2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

SCHEMATIC AND ROUTING DIAGRAMS

ENGINE CONTROLS SCHEMATICS

Fig. 1: Module Power, Ground, Serial Data, and MIL (LAF)

Courtesy of GENERAL MOTORS CORP.
Fig. 2: 5V1 and Low Reference Bus (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 3: 5V2, 5V3, 5V4, and Low Reference Bus (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 4: Engine Data Sensors - Pressure, Temperature, and Throttle Controls (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 5: Engine Data Sensors - Oxygen Sensors (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 6: Ignition Controls - Ignition System (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 7: Ignition Controls - CKP, CMP, KS Sensors, and CMP Actuators (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Fuel Controls - Fuel Injectors, Fuel Rail Pressure Sensor, and High Pressure Fuel Pump (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 9: Fuel Controls - Fuel Pump Flow Control (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 10: Fuel Controls - EVAP and Fuel Economy Controls (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 11: Subsystem References (LAF)
Courtesy of GENERAL MOTORS CORP.
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

SCHEMATIC AND ROUTING DIAGRAMS

ENGINE CONTROLS SCHEMATICS

Fig. 1: Module Power, Ground Serial Data, and MIL (LF1)

Courtesy of GENERAL MOTORS CORP.
Fig. 2: 5V1 and Low Reference Bus (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 3: 5V2, 5V3, 5V4, and Low Reference Bus (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 4: Engine Data Sensors - Pressure, Temperature, and Throttle Controls (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 5: Engine Data Sensors - Oxygen Sensors (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 6: Ignition Controls - Bank 1 Ignition System (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 7: Ignition Controls - Bank 2 Ignition System (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Ignition Controls - CKP, CMP, KS Sensors and CMP Actuators (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 9: Fuel Controls - Fuel Injectors, Fuel Rail Pressure Sensor, and High Pressure Fuel Pump (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 10: Fuel Controls - Fuel Pump Control (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 11: Fuel Controls - EVAP Controls (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 12: Subsystem References (LF1)
Courtesy of GENERAL MOTORS CORP.
 2010 ENGINE PERFORMANCE

Emission Applications - General Motors - GMC Terrain

EMISSION APPLICATIONS
TERRAIN
Year, Engine & Fuel System (1) Emission Control Systems & Devices

2010
2.4L (146") 4-Cyl. SFI PCV, (2) EVAP, TWC, FR, (2) SPK, (3) HO2S, CEC, (2)
MIL EVAP-CPCSV, EVAP-CVCSV, EVAP-ORVR, EVAP-
RV/FTPS, EVAP-VC
3.0L (183") V6 SFI PCV, (2) EVAP, TWC, FR, (2) SPK, (4) HO2S, CEC, (2)
MIL EVAP-CPCSV, EVAP-CVCSV, EVAP-ORVR, EVAP-
RV/FTPS, EVAP-VC
(1) Major emission control systems and devices are listed in bold type; components and other related
devices are listed in light type.
(2) PCM-controlled.

(3) Equipped with 2.

(4) Equipped with 4.

ABBREVIATIONS
AIS

Air Injection System

CEC

Computerized Engine Controls

EGR

Exhaust Gas Recirculation

EVAP

Evaporative Emission Control

EVAP-CPCSV

EVAP Canister Purge Control Solenoid Valve

EVAP-CVCSV

EVAP Canister Vent Control Solenoid Valve

EVAP-FTPCSV

EVAP Fuel Tank Pressure Control Solenoid Valve

EVAP-FTPS

EVAP Fuel Tank Pressure Sensor

EVAP-FVTS

EVAP Fuel Vapor Tank Sensor

EVAP-ORVR

EVAP On-Board Refueling Vapor Recovery

EVAP-RV/FTPS

EVAP Rollover Valve/Fuel Tank Pressure

EVAP-VC

EVAP Vapor Canister

EVAP-VCF

EVAP Vapor Canister Filter

EVAP-VSOL

EVAP Ventilation Solenoid

FR

Fill Pipe Restrictor

HO2S

Heated Oxygen Sensor

MIL

Malfunction Indicator Light

PCV

Positive Crankcase Ventilation

SFI

Sequential Fuel Injection

SPK

Spark Controls

TWC

Three-Way Catalytic Converter

 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

DESCRIPTION AND OPERATION

ENGINE CONTROL MODULE DESCRIPTION

The engine control module (ECM) interacts with many emission related components and systems, and monitors
the emission related components and systems for deterioration. OBD II diagnostics monitor the system
performance and a diagnostic trouble code (DTC) sets if the system performance degrades.

The malfunction indicator lamp (MIL) operation and the DTC storage are dictated by the DTC type. A DTC is
ranked as a Type A or Type B if the DTC is emissions related. Type C is a non-emissions related DTC.

The ECM is in the engine compartment. The ECM is the control center of the engine controls system. The ECM
controls the following components:

 The fuel injection system

 The ignition system
 The emission control systems
 The on-board diagnostics
 The A/C and fan systems
 The throttle actuation control (TAC) system

The ECM constantly monitors the information from various sensors and other inputs, and controls the systems
that affect the vehicle performance and the emissions. The ECM also performs diagnostic tests on various parts
of the system. The ECM can recognize operational problems and alert the driver via the MIL. When the ECM
detects a malfunction, the ECM stores a DTC. The condition area is identified by the particular DTC that is set.
This aids the technician in making repairs.

ECM Function

The engine control module (ECM) can supply 5 V or 12 V to the various sensors or switches. This is done
through pull-up resistors to the regulated power supplies within the ECM. In some cases, even an ordinary shop
voltmeter will not give an accurate reading because the resistance is too low. Therefore, a DMM with at least 10
Mohms input impedance is required in order to ensure accurate voltage readings.

The ECM controls the output circuits by controlling the ground or the power feed circuit through the transistors
or a device called an output driver module.

EEPROM

The electronically erasable programmable read only memory (EEPROM) is a permanent memory that is
physically part of the engine control module (ECM). The EEPROM contains program and calibration
information that the ECM needs in order to control the powertrain operation.
Special equipment, as well as the correct program and calibration for the vehicle, are required in order to
reprogram the ECM.

Data Link Connector (DLC)

The data link connector (DLC) is a 16-pin connector that provides the technician a means of accessing serial
data for aid in the diagnosis. This connector allows the technician to use a scan tool in order to monitor the
various serial data parameters, and display the DTC information. The DLC is located inside of the drivers
compartment, underneath the dash.

Malfunction Indicator Lamp (MIL)

The malfunction indicator lamp (MIL) is inside of the instrument panel cluster (IPC). The MIL is controlled by
the engine control module (ECM) and illuminates when the ECM detects a condition that affects the vehicle
emissions.

ECM Service Precautions

The engine control module (ECM), by design, can withstand the normal current draws that are associated with
the vehicle operations. However, care must be used in order to avoid overloading any of these circuits. When
testing for opens or shorts, do not ground or apply voltage to any of the ECM circuits unless the diagnostic
procedure instructs you to do so. These circuits should only be tested with a DMM.

Emissions Diagnosis For State I/M Programs

This OBD II equipped vehicle is designed to diagnose any conditions that could lead to excessive levels of the
following emissions:

 Hydrocarbons (HC)
 Carbon monoxide (CO)
 Oxides of nitrogen (NOx)
 Evaporative emission (EVAP) system losses

Should this vehicles on-board diagnostic system (ECM) detect a condition that could result in excessive
emissions, the ECM turns ON the malfunction indicator lamp (MIL) and stores a DTC that is associated with
the condition.

Aftermarket (Add-On) Electrical And Vacuum Equipment

CAUTION: Do not attach add-on vacuum operated equipment to this vehicle. The use
of add-on vacuum equipment may result in damage to vehicle components
or systems.

CAUTION: Connect any add-on electrically operated equipment to the vehicle's

electrical system at the battery (power and ground) in order to prevent
damage to the vehicle.
Aftermarket, add-on, electrical and vacuum equipment is defined as any equipment installed on a vehicle after
leaving the factory that connects to the vehicles electrical or vacuum systems. No allowances have been made in
the vehicle design for this type of equipment.

Add-on electrical equipment, even when installed to these strict guidelines, may still cause the powertrain
system to malfunction. This may also include equipment not connected to the vehicle electrical system, such as
portable telephones and radios. Therefore, the first step in diagnosing any powertrain condition is to eliminate
all of the aftermarket electrical equipment from the vehicle. After this is done, if the problem still exists, the
problem may be diagnosed in the normal manner.

Electrostatic Discharge (ESD) Damage

NOTE: In order to prevent possible electrostatic discharge damage to the engine

control module (ECM), DO NOT touch the connector pins on the ECM.

The electronic components that are used in the control systems are often designed to carry very low voltage.
The electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 V of
static electricity can cause damage to some electronic components.

There are several ways for a person to become statically charged. The most common methods of charging are
by friction and by induction. An example of charging by friction is a person sliding across a car seat.

Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and
momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged
with the opposite polarity. Static charges can cause damage, therefore, it is important to use care when handling
and testing electronic components.

Emissions Control Information Label

The underhood Vehicle Emissions Control Information Label contains important emission specifications and
setting procedures. In the upper right corner is the exhaust emission information. This identifies the year, the
manufacturing division of the engine, the displacement of the engine in liters, the class of the vehicle, and type
of fuel metering system. There is also an illustrated emission components and vacuum hose schematic.

This label is located in the engine compartment of every General Motors vehicle. If the label has been removed,
it can be ordered from GM service parts operations (GMSPO).

Underhood Inspection

NOTE: This inspection is very important and must be done carefully and thoroughly.

Perform a careful underhood inspection when performing any diagnostic procedure or diagnosing the cause of
an emission test failure. This can often lead to repairing a condition without further steps. Use the following
guidelines when performing an inspection:

 Inspect all of the vacuum hoses for correct routing, pinches, cuts, or disconnects.
 Inspect any hoses that are difficult to see.
  Inspect all of the wires in the engine compartment for the following conditions:
 Burned or chafed spots

 Pinched wires

 Contact with sharp edges

 Contact with hot exhaust manifolds

THROTTLE ACTUATOR CONTROL (TAC) SYSTEM DESCRIPTION

Fig. 1: Throttle Actuator Control (TAC) System

Courtesy of GENERAL MOTORS CORP.

The engine control module (ECM) is the control center for the throttle actuator control (TAC) system. The
ECM determines the driver's intent based on input from the accelerator pedal position sensors, then calculates
the appropriate throttle response based on the throttle position sensors. The ECM achieves throttle positioning
by providing a pulse width modulated voltage to the throttle actuator motor. The throttle blade is spring loaded
in both directions, and the default position is slightly open.

Modes Of Operation

Normal Mode

During the operation of the TAC system, several modes, or functions, are considered normal. The following
modes may be entered during normal operations:

 Minimum pedal value-At key-up, the ECM updates the learned minimum pedal value.
 Minimum throttle position values-At key-up, the ECM updates the learned minimum throttle position
value. In order to learn the minimum throttle position value, the throttle blade is moved to the Closed
 position.
 Ice break mode-If the throttle blade is not able to reach a predetermined minimum throttle position, the
ice break mode is entered. During the ice break mode, the ECM commands the maximum pulse width
several times to the throttle actuator motor in the closing direction.
 Minimum pedal value-At key-up, the ECM updates the learned minimum pedal value.
 Battery saver mode-After a predetermined time without engine RPM, the ECM commands the Battery
Saver mode. During the Battery Saver mode, the TAC module removes the voltage from the motor
control circuits, which removes the current draw used to maintain the idle position and allows the throttle
to return to the spring loaded default position.

Reduced Engine Power Mode

When the ECM detects a condition with the TAC system, the ECM may enter a reduced engine power mode.
Reduced engine power may cause one or more of the following conditions:

 Acceleration limiting-The ECM will continue to use the accelerator pedal for throttle control, however,
the vehicle acceleration is limited.
 Limited throttle mode-The ECM will continue to use the accelerator pedal for throttle control, however,
the maximum throttle opening is limited.
 Throttle default mode-The ECM will turn OFF the throttle actuator motor, and the throttle will return to
the spring loaded default position.
 Forced idle mode-The ECM will perform the following actions:
 Limit engine speed to idle positioning the throttle position, or by controlling the fuel and spark if
the throttle is turned OFF.
 Ignore the accelerator pedal input.

 Engine shutdown mode-The ECM will disable fuel and de-energize the throttle actuator.

CAMSHAFT ACTUATOR SYSTEM DESCRIPTION

Fig. 2: Camshaft Actuator System Description

Courtesy of GENERAL MOTORS CORP.
Camshaft Position Actuator System

The camshaft position actuator system is an electro-hydraulic operated device used for a variety of engine
performance and operational enhancements. These enhancements include lower emission output through
exhaust gas dilution of the intake charge in the combustion chamber, a broader engine torque range, and
improved fuel economy. The camshaft position actuator system accomplishes this by changing the angle or
timing of the camshaft relative to the crankshaft position. The camshaft position actuator simply allows earlier
or later intake and exhaust valve opening during the four stroke engine cycle. The camshaft position actuator
cannot vary the duration of valve opening, or the valve lift.

During engine OFF, engine idling conditions, and engine shutdown, the camshaft actuator is held in the Park
position. Internal to the camshaft position actuator assembly is a return spring and a locking pin. During non-
phasing modes of the camshaft, the return spring rotates the camshaft back to the Park position, and the locking
pin retains the camshaft position actuator sprocket to the camshaft.

Camshaft Position Actuator System Operation

The camshaft position actuator system is controlled by the engine control module (ECM). The ECM sends a
signal to a camshaft position actuator solenoid in order to control the amount of engine oil flow to a Cam
Actuator passage. The pressurized engine oil is sent to unseat the locking pin, and to the vane and rotor
assembly of the camshaft position actuator. There are 2 different passages for oil to flow through, a passage for
cam advance and a passage for cam retard. The Cam Actuator is attached to a camshaft and is hydraulically
operated in order to change the angle of the camshaft relative to crankshaft position. Engine oil pressure,
viscosity, temperature and engine oil level can have an adverse affect on Cam Actuator performance.

FUEL SYSTEM DESCRIPTION

Fuel System Overview

The fuel system is an electronic returnless on-demand design. The returnless fuel system reduces the internal
temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal
temperature of the fuel tank results in lower evaporative emissions.

An electric turbine style fuel pump attaches to the fuel tank fuel pump module inside the fuel tank. The fuel
pump supplies fuel through the fuel feed pipe to the high pressure fuel pump. The high pressure fuel pump
supplies fuel to a variable-pressure fuel rail. Fuel enters the combustion chamber through precision multi-hole
fuel injectors. The high pressure fuel pump, fuel rail pressure, fuel injection timing, and injection duration are
controlled by the engine control module (ECM).

Electronic Returnless Fuel System

The electronic returnless fuel system is a microprocessor controlled fuel delivery system which transports fuel
from the tank to the fuel rail. It functions as an electronic replacement for a traditional, mechanical fuel pressure
regulator. The pressure relief regulator valve within the fuel tank provides an added measure of over-pressure
protection. Desired fuel pressure is commanded by the engine control module (ECM), and transmitted to the
fuel pump flow control module via a GMLAN serial data message. A fuel pressure sensor located on the fuel
feed pipe provides the feedback the fuel pump flow control module requires for Closed Loop fuel pressure
control.
Fuel Pump Flow Control Module

The fuel pump flow control module is a serviceable GMLAN module. The fuel pump flow control module
receives the desired fuel pressure message from the engine control module (ECM) and controls the fuel pump
located within the fuel tank to achieve the desired fuel pressure. The fuel pump flow control module sends a 25
kHz PWM signal to the fuel pump, and pump speed is changed by varying the duty cycle of this signal.
Maximum current supplied to the fuel pump is 15 amps. A fuel pressure sensor located on the fuel feed pipe
provides fuel pressure feedback to the fuel pump flow control module.

Fuel Pressure Sensor

The fuel pressure sensor is a serviceable 5 V, 3-pin device. It is located on the fuel feed pipe forward of the fuel
tank, and receives power and ground from the fuel pump flow control module through a vehicle wiring harness.
The sensor provides a fuel pressure signal to the fuel pump flow control module, which is used to provide
Closed Loop fuel pressure control.

Fuel Tank

The fuel tank stores the fuel supply. The fuel tank is located in the rear of the vehicle. The fuel tank is held in
place by 2 metal straps that attach to the underbody of the vehicle. The fuel tank is molded from high-density
polyethylene.

Fuel Fill Pipe

The fuel fill pipe has a built-in restrictor in order to prevent refueling with leaded fuel.

Fuel Filler Cap

The fuel fill pipe has a tethered fuel filler cap. A torque-limiting device prevents the cap from being over-
tightened. To install the cap, turn the cap clockwise until you hear audible clicks. This indicates that the cap is
correctly torqued and fully seated.

Fuel Tank Fuel Pump Module

The electric turbine style fuel pump attaches to the fuel tank fuel pump module inside the fuel tank and supplies
fuel through the fuel feed pipe to the high pressure fuel pump. The fuel tank fuel pump module contains a
reverse flow check valve. The check valve maintains fuel pressure in the fuel feed pipe in order to prevent long
cranking times.

The fuel tank fuel pump module consists of the following major components:

 The fuel level sensor

 The fuel pump and reservoir assembly
 The fuel filter
 The pressure relief regulator valve

Fuel Level Sensor

The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float
arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in
correspondence with the position of the float arm.

Fuel Pump

The fuel pump is mounted in the fuel tank fuel pump module reservoir. The fuel pump is an electric turbine
style pump which pumps fuel to the high pressure fuel pump at a pressure that is based on feedback from the
fuel pressure sensor. The fuel pump delivers a constant flow of fuel even during low fuel conditions and
aggressive vehicle maneuvers. The fuel pump flex pipe acts to dampen the fuel pulses and noise generated by
the fuel pump.

Pressure Relief Regulator Valve

The pressure relief regulator valve replaces the typical fuel pressure regulator used on a mechanical returnless
fuel system. The pressure relief regulator valve is closed during normal vehicle operation. The pressure relief
regulator valve is used to vent pressure during hot soaks and also functions as a fuel pressure regulator in the
event of the fuel pump flow control module defaulting to 100 percent pulse width modulation (PWM) of the
fuel pump. Due to variation in the fuel system pressures, the opening pressure for the pressure relief regulator
valve is set higher than the pressure that is used on a mechanical returnless fuel system pressure regulator.

Nylon Fuel Pipes

WARNING: In order to reduce the risk of fire and personal injury observe the
following items:

 Replace all nylon fuel pipes that are nicked, scratched or damaged
during installation, do not attempt to repair the sections of the nylon
fuel pipes
 Do not hammer directly on the fuel harness body clips when
installing new fuel pipes. Damage to the nylon pipes may result in a
fuel leak.
 Always cover nylon vapor pipes with a wet towel before using a
torch near them. Also, never expose the vehicle to temperatures
higher than 115°C (239°F) for more than one hour, or more than 90°C
(194°F) for any extended period.
 Apply a few drops of clean engine oil to the male pipe ends before
connecting fuel pipe fittings. This will ensure proper reconnection
and prevent a possible fuel leak. (During normal operation, the O-
rings located in the female connector will swell and may prevent
proper reconnection if not lubricated.)

Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel additives, and
changes in temperature.

Heat resistant rubber hose or corrugated plastic conduit protect the sections of the pipes that are exposed to
chafing, high temperature, or vibration.
Nylon fuel pipes are somewhat flexible and can be formed around gradual turns under the vehicle. However, if
nylon fuel pipes are forced into sharp bends, the pipes may kink and restrict the fuel flow. Also, once exposed
to fuel, nylon pipes may become stiffer and are more likely to kink if bent too far. Take special care when
working on a vehicle with nylon fuel pipes.

Quick-Connect Fittings

Quick-connect fittings provide a simplified means of installing and connecting fuel system components. The
fittings consist of a unique female connector and a compatible male pipe end. O-rings, located inside the female
connector, provide the fuel seal. Integral locking tabs inside the female connector hold the fittings together.

High Pressure Fuel Pump

Fig. 3: High Pressure Fuel Pump & Bolts

Courtesy of GENERAL MOTORS CORP.

The high pressure fuel pump is a mechanical one-cylinder design driven by an additional three lobe cam on the
camshaft. High pressure fuel is regulated by the high pressure fuel pump actuator, which is a part of the high
pressure fuel pump. The high pressure fuel pump actuator is a magnetic actuator which controls the inlet valve
of the high pressure fuel pump. The ECM provides battery voltage on the actuator high control circuit and
ground on the actuator low control circuit. Both circuits are controlled through output drivers within the ECM.
When deactivated, both drivers are disabled and the inlet valve is held open with spring pressure. When
activated, the high control circuit driver energizes the high pressure fuel pump actuator, and the low control
circuit driver pulse-width modulates the low control circuit to ground. The ECM uses the camshaft and the
crankshaft position sensor inputs to synchronize the actuator with the position of each of the three camshaft
lobes. The ECM regulates fuel pressure by adjusting the portion of each pump stroke that provides fuel to the
fuel rail. The high pressure fuel pump also contains an integrated pressure relief valve.

Fuel Rail Assembly

The fuel rail assembly attaches to the cylinder head and distributes the high pressure fuel to the fuel injectors.
The fuel rail assembly consists of the following components:

 The direct fuel injectors

 The fuel rail pressure sensor

Fuel Injectors

The fuel injection system is a high pressure, direct injection, returnless on-demand design. The fuel injectors are
mounted in the cylinder head beneath the intake ports and spray fuel directly into the combustion chamber.
Direct injection requires high fuel pressure due to the fuel injector's location in the combustion chamber. Fuel
pressure must be higher than compression pressure requiring a high pressure fuel pump. The fuel injectors also
require more electrical power due to the high fuel pressure. The ECM supplies a high voltage supply circuit and
a high voltage control circuit for each fuel injector. The injector high voltage supply circuit and the high voltage
control circuit are both controlled by the ECM. The ECM energizes each fuel injector by grounding the control
circuit. The ECM controls each fuel injector with 65 V. This is controlled by a boost capacitor in the ECM.
During the 65 V boost phase, the capacitor is discharged through an injector, allowing for initial injector
opening. The injector is then held open with 12 V.

The fuel injector assembly is an inside opening electrical magnetic injector. The injector has six precision
machined holes that generate a cone shaped oval spray pattern. The fuel injector has a slim extended tip in order
to allow a sufficient cooling jacket in the cylinder head.

Fuel Injection Fuel Rail Fuel Pressure Sensor

The fuel rail pressure sensor detects fuel pressure within the fuel rail. The engine control module (ECM)
provides a 5 V reference voltage on the 5 V reference circuit and ground on the reference ground circuit. The
ECM receives a varying signal voltage on the signal circuit. The ECM monitors the voltage on the fuel rail
pressure sensor circuits. When the fuel pressure is high, the signal voltage is high. When the fuel pressure is
low, the signal voltage is low.

Fuel Pulse Dampener

The fuel pulse dampener is a part of the low pressure fuel feed pipe assembly. The fuel pulse dampener is
diaphragm-operated, with fuel pump pressure on one side and with spring pressure on the other side. The
function of the dampener is to dampen the fuel pump pressure pulsations.

Fuel Metering Modes of Operation

The ECM monitors voltages from several sensors in order to determine how much fuel to give the engine. The
ECM controls the amount of fuel delivered to the engine by changing the fuel injector pulse width. The fuel is
delivered under one of several modes.

Starting Mode

The ECM supplies voltage to the fuel pump control module when the ECM detects that the ignition is ON. The
voltage from the ECM to the fuel pump control module remains active for 2 s, unless the engine is in Crank or
Run. While this voltage is being received, the fuel pump control module closes the ground switch of the fuel
tank fuel pump module and also supplies a varying voltage to the fuel tank fuel pump module in order to
maintain the desired fuel line pressure. The ECM calculates the air/fuel ratio based on inputs from the engine
coolant temperature (ECT), manifold absolute pressure (MAP), mass air flow (MAF), and throttle position
sensors. The system stays in starting mode until the engine speed reaches a predetermined RPM.

Clear Flood Mode

If the engine floods, the engine can be cleared by pressing the accelerator pedal down to the floor and then
cranking the engine. When the throttle position sensor is at wide open throttle (WOT), the ECM reduces the fuel
injector pulse width in order to increase the air to fuel ratio. The ECM holds this injector rate as long as the
throttle stays wide open and the engine speed is below a predetermined RPM. If the throttle is not held wide
open, the ECM returns to the starting mode.

Run Mode

The run mode has 2 conditions called Open Loop and Closed Loop. When the engine is first started and the
engine speed is above a predetermined RPM, the system begins Open Loop operation. The ECM ignores the
signal from the heated oxygen sensor (HO2S). The ECM calculates the air/fuel ratio based on inputs from the
engine coolant temperature (ECT), manifold absolute pressure (MAP), mass air flow (MAF), and throttle
position sensors. The system stays in Open Loop until meeting the following conditions:

 The HO2S has varying voltage output, showing that the HO2S is hot enough to operate properly.
 The ECT sensor is above a specified temperature.
 A specific amount of time has elapsed after starting the engine.

Specific values for the above conditions exist for each different engine, and are stored in the electrically
erasable programmable read-only memory (EEPROM). The system begins Closed Loop operation after
reaching these values. In Closed Loop, the ECM calculates the air/fuel ratio, injector ON time, based upon the
signal from various sensors, but mainly from the HO2S. This allows the air/fuel ratio to stay very close to
14.7:1.

Acceleration Mode
When the driver pushes on the accelerator pedal, air flow into the cylinders increases rapidly. To prevent
possible hesitation, the ECM increases the pulse width to the injectors to provide extra fuel during acceleration.
This is also known as power enrichment. The ECM determines the amount of fuel required based upon throttle
position, engine coolant temperature (ECT), manifold absolute pressure (MAP), mass air flow (MAF), and
engine speed.

Deceleration Mode

When the driver releases the accelerator pedal, air flow into the engine is reduced. The ECM monitors the
corresponding changes in throttle position, mass air flow (MAF), and manifold absolute pressure (MAP). The
ECM shuts OFF fuel completely if the deceleration is very rapid, or for long periods, such as long, closed-
throttle coast-down. The fuel shuts OFF in order to prevent damage to the catalytic converters.

Battery Voltage Correction Mode

When the battery voltage is low, the ECM compensates for the weak spark delivered by the ignition system in
the following ways:

 Increasing the amount of fuel delivered

 Increasing the idle RPM
 Increasing the ignition dwell time

Fuel Cutoff Mode

The ECM cuts OFF fuel from the fuel injectors when the following conditions are met in order to protect the
powertrain from damage and improve driveability:

 The ignition is OFF. This prevents engine run-on.

 The ignition is ON but there is no ignition reference signal. This prevents flooding or backfiring.
 The engine speed is too high, above red line.
 The vehicle speed is too high, above rated tire speed.
 During an extended, high speed, closed throttle coast down-This reduces emissions and increases engine
braking.
 During extended deceleration, in order to prevent damage to the catalytic converters

Fuel Trim

The ECM controls the air/fuel metering system in order to provide the best possible combination of driveability,
fuel economy, and emission control. The ECM monitors the heated oxygen sensor (HO2S) signal voltage while
in Closed Loop and regulates the fuel delivery by adjusting the pulse width of the injectors based on this signal.
The ideal fuel trim values are around 0 percent for both short and long term fuel trim. A positive fuel trim value
indicates the ECM is adding fuel in order to compensate for a lean condition by increasing the pulse width. A
negative fuel trim value indicates that the ECM is reducing the amount of fuel in order to compensate for a rich
condition by decreasing the pulse width. A change made to the fuel delivery changes the long and short term
fuel trim values. The short term fuel trim values change rapidly in response to the HO2S signal voltage. These
changes fine tune the engine fueling. The long term fuel trim makes coarse adjustments to fueling in order to re-
center and restore control to short term fuel trim. A scan tool can be used to monitor the short and long term
fuel trim values. The long term fuel trim diagnostic is based on an average of several of the long term speed
load learn cells. The ECM selects the cells based on the engine speed and engine load. If the ECM detects an
excessively lean or rich condition, the ECM will set a fuel trim diagnostic trouble code (DTC).

EVAPORATIVE EMISSION CONTROL SYSTEM DESCRIPTION

Typical Evaporative Emission (EVAP) System Hose Routing Diagram

Fig. 4: Typical Evaporative Emission System Hose Routing Diagram

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

1 Evaporative Emissions (EVAP) Purge Solenoid Valve
2 EVAP Canister
3 EVAP Vapor Tube
4 Vapor Recirculation Tube
5 Fuel Tank Pressure Sensor
6 Fuel Filler Cap
7 Fuel Fill Pipe Inlet Check Valve
8 Fuel Tank
 9 EVAP Canister Vent Solenoid Valve
10 Vent hose
11 EVAP Purge Tube
12 Purge Tube Check Valve, Turbo-Charged Applications
13 EVAP Canister Purge Tube Connector

EVAP System Operation

The evaporative emission (EVAP) control system limits fuel vapors from escaping into the atmosphere. Fuel
tank vapors are allowed to move from the fuel tank, due to pressure in the tank, through the EVAP vapor tube,
into the EVAP canister. Carbon in the canister absorbs and stores the fuel vapors. Excess pressure is vented
through the vent hose and EVAP canister vent solenoid valve to the atmosphere. The EVAP canister stores the
fuel vapors until the engine is able to use them. At an appropriate time, the engine control module (ECM) will
command the EVAP purge solenoid valve ON, allowing engine vacuum to be applied to the EVAP canister.
With the normally open EVAP canister vent solenoid valve OFF, fresh air is drawn through the vent solenoid
valve and the vent hose to the EVAP canister. Fresh air is drawn through the canister, pulling fuel vapors from
the carbon. The air/fuel vapor mixture continues through the EVAP purge tube and EVAP purge solenoid valve
into the intake manifold to be consumed during normal combustion. The control module uses several tests to
determine if the EVAP system is leaking or restricted.

