nut in order to secure the insulated washer and the attaching strap from the
rectifier bridge to the relay terminal.
Tighten: Tighten the copper nut to 2.5 N.m (22 lb in).
18. Install the brushes into the brush holder assembly.
19. Use a retainer in order to retain the brushes.
20. Ensure that the long end of the retainer extends through the end frame in order that you are able
to remove the retainer after you install the rotor and the drive end frame.

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Fig. 170: View Of Regulator, Brush Holder Assembly & Diode Trio
21. Install the following components to the end frame:
z The regulator
z The brush holder assembly
z The diode trio
22. Use the following components in order to secure the regulator, the brush holder assembly and the
diode trio to the end frame:
z The ground screw
z The insulated screws
23. Install the nut onto the stud on the regulator:
Tighten: Tighten the nut to 2.5 N.m (22 lb in).
24. Install the stator to the following components:
z The slip ring end frame
z The three rectifier bridge terminals

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Fig. 171: View Of Securing Stator Leads & Diode Trio Leads
25. Use the three terminal nuts in order to secure the following components to the rectifier bridge:
z The stator leads
z The diode trio leads
Tighten: Tighten the nuts to 2.5 N.m (22 lb in).
26. Use the scribe mark in order to line up the following components to the slip ring end frame:
z The drive end frame
z The rotor assembly

Fig. 172: View Of Securing Drive End Frame & Rotor Assembly
27. Use the four through-bolts in order to secure the following components to the slip ring end frame:
z The drive end frame (1)
z The rotor assembly (1)

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Tighten: Tighten the through-bolts to 5.5 N.m (50 lb in).


28. Remove the brush retainer from the end frame.

Fig. 173: Removing Brush Retainer From The End Frame


29. Test the generator output.
GENERATOR REPLACEMENT (LP4/L21)
Removal Procedure

The removal and installation instructions serve as a guide only. Some vehicles may require you to
remove other equipment in order to access the generator, drive belts and brackets.
z
z
z

The generator
The drive belts
The brackets

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CAUTION: Refer to BATTERY DISCONNECT CAUTION

1. Disconnect the negative battery cable. Refer to Battery Cable Replacement.


2. Remove the air cleaner outlet front duct. Refer to Air Cleaner Outlet Front Duct Replacement
in Engine Controls.
3. Disconnect the connector from the back of the generator.
4. Remove the ground strap. Refer to Engine Ground Strap Replacement.
5. Remove the drive belt.

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Fig. 174: View Of Generator Top Mounting Bolts


6. Remove the following from the top of the generator:
z The bolt (2)
z The washers (1) and nut (5)

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Fig. 175: View Of Generator Bottom Mounting Bolts


7. Remove the following from the bottom of the generator:
z the bolt (1)
z the washers (3)
z the nut (4)

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8. Remove the following from the rear of the generator:


z the bolt (5)
z the spacers (2)
z the washers (3)
9. Remove the generator.
Installation Procedure

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Fig. 176: View Of Generator Bottom Mounting Bolts


1. Install the generator.
2. Install the following to the rear of the generator:
z The spacers (2)
z The washers (3)
z The bolt (5)

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Tighten: Tighten the bolt to 45 N.m (33 lb ft).


3. Install the following to the bottom of the generator:
z The washers (3)
z The bolt (1)
z The nut (4)
Tighten: Tighten the nut to 45 N.m (33 lb ft).

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Fig. 177: View Of Generator Top Mounting Bolts


4. Install the following to the top of the generator:
z The bolt (2)
z The washers (1)
z The nut (5)

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Tighten: Tighten the nut to 50 N.m (37 lb ft).


5.
6.
7.
8.

Install the connector to the back of the generator.


Install the ground strap. Refer to Engine Ground Strap Replacement.
Install the drive belt.
Install the air cleaner outlet front duct. Refer to Air Cleaner Outlet Front Duct Replacement in
Engine Controls.
CAUTION: Refer to BATTERY DISCONNECT CAUTION

9. Connect the negative battery cable. Refer to Battery Cable Replacement.


GENERATOR REPLACEMENT (LG5)
Removal Procedure

The removal and installation instructions serve only as a guide. Additional operations may be required
on some vehicles in order to remove other equipment in order to gain access to the following
components:
z
z
z

The generator
The drive belts
The brackets

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Fig. 178: Generator Harness Connections (7.2L CAT, LG5)


CAUTION: Refer to BATTERY DISCONNECT CAUTION

1.
2.
3.
4.

Disconnect the negative battery cable.


Disconnect the wiring connectors from the back of the generator.
Remove the ground strap.
Remove the drive belt.

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Fig. 179: Generator Mounting Bolts (7.2L CAT, LG5)


5. Remove the following components from the generator:
z The mounting bolts (4)
z The washers and nuts (2) and (3)
6. Remove the generator (1).
7. Remove the generator pulley.

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Installation Procedure

Fig. 180: Generator Mounting Bolts (7.2L CAT, LG5)


IMPORTANT: Change the pulley of the new generator if the pulley diameter is not
exactly the same as the one being removed from the vehicle.

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1. Install the generator pulley.


NOTE:

Refer to FASTENER NOTICE

2. Install the generator shaft nut.


Tighten: Tighten the generator shaft nut to 100 N.m (75 lb ft).
3. Install the generator to the mounting bracket using the following components:
z The bolts (4) and (7)
z The washers and nuts
4. Finger tighten the bolts.
5. Install the ground strap.
6. Install the drive belt.
7. Install the generator mounting bolts.
Tighten:
z Tighten the top mounting bolt to 45 N.m (33 lb ft).
z Tighten the bottom mounting bolt to 45 N.m (33 lb ft).
z Tighten the rear mounting bolt to 40 N.m (30 lb ft).

