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There are several excellent threads in this forum dealing with repair of the 2001 - 2004 EBCM. I used them when I initially repaired my module about a year ago. But I wanted to start a new thread because my situation was a little different and I didn't want it to get lost in threads with 500 and 700 posts. As I said, I repaired my module using the guidance in these threads and everything worked fine for a period of time maybe a year or so, and then one day the "Service TCS and ABS" warning lights came back on.
So I removed the module again and tried re-soldering the relay connection points, put it on and it still displayed the service lights. Was about ready to mail it off to one of the online repair facilities thinking the relay might be bad (I bought one in anticipation but after seeing all of the silicone I kind of lost my nerve) - and then I found this post:
So I removed it again and looked closely at the solder joints shown in the above post and they appeared to be cracked - not as bad as the ones in the picture but I could still see cracks. I re-soldered those joints (and anything else that looked suspicious) and put the module back in. Now no warning lights..
So for now it is working again. I just wanted to bring this to your attention if you are seeing any of the symptoms of a bad module. Look closely at all of the solder joints.
Based on what I see with HVAC controls, door modules, etc.re-soldering skills seem to be almost as important as mechanical skills with these cars and their age. Anyway this is a great forum and I just wanted to share my experience - hope it helps someone.
I had a similar experience with EBCM several years ago. My original was fried and could not be fixed. Lesson learned don't try to jump start with a battery charger/jump starter.
Anyway I bought a used one off eBay. Installed it and everything way fine for a while. Then the Low Trac and ABS lights came back along with TCS NO COMM in DIC.
I unplugged the EBCM. Sprayed the connector and pins with contact cleaner. Coated connector with dielectric grease. Reconnected. No problems since. That's been a few years ago.
There are several excellent threads in this forum dealing with repair of the 2001 - 2004 EBCM. I used them when I initially repaired my module about a year ago. But I wanted to start a new thread because my situation was a little different and I didn't want it to get lost in threads with 500 and 700 posts. As I said, I repaired my module using the guidance in these threads and everything worked fine for a period of time maybe a year or so, and then one day the "Service TCS and ABS" warning lights came back on.
So I removed the module again and tried re-soldering the relay connection points, put it on and it still displayed the service lights. Was about ready to mail it off to one of the online repair facilities thinking the relay might be bad (I bought one in anticipation but after seeing all of the silicone I kind of lost my nerve) - and then I found this post:
So I removed it again and looked closely at the solder joints shown in the above post and they appeared to be cracked - not as bad as the ones in the picture but I could still see cracks. I re-soldered those joints (and anything else that looked suspicious) and put the module back in. Now no warning lights..
So for now it is working again. I just wanted to bring this to your attention if you are seeing any of the symptoms of a bad module. Look closely at all of the solder joints.
Based on what I see with HVAC controls, door modules, etc.re-soldering skills seem to be almost as important as mechanical skills with these cars and their age. Anyway this is a great forum and I just wanted to share my experience - hope it helps someone.
I sent mine off to get it repaired when I encountered the 'signature' Code C1214 just after I bought my C5 last year. I reinstalled the EBCM on my 2003 vert and my problems were solved. Fast forward one year, and the ABS and TCS lights come on with Code 1571 and 'No TCS Comms.' REsearch here on the forum pointed to bad grounds or other bad connections. Some people solved it by re-seating the connector pins in the EBCM connector, while others changed out the ignition switch and found that to be the culprit. I'm thinking your cracked solder joints could be in the same category.
Did you read the codes for your problem before re-soldering the internal connections? If so would you share them here?
I contacted the gentleman who fixed my EBCM, but he said the warranty only covered the C1214 code, and if I was getting different codes, it was unrelated to his repair.
Before I tear into a reprise of the EBCM removal-repair adventure, I'd like to get some sense of the odds that my problem is in those solder joints.
Thanks for posting about your experience!
p.s. anyone here got the answer to this question: Would a Tech 2 or Tech 2 Clone help to pinpoint the point of failure?
I'm thinking your cracked solder joints could be in the same category.
Did you read the codes for your problem before re-soldering the internal connections? If so would you share them here?
Here are the codes which were stored. If anyone sees anything I should be concerned about please let me know. Once I saw C1214 I didn't investigate further.
According to what I read in the post I referenced in my initial thread it was said that the cracked solder points referenced were power into the module, not communications. I would be interested to know more about people's experience with replacement of the relay. It seems like a lot of the threads referenced in the large repair threads concern re-soldering relay points. But does the relay itself fail often? Could that be your problem helphos? Does ABSFixer or the Ebay repair services replace the relay as a matter of course or just see if the solder joint repairs fix the problem and then send it back? I'd be interested in any of these answers if anyone knows first hand.
I can tell you it is a very discouraging experience to have to pull that module the second or third time. Life is too short...
