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Post by AmunRoo on Jul 27, 2021 5:56:20 GMT -6
Can we swap the ebcm from another Aurora? Does anyone know if the ebcm is Vin specific? If so, can it be programmed to work on another vehicle? Is the ebcm different between a 3.5 and a 4.0?
The ebcm on my 2003 took a crap. I want to try to replace it with one from a second gen Aurora that I saw at the salvage yard. But I believe it's a 3.5 and I have the 4.0
I think the cheapest I saw the part was about $499 😵
I can't really seem to find too much information on this particular issue. Any and I'll help is greatly appreciated!
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Post by phewop118 on Jul 27, 2021 19:32:28 GMT -6
Before you write of the EBCM as junk, double check your wiring. I thought I had a failed one on the 02 4.0, but it turned out a ground had corroded and my mechanic fixed it for free during my state inspection. He said that it's a common issue.
If you do confirm the EBCM needs replaced, there are several variations depending on traction control and stability control. You will need to match part numbers.
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Post by AmunRoo on Jul 27, 2021 20:03:17 GMT -6
I pulled the connector and inspected the pins. Everything looked like it was in good shape. I saw no corrosion around any of the entry points on the connector and the pins all looked to be in good condition.
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Post by Greg K on Jul 27, 2021 22:38:25 GMT -6
I was given a 2001 Aurora 3.5 and the ABS, Traction and brake lights were on. The dash lit up like a Christmas tree whenever I started the car. I pulled my EBCM apart, resoldered some iffy connections, and it's been working fine since Jan 2020. Not saying this is your issue, but worth thinking about.
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Post by Greg K on Jul 27, 2021 22:41:44 GMT -6
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Paulaurora
Super Moderator 
Posts: 3,825
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Post by Paulaurora on Jul 28, 2021 10:55:16 GMT -6
yes 3.5 is not same as 4.0 but even 4.0 need programing since passlock security might not let car start unless its programed.
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Post by AmunRoo on Jul 31, 2021 11:40:07 GMT -6
yes 3.5 is not same as 4.0 but even 4.0 need programing since passlock security might not let car start unless its programed. the EBCM {Electronic Brake Control Module) is tied to the passlock system? |
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Paulaurora
Super Moderator
Posts: 3,825
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Post by Paulaurora on Jul 31, 2021 11:58:32 GMT -6
yes 3.5 is not same as 4.0 but even 4.0 need programing since passlock security might not let car start unless its programed. the EBCM {Electronic Brake Control Module) is tied to the passlock system? WOW i think i was Drunk lol face palm for me. I read ECM  lol .. Yes u can use any EBCM no programing . |
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Post by AmunRoo on Jul 31, 2021 12:00:55 GMT -6
Lmao thanks Paul!
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Post by AmunRoo on Aug 1, 2021 15:30:56 GMT -6
I wonder... Can I use one from a DeVille of the same model year? 🤔
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Paulaurora
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Post by Paulaurora on Aug 1, 2021 16:37:42 GMT -6
not sure  |
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Post by AuroraGirlFromMars on Aug 9, 2021 6:04:42 GMT -6
yes 3.5 is not same as 4.0 but even 4.0 need programing since passlock security might not let car start unless its programed. the EBCM {Electronic Brake Control Module) is tied to the passlock system? the Bosch 5.3 ABS system is not tied to the PassKEY system that the aurora has. Passlock is a different antitheft The bosch 5.3 abs system would be 2001-2003 only, 99 and older was... teves mk 4 I believe Few questions 1) does your car have traction control and stabilitrak or just ABS? the complexity of the features will define the EBTCM needed(or EBCM if no traction) , 2) also, the bosch 5.3 system controls the magnasteer functions as well. You have magnasteer too? 3) do you have a scan tool that can read EBCM/EBTCM codes? THey are relatively reliable, the issue I could see would be potential corrosion or sticking hydraulic solenoids inside the unit. 4) stabilitrak to work properly, as well as traction, may need to be configured to the right engine/transmission, because torque management(to limit slip) would be different from a v6 to a v8 and the transmissions are different beasts. 5) The EBTCM should also be programmed to the proper tire size, if it wasnt, its calibrations for every function could be off and possibly cause a dangerous scenario. 6) the BPMV (the hydraulic component) should be interchangeable, the electronics, which is the EBCM or EBTCM, has calibration lettering that define its function also this felt like deja vu and I realize it was, we already had this discussion in november YOu should match the RPO listings for traction, stability, tire size, and engine, and magnasteer, which fortunately for you most v8 auroras probably have magnasteer anyway, with the traction/stabilitrak my guess being pretty much commonplace but perhaps not 100% there are published diagnostics for the unit, btw |
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Post by AuroraGirlFromMars on Aug 9, 2021 6:07:19 GMT -6
This vehicle is equipped with the Delco/Bosch 5.3 antilock braking system.