Purge Solenoid Valve Leak Test

If the evaporative emission (EVAP) purge solenoid valve does not seal properly fuel vapors could enter the
engine at an undesired time, causing driveability concerns. The ECM tests for this by commanding the EVAP
purge solenoid valve OFF and the canister vent solenoid valve ON which seals the system. With the engine
running, the ECM then monitors the fuel tank pressure sensor for an increase in vacuum. The ECM will log a
fault if a vacuum develops in the tank under these test conditions.

Large Leak Test

This diagnostic creates a vacuum condition in the EVAP system. When the enabling criteria has been met, the
control module commands the normally open EVAP canister vent solenoid valve closed and the EVAP purge
solenoid valve open, creating a vacuum in the EVAP system. The ECM then monitors the fuel tank pressure
sensor voltage to verify that the system is able to reach a predetermined level of vacuum within a set amount of
time. Failure to achieve the expected level of vacuum indicates the presence of a large leak in the EVAP system
or a restriction in the purge path. The ECM will log a fault if it detects a weaker than expected vacuum level
under these test conditions.

Canister Vent Restriction Test

If the evaporative emission (EVAP) vent system is restricted, fuel vapors will not be properly purged from the
EVAP canister. The control module tests this by commanding the EVAP purge solenoid valve ON while
commanding the EVAP canister vent solenoid valve OFF, and then monitoring the fuel tank pressure sensor for
an increase in vacuum. If the vacuum increases more than the expected amount, in a set amount of time, a fault
will be logged by the ECM.

Small Leak Test

The engine off natural vacuum diagnostic is the small-leak detection diagnostic for the evaporative emission
(EVAP) system. The engine off natural vacuum diagnostic monitors the EVAP system pressure with the
ignition OFF. Because of this, it may be normal for the control module to remain active for up to 40 minutes
after the ignition is turned OFF. This is important to remember when performing a parasitic draw test on
vehicles equipped with engine off natural vacuum.

When the vehicle is driven, the temperature rises in the tank due to heat transfer from the exhaust system. After
the vehicle is parked, the temperature in the tank continues to rise for a period of time, then starts to drop. The
engine off natural vacuum diagnostic relies on this temperature change, and the corresponding pressure change
in a sealed system, to determine if an EVAP system leak is present.

The engine off natural vacuum diagnostic is designed to detect leaks as small as 0.51 mm (0.020 in).

EVAP System Components

The evaporative emission (EVAP) system consists of the following components:

EVAP Canister Purge Solenoid Valve

The EVAP canister purge solenoid valve controls the flow of vapors from the EVAP system to the intake
manifold. The purge solenoid valve opens when commanded ON by the control module. This normally closed
valve is pulse width modulated (PWM) by the control module to precisely control the flow of fuel vapor to the
engine. The valve will also be opened during some portions of the EVAP testing when the engine is running,
allowing engine vacuum to enter the EVAP system.

Purge Tube Check Valve

Turbocharged vehicles have a check valve in the purge tube between the EVAP purge solenoid valve and the
EVAP canister to prevent pressurization of the EVAP system under boost conditions. Note that the presence of
this one-way check valve prevents pressure testing the EVAP system for leaks at the EVAP canister purge tube
connector.

EVAP Canister

The canister is filled with carbon pellets used to absorb and store fuel vapors. Fuel vapor is stored in the canister
until the control module determines that the vapor can be consumed in the normal combustion process.

Vapor Recirculation Tube

A vapor path between the fuel fill pipe and the vapor tube to the carbon canister is necessary for Vehicle
Onboard Diagnostics to fully diagnose the EVAP system. It also accommodates service diagnostic procedures
by allowing the entire EVAP system to be diagnosed from the either end of the system.

Fuel Tank Pressure Sensor

The fuel tank pressure sensor measures the difference between the pressure or vacuum in the fuel tank and
outside air pressure. The control module provides a 5 V reference and a ground to the fuel tank pressure sensor.
Depending on the vehicle, the sensor can be located in the vapor space on top of the fuel tank, in the vapor tube
between the canister and the tank, or on the EVAP canister. The fuel tank pressure sensor provides a signal
voltage back to the control module that can vary between 0.1-4.9 V. A high fuel tank pressure sensor voltage
indicates a low fuel tank pressure or vacuum. A low fuel tank pressure sensor voltage indicates a high fuel tank
pressure.

Fuel Fill Pipe Check Valve

The check valve on the fuel fill pipe is there to prevent spit-back during refueling.

EVAP Canister Vent Solenoid Valve

The EVAP vent solenoid valve controls fresh airflow into the EVAP canister. The valve is normally open. The
canister vent solenoid valve is closed only during EVAP system tests performed by the ECM.

Fuel Fill Cap

The fuel fill cap is equipped with a seal and a vacuum relief valve.

ELECTRONIC IGNITION SYSTEM DESCRIPTION

The electronic ignition (EI) system produces and controls a high-energy secondary spark. This spark is used to
ignite the compressed air/fuel mixture at precisely the correct time. This provides optimal performance, fuel
economy, and control of exhaust emissions. This ignition system uses an individual coil for each cylinder. The
ignition coils are mounted in the center of each camshaft cover with short integrated boots connecting the coils
to the spark plugs. The driver modules within each ignition coil are commanded ON/OFF by the engine control
module (ECM). The ECM primarily uses engine speed, the MAF sensor signal, and position information from
the crankshaft position and the camshaft position sensors. This controls the sequence, dwell, and timing of the
spark. The EI system consists of the following components:

Crankshaft Position Sensor

The crankshaft position sensor works in conjunction with a 58 tooth reluctor wheel on the crankshaft. The
engine control module (ECM) monitors the voltage frequency on the crankshaft position sensor signal circuit.
As each reluctor wheel tooth rotates past the sensor, the sensor creates a digital ON/OFF pulse. This digital
signal is processed by the ECM. The reluctor wheel teeth are 6 degrees apart. Having only 58 teeth leaves a 12
degree span that is uncut. This creates a signature pattern that enables the ECM to determine the crankshaft
position. The ECM uses the signal to determine which pair of cylinders is approaching top dead center based on
the crankshaft position signal alone. The camshaft position sensor signals are used in order to determine which
of these 2 cylinders is on a firing stroke, and which is on the exhaust stroke. The ECM uses this to properly
synchronize the ignition system, the fuel injectors, and the knock control. This sensor is also used in order to
detect misfire.

Camshaft Position Sensor

This engine uses camshaft position sensor for each camshaft. The camshaft position sensor signals are a digital
ON/OFF pulse, output 4 times per revolution of the camshaft. The camshaft position sensor does not directly
affect the operation of the ignition system. The camshaft position sensor information is used by the engine
control module (ECM) to determine the position of the camshaft relative to the crankshaft position. By
monitoring the camshaft position and crankshaft position signals the ECM can accurately time the operation of
the fuel injectors. The ECM supplies the camshaft position sensor with a 5 V reference circuit and a low
reference circuit. The camshaft position sensor signals are an input to the ECM. These signals are also used to
detect camshaft alignment with the crankshaft.

Knock Sensor

The knock sensor system enables the control module to control the ignition timing for the best possible
performance while protecting the engine from potentially damaging levels of detonation, also known as spark
knock. The knock sensor system uses one or 2 flat response 2-wire sensors. The sensor uses piezo-electric
crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine
vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the knock
sensor detects. The control module receives the knock sensor signal through the signal circuit. The knock sensor
ground is supplied by the control module through the low reference circuit.

The control module learns a minimum noise level, or background noise, at idle from the knock sensor and uses
calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a
noise channel. A normal knock sensor signal will ride within the noise channel. As engine speed and load
change, the noise channel upper and lower parameters will change to accommodate the normal knock sensor
signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control
module only uses knock sensor signal information when each cylinder is near top dead center (TDC) of the
firing stroke. If knock is present, the signal will range outside of the noise channel.

If the control module has determined that knock is present, it will retard the ignition timing to attempt to
eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark
retard. An abnormal knock sensor signal will stay outside of the noise channel or will not be present. knock
sensor diagnostics are calibrated to detect faults with the knock sensor circuitry inside the control module, the
knock sensor wiring, or the knock sensor voltage output. Some diagnostics are also calibrated to detect constant
noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise.

Ignition Coils

Each ignition coil contains a solid state driver module as its primary element. The engine control module
(ECM) signals the coil driver to initiate a firing event by applying ignition control (IC) circuit voltage for the
appropriate time, or dwell. When the voltage is removed the coil fires the spark plug.

Engine Control Module (ECM)

The engine control module (ECM) controls all ignition system functions, and constantly corrects the spark
timing. The ECM monitors information from various sensor inputs that may include the following components,
if applicable:

 The throttle position sensor

 The engine coolant temperature (ECT) sensor
 The mass air flow (MAF) sensor
 The intake air temperature (IAT) sensor
 The vehicle speed sensor (VSS)
 The transmission gear position or range information sensors
  The engine knock sensors
 Ambient pressure sensor (BARO)

Noteworthy Ignition Information

The cylinder 1 intake camshaft position sensor is used for injector and ignition system synchronization. A
stalling condition will occur if the CMP sensor signal is intermittent and a DTC will not set. Inspect all cylinder
1 intake camshaft position sensor circuits for poor connections.
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

DIAGNOSTIC CODE INDEX

DIAGNOSTIC CODE INDEX
DTC Description
DTC P0010 or P0013 P0010: Intake Camshaft Position Actuator Solenoid Valve Control
Circuit
P0013: Exhaust Camshaft Position Actuator Solenoid Valve Control
Circuit
DTC P0011 or P0014 P0011: Intake Camshaft Position System Performance
P0014: Exhaust Camshaft Position System Performance
DTC P0016 or P0017 P0016: Crankshaft Position - Intake Camshaft Position Not Plausible
P0017: Crankshaft Position - Exhaust Camshaft Position Not Plausible
DTC P0030, P0036, P0053, P0030: HO2S Heater Control Circuit Sensor 1
P0054, P0135, or P0141 P0036: HO2S Heater Control Circuit Sensor 2
P0053: HO2S Heater Resistance Sensor 1
P0054: HO2S Heater Resistance Sensor 2
P0135: HO2S Heater Performance Sensor 1
P0141: HO2S Heater Performance Sensor 2
DTC P0068 or P1101 P0068: Throttle Body Airflow Performance
P1101: Intake Air Flow System Performance
DTC P0089, P00C6, P228C, P0089: Fuel Pressure Regulator Performance
or P228D P00C6: Fuel Rail Pressure Low During Engine Cranking
P228C: Fuel Pressure Regulator 1 Control Performance - Low Pressure
P228D: Fuel Pressure Regulator 1 Control Performance - High Pressure
DTC P0090-P0092, P00C8, P0090: Fuel Pressure Regulator Control Circuit
P00C9, or P00CA P0091: Fuel Pressure Regulator Control Circuit Low Voltage
P0092: Fuel Pressure Regulator Control Circuit High Voltage
P00C8: Fuel Pressure Regulator High Control Circuit
P00C9: Fuel Pressure Regulator High Control Circuit Low Voltage
P00CA: Fuel Pressure Regulator High Control Circuit High Voltage
DTC P0101 P0101: Mass Air Flow (MAF) Sensor Performance
DTC P0102 or P0103 P0102: Mass Air Flow (MAF) Sensor Circuit Low Frequency
P0103: Mass Air Flow (MAF) Sensor Circuit High Frequency
DTC P0106 P0106: Manifold Absolute Pressure (MAP) Sensor Performance
DTC P0107 or P0108 P0107: Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage
P0108: Manifold Absolute Pressure (MAP) Sensor Circuit High Voltage
DTC P0112, P0113, or P0114 P0112: Intake Air Temperature (IAT) Sensor Circuit Low Voltage
P0113: Intake Air Temperature (IAT) Sensor Circuit High Voltage
P0114: Intake Air Temperature (IAT) Sensor Circuit Intermittent
DTC P0116 P0116: Engine Coolant Temperature (ECT) Sensor Performance
DTC P0117 or P0118 P0117: Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage
 P0118: Engine Coolant Temperature (ECT) Sensor Circuit High Voltage
DTC P0121-P0123, P0222, P0121: Throttle Position Sensor Performance
P0223, or P2135 P0122: Throttle Position Sensor 1 Circuit Low Voltage
P0123: Throttle Position Sensor 1 Circuit High Voltage
P0222: Throttle Position Sensor 2 Circuit Low Voltage
P0223: Throttle Position Sensor 2 Circuit High Voltage
P2135: Throttle Position Sensors 1-2 Not Plausible
DTC P0128 P0128: Engine Coolant Temperature (ECT) Below Thermostat
Regulating Temperature
DTC P0131, P0132, P0137, or P0131: HO2S Circuit Low Voltage Sensor 1
P0138 (LAF) P0132: HO2S Circuit High Voltage Sensor 1
P0137: HO2S Circuit Low Voltage Sensor 2
P0138: HO2S Circuit High Voltage Sensor 2
DTC P0133, P0134, P013A, P0133: HO2S Slow Response Sensor 1
P013B, P013E, P013F, P0140, P0134: HO2S Circuit Insufficient Activity Sensor 1
P1133, P2270, P2271, or P013A: HO2S Slow Response Rich to Lean Sensor 2
P2A00 (LAF) P013B: HO2S Slow Response Lean to Rich Sensor 2
P013E: HO2S Delayed Response Rich to Lean Sensor 2
P013F: HO2S Delayed Response Lean to Rich Sensor 2
P0140: HO2S Circuit Insufficient Activity Sensor 2
P1133: HO2S Insufficient Switching Sensor 1
P2270: HO2S Signal Stuck Lean Sensor 2
P2271: HO2S Signal Stuck Rich Sensor 2
P2A00: HO2S Circuit Closed Loop (CL) Performance Sensor 1
DTC P0171 or P0172 P0171: Fuel Trim System Lean
P0172: Fuel Trim System Rich
DTC P018B-P018D P018B: Fuel Pressure Sensor Performance
P018C: Fuel Pressure Sensor Circuit Low Voltage
P018D: Fuel Pressure Sensor Circuit High Voltage
DTC P0191 P0191: Fuel Rail Pressure Sensor Performance
DTC P0192 or P0193 P0192: Fuel Rail Pressure Sensor Circuit Low Voltage
P0193: Fuel Rail Pressure Sensor Circuit High Voltage
DTC P0201-P0204, P0261, P0201: Cylinder 1 Injector Control Circuit
P0262, P0264, P0265, P0267, P0202: Cylinder 2 Injector Control Circuit
P0268, P0270, P0271, P1248, P0203: Cylinder 3 Injector Control Circuit
P1249, P124A, P124B, P2147, P0204: Cylinder 4 Injector Control Circuit
P2148, P2150, P2151, P2153, P0261: Cylinder 1 Injector Control Circuit Low Voltage
P2154, P2156, or P2157 P0262: Cylinder 1 Injector Control Circuit High Voltage
P0264: Cylinder 2 Injector Control Circuit Low Voltage
P0265: Cylinder 2 Injector Control Circuit High Voltage
P0267: Cylinder 3 Injector Control Circuit Low Voltage
P0268: Cylinder 3 Injector Control Circuit High Voltage
P0270: Cylinder 4 Injector Control Circuit Low Voltage
P0271: Cylinder 4 Injector Control Circuit High Voltage
P1248: Cylinder 1 Injector High Control Circuit Shorted to Control
Circuit
 P1249: Cylinder 2 Injector High Control Circuit Shorted to Control
Circuit
P124A: Cylinder 3 Injector High Control Circuit Shorted to Control
Circuit
P124B: Cylinder 4 Injector High Control Circuit Shorted to Control
Circuit
P2147: Cylinder 1 Injector High Control Circuit Low Voltage
P2148: Cylinder 1 Injector High Control Circuit High Voltage
P2150: Cylinder 2 Injector High Control Circuit Low Voltage
P2151: Cylinder 2 Injector High Control Circuit High Voltage
P2153: Cylinder 3 Injector High Control Circuit Low Voltage
P2154: Cylinder 3 Injector High Control Circuit High Voltage
P2156: Cylinder 4 Injector High Control Circuit Low Voltage
P2157: Cylinder 4 Injector High Control Circuit High Voltage
DTC P0231, P0232, or P023F P0231: Fuel Pump Control Circuit Low Voltage
P0232: Fuel Pump Control Circuit High Voltage
P023F: Fuel Pump Control Circuit
DTC P025A P025A: Fuel Pump Control Module Enable Circuit
DTC P0300-P0304 P0300: Engine Misfire Detected
P0301: Cylinder 1 Misfire Detected
P0302: Cylinder 2 Misfire Detected
P0303: Cylinder 3 Misfire Detected
P0304: Cylinder 4 Misfire Detected
DTC P0315 The crankshaft position system variation learn feature is used to calculate
reference period errors caused by slight tolerance variations in the
crankshaft, and the crankshaft position sensor. The calculated error
allows the engine control module (ECM) to accurately compensate for
reference period variations. This enhances the ability of the ECM to
detect misfire events over a wider range of engine speed and load
conditions.
DTC P0324-P0328, or P06B6 P0324: Knock Sensor System Performance
P0325: Knock Sensor Circuit
P0326: Knock Sensor Performance
P0327: Knock Sensor Circuit Low Voltage
P0328: Knock Sensor Circuit High Voltage
P06B6: Control Module Knock Sensor Processor 1 Performance
DTC P0335 or P0336 P0335: Crankshaft Position Sensor Circuit
P0336: Crankshaft Position Sensor Performance
DTC P0340 or P0365 P0340: Intake Camshaft Position Sensor Circuit
P0365: Exhaust Camshaft Position Sensor Circuit
DTC P0341 or P0366 P0341: Intake Camshaft Position Sensor Performance
P0366: Exhaust Camshaft Position Sensor Performance
DTC P0351-P0354 P0351: Ignition Coil 1 Control Circuit
P0352: Ignition Coil 2 Control Circuit
P0353: Ignition Coil 3 Control Circuit
P0354: Ignition Coil 4 Control Circuit
DTC P0420 P0420: Catalyst System Low Efficiency
DTC P0442 P0442: Evaporative Emission (EVAP) System Small Leak Detected
DTC P0443 or P0449 P0443: Evaporative Emission Purge Solenoid Valve Control Circuit
P0449: Evaporative Emission Vent Solenoid Valve Control Circuit
DTC P0446 P0446: Evaporative Emissions (EVAP) Vent System Performance
DTC P0451-P0454 P0451: Fuel Tank Pressure Sensor Performance
P0452: Fuel Tank Pressure Sensor Circuit Low Voltage
P0453: Fuel Tank Pressure Sensor Circuit High Voltage
P0454: Fuel Tank Pressure Sensor Intermittent
DTC P0455 P0455: Evaporative Emission System Large Leak Detected
DTC P0496 P0496: Evaporative Emission (EVAP) System Flow During Non-Purge
DTC P0506 or P0507 P0506: Idle Speed Low
P0507: Idle Speed High
DTC P050D P050D: Cold Start Rough Idle
DTC P0601-P0604, P0606, P0601: Control Module Read Only Memory Performance
P062B, P062F, P0630, P16F3, P0602: Control Module Not Programmed
or P2610 (ECM) P0603: Control Module Long Term Memory Reset
P0604: Control Module Random Access Memory Performance
P0606: Control Module Processor Performance
P062B: Control Module Fuel Injector Control Performance
P062F: Control Module Long Term Memory Performance
P0630: VIN Not Programmed or Mismatched - Engine Control Module
(ECM)
P16F3: Control Module Redundant Memory Performance
P2610: Control Module Ignition Off Timer Performance
DTC P0601-P0604, P0606, or P0601: Control Module Read Only Memory (ROM)
P062F P0602: Control Module Not Programmed
P0603: Control Module Long Term Memory Reset
P0604: Control Module Random Access Memory (RAM)
P0606: Control Module Internal Performance
P062F: Control Module Long Term Memory Performance
DTC P0627-P0629 P0627: Fuel Pump Enable Circuit
P0628: Fuel Pump Enable Circuit Low Voltage
P0629: Fuel Pump Enable Circuit High Voltage
DTC P0641, P0651, P0697, or P0641: 5 V Reference 1 Circuit
P06A3 (ECM) P0651: 5 V Reference 2 Circuit
P0697: 5 V Reference 3 Circuit
P06A3: 5 V Reference 4 Circuit
DTC P0641 or P06A6 P0641: 5 V Reference Circuit
P06A6: 5 V Reference Performance
DTC P0650 P0650: Malfunction Indicator Lamp (MIL) Control Circuit
DTC P0685, P0689, or P0690 P0685: Engine Controls Ignition Relay Control Circuit
P0689: Engine Controls Ignition Relay Feedback Circuit Low Voltage
P0690: Engine Controls Ignition Relay Feedback Circuit High Voltage
DTC P069E P069E: Fuel Pump Control Module Requested MIL Illumination
DTC P0700 P0700: Transmission Control Module (TCM) Requested MIL
Illumination
DTC P1255 or P064A P064A: Fuel Pump Control Module Performance
P1255: Fuel Pump Control Module Driver Over-temperature
DTC P1400 P1400: Cold Start Emission Reduction Control System
DTC P1516, P2101, P2119, or P1516: Throttle Actuator Control (TAC) Module Throttle Actuator
P2176 Position Performance
P2101: Throttle Actuator Position Performance
P2119: Throttle Closed Position Performance
P2176: Minimum Throttle Position Not Learned
DTC P159F or P15A0 P159F: Fuel Economy Mode Switch Circuit Low Voltage
P15A0: Fuel Economy Mode Switch Circuit High Voltage
DTC P15A1 P15A1: Fuel Economy Mode Switch Performance
DTC P163A P163A: Control Module Fuel Pressure Regulator 1 Control System
Circuitry Performance
DTC P1682 P1682: Ignition 1 Switch Circuit 2
DTC P2122, P2123, P2127, P2122: Accelerator Pedal Position (APP) Sensor 1 Circuit Low Voltage
P2128, or P2138 P2123: Accelerator Pedal Position (APP) Sensor 1 Circuit High Voltage
P2127: Accelerator Pedal Position (APP) Sensor 2 Circuit Low Voltage
P2128: Accelerator Pedal Position (APP) Sensor 2 Circuit High Voltage
P2138: Accelerator Pedal Position (APP) Sensors 1-2 Not Plausible
DTC P219A P219A: Air Fuel Imbalance
DTC P2534 P2534: Ignition 1 Switch Circuit Low Voltage
DTC P2544 P2544: Transmission Torque Request Circuit
P2544: Transmission Torque Request Signal Message Counter Incorrect
DTC P2615 or P2616 P2615: Camshaft Position Signal Output Circuit Low
P2616: Camshaft Position Signal Output Circuit High
DTC P2635 P2635: Fuel Pump Flow Performance
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

DTC P0010 OR P0013

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0010

Intake Camshaft Position Actuator Solenoid Valve Control Circuit

DTC P0013

Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit

CIRCUIT/SYSTEM DESCRIPTION

The camshaft position actuator system enables the Engine Control Module (ECM) to change the timing of the
camshafts while the engine is operating. The Camshaft Position Actuator Solenoid Valve signal from the ECM
is pulse width modulated (PWM). The ECM controls the Camshaft Position Actuator Solenoid Valve duty cycle
by controlling the amount of solenoid valve ON time. The Camshaft Position Actuator Solenoid Valve controls
the advance or the retard of each camshaft. The Camshaft Position Actuator Solenoid Valve controls the oil
flow that applies the pressure to advance or retard the camshafts.

The ECM controls the Camshaft Position Actuator Solenoid Valve by suppling a 12 V pulse width modulated
(PWM) signal. The ECM supplies a ground to the low reference circuit.

CONDITIONS FOR RUNNING THE DTC

 The ignition voltage is between 10-18 V.

 The ECM has commanded the Camshaft Position Actuator Solenoid Valve ON.
 DTCs P0010 and P0013 run continuously once the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match
for greater than 5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0010 and P0013 are type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0010 and P0013 are type B DTCs.

DIAGNOSTIC AIDS

If the condition is intermittent, move the related harnesses and connectors, with the engine operating, while
monitoring the scan tool circuit status parameters for the component. The circuit status parameters change from
OK or Not Run to Malfunction if there is a condition with the circuit or a connection.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Camshaft Actuator System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

NOTE: If a crankshaft or camshaft position sensor DTC is set, the Camshaft

Position Actuator output control will not function.
 1. Ignition ON, observe the DTC information with a scan tool. Verify DTC P0335, P0336, P0340, and
P0341 is not set.
 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further
diagnosis.
2. Observe the appropriate control circuit status parameters listed below with a scan tool:
 The Exhaust/Intake Camshaft Position Actuator Solenoid Valve Control Circuit Open test status

 The Exhaust/Intake Camshaft Position Actuator Solenoid Valve Control Circuit High Voltage test
status
 The Exhaust/Intake Camshaft Position Actuator Solenoid Valve Control Circuit Low Voltage test
status

Each parameter should display OK or Not Run

3. Engine idling, command the Camshaft Position Actuator to 20 degrees while observing the following
control circuit status parameters with a scan tool:
 The Exhaust/Intake Camshaft Position Actuator Solenoid Valve Control Circuit Open test status

 The Exhaust/Intake Camshaft Position Actuator Solenoid Valve Control Circuit High Voltage test
status
 The Exhaust/Intake Camshaft Position Actuator Solenoid Valve Control Circuit Low Voltage test
status

Each parameter should display OK or Not Run

4. Engine at normal operating temperature, raise the engine speed to 2,000 RPM for 10 s. DTC P0010 or
P0013 should not set.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate Q6 Camshaft Position Actuator
Solenoid Valve.

NOTE: A test lamp must be used for this test. The control circuit is pulled-up to a
low current voltage, 1.5-4.5 V on the control circuit is normal.

2. Ignition ON, verify that a test lamp does not illuminate between the control circuit terminal A and
ground.
 If the test lamp illuminates, test the control circuit for a short to voltage. If the circuit tests normal,
replace the K20 ECM.
3. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power
down. Test for less than 5 ohms between the low reference circuit terminal B and ground.
 If greater than the specified value, test the low reference circuit for an open/high resistance. If the
 circuit tests normal, replace the K20 ECM.
4. Ignition ON, connect the DMM black lead to the control circuit terminal A. Connect the DMM red lead to
B+. Set the DMM on the diode setting. Command the CMP actuator solenoid ON and OFF with a scan
tool. The DMM should transition from OL when commanded OFF to less than 1 V when commanded
ON.
 If the circuit voltage does not correspond to the specified values, test the control circuit for an
open/high resistance or a short to ground. If the circuit tests normal, replace the K20 ECM.
5. If all circuits/connections test normal, test or replace the appropriate Q6 Camshaft Position Actuator
Solenoid Valve.

COMPONENT TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate Q6 Camshaft Position Actuator
Solenoid Valve.
2. Test for 8-13 ohms between the control terminal A and the low reference circuit terminal B of the Q6
Camshaft Position Actuator Solenoid Valve.
 If not within the specified range, replace the Q6 Camshaft Position Actuator Solenoid Valve.

3. Test for infinite resistance between each terminal and the Q6 Camshaft Position Actuator Solenoid Valve
housing.
 If not the specified value, replace the Q6 Camshaft Position Actuator Solenoid Valve.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Camshaft Position Actuator Solenoid Valve Replacement

 Control Module References for Engine Control Module replacement, setup, and programming

DTC P0011 OR P0014

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0011

Intake Camshaft Position System Performance

DTC P0014
 Exhaust Camshaft Position System Performance

CIRCUIT/SYSTEM DESCRIPTION

The camshaft position actuator system enables the Engine Control Module (ECM) to change the timing of the
camshafts while the engine is operating. The camshaft position actuator solenoid signal from the ECM is pulse
width modulated (PWM). The ECM controls the camshaft position actuator solenoid duty cycle by controlling
the amount of solenoid ON time. The camshaft position actuator solenoid controls the advance or the retard of
each camshaft. The camshaft position actuator solenoid controls the oil flow that applies the pressure to advance
or retard the camshafts.

CONDITIONS FOR RUNNING THE DTC

 DTC P0010, P0013, P0016, P0017, P0335, P0336, P0340, P0341, P0365, or P0366 is not set.
 The ignition voltage is between 11-18 V.
 The engine is operating.
 The desire camshaft position is not changing greater than 4.5 degrees for at least 1 s.
 Both of the desired and actual camshaft position actuator values cannot be greater than 25 degrees or less
than 5 degrees.
 DTCs P0011 and P0014 run continuously once the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects the difference between the desired camshaft position angle and the actual camshaft position
angle is greater than 5 degrees for greater 2.5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0011 and P0014 are type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0011 and P0014 are type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Camshaft Actuator System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

DIAGNOSTIC AIDS

 The engine oil condition has a major impact on the camshaft actuator system.
 A low oil level condition may set this DTC. The engine may require an oil change. Inquire with the
customer when the last oil change was performed. You may also monitor the scan tool Engine Oil Life
Remaining parameter. Advise the customer an oil change may be required.
 Inspect the engine for any recent engine mechanical repairs. An incorrectly installed camshaft, camshaft
actuator, or timing chain can cause this DTC to set.