Fast forward one year, and the ABS and TCS lights come on with Code 1571 and 'No TCS Comms.' REsearch here on the forum pointed to bad grounds or other bad connections. Some people solved it by re-seating the connector pins in the EBCM connector, while others changed out the ignition switch and found that to be the culprit. I'm thinking your cracked solder joints could be in the same category.
Did you read the codes for your problem before re-soldering the internal connections? If so would you share them here?
I contacted the gentleman who fixed my EBCM, but he said the warranty only covered the C1214 code, and if I was getting different codes, it was unrelated to his repair.
Before I tear into a reprise of the EBCM removal-repair adventure, I'd like to get some sense of the odds that my problem is in those solder joints.
Thanks for posting about your experience!
p.s. anyone here got the answer to this question: Would a Tech 2 or Tech 2 Clone help to pinpoint the point of failure?
I assume you mean code P1571? If to that relates to the requested torque signal from the EBCM as received by the PCM. If the signal is out of range or missing the PCM will set that code or C1277 or P0856.The EBCM and the PCM simultaneously control the traction control. The PCM reduces the amount of torque supplied to the drive wheels by retarding spark timing and selectively turning off fuel injectors. The EBCM actively applies the brakes to the front wheels in order to reduce torque.
The EBCM sends a requested torque message via a pulse width modulated (PWM) signal to the PCM. The duty cycle of the signal is used to determine how much engine torque the EBCM is requesting the PCM to deliver. Normal values are between 10 and 90 percent duty cycle. The signal should be at 90 percent when traction control is not active and at lower values during traction control activations. The PCM supplies a pull up voltage of 5 volts that the EBCM switches to ground to create the signal.
The PCM sends a delivered torque message via a pulse width modulated (PWM) signal to the EBCM. The duty cycle of the signal is used to determine how much engine torque the PCM is delivering. Normal values are between 10 and 90 percent duty cycle. The signal should be at low values (around 10 percent) at idle and higher values under driving conditions. The EBCM supplies a pull up voltage of 12 volts that the PCM switches to ground to create the signal.
When certain PCM DTCs are set, the PCM will not be able to perform the torque reduction portion of traction control. A serial data message is sent to the EBCM indicating that traction control is not allowed.
The following conditions can cause this concern:
• An open in the requested torque circuit
• An short to ground or voltage in the requested torque circuit
• A wiring problem, terminal corrosion, or poor connection in the requested torque circuit
• A communication frequency problem• A communication duty cycle problem
• The PCM is not receiving information from the EBCM
• Loose or corroded EBCM ground or PCM ground
A DTC P1571 may set along with several other PCM DTCs if the key is held in the CRANK position while the engine is running. The starter lockout function of the PCM is enabled several seconds after the engine is running and prevents the starter from engaging while the engine is running. This will cause a partial loss of power to some components and systems.
Bill
Last edited by Bill Dearborn; Apr 9, 2020 at 08:21 PM.
I assume you mean code P1571? If to that relates to the requested torque signal from the EBCM as received by the PCM. If the signal is out of range or missing the PCM will set that code or C1277 or P0856.The EBCM and the PCM simultaneously control the traction control. The PCM reduces the amount of torque supplied to the drive wheels by retarding spark timing and selectively turning off fuel injectors. The EBCM actively applies the brakes to the front wheels in order to reduce torque.
The EBCM sends a requested torque message via a pulse width modulated (PWM) signal to the PCM. The duty cycle of the signal is used to determine how much engine torque the EBCM is requesting the PCM to deliver. Normal values are between 10 and 90 percent duty cycle. The signal should be at 90 percent when traction control is not active and at lower values during traction control activations. The PCM supplies a pull up voltage of 5 volts that the EBCM switches to ground to create the signal.
The PCM sends a delivered torque message via a pulse width modulated (PWM) signal to the EBCM. The duty cycle of the signal is used to determine how much engine torque the PCM is delivering. Normal values are between 10 and 90 percent duty cycle. The signal should be at low values (around 10 percent) at idle and higher values under driving conditions. The EBCM supplies a pull up voltage of 12 volts that the PCM switches to ground to create the signal.
When certain PCM DTCs are set, the PCM will not be able to perform the torque reduction portion of traction control. A serial data message is sent to the EBCM indicating that traction control is not allowed.
The following conditions can cause this concern:
• An open in the requested torque circuit
• An short to ground or voltage in the requested torque circuit
• A wiring problem, terminal corrosion, or poor connection in the requested torque circuit
• A communication frequency problem• A communication duty cycle problem
• The PCM is not receiving information from the EBCM
• Loose or corroded EBCM ground or PCM ground
A DTC P1571 may set along with several other PCM DTCs if the key is held in the CRANK position while the engine is running. The starter lockout function of the PCM is enabled several seconds after the engine is running and prevents the starter from engaging while the engine is running. This will cause a partial loss of power to some components and systems.
Bill
They should hire you to write the FSM! Based on your post, I guess I should get that Tech-2.
Thanks.
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EBCM Repair Update