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Fig. 181: Connecting Wiring Connectors To The Back Of The Generator


8. Connect the wiring connectors to the back of the generator.
Hold the hex-shaped base on the output terminal while tightening the nuts.
Tighten: Tighten the generator output terminal nut (on the CS-130 and the CS-144) to 8 N.m (71
lb in).
9. Connect the negative battery cable.
Tighten:
z Tighten the side post terminal bolt to 15 N.m (11 lb ft).

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Tighten the top post terminal nut to 12 N.m (9 lb ft).

10. Lower the cab.


SPARK PLUG WIRE HARNESS REPLACEMENT
Removal Procedure

Fig. 182: Left Side View Of Ignition Coils/Module


1. Disconnect the spark plug wire (5) at each spark plug.
z Twist each spark plug 1/2 turn.
z Pull only on the boot in order to remove the wire from each spark plug.

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2. Disconnect the spark plug wire from the ignition coil.


z Twist each spark plug boot 1/2 turn.
z Pull only on the boot in order to remove the wires from the ignition coil.
Installation Procedure

Fig. 183: Right Side View Of Ignition Coils/Module


1. Install the spark plug wires (8) at the ignition coil.
2. Install the spark plug wire to each spark plug.
3. Inspect the wires for proper installation:

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z
z

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Push sideways on each boot in order to inspect the seating.


Reinstall any loose boot.

SPARK PLUG REPLACEMENT


Removal Procedure

1. Remove the spark plug wires. Refer to Spark Plug Wire Harness Replacement.

Fig. 184: View Of Spark Plug Removal & Installation


2. Loosen each spark plug one or two turns.
Most spark plug are best removed from wheel wells.
3. Brush or air blast away any dirt from around the spark plugs.

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4. Remove the spark plugs one at a time and place each plug in a tray marked with the
corresponding cylinder numbers.
Installation Procedure

Fig. 185: View Of Spark Plug Removal & Installation


1. Properly position each spark plug washer.
2. Inspect each spark plug gap. Adjust each plug as needed.
Specification: Spark plug gap: 1.524 mm (0.060 in)
NOTE:

Refer to FASTENER NOTICE

3. Install the spark plugs.

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Tighten 7.4L:
z For (IRON Head-all Subsequent Installations) tighten the spark plugs to 20 N.m (15 lb ft)
for 7.4L.
z For new iron heads tighten the spark plugs to 30 N.m (22 lb ft) for 7.4L.
4. Install the spark plug wires. Refer to Spark Plug Wire Harness Replacement.
IGNITION COIL REPLACEMENT
Bank 2 Ignition Coil/Module(s) Removal Procedure

Fig. 186: Right Side View Of Ignition Coils/Module

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1. Remove the coil near plug wire(s) (5,6,7,8) to the coil(s) (4,3,2,1).

Fig. 187: View Of Harness Connector Of Ignition Coil/Module


2. Remove the harness connector(s) (1), from the ignition coil/module(s) (3,4,5,6). If removing the
harness from the vehicle, remove the bolts from the harness connector (7), to the valve cover (2).

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Fig. 188: View Of Ignition Coil/Module & Bolts


3. Remove the bolts from the ignition coil/module(s) (2).
4. Remove the coil/module(s) (3,1,7,6) from the valve cover (4). If removing coil/module (6),
remove the bracket to the Engine Coolant Temperature (ECT) sensor (5).
Bank 2 Coil/Module(s) Installation Procedure

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Fig. 189: View Of Ignition Coil/Module & Bolts


NOTE:

Refer to FASTENER NOTICE

1. Install the ignition coil/module(s) (3,1,7,6) to the valve cover (4). If installing coil/module (6),
install the bracket to the Engine Coolant Temperature (ECT) sensor (5).
2. Install the 2 bolts.
Tighten: Tighten the bolts to 12 N.m (9 lb ft).

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Fig. 190: View Of Harness Connector Of Ignition Coil/Module


3. Install the harness connector(s) (1), to the ignition coil/module(s) (3,4,5,6). If installing the
harness to the vehicle, install the bolts to the harness connector (7), to the valve cover (2).
Tighten: Tighten the bolts to 12 N.m (9 lb ft).

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Fig. 191: Right Side View Of Ignition Coils/Module


4. Install the coil near plug wire(s) (5,6,7,8) to the coil/module(s) (4,3,2,1).
Bank 1 Ignition Coil(s) Removal Procedure

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Fig. 192: Left Side View Of Ignition Coils/Module


1. Remove the coil near plug wire(s) (5,6,7,8) from the coil/module(s) (4,3,2,1).

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Fig. 193: View Of Harness Connector Of Ignition Coil/Module Removal & Installation
2. Remove the harness connector(s) (1), from the ignition coil/module(s) (2,3,4,5). If removing the
harness from the vehicle, remove the bolts from the harness connector (7), to the valve cover (6).

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Fig. 194: View Of Ignition Coils/Modules


3. Remove the bolts from the ignition coil/module(s) (2).
4. Remove the coil/module(s) (1,3,4,5) from the valve cover (6).
Bank 1 Coil(s) Installation Procedure

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Fig. 195: View Of Ignition Coils/Modules


NOTE:

Refer to FASTENER NOTICE

1. Install the coil/module(s) (1,3,4,5) to the valve cover (6).


Tighten: Tighten the bolts to 12 N.m (9 lb ft).

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Fig. 196: View Of Harness Connector Of Ignition Coil/Module Removal & Installation
2. Install the harness connector(s) (1), to the ignition coil/module(s) (2,3,4,5). If installing the
harness to the vehicle, install the bolts to the harness connector (7), to the valve cover (6).
Tighten: Tighten the bolts to 12 N.m (9 lb ft).