The vehicle is equipped with the following braking systems:
Antilock Brake System (ABS)
Dynamic Rear Proportioning (DRP)
Traction Control System (TCS) (w/NW9)
Vehicle Stability Enhancement System (VSES) (w/JL4)
The following components are involved in the operation of the above systems:
Electronic Brake Control Module (EBCM) - The EBCM controls the system functions and detects failures.
The EBCM contains the following components:
System Relay - The system relay is energized when the ignition is ON and no ABS DTCs are present. It supplies battery positive voltage to the solenoid valves and pump motor.
Vent Tube - The vent tube, located in the EBCM connector, is an opening to the internal cavity of the EBCM. It allows ventilation of the EBCM internals.
Brake Pressure Modulator Valve (BPMV) - The BPMV contains the hydraulic valves and pump motor that are controlled electrically by the EBCM. The BPMV uses a 4 circuit configuration with a diagonal split. The BPMV directs fluid from the reservoir of the master cylinder to the left front and right rear wheels and fluid from the other reservoir to the right front and left rear wheels. The diagonal circuits are hydraulically isolated so that a leak or malfunction in one circuit will allow continued braking ability on the other.
NOTE
Important
There is a rubber isolator located under the BPMV and on the mounting studs. The rubber isolators protect the BPMV and the EBCM from vehicle vibrations.
The BPMV contains the following components:
Pump Motor
Inlet Valves (one per wheel)
Outlet Valves (one per wheel)
Master Cylinder Isolation Valves (w/NW9) (one per drive wheel)
Prime Valves (w/NW9) (one per drive wheel)
Wheel Speed Sensors (WSS) - As the wheel spins, the wheel speed sensor produces an AC signal. The EBCM uses this AC signal to calculate wheel speed. The wheel speed sensors are replaceable only as part of the wheel hub and bearing assemblies.
Traction Control Switch (w/NW9) - The TCS is manually disabled or enabled using the traction control switch.
Stop lamp Switch - The EBCM uses the stop lamp switch as an indication that the brake pedal is applied.
Lateral Accelerometer Sensor (w/JL4) - The EBCM uses the lateral accelerometer sensor as an indication of the lateral acceleration of the vehicle.
Yaw Rate Sensor (w/JL4) - The EBCM uses the yaw rate sensor as an indication of the yaw rate of the vehicle.
Steering Wheel Position Sensor (SWPS) (w/JL4) - The EBCM uses the SWPS as an indication of the position and rotation of the steering wheel.
The EBCM performs 1 initialization test each ignition cycle. The initialization of the EBCM occurs when 1 set of the following conditions occur:
Both of the following conditions occur:
The EBCM detects that there is a minimum of 500 RPM from the PCM via a serial data message.
The stop lamp switch is not applied.
OR
Both of the following conditions occur:
The vehicle speed is greater than 16 km/h (10 mph).
The stop lamp switch is applied.