CIRCUIT/SYSTEM VERIFICATION

NOTE:  The engine oil level and the oil pressure are critical to the correct
operation of the camshaft position actuator system. Verify that the
engine has the correct oil level and the correct oil pressure before
continuing with this diagnostic. Refer to Oil Pressure Diagnosis and
Testing .
 The engine oil condition has a major impact on the camshaft actuator
system. Debris in the oil can interfere with the camshaft position
actuator solenoid and the mechanical camshaft actuator operation.
Inspect for dirty or degraded crankcase oil. The engine may require
an oil change. Inquire with the customer when the last oil change was
performed. You may also monitor the scan tool Engine Oil Life
Remaining parameter. Advise the customer an oil change may be
required.
 If a crankshaft or camshaft position sensor DTC is set, the Camshaft
Position Actuator output control will not function.

1. Ignition ON, observe the scan tool DTC information. Verify that DTC P0016, P0017, P0335, P0336,
 P0340, P0341, P0365, or P0366 is not set.
 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further
diagnosis.
2. Engine idling, command the appropriate Camshaft Position Actuator from 0 degrees to 20 degrees and
back to zero while observing the appropriate scan tool Camshaft Position Variance parameters. The
Camshaft Position Variance should be less than 2 degrees in each of the commanded states.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate Q6 Camshaft Position Actuator
Solenoid Valve.
2. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power
down. Test for less than 5 ohms between the low reference circuit terminal B and ground.
 If greater than the specified value, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.

NOTE: A test lamp must be used for this test. The control circuit is pulled-up to a
low current voltage, 1.5-4.5 V on the control circuit is normal.

3. Ignition ON, verify that a test lamp does not illuminate between the control circuit terminal A and
ground.
 If the test lamp illuminates, test the control circuit for a short to voltage. If the circuit tests normal,
replace the K20 ECM.
4. Connect the DMM black lead to the control circuit terminal A. Connect the DMM red lead to B+. Set the
DMM on the diode setting. Command the CMP actuator solenoid ON and OFF with a scan tool. The
DMM should transition from OL when commanded OFF to less than 1 V when commanded ON.
 If the circuit voltage does not correspond to the specified values, test the control circuit for an
open/high resistance or a short to ground. If the circuit tests normal, replace the K20 ECM.
5. Remove the Q6 Camshaft Position Actuator Solenoid Valve. Verify the following conditions do not exist
with the Camshaft Position Actuator Solenoid Valve:
 Torn, restricted, mis-positioned, or missing screens at the CMP actuator solenoid

 Engine oil leak between the oil sealing lands of the CMP actuator solenoid. Inspect the lands of the
CMP actuator solenoid for nicks.
 Oil seepage at the CMP actuator solenoid connector

 If a condition is found, replace Q6 Camshaft Position Actuator Solenoid Valve.

6. Ignition OFF, swap the appropriate Q6 Camshaft Position Actuator Solenoid Valve with a Q6 Camshaft
Position Actuator Solenoid Valve that is operating correctly.
7. Engine idling. Command the appropriate Camshaft Position Actuator from 0 degrees to 20 degrees and
back to zero while observing the appropriate scan tool Camshaft Position Variance parameters. The
Camshaft Position Variance should be less than 2 degrees in each of the commanded states.
  If greater than the specified value, replace the mechanical camshaft position actuator.
8. If all circuits/connections test normal, test or replace the Q6 Camshaft Position Actuator Solenoid Valve.

COMPONENT TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate Q6 Camshaft Position Actuator
Solenoid Valve.
2. Test for 8-13 ohms between the control terminal A and the low reference circuit terminal B of the Q6
Camshaft Position Actuator Solenoid Valve.
 If not within the specified range, replace the Q6 Camshaft Position Actuator Solenoid Valve.

3. Test for infinite resistance between each terminal and the Q6 Camshaft Position Actuator Solenoid Valve
housing.
 If not the specified value, replace the Q6 Camshaft Position Actuator Solenoid Valve.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Camshaft Position Actuator Solenoid Valve Replacement

 Camshaft Position Intake Actuator Replacement
 Camshaft Position Exhaust Actuator Replacement
 Control Module References for Engine Control Module replacement, setup, and programming

DTC P0016 OR P0017

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0016

Crankshaft Position - Intake Camshaft Position Not Plausible

DTC P0017

Crankshaft Position - Exhaust Camshaft Position Not Plausible

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) uses the crankshaft position (CKP) sensor and the intake and exhaust
camshaft position (CMP) sensor information to monitor the correlation between the crankshaft, intake, and
exhaust camshaft position.

CONDITIONS FOR RUNNING THE DTC

 DTC P0335, P0336, P0340, P0341, P0365, P0366, P0641, and P0651 are not set.
 The engine is cranking or running.
 The crankshaft and camshaft position signals are synchronized.
 The camshaft position actuator is in the parked position.
 DTC P0016 and P0017 run continuously once the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects a camshaft that is greater than 10 degrees advanced, or 10 degrees retarded, in relationship to
the crankshaft.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0016 and P0017 are type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0016 and P0017 are type B DTCs.

DIAGNOSTIC AIDS

 Inspect the engine for any recent engine mechanical repairs. An incorrectly installed timing chain can
cause this DTC to set.
 Observing the desired and actual camshaft angle parameters, with a scan tool before a DTC sets, may
help to isolate whether a condition is specific to one camshaft, one bank, or caused by a condition with
the primary crankshaft timing.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Camshaft Actuator System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Ignition ON, observe the DTC information with a scan tool. Verify that none of the following DTCs are
set. DTC P0010, P0013, P0335, P0336, P0340, P0341, P0365, or P0366.
 If any of the DTCs listed are set refer to Diagnostic Trouble Code (DTC) List - Vehicle for
further diagnosis.
2. Idle the engine at normal operating temperature. DTCs P0016 or P0017 should not set.
 If a DTC sets, inspect for the following and repair as necessary:

 The correct installation of the camshaft sensors

 The correct installation of the crankshaft sensor

 A timing chain tensioner condition

 An incorrectly installed timing chain

 Excessive play in the timing chain

 A mechanical cam actuator that is stuck in the full advance or retard position

 A timing chain that jumped teeth

3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Camshaft Timing Chain and Sprocket Cleaning and Inspection

 Camshaft Timing Chain, Sprocket, and Tensioner Replacement

DTC P0030, P0036, P0053, P0054, P0135, OR P0141

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0030

HO2S Heater Control Circuit Sensor 1

DTC P0036

HO2S Heater Control Circuit Sensor 2

DTC P0053

HO2S Heater Resistance Sensor 1

DTC P0054

HO2S Heater Resistance Sensor 2

DTC P0135

HO2S Heater Performance Sensor 1

DTC P0141

HO2S Heater Performance Sensor 2

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0133,
P0132, P0132, P0132, P013A,
P0131, P0134, P0134, P0134, P013B,
HO2S High Signal
P0137 P0138, P0138, P0138, P013E,
P0140 P0140 P0140 P013F,
P1133, P2A00

P0133,
P0131, P0132, P0132, P0132, P013A,
HO2S Low Signal
P0137 P0134, P0134, P0134, P013B,
P0138, P0138, P0138, P013E,
 P0140 P0140 P0140 P013F,
P1133, P2A00
P0030, P0030,
P0030, P0036, P0036,
P0036, P0132, P0132,
P0132, P0134, P0134,
HO2S Heater Voltage Supply P0690 P0135, P0141
P0135, P0135, P0135,
P0138, P0138, P0138,
P0141, * P0140, P0140,
P0141 P0141
P0030, P0030, P0030,
P0030, P0036, P0036, P0036,
P0036, P0132, P0132, P0132,
P0053, P0134, P0134, P0134,
HO2S Heater Control P0135, P0141
P0054, P0135, P0135, P0135,
P0135, P0138, P0138, P0138,
P0141 P0140, P0140, P0140,
P0141 P0141 P0141
* Opens fuse

CIRCUIT DESCRIPTION

The heated oxygen sensor (HO2S) heater reduces the time required for the oxygen sensor to reach operating
temperature and maintains the operating temperature during extended idle periods. When the ignition is turned
to the ON position, ignition voltage is supplied directly to the sensor heater. The engine control module (ECM)
controls the heater operation by first modulating the control circuit to ground when the sensors are cold. This
prevents the possibility of thermal shock to the sensor, from condensation build-up on the sensor, by controlling
the sensors rate of heating. After a predetermined amount of time, the ECM commands the heaters ON
continuously. Once the sensor reaches operating temperature, the ECM may modulate the heater control circuit
to ground, to maintain a desired temperature.

The ECM controls the heater by grounding the control circuit with a solid state device called a driver. The
driver is equipped with a feedback circuit that is pulled-up to voltage. The ECM can determine if the control
circuit is open, shorted to ground, or shorted to a voltage by monitoring the feedback voltage.

CONDITIONS FOR RUNNING THE DTC

P0030 or P0036

 The ignition voltage is between 11-32 V.

 The engine speed is greater than 400 RPM.
 The DTCs run continuously once the above conditions are met for 10 s.

P0053 or P0054

 DTCs P0112, P0113, P0117, P0118, P0128, P2610 are not set.
  The engine is running.
 Ignition voltage is less than 32 V.
 The ignition is OFF for more than 8 h.
 The Engine Coolant Temperature (ECT) Sensor parameter is between -30 to +45°C (-22 to +113°F) at
engine start-up.
 DTCs P0053 and P0054 run once per drive cycle when the above conditions are met.

P0135

 DTCs P0116, P0117, P0118, P0128 are not set.

 The ECT Sensor parameter is more than 70°C (158°F).
 The Ignition 1 Signal parameter is between 10-32 V.
 DTC P0135 runs twice per drive cycle when the above conditions are met for 2 min.

P0141

 DTCs P0116, P0117, P0128 are not set.

 The ECT Sensor parameter is more than 70°C (158°F).
 The Ignition 1 Signal parameter is between 10-32 V.
 DTC P0141 runs twice per drive cycle when the above conditions are met for 2 min.

CONDITIONS FOR SETTING THE DTC

P0030 or P0036

 The ECM detects that the affected HO2S heater low control circuit voltage is not within a specified range.
 DTCs P0030 and P0036 set within 3 s when the above condition is met.

P0053 or P0054

 The ECM detects that the affected HO2S heater low control circuit resistance is not within a specified
range at engine start-up.
 DTCs P0053 and P0054 set within 1 s when the above condition is met.

P0135

 The ECM detects that the affected HO2S 1 heater current parameter is more than 2.5 A or less than 0.3 A.
 DTC P0135 sets within 60 s when the above condition is met.

P0141

 The ECM detects that the affected HO2S 2 heater current parameter is more than 2.5 A or less than 0.3 A.
 DTC P0141 sets within 60 s when the above condition is met.
ACTION TAKEN WHEN THE DTC SETS

DTCs P0030, P0036, P0053, P0054, P0135, and P0141 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0030, P0036, P0053, P0054, P0135, and P0141 are Type B DTCs.

DIAGNOSTIC AIDS

 If the condition is intermittent, move the related harnesses and connectors, with the engine operating,
while monitoring the scan tool circuit test status parameters for the component. The circuit test status
parameters change from OK or Not Run to Malfunction if there is a condition with the circuit or a
connection.
 An open fuse in the HO2S heater circuit may be caused by the heater element in one of the sensors. The
condition may not be present until the sensor operates for a period of time. If no fault is present in the
heater circuit, monitor the amperage of each heater using the DMM to determine if one of the heater
elements is the cause of the open fuse. Inspect the sensor pigtail or the harness for contacting the exhaust
system.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION
 1. Engine idling, command the appropriate B52 HO2S heater ON and OFF with a scan tool while observing
the B52 HO2S Heater Circuit Test Status parameter. The parameter should display OK or Not Run.
2. Engine idling at operating temperature, observe the scan tool B52 HO2S Heater parameter. The amperage
should be within 0.2-1.5 A.
3. Engine idling at operating temperature, move the related wiring and connectors while observing the B52
HO2S Heater parameter with a scan tool. The parameter should not change with movement.
 If movement affects the parameter, repair the appropriate harness or connector.

4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate B52 HO2S.
2. Ignition ON, verify that a test lamp illuminates between the ignition voltage circuit terminal D and
ground.
 If the test lamp does not illuminate, test the ignition voltage circuit for a short to ground or an
open/high resistance. If the circuit tests normal and the B52 HO2S heater circuit fuse is open, test
all components connected to the fuse and replace as necessary.
3. Ignition ON, observe the appropriate scan tool HO2S Heater Control Open Circuit Test Status parameter.
The parameter should display Malfunction.
 If not the specified value, test the heater control circuit terminal E for a short to ground, or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
4. Connect a 3 A fused jumper wire between the heater control circuit terminal E and ground. Observe the
appropriate scan tool HO2S Heater Control Circuit Low Voltage Test Status parameter. The parameter
should transition from OK to Malfunction.
 If not the specified value, test the heater control circuit terminal E for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.

NOTE:  Less than 10 ohms of additional resistance on the ignition voltage

circuit, or control circuit may set a DTC. If there is resistance on a
circuit, the driver will remain ON and the scan tool HO2S High
Voltage Test Status parameter will display OK.
 Performing this test may set additional DTCs.

5. Ignition OFF, connect a 10 A fused jumper wire between the control circuit terminal E and the ignition
voltage circuit terminal D.
6. Engine idling, observe the appropriate HO2S Control Circuit High Voltage Test Status parameter. The
parameter should transition from Not Run to Malfunction.
 If not the specified value, test the control circuit and the ignition voltage circuit for high resistance.
If the circuits test normal, replace the K20 ECM.
7. If all circuits test normal, test or replace the appropriate B52 HO2S.
REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Heated Oxygen Sensor Replacement - Sensor 1 (LE5)

 Heated Oxygen Sensor Replacement - Sensor 2 (LE5)
 Control Module References for ECM replacement, setup, and programming

DTC P0068 OR P1101

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0068

Throttle Body Airflow Performance

DTC P1101

Intake Air Flow System Performance

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) compares actual airflow based on throttle position (TP) to a calculated
airflow based on manifold absolute pressure (MAP) sensor, and mass air flow (MAF).

CONDITIONS FOR RUNNING THE DTC

DTC P0068

 The engine speed is greater than 800 RPM.

 The ignition voltage is greater than 6.0 V.
 The throttle actuator control system is not in reduced power mode.
 The DTC runs continuously when the above conditions are met.

DTC P1101

 DTCs P0102, P0103, P0107, P0108, P0112, P0113, P0117, P0118, P0335, P0336 are not set
 The engine speed is between 400-7,000 RPM
 The engine coolant temperature (ECT) is between 69-127°C (156-260°F).
  The intake air temperature (IAT) is between -20 to +125°C (-4 to +257°F).
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the actual airflow rate is greater than the calculated airflow.

ACTION TAKEN WHEN THE DTC SETS

 DTC P0068 is a type A DTC.

 DTC P1101 is a type B DTC.

CONDITIONS FOR CLEARING THE DTC

 DTC P0068 is a type A DTC.

 DTC P1101 is a type B DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Verify none of the following conditions exist:

  The air intake duct system for loose clamps, cracks, or other damage
 The air intake duct system for being collapsed or restricted

 The B75 mass airflow sensor is installed correctly.

 Restricted air filter

 The Q38 throttle body for dirt, debris, and coking. Also, throttle body blade or shaft damage. Refer
to Throttle Body Cleaning for further diagnosis.
 A damaged Q38 throttle body blade or shaft

 Splits, kinks, or improper connections at the vacuum hoses

 Missing, restricted, or leaking exhaust components-Refer to Symptoms - Engine Exhaust .

 Vacuum leaks at the intake manifold and Q38 throttle body.

 If a condition exists, repair as necessary.

2. Ignition ON, observe the diagnostic trouble code (DTC) information with a scan tool. Verify that DTC
P0641, P0651, P0697, or P06A3 is not set.
 If any of the above DTCs are set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) for
further diagnosis.
3. Determine the current vehicle testing altitude. Compare the MAP Sensor pressure parameter to the
reading in the Altitude Versus Barometric Pressure table. The MAP sensor pressure parameter should
be within the specified range indicated in the table.
 If the MAP sensor pressure is not within the range specified for your altitude, refer to DTC P0106.

4. Engine idling, observe the MAP Sensor kPa parameter. The reading should be between 26-52 kPa (3.8-
7.5 psi).
 If not within the specified range, refer to DTC P0106.

5. Use the scan tool snapshot function to take a snapshot of the engine data list while performing the actions
listed below.
1. Engine idling
2. Increase the engine speed slowly to 3,000 RPM and then back to idle.
3. Exit from the scan tool snapshot and review the data.
4. Observe the MAF Sensor g/s parameter frame by frame with a scan tool. The MAF Sensor g/s
parameter should change smoothly and gradually as the engine speed is increased and then returned
to idle.
 If the MAF Sensor g/s parameter does not change smoothly and gradually, refer to DTC P0101 for
further diagnosis.
6. If all conditions test normal, test the engine for a mechanical condition. Refer to Symptoms - Engine
Mechanical for further diagnosis.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Air Cleaner Element Replacement

 Throttle Body Assembly Replacement
DTC P0089, P00C6, P228C, OR P228D
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0089

Fuel Pressure Regulator Performance

DTC P00C6

Fuel Rail Pressure Low During Engine Cranking

DTC P228C

Fuel Pressure Regulator 1 Control Performance - Low Pressure

DTC P228D

Fuel Pressure Regulator 1 Control Performance - High Pressure

CIRCUIT/SYSTEM DESCRIPTION

The fuel rail pressure sensor detects fuel pressure within the fuel rail. The engine control module (ECM)
provides a 5 V reference voltage on the 5 V reference circuit and ground on the low reference circuit. The ECM
receives a varying signal voltage on the signal circuit.

High pressure fuel is regulated by the high pressure fuel pump actuator, which is a part of the high pressure fuel
pump. The high pressure fuel pump actuator is a solenoid valve. The ECM provides a voltage on the actuator
high control circuit and ground on the actuator low control circuit. Both circuits are controlled through output
drivers within the ECM. When deactivated, both drivers are disabled. When activated, the high control circuit
driver energizes the high pressure fuel pump actuator and the low control circuit driver pulse-width modulates
(PWM) the low control circuit to ground.

The high pressure mechanical fuel pump is driven by three lobes on the camshaft. The ECM uses the camshaft
and crankshaft position sensor inputs to synchronize the high pressure fuel pump actuator with the position of
each of the camshaft lobes. The ECM regulates fuel pressure by adjusting the portion of each pump stroke that
provides fuel to the rail.

The ECM monitors the fuel rail fuel pressure sensor and the high pressure fuel pump actuator to determine if
the commanded and actual pressure are within a predetermined range, or if the amount of fuel pressure
correction exceeds a calibrated pressure.
CONDITIONS FOR RUNNING THE DTC

P0089, P228C, or P228D

 DTC P0016, P0017, P0090, P0091, P0092, P00C8, P00C9, P00CA, P0112, P0113, P0116, P0117, P0118,
P0128, P0192, P0193, P0335, P0336, P0340, P0341, P0365, P0366, P0627, P0628, P0629 or P1682 is not
set.
 The ignition voltage is more than 11 V.
 The engine is running.
 The low side fuel pressure is more than 275 kPa (40 psi).
 The DTC runs continuously when the above conditions are met for 60 s.

P00C6

 DTC P0016, P0017, P0090, P0091, P0092, P00C8, P00C9, P00CA, P0112, P0113, P0116, P0117, P0118,
P0128, P0192, P0193, P0335, P0336, P0340, P0341, P0365, P0366, P0627, P0628, P0629 or P1682 is not
set.
 The ignition voltage is more than 8 V.
 The engine coolant temperature is between -100 and +80°C (-148 and +176°F).
 The low side fuel pressure is more than 300 kPa (43.5 psi).
 The engine is not running.
 The DTC runs once for each engine start.

CONDITIONS FOR SETTING THE DTC

P0089

The high pressure fuel pump actuator command is greater than or equal to 240 ° or less than or equal to 0 °. The
condition exists for greater than 5 s.

P00C6

The ECM detects that the fuel pressure is not rising or has fallen beyond acceptable limits during engine
cranking.

P228C

The actual fuel rail pressure is 3 MPa (435 psi) less than the desired fuel pressure. The condition exists for
greater than 5 s.

P228D

The actual fuel rail pressure is 3 MPa (435 psi) greater than the desired fuel rail pressure. The condition exists
for greater than 5 s.
ACTION TAKEN WHEN THE DTC SETS

 DTCs P0089 and P00C6 are Type B DTCs.

 DTCs P228C and P228D are Type A DTCs.
 A message center or an indicator displays Reduced Engine Power.

CONDITIONS FOR CLEARING THE DTC

 DTCs P0089 and P00C6 are Type B DTCs.

 DTCs P228C and P228D are Type A DTCs.

DIAGNOSTIC AIDS

 A restricted fuel feed pipe between the fuel feed pipe fuel pressure sensor and the high pressure fuel
pump may set a DTC.
 A condition with the fuel tank fuel pump module or the fuel pump flow control module may set a DTC.
 A skewed fuel rail pressure sensor, or an intermittent condition in the fuel rail pressure sensor circuits
may set a DTC.
 A leaking or restricted fuel injector may set a DTC.
 A short to voltage in the crankshaft position signal circuit may set a DTC.
 A short to voltage in the camshaft position actuator solenoid valve control circuit may set a DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the DTC information with a scan tool. DTC P0627, P0628, P0629, P069E, or U0109 should not
set.
 If a DTC is set refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Attempt to start and idle the engine.

3. Observe the DTC information with a scan tool. DTCs P0089, P00C6, P228C, and P228D should not set.
4. Engine idling, observe the Fuel Rail Pressure Sensor parameter with a scan tool. The pressure should be
approximately 1.9-2.1 Mpa (279-305 psi).
5. Command an increase and decrease in fuel rail pressure with a scan tool. Observe the scan tool Fuel Rail
Pressure Sensor parameter. The Fuel Rail Pressure Sensor should increase or decrease with each
commanded state.
6. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: Circuit/System Verification must be performed first or misdiagnosis may

result.

1. Ignition ON, observe the scan tool fuel pump control module fuel line pressure sensor parameter.
Command an increase in the fuel line pressure with a scan tool. Verify the fuel line pressure increases to
greater than 414 kPa (60 psi) as commanded.
 If less than the specified range, refer to Fuel System Diagnosis .

NOTE: As little as 2 ohms on either circuit of the high pressure fuel pump
actuator will cause these DTCs to set. Test the circuits of the high
pressure fuel pump actuator for a high resistance if you suspect a
condition.

2. Remove the G18 high pressure fuel pump and visually inspect the lobes on the camshaft for unusual
wear.
 If the lobes appear normal, replace the G18 high pressure fuel pump.

 If the lobes are worn, replace the camshaft.

COMPONENT TESTING
Static Test

1. Ignition OFF, disconnect the harness connector at the G18 high pressure fuel pump.

NOTE: The DMM and test leads must be calibrated to 0 ohms in order to prevent
misdiagnosis.

2. Test for 10 ohms plus/minus 1 ohms at 25°C (77°F) between the low control circuit terminal 1 and the
high control circuit terminal 2.
 If not within the specified range, replace the G18 high pressure fuel pump.

3. Test for infinite resistance between each terminal and the G18 high pressure fuel pump housing.
 If not the specified value, replace the G18 high pressure fuel pump.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Injection Fuel Rail Fuel Pressure Sensor Replacement (LAF)

 Fuel Pump Replacement
 Intake Camshaft and Valve Lifter Replacement

DTC P0090-P0092, P00C8, P00C9, OR P00CA

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0090

Fuel Pressure Regulator Control Circuit

DTC P0091

Fuel Pressure Regulator Control Circuit Low Voltage

DTC P0092

Fuel Pressure Regulator Control Circuit High Voltage

DTC P00C8
 Fuel Pressure Regulator High Control Circuit

DTC P00C9

Fuel Pressure Regulator High Control Circuit Low Voltage

DTC P00CA

Fuel Pressure Regulator High Control Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
High Pressure Fuel Pump Actuator P0092, P00CA,
P0091, P00C9 P0090, P00C8 -
High Control P0690
High Pressure Fuel Pump Actuator P0092, P00CA,
P0091, P00C9 P0090, P00C8 -
Low Control P0690

CIRCUIT/SYSTEM DESCRIPTION

High pressure fuel is regulated by the high pressure fuel pump actuator, which is a part of the high pressure fuel
pump. The high pressure fuel pump actuator is a solenoid valve. The ECM provides battery voltage on the
actuator high control circuit and ground on the actuator low control circuit. Both circuits are controlled through
output drivers within the ECM. When deactivated, both drivers are disabled. When activated, the high control
circuit driver energizes the high pressure fuel pump actuator and the low control circuit driver pulse-width
modulates (PWM) the low control circuit to ground. The ECM monitors the voltage on the circuits to detect a
failure.

CONDITIONS FOR RUNNING THE DTC

 The ignition voltage is greater than 11 V.

 The engine speed is greater than 50 RPM.
 The DTCs run continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

P0090

 The ECM detects an open circuit in the high pressure fuel pump actuator low control circuit.
 The DTC sets when the above condition is present for 4 s.

P0091

 The ECM detects a short to ground in the high pressure fuel pump actuator low control circuit.
 The DTC sets when the above condition is present for 4 s.
P0092

 The ECM detects a short to voltage in the high pressure fuel pump actuator low control circuit.
 The DTC sets when the above condition is present for 4 s.

P00C8

 The ECM detects an open circuit in the high pressure fuel pump actuator high control circuit.
 The DTC sets when the above condition is present for 4 s.

P00C9

 The ECM detects a short to ground in the high pressure fuel pump actuator high control circuit.
 The DTC sets when the above condition is present for 4 s.

P00CA

 The ECM detects a short to voltage in the high pressure fuel pump actuator high control circuit.
 The DTC sets when the above condition is present for 4 s.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0090, P0091, P0092, P00C8, P00C9, and P00CA are Type A DTCs.
 A message center or an indicator displays Reduced Engine Power.

CONDITIONS FOR CLEARING THE DTC

DTCs P0090, P0091, P0092, P00C8, P00C9, and P00CA are Type A DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
  Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the DTC information with a scan tool. DTC P0090, P0091, P0092, P00C8, P00C9, P00CA,
P0685, or P1682 should not set.
 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further diagnosis.

2. Ignition ON, command the Fuel Pressure Regulator ON and OFF with a scan tool while observing the
following control circuit status parameters:
 Fuel Pressure Regulator Control Circuit High Voltage Test Status

 Fuel Pressure Regulator Control Circuit Open Test Status

 Fuel Pressure Regulator Control Circuit Low Voltage Test Status

 Fuel Pressure Regulator High Control Circuit High Voltage Test Status

 Fuel Pressure Regulator High Control Circuit Open Test Status

 Fuel Pressure Regulator High Control Circuit Low Voltage Test Status

Each parameter should toggle between OK and Not Run or Not Run and OK.

3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the G18 high pressure fuel pump.
2. Ignition ON, verify that a test lamp does not illuminate between the high control circuit terminal 2 and
ground and the low control circuit terminal 1 and ground.
 If the test lamp illuminates, test the appropriate control circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
3. Verify that a test lamp does not illuminate between the high control circuit terminal 2 and B+ and the low
control circuit terminal 1 and B+.
 If the test lamp illuminates, test the appropriate control circuit for a short to ground. If the circuit
tests normal, replace the K20 ECM.
 4. Connect a 3 A fused jumper wire between the high control circuit terminal 2 and ground. The Fuel
Pressure Regulator High Control Circuit Open Test Status should transition from Malfunction to OK and
the Fuel Pressure Regulator High Control Circuit Low Voltage Test Status should transition from OK to
Malfunction.
 If not the specified value, test the high control circuit for an open/high resistance.

5. Connect a 3 A fused jumper wire between the low control circuit terminal 1 and B+. The Fuel Pressure
Regulator Control Circuit Open Test Status should transition from Malfunction to OK and the Fuel
Pressure Regulator Control Circuit High Voltage Test Status should transition from OK to Malfunction.
 If not the specified value, test the low control circuit for an open/high resistance.

6. If all circuits test normal, test or replace the G18 high pressure fuel pump.

COMPONENT TESTING

Static Test

1. Ignition OFF, disconnect the harness connector at the G18 high pressure fuel pump.

NOTE: The DMM and test leads must be calibrated to 0 ohms in order to prevent
misdiagnosis.

2. Test for 9-11 ohms at 25°C (77°F) between the low control circuit terminal 1 and the high control circuit
terminal 2 at the G18 high pressure fuel pump.
 If not within the specified range, replace the G18 high pressure fuel pump.

3. Measure the resistance between each terminal and the high pressure fuel pump housing. The DMM
should display OL.
 If less than the specified value, replace the G18 high pressure fuel pump.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Pump Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P0101
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR
DTC P0101

Mass Air Flow (MAF) Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
Ignition Voltage P0102 P0101 P0102 - P0101, P0103
P0101, P0103,
MAF Sensor Signal P0102 P0102 P0102 P0102
P1101
Ground - P0102 P0102 - P0102

TYPICAL SCAN TOOL DATA

MAF Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running at various operating conditions
Parameter Normal Range: 2,000-10,000 Hz
Ignition Voltage 0 Hz 0 Hz -
MAF Sensor Signal 0 Hz 0 Hz 0 Hz
Ground - 0 Hz -

CIRCUIT DESCRIPTION

The intake flow rationality diagnostic provides the within-range rationality check for the mass air flow (MAF),
manifold absolute pressure (MAP), and the throttle position sensors. This is an explicit model-based diagnostic
containing 4 separate models for the intake system.