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Fig. 197: Left Side View Of Ignition Coils/Module


3. Install the coil near plug wire(s) (5,6,7,8) to the coil/module(s) (4,3,2,1).

DESCRIPTION AND OPERATION


STARTING SYSTEM DESCRIPTION
Cranking Circuit

The cranking system consists of the following components:


z
z

The battery
The starter motor

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z
z
z

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The ignition switch (The engine control switch on diesel vehicles)


The starter relay
Related electrical wiring
A neutral start switch (on vehicles with automatic transmissions)
Vehicles equipped with an electronically-controlled automatic transmission do not have a
separate neutral start switch in the cranking circuit. The neutral switch is built into the Vehicle
Interface Module (VIM). Refer to Engine Electrical Components for component location. Refer
to Starting System Circuit Description (LP4/L21 Engines) or Starting System Circuit
Description (LG5 Engine) for detailed circuit description.

PG-260 Starter Motor

Fig. 198: Starter Motor PG-250


The PG-260 starter motor is used on the 7.4L gasoline engines. The PG-260 has a gear reduction ration
of 5:1 through the planetary gears. The PG-260's small size and light weight offers improved cranking
performance and reduced current requirements for larger gasoline engines.
37-MT Starter Motors

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Fig. 199: Starter Motor (7.2L CAT, LG5)


The 37-MT/300 and the 37-MT/350 starter motors are used on the7.2L diesel engines. The above
starter motors have the following components:
z
z

Adjustable drive end frame housings


Oil soaked wicks

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The oil soaked wicks provide lubrication fro the bronze bushings.
z

An external grounding stud (37-MT/350 only)


The external grounding stud is installed in the field frame in place of one of the pole shoe screws.

Fig. 200: View Of External Grounding Stud


The optional 37-MT/350 starter motor (RPO-KQR) for the 7.2L is equipped with built-in overcrank
protection. If overcranking occurs, the built-in thermostat will open and stop the cranking cycle in order
to protect the starter motor.

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Fig. 201: View Of Starter Motor


After the starter motor cools, the thermostat will close and engine cranking can resume. The engine
usually cools in 1 to 6 minutes.
Shift Lever And Solenoid Plunger

The following starter motors have an enclosed shift lever:


z
z
z
z

PG-260
28-MT
37-MT/300
37-MT/350

The shift lever mechanism and solenoid plunger are located within the drive housing. The drive

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housing protects the above components from exposure to the following conditions:
z
z
z

Dirt
Icing conditions
Splash

The starter solenoid operates when the ignition of the engine control switch turns to the START
position (automatic transmission in the NEUTRAL position). the main contacts close with the starter
solenoid energized. Closing the main contacts completes the electrical circuit between the battery and
the starter motor. Energizing the solenoid also shifts the plunger and the shift lever. Shifting the plunger
and the shift lever engages the pinion gear to mesh with the engine flywheel ring gear. This enables
cranking.
When the engine starts, the pinion overrunning clutch protects the armature from excessive speed.
Releasing the ignition or engine control switch opens the solenoid main contacts and causes the
plunger's return spring to disengage the pinion. In order to prevent damage to the starter, release the key
immediately after the engine starts.
37-MT Starter Motors

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Fig. 202: View Of 37-- MT Starter Motor


The 37-MT 300 and the 37-MT 350 heavy-duty starter motors have totally enclosed shift levers (4) and
solenoid plungers (3) in order to protect the shift levers and solenoid plungers from the following
conditions:
z
z
z

Dirt
Icing Conditions
Splash

A seal between the shaft and the shift lever housing and a rubber boot or linkage seal (3) over the
solenoid plunger prevent oil entry into the motor main frame and the solenoid case. The prevention of
oil entry allows the motor to operate on wet clutch applications.

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Other seals are used in order to resist entry of dirt and moisture into the motor assembly. when the oil
reservoirs and seals are included, the motor is classified as long life, and will provide long periods of
attention-free operation.
Oil-saturated wicks (2) provide lubrication to each of the three sintered bronze bushings (8,9, and 15).
The oil-saturated wicks are in contact with the outside of each bushing. Oil soaks into the sintered
bronze material in order to lubricate the bearing surface of the armature shaft. The oil supply is long
lasting. It is not necessary to add oil to the wicks between engine overhauls.
The action of the solenoid moves the heavy-duty 5-roll drive assembly into mesh with the ring gear.
The pinion remains engaged until the release of the engine control (ignition) switch interrupts the
solenoid circuit. The pinion overruns when the engine starts to reduce the possibility of damage to the
starter.
Type 300 starter motors have a grounding terminal installed in the commutator end frame. Type 350
starter motors have this terminal in addition to a grounding stud installed into the field frame in place of
one of the pole shoe screws. Refer to Starter Replacement (LP4/L21) or Starter Replacement (LG5)
for views of the wiring connections to the starter motor.
Type 350 starter motors have overcrank protection. The motor has a built-in thermostat that opens the
circuit to the solenoid terminal if the motor gets to hot. This action stops the cranking cycle. After the
motor cools, the thermostat closes and the motor can be cranked again. The motor will usually cool in
one to six minutes.

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Fig. 203: View Of Starter Motor Thermostat


Internally, the thermostat (2) attaches to the commutator end ground terminal lead (4).
Under normal conditions, no maintenance is required between engine overhaul periods. Perform the
following procedures at the time of overhaul:
z
z
z
z

Disassemble the starter motor.


Inspect the starter motor.
Clean the starter motor.
Test the starter motor.

37-MT Adjustable Drive Housing

The drive housing attaches to the lever housing by screws that are located around the outside of the
housing. Perform the following procedures in order to relocate the housing:
z
z
z

Remove the screws.


Rotate the housing.
Reinstall the screws.

In this assembly, the lever housing and the commutator end frame are attached to the field frame by
screws in the field frame.
37-MT Starter Motor Identification

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Fig. 204: View Of Starter Motor Identification Tag


The build date uses the following format:
z
z
z

Year (1)
Month (2)
Day (3)

The month is shown in alpha form; January is A, February is B, etc. Therefore, the identification code
96L12 is 1996, December 12.
37-MT Armature Identification

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Fig. 205: View Of Armature Identification Number


The build date is stamped on the lamentations near the part number (1). The build date uses the
following format:
z
z

Month (2)
Year (3)

A96 is January 1996.