The initialization sequence may also be commanded with a scan tool.
The initialization sequence cycles each solenoid valve and the pump motor, as well as the necessary relays, for approximately 1.5 seconds to check component operation. The EBCM sets a DTC if any error is detected. The initialization sequence may be heard and felt while it is taking place, and is considered part of normal system operation.
The EBCM defines a drive cycle as the completion of the initialization sequence.
When wheel slip is detected during a brake application, the ABS enters antilock mode. During antilock braking, hydraulic pressure in the individual wheel circuits is controlled to prevent any wheel from slipping. A separate hydraulic line and specific solenoid valves are provided for each wheel. The ABS can decrease, hold, or increase hydraulic pressure to each wheel brake. The ABS cannot, however, increase hydraulic pressure above the amount which is transmitted by the master cylinder during braking.
During antilock braking, a series of rapid pulsations is felt in the brake pedal. These pulsations are caused by the rapid changes in position of the individual solenoid valves as the EBCM responds to wheel speed sensor inputs and attempts to prevent wheel slip. These pedal pulsations are present only during antilock braking and stop when normal braking is resumed or when the vehicle comes to a stop. A ticking or popping noise may also be heard as the solenoid valves cycle rapidly. During antilock braking on dry pavement, intermittent chirping noises may be heard as the tires approach slipping. These noises and pedal pulsations are considered normal during antilock operation.
Vehicles equipped with ABS may be stopped by applying normal force to the brake pedal. Brake pedal operation during normal braking is no different than that of previous non-ABS systems. Maintaining a constant force on the brake pedal provides the shortest stopping distance while maintaining vehicle stability.
The EBCM closes the inlet valve and keeps the outlet valve closed in order to isolate the system when wheel slip occurs. This holds the pressure steady on the brake so that the hydraulic pressure does not increase or decrease.
The EBCM decreases the pressure to individual wheels during a deceleration when wheel slip occurs. The inlet valve is closed and the outlet valve is opened. The excess fluid is stored in the accumulator until the return pump can return the fluid to the master cylinder.
The EBCM increases the pressure to individual wheels during a deceleration in order to reduce the speed of the wheel. The inlet valve is opened and the outlet valve is closed. The increased pressure is delivered from the master cylinder.
The dynamic rear proportioning (DRP) is a control system that replaces the hydraulic proportioning function of the mechanical proportioning valve in the base brake system. The DRP control system is part of the operation software in the EBCM. The DRP uses active control with existing ABS in order to regulate the vehicle's rear brake pressure.
The red brake warning indicator is illuminated when the dynamic rear proportioning function is disabled.
When drive wheel slip is noted while the brake is not applied, the EBCM will enter traction control mode.
First, the EBCM requests the PCM to reduce the amount of torque to the drive wheels via the requested torque signal circuit. The PCM reduces torque to the drive wheels by retarding spark timing and turning off fuel injectors. The PCM reports the amount torque delivered to the drive wheels via the delivered torque signal circuit.
If the engine torque reduction does not eliminate drive wheel slip, the EBCM will actively apply the drive wheel brakes. During traction control braking, hydraulic pressure in each drive wheel circuit is controlled to prevent the drive wheels from slipping. The master cylinder isolation valve closes in order to isolate the master cylinder from the rest of the hydraulic system. The prime valve then opens in order to allow the pump to accumulate brake fluid in order to build hydraulic pressure for braking. The drive wheel inlet and outlet solenoid valves then open and close in order to perform the following functions:
Pressure hold
Pressure increase
Pressure decrease
The vehicle stability enhancement system (VSES) includes an additional level of vehicle control to the EBCM. The VSES is activated by the EBCM calculating the desired yaw rate and comparing it to the actual yaw rate input. The desired yaw rate is calculated from measured steering wheel position, vehicle speed, and lateral acceleration. The difference between the desired yaw rate and actual yaw rate is the yaw rate error, which is a measurement of oversteer or understeer. If the yaw rate error becomes too large, the EBCM will attempt to correct the vehicle's yaw motion by applying differential braking to the left or right front wheel.