 The throttle model describes the flow through the throttle body and is used to estimate the MAF through
the throttle body as a function of barometric pressure (BARO), throttle position sensors, intake air
temperature (IAT), and estimated MAP. The information from this model is displayed on the scan tool as
the MAF Performance Test parameter.
 The first intake manifold model describes the intake manifold and is used to estimate MAP as a function
of the MAF into the manifold from the throttle body and the MAF out of the manifold caused by engine
pumping. The flow into the manifold from the throttle uses the MAF estimate calculated from the above
throttle model. The information from this model is displayed on the scan tool as the MAP Performance
Test 1 parameter.
 The second intake manifold model is identical to the first intake manifold model except that the MAF
sensor measurement is used instead of the throttle model estimate for the throttle air input. The
information from this model is displayed on the scan tool as the MAP Performance Test 2 parameter.
 The fourth model is created from the combination and additional calculations of the throttle model and
the first intake manifold model. The information from this model is displayed on the scan tool as the
Throttle Position Performance Test parameter.
The estimates of MAF and MAP obtained from this system of models and calculations are then compared to the
actual measured values from the MAF, MAP, and the throttle position sensors and to each other to determine
the appropriate DTC to fail. The following table illustrates the possible failure combinations and the resulting
DTC or DTCs.

Scan Tool Diagnostic Test Results

Throttle
MAF MAP MAP Position
Performance Performance Performance Performance
Test Test 1 Test 2 Test DTCs Passed DTCs Failed
P0101, P0106,
- - OK OK None
P0121, P1101
P0101, P0106,
OK OK Malfunction OK None
P0121, P1101
P0106, P0121,
Malfunction OK Malfunction OK P0101
P1101
P0101, P0121,
OK Malfunction Malfunction OK P0106
P1101
Malfunction Malfunction Malfunction OK P0121, P1101 P0101, P0106
P0101, P0106,
- - OK Malfunction P0121
P1101
P0101, P0106,
OK OK Malfunction Malfunction None
P0121, P1101
P0101, P0106,
Malfunction OK Malfunction Malfunction P1101
P0121
P0101, P0106,
- Malfunction Malfunction Malfunction P1101
P0121
OK OK Malfunction OK - P0102

CONDITIONS FOR RUNNING THE DTCS

 DTCs P0102, P0103, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0128, P0335 or P0336 are
not set.
 The engine is running.
 The engine coolant temperature (ECT) is between 70-125°C (158-261°F).
 The intake air temperature (IAT) is between -20 and +125°C (-4 and +257°F).
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The engine control module (ECM) detects that the actual measured airflow from the MAF, MAP, and throttle
position sensors is not within range of the calculated airflow that is derived from the system of models for
greater than 2 s.

ACTION TAKEN WHEN THE DTC SETS

DTC P0101 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0101 is a Type B DTC.

DIAGNOSTIC AIDS

 A steady or intermittent high resistance of 15 ohms or greater on the ignition voltage circuit will cause the
MAF sensor signal to be increased by as much as 60 g/s.
 Depending on the current ambient temperature, and the vehicle operating conditions, a MAF sensor signal
circuit that is shorted to the IAT signal circuit will cause the MAF sensor signal to be skewed or erratic.
Additionally, it may cause a rapid fluctuation in the IAT Sensor parameter.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

EN-38522: Variable Signal Generator

For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION
 1. Verify that the following DTCs are not set:
 5 V reference circuits

 Camshaft position system performance

 Engine controls ignition relay circuits

 Ignition circuits-Body control module (BCM)

 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Verify that restrictions do not exist in the exhaust system. Refer to Restricted Exhaust .
3. Engine operating at idle, observe the scan tool MAF Sensor parameter. The reading should be between
2,000-3,800 Hz depending on the ECT.
4. A wide open throttle (WOT) acceleration from a stop should cause the MAF Sensor parameter on the
scan tool to increase rapidly. This increase should be from 2-6 g/s at idle to greater than 180 g/s at the
time of the 1-2 shift.
5. Use the scan tool and compare the MAF Sensor parameter to a known good vehicle, under various
operating conditions.
6. Verify the proper operation of the ECT and IAT sensors. A skewed or stuck ECT or IAT sensor will
cause the calculated models to be inaccurate and may cause this DTC to run when it should not. Refer to
Temperature Versus Resistance .
7. Verify the proper operation of the MAP sensor. A skewed MAP sensor will cause the BARO value to be
inaccurate. Refer to Diagnostic Trouble Code (DTC) List - Vehicle DTC P0106 for further diagnosis.
8. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Verify the integrity of the entire air induction system by inspecting for the following conditions:
 Any damaged components

 Loose or improper installation

 An air flow restriction

 Any vacuum leaks

 Water intrusion

 In cold climates, inspect for any snow or ice buildup

 Inspect the B75B MAF/IAT sensor element for contamination.

2. Ignition OFF, disconnect the harness connector at the B75B MAF/IAT sensor.
3. Ignition OFF, all vehicle systems OFF, this may take up to 2 minutes, test for less than 5 ohms between
the ground circuit terminal B and ground.
 If greater than the specified range, test the ground circuit for an open/high resistance.

4. Ignition ON, verify that a test lamp illuminates between the ignition circuit terminal C and ground.
 If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high
resistance.
5. Ignition ON, test for 4.8-5.2 V between the signal circuit terminal A and ground.
  If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
6. Ignition OFF, connect the red lead of the EN-38522: Variable Signal Generator to the signal circuit
terminal A at the B75B MAF/IAT sensor harness connector. Connect the battery voltage supply to the
B+, and the black lead to ground.
7. Set the EN-38522: Variable Signal Generator signal switch to 5 V, the Frequency switch to 5K, and the
Duty Cycle switch to Normal.
8. Engine idling, observe the scan tool MAF Sensor parameter. The scan tool MAF Sensor parameter should
be between 4,950-5,050 Hz.
 If the MAF Sensor parameter is not within the specified range, replace the K20 ECM.

9. If all other circuits test normal, test or replace the B75B MAF/IAT sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the repair.

 Engine Coolant Temperature Sensor Replacement

 Mass Airflow Sensor with Intake Air Temperature Sensor Replacement
 Control Module References for ECM replacement, setup, and programming

DTC P0102 OR P0103

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0102

Mass Air Flow (MAF) Sensor Circuit Low Frequency

DTC P0103

Mass Air Flow (MAF) Sensor Circuit High Frequency

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
 P0030,
P0036,
P0102,
Ignition Voltage P0101 P0102 P0690 P0101, P0103
P0135,
P0141,
P0443
P0101, P0103,
MAF Sensor Signal P0102 P0102 P0102 P0102
P1101
Ground - P0102 P0102 - P0102

TYPICAL SCAN TOOL DATA

MAF Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running at various operating conditions
Parameter Normal Range: 2,000-10,000 Hz
Ignition Voltage 0 Hz 0 Hz -
MAF Sensor Signal 0 Hz 0 Hz 0 Hz
Ground - 0 Hz -

CIRCUIT/SYSTEM DESCRIPTION

The mass air flow (MAF) sensor is integrated with the intake air temperature (IAT) sensor. The MAF sensor is
an air flow meter that measures the amount of air entering the engine. The engine control module (ECM) uses
the MAF sensor signal to provide the correct fuel delivery for all engine speeds and loads. A small quantity of
air entering the engine indicates a deceleration or idle condition. A large quantity of air entering the engine
indicates an acceleration or high load condition.

The ECM applies 5 V to the MAF sensor on the MAF sensor signal circuit. The sensor uses the voltage to
produce a frequency based on the inlet air flow through the sensor bore. The frequency varies in a range of near
2,000 Hertz at idle to near 10,000 Hertz at maximum engine load.

CONDITIONS FOR RUNNING THE DTC

 The engine is running for greater than 1 s.

 The ignition signal is greater than 11 V.
 The above conditions are met for greater than 1 s.
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0102

The ECM detects that the MAF Sensor signal parameter is less than 300 Hz for greater than 10 s.
P0103

The ECM detects that the MAF Sensor signal parameter is greater than 11,000 Hz for greater than 10 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0102 and P0103 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0102 and P0103 are Type B DTCs.

DIAGNOSTIC AIDS

 A steady or intermittent high resistance of 15 ohms or greater on the ignition voltage circuit will cause the
MAF sensor signal to be increased by as much as 60 g/s.
 Depending on the current ambient temperature, and the vehicle operating conditions, a MAF sensor signal
circuit that is shorted to the IAT signal circuit will cause the MAF sensor signal to be skewed or erratic.
Additionally, it may cause a rapid fluctuation in the IAT Sensor parameter.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools
EN-38522: Variable Signal Generator

For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION

1. Verify that DTCs P0685, P0690 or B1380 are not set.

 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine running, observe the scan tool MAF Sensor parameter. The reading should be between 1,700-
3,800 Hz depending on the engine coolant temperature (ECT).
3. A wide open throttle (WOT) acceleration from a stop should cause the MAF sensor parameter on the scan
tool to increase rapidly. This increase should be from 2-6 g/s at idle to greater than 180 g/s at the time of
the 1-2 shift.
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Verify that DTCs P0685, P0690 or B1380 are not set.

 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Verify the integrity of the air induction system by inspecting for the following conditions:
 Loose or improper installation

 Water intrusion

3. Ignition OFF, disconnect the harness connector at the B75B MAF/IAT sensor.
4. Ignition OFF, all vehicle systems OFF, this may take up to 2 minutes, test for less than 5 ohms between
the ground circuit terminal B and ground.
 If greater than the specified range, test the ground circuit for an open/high resistance.

5. Ignition ON, verify that a test lamp illuminates between the ignition circuit terminal C and ground.
 If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high
resistance.
 If the circuit tests normal and the fuse is open, test all the components connected to the circuit, and
repair or replace as necessary.
6. Ignition ON, test for 4.8-5.2 V between the signal circuit terminal A and ground.
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
7. Ignition OFF, connect the red lead of the EN-38522: Variable Signal Generator to the signal circuit
terminal A at the B75B MAF/IAT sensor harness connector. Connect the battery voltage supply to B+,
and the black lead to ground.
8. Set the EN-38522: Variable Signal Generator signal to 5 V, the Frequency to 5K, and the Duty Cycle to
Normal.
 9. Engine idling, observe the scan tool MAF Sensor parameter. The scan tool MAF Sensor parameter should
be between 4,950-5,050 Hz.
 If the MAF Sensor parameter is not within the specified range, replace the K20 ECM.

10. If all other circuits test normal, replace the B75B MAF/IAT sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Mass Airflow Sensor with Intake Air Temperature Sensor Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P0106
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0106

Manifold Absolute Pressure (MAP) Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0107,
P0108,
P0452, P0106,
5 V Reference P0107 P0533, P0106, P0107
P0532, P0107
P0641
P0641
P0106, P0106, P0107,
MAP Sensor Signal P0107 P0107 P0108
P0107 P1101
P0106, P0106,
Low Reference - - P0106, P0108
P0108 P0108

TYPICAL SCAN TOOL DATA

MAP Sensor
Circuit Short to Ground Open Short to Voltage

Operating Conditions: Engine running, transmission in Park or Neutral

Parameter Normal Range: 20-48 kPa, varies with altitude
5 V Reference 0 kPa 0 kPa 127 kPa
MAP Sensor Signal 0 kPa 0 kPa 127 kPa
Low Reference - 127 kPa -

CIRCUIT DESCRIPTION

The intake flow rationality diagnostic provides the within-range rationality check for the mass air flow (MAF),
manifold absolute pressure (MAP), and the throttle position sensors. This is an explicit model-based diagnostic
containing 4 separate models for the intake system.

 The throttle model describes the flow through the throttle body and is used to estimate the MAF through
the throttle body as a function of barometric pressure (BARO), throttle position, intake air temperature
(IAT), and estimated MAP. The information from this model is displayed on the scan tool as the MAF
Performance Test parameter.
 The first intake manifold model describes the intake manifold and is used to estimate MAP as a function
of the MAF into the manifold from the throttle body and the MAF out of the manifold caused by engine
pumping. The flow into the manifold from the throttle uses the MAF estimate calculated from the above
throttle model. The information from this model is displayed on the scan tool as the MAP Performance
Test 1 parameter.
 The second intake manifold model is identical to the first intake manifold model except that the MAF
sensor measurement is used instead of the throttle model estimate for the throttle air input. The
information from this model is displayed on the scan tool as the MAP Performance Test 2 parameter.
 The fourth model is created from the combination and additional calculations of the throttle model and
the first intake manifold model. The information from this model is displayed on the scan tool as the
Throttle Position Performance Test parameter.

The estimates of MAF and MAP obtained from this system of models and calculations are then compared to the
actual measured values from the MAF, MAP, and the throttle position sensors and to each other to determine
the appropriate DTC to fail. The following table illustrates the possible failure combinations and the resulting
DTC or DTCs.

Scan Tool Diagnostic Test Results

Throttle
MAF MAP MAP Position
Performance Performance Performance Performance
Test Test 1 Test 2 Test DTCs Passed DTCs Failed
P0101, P0106,
- - OK OK None
P0121, P1101
P0101, P0106,
OK OK Fault OK None
P0121, P1101
P0106, P0121,
Fault OK Fault OK P0101
P1101
P0101, P0121,
OK Fault Fault OK P0106
P1101
 Fault Fault Fault OK P0121, P1101 P0101, P0106
P0101, P0106,
- - OK Fault P0121
P1101
P0101, P0106,
OK OK Fault Fault None
P0121, P1101
P0101, P0106,
Fault OK Fault Fault P1101
P0121
P0101, P0106,
- Fault Fault Fault P1101
P0121

CONDITIONS FOR RUNNING THE DTC

 DTC P0102, P0103, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0128, P0335, or P0336 is not
set.
 The engine speed is between 400-8,192 RPM.
 The IAT Sensor parameter is between -7° to +125°C (+19° to +257°F).
 The ECT Sensor parameter is between 70-125°C (158-257°F).
 This DTC runs continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTCS

The engine control module (ECM) detects that the actual measured airflow from MAF, MAP, and throttle
position is not within range of the calculated airflow that is derived from the system of models for more than 2
s.

ACTION TAKEN WHEN THE DTC SETS

DTC P0106 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0106 is a Type B DTC.

DIAGNOSTIC AIDS

 A wide open throttle (WOT) acceleration from a stop should cause the MAP sensor parameter on the scan
tool to increase rapidly to near the BARO parameter at the time of the 1-2 shift.
 The BARO that is used by the ECM to calculate the air flow models is initially based on the MAP sensor
at ignition ON. When the engine is running, the ECM will continually update the BARO value near WOT
using the MAP sensor and a calculation. A skewed MAP sensor will cause the BARO value to be
inaccurate.

REFERENCE INFORMATION

Schematic Reference
Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

GE 23738-A: Mityvac

For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION

1. Verify that DTC P0697 is not set.

 If the DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) .

2. Verify that restrictions do not exist in the exhaust system. Refer to Restricted Exhaust .
3. Ignition OFF for 90 s, determine the current vehicle testing altitude.
4. Ignition ON, engine OFF, observe the scan tool BARO parameter. Compare the parameter to the Altitude
Versus Barometric Pressure table. The BARO parameter should be within the specified range indicated
in the table.
5. Use the scan tool and compare the MAP Sensor parameter to a known good vehicle, under various
operating conditions. The reading should be within 5 kPa of the known good vehicle.
6. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Verify the integrity of the entire air induction system by inspecting for the following conditions:
  Any damaged components
 Loose or improper installation

 An air flow restriction

 Any vacuum leak

 Improperly routed vacuum hoses

 In cold climates, inspect for any snow or ice buildup

 Verify that restrictions do not exist in the MAP sensor port or vacuum source.

2. Ignition OFF for 90 s, disconnect the harness connector at the B74 MAP sensor.
3. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
4. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 1 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
5. Verify the scan tool MAP Sensor parameter is less than 1 kPa.
 If greater than the specified range, test the signal circuit terminal 3 for a short to voltage. If the
circuit tests normal, replace the K20 ECM.
6. Install a 3 A fused jumper wire between the signal circuit terminal 3 and the 5 V reference circuit terminal
1. Verify the scan tool MAP Sensor parameter is greater than 127 kPa.
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
7. If the circuits test normal, test or replace the B74 MAP sensor.

COMPONENT TESTING

NOTE: You must perform the Circuit/System Testing in order to verify the integrity of
the MAP sensor circuits before proceeding with the Component Testing.

Skewed Signal Test

1. Using the following steps and referencing the table below will determine if the MAP sensor is skewed.
2. Ignition ON, engine OFF, observe the MAP Sensor scan tool parameter.
3. Use the observed MAP Sensor scan tool parameter that is closest to a value that is indicated in the first
column.

THEN

4. Using the GE 23738-A: Mityvac to apply 5 in Hg of vacuum to the B74 MAP sensor, the parameter in
the first column should decrease by 17 kPa. The acceptable range is indicated in the second column.
5. Using the GE 23738-A: Mityvac to apply 10 in Hg of vacuum to the B74 MAP sensor, the parameter in
 the first column should decrease by 34 kPa. The acceptable range is indicated in the third column.

Ignition ON, Engine OFF, MAP MAP Sensor Parameter With 5 MAP Sensor Parameter With 10
Sensor Parameter Inches of Vacuum Applied Inches of Vacuum Applied
100 kPa 79-87 kPa 62-70 kPa
95 kPa 74-82 kPa 57-65 kPa
90 kPa 69-77 kPa 52-60 kPa
80 kPa 59-67 kPa 42-50 kPa
70 kPa 49-57 kPa 32-40 kPa
60 kPa 39-47 kPa 22-30 kPa

Erratic Signal Test

1. Ignition OFF, remove the B74 MAP sensor.

2. Install a 3 A fused jumper wire between the 5 V reference circuit terminal 1 and the corresponding
terminal of the B74 MAP sensor.
3. Install a jumper wire between the low reference circuit terminal 2 of the B74 MAP sensor and ground.
4. Install a jumper wire at terminal 3 of the B74 MAP sensor.
5. Connect a DMM between the jumper wire from terminal 3 of the B74 MAP sensor and ground.
6. Ignition ON, with the J 23738-A: Mityvac or J 35555: Metal Mityvac, slowly apply vacuum to the
sensor while observing the voltage on the DMM. The voltage should vary between 0-5.2 V, without any
spikes or dropouts.
 If the voltage reading is erratic, replace the B74 MAP sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for ECM replacement, setup and programming

DTC P0107 OR P0108

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0107

Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage

DTC P0108

Manifold Absolute Pressure (MAP) Sensor Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0107,
P0108,
P0452, P0106,
5 V Reference P0107 P0533, P0106, P0107
P0532, P0107
P0641
P0641
P0106, P0106, P0107,
MAP Sensor Signal P0107 P0107 P0108
P0107 P1101
P0106, P0106,
Low Reference - - P0106, P0108
P0108 P0108

TYPICAL SCAN TOOL DATA

MAP Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running, transmission in Park or Neutral
Parameter Normal Range: 20-48 kPa, varies with altitude
5 V Reference 0 kPa 0 kPa 127 kPa
MAP Sensor Signal 0 kPa 0 kPa 127 kPa
Low Reference - 127 kPa -

CIRCUIT DESCRIPTION

The manifold absolute pressure (MAP) sensor has a 5 V reference circuit, a low reference circuit, and a signal
circuit. The engine control module (ECM) supplies 5 V to the MAP sensor on the 5 V reference circuit, and
provides a ground for the low reference circuit. The MAP sensor provides a voltage signal to the ECM on the
signal circuit relative to the intake manifold pressure changes.

CONDITIONS FOR RUNNING THE DTC

 DTC P0697 is not set.

 The engine is running.
 This DTC runs continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

P0107

The ECM detects that the MAP sensor voltage is less than 0.20 V for more than 5 s.
P0108

The ECM detects that the MAP sensor voltage is more than 4.80 V for more than 5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0107 and P0108 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0107 and P0108 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 J 23738-A: Mityvac
 J 35555: Metal Mityvac

For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION
 1. Verify that DTC P0697 is not set.
 If the DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) .

2. Ignition ON, observe the scan tool MAP Sensor parameter. The reading should be between 0.20-4.80 V.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF for 90 s, disconnect the harness connector at the B74 MAP sensor.
2. Test for less than 5 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 1 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Verify the scan tool MAP Sensor parameter is less than 1 kPa.
 If greater than the specified range, test the signal circuit terminal 3 for a short to voltage. If the
circuit tests normal, replace the K20 ECM.
5. Install a 3 A fused jumper wire between the signal circuit terminal 3 and the 5 V reference circuit terminal
1. Verify the scan tool MAP Sensor parameter is greater than 127 kPa.
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
6. If the circuits test normal, test or replace the B74 MAP sensor.

COMPONENT TESTING

NOTE: You must perform the Circuit/System Testing in order to verify the integrity of
the MAP sensor circuits before proceeding with the Component Testing.

Erratic Signal Test

1. Ignition OFF, remove the B74 MAP sensor.

2. Install a 3 A fused jumper wire between the 5 V reference circuit terminal 1 and the corresponding
terminal of the B74 MAP sensor.
3. Install a jumper wire between the low reference circuit terminal 2 of the B74 MAP sensor and ground.
4. Install a jumper wire at terminal 3 of the B74 MAP sensor.
5. Connect a DMM between the jumper wire from terminal 3 of the B74 MAP sensor and ground.
6. Ignition ON, with the J 23738-A: Mityvac or the J 35555: Metal Mityvac, slowly apply vacuum to the
sensor while observing the voltage on the DMM. The voltage should vary between 0-5 V without any
 spikes or dropouts.
 If the voltage reading is erratic, replace the B74 MAP sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for ECM replacement, setup and programming

DTC P0112, P0113, OR P0114

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0112

Intake Air Temperature (IAT) Sensor Circuit Low Voltage

DTC P0113

Intake Air Temperature (IAT) Sensor Circuit High Voltage

DTC P0114

Intake Air Temperature (IAT) Sensor Circuit Intermittent

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
IAT Sensor Signal P0112 P0113 P0113 P0114
Low Reference - P0113 P0113, P0114 P0114

TYPICAL SCAN TOOL DATA

IAT Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running
Parameter Normal Range: Varies with ambient temperature
IAT Sensor Signal 150°C (302°F) -40°C (-40°F) -40°C (-40°F)*
Low Reference - -40°C (-40°F) -40°C (-40°F)*
*Internal ECM or sensor damage may occur if the circuit is shorted to B+

CIRCUIT/SYSTEM DESCRIPTION

The intake air temperature (IAT) sensor is a variable resistor. It is integrated into the mass air flow (MAF)
sensor. The IAT sensor has a signal circuit and a low reference circuit. The IAT sensor measures the
temperature of the air entering the engine. The engine control module (ECM) supplies 5 V to the IAT signal
circuit, and a ground for the IAT low reference circuit.

CONDITIONS FOR RUNNING THE DTC

P0112

 The engine run time is greater than 1 s.

 The DTC runs continuously when the above conditions are met.

P0113

 The engine run time is greater than 1 s.

 The DTC runs continuously when the above conditions are met.

P0114

 The ignition is ON or the engine is running.

 This DTC runs continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

P0112

The ECM detects that the IAT sensor signal is warmer than 149°C (300°F) for greater than 7 s.

P0113

The ECM detects that the IAT sensor signal is colder than -60°C (-76°F) for greater than 7 s.

P0114

The ECM detects that the IAT sensor signal is intermittent or has abruptly changed for greater than 4 s.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0112, P0113, and P0114 are Type B DTCs.

 The ECM commands the cooling fans ON.
CONDITIONS FOR CLEARING THE DTC

DTCs P0112, P0113, and P0114 are Type B DTCs.

DIAGNOSTIC AIDS

 Depending on the ambient temperature, an IAT sensor signal circuit or low reference circuit that is
shorted to the MAF sensor signal circuit can cause a DTC P0113 and/or P0114 to set. This condition
causes a rapid fluctuation in the IAT Sensor parameter.
 An IAT sensor signal circuit that is shorted to the MAF sensor ignition circuit can cause a DTC P0113
and/or P0114 to set.
 A MAF sensor ground circuit that is open will cause a DTC P0113 and/or a DTC P0114 to set.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine running, observe the scan tool IAT Sensor parameter. The reading should be between -40 to
+149°C (-40 to +300°F) depending on the current ambient temperature and the vehicle operating
conditions.
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the B75B MAF/IAT sensor.
2. Ignition OFF, all vehicle systems OFF, this may take up to 2 minutes, test for less than 5 ohms between
the low reference circuit terminal D and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance, or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
3. Ignition ON, verify the scan tool IAT parameter is colder than -39°C (-38°F).
 If warmer than the specified range, test the signal circuit terminal E for a short to ground. If the
circuit tests normal, replace the K20 ECM.

NOTE: If the fuse in the jumper wire opens, the signal circuit is shorted to voltage
and the sensor may be damaged.

4. Install a 3 A fused jumper wire between the signal circuit terminal E and ground. Verify the scan tool IAT
parameter is warmer than 149°C (300°F).
 If colder than the specified range, test the signal circuit for a short to voltage or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
5. If all circuits test normal, test or replace the B75B MAF/IAT sensor.

COMPONENT TESTING

Measure and record the resistance of the IAT sensor of the B75B MAF/IAT sensor, at various ambient
temperatures, then compare those measurements to the Temperature Versus Resistance table.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the repair.

 Mass Airflow Sensor with Intake Air Temperature Sensor Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P0116
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0116
 Engine Coolant Temperature (ECT) Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
ECT Sensor Signal P0117 P0118 P0118 P0118 P0116, P0128
Low Reference - P0118 P0118 P0118 P0128

TYPICAL SCAN TOOL DATA

ECT Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running at various operating conditions
Parameter Normal Range: Varies with coolant temperature
ECT Sensor 150°C (302°F) -40°C (-40°F) -40°C (-40°F)
Low Reference - -40°C (-40°F) -40°C (-40°F)

CIRCUIT/SYSTEM DESCRIPTION

The engine coolant temperature (ECT) sensor is a variable resistor that measures the temperature of the engine
coolant. The engine control module (ECM) supplies 5 V to the ECT sensor signal circuit and a ground for the
low reference circuit.

The ECM uses this high side coolant rationality diagnostic to determine if the input from the ECT sensor is
skewed warmer than normal. The internal clock of the ECM will record the amount of time the ignition is OFF.
If the calibrated ignition OFF time is met at start-up, the ECM will compare the temperature difference between
the ECT and the intake air temperature (IAT) to determine if the temperatures are within an acceptable
operating range of each other.

CONDITIONS FOR RUNNING THE DTC

 DTC P0112, P0113, P0117, P0118, P0128, P0502, P0503, P0601, P1621, or P2610 is not set.
 The vehicle has had a minimum ignition OFF time of 8 h.
 The ignition is ON.
 The start-up IAT is warmer than -7°C (+19°F).
 The Fuel Level Sensor parameter is greater than 2.5%.
 This DTC runs once per ignition cycle within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

 The ECM detects a temperature difference at power-up that indicates that the ECT sensor is 30°C (54°F)
warmer than the IAT sensor.

OR
  The ECM detects a temperature difference at power-up that indicates that the ECT sensor is 16°C (29°F)
warmer than the IAT sensor, and the time spent cranking the engine is greater than 30 s when the fuel
level is greater than 2.5%.

OR

 The ECM detects a temperature difference at power-up that indicates that the ECT sensor is 16°C (29°F)
warmer than the IAT sensor. Then the vehicle must be driven for greater than 6 min and 40 s at greater
than 24 km/h (15 mph). If the IAT sensor then decreases greater than 5°C (9°F), an engine block heater
was detected and the test is aborted. If the IAT sensor does not decrease, an engine block heater was not
detected and DTC P0116 will set.

ACTION TAKEN WHEN THE DTC SETS

DTC P0116 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0116 is a Type B DTC.

DIAGNOSTIC AIDS

 Engine coolant that is leaking through the sensor will create a high resistance short to ground. This
condition results in less voltage on the ECT sensor signal circuit, which is interpreted by the ECM as a
warmer ECT.
 An IAT sensor that is skewed colder at various ambient temperatures due to greater resistance than is
normal will increase the range between these two sensors. Measure and record the resistance of the IAT
sensor at various ambient temperatures, then compare those measurements to the Temperature Versus
Resistance table.
 A slight to moderate resistance in the IAT sensor signal circuit or low reference circuit will increase the
range between these two sensors. This condition results in a greater voltage on the IAT sensor signal
circuit, which is interpreted by the ECM as a colder IAT.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
  Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition OFF, inspect the cooling system surge tank for the proper coolant level. Refer to Cooling System
Leak Testing and Cooling System Draining and Filling (Static) or Cooling System Draining and
Filling (GE 47716) .
2. Ignition OFF for 8 h or greater.
3. Ignition ON, observe the scan tool ECT Sensor and IAT Sensor parameters. The ECT, IAT, and ambient
temperature should be within 15°C (27°F) of each other.
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF for 90 s, disconnect the harness connector at the B34 ECT sensor.
2. Test for less than 5 ohms between the low reference circuit terminal A and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
3. Ignition ON, verify the scan tool ECT Sensor parameter is colder than -39°C (-38°F).
 If warmer than the specified range, test the signal circuit terminal B for a short to ground. If the
circuit tests normal, replace the K20 ECM.
4. Install a 3 A fused jumper wire between the signal circuit terminal B and the low reference circuit
terminal A. Verify the scan tool ECT Sensor parameter is warmer than 149°C (300°F).
 If colder than the specified range, test the signal circuit for a short to voltage or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
5. If the circuits test normal, test or replace the B34 ECT sensor.