37-MT Drive Assembly Identification

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Fig. 206: View Of Drive Assembly Identification Number


The build date (1) is stamped on the outer shell near the part number (2). The build date uses the
following format:

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z
z
z

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Year
Month
Day

The month appears in alpha form; A 96 is January 1996.


37-MT Solenoid Identification

Fig. 207: View Of Solenoid Identification Number


The build date (2) is stamped on the solenoid in the following format:
z
z
z

Year
Month
Day

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The month appears in alpha form; A 96 is January 1996. Therefore 6 K 18 is 1996 November 18.
STARTING SYSTEM OPERATION
Diesel engines rely on the heat of compression in order to initiate combustion. Cold engine start-ups
may require extra engine cranking time in order to create the necessary heat for igniting the diesel fuel.
The following devices exist in order to aid in cold starting the Caterpillar diesel engine:
z
z
z

The air intake heater


The ether injection system
An engine coolant heater

The air intake heater preheats the air being drawn into the intake manifold as the air passes over an
electrically heated grid.
The Caterpillar diesel engine is equipped with an electric air intake heater grid. The electric air intake
heater grid is located at the air intake manifold. This locations provides a pre-heat feature in order to
improve cold weather starting and reduce white smoke after startup. The heater control module senses
the following conditions:
z
z
z

Engine oil pressure


Engine coolant temperature
Elapsed time necessary in order to activate the air intake heater relay
The air intake heater relay turns the heater off and on. An air intake heater indicator lamp in the
instrument panel lights when the heater is on.

The ether injection system injects a charge of ether into the intake manifold. Ether has a lower flash
point than diesel fuel. Ether assists in building heat in the combustion chamber.
An engine coolant heater is also available in order to aid in the cold engine starting process. Refer to
Coolant Heater Description for more information.
Glow plugs are electric heaters that preheat the combustion chambers. The pre-heat feature improves
cold engine start ups.
NOTE:

Never manually spray starting aid fluids into the air intake where the
fluid may come in contact with the heater element. This could result in
an explosion and/or fire. Use starting fluid only if the vehicle is equipped
with the Automatic Ether Injection System or immediate engine damage
may result.

When the engine control switch turns to the ON position, the control module automatically energizes
the intake heater element for 2 seconds. Failure of the indicator lamp to light for 2 seconds indicates a
system malfunction. If the temperature is below 0C (32F) the indicator lamp will light for
approximately 30 seconds.

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Fig. 208: View Of Air Intake Heater Relay


When the engine control switch turns to the ON position, the air intake heater relay is energized
through the control module. The air intake heater lamp is also energized through the air intake heater
relay.
When the air intake heater relay energizes, the relay contacts close. Closing the relay contacts allows
current to flow to the air intake heater. The control module will de-energize the air intake heater relay
after approximately 30 seconds. The indicator lamp will turn off when the relay contacts open. This
action indicates that the following conditions:
z
z

The pre-heat cycle is complete


The cold engine is ready for cranking

Once the engine starts and the oil pressure exceeds 241 kPa (35 PSI), the heater control module will
then activate a timer. The activated timer re-energizes the air intake heater until the coolant temperature
switch opens at 49C (120F) for a maximum of 7 minutes.

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Fig. 209: View Of Oil Pressure Switch (Diesel Engine)


An override feature temporarily disables the oil pressure switch (1) for 30 seconds after the engine
control switch turns ON. Disabling the oil pressure switch permits the heater to remain energized
during engine cranking.
If the coolant temperature is above 49C (120F) the control module will energize the intake heater for
2 seconds. During this time, the intake heater indicator lamp will light, only for a bulb inspection.
For diagnosis of the air intake heater system, refer to the Caterpillar 3116 Unit Repair Manual.
STARTING SYSTEM CIRCUIT DESCRIPTION (LP4/L21 ENGINES)
Battery voltage is available at the ignition switch at all times through the CKT 642 (RED) from
MaxiFuse block 2. Battery voltage is available to the starter relay contacts at all times through CKT 2