The VSES activations generally occur during aggressive driving, in the turns or bumpy roads without much use of the accelerator pedal. When braking during VSES activation, the brake pedal will feel different than the ABS pedal pulsation. The brake pedal pulsates at a higher frequency during VSES activation.
BRAKE
The IPC illuminates the BRAKE indicator when any of the following occur:
The IPC detects that the park brake is engaged. If the vehicle travels 3–15.2 meters (10–50 feet) with the park brake engaged, the IPC sends a class 2 message to the radio in order to activate an audible warning.
The IPC detects a low brake fluid condition. The IPC sends a class 2 message to the radio in order to activate an audible warning.
The electronic brake control module (EBCM) detects a failure in the braking system. The IPC receives a class 2 message from the EBCM requesting illumination. The IPC sends a class 2 message to the radio in order to activate an audible warning.
The IPC performs the displays test at the start of each ignition cycle. The indicator illuminates for approximately 5 seconds.
The IPC detects a loss of class 2 communications with the EBCM and the discrete back-up ABS indicator signal circuit is high.
LOW BRAKE FLUID — 14
The DIC displays the LOW BRAKE FLUID — 14 message when the IPC detects a low brake fluid condition. The DIC receives a class 2 message from the IPC requesting illumination.
PARK BRAKE SET — 20
The DIC displays the PARK BRAKE SET — 20 message when the IPC detects that the park brake is engaged with the vehicle in Park or Neutral.
The IPC illuminates the ABS indicator when the following occurs:
The electronic brake control module (EBCM) detects a malfunction with the antilock brake system. The IPC receives a class 2 message from the EBCM requesting illumination.
The IPC performs the displays test at the start of each ignition cycle. The indicator illuminates for approximately 5 seconds.
The IPC detects a loss of class 2 communications with the EBCM and the discrete back-up ABS indicator signal circuit is high.
When the ABS indicator is commanded on, the IPC also illuminates the TRAC OFF indicator and illuminates the SERVICE STABILITY SYSTEM indicator in the DIC.
TRAC OFF
The IPC illuminates the TRAC OFF indicator when any of the following occur:
The electronic brake control module (EBCM) inhibits the traction control system due to a malfunction in the traction control system. The IPC receives a class 2 message from the EBCM requesting illumination. The IPC sends a class 2 message to the radio in order to activate an audible warning.
The IPM detects that the traction control switch is pressed. The IPC receives a class 2 message from the IPM requesting illumination.
The IPC receives a class 2 message from the EBCM requesting illumination of the ABS indicator.
The IPC detects a loss of class  2 communications with the EBCM, and the discrete back-up ABS signal circuit is high.
The IPC performs the displays test at the start of each ignition cycle. The indicator is illuminated for approximately 5 seconds.
TRAC ON
The IPC illuminates the TRAC ON indicator when any of the following occur:
The electronic brake control module (EBCM) detects a traction control event. The IPC receives a class 2 message from the EBCM requesting illumination.
The IPC performs the displays test at the start of each ignition cycle. The indicator is illuminated for approximately 5 seconds.
Reference numbers are used in conjunction with a DIC warning message on export vehicles only.
SERV STABILITY SYS — 26
The DIC displays the SERV STABILITY SYS — 26 message when any of the following occur:
The EBCM determines a fault in the stability system. The DIC receives a class 2 message from the EBCM requesting illumination. The IPC sends a class 2 message to the radio in order to activate an audible warning.
The DIC detects a loss of class 2 communications with the EBCM.
STABILITY ACTIVE — 42
The DIC displays the STABILITY ACTIVE — 42 message when the EBCM detects a stability system event. The DIC receives a class 2 message from the EBCM requesting illumination.
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lol .. Yes u can use any EBCM no programing .