COMPONENT TESTING

Measure and record the resistance of the ECT sensor at various ambient temperatures, then compare those
measurements to the Temperature Versus Resistance table.
REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Engine Coolant Temperature Sensor Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P0117 OR P0118

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0117

Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage

DTC P0118

Engine Coolant Temperature (ECT) Sensor Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
ECT Sensor Signal P0117 P0118 P0118 P0118 P0116, P0128
Low Reference - P0118 P0118 P0118 P0128

TYPICAL SCAN TOOL DATA

ECT Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running at various operating conditions
Parameter Normal Range: Varies with coolant temperature
ECT Sensor 150°C (302°F) -40°C (-40°F) -40°C (-40°F)
Low Reference - -40°C (-40°F) -40°C (-40°F)

CIRCUIT/SYSTEM DESCRIPTION

The engine coolant temperature (ECT) sensor is a variable resistor that measures the temperature of the engine
coolant. The engine control module (ECM) supplies 5 V to the ECT sensor signal circuit and a ground for the
low reference circuit.

CONDITIONS FOR RUNNING THE DTC

P0117

 The ignition is ON.

OR

 The engine is running for greater than 10 s.

OR

 The engine run time is less than 10 s when the intake air temperature (IAT) is colder than 50°C (122°F).
 This DTC runs continuously within the enabling conditions.

P0118

 The ignition is ON.

OR

 The engine is running for greater than 10 s.

OR

 The engine run time is less than 10 s when the IAT is warmer than 0°C (32°F).
 This DTC runs continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

P0117

The ECM detects that the ECT is warmer than 149°C (300°F) for greater than 5 s.

P0118

The ECM detects that the ECT is colder than -39°C (-38°F) for greater than 5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0117 and P0118 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0117 and P0118 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the ECT Sensor parameter. The reading should be between -39 to +120°C (-38 to
+248°F).
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF for 90 s, disconnect the harness connector at the ECT sensor.
2. Test for less than 5 ohms between the low reference circuit terminal A and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
3. Ignition ON, verify the scan tool ECT Sensor parameter is colder than -39°C (-38°F).
 If warmer than the specified range, test the signal circuit terminal B for a short to ground. If the
circuit tests normal, replace the K20 ECM.
4. Install a 3 A fused jumper wire between the signal circuit terminal B and the low reference circuit
terminal A. Verify the scan tool ECT Sensor parameter is warmer than 149°C (300°F).
 If colder than the specified range, test the signal circuit for a short to voltage or an open/high
 resistance. If the circuit tests normal, replace the K20 ECM.
5. If the circuits test normal, test or replace the B34 ECT sensor.

COMPONENT TESTING

Measure and record the resistance of the ECT sensor at various ambient temperatures, then compare those
measurements to the Temperature Versus Resistance table.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Engine Coolant Temperature Sensor Replacement

 Control Module References for ECM replacement, setup and programming

DTC P0121-P0123, P0222, P0223, OR P2135

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0121

Throttle Position Sensor Performance

DTC P0122

Throttle Position Sensor 1 Circuit Low Voltage

DTC P0123

Throttle Position Sensor 1 Circuit High Voltage

DTC P0222

Throttle Position Sensor 2 Circuit Low Voltage

DTC P0223

Throttle Position Sensor 2 Circuit High Voltage

DTC P2135
 Throttle Position Sensors 1-2 Not Plausible

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0122,
5 V Reference P06A3 - P06A3 P0121
P0222,
P2119,
P0123,
TP Sensor 1 Signal P0122 P2135, P0122 P0121, P2135
P2135
P2176
P0223,
TP Sensor 2 Signal P0222 P2135 P0223 P0121, P2135
P2135
P0123,
Low Reference - - - -
P0223

TYPICAL SCAN TOOL DATA

TP Sensor 1
Circuit Short to Ground Open Short to Voltage
Operating Conditions: The engine is idling.
Parameter Normal Range: TP Sensor 1 3.0-4.0 V
5 V Reference 0.00 V 0.00 V 4-5 V
TP Sensor 1 Signal 0.00 V 0.00 V 5.00 V
Low Reference - 4-5 V -

TP Sensor 2
Circuit Short to Ground Open Short to Voltage
Operating Conditions: The engine is idling.
Parameter Normal Range: TP Sensor 2 1.4-2.4 V
5 V Reference 0.02 V 0-0.5 V 3-5 V
TP Sensor 2 Signal 0.00 V 5.00 V 5.00 V
Low Reference - 5.00 V -

CIRCUIT/SYSTEM DESCRIPTION

The throttle body assembly contains 2 throttle position (TP) sensors. The TP sensors are mounted to the throttle
body assembly and are not serviceable. The TP sensors provide a signal voltage that changes relative to throttle
blade angle. The engine control module (ECM) supplies the TP sensors with a common 5 V reference circuit, a
common low reference circuit, and 2 independent signal circuits.

The TP sensors have opposite functionality. TP sensor 1 signal voltage decreases and TP sensor 2 signal voltage
increases as the accelerator pedal increases to wide open throttle (WOT).

CONDITIONS FOR RUNNING THE DTC

P0121

 DTCs P0102, P0103, P0107, P0108, P0112, P0113, P0117, P0118, P0335, or P0336 is not set.
 The engine speed is between 400-7,000 RPM.
 The engine coolant temperature (ECT) is between 69-127°C (156-260°F).
 The intake air temperature (IAT) is between -20 to +125°C (-4 to +257°F).
 The DTC runs continuously when the above conditions are met.

P0122, P0123, P0222, P0223

 DTC P06A3 is not set.

 The ignition is ON, or the engine is running.
 The engine is not operating in reduced power mode.
 The ignition voltage is greater than 6 V.
 The DTCs runs continuously when the above condition are met.

P2135

 DTCs P0121, P0122, P0123, P0222, P0223, or P06A3 are not set.
 The ignition is ON, or the engine is running.
 The engine is not operating in reduced power mode.
 The ignition voltage is greater than 6 V.
 The DTCs runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0121

The ECM detects that the TP sensor 1 voltage is stuck in range for less than 1 s.

P0122

The ECM detects that the TP sensor 1 voltage is less than 0.3 V for less than 1 s.

P0123

The ECM detects that the TP sensor 1 voltage is greater than 4.8 V for less than 1 s.

P0222

The ECM detects that the TP sensor 2 voltage is less than 0.3 V for less than 1 s.

P0223

The ECM detects that the TP sensor 2 voltage is greater than 4.6 V for less than 1 s.
P2135

The ECM detects that TP sensor 1 and TP sensor 2 disagree greater than 7-10 percent for less than 1 s.

ACTION TAKEN WHEN THE DTC SETS

P0121

 DTC P0121 is a type B DTC

 The ECM commands the throttle actuator control (TAC) system to operate in a Reduced Engine Power
mode.

P0122, P0123, P0222, P0223, or P2135

 DTC P0122, P0123, P0222, P0223, and P2135 are type A DTCs
 The ECM commands the throttle actuator control (TAC) system to operate in a Reduced Engine Power
mode.

CONDITIONS FOR CLEARING THE DTC

 DTC P0121 is a type B DTC.

 DTCs P0122, P0123, P0222, P0223 and P2135 is a type A DTC.

DIAGNOSTIC AIDS

A high resistance condition on the throttle position and throttle actuator control circuits could cause a DTC to
set.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Throttle Actuator Control (TAC) System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
  Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify DTC P06A3 is not set.
 If the DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) .

2. Ignition ON, observe both TP Sensor voltage parameters with a scan tool. Verify the scan tool TP sensor
parameters are between 1.0-4.0 V.
3. Observe the scan tool TP Sensor 1 and 2 Agree/Disagree parameter while performing the following tests:
 Rapidly depress the accelerator pedal from the rest position to the wide open throttle position
(WOT) and release pedal. Repeat the procedure several times.
 Slowly depress the accelerator pedal to WOT and then slowly return the pedal to closed throttle.
Repeat the procedure several times.

The TP Sensor 1 and 2 Agree/Disagree parameter should display Agree.

4. Observe the DTC Information with a scan tool. DTCs P0121, P0122, P0123, P0222, P0223, and P2135
should not set.
5. Observe both TP Sensor percentage parameters while quickly pressing the accelerator pedal from a closed
throttle to WOT. Both TP Sensor percentage parameters should change.
6. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the Q38 throttle body assembly.
2. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power
down. Test for less than 5 ohms between the low reference circuit terminal C and ground.
 If greater than the specified range, test the low reference circuit for a short to voltage, or an
open/high resistance. If the circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal E and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
 tests normal, replace the K20 ECM.
4. Test for less than 1 V between the TP sensor 1 signal circuit terminal D and ground.
 If greater than specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
5. Test for 4.8-5.2 V between the TP sensor 2 signal circuit terminal F and ground.
 If less than specified range, test the signal circuit for a short to ground, or an open/high resistance.
If the circuit tests normal, replace the K20 ECM.
 If greater than specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
6. Install a 3 A fused jumper wire between TP sensor 1 signal circuit terminal D and the 5 V reference
circuit terminal E. Verify the scan tool TP sensor 1 voltage parameter is greater than 4.8 V.
 If less than the specified range, test the signal circuit for a short to ground, or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
7. If all circuits test normal, test or replace the Q38 throttle body assembly.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Throttle Body Assembly Replacement

 Control Module References for ECM replacement, programming, and setup

DTC P0128
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0128

Engine Coolant Temperature (ECT) Below Thermostat Regulating Temperature

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0116, P0119,
ECT Sensor Signal P0117 P0118 P0118 P0118
P0128
Low Reference - P0118 P0118 P0118 P0119, P0128
TYPICAL SCAN TOOL DATA

ECT Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: The ignition is ON, or the engine is running
Parameter Normal Range: Varies with ambient temperature, within a range of -39 to +120°C (-38 to
+248°F)
ECT Sensor Signal 140°C (284°F) -40°C (-40°F) -40°C (-40°F)
Low Reference - -40°C (-40°F) -40°C (-40°F)

CIRCUIT/SYSTEM DESCRIPTION

The engine coolant temperature (ECT) sensor is a variable resistor that measures the temperature of the engine
coolant. The engine control module (ECM) supplies 5 V to the ECT sensor signal circuit and a ground for the
low reference circuit.

The purpose of this diagnostic is to analyze the performance of the thermostat by comparing the measured ECT
to a modeled ECT using information from the following inputs:

 ECT
 Engine load
 Intake air temperature (IAT)
 Mass air flow (MAF)
 Vehicle speed (VS)

The ECM uses the start-up ECT and the start-up intake air temperature (IAT) to begin the diagnostic
calculation. The air flow into the engine is accumulated, and vehicle speed, distance, engine load, and engine
run time are also factored in to determine if the ECT does increase normally and then maintains that
temperature within a calibrated range of the modeled ECT.

CONDITIONS FOR RUNNING THE DTC

 DTC P0102, P0103, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0121, P0122, P0123,
P0221, P0222, P0223, P0335, P0336, or P0501 is not set.
 The decrease in ECT after engine start is within a calibrated range.
 The decrease in IAT after engine start is within a calibrated range.
 The engine idle time is less than 40 %.
 The engine run time is greater than 8 s.
 The engine run time at minimum load is less than 50 %.
 The engine run time at maximum load is less than 90 %.
 The ignition voltage is greater than 10 V.
 The start-up ECT is between -10 and +75°C (14-167°F).
 The start-up IAT is warmer than -10°C (14°F).
  The DTC runs once per drive cycle within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

The ECM determines that the modeled ECT has met the calibrated target of 92°C (198°F) and the measured
ECT is less than 81°C (178°F) for greater than 2 s.

ACTION TAKEN WHEN THE DTC SETS

 DTC P0128 is a Type B DTC.

 The cooling fans will be commanded ON.
 The AC compressor will be commanded OFF.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0128 is a Type B DTC.

DIAGNOSTIC AIDS

 DTC P0128 occurring with insufficient vehicle interior heating is an indication of improper thermostat
operation.
 Corrosion on the ECT sensor terminals or the ECT harness connector results in a greater voltage on the
ECT sensor signal circuit, which is interpreted by the ECM as a colder ECT.
 A slight to moderate resistance in the ECT sensor signal circuit or low reference circuit will affect this
diagnostic. This condition results in a greater voltage on the ECT sensor signal circuit, which is
interpreted by the ECM as a colder ECT.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information.

CIRCUIT/SYSTEM VERIFICATION

1. Turn OFF the ignition.

2. Inspect the cooling system surge tank for the proper engine coolant level. Refer to Cooling System Leak
Testing and Cooling System Draining and Filling (Static) or Cooling System Draining and Filling
(GE 47716) .
3. If the ignition has been OFF for 8 h or greater, the IAT, the ambient temperature, and the ECT should be
within 9°C (16°F) of each other. Ignition ON, observe the scan tool IAT Sensor, Ambient Temperature,
and the ECT Sensor parameters. Compare those sensor parameters to each other and also to the ambient
temperature to determine if the ECT sensor is skewed colder.
4. Engine running, observe the ECT Sensor parameter. The reading should be between -39 to +120°C (-38
to +248°F) depending on the current ambient temperature and the vehicle operating conditions.
5. Use the scan tool to verify the proper operation of the engine cooling system fans.

NOTE: A critical analysis of the operation of the thermostat is necessary to

properly diagnose this DTC.

6. Verify the proper heat range, and the operation of the thermostat. Refer to Thermostat Diagnosis .
7. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Inspect the MAF/IAT sensor elements for contamination, and debris.

2. Ignition OFF for 90 s, disconnect the harness connector at the B24 ECT sensor.
3. Inspect the ECT sensor terminals and the harness connector for corrosion.
4. Test for less than 5 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
5. Disconnect the ECM.
6. Test the ECT signal circuit between terminal 1 and ECM connector X 1 terminal 60 for less than 5 ohms.
 If greater than the specified range, test the signal circuit for a high resistance.

7. If the circuits test normal, test or replace the B34 ECT sensor.

COMPONENT TESTING

 Measure and record the resistance of the ECT sensor at various ambient temperatures, then compare those
 measurements to the Temperature Versus Resistance table.
 Measure and record the resistance of the IAT sensor at various ambient temperatures, then compare those
measurements to the Temperature Versus Resistance table.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Engine Coolant Temperature Sensor Replacement

 Engine Coolant Thermostat Replacement (LF1) or Engine Coolant Thermostat Replacement (LAF)
 Control Module References for ECM replacement, setup and programming

DTC P0131, P0132, P0137, OR P0138 (LAF)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0131

HO2S Circuit Low Voltage Sensor 1

DTC P0132

HO2S Circuit High Voltage Sensor 1

DTC P0137

HO2S Circuit Low Voltage Sensor 2

DTC P0138

HO2S Circuit High Voltage Sensor 2

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance

P0133,
HO2S High Signal P0132, P0132, P0132, P013A,
P0131, P0134, P0134, P0134, P013B,
 P0137 P0138, P0138, P0138, P013E,
P0140 P0140 P0140 P013F,
P1133, P2A00
P0133,
P0132, P0132, P0132, P013A,
P0131, P0134, P0134, P0134, P013B,
HO2S Low Signal
P0137 P0138, P0138, P0138, P013E,
P0140 P0140 P0140 P013F,
P1133, P2A00
P0030, P0030,
P0030, P0036, P0036,
P0036, P0132, P0132,
P0132, P0134, P0134,
HO2S Heater Voltage Supply P0690 P0135, P0141
P0135, P0135, P0135,
P0138, P0138, P0138,
P0141, * P0140, P0140,
P0141 P0141
P0030, P0030, P0030,
P0030, P0036, P0036, P0036,
P0036, P0132, P0132, P0132,
P0053, P0134, P0134, P0134,
HO2S Heater Control P0135, P0141
P0054, P0135, P0135, P0135,
P0135, P0138, P0138, P0138,
P0141 P0140, P0140, P0140,
P0141 P0141 P0141
* Opens fuse

TYPICAL SCAN TOOL DATA

HO2S Sensor 1 Voltage

Short to Short to
Circuit Normal Range Ground Open Voltage
Approximately Approximately
HO2S High Signal 200-800 mV 0V
1.27 V 1.27 V
Approximately Approximately
HO2S Low Signal 200-800 mV 0V
1.27 V 1.27 V

CIRCUIT/SYSTEM DESCRIPTION

The heated oxygen sensors (HO2S) are used for fuel control and catalyst monitoring. Each HO2S compares the
oxygen content of the surrounding air with the oxygen content of the exhaust stream. When the engine is
started, the control module operates in an Open Loop mode, ignoring the HO2S signal voltage while calculating
the air-to-fuel ratio. While the engine runs, the HO2S heats up and begins to generate a voltage within a range
of 0-1,275 mV. Once sufficient HO2S voltage fluctuation is observed by the control module, Closed Loop is
entered. The control module uses the HO2S voltage to determine the air-to-fuel ratio. An HO2S voltage that
increases toward 1,000 mV indicates a rich fuel mixture. An HO2S voltage that decreases toward 0 mV
indicates a lean fuel mixture.

The heating elements inside each HO2S heat the sensor to bring the sensor up to operating conditions faster.
This allows the system to enter Closed Loop earlier and the control module to calculate the air-to-fuel ratio
sooner.

CONDITIONS FOR RUNNING THE DTC

P0131

 DTCs P0106, P0107, P0108, P0201, P0202, P0203, P0204, P0411, P0412, P0418, P0442, P0443, P0446,
P0449, P0451, P0452, P0453, P0454, P0455, P0496 are not set.
 The Loop Status parameter is Closed.
 The Ignition 1 Signal parameter is between 10-32 V.
 The Fuel Level Sensor parameter is more than 10 %.
 DTC P0131 runs when the above conditions are met for 5 s.

P0132

 DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0201, P0202, P0203, P0204, P0442, P0443, P0446,
P0449, P0451, P0452, P0453, P0454, P0455, P0496 are not set.
 The Loop Status parameter is Closed.
 The Ignition 1 Signal parameter is between 10-32 V.
 The Fuel Level Sensor parameter is more than 10 %.
 DTC P0132 runs when the above conditions are met for 5 s.

P0137

 DTCs P0106, P0107, P0108, P0201, P0202, P0203, P0204, P0411, P0412, P0418, P0442, P0443, P0446,
P0449, P0451, P0452, P0453, P0454, P0455, P0496 are not set.
 The Loop Status parameter is Closed.
 The Ignition 1 Signal parameter is between 10-32 V.
 The Fuel Level Sensor parameter is more than 10 %.
 DTC P0137 runs when the above conditions are met for 5 s.

P0138

 DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0201, P0202, P0203, P0204, P0442, P0443, P0446,
P0449, P0451, P0452, P0453, P0454, P0455, P0496 are not set.
 The Loop Status parameter is Closed.
 The Ignition 1 Signal parameter is between 10-32 V.
 The Fuel Level Sensor parameter is more than 10 %.
 DTC P0138 runs when the above conditions are met for 5 s.
CONDITIONS FOR SETTING THE DTC

P0131

 The ECM detects that the HO2S 1 Voltage parameter is less than 50 mV.
 DTC P0131 sets within 50 s when the above condition is met.

P0132

 The ECM detects that the HO2S 1 parameter is more than 1,050 mV.
 DTC P0132 sets within 15 s when the above condition is met.

P0137

 The ECM detects that the HO2S 2 voltage parameter is less than 50 mV.
 DTC P0137 sets within 50 s when the above condition is met.

P0138

 The ECM detects that the HO2S 2 voltage parameter is more than 1,050 mV.
 DTC P0138 sets within 15 s when the above condition is met.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0131, P0132, P0137, P0138 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0131, P0132, P0137, P0138 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
  Wiring Repairs

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify no B52 HO2S heater DTCs are set.
 If a B52 HO2S heater DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine running, observe the appropriate scan tool B52 HO2S voltage parameter. The reading should be
within the range of 50-1,050 mV.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the appropriate B52 HO2S harness connector.

2. Ignition ON, observe the appropriate scan tool HO2S voltage parameter. The parameter should display
1.27 V.
 If less than the specified range, test the high and low signal circuits for a short to ground. If both
signal circuit test normal, replace the K20 ECM.
3. Ignition ON, test for 2.5-3.0 V between the high signal circuit terminal B and ground.
 If less than the specified range, test the high signal circuit for an open/high resistance. If the circuit
tests normal, replace the K20 ECM.
 If greater than the specified range, test the high signal circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Ignition OFF, connect a 3 A fused jumper wire between the high signal circuit terminal B and the low
signal circuit terminal A.

NOTE: The low signal circuit is tied to a pull-up circuit within the ECM. A voltage
of 0.90-1.10 V on the low signal circuit is normal.

5. Ignition ON, verify the scan tool HO2S parameter displays 0.0 V.
 If greater than the specified range, test the low signal circuit for an open/high resistance or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, test or replace the appropriate B52 HO2S.

REPAIR PROCEDURES

CAUTION: Refer to Heated Oxygen Sensor Resistance Learn Reset Caution .

NOTE: For DTC P0131 and P0132, in order to ensure that the performance of the
catalyst has not been affected by the fault that set this DTC, operate the vehicle
within the conditions for running and setting DTC P0420 and verify that P0420
runs and passes. Refer to DTC P0420 .

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Heated Oxygen Sensor Replacement - Sensor 1 (LE5)

 Heated Oxygen Sensor Replacement - Sensor 2 (LE5)
 Control Module References for replacement, setup, and programming

DTC P0133, P0134, P013A, P013B, P013E, P013F, P0140, P1133, P2270,
P2271, OR P2A00 (LAF)
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0133

HO2S Slow Response Sensor 1

DTC P0134

HO2S Circuit Insufficient Activity Sensor 1

DTC P013A

HO2S Slow Response Rich to Lean Sensor 2

DTC P013B

HO2S Slow Response Lean to Rich Sensor 2

DTC P013E

HO2S Delayed Response Rich to Lean Sensor 2

DTC P013F

HO2S Delayed Response Lean to Rich Sensor 2

DTC P0140

HO2S Circuit Insufficient Activity Sensor 2

DTC P1133

HO2S Insufficient Switching Sensor 1

DTC P2270

HO2S Signal Stuck Lean Sensor 2

DTC P2271

HO2S Signal Stuck Rich Sensor 2

DTC P2A00

HO2S Circuit Closed Loop (CL) Performance Sensor 1

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0133,
P0132, P0132, P0132, P013A,
P0131, P0134, P0134, P0134, P013B,
HO2S High Signal
P0137 P0138, P0138, P0138, P013E,
P0140 P0140 P0140 P013F,
P1133, P2A00
P0133,
P0132, P0132, P0132, P013A,
P0131, P0134, P0134, P0134, P013B,
HO2S Low Signal
P0137 P0138, P0138, P0138, P013E,
P0140 P0140 P0140 P013F,
P1133, P2A00
P0030, P0030,
P0030, P0036, P0036,
P0036, P0132, P0132,
P0132, P0134, P0134,
HO2S Heater Voltage Supply P0690 P0135, P0141
P0135, P0135, P0135,
P0138, P0138, P0138,
P0141, * P0140, P0140,
P0141 P0141
P0030, P0030, P0030,
P0030, P0036, P0036, P0036,
P0036, P0132, P0132, P0132,
 P0053, P0134, P0134, P0134,
P0054, P0135, P0135, P0135,
HO2S Heater Control P0135, P0138, P0138, P0138, P0135, P0141
P0141 P0140, P0140, P0140,
P0141 P0141 P0141
* Opens fuse

TYPICAL SCAN TOOL DATA

HO2S Sensor 1 Voltage

Short to Short to
Circuit Normal Range Ground Open Voltage
Approximately Approximately
HO2S High Signal 200-800 mV 0V
1.27 V 1.27 V
Approximately Approximately
HO2S Low Signal 200-800 mV 0V
1.27 V 1.27 V

CIRCUIT/SYSTEM DESCRIPTION

The heated oxygen sensors (HO2S) are used for fuel control and catalyst monitoring. Each HO2S compares the
oxygen content of the surrounding air with the oxygen content of the exhaust stream. When the engine is
started, the control module operates in an Open Loop mode, ignoring the HO2S signal voltage while calculating
the air-to-fuel ratio. While the engine runs, the HO2S heats up and begins to generate a voltage within a range
of 0-1,275 mV. Once sufficient HO2S voltage fluctuation is observed by the control module, Closed Loop is
entered. The control module uses the HO2S voltage to determine the air-to-fuel ratio. An HO2S voltage that
increases toward 1,000 mV indicates a rich fuel mixture. An HO2S voltage that decreases toward 0 mV
indicates a lean fuel mixture.

The heating elements inside each HO2S heat the sensor to bring the sensor up to operating conditions faster.
This allows the system to enter Closed Loop earlier and the control module to calculate the air-to-fuel ratio
sooner.

CONDITIONS FOR RUNNING THE DTC

P0133 and P1133

 DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0116, P0117, P0118, P0128, P0131, P0132, P0134,
P0201, P0202, P0203, P0204, P0300, P0411, P0412, P0418, P0442, P0443, P0446, P0449, P0451,
P0452, P0453, P0454, P0455, P0496 are not set.
 The Engine Coolant Temperature (ECT) Sensor parameter is more than 70°C (158°F).
 The Ignition 1 Signal parameter is between 10-32 V.
 The Fuel Level Sensor parameter is more than 10 %.
 The Engine Run Time parameter is more than 120 s.
 The Engine Speed parameter is between 1,000-3,500 RPM.
 The EGR device control is not active.
  The idle speed device control is not active.
 The fuel device control is not active.
 The AIR device control is not active.
 The HO2S heaters have been ON for more than 40 s.
 The learned HO2S heater resistance is valid.
 The IAT parameter is more than -40°C (-40°F).
 The fuel composition is less than 87 % ethanol.
 The BARO parameter is more than 70 kPa.
 The fuel control is not in power enrichment.
 DFCO is not active.
 The Mass Airflow (MAF) Sensor parameter is between 14-40 g/s.
 The Loop Status parameter is Closed.
 DTCs P0133 and P1133 run once per drive cycle when the above conditions are met for 3 s.

P0134 and P0140

 DTCs P0068, P0101, P0102, P0103, P0120, P0121, P0122, P0123, P0220, P0222, P0223, P1516, P2101,
P2119, P2135, P2176 are not set.
 The Engine Coolant Temperature (ECT) Sensor parameter is more than 70°C (158°F).
 The Ignition 1 Signal parameter is between 10-32 V.
 The engine run time is more than 120 s.
 The fuel composition is less than 87 % ethanol.
 DTCs P0134 and P0140 run continuously when the above conditions are met.

P013A

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120,
P0121, P0122, P0123, P0128, P013B, P013E, P013F, P0171, P0172, P0201, P0202, P0203, P0204,
P0220, P0222, P0223, P0300, P0411, P0412, P0418, P1174, P1516, P2101, P2119, P2135, P2176,
P2270, P2271 are not set.
 The system voltage is between 10-32 V.
 The fuel level is more than 10 %.
 Engine run time is equal to or more than 40 s.
 DTCs P013E and P2270 have run and passed.

THEN

 DFCO is active.
 The accelerator pedal position (APP) is stable.
 The torque converter clutch (TCC) is locked.
 This DTC runs once per trip.
P013B and P013F

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120,
P0121, P0122, P0123, P0128, P013A, P013E, P013F, P0171, P0172, P0201, P0202, P0203, P0204,
P0220, P0222, P0223, P0300, P0411, P0412, P0418, P1174, P1516, P2101, P2119, P2135, P2176,
P2270, P2271 are not set.
 The system voltage is between 10-32 V.
 The fuel level is more than 10 %.
 Engine run time is equal to or more than 40 s.
 DTCs P013A, P013E, P013F, P2270, and P2271 have run and passed.
 DTCs P013B and P013F run once per trip.

P013E

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120,
P0121, P0122, P0123, P0128, P013A, P013B, P013F, P0171, P0172, P0201, P0202, P0203, P0204,
P0220, P0222, P0223, P0300, P0411, P0412, P0418, P1174, P1516, P2101, P2119, P2135, P2176,
P2270, P2271 are not set.
 The system voltage is between 10-32 V.
 The fuel level is more than 10 %.
 Engine run time is equal to or more than 40 s.
 DTC P2270 has run and passed.

THEN

 DFCO is active.
 The APP is stable.
 The TCC is locked.
 This DTC runs once per trip.

P2270

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120,
P0121, P0122, P0123, P0128, P013A, P013B, P013E, P013F, P0171, P0172, P0201, P0202, P0203,
P0204, P0220, P0222, P0223, P0300, P0411, P0412, P0418, P1174, P1516, P2101, P2119, P2135,
P2176, P2270, P2271 are not set.
 The system voltage is between 10-32 V.
 The fuel level is more than 10 %.
 Engine run time is equal to or more than 40 s.
 The engine speed is between 1,250-2,300 RPM.
 The airflow is equal to or more than 3 g/s and equal to or less than 12 g/s.
 The vehicle speed is equal to or more than 55 km/h (34.2 mph) and equal to or less than 120 km/h (74.6
mph).
  The short term fuel trim is equal to or more than 0.9, and equal to or less than 1.065.
 The fuel state is in Closed Loop.
 The evaporative emission (EVAP) diagnostics are not in control of purge.
 The Power Take-Off is not active.
 The exhaust gas recirculation (EGR) diagnostic is not intrusive.
 The HO2S heaters are ON for more than 120 s.
 The predicted catalytic converter temperature is between 650-900°C (1,202-1,652°F).
 This DTC runs once per trip when all of the above conditions have been met for 1 s.