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(RED) from fusible link M off of the starter. Placing the ignition switch in the START position closes
the contacts in order to apply voltage on CKT 5 (YEL) to the CRANK circuit breaker in the IP fuse
block. If equipped with an automatic transmission, and shift selector is in the NEUTRAL position, the
crank request will be recognized by the PCM, and the PCM will provide a ground path for the starter
relay coil and close it's contacts in order to provide voltage to the starter solenoid in order to crank the
engine. If equipped with a manual transmission, the clutch pedal must be fully depressed, as well as the
shift lever being in the neutral position, in order for the PCM to recognize the crank request signal.
The starter relay energizes when voltage is applied to the coil. Voltage then applies to the starter
solenoid winding terminal S through CKT 6 (PPL). Battery voltage is also available at all times through
CKT 1 (BLK) at the starter solenoid terminal B. Current flows through the hold-In winding to the
mechanical ground at the solenoid when battery voltage applies at terminal S. Simultaneously, current
flows through the pull-In winding and the starter motor to the starter motor's mechanical ground. The
combined force of these windings overcomes the force of the return spring. The combined force of
these windings also pulls the starter's plunger in order to engage the starter with the flywheel drive
assembly through the shift lever. The engine starts to turn over. The plunger actuation also operates a
contact in the starter solenoid. The contact in the solenoid closes in order to apply battery voltage
directly to the starter motor. The pull-in winding no longer has a voltage drop across the coil when the
battery voltage applies directly to the starter motor. The current then ceases to flow. The starter
solenoid remains engaged due to the current flow through the hold-in winding alone.
The starter motor continues to operate until the ignition switch returns to the RUN position. Voltage is
removed from the starter solenoid terminal S when the ignition switch remains in the RUN position.
Voltage still remains at terminal B. Both the hold-in winding and the pull-in windings now oppose one
another. The plunger returns to the disengaged position through the operation of the return spring. This
condition operates the contact in order to remove the battery voltage from the starter motor. The motor
stops. Both windings also de-energize. This plunger operation also retracts the starter from the flywheel
drive assembly and the engine operates on the engine's own power.
STARTING SYSTEM CIRCUIT DESCRIPTION (LG5 ENGINE)
Battery voltage is available at the ignition switch at all times through CKT 642 (RED) from Maxifuse
block 2. Battery voltage is available to the starter relay contacts at all times through the CKT 2 (RED)
from fusible link M off of the starter. Placing the ignition switch in the START position closes the
contacts in order to apply voltage on CKT 5 (YEL) to the neutral switch (automatic transmission). If
the automatic transmission is in the NEUTRAL position, voltage applies to CKT 434 (ORN/BLK) to
the starter relay coil. CKT 150 (BLK) grounds the starter relay coil at ground G401. The starter relay
energizes when the voltage applies to the coil. Voltage then applies to the starter solenoid winding
terminal S through CKT 6 (PPL). Battery voltage is also available at all times through CKT 1 (BLK) at
starter solenoid terminal B.
Current flows through the hold-in winding to the mechanical ground at the solenoid when the battery
voltage applies at the starter solenoid terminal S. Simultaneously, current flows through the pull-in
winding and the starter motor to the starter motor's mechanical ground. The combined force of these
windings performs the following actions:
z
z

Overcomes the combined force of the return spring.


Pulls the starter's plunger in order to engage the starter with the flywheel drive assembly through
the shift lever.

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The engine starts to turn over. The plunger actuation also operates a contact in the starter solenoid. This
contact closes in order to apply battery voltage directly tot the starter motor. The pull-in winding no
longer has a voltage drop across the coil when the battery voltage applies directly to the starter motor.
The current ceases to flow. The starter solenoid remains engaged due to the current flow through the
hold-in winding alone.
The starter motor continues to operate until the ignition switch returns to the RUN position. Voltage is
removed from the starter solenoid terminal S when the ignition switch remains in the RUN position.
Voltage still remains at the BAT terminal. Battery voltage from CKT 1 (BLK) energizes both the holdin winding and the pull-in winding. The forces from these windings now oppose one another. The
plunger returns to the disengaged position through the operation of the return spring. This action
operates the contact in order to remove battery voltage from the starter motor and the motor stops. Both
windings also de-energize. This plunger operation also retracts the starter form the flywheel drive
assembly. The engine operates on the engine's own power. Some vehicles are equipped with a starter
thermal switch. The starter thermal switch opens the crank signal line when the starter temperature
exceeds 140C (285F). This action prevents overheating the starter motor.
CHARGING SYSTEM DESCRIPTION
The charging system consists of the following components:
z
z
z
z

The battery
The generator
The regulator
The charging system indicator lamp or gauge

The generator supplies electrical power in order to charge the battery and operate the accessories.
The following types of generators are used on these vehicles:
z
z

The SI-Series
The CS-Series

The SI-Series generator can be identified by the 2-terminal regulator connector. The CS-Series
generator has a 4-terminal regulator connector.
CS-144 Generator

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Fig. 210: View Of Generator Assembly CS-144


The CS-144 generator that is equipped with an integral regulator features a high ampere output per
pound of weight. The generator does not use a diode trio. The following components are electrically
similar to other CS series generators:
z
z
z

The delta stator


The rectifier bridge
The rotor with slip rings and brushes

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CS stands for Charging System. 144 indicates the outside diameter of the stator laminations in
millimeters. The bearings are sealed with lifetime lubrication in both end frames. No periodic
maintenance is required.
21-SI 200 Generator

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Fig. 211: View Of Generator Assembly 21-SI 200


The 21-SI 200 generator has a solid-state regulator that is equipped with a two-terminal connector that
mounts inside the slip ring end frame. The voltage regulator is not adjustable.

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Fig. 212: Rear View Of Generator Assembly 21-SI 200

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The 21-SI 200 generator is equipped with an R terminal in order to operate the auxiliary equipment.
The R terminal (3) is located where the I terminal is normally located.
The rotor bearings contain enough grease in order to eliminate periodic lubrication. Two brushes carry
current through the two slip rings to the field coil.
The stator windings are assembled on the inside of a laminated core that forms part of the generator
frame. A rectifier bridge that connects to the stator winding s contains six diodes. The rectifier bridge
electrically changes the stator AC voltages to DC voltage. This DC voltage appears at the generator
output BAT terminal. A diode trio that connects to the stator windings supplies the generator field
current. A capacitor mounted to the end frame protects the rectifier bridge and diode trio from high
voltages. The capacitor also suppresses radio noise.
The generator part number is stamped into the housing behind a mounting flange.
CHARGING SYSTEM OPERATION (21-SI 200 SERIES GENERATORS)

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Fig. 213: View Of Generator Assembly 21-SI 200


The 21-SI 200 Generators are Systems Integral series generators. The Systems Integral series
generators are equipped with a built-in regulator.

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The solid state regulator and brush holder assembly attaches to the slip ring end frame. The regulator
voltage setting cannot be adjusted.
The regulator is equipped with the following two terminals:
z
z

The R (Relay) terminal


The I (Indicator) terminal

The R terminal operates auxiliary equipment in some circuits such as the tachometer. The I terminal
feeds an indicator lamp or gauge.
The rotor bearings contain enough grease in order to eliminate the need for periodic lubrication. Two
brushes perform the following actions:
z
z

Carry current through slip rings to the field coil mounted on the rotor.
Provide long periods of attention-free service (under normal conditions).

