KELSEY

Used on millions of GM trucks through the ful to diagnose and service for the uninformed. Heres how to avoid the pitfalls. years, this antilock system can be a hand-

The Nuts &

T
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he Kelsey-Hayes 4WAL ABS system has been used on many GM light trucks through the years. So chances are pretty good youll tangle with one real soon. Like all ABS, the 4WAL system is designed to keep the vehicle under control during heavy braking. To meet this challenge, however, there may be some sacrifice in pedal feel and even increased stopping distances under certain conditions. Make sure your customers know this and understand what to expect from the system to prevent you from wasting hours trying to diagnose something that may be perfectly normal. The 4WAL system is nonintegral, meaning it uses a conventional booster rather than a separate pump to provide power assist. As a result, there is no external accumulator to worry about, and the pressures you are exposed to dur-

ing service and repair are the same as with conventional brakes. The Electronic Control Unit (ECU) of the 4WAL system is attached directly to the business part of the systemthe Brake Pressure Modulator Valve (BPMV). This assembly can be found under the hood on the right side on pickups, Blazers and Suburbans; beneath the brake booster bolted to the firewall on Astro/Safari vans; and under the vehicle about a third of the way back on the passenger side on G-series vans.

do as much as 80% of the work during heavy brake application. The 4WAL system is an active system, meaning its able to provide energy to reapply the brakes after pressure is released. The vented fluid is stored in accumulators within the BPMV and pushed back to the wheels by an electric pump. Be aware that the solenoids and pump motor can consume up to 45 amps during use, so dont forget to check out the battery and charging system as part of your diagnosis.

System Operation
The 4WAL system has three channels of controlright front, left front and rear axle. Although some applications have four wheel speed sensors, if one rear wheel locks, hydraulic pressure to both rear wheels will be reduced. This method of control is not as inefficient as it may seem, since the front wheels

Self-Tests
Two different self-tests are performed whenever the vehicle is started. The first happens as soon as the key is turned on. During this period, the red BRAKE and yellow ANTILOCK lights will come on for 2 seconds. The ECU then tests for continuity in the wheel speed sensor circuits and for proper voltage in the pump circuit. The AN-

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HAYES 4WAL
TILOCK light should turn off if no electrical faults are detected; the BRAKE lamp will stay on if either the parking brake is applied or theres a hydraulic problem in the brake circuits. Once the vehicle is moving and the brake pedal is released, the BPMV is tested hydraulically by the ECU. This testing includes the pump and the control valves. The wheel speed sensor inputs are also dynamically tested at this time. If no faults are found, the 4WAL system is operational for the rest of the trip or until a fault is detected.

Bolts of

BY LUDLOW BLACK

Components
Here are some of the key components that make up the Kelsey-Hayes 4WAL system: Wheel Speed Sensors. The front wheel speed sensors (WSS) are mounted to the dust shield that is bolted to the steering knuckle. Removal of the rotor is required for replacement.

Each WSS comes with several brackets, which must be properly installed to protect the harness from rubbing on a tire or suspension component. Note that the speed sensor signal wires are susceptible to magnetic interference and thus are shielded. Trying to repair the sensor harness will most likely result in faulty signals. The resistance specification for each WSS is 1000 to 3000 ohms, which can be measured at the ECU connector. For a more dynamic test, you can use a DVOM set to the AC scale. Just connect the meter at the sensor connector and rotate the wheel by hand. The output should exceed 400mV AC. A lab scope is the best way to test a wheel speed sensor because more complex signal problems can be seen that would otherwise be missed. For instance, if the reluctor wheel is damaged, it might not affect the sensors resistance or its voltage output,

but it could cause a skewed signal that will confuse the ECU. A lab scope will nail this every time. By the way, the reluctor wheels have been known to rust in high-salt areas and set WSS codes. Vehicle Speed Sensor. The signals for the rear wheels may come from two rear wheel speed sensors or a single Vehicle Speed Sensor (VSS). The VSS is mounted in the transmission tail shaft. The resistance of this sensor should be between 900 and 2000 ohms. Note that metal chips from the transmission can be attracted to the VSS magnet and affect signal quality. Digital Ratio Adapter Controller. If a VSS is used, its signal first goes through the Digital Ratio Adapter Controller (DRAC). The DRAC converts the AC sine wave from the VSS into a 50% duty cycle square wave. It then sends this signal to the ABS, speedometer, PCM and cruise control