P2271

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120,
P0121, P0122, P0123, P0128, P013A, P013B, P013E, P013F, P0171, P0172, P0201, P0202, P0203,
P0204, P0220, P0222, P0223, P0300, P0411, P0412, P0418, P1174, P1516, P2101, P2119, P2135,
P2176, P2270 are not set.
 The system voltage is between 10-32 V.
 The fuel level is more than 10 %.
 Engine run time is equal to or more than 40 s.
 The learned HO2S heater resistance is valid.
 The engine speed is 1,250-2,300 RPM.
 The MAF parameter is 3-12 gps.
 The vehicle speed is 55-120 kph (34.2-74.6 mph).
 The short term fuel trim is 0.9-1.07.
 The fueling state is in Closed Loop.
 The EVAP is not in control of purge.
 The ethanol estimation is not active.
 Power take-off is not active.
 The EGR diagnostic is not intrusive.
 The HO2S heaters have been on more than 120 s.
 The predicted catalyst temperature is between 650-900°C (1,202-1,652°F).
 DTCs P013A, P013E, and P2270 have run and passed.

THEN

 DFCO is active.
 The APP is stable.
 The TCC is locked.
 This DTC runs once per trip when the above conditions are met for 3 s.

P2A00
  DTCs P0068, P0106, P0107, P0108, P0116, P0117, P0118, P0120, P0121, P0122, P0123, P0128, P0131,
P0201, P0202, P0203, P0204, P0220, P0222, P0223, P1516, P2101, P2119, P2135, P2176 are not set.
 The Engine Run Time parameter is more than 100 s.
 The Engine speed parameter is between 500-3,400 RPM.
 The Ignition 1 Signal parameter is between 10-32 V.
 The Mass Airflow (MAF) Sensor parameter is between 3.2-30 g/s.
 The ECT Sensor parameter is more than 70°C (158°F).
 DTC P2A00 runs continuously when the above conditions are met for 5 s.

CONDITIONS FOR SETTING THE DTC

P0133

 The ECM detects that the HO2S 1 average response time is more than a calculated value.
 DTC P0133 sets within 60 s when the above condition is met.

P0134

 The ECM detects that the HO2S 1 parameter is between 400-500 mV for 100 miliseconds.
 The Throttle Position (TP) Indicated Angle parameter changes more than 1 %.
 DTC P0134 sets within 100 s when the above conditions are met.

P013A

 The ECM detects that the EWMA of the normalized integral value equals 8.4 integral units.

OR

 The ECM detects that the accumulated mass air flow monitored during rich-to-lean transitions between
450-150 mV is more than 28 grams.

P013B

 The ECM detects that the EWMA of the normalized integral value equals 8.2 integral units.

OR

 The ECM detects that the accumulated mass air flow monitored during lean-to-rich transitions between
300-600 mV is more than 130 grams.

P013E

The ECM detects that the O2 sensor cannot achieve voltage below 450 mV within 28 grams of accumulated air
flow.
P013F

The ECM detects that the O2 sensor cannot achieve voltage above 300 mV within 130 grams of accumulated air
flow.

P0140

 The ECM detects that the HO2S 2 parameter is between 400-500 mV.
 The TP Indicated Angle parameter changes more than 1 % 3 times.
 DTC P0140 sets within 100 s when the above conditions are met.

P1133

 The ECM detects that the HO2S 1 rich-to-lean counts, or the lean-to-rich counts are less than a calibrated
value.
 DTC P1133 sets within 60 s when the above condition is met.

P2270

 The ECM detects that the O2 sensor cannot achieve voltage equal to or more than 775 mV.

AND

 The ECM detects that the accumulated mass air flow monitored during the Stuck Lean Voltage Test is
more than 55 grams.

P2271

 The ECM detects that the O2 sensor cannot achieve voltage equal to or less than 100 mV.

AND

 The ECM detects that the accumulated mass air flow monitored during the Stuck Rich Voltage Test is
more than 40 grams.

P2A00

 The ECM detects that the Loop Status parameter is open.

 DTC P2A00 sets within 50 s when the above condition is met.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0133, P0134, P013E, P013F, P0140, P1133, P2270, P2271, P2A00 are Type B DTCs.
 DTCs P013A and P013B are Type A DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

  DTCs P0133, P0134, P013E, P013F, P0140, P1133, P2270, P2271, P2A00 are Type B DTCs.
 DTCs P013A and P013B are Type A DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify no B52 HO2S heater DTCs are set.
 If a B52 HO2S heater DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine running, observe the appropriate scan tool B52 HO2S voltage parameter. The reading should be
within the range of 50-1,050 mV.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

P0133, P013A, P013B, P013E, P013F, or P1133

1. Verify none of the following conditions exist:

 Lean or rich fuel injectors-Refer to Fuel Injector Solenoid Coil Test .

 Water intrusion in the HO2S harness connector

 Low or high fuel system pressure-Refer to Fuel System Diagnosis .

 Fuel that is contaminated-Refer to Alcohol/Contaminants-in-Fuel Diagnosis .

 Fuel saturation of the evaporative emission (EVAP) canister

  Exhaust leaks near the HO2S-Refer to Exhaust Leakage .
 Engine vacuum leaks

 Engine oil consumption-Refer to Oil Consumption Diagnosis .

 Engine coolant consumption-Refer to Loss of Coolant .

 If you find any of the above conditions, repair as necessary.

2. If all conditions test normal, test or replace the appropriate HO2S.

P0134, P0140, P2270, P2271, or P2A00

1. Ignition OFF, disconnect the appropriate B52 HO2S harness connector.

2. Ignition ON, observe the appropriate scan tool HO2S voltage parameter. The parameter should display
1.27 V.
 If less than the specified range, test the high and low signal circuits for a short to ground. If both
signal circuit test normal, replace the K20 ECM.
3. Ignition ON, test for 2.5-3.0 V between the high signal circuit terminal B and ground.
 If less than the specified range, test the high signal circuit for an open/high resistance. If the circuit
tests normal, replace the K20 ECM.
 If greater than the specified range, test the high signal circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Ignition OFF, connect a 3 A fused jumper wire between the high signal circuit terminal B and the low
signal circuit terminal A.

NOTE: The low signal circuit is tied to a pull-up circuit within the ECM. A voltage
of 0.90-1.10 V on the low signal circuit is normal.

5. Ignition ON, verify the scan tool HO2S parameter displays 0.0 V.
 If greater than the specified range, test the low signal circuit for an open/high resistance or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, test or replace the appropriate B52 HO2S.

REPAIR PROCEDURES

CAUTION: Refer to Heated Oxygen Sensor Resistance Learn Reset Caution .

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Heated Oxygen Sensor Replacement - Sensor 1 (LE5)

 Heated Oxygen Sensor Replacement - Sensor 2 (LE5)
 Control Module References for replacement, setup and programming

DTC P0171 OR P0172

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0171

Fuel Trim System Lean

DTC P0172

Fuel Trim System Rich

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) controls the air/fuel metering system in order to provide the best possible
combination of driveability, fuel economy, and emission control. Fuel delivery is controlled differently during
Open Loop and Closed Loop (CL). During Open Loop, the ECM determines fuel delivery based on sensor
signals without heated oxygen sensor (HO2S) input. During CL, the ECM adds HO2S inputs and level of purge
to calculate the short and long term fuel trim (FT) adjustments. If the HO2S indicates a lean condition, the FT
values will be above 0 %. If the HO2S indicates a rich condition, the FT values will be below 0 %. The short
term FT values change rapidly in response to the HO2S voltage signals. The long term FT makes coarse
adjustments in order to maintain an air/fuel ratio of 14.7:1. A block of cells contain information arranged in
combinations of engine RPM and engine load for a full range of vehicle operating conditions. The long term FT
diagnostic is based on an average of cells currently being used. The ECM selects the cells based on the engine
speed and load. The FT diagnostic will conduct a test to determine if a rich failure actually exists or if excessive
vapor from the evaporative emission (EVAP) canister is causing a rich condition.

If the ECM detects an excessively lean condition, DTC P0171 sets. If the ECM detects an excessively rich
condition, DTC P0172 sets.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0030, P0036, P0053, P0054, P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0116, P0117,
P0118, P0120, P0121, P0122, P0123, P0128, P0131, P0132, P0133, P0134, P0135, P0137, P0138,
P0140, P0141, P0201-P0204, P0220, P0222, P0223, P0300, P0442, P0443, P0446, P0449, P0451, P0452,
P0453, P0454, P0455, P0496, P0506, P0507, P060D, P1101, P1133, P1516, P2101, P2119, P2120,
P2122, P2123, P2125, P2127, P2128, P2135, P2138, P2176, P2A00, P2A01 are not set.
 The engine is in CL status.
 The engine coolant temperature (ECT) is between -38 and +130°C (-36.4 and +266°F).
 The intake air temperature (IAT) is between -20 and +150°C (-4 and +302°F).
 The manifold absolute pressure (MAP) is between 15-105 kPa.
 The vehicle speed is less than 132 km/h (82 mph).
  The engine speed is between 400-6,600 RPM.
 The mass air flow (MAF) is between 1-512 g/s.
 The barometric pressure (BARO) is more than 70 kPa.
 The fuel level is more than 10 %.
 These DTCs run continuously when the above conditions have been met.

CONDITIONS FOR SETTING THE DTC

 The long term FT weighted average value is more or less than a calibrated value.
 The above condition is present for approximately 3 min after the conditions for running the DTC have
been met.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0171 and P0172 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0171 and P0172 are Type B DTCs.

REFERENCE INFORMATION

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

NOTE: Disregard any transmission symptoms, antilock brake system (ABS) indicators,
and traction control system (TCS) indicators until any fuel trim faults are
repaired. A fuel trim fault may cause default actions such as harsh shifts and
illumination of the ABS/TCS indicators.
  Verify that other DTCs are not set.
 If any DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

 Allow the engine to reach operating temperature. With the engine running, observe the HO2S parameter
with a scan tool. The HO2S value should vary from approximately 40 mV to approximately 900 mV, and
respond to fueling changes.
 If the value does not vary from approximately 40 mV to approximately 900 mV, refer to DTC
P0030, P0036, P0053, P0054, P0135, or P0141, DTC P0131, P0132, P0137, or P0138 (LAF) or
DTC P0133, P0134, P013A, P013B, P013E, P013F, P0140, P1133, P2270, P2271, or P2A00
(LAF).

NOTE: EVAP purge enablement may cause the FT to be momentarily outside the
normal range.

 The normal Short Term FT parameter should be between +10 % and -10 %, with near 0 % the optimum,
with the engine running at operating temperature.
 The Long Term FT parameter should be between +10 % and -10 %, with near 0 % the optimum, with the
engine running at operating temperature.

CIRCUIT/SYSTEM TESTING

P0171

Allow the engine to reach operating temperature. With the engine running, observe the Long Term FT
parameter with a scan tool. The reading should be between 0-25 %.

 If not within the specified range, inspect for the following:

 With the ignition ON and the engine OFF, observe the manifold absolute pressure (MAP) sensor
parameter. The MAP sensor pressure should be within the range specified for your altitude. Refer to
Altitude Versus Barometric Pressure .
 If the MAP sensor does not indicate the correct barometric pressure, refer to DTC P0106.

 With the engine idling, observe the mass air flow (MAF) sensor parameter. The MAF sensor parameter
should be between 2-6 g/s at idle.
 If the MAF sensor parameter is not between 2-6 g/s at idle, refer to DTC P0101 or DTC P0102 or
P0103.
 Vacuum hoses for splits, kinks, and improper connections
 Insufficient fuel in the tank
 Low fuel pressure-Refer to Fuel System Diagnosis .
 Ethanol concentration greater than 15 %-Refer to Alcohol/Contaminants-in-Fuel Diagnosis .
 Fuel contamination-Refer to Alcohol/Contaminants-in-Fuel Diagnosis .
 Malfunctioning fuel injectors-Refer to Fuel Injector Solenoid Coil Test .
 Missing, loose, or leaking exhaust components from the HO2S forward-Refer to Symptoms - Engine
Exhaust .
  Vacuum leaks at the intake manifold, the throttle body, and the injector O-rings
 The air induction system and the air intake ducts for leaks or for a missing air filter element
 A cracked EVAP canister
 Evaporative pipes obstructed or leaking
 The crankcase ventilation system for leaks-Refer to Crankcase Ventilation System
Inspection/Diagnosis (Without Turbocharger) .
 The HO2S for improper installation and for electrical wires or connectors that may have contacted the
exhaust system
 The HO2S signal circuit open, shorted to ground, or shorted to the low reference circuit
 Malfunctioning engine components-Refer to Symptoms - Engine Mechanical .

P0172

Allow the engine to reach operating temperature. With the engine running, observe the Long Term FT
parameter with a scan tool. The reading should be between -24 and 0 %.

 If not within the specified range, inspect for the following:

 With the engine idling and the transmission in the Park or Neutral position, observe the manifold absolute
pressure (MAP) sensor parameter. The MAP sensor parameter should be between 20-48 kPa.
 If the MAP sensor parameter is not between 20-48 kPa, refer to DTC P0106.

 With the engine idling, observe the mass air flow (MAF) sensor parameter. The MAF sensor parameter
should be between 2-6 g/s at idle.
 If the MAF sensor parameter is not between 2-6 g/s at idle, refer to DTC P0101 or DTC P0102 or
P0103.
 Vacuum hoses for splits, kinks, and improper connections
 The air intake duct for being collapsed or restricted
 The air filter for being dirty or restricted
 Objects blocking the throttle body
 Excessive fuel in the crankcase due to leaking fuel injectors
 The EVAP control system for improper operation
 Malfunctioning fuel injectors-Refer to Fuel Injector Solenoid Coil Test .
 Fuel contamination-Refer to Alcohol/Contaminants-in-Fuel Diagnosis .
 The HO2S for improper installation and for electrical wires or connectors that may have contacted the
exhaust system
 The HO2S signal circuit shorted to voltage

REPAIR VERIFICATION

NOTE: After repairs, use the scan tool Fuel Trim Reset function in order to reset the
Long Term Fuel Trim.
 1. Install any components or connectors that have been removed or replaced during diagnosis.
2. Perform any adjustment, programming, or set-up procedures that are required when a component or
module is removed or replaced.
3. Turn ON the ignition, with the engine OFF.

NOTE: DO NOT clear codes with the engine running. The codes may reset in the
same ignition cycle.

4. Clear the DTCs.

5. Turn OFF the ignition for 60 s.
6. Start the engine.
7. Duplicate the Conditions for Running the DTC and use the Freeze Frame/Failure Records, if applicable,
in order to verify that the DTC does not reset. If the DTC resets, or another DTC is present, refer to
Diagnostic Trouble Code (DTC) List - Vehicle and perform the appropriate diagnostic procedure.
8. To verify that the performance of the catalytic converter has not been affected by the condition that set
this DTC, perform the Repair Verification for DTC P0420. Refer to DTC P0420 .

DTC P018B-P018D
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P018B

Fuel Pressure Sensor Performance

DTC P018C

Fuel Pressure Sensor Circuit Low Voltage

DTC P018D

Fuel Pressure Sensor Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
5 V Reference P0641 P0641, P06A6 P0641 P06A6
Signal P018C P018B, P018C P018D P018B
Low Reference - P0641, P06A6 - P06A6

CIRCUIT/SYSTEM DESCRIPTION

The fuel pressure sensor is located on the fuel line. The fuel pressure sensor monitors the fuel pressure in the
fuel line. The fuel pump control module monitors the voltage signal from the fuel pressure sensor.

CONDITIONS FOR RUNNING THE DTC

 The engine is running.

 DTC P018C, P018D, P0231, P0232, P023F, P064A, P1255 or P06A6 are not active.
 DTC P0641 has not failed this ignition cycle.
 Fuel pump control is enabled and the fuel pump control state is normal.
 The engine has been running for at least 5 seconds.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module does not detect a change in the fuel rail pressure of at least 30 kPa (4.4 psi) when
the fuel pump is operating at its minimum or maximum voltage limits for over 5 seconds.

ACTION TAKEN WHEN THE DTC SETS

DTC P018B, P018C and P018D are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTC P018B, P018C and P018D are Type A DTCs.

DIAGNOSTIC AIDS

Using the Failure Records data may help locate an intermittent condition. If you cannot duplicate the DTC, the
information in the Failure Records can help determine how many miles since the DTC set. The Fail Counter and
Pass Counter can help determine how many ignition cycles that the diagnostic test reported a pass and/or a fail.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Testing for Intermittent Conditions and Poor Connections
 Connector Repairs
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

NOTE: Verify that the fuel tank is not empty. Only perform this diagnostic if there is at
least 2 gallons of fuel in the fuel tank. Clear the DTC, and start and run the
engine. Verify that the DTC P0118B resets before proceeding with the circuit
system testing. If the DTC does not reset, refer to diagnostic aids.

1. Ignition OFF, disconnect the harness connector at the B47 fuel pressure sensor.
2. Ignition OFF, test for less than 1 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K27 fuel pump flow control module.
3. Ignition ON, test for 4.8-5.2 V between the B47 fuel pressure sensor 5 V reference circuit terminal 3 and
ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump flow control module.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K27 fuel pump flow control module.
4. Verify the scan tool 5 V reference is less than 1 V.
 If greater than the specified range, test the signal circuit terminal 1 for a short to voltage. If the
circuit tests normal, replace the K27 fuel pump flow control module.
5. Install a 3 A fused jumper wire between the signal circuit terminal 1 and the 5 V reference circuit terminal
3. Verify the scan tool 5 V reference is greater than 4.8 V.
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump flow control module.
6. If all circuits test normal, replace the B47 fuel pressure sensor.

REPAIR PROCEDURES
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Injection Fuel Rail Fuel Pressure Sensor Replacement (LAF)

 Control Module References for fuel pump control module replacement, setup, and programming

DTC P0191
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0191

Fuel Rail Pressure Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
P0192, P0193,
5 V Reference Voltage P0192 P0641 P0191
P0641
Fuel Rail Pressure Sensor Signal P0192 P0192 P0193 P0191
Low Reference - P0193, P0506 - P0191

CIRCUIT/SYSTEM DESCRIPTION

The fuel rail fuel pressure sensor detects fuel pressure within the fuel rail. The engine control module (ECM)
provides a 5 V reference voltage on the 5 V reference circuit and ground on the low reference circuit. The ECM
receives a varying signal voltage on the signal circuit. The ECM monitors the voltage on the fuel rail fuel
pressure sensor circuits. When the fuel pressure is high, the signal voltage is high. When the fuel pressure is
low, the signal voltage is low.

CONDITIONS FOR RUNNING THE DTC

Condition 1 and 2

 DTC P0016, P0017, P0068, P0090, P0091, P0092, P00C8, P00C9, P00CA, P0101, P0102, P0103, P0106,
P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0121, P0122, P0123, P0128, P0192, P0193,
P0201, P0202, P0203, P0204, P0222, P0223, P0261, P0262, P0264, P0265, P0267, P0268, P0270,
P0271, P0300, P0301, P0302, P0303, P0304, P0335, P0336, P0340, P0341, P0365, P0366, P0627,
P0628, P0629, P1248, P1249, P124A, P124B, P1682, P16F3, P2101, P2122, P2123, P2127, P2128,
P2135, P2147, P2148, P2150, P2151, P2153, P2154, P2156, P2157 is not set.
  The engine is not cranking.
 The ignition voltage is more than 11 V.
 The engine speed is between 1,000-2,000 RPM.
 The vehicle speed is greater than or equal to 45 km/h (27.96 mph).
 The low side fuel pressure is greater than or equal to 275 kPa (40 psi).
 The Desired Fuel Rail Pressure is between 7-9 MPa (1,015-1,305 psi).
 DTC P0191 runs continuously when the above conditions have been met.

Condition 3

 DTC P0016, P0017, P0068, P0090, P0091, P0092, P00C8, P00C9, P00CA, P0101, P0102, P0103, P0106,
P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0121, P0122, P0123, P0128, P0192, P0193,
P0201, P0202, P0203, P0204, P0222, P0223, P0261, P0262, P0264, P0265, P0267, P0268, P0270,
P0271, P0300, P0301, P0302, P0303, P0304, P0335, P0336, P0340, P0341, P0365, P0366, P0627,
P0628, P0629, P1248, P1249, P124A, P124B, P1682, P16F3, P2101, P2122, P2123, P2127, P2128,
P2135, P2147, P2148, P2150, P2151, P2153, P2154, P2156, P2157 is not set.
 The engine is not cranking.
 The vehicle speed is greater than or equal to 30 km/h (18.64 mph).
 The engine speed is greater than or equal to 2,000 RPM.
 DTC P0191 runs continuously when the above conditions have been met.

CONDITIONS FOR SETTING THE DTC

Condition 1

The difference between the relief pressure and the measured high pressure is less than or equal to -3 MPa (-435
psi) for greater than 3 s.

Condition 2

The difference between the commanded high pressure and the measured high pressure is greater than or equal to
0.9 MPa (131 psi) and the modeled injection pressure is greater than or equal to 2 MPa (290 psi) for greater than
3 s.

Condition 3

The difference between the measured maximum high pressure and the measured minimum high pressure is less
than or equal to 0.1 MPa (14.5 psi) for greater than 60 s.

ACTION TAKEN WHEN THE DTC SETS

 DTC P0191 is a Type A DTC.

 A message center or an indicator may display Reduced Engine Power.

CONDITIONS FOR CLEARING THE DTC

DTC P0191 is a Type A DTC.

DIAGNOSTIC AIDS

A condition with the fuel tank fuel pump module or the fuel pump control module may set this DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the scan tool DTC information, verify DTC P0627, P0628, P0629, P0641, P069E or U0109 is
not set.
 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine idling, observe the scan tool Fuel Rail Pressure Sensor parameter. The pressure should be
approximately 1.9-2.1 Mpa (279-305 psi).
3. Engine idling, the scan tool Fuel Rail Pressure Sensor should be close to the scan tool Desired Fuel Rail
Pressure. As the engine speed increases, the Desired Fuel Rail Pressure and the Fuel Rail Pressure Sensor
should closely match each other.
 4. Move related harnesses/connectors of the B47 fuel rail fuel pressure sensor and verify the engine does not
stumble, stall, or change engine speed.
 If the engine stumbles, stalls, or changes engine speed, test or repair the suspected harness or
connection.
5. Observe the DTC information with a scan tool, DTC P0191 should not set.
6. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the fuel injector multi-way harness connector X111.

NOTE: Testing for steps 2 through 5 is performed on the ECM side of the multi-
way harness connector.

2. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power
down. Test for less than 5 ohms between the low reference circuit terminal 5 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 11 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Ignition ON, verify the scan tool Fuel Rail Pressure Sensor voltage parameter is less than 0.02 V.
 If greater than the specified value, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
5. Connect a 3 A fused jumper wire between the signal circuit terminal 12 and the 5 V reference circuit
terminal 11. Verify the scan tool Fuel Rail Pressure Sensor Voltage parameter is greater than 4.96 V.
 If less than the specified value, test the signal circuit for an open/high resistance or a short to
ground. If the circuit tests normal, replace the K20 ECM.
6. Ignition OFF, remove the intake manifold.
7. Connect the fuel injector multi-way harness connector X111.

NOTE: Testing for steps 9 through 12 is performed at the fuel rail fuel pressure
sensor connector.

8. Disconnect the B47 fuel rail fuel pressure sensor connector.

9. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal C and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance.

10. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal A and ground.
  If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage.

11. Ignition ON, verify the scan tool Fuel Rail Pressure Sensor voltage parameter is less than 0.02 V.
 If greater than the specified value, test the signal circuit for a short to voltage.

12. Connect a 3 A fused jumper wire between the signal circuit terminal B and the 5 V reference circuit
terminal A. Verify the scan tool Fuel Rail Pressure Sensor voltage parameter is greater than 4.96 V.
 If less than the specified value, test the signal circuit for an open/high resistance or a short to
ground.
13. If all circuits test normal, replace the B47 fuel rail fuel pressure sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Injection Fuel Rail Fuel Pressure Sensor Replacement (LAF)

 Control Module References for ECM replacement, setup, and programming

DTC P0192 OR P0193

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0192

Fuel Rail Pressure Sensor Circuit Low Voltage

DTC P0193

Fuel Rail Pressure Sensor Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
P0192, P0193,
5 V Reference Voltage P0192 P0641 P0191
P0641
Fuel Rail Pressure Sensor Signal P0192 P0192 P0193 P0191
Low Reference - P0193, P0506 - P0191
CIRCUIT/SYSTEM DESCRIPTION

The fuel rail fuel pressure sensor detects fuel pressure within the fuel rail. The engine control module (ECM)
provides a 5 V reference voltage on the 5 V reference circuit and ground on the reference ground circuit. The
ECM receives a varying signal voltage on the signal circuit. The ECM monitors the voltage on the fuel rail fuel
pressure sensor circuits. When the fuel pressure is high, the signal voltage is high. When the fuel pressure is
low, the signal voltage is low.

CONDITIONS FOR RUNNING THE DTC

 The engine is running.

 The ignition voltage is greater than 11 V.
 The DTCs run continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

P0192

The ECM detects that the fuel rail fuel pressure sensor signal voltage is low for greater than 6 s.

P0193

The ECM detects that the fuel rail fuel pressure sensor signal voltage is high for greater than 6 s.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0192 and P0193 are Type A DTCs.

 A message center or an indicator may display Reduced Engine Power.

CONDITIONS FOR CLEARING THE DTC

DTCs P0192 and P0193 are Type A DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool, DTC P0641 should not be set.
 If a DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) .

2. Engine idling, observe the DTC information with a scan tool. DTC P0192 or P0193 should not set.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the fuel injector multi-way harness connector X111.

NOTE: Testing for steps 2 through 5 is performed on the ECM side of the multi-
way harness connector.

2. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power
down. Test for less than 5 ohms between the low reference circuit terminal 5 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 11 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Ignition ON, verify the scan tool Fuel Rail Pressure Sensor voltage parameter is less than 0.02 V.
 If greater than the specified value, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
5. Connect a 3 A fused jumper wire between the signal circuit terminal 12 and the 5 V reference circuit
 terminal 11. Verify the scan tool Fuel Rail Pressure Sensor voltage parameter is greater than 4.96 V.
 If less than the specified value, test the signal circuit for an open/high resistance or a short to
ground. If the circuit tests normal, replace the K20 ECM.
6. Ignition OFF, remove the intake manifold.
7. Connect the fuel injector multi-way harness connector X111.

NOTE: Testing for steps 9 through 12 is performed at the fuel rail fuel pressure
sensor connector.

8. Disconnect the B47 fuel rail fuel pressure sensor connector.

9. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal C and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance.

10. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal A and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage.

11. Ignition ON, verify the scan tool Fuel Rail Pressure Sensor voltage parameter is less than 0.02 V.
 If greater than the specified value, test the signal circuit for a short to voltage.

12. Connect a 3 A fused jumper wire between the signal circuit terminal B and the 5 V reference circuit
terminal A. Verify the scan tool Fuel Rail Pressure Sensor voltage parameter is greater than 4.96 V.
 If less than the specified value, test the signal circuit for an open/high resistance or a short to
ground.
13. If all circuits test normal, replace the B47 fuel rail fuel pressure sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Injection Fuel Rail Fuel Pressure Sensor Replacement (LAF)

 Control Module References for ECM replacement, setup, and programming

DTC P0201-P0204, P0261, P0262, P0264, P0265, P0267, P0268, P0270,

P0271, P1248, P1249, P124A, P124B, P2147, P2148, P2150, P2151, P2153,
P2154, P2156, OR P2157
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS
DTC P0201

Cylinder 1 Injector Control Circuit

DTC P0202

Cylinder 2 Injector Control Circuit

DTC P0203

Cylinder 3 Injector Control Circuit

DTC P0204

Cylinder 4 Injector Control Circuit

DTC P0261

Cylinder 1 Injector Control Circuit Low Voltage

DTC P0262

Cylinder 1 Injector Control Circuit High Voltage

DTC P0264

Cylinder 2 Injector Control Circuit Low Voltage

DTC P0265

Cylinder 2 Injector Control Circuit High Voltage

DTC P0267

Cylinder 3 Injector Control Circuit Low Voltage

DTC P0268

Cylinder 3 Injector Control Circuit High Voltage

DTC P0270

Cylinder 4 Injector Control Circuit Low Voltage

DTC P0271

Cylinder 4 Injector Control Circuit High Voltage

DTC P1248

Cylinder 1 Injector High Control Circuit Shorted to Control Circuit

DTC P1249

Cylinder 2 Injector High Control Circuit Shorted to Control Circuit

DTC P124A

Cylinder 3 Injector High Control Circuit Shorted to Control Circuit

DTC P124B

Cylinder 4 Injector High Control Circuit Shorted to Control Circuit

DTC P2147

Cylinder 1 Injector High Control Circuit Low Voltage

DTC P2148

Cylinder 1 Injector High Control Circuit High Voltage

DTC P2150

Cylinder 2 Injector High Control Circuit Low Voltage

DTC P2151

Cylinder 2 Injector High Control Circuit High Voltage

DTC P2153

Cylinder 3 Injector High Control Circuit Low Voltage

DTC P2154

Cylinder 3 Injector High Control Circuit High Voltage

DTC P2156

Cylinder 4 Injector High Control Circuit Low Voltage

DTC P2157

Cylinder 4 Injector High Control Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short from
Supply Circuit
Short to Open/High Short to to Control
Circuit Ground Resistance Voltage Circuit
Direct Fuel Injector High Voltage
P2147 P0201 P2148 P1248
Supply Cylinder 1
Direct Fuel Injector High Voltage
P0261 P0201 P0262, P2148 P1248
Control Cylinder 1
Direct Fuel Injector High Voltage
P2150 P0202 P2151 P1249
Supply Cylinder 2
Direct Fuel Injector High Voltage
P0264 P0202 P0265, P2151 P1249
Control Cylinder 2
Direct Fuel Injector High Voltage
P2153 P0203 P2154 P124A
Supply Cylinder 3
Direct Fuel Injector High Voltage
P0267 P0203 P0268, P2154 P124A
Control Cylinder 3
Direct Fuel Injector High Voltage
P2156 P0204 P2157 P124B
Supply Cylinder 4
Direct Fuel Injector High Voltage
P0270 P0204 P0271, P2157 P124B
Control Cylinder 4

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to each fuel injector on the injector high voltage supply
circuits. The ECM energizes each fuel injector by grounding the high voltage control circuit of the fuel injector.
The ECM monitors the status of the injector high voltage supply circuits and the fuel injector high voltage
control circuits. When a fuel injector circuit condition is detected by the ECM, the affected fuel injector(s) is
disabled.