The stator windings are assembled on the inside of a laminated core that forms part of the generator
frame. A rectifier bridge connected to the stator windings contains six diodes. The rectifier bridge
electrically converts the stator AC voltages to a DC voltage at the generator output BAT terminal. A
diode trio that connects to the stator windings supplies the generator field current. A capacitor or
condenser that mounts in the end frame performs the following actions:
1. Protects the rectifier bridge and diode trio from high voltages.
2. Suppresses radio noise.
No periodic maintenance or adjustment is required on the generator assembly.
CHARGING SYSTEM OPERATION (CS-SERIES GENERATORS)
The CS-series generators feature a high ampere output per pound of weight.

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Fig. 214: View Of Generator Assembly CS-130


On the CS-130 generator, the CS stands for Charging Systems. The 130 indicates the outside diameter
of the stator laminations in millimeters.

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Fig. 215: View Of Generator Assembly CS-144


The CS-144 generator is a larger version of the CS-130. The 144 indicates the outside diameter of the
stator laminations in millimeters. Unlike the CS-130, the CS-144 is serviceable.
This generator has an integral regulator. This generator does not have a diode trio. The following
components are electrically similar to other CS-series generators:
z

The delta stator

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z

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The rectifier bridge


The rotor with slip rings and brushes

A conventional fan and pulley is used. An internal fan cools the following components:
z
z
z
z

The slip rings


The end frame
The rectifier bridge
The regulator

The charging indicator activates when the ignition (gasoline engine) or engine control (diesel engine)
switch is closed. The charging indicator goes out when the engine is starting and running. If the charge
indicator is ON with the engine running, a charging system problem is indicated. The indicator glows at
full brilliance (not half lit) if any of the following conditions exist:
z
z
z

Any charging problem occurs.


The system voltage is too high.
The system voltage is too low.

The regulator voltage setting varies with temperature. The regulator voltage setting limits system
voltage by controlling rotor field current. The regulator voltage setting switches the rotor field current
on and off at a fixed frequency of about 400 cycles per second. Obtain the correct average field current
for proper system voltage control by varying ON-OFF time. At high engine speeds, ON time may be 10
percent and OFF time may be 90 percent. At low engine speeds, with high electrical loads, ON time
may be 90 percent and OFF time may be 10 percent.
The regulator has four terminals, P, L, I, and S. The S terminal monitors battery voltage so the regulator
can maintain an adequate voltage output. The I terminal performs the following actions:
z
z
z

Senses when the ignition switch is in the ON position


Turns on the regulator.
Allows field current to flow.

The L terminal is wired through the charging indicator lamp. The L terminal senses the ignition switch
is in the ON or the START position. The P terminal provides a timing pulse for engine startup to the
alarm module.
No periodic maintenance or adjustment is required on the generator. The CS-130 is serviceable by
complete replacement only. The CS-130 generator should not be disassembled for any reason.
CS-144 Operating Principles

The regulator voltage setting varies with temperature. The regulator voltage setting limits system
voltage by controlling rotor field current. The regulator voltage setting switches the rotor field current
on and off at a fixed frequency of about 400 cycles per second. Obtain the correct average field current
for proper system voltage control by varying ON-OFF time. At high engine speeds, ON time may be 10
percent and OFF time may be 90 percent. At low engine speeds, with high electrical loads, ON time
may be 90 percent and OFF time may be 10 percent.

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The regulator has P, L, I and S terminals. The P terminal connects internal to the stator. The S terminal
monitors batter voltage so the regulator can maintain an adequate voltage output. If the S terminal does
not connect externally, the regulator uses internal regulator voltage for control.
both the L and the I terminals serve in order to turn on the regulator and allow field current to flow
when the switch is closed. The I terminal may connect either directly to the switch or through a resistor.
The I circuit may be used with or without the L circuit (anything connected to the L terminal). The L
terminal must connect through an external resistor when used. The charging system indicator lamp is a
proper external resistor for this purpose. the regulator grounds the L terminal and activates the indicator
lamp when one of the following generator faults is detected:
z
z
z

Excessive voltage
Reduced voltage
Lack of rotation

CHARGING SYSTEM CIRCUIT DESCRIPTION


The generator provides voltage in order to perform the following actions:
z
z

Operate the vehicle's electrical system.


Charge the battery.

The generator operates as an alternator in order to generate alternating current (AC) electricity. The AC
electricity is then rectified to direct current (DC) electricity. A belt connected to the engine drives the
generator. The generator rotates as the engine runs. The regulator induces an excitation magnetic field
in the generator's rotor. The generator's rotation causes the excitation field to move through the stator
windings. The motion of the field through the stator conductors generates an alternating magnetic field
in the stator. The magnetic field is allowed to flow only in the one direction that would charge the
battery by the diodes in the bridge rectifier. The generator's internal solid state voltage regulator
regulates the pulse width of the excitation field in order to regulate the voltage generated at the BAT
terminal at 13.5 V - 14.5 V.
The excitation field exists in the generator only when the ignition switch is in the RUN position or the
START position. The generator does not contain permanent magnetism of sufficient strength in order
to produce a usable excitation magnetic field. The generator's turn on input is present from the BRN
(25) wire that connects the generator to the instrument cluster. Voltage is present to the instrument
cluster from the IGN SW circuit breaker in the I/P fuse block. The BAT indicator lamp is only
illuminated when sufficient current flow exists. Sufficient current flow must cause the lamp filament to
emit light. The slight current flow used by the generator in normal operation is allowed by the resistor.
The resistor bypasses the indicator lamp. An open filament in the lamp will not prevent generator
operations.
The generator controls the BAT indicator lamp in the instrument cluster. Internal logic at the generator
closes an internal contact in order to ground the indicator lamp circuit under the following conditions:
z
z

The generator does not rotate.


The sensed generator output voltage is too high or too low.