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THE NUTS & BOLTS OF KELSEY-HAYES 4WAL

codes on the 4WAL system. To begin, first make sure the brake pedal is released. Next, turn the key on, insert the code key or jumper A to H and wait for the ANTILOCK light to flash. A code 12 (2WD vehicles) or 14 (4WD applications) will flash three times. If 12 or 14 flashes a fourth time, there are no codes stored in computer memory. If there are codes present, theyll flash out three times each. Note: If you have your foot on the brake pedal during code retrieval, the first code will be a 13 on 2WD vehicles, 14 on 4WD applications. The process for erasing codes on the 4WAL system is a rather unusual fivestep procedure: 1. Turn the key on. 2. Insert the jumper or code key into the ALDL and short terminals A to H for 2 seconds. 3. Remove the jumper or code key for 2 seconds. 4. Reconnect for 2 more seconds. 5. Disconnect the jumper or code key. If the ANTILOCK and BRAKE lights come on for a couple of seconds, then stay off, the codes have been erased. Using a Scan Tool. While General Motors recommends the Tech 1A for diagnosing this system, most aftermarket scan tools can support at least some of the diagnostic functions, and all of

Heres a close-up view of the front wheel speed sensor harness on a 4WAL system. When replacing the sensor, make sure the retaining bracket is properly installed to prevent the harness from contacting a tire or suspension component.

module, adjusting the ratio for each system. If the rear end ratio or tire diameter has been changed, the buffer should be replaced with one calibrated for these factors. If only tire size has been changed, a Tech 1A scanner can be used to reset the ratio. If a VSS code is in computer memory or sets intermittently, remember to ask the customer if the speedometer has been acting up. If it has, look to the VSS first, then suspect the DRAC or its wiring. Brake Pressure Modulator Valve and Electronic Control Unit. As noted earlier, the BPMV and the ECU are bolted together and serviced as a unit. There have been some cases of the BPMV leaking fluid into the ECUs circuit board on applications where the assembly is mounted with the ECU on the bottom. If there is a mysterious loss of brake fluid on these applications, dont automatically condemn the master cylinder. Warning Lights. As we pointed out earlier, there are two warning lights for the 4WAL system. If the yellow ANTILOCK light is illuminated, it indicates an electrical or other failure that has disabled the ABS. The red BRAKE light should be illuminated anytime the parking brake is applied.

In the event of a hydraulic failure that closes the pressure differential switch, both lights will illuminate and the ABS will be disabled.

Code Retrieval
Diagnostic trouble codes can be retrieved using either a code key or jumper, or a scan tool. Using a Code Key. A code key or jumper can be used to short ALDL terminals A and H to retrieve trouble

Some 4WAL systems use two rear speed sensors; others, such as this one, get their info from the vehicle speed sensor. The VSS signal is shared by the PCM, ABS computer, speedometer and cruise control module.

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Photos: Ludlow Black

them can read codes. The Tech 1A and Mastertech can also activate five diagnostic test modes on GM 4WAL systems: Mode F0. This mode provides a data list that includes wheel speed and solenoid states. Mode F1. This is a functional test mode that allows the technician to activate the 4WAL system as in an ABS stop without driving the vehicle. This is a good way to look for intermittent problems and is necessary to bleed the BPMV after replacement. Note: This functional test can be performed with a code key or jumper by inserting it between ALDL terminals A and H for 2 seconds, then removing it. The functional test will follow immediately. The key must be cycled to repeat the test. Mode F2. This mode displays and erases trouble codes. The procedure for erasing codes with a scan tool is a lot easier than the jumper method. Mode F3. This mode records a snapshot of the data list. This can be triggered manually or by trouble code. Snapshots can be very helpful when searching for intermittent problems. Mode F4. Miscellaneous tests are available in this mode. The PROM ID for the ECU can be displayed along with code history. There is also a function to recalibrate the DRAC for tire size. In 1993, GM equipped some Blaz-

Early OBD II-equipped vehicles use a VCM, which combines both the powertrain control module and the ABS computer into a single unit.

ers with an early OBD II system. The computer in these vehicles is called the Vehicle Control Module (VCM), since it contains both the engine computer and the ABS computer. On these applications, the 4WAL system must be accessed through the same 16-pin connector used for engine controls (called the Data Link Connector, or DLC for short). A scan tool will be required since flash codes are not available on these systems. Warning:

Never jump any terminals in the DLC on these OBD II vehicles or damage to the computer will result!