CONDITIONS FOR RUNNING THE DTC

 DTC P062B is not set.

 The engine is running for greater than 5 s.
 The ignition voltage is greater than 11 V.
 The DTCs run continuously once the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0201, P0202, P0203, or P0204

The ECM detects the injector high voltage supply circuit or the injector high voltage control circuit is open for
greater than 2 s.
P0261, P0264, P0267, or P0270

The ECM detects the injector high voltage control circuit is shorted to ground for greater than 2 s.

P0262, P0265, P0268, or P0271

The ECM detects the injector high voltage control circuit is shorted to voltage for greater than 2 s.

P1248, P1249, P124A, or P124B

The ECM detects the injector high voltage supply circuit is shorted to the injector high voltage control circuit
for greater than 2 s.

P2147, P2150, P2153, or P2156

The ECM detects the injector high voltage supply circuit is shorted to ground for greater than 2 s.

P2148, P2151, P2154, or P2157

The ECM detects the injector high voltage supply circuit is shorted to voltage for greater than 2 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0201, P0202, P0203, P0204, P0261, P0262, P0264, P0265, P0267, P0268, P0270, P0271, P1248,
P1249, P124A, P124B, P2147, P2148, P2150, P2151, P2153, P2154, P2156, and P2157 are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0201, P0202, P0203, P0204, P0261, P0262, P0264, P0265, P0267, P0268, P0270, P0271, P1248,
P1249, P124A, P124B, P2147, P2148, P2150, P2151, P2153, P2154, P2156, and P2157 are Type A DTCs.

DIAGNOSTIC AIDS

 Performing the fuel injector coil test may help isolate an intermittent condition. Refer to Fuel Injector
Solenoid Coil Test .
 If the condition is intermittent, move the related harnesses and connectors, with the engine operating,
while monitoring the scan tool Injector Control Circuit Status parameters. An Injector Control Circuit
Status parameter will change from OK or Not Run to Fault if there is a condition with the circuit or a
connection.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the DTC information with a scan tool. DTC P0685 or P1682 should not set.
 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine operating, observe the DTC information with a scan tool. DTC P0201, P0202, P0203, P0204,
P0261, P0262, P0264, P0265, P0267, P0268, P0270, P0271, P1248, P1249, P124A, P124B, P2147,
P2148, P2150, P2151, P2153, P2154, P2156, or P2157 should not set.
3. Observe the scan tool Current Misfire Counter parameters. The Current Misfire Counters should not
increment.
4. Ignition ON, observe the scan tool Cylinder 1-4 Injector Control Circuit Status parameters. Verify the
Injector Control Circuit Status parameters display OK.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the fuel injector multi-way harness connector X111.
2. Ignition ON, observe the appropriate scan tool Cylinder 1-4 Injector Control Circuit Status. The
parameter should display Open.
 If not the specified value, test the appropriate high voltage supply circuit, ECM side, for a short to
ground or the appropriate high voltage control circuit, ECM side, for a short to voltage. If the
circuits test normal, replace the K20 ECM.
3. Ignition ON, connect a test lamp between the appropriate high voltage supply circuit and the high voltage
 control circuit. The Injector Control Circuit Status should transition from Open to OK.
 If not the specified value, test for the following conditions in the ECM side of the harness:

 An open/high resistance in the high voltage supply circuit

 An open/high resistance in the high voltage control circuit

 A short to ground in the high voltage control circuit

 A short to voltage in the high voltage supply circuit

 If the circuits test normal, replace the K20 ECM.

NOTE: Testing for the following steps is performed on the fuel injector side of the
multi-way harness connector. It may be necessary to remove the intake
manifold to isolate the condition.

4. Ignition OFF, measure the resistance between the appropriate high voltage supply circuit and ground. The
DMM should display OL ohms.
 If less than the specified range, test the high voltage supply circuit and the high voltage control
circuit for a short to ground. If the circuits/connections test normal, test or replace the appropriate
Q17 fuel injector(s).
5. Test for 2-3 ohms between the appropriate high voltage supply circuit and high voltage control circuit.
 If less than the specified range, test for a short between the high voltage supply circuit and high
voltage control circuit. If the circuits/connections test normal, test or replace the appropriate Q17
fuel injector(s).
 If greater than the specified range, test the high voltage supply circuit and high voltage control
circuit for an open/high resistance. If the circuits/connections test normal, test or replace the
appropriate Q17 fuel injector.

COMPONENT TESTING

NOTE: The DMM and test leads must be calibrated to 0 ohms in order to prevent
misdiagnosis.

1. Remove the intake manifold and disconnect the appropriate Q17 fuel injector.
2. Test for 1.9-2.3 ohms at 20°C (68°F) between the high voltage supply circuit terminal 2 and the high
voltage control circuit terminal 1 at the fuel injector.
 If not within the specified range, replace the Q17 fuel injector.

3. Measure the resistance between each terminal at the Q17 fuel injector and the Q17 fuel injector
housing/case. The DMM should display OL ohms.
 If less than the specified value, replace the Q17 fuel injector.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Direct Fuel Injector Replacement (LAF)

  Control Module References for ECM replacement, setup, and programming

DTC P0231, P0232, OR P023F

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0231

Fuel Pump Control Circuit Low Voltage

DTC P0232

Fuel Pump Control Circuit High Voltage

DTC P023F

Fuel Pump Control Circuit

DIAGNOSTIC FAULT INFORMATION

Short to Open or High Short to Signal

Circuit Ground Resistance Voltage Performance
Control P0231 P023F P0232 P023F, P2635
Low Reference - P023F - P023F, P2635

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is on. The voltage from the ECM to the fuel pump control module remains active for 2 seconds,
unless the engine is in crank or run. While this voltage is being received, the fuel pump control module supplies
a varying voltage to the fuel tank pump module in order to maintain the desired fuel rail pressure.

CONDITIONS FOR RUNNING THE DTC

P0231, P023F

The ignition voltage is between 9-18 V.

P0232
The control enable voltage signal supplied for the ECM to fuel pump control module is inactive for 4 seconds
after engine has been shut off.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module detects a fault on the fuel pump voltage circuit that is less than 4 V or greater
than 4.5 V.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0231, P0232, and P023F are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0231, P0232, and P023F are Type A DTCs.

DIAGNOSTIC AIDS

Using the Failure Records data may help locate an intermittent condition. If you cannot duplicate the DTC, the
information in the Failure Records can help determine how many miles since the DTC set. The Fail Counter and
Pass Counter can help determine how many ignition cycles that the diagnostic test reported a pass and/or a fail.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

Ignition ON, command the fuel pump ON and OFF using the scan tool ECM fuel pump output control. The fuel
pump should turn ON and OFF.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the G12 fuel pump.
2. Connect a test lamp between the control circuit terminal 1 and ground.
3. Ignition ON, command the G12 fuel pump ON and OFF with a scan tool. The test lamp should turn ON
and OFF, as commanded.
 If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests
normal, replace the K27 fuel pump control module.
 If the test lamp is always OFF, test the control circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump control module.
4. Ignition OFF, connect a test lamp between the control circuit terminal 1 and the low reference circuit
terminal 2.
5. Ignition ON, command the G12 fuel pump ON with a scan tool. The test lamp should illuminate.
 If the test lamp does not illuminate, test the low reference circuit terminal 2 for a short to voltage or
an open/high resistance. If the circuit tests normal, replace the K27 fuel pump control module.
6. If all circuits test normal, replace the G12 fuel pump.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Tank Fuel Pump Module Replacement

 Control Module References for fuel pump control module replacement, setup, and programming

DTC P025A
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P025A
 Fuel Pump Control Module Enable Circuit

DIAGNOSTIC FAULT INFORMATION

Short to Open or High Short to Signal

Circuit Ground Resistance Voltage Performance
FPCM Control P025A P025A - P025A

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is on. The voltage from the ECM to the fuel pump control module remains active for 2 seconds,
unless the engine is in crank or run. While this voltage is being received, the fuel pump control module supplies
a varying voltage to the fuel tank pump module in order to maintain the desired fuel rail pressure.

CONDITIONS FOR RUNNING THE DTC

The ignition is ON.

CONDITIONS FOR SETTING THE DTC

The serial data message from the ECM to the fuel pump control module does not agree with the state of the
control enable voltage signal supplied from the ECM to the fuel pump control module for more than 2 seconds.

ACTION TAKEN WHEN THE DTC SETS

DTC P025A is a Type A DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P025A is a Type A DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

  Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the K27 fuel pump control module.
2. Ignition OFF, connect a test lamp between the control circuit terminal 20 and ground.
3. Ignition ON, command the fuel pump ON and OFF with a scan tool. The test lamp should turn ON and
OFF when changing between the commanded states.
 If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
 If the test lamp is always OFF, test the control circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
4. If all circuits test normal, replace the K27 fuel pump control module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for ECM or fuel pump control module replacement, setup, and programming
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

DTC P0300-P0304
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0300

Engine Misfire Detected

DTC P0301

Cylinder 1 Misfire Detected

DTC P0302

Cylinder 2 Misfire Detected

DTC P0303

Cylinder 3 Misfire Detected

DTC P0304

Cylinder 4 Misfire Detected

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) uses information from the crankshaft position sensor and the camshaft
position sensors in order to determine when an engine misfire is occurring. By monitoring variations in the
crankshaft rotation speed for each cylinder, the ECM is able to detect individual misfire events. A misfire rate
that is high enough can cause 3-way catalytic converter damage. The malfunction indicator lamp (MIL) will
flash ON and OFF when the conditions for catalytic converter damage are present. DTCs P0301 through P0304
correspond to cylinders 1 through 4. If the ECM is able to determine that a specific cylinder is misfiring, the
DTC for that cylinder will set, and the corresponding fuel injector is disabled. The ECM will re-enable the fuel
injector after 3 crankshaft revolutions when the misfire is not current. The ECM will re-enable the fuel injector
after 6 crankshaft revolutions when the misfire is not current, if the vehicle is equipped with a manual
transmission.
CONDITIONS FOR RUNNING THE DTC

 DTC P0010, P0011, P0013, P0014, P0016, P0017, P0018, P0019, P0020, P0021, P0023, P0024, P0068,
P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0117, P0118, P0120, P0121, P0122,
P0123, P0220, P0222, P0223, P0335, P0336, P0606, P0641, P0651, P1516, P2101, P2122, P2123,
P2127, P2128 or P2176 is not set.
 The engine speed is between 450-6,600 RPM.
 The evaporative emissions (EVAP) leak detection is not active.
 The engine coolant temperature (ECT) is between -7 and +127°C (+19 and +261°F).
 The air conditioning compressor clutch is not changing states.
 The ECM is not receiving a rough road signal.
 The fuel level is greater than 11 %.
 The ECM is not in fuel cut-off or decel fuel cut-off mode.
 DTCs P0300 through P0304 run continuously when the above conditions exist for greater than 1,000
engine revolutions. 200 revolutions after the first failure.

CONDITIONS FOR SETTING THE DTC

P0300

The ECM detects a crankshaft rotation speed variation indicating a misfire rate sufficient to cause emissions
levels to exceed a predetermined value.

P0301, P0302, P0303, P0304

The ECM detects a crankshaft rotation speed variation indicating a single cylinder misfire rate sufficient to
cause emissions levels to exceed mandated standards.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0300-P0304 are Type B DTCs.

 The ECM disables the fuel injector of the misfiring cylinder when a misfire is present.

CONDITIONS FOR CLEARING THE DTC

DTCs P0300-P0304 are Type B DTCs.

DIAGNOSTIC AIDS

 A misfire DTC could be caused by an excessive vibration from sources other than the engine. Inspect for
the following possible sources:
 A tire or wheel that is out of round or out of balance

 Variable thickness brake rotors

 An unbalanced drive shaft

  Certain rough road conditions
 Transmission operation

 A damaged accessory drive component or belt ; remove the belt and safely operate the engine to
evaluate
 High resistance in the circuits of the injectors may set a misfire DTC without setting an injector DTC.
Test the injector circuits of the affected cylinder(s) for a high resistance if you suspect a condition.
 If the condition is intermittent, observing the scan tool IC Circuit Test and Fuel Injector Circuit Test
Status parameters may help isolate the condition. The circuit test status parameters will change from OK
or Not Run to Malfunction if a condition exists.
 A condition in the heated O2 sensor (HO2S) heater control circuits may set a DTC P0300.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 J 26792: Spark Tester

 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION

1. Engine idling at the normal operating temperature.

  If there is an abnormal engine noise, refer to Symptoms - Engine Mechanical .
2. Verify that no other DTCs are set.
 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

3. Observe the scan tool Current Misfire Cyl. 1-4 parameters. The Misfire Current Counters should not be
incrementing.
4. Engine idling, perform the Cylinder Power Balance test with a scan tool to isolate the misfiring cylinder.
The engine speed should change when each injector is disabled.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Verify that the following conditions do not exist:

 Vacuum hose splits, kinks, and incorrect connections

 Engine vacuum leaks

 Crankcase ventilation system for vacuum leaks

 Fuel pressure that is too low or too high-Refer to Fuel System Diagnosis .

 Contaminated fuel-Refer to Alcohol/Contaminants-in-Fuel Diagnosis .

 Exhaust system restrictions

 If you find any of the above conditions, repair as necessary.

2. Ignition OFF, remove the T8 ignition coil of the misfiring cylinder, but leave the electrical connector
connected.
3. Inspect the ignition coil boot for the following conditions:
 Holes

 Tears

 Carbon tracking

 Oil contamination

 Water intrusion

 If you find any of the above conditions, repair as necessary.

4. Install the J 26792: Spark Tester to the boot of the appropriate T8 ignition coil and ground.

NOTE: An erratic or weak spark is considered a no spark condition.

5. Attempt to start the engine and observe the J 26792: Spark Tester. The spark tester should spark.
 If there is no spark, refer to Electronic Ignition System Diagnosis for diagnosis of the ignition
coil.
6. Ignition OFF, remove the spark plug from the misfiring cylinder. Verify that the spark plug does not
exhibit the following conditions:
 Gas, coolant, or oil fouled-Refer to Spark Plug Inspection .
  Cracked, worn, incorrectly gapped-Refer to Ignition System Specifications .
 If there is a condition with the spark plug, replace the spark plug.

7. Exchange the suspected spark plug with another cylinder that is operating correctly.
8. Engine idling, observe the scan tool Current Misfire Counter parameters. The misfire should not follow
the spark plug exchange.
 If the misfire follows the spark plug, replace the spark plug.

9. If all conditions test normal, test or inspect for the following:

 A lean or rich Q17 fuel injector.

 An engine mechanical condition-Refer to Symptoms - Engine Mechanical .

REPAIR PROCEDURES

 Spark Plug Replacement

 Ignition Coil Replacement

REPAIR VERIFICATION

1. If the customer concern was a flashing malfunction indicator lamp (MIL), refer to DTC P0420.
2. Clear the DTCs with a scan tool.
3. Turn OFF the ignition for 30 s.
4. Start the engine.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
 If the DTC fails this ignition, a misfire still exists.

DTC P0315
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0315: Crankshaft Position System Variation Not Learned

CIRCUIT/SYSTEM DESCRIPTION

The crankshaft position system variation learn feature is used to calculate reference period errors caused by
slight tolerance variations in the crankshaft, and the crankshaft position sensor. The calculated error allows the
engine control module (ECM) to accurately compensate for reference period variations. This enhances the
ability of the ECM to detect misfire events over a wider range of engine speed and load conditions.

The crankshaft position system variation compensating values are stored in ECM memory after a learn
procedure has been performed and the ignition switch is turned to the OFF position for at least 30 s. If the actual
variation is not within the crankshaft position system variation compensating values stored in the ECM, DTC
P0300 may set.

If the crankshaft position system variation values are not stored in the ECM memory or a proper ECM power
down does not occur after completing the Crankshaft Position Learn Procedure, DTC P0315 sets.

CONDITIONS FOR RUNNING THE DTC

DTC P0315 runs continuously.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the crankshaft position system variation values are not stored in memory.

ACTION TAKEN WHEN THE DTC SETS

DTC P0315 is a Type A DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0315 is a Type A DTC.

DIAGNOSTIC AIDS

This test procedure requires that the vehicle battery has passed a load test and is completely charged. Refer to
Battery Inspection/Test .

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End Views

Component Connector End Views

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

NOTE: The Crankshaft Position Variation Learn may have to be repeated up to 5 times
before the procedure is successful.

1. Perform the Crankshaft Position System Variation Learn procedure. The scan tool should display
Learned Successful.
 If the Crankshaft Position System Variation Learn Procedure cannot be performed successfully,
inspect for the following conditions:
 Worn crankshaft main bearings

 A damaged or misaligned reluctor wheel

 Excessive crankshaft runout

 A damaged crankshaft-Refer to Crankshaft and Bearing Cleaning and Inspection .

 Interference in the signal circuit of the crankshaft position sensor

 The ignition switch is in the ON position until there is insufficient system voltage.

 An ECM power disconnect with the ignition ON that may have erased the crankshaft position
system variation values and set DTC P0315
 Debris between the crankshaft position sensor and the reluctor wheel

2. Verify the Learn Procedure is successful.

 If the ECM is unable to complete the learn procedure, replace the ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after using this diagnostic procedure.

Control Module References for ECM replacement, setup, and programming

DTC P0324-P0328, OR P06B6

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0324

Knock Sensor System Performance

DTC P0325

Knock Sensor Circuit

DTC P0326

Knock Sensor Performance

DTC P0327

Knock Sensor Circuit Low Voltage

DTC P0328

Knock Sensor Circuit High Voltage

DTC P06B6

Control Module Knock Sensor Processor 1 Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
Knock Sensor 1 Signal P0327, P06B6 P0325 P0328, P06B6 P0326
Low Reference P0327 - P0328 -

CIRCUIT/SYSTEM DESCRIPTION

The knock sensor system enables the engine control module (ECM) to control the ignition timing for the best
possible performance while protecting the engine from potentially damaging levels of detonation. The knock
sensor produces an AC voltage signal that varies depending on the vibration level during engine operation. The
ECM adjusts the spark timing based on the amplitude and the frequency of the knock sensor signal. The ECM
receives the knock sensor signal through 2 isolated signal circuits. The ECM learns a minimum knock sensor
noise level for all of the RPM range. The ECM monitors for a normal knock sensor signal. The ECM generates
a 20 KHz signal on the output circuit and monitors that it is sent back and detected on the return circuit. The
ECM processes the return signal to verify the internal knock sensor processor.

CONDITIONS FOR RUNNING THE DTC

P0325, P0327 and P0328

 Engine speed is between 400-8,500 RPM.

 The engine coolant temperature (ECT) is warmer than -40°C (-40°F).
 The intake air temperature (IAT) is warmer than -40°C (-40°F).
 The DTCs run continuously when the above conditions are met.
P0324 and P0326-Excessive Knock Detection Mode

 Engine speed is between 400-8,500 RPM.

 The engine coolant temperature (ECT) is warmer than -40°C (-40°F).
 The intake air temperature (IAT) is warmer than -40°C (-40°F).
 The DTCs run continuously when the above conditions are met.

P0324 and P0326-Abnormal Noise Detection Mode-Improperly Bolted Knock Sensor

 Engine speed is between 2,200-8,500 RPM.

 The ECT is greater than -40°C (-40°F).
 The IAT is greater than -40°C (-40°F).
 The DTCs run continuously when the above conditions are met.

P06B6

 Engine speed is between 400-4,000 RPM.

 The engine coolant temperature (ECT) is warmer than -40°C (-40°F).
 The intake air temperature (IAT) is warmer than -40°C (-40°F).
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0324

The knock sensor signal indicates an excessive engine knock is present for greater than 10 s for at least 1 single
cylinder.

P0325

The knock sensor signal circuits are open for greater than 10 s.

P0326

 The signal indicates the sensor harness is connected, but the sensor is not properly bolted to the engine.
 The above condition exist for greater than 10 s.

OR

 The knock sensor signal indicates an excessive engine knock is present.

 The above condition exist for greater than 10 s.

P0327

The knock sensor signal circuits are shorted to ground for greater than 10 s.
P0328

The knock sensor signal circuits are shorted to voltage for greater than 10 s.

P06B6

The ECM has detected an internal knock sensor processor fault.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0324, P0325, P0326, P0327, P0328, and P06B6 are Type B DTCs.
 The ignition timing is retarded to reduce the potential of engine damaging spark knock.

CONDITIONS FOR CLEARING THE DTC

DTCs P0324, P0325, P0326, P0327, P0328, and P06B6 are Type B DTCs.

DIAGNOSTIC AIDS

 Inspect the knock sensor for physical damage. A knock sensor that is dropped or damaged may cause a
DTC to set.
 Inspect the knock sensor for proper installation. A knock sensor that is loose or over torqued may cause a
DTC to set. The knock sensor should be free of thread sealant.
 The knock sensor mounting surface should be free of burrs, casting flash, and foreign material.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Electronic Ignition System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine at operating temperature, all accessories OFF, and engine speed greater than 2,000 RPM, observe
the Knock Retard and Total Knock Retard parameters. The parameters should be 0°.
2. Engine idling, move the related harnesses and connectors for the KS circuits while observing the scan
tool Knock Retard and Total Knock Retard parameters. The parameters should remain steady with no
abrupt changes.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

P0324 and P0326

 If DTC P0335 is also set, diagnose that DTC first.

 Inspect for a loose or broken vehicle accessory or accessory bracket.
 Inspect for excessive engine mechanical noise.

P0325, P0327, and P0328

1. Ignition OFF,Disconnect the B68 knock sensor harness connector.

2. Connect the DMM between the B68 knock sensor signal circuit terminal A and the B68 knock sensor low
reference circuit terminal B on the sensor side of the B68 knock sensor harness connector.
3. Set the DMM to the 400 mV AC hertz scale and wait for the DMM to stabilize at 0 Hz.

NOTE: DO NOT tap on plastic engine components.

4. Tap on the engine block with a non-metallic object near the B68 knock sensor while observing the signal
indicated on the DMM.
5. The DMM should display a fluctuating frequency while tapping on the engine block.
 If the DMM does not display a fluctuating frequency while tapping on the engine block, replace the
B68 KS.
6. Ignition ON, engine OFF.
7. Ignition ON, test for 1-4 V between each of the following circuits and ground on the K20 ECM side of
the harness connector:
  The B68 knock sensor signal circuit, terminal A
 The B68 knock low reference circuit, terminal B

 If less than the specified range, test the circuits for a short to ground or an open/high resistance. If
the circuits test normal, replace the K20 ECM.
 If greater than the specified range, test the circuits for a short to voltage. If the circuits test normal,
replace the K20 ECM.
8. If the circuits test normal, replace the B68 knock sensor.

P06B6

 Verify that the following DTCs are not set: DTC P0325, P0327, and P0328.
 If any of the DTCs are set, diagnose them first.

 DTC P06B6 indicates an internal ECM circuitry failure. Replace the K20 ECM if no external knock
sensor circuit issues exist.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Knock Sensor Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P0335 OR P0336

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0335

Crankshaft Position Sensor Circuit

DTC P0336

Crankshaft Position Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
5 V Reference P0335, P0651 P0335 P0651 -
Crankshaft Position Sensor Signal P0335 P0335 P0335 P0336
Low Reference - P0335 - -

CIRCUIT/SYSTEM DESCRIPTION

The crankshaft position sensor circuits consist of an engine control module (ECM) supplied 5 V reference
circuit, low reference circuit, and an output signal circuit. The crankshaft position sensor is an internally
magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the
teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-
tooth spacing, with 2 missing teeth for the reference gap. The crankshaft position sensor produces an ON/OFF
DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the
crankshaft position sensor output depends on the velocity of the crankshaft. The crankshaft position sensor
sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on
the wheel rotates past the crankshaft position sensor. The ECM uses each crankshaft position signal pulse to
determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft
position. This information is then used to determine the optimum ignition and injection points of the engine.
The ECM also uses crankshaft position sensor output information to determine the camshaft relative position to
the crankshaft, to control camshaft phasing, and to detect cylinder misfire.

CONDITIONS FOR RUNNING THE DTC

 DTC P0101, P0102, P0103, P0340, P0341, P0641 or P0651 is not set.
 The mass air flow (MAF) is greater than 3 grams per second.
 The engine is cranking or running.
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

NOTE: The ECM detects engine movement by sensing the airflow through the mass air
flow (MAF) sensor when it is more than 3 g/s, or by sensing camshaft position
sensor pulses.

P0335

 The ECM detects that the starter is commanded ON and the engine has been cranking for more than 4 s
without a crankshaft position sensor pulse.

OR

 The ECM detects that the engine has been running, but has not received a crankshaft position sensor pulse
for 2 of 10 engine revolutions.

P0336

 The ECM detects that the engine is running, but receives less than 51 or more than 65 crankshaft position
 sensor pulses each engine revolution for 8 of 10 engine revolutions.

OR

 The ECM detects that the engine is running, but more than 20 resyncs occur within 25 s.

OR

 The ECM detects that the engine has been running, but the crankshaft does not sync for 0.1 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0335 and P0336 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0335 and P0336 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Electronic Ignition System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. DTC P0651 should not be set.
 If the DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM).

2. Clear the DTC information with a scan tool. Attempt to start the engine. Observe the DTC information
with a scan tool. DTC P0335 or P0336 should not set.
3. Engine idling, observe the scan tool Crankshaft Position Resync Counter parameter. The parameter
should always display zero. Move the related harnesses/connectors of the B26 crankshaft position sensor
while observing the parameter. Verify the engine does not stumble or stall, and the parameter does not
increment.
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the B26 crankshaft position sensor.
2. Ignition OFF, all vehicle systems OFF, it may take up to 2 minutes for all systems to power down, test for
less than 5 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.

NOTE: 5K ohms or greater in the 5 V reference circuit will cause this DTC to set.

3. Ignition ON, engine OFF, test for 4.8-5.2 V between the 5 V reference circuit terminal 1 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Ignition ON, engine OFF, test for 4.8-5.2 V between the signal circuit terminal 3 and ground.
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
5. Ignition OFF, connect a 3 A fused jumper wire to signal circuit terminal 3.
6. Ignition ON, momentarily touch the other end of the fused jumper wire to the battery negative post
repeatedly. The Crankshaft Position Active Counter should increment.
 If the Crankshaft Position Active Counter increments, test or replace the B26 crankshaft position
sensor.
 If the Crankshaft Position Active Counter does not increment, replace the K20 ECM.

7. Ignition OFF, inspect the B26 crankshaft position sensor for correct installation. Remove the B26
crankshaft position sensor from the engine. Inspect the sensor and the O-ring for damage.
 If the sensor is loose, inspect the sensor and the O-ring for damage. Replace as necessary.
 8. Inspect the engine for the following conditions:
 Engine oil for debris

 Crankshaft reluctor wheel for damage

 Timing chain, tensioner, and sprockets for wear or damage

 If debris is found in the engine oil, inspect the internal engine components to determine the cause.
Repair or replace any worn or damaged components.
9. If all circuits and components test normal, test or replace the B26 crankshaft position sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Crankshaft Position Sensor Replacement

 Control Module References for replacement, setup, and programming

DTC P0340 OR P0365

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0340

Intake Camshaft Position Sensor Circuit

DTC P0365

Exhaust Camshaft Position Sensor Circuit

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
Intake Camshaft Position Sensor 5 V
P0340, P0641 P0340 P0641 P0341
Reference
Intake Camshaft Position Sensor Low
- P0340 - -
Reference
Intake Camshaft Position Sensor
P0340 P0340 P0340 -
Signal
Exhaust Camshaft Position Sensor 5 V
Reference P0641 P0365 P0641 P0366
Exhaust Camshaft Position Sensor
- P0365 - -
Low Reference
Exhaust Camshaft Position Sensor
P0365 P0365 P0365 -
Signal

CIRCUIT/SYSTEM DESCRIPTION

The 4 X camshaft position sensor circuits consist of an engine control module (ECM) supplied 5 V reference
circuit, low reference circuit, and an output signal circuit. The camshaft position sensor is an internally
magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the
teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the
camshaft position sensor, the resulting change in the magnetic field is used by the sensor electronics to produce
a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4
varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The
frequency of the camshaft position sensor output depends on the velocity of the camshaft. The ECM decodes
the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the
optimum ignition and injection points of the engine. The ECM also uses camshaft position sensor output
information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for
limp-home operation.

CONDITIONS FOR RUNNING THE DTC

 The mass air flow (MAF) is greater than 3 grams per second.
 The engine is cranking or running.
 DTCs P0101, P0102, P0103, P0340 and P0365 run continuously when the above condition is met.

CONDITIONS FOR SETTING THE DTC

P0340

The ECM does not receive 4 camshaft pulses within 3 s.

P0365

The ECM does not receive 4 camshaft pulses within 3 s.

ACTION TAKEN WHEN THE DTC SETS

DTC P0340, and P0365 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0340, and P0365 are Type B DTCs.