The indicator lamp circuit is only powered when the ignition switch is in the RUN position and the

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START position.
IGNITION SYSTEM DESCRIPTION
Ignition System Overview

The electronic ignition system controls fuel combustion by providing a spark to ignite the compressed
air/fuel mixture at the correct time. To provide optimum engine performance, fuel economy, and
control of exhaust emissions, the PCM controls the spark advance of the ignition system. The
Electronic ignition system has the following advantages over a mechanical distributor system:
z
z
z
z
z
z
z

No moving parts.
Less maintenance.
Remote mounting capability.
No mechanical load on the engine.
More coil cool down time between firing events.
Elimination of mechanical timing adjustments.
Increased available ignition coil saturation time.

The electronic ignition system does not use the conventional distributor and coil. The ignition system
consists of the following components/circuits:
z
z
z
z
z
z
z
z

Eight ignition coils/modules


Eight Ignition Control (IC) circuits
Camshaft Position (CMP) sensor
1X Camshaft reluctor wheel
Crankshaft Position (CKP) sensor
24X Crankshaft reluctor wheel
Related connecting wires
Powertrain Control Module (PCM)

Crankshaft Position Sensor And Reluctor Wheel

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Fig. 216: Crankshaft Position (CKP) Sensor


Crankshaft Position Sensor And Reluctor Wheel
Callout
Component Name
1
Crankshaft
2
Bolt
3
CKP Sensor

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Fig. 217: CKP Sensor Reluctor Ring


CKP Sensor Reluctor Ring
Callout
Component Name
1
Key
2
Crankshaft
3
Crankshaft Position Sensor Reluctor Ring
The crankshaft position (CKP) sensor is located under the front engine cover. The CKP sensor is a dual
magneto resistive type sensor. This sensor is not speed dependent. The dual micro switches monitor
both notches of the reluctor wheel for greater accuracy. The CKP sensor works in-conjunction with a
24X reluctor wheel. The reluctor wheel is mounted on the rear of the crankshaft. The 24X reluctor

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wheel uses two different width notches that are 15 degrees apart. This Pulse Width Encoded pattern
allows cylinder position identification within 90 degrees of crankshaft rotation. In some cases, cylinder
identification can be located in 45 degrees of crankshaft rotation. This reluctor wheel also has dual
track notches that are 180 degrees out of phase. The dual track design allows for quicker starts and
accuracy.
The PCM also receives a 4X signal from the crankshaft position sensor. The PCM utilizes the 4X signal
for the following:
z
z
z
z
z

Misfire
Tachometer output
Spark control
Fuel control
Certain diagnostics

The CKP signal must be available for the engine to start. The CMP signal is not needed to start and
operate the engine. The PCM can determine when a particular cylinder is on either a firing or exhaust
stroke by the 24X signal. The CMP sensor is to determine what stroke the engine is on. The system will
attempt synchronized and look for an increase in the MAF signal. An increase in the MAF signal
indicates the engine has started. If the PCM does not detect an increase in the MAF signal, a re-sync
will occur to the opposite cam position. A slightly longer cranking time may be a symptom of this
condition.
Camshaft Position Sensor

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Fig. 218: Camshaft Position Sensor (CMP)

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Camshaft Position Sensor


Callout
1
Bolt
2
Camshaft Position Sensor
3
Lower Intake Manifold

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Component Name

The Camshaft Position (CMP) sensor is mounted through the top of the engine block at the rear of the
valley cover. The CMP sensor works in-conjunction with a 1X reluctor wheel. The reluctor wheel is
located under the cap of the camshaft. The CMP sensor is used to determine whether a cylinder is on
the firing or the exhaust stroke. As the camshaft rotates, the reluctor wheel interrupts a magnetic field
produced by a magnet within the sensor. The CMP sensor internal circuitry detects this and produces a
signal which is used by the PCM. The PCM uses this signal in combination with the CKP 24X signal to
determine crankshaft position and stroke.
The CKP signal must be available for the engine to start. The CMP signal is not needed to start and
operate the engine. The PCM can determine when a particular cylinder is on either a firing or exhaust
stroke by the 24X signal. The CMP sensor is to determine what stroke the engine is on. The system will
attempt synchronized and look for an increase in the MAF signal. An increase in the MAF signal
indicates the engine has started. If the PCM does not detect an increase in the MAF signal, a re-sync
will occur to the opposite cam position. A slightly longer cranking time may be a symptom of this
condition.
Ignition Coils/Module

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Fig. 219: View Of Ignition Coils/Modules


The ignition system on this vehicle features a multiple coil ignition Bank 1 cylinder 1 (1), cylinder 3
(3), cylinder 5 (4), and cylinder 7 (5) and is known as coil near plug. The secondary ignition wires are
short compared with a distributor ignition system wire. Eight ignition coils/modules are individually
mounted above each cylinder on the rocker covers. The coils/modules are fired sequentially. There is
an Ignition Control (IC) circuit for each ignition coil/module. The eight ignition control circuits are
connected to the PCM. All timing decisions are made by the PCM, which triggers each coil/module
individually. The ignition coil/modules are supplied with the following circuits:
z

Ignition feed circuit

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z
z
z

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Ignition control circuit


Ground circuit
Reference low circuit

The ignition feed circuits are fused separately for each bank of the engine. The two fuses also supply
the injectors for that bank of the engine. Each coil/module is serviced separately.
This system puts out very high ignition energy for plug firing. Because the ignition wires are shorter,
less energy is lost to ignition wire resistance. Also, since the firing is sequential, each coil has seven
events to saturate as opposed to the three in a waste spark arrangement. Futhermore, no energy is lost to
the resistance of a waste spark system.
Circuits Affecting Ignition Control

To properly control ignition timing, the PCM relies on the following information:
z
z
z
z
z
z

Engine load (manifold pressure or vacuum)


Atmospheric (barometric) pressure
Engine temperature
Intake air temperature
Crankshaft position
Engine speed (RPM)

The Ignition Control (IC) system consists of the following components:


z
z
z
z

Ignition coil/modules
24X crankshaft position sensor
Powertrain Control Module (PCM)
All connecting wires

The Ignition Control utilizes the following to control spark timing functions:
z

24X signal - The 24X crankshaft position sensor sends a signal to the PCM. The PCM uses this
signal to determine crankshaft position. The PCM also utilizes this signal to trigger the fuel
injectors.
Ignition Control (IC) circuits - The PCM uses these circuits to trigger the ignition coil/modules.
The PCM uses the crankshaft reference signal to calculate the amount of spark advance needed.