Diagnostic Tips
If a 4WAL system activates under normal braking, remove the ABS fuse and carefully road-test the vehicle. If a brake pull is felt, suspect a problem in the conventional braking system. If the brakes dont pull or there is no excessive wheel lockup with the fuse out,

This front WSS harness was damaged by something as simple as an oversized tire. Repair cost: over $200!

This cap screw serves as the internal bleed screw for the BPMV. There are two on the unitone for the front brakes, the other for the rear brakes. Both must be cracked open to effect a proper bleed.

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look for signal dropout in one of the wheel speed sensors. Note that if the output voltage is low for one sensor, the ECU might have trouble seeing it at low speeds. If one wheels signal goes askew with the brakes applied, it looks like a lockup to the ECU, which will reduce the pressure to that wheel. On dry pavement, this can cause a severe pull to the opposite side. The WSS harness shown on page 33 is off a 1994 Chevy van. When the brakes were applied, this vehicle pulled to the left so hard that the customer had it towed to a shop. There were no codes and the warning lights remained off. On examination, the tech noticed new tires that seemed larger than normal. One of the bigger tires had been rubbing against the WSS harness ever since it was first installed. The damage took two weeks to show up, and when it did, it took the form of brake pull. Never bottom out the master cylinder or push caliper pistons back in during routine brake service. This forces otherwise harmless rubber and oxidized metal particles through the tiny passages in the BPMV and can cause irreparable damage. Make sure you use torque sticks or a torque wrench when installing lug nuts, to prevent rotor warpage and subsequent pedal pulsation during braking. This problem often gets blamed on the ABS. If theres a pull under hard braking and the conventional braking system checks out okay, be aware that the front brakes split right and left at the BPMV. A pressure gauge can be used to elimicylinder to clean the reservoir, then bench bleed it to flush out any debris. If a new master cylinder is being installed, be sure to bleed it before installation. When vacuum or pedal bleeding, dont let the master cylinder reservoir run dry! Once air is bled from the master cylinder, the BPMV can be bled as follows: 1. Open the internal bleed screws a quarter- to a half-turn. These are the cap screws on either side of the BPMV. 2. Attach special tools (Kent-Moore No. J39177) to hold open the highpressure accumulator bleed valves. 3. Open the two bleeder screws at the BPMV and bleed the unit. 4. Bleed the wheels in the following order: right rear, left rear, right front, left front. 5. Retighten the internal bleed screws and remove the tools from the high-pressure accumulators. 6. Firmly depress the brake pedal and perform three to six functional tests using either a scan tool or the jumper method described earlier. This forces remaining air from the BPMV into the lines running to the wheels. 7. Finally, bleed all four wheels again in the following order: right rear, left rear, right front, left front, to remove any air that was expelled from the BPMV. Note: This procedure should be necessary only if the BPMV is being replaced. During routine service, the system can be bled normally at the wheels. If the BPMV is replaced and the procedure just described is not followed, air may be trapped in the hydraulic circuits that are normally not exposed to the regular braking system. Only after an ABS stop will this air be introduced. That means it may be days or even weeks after the fix that the customer returns with a spongy brake pedal complaint, not to mention one unhappy disposition. Now thats a sobering thought, isnt it?
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A special tool is needed to depress this bleeder pin on the high-pressure accumulator. Because the 4WAL system uses two accumulators, two tools are required during the bleeding procedure to get out all the air.

nate the brake hoses as a possible cause before turning to the BPMV. One lastditch effort you can try (short of replacement) is to open the bleeder screws one wheel at a time and depress the brake pedal while performing the functional test described earlier. Its possible that the debris causing the problem will be expelled from the BPMV.

Service
Bleeding the BPMV is rather complex on the Kelsey-Hayes 4WAL system. A pressure or vacuum bleeder is preferred over using the brake pedal for this procedure. If the pedal must be used, consider removing the master

Once the cap screws are open and the accumulator pins depressed, these are the bleed screws on the BPMV you need to get at to complete the bleeding process.

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