Noteworthy Ignition Information

There are important considerations to point out when servicing the ignition system. The following
Noteworthy Information will list some of these, to help the technician in servicing the ignition system.
z

The ignition coils secondary voltage output capabilities are very high - more than 40,000 volts.
Avoid body contact with ignition high voltage secondary components when the engine is
running, or personal injury may result!
The 24X crankshaft position sensor is the most critical part of the ignition system. If the sensor is

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damaged so that pulses are not generated, the engine will not start!
Crankshaft position sensor clearance is very important! The sensor must not contact the rotating
interrupter ring at any time, or sensor damage will result. If the interrupter ring is bent, the
interrupter ring blades will destroy the sensor.
Ignition timing is not adjustable. There are no timing marks on the crankshaft balancer or timing
chain cover.
Be careful not to damage the secondary ignition wires or boots when servicing the ignition
system. Rotate each boot to dislodge it from the plug or coil tower before pulling it from either a
spark plug or the ignition coil. Never pierce a secondary ignition wire or boot for any testing
purposes! Future problems are guaranteed if pinpoints or test lights are pushed through the
insulation for testing.

Powertrain Control Module (PCM)

The PCM is responsible for maintaining proper spark and fuel injection timing for all driving
conditions. To provide optimum driveability and emissions, the PCM monitors input signals from the
following components in calculating Ignition Control (IC) spark timing:
z
z
z
z
z

Engine Coolant Temperature (ECT) sensor.


Intake Air Temperature (IAT) sensor.
Mass Air Flow (MAF) sensor.
Throttle Position (TP) sensor.
Vehicle Speed Sensor (VSS).

Results Of Incorrect Operation

The PCM uses information from the engine coolant temperature sensor in addition to RPM to calculate
spark advance values as follows:
z
z
z
z

High RPM = more advance


Cold engine = more advance
Low RPM = less advance
Hot engine = less advance

Therefore, detonation could be caused by high resistance in the engine coolant temperature sensor
circuit. Poor performance could be caused by low resistance in the engine coolant temperature sensor
circuit.
If the engine cranks but will not run or immediately stalls, Engine Cranks But Will Not Run diagnostic
table must be used to determine if the failure is in the ignition system or the fuel system. If DTC P0341,
P0342, P0343, P0335, P0336 is set, the appropriate diagnostic trouble code table must be used for
diagnosis.
ETHER INJECTION SYSTEM CIRCUIT DESCRIPTION
If the vehicle is equipped with a manual transmission and is not equipped with a starter thermal switch,
voltage is applied to the ether injector temperature switch when the ignition switch is in the START
position, and the clutch starter interlock switch is closed (Clutch pedal fully depressed). The ether

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injector engine coolant temperature switch closes when the ambient temperature is below -5C (23F).
Voltage is then applied to the ether injector control valve. Since the ether injector control valve is
permanently grounded at G101, the valve energizes, and ether is injected into the intake manifold.
If the vehicle is equipped with a starter thermal switch, engine cranking may be interrupted if the starter
motor becomes too hot from an extended cranking period.
If the vehicle is equipped with an AT automatic transmission and is not equipped with a starter thermal
switch, voltage is applied to the neutral position switch when the ignition switch is placed in START.
The neutral position switch closes when the transmission shifter is in the neutral position. With the
ignition switch in START and the neutral position switch in neutral, voltage is available to the ether
injector engine coolant temperature switch. The ether injector engine coolant temperature switch closes
when the ambient temperature is below -5C (23F). Voltage is then applied to the ether injector
control valve. Since the ether injector control valve is permanently grounded at G101, the valve
energizes, and ether is injected into the intake manifold.
If the vehicle is equipped with a starter thermal switch, engine cranking may be interrupted if the starter
motor becomes too hot from an extended cranking period.
If the vehicle is equipped with a MD automatic transmission and is not equipped with a starter thermal
switch, voltage is applied to the vehicle interface module when the ignition switch is in the START
position. When the vehicle interface module receives a neutral position signal from the transmission
control module, it will complete an internal circuit in the vehicle interface module, and produce a crank
signal to the ether injection engine coolant temperature switch. The ether injection engine coolant
temperature switch closes when the ambient temperature is below -5C (23F). Voltage is then applied
to the ether injector control valve. Since the ether injector control valve is permanently grounded at
G101, the valve energizes, and ether is injected into the intake manifold.
If the vehicle is equipped with a starter thermal switch, engine cranking may be interrupted if the starter
motor becomes too hot from an extended cranking period.

SPECIAL TOOLS AND EQUIPMENT


SPECIAL TOOLS
Special Tools
Illustration

Tool Number/ Description

J 21008-A
Self Powered Test Light

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Pgina 401 de 402

J 34142-B
Unpowered Test Light

J 35590
Current Clamp

J 35616-A
Connector Test Adapter Kit

J 38758
Parasitic Draw Test Switch

J 39200
Digital Multimeter

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ENGINE ELECTRICAL -1999 GMC C Series - C7

Pgina 402 de 402

J 39358
Spark Plug Socket

J 41450-B
Universal CS Generator Tester

J 42000
Digital Battery Tester

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