REFERENCE INFORMATION
Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine idling, observe the scan tool Camshaft Position Active Counter parameter. The parameter should
be incrementing.
2. Engine idling, observe the DTC information with a scan tool. DTC P0340 should not set.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Engine idling, move the related harnesses/connectors of the B23 camshaft position sensor while
monitoring the scan tool Camshaft Position Variance parameter. The Camshaft Position Variance
parameter should not change when moving the harness/connectors.
 If the above condition exists, repair the harness/connectors, as necessary.

2. Ignition OFF, inspect the B23 camshaft position sensor for correct installation.
 If the B23 camshaft position sensor is loose, inspect the sensor and the O-ring for damage and
replace, as necessary.
3. Ignition OFF, disconnect the harness connector at the B23 camshaft position sensor.
4. Ignition OFF, all vehicle systems OFF, it may take 2 minutes for all systems to power down, test for less
than 5 ohms between the appropriate low reference circuit terminal B and ground.
  If greater than the specified value, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
5. Ignition ON, test for 4.8-5.2 V between the appropriate 5 V reference circuit terminal A and ground.
 If less than the specified range, test the 5 V reference circuit for an open/high resistance or short to
ground. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
6. Ignition ON, test for 4.8-5.2 V between the appropriate signal circuit terminal C and ground.
 If less than the specified range, test the affected signal circuit for an open/high resistance or short to
ground. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the affected signal circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
7. Ignition OFF, connect a 3 A fused jumper wire to the B23 camshaft position signal circuit terminal C.
8. Ignition ON, momentarily touch the other end of the fused jumper wire to the battery negative post. The
Camshaft Position Active Counter parameter on the scan tool should increment.
 If the Camshaft Position Active Counter increments, replace the B23 camshaft position sensor.

 If the Camshaft Position Active Counter does not increment, replace the K20 ECM.

COMPONENT TESTING

NOTE: You must perform the Circuit/System Testing before proceeding with
Component Testing.

1. Inspect the camshaft position sensor for correct installation. Remove the B23 camshaft position sensor
from the engine and inspect the sensor and the O-ring for damage.
 If the sensor is loose, incorrectly installed, or damaged, repair or replace the B23 camshaft position
sensor.
2. Connect the sensor connector to the B23 camshaft position sensor.
3. Ignition ON, and engine OFF. Observe the Camshaft Position Active Counter parameter on the scan tool.
While passing a steel object by the tip of the sensor repeatedly. The Camshaft Position Active Counter
parameter should increment.
 If the parameter does not increment, replace the B23 camshaft position sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Camshaft Position Sensor Replacement - Exhaust

 Camshaft Position Sensor Replacement - Intake
 Control Module References for ECM replacement, setup, and programming

DTC P0341 OR P0366

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0341

Intake Camshaft Position Sensor Performance

DTC P0366

Exhaust Camshaft Position Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
Intake Camshaft Position Sensor 5 V
P0641 P0340 P0641 P0341
Reference
Intake Camshaft Position Sensor Low
- P0340 - -
Reference
Intake Camshaft Position Sensor
P0340 P0340 P0340 -
Signal
Exhaust Camshaft Position Sensor 5 V
P0641 P0365 P0641 P0366
Reference
Exhaust Camshaft Position Sensor
- P0365 - -
Low Reference
Exhaust Camshaft Position Sensor
P0365 P0365 P0365 -
Signal

CIRCUIT/SYSTEM DESCRIPTION

The 4 X camshaft position sensor circuits consist of an engine control module (ECM) supplied 5 V reference
circuit, low reference circuit, and an output signal circuit. The camshaft position sensor is an internally
magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the
teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the
camshaft position sensor, the resulting change in the magnetic field is used by the sensor electronics to produce
a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4
varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The
frequency of the camshaft position sensor output depends on the velocity of the camshaft. The ECM decodes
the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the
optimum ignition and injection points of the engine. The ECM also uses camshaft position sensor output
information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for
limp-home operation.

CONDITIONS FOR RUNNING THE DTC

P0341 - Near Engine Start, Camshaft Position Fast Event Based Test

 The engine is cranking.

 The medium resolution is less than or equal to 10 counts.

P0341 - After Engine Start, Camshaft Position Slow Event Based Test

 The engine is running.

 DTCs P0335, P0336, and P0340 are not set.
 DTC P0341 runs continuously when the above conditions are met.

P0366 - Near Engine Start, Camshaft Position Fast Event Based Test

 The engine is cranking.

 The medium resolution is less than or equal to 10 counts.

P0366 - After Engine Start, Camshaft Position Slow Event Based Test

 The engine is running.

 DTCs P0335, P0336, and P0365 are not set.
 DTC P0366 runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0341 - Near Engine Start, Camshaft Position Fast Event Based Test

The ECM detects the incorrect number of camshaft position sensor pulses in 2 revolutions of the crankshaft,
which is usually within 1 s.

P0341 - After Engine Start, Camshaft Position Slow Event Based Test

The ECM detects the incorrect number of camshaft position sensor pulses in 2,000 revolutions of the
crankshaft, which is usually within 4 min.

P0366 - Near Engine Start, Camshaft Position Fast Event Based Test

The ECM detects the incorrect number of camshaft position sensor pulses in 2 revolutions of the crankshaft,
which is usually within 1 s.

P0366 - After Engine Start, Camshaft Position Slow Event Based Test

The ECM detects the incorrect number of camshaft position sensor pulses in 2,000 revolutions of the
crankshaft, which is usually within 4 min.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0341 and P0366 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0341 and P0366 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition OFF, inspect the engine wiring harnesses carrying the camshaft position sensor circuits for the
following conditions:
 Close routing of aftermarket electrical equipment

 Close to solenoids, motors, and relays

Correct any wire harness routing or component placement conditions, if it is determined to be a

possible source of electrical interference.

2. Engine idling, observe the scan tool Camshaft Position Active Counter parameters. Both parameters
 should be incrementing.
3. Engine idling, observe the DTC information with a scan tool. DTC P0340 should not set.
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, inspect the B23 camshaft position sensor for correct installation.
 If the sensor is loose, inspect the sensor and the O-ring for damage, replace as necessary.

2. Inspect the engine for the following conditions:

 The engine oil for debris

 The camshaft reluctor wheel for damage

 The timing chain, tensioner, and sprockets for wear or damage

 If debris is found in the engine oil, inspect the internal engine components to determine the cause.
Repair or replace any worn or damaged components. Refer to Camshaft Timing Chain and
Sprocket Cleaning and Inspection and Camshaft Cleaning and Inspection .

COMPONENT TESTING

NOTE: You must perform the Circuit/System Testing before proceeding with
Component Testing.

1. Inspect the B23 camshaft position sensor for correct installation. Remove the B23 camshaft position
sensor from the engine and inspect the sensor and the O-ring for damage.
 If the sensor is loose, incorrectly installed, or damaged, repair or replace the B23 camshaft position
sensor.
2. Connect the connector to the B23 camshaft position sensor. Turn ON the ignition, with the engine OFF.
3. Ignition ON, and engine OFF. Observe the Camshaft Position Active Counter parameter on the scan tool.
Pass a steel object by the tip of the sensor repeatedly. The Camshaft Position Active Counter parameter
should increment.
 If the parameter does not increment, replace the B23 camshaft position sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Camshaft Position Sensor Replacement - Exhaust

 Camshaft Position Sensor Replacement - Intake
 Control Module References for ECM replacement, setup, and programming

DTC P0351-P0354
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0351

Ignition Coil 1 Control Circuit

DTC P0352

Ignition Coil 2 Control Circuit

DTC P0353

Ignition Coil 3 Control Circuit

DTC P0354

Ignition Coil 4 Control Circuit

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground
Resistance Open Voltage Performance
Ignition Voltage 1 2 2 - -
Ignition Coil 1 Control Circuit P0351 P0351 P0351 P0351 P0351
Ignition Coil 2 Control Circuit P0352 P0352 P0352 P0352 P0352
Ignition Coil 3 Control Circuit P0353 P0353 P0353 P0353 P0353
Ignition Coil 4 Control Circuit P0354 P0354 P0354 P0354 P0354
P0351, P0351, P0351,
Low Reference - -
P0354 P0354 P0354
1. The Engine Cranks But Does Not Run and opens the fuse that supplies voltage to the ignition coils
2. The Engine Cranks But Does Not Run

CIRCUIT/SYSTEM DESCRIPTION

The ignition system uses individual ignition coil/module assemblies for each cylinder. The engine control
module (ECM) controls the individual coils by transmitting timing pulses on the ignition control (IC) circuit of
each ignition coil/module to enable a spark event. The ECM monitors each IC circuit for improper voltage
levels.
CONDITIONS FOR RUNNING THE DTC

 The engine is running.

 The ignition voltage is greater than 6 V.
 DTCs P0351-P0354 runs continuously when the above condition is met.

CONDITIONS FOR SETTING THE DTC

The ECM detects an open, short to ground, or a short to voltage on the IC circuit or the ignition coil/module for
less than 1 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0351-P0354 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0351-P0354 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION
 1. Engine running, observe the following scan tool control circuit status parameters for the appropriate
cylinder T8 ignition coil:
 Ignition Coil 1-4 Control Circuit Low Voltage Test Status

 Ignition Coil 1-4 Control Circuit Open Test Status

 Ignition Coil 1-4 Control Circuit High Voltage Test Status

Each parameter should display Not Run or OK.

2. Engine idling, observe the DTC information with a scan tool. DTC P0351, P0352, P0353, or P0354
should not set.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate T8 ignition coil.
2. Ignition OFF, all vehicle systems OFF, it may take up to 2 minutes for all the systems to power down.
Test for less than 5 ohms between the ground circuit terminal A and ground.
 If greater than the specified range, repair the ground circuit for an open/high resistance.

3. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal B and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the ECM.
4. Ignition ON, verify that a test lamp illuminates between the ignition voltage circuit terminal D and
ground.
 If the test lamp does not illuminate, test the ignition voltage circuit for a short to ground or an
open/high resistance. If the circuit tests normal and the ignition voltage circuit fuse is open, test all
components connected to the ignition voltage circuit and replace as necessary.
5. Engine idling at operating temperature, test for 0.200-0.300 V between the appropriate ignition control
circuit terminal C and ground.
 If less than the specified range, test the ignition control circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the ignition control circuit for a short to voltage. If the
circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, test or replace the T8 ignition coil

REPAIR PROCEDURES

 Ignition Coil Replacement

 Control Module References for ECM replacement, setup, and programming

REPAIR VERIFICATION
NOTE: An ignition control circuit fault condition will result in an engine misfire, and
under certain driving conditions could possibly overheat the 3-way catalytic
converter.

1. Install any components or connectors that have been removed or replaced during diagnosis.
2. Perform any adjustment, programming or setup procedures that are required when a component or
module is removed or replaced.
3. Clear the DTCs.
4. Turn the ignition OFF for 60 s.
5. If the repair is related to a DTC, duplicate the Conditions for Running the DTC and use the Freeze
Frame/Failure Records, if applicable, to verify the DTC does not reset. If the DTC resets or another DTC
is present, refer to Diagnostic Trouble Code (DTC) List - Vehicle and perform the appropriate
diagnostic procedure.
6. To verify that the performance of the catalytic converter has not been affected by the condition that set
this DTC, perform the Repair Verification for DTC P0420.

DTC P0420
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0420

Catalyst System Low Efficiency

CIRCUIT/SYSTEM DESCRIPTION

A 3-way catalytic converter (TWC) controls emissions of hydrocarbons (HC), carbon monoxide (CO), and
oxides of nitrogen (NOx). The catalyst within the converter promotes a chemical reaction, which oxidizes the
HC and the CO that are present in the exhaust gas. This process converts the HC and the CO into water vapor
and carbon dioxide (CO2), and reduces the NOx, converting the NOx into nitrogen. The catalytic converter also
stores oxygen. The engine control module (ECM) monitors this process by using a heated oxygen sensor
(HO2S) that is in the exhaust stream after the TWC. The HO2S 2 produces an output signal that the ECM uses
to calculate the oxygen storage capacity of the catalyst. This indicates the ability of the catalyst to convert the
exhaust emissions efficiently. The ECM monitors the efficiency of the catalyst by allowing the catalyst to heat,
then wait for a stabilization period while the engine is idling. The ECM then adds and removes fuel while
monitoring the HO2S 2. When the catalyst is functioning properly, the HO2S 2 response to the extra fuel is
slow compared to the response of the HO2S 1, which is located before the TWC. When the HO2S 2 response is
near that of the HO2S 1, the oxygen storage capability and efficiency of the catalyst may be degraded below an
acceptable threshold.
CONDITIONS FOR RUNNING THE DTC

 DTCs P0010, P0011, P0013, P0014, P0016, P0017, P0030, P0036, P0101, P0102, P0103, P0112, P0113,
P0116, P0117, P0118, P0121, P0122, P0123, P0128, P0131, P0132, P0133, P0134, P0135, P0137,
P0138, P013A, P013B, P013C, P013E, P013F, P0140, P0141, P0171, P0172, P0220, P0223, P0300,
P0301-P0304, P0443, P0449, P0455, P0496, P0506, P0507, P1101, P1133, P2100, P2102, P2103, P2122,
P2123, P2127, P2128, P2135, P2138, P219A, P2232, P2235, P2270, or P2271 is not set.
 Before the ECM performs the idle test, the vehicle must be driven under the following conditions:
 The engine speed is greater than 915 RPM

 The engine run time is greater than a calibrated value

 Both conditions exist for greater than 15 s

 The throttle is in the rest position.

 The intake air temperature (IAT) is between -20 to +250°C (-4 to +482°F).
 The ignition voltage is greater than 11 V.
 The engine coolant temperature (ECT) is between 40-127°C (104-261°F).
 The barometric pressure (BARO) is greater than 70 kPa.
 The engine has been idling less than 50 s.
 The vehicle speed is less than 2 km/h (1 mph).
 The short term fuel trim is learned.
 The air flow into the engine is between 3-13 g/s.
 The EVAP purge concentration is learned.
 The catalytic converter (TWC) calculated temperature is between 450-250°C (842-1,742°F).
 The engine is operating in Closed Loop.
 The transmission is not in P/N (automatic transmission only).

This diagnostic attempts one test during each valid idle period once the above conditions have been met. This
diagnostic attempts up to 8 tests during each drive cycle.

CONDITIONS FOR SETTING THE DTC

The ECM determines that the efficiency of the catalyst has degraded below a calibrated threshold.

ACTION TAKEN WHEN THE DTC SETS

DTC P0420 is a Type A DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P0420 is a Type A DTC.

DIAGNOSTIC AIDS

NOTE: A new converter with less than 161 kilometers (100 miles) on it may set DTC
 P0420 due to out-gassing of the internal matting. Operating the vehicle at
highway speeds for approximately 1 hour may correct the condition.

Inspect for the following conditions, which may cause a catalytic converter to degrade:

 An engine misfire
 High engine oil or high coolant consumption
 Retarded spark timing
 A weak or poor spark
 A lean fuel mixture
 A rich fuel mixture
 A damaged oxygen sensor or wiring harness

REFERENCE INFORMATION

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Engine idling, observe the DTC information with a scan tool. Verify there are no HO2S or misfire DTCs
set.
 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to diagnosis
the applicable DTC, before proceeding with this diagnostic procedure.
2. Verify the following conditions do not exist with the catalytic converter:
 Dents

 A severe discoloration caused by excessive temperatures

 Road damage

 An internal rattle caused by damaged catalyst substrate

 Restrictions

 If a condition is found, replace the catalytic converter.

3. Verify the following conditions do not exist with the exhaust system:
 Leaks

 Physical damage

 Loose or missing hardware

 Properly torqued HO2S

 If a condition is found, repair the exhaust system.

 4. Verify the following conditions do not exist with the HO2S 2:
 A grounded wiring harness

 Damage

 If a condition is found, replace the HO2S 2.

5. If no physical condition is detected and the HO2S 2 is as active as the HO2S 1 after operating the engine
at 1,500 RPM for 1 minute and then returning to a stabilized idle, then replace the appropriate catalytic
converter.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Exhaust Leakage
 Restricted Exhaust
 Heated Oxygen Sensor Replacement - Sensor 2 (LE5)
 Catalytic Converter Replacement (LAF)

DTC P0442
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0442

Evaporative Emission (EVAP) System Small Leak Detected

CIRCUIT/SYSTEM DESCRIPTION

The engine off natural vacuum (EONV) test is the small leak detection diagnostic for the evaporative emission
system. This diagnostic tests the evaporative emission (EVAP) system for a small leak when the key is turned
OFF and the correct conditions are met. Heat from the exhaust system is transferred into the fuel tank while the
vehicle is operating. When the vehicle is turned OFF and the EVAP system is sealed a change in the fuel tank
vapor temperature occurs which results in a corresponding pressure change in the fuel tank vapor space. This
change is monitored by the ECM using the fuel tank pressure sensor input. With a leak in the system, the
amount of pressure change will be less than that of a sealed system.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120, P0121, P0122, P0123, P0222,
 P0223, P0443, P0446, P0449, P0451, P0452, P0453, P0454, P0455, P0461, P0462, P0463, P0464,
P0496, P0502, P0503, P0608, P0641, P0651, P1516, P2101, P2119, P2120, P2122, P2123, P2125,
P2127, P2128, P2135, P2138 are not set.
 The ignition 1 voltage is between 10-16 V.
 The barometric pressure (BARO) is greater than 74 kPa.
 No fuel filling during the EONV test period.
 The fuel level is between 15-85 percent.
 The start-up engine coolant temperature (ECT) and the start-up intake air temperature (IAT) are between
0-40°C (32-104°F).
 The barometric pressure (BARO) is more than 74 kPa.
 The engine run time before engine shut-off was greater than 10 min.
 The drive distance before engine shut-off was more than 5 kilometers (3.1 miles).
 The ignition is OFF.
 The ambient air temperature at the end of the drive cycle is between 0-32°C (32-93°F).
 DTC P0442 runs once per drive cycle during the hot soak period after the ignition is turned OFF and may
require up to 45 min to complete. The controller will not make more than 2 test attempts per day. The
time since the last completed EONV test must be at least 17 hours

CONDITIONS FOR SETTING THE DTC

 The ECM detects a leak in the EVAP system that is greater than a calibrated amount.
 The ECM must complete several EONV tests before the diagnostic can turn the MIL on or off.

ACTION TAKEN WHEN THE DTC SETS

DTC P0442 is a Type A DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P0442 is a Type A DTC.

DIAGNOSTIC AIDS

 The evaporative emission system can be filled with smoke more quickly and completely by opening the
system opposite the end where the smoke is injected. When injecting smoke at the service port tool
temporarily leave the EVAP vent solenoid valve open until smoke is observed then close the system and
continue testing.
 To help locate intermittent leaks using the EN 41413-A: EEST, move all evaporative emission
components while observing smoke with the EN 41413-SPT: White Light.
 Individual components can be isolated and tested using adapters in the EN 41413-300: Kit.
 A condition may exist where a leak in the evaporative emission system only exists under a vacuum
condition. This type of leak may be detected by using the scan tool Purge/Seal function to create a
vacuum in the evaporative emission system and then observe the fuel tank pressure parameter for vacuum
decay.
REFERENCE INFORMATION

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Description and Operation

Evaporative Emission Control System Description

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 CH 48096: EVAP Service Port Access Tool

 EN 41413 A: Evaporative Emissions System Tester (EEST)
 EN 41413 300: EVAP Cap and Plug Kit
 EN 41413 SPT: High Intensity White Light

For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM TESTING

NOTE:  Refer to the EN 41413-A: EEST operation manual for detailed instructions
in Evaporative Emission Control System Description .
 Larger volume fuel tanks and/or those with lower fuel levels may require
several minutes for the floating indicator to stabilize.
 Ensure that the underbody temperature of the vehicle and the tester are
similar.

1. Disconnect the purge tube at the quick connector on the evaporative emission canister side of the Q12
evaporative emission canister purge solenoid valve and install the CH 48096: Port Tool.
2. Connect the EN 41413-A: EEST to the CH 48096: Port Tool.
3. Using a scan tool close the evaporative emission canister vent solenoid valve to seal the evaporative
emission system.
4. Use the flow meter on the EN 41413-A: EEST, calibrated to 0.51 mm (0.020 in) to determine that there is
no leak in the evaporative emission system.
 If a leak is detected, use the EN 41413-A: EEST to apply smoke to the evaporative emission
system at the purge tube until the leak is located using the EN 41413-SPT: White Light.

REPAIR VERIFICATION
 1. Seal the EVAP system and use the flow meter on the EN 41413-A: EEST, calibrated to 0.51 mm (0.020
in) to determine that there is no leak in the EVAP system.
2. Clear DTCs.

DTC P0443 OR P0449

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0443

Evaporative Emission Purge Solenoid Valve Control Circuit

DTC P0449

Evaporative Emission Vent Solenoid Valve Control Circuit

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
Ignition 1 Voltage - Purge Supply P0443 P0443 P0443 - -
Battery Positive - Vent Supply P0449 P0449 P0449 - -
Evaporative Emission Purge
P0443 P0443 P0443 P0443 -
Solenoid Valve Control
Evaporative Emission Vent
P0449 P0449 P0449 P0449 -
Solenoid Valve Control

CIRCUIT/SYSTEM DESCRIPTION

An ignition voltage is supplied directly to the evaporative emission (EVAP) canister purge solenoid valve. The
engine control module (ECM) grounds the evaporative emission canister purge solenoid valve control circuit
through an internal switch called a driver. The ECM monitors the status of the driver. The evaporative emission
canister purge solenoid valve is pulse width modulated (PWM). A scan tool will display the amount of ON time
as a percentage.

Battery voltage is supplied to the evaporative emission canister solenoid valve. The ECM grounds the
evaporative emission canister vent solenoid valve control circuit through an internal switch called a driver. The
ECM monitors the status of the driver. A scan tool will display the commanded state of the evaporative
emission canister vent solenoid valve as ON or OFF.
CONDITIONS FOR RUNNING THE DTC

 The ignition is ON.

 The system voltage is between 9-18V.
 DTCs P0443 and P0449 run continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match
for a minimum of 5 seconds.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0443 and P0449 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0443 and P0449 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Description and Operation

Evaporative Emission Control System Description

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Troubleshooting with a Test Lamp
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

P0443

1. Ignition ON, engine OFF, you should hear a clicking sound when the evaporative emission canister purge
solenoid valve is commanded to 50 percent with a scan tool. The clicking sound should stop when the
evaporative emission canister purge solenoid valve is commanded to 0 percent. The rate at which the
valve cycles should increase when the commanded state is increased, and decrease when the commanded
state is decreased.
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

P0449

1. Ignition ON, engine OFF, command the evaporative emission vent solenoid valve ON and OFF with a
scan tool.
2. Listen for a click when the valve operates. Verify that both the ON, and the OFF states are commanded.
3. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within
the conditions that you observed from the Freeze Frame/Failure Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the Q 12 evaporative emission canister purge or the Q
13 vent solenoid valve.
2. Ignition ON, verify that a test lamp illuminates between the voltage supply circuit terminal and ground.
 If the test lamp does not illuminate, test the voltage supply circuit for a short to ground or an
open/high resistance. If the circuit tests normal and the voltage supply circuit fuse is open, test or
replace the evaporative emission canister purge solenoid valve.
3. Connect a test lamp between the voltage supply circuit terminal and the control circuit terminal.
4. Command the EVAP canister purge solenoid valve to 50 percent with a scan tool, or the EVAP canister
vent solenoid valve ON and OFF. The test lamp should respond to the command.
 If the test lamp is always ON, test the control circuit for a short to ground. If the circuit tests
normal, replace the K20 ECM.
 If the test lamp is always OFF, test the control circuit for a short to voltage or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
5. If all circuits test normal, replace the appropriate solenoid valve.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Evaporative Emission Canister Purge Solenoid Valve Replacement

  Evaporative Emission Canister Vent Solenoid Valve Replacement
 Control Module References for ECM replacement, setup, and programming

DTC P0446
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0446

Evaporative Emissions (EVAP) Vent System Performance

TYPICAL SCAN TOOL DATA

Fuel Tank Pressure Sensor Signal Voltage Fuel Tank Pressure

1.5 V Atmospheric Pressure/BARO
Less than 1.5 V Positive Pressure
More than 1.5 V Negative Pressure/Vacuum

CIRCUIT/SYSTEM DESCRIPTION

This DTC tests the evaporative emission (EVAP) system for a restricted or blocked EVAP vent path that would
cause excess amounts of vacuum to be developed in the EVAP system. With the purge valve open and the
canister vent valve open, if the EVAP system vacuum goes above a calibrated threshold, the test will fail.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0106, P0107, P0108, P0116, P0117, P0118, P0120, P0121, P0122, P0123, P0220, P0222, P0223,
P0442, P0443, P0449, P0451, P0452, P0453, P0454, P0464, P0496, P0608, P0609, P0641, P0651,
P1516, P2101, P2119, P2120, P2122, P2123, P2125, P2127, P2128, P2135, P2138 are not set.
 The ignition voltage is between 11-18 V.
 The barometric pressure (BARO) is more than 65 kPa.
 The fuel level is between 11-88 %.
 DTC P0446 runs once per cold start when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

 The fuel tank vacuum is greater than -12 in. H2O vacuum for 5 s.
 OR

 The fuel tank pressure is less than -2.5 in. H2O or more than +5 in. for 60 s after a cold start.

ACTION TAKEN WHEN THE DTC SETS

DTC P0446 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0446 is a Type B DTC.

DIAGNOSTIC AIDS

 An intermittent condition could be caused by a damaged EVAP vent housing, a temporary blockage at the
EVAP canister vent solenoid valve inlet, or a pinched vent hose. A blockage in the vent system may also
cause a poor fuel fill condition.
 An EVAP canister filter that is restricted can cause this DTC to set.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON and fuel cap removed, verify that the Fuel Tank Pressure Sensor parameter is between 1.3-
 1.7 volts.
 If not within the specified range, go to the fuel tank pressure sensor section in Circuit/System
Testing.
2. Install the fuel cap.
3. With the engine running, the EVAP canister vent solenoid valve open, use a scan tool to command the
EVAP canister purge solenoid valve to 100 percent. The fuel tank vacuum should not increase to more
than -15 mmHg (-8 inches H2O).
 If the fuel tank vacuum is greater than the specified range, go to the restriction section in
Circuit/System Testing.
4. Using the scan tool, decrease the canister purge duty cycle from 100 percent to 0 percent. The vacuum
should decrease to near zero.
 If the fuel tank vacuum does not return to zero or appears to decrease too slowly go to the
restriction section in Circuit/System Testing.
5. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within
the conditions that you observed from the Freeze Frame/Failure Records data.

CIRCUIT/SYSTEM TESTING

IMPORTANT: Perform the Circuit/System Verification before proceeding with the

Circuit/System Testing.

Restriction

1. With the engine running, the EVAP canister vent solenoid valve open, and the EVAP canister purge
solenoid valve commanded to 100 percent, the fuel tank vacuum should not increase to more than -15
mmHg (-8 inches H2O).
 If the fuel tank vacuum is greater than the specified value, isolate the restriction by disconnecting
one component at a time while the EVAP canister purge solenoid valve is commanded to 100
percent and the vent valve is open.
2. Using the scan tool, decrease the canister purge duty cycle from 100 percent to 0 percent. The vacuum
should decrease to near zero.
 If the fuel tank vacuum does not return to zero, or appears to decrease too slowly, inspect the
components in the EVAP vent system for a restriction.

Fuel Tank Pressure Sensor

1. Ignition OFF, disconnect the harness connector at the fuel tank pressure sensor.
2. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the fuel tank pressure sensor.

REPAIR PROCEDURES

 Evaporative Emission Canister Vent Solenoid Valve Replacement

  Evaporative Emission Canister Replacement
 Fuel Tank Pressure Sensor Replacement
 Control Module References

REPAIR VERIFICATION

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

With the engine running, the EVAP canister vent solenoid valve open and the EVAP canister purge solenoid
valve commanded to 100 %, the fuel tank vacuum should not increase to more than -15 mmHg (-8 inches H2O).

DTC P0451-P0454
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0451

Fuel Tank Pressure Sensor Performance

DTC P0452

Fuel Tank Pressure Sensor Circuit Low Voltage

DTC P0453

Fuel Tank Pressure Sensor Circuit High Voltage

DTC P0454

Fuel Tank Pressure Sensor Intermittent

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0452,
Fuel Tank Pressure Sensor 5V P0446, P0453,
P0532, P0451 -
Reference P0452 P0641
P0641
Fuel Tank Pressure Sensor Signal P0452 P0451 P0452 P0453 P0451, P0454
Fuel Tank Pressure Sensor Low P0446,
- P0446 - P0451
Reference P0451

TYPICAL SCAN TOOL DATA

Fuel Tank Pressure Sensor Voltage

Circuit Short to Ground Open Short to Voltage
Operating Conditions: Ignition ON, Engine OFF
Parameter Normal Range: 1.3-1.7 V
Fuel Tank Pressure Sensor 5V Reference 0V 0V 4.2-5 V
Fuel Tank Pressure Sensor Signal 0V 0V 5V
Fuel Tank Pressure Sensor Low Reference - 4.5 V -

CIRCUIT/SYSTEM DESCRIPTION

The fuel tank pressure sensor measures air pressure or vacuum in the evaporative emission (EVAP) system. The
engine control module (ECM) supplies a 5V reference and a low reference circuit to the fuel tank pressure
sensor. The fuel tank pressure sensor signal voltage varies depending on EVAP system pressure or vacuum. The
controller also uses this fuel tank pressure signal to determine atmospheric pressure for use in the engine-off
small leak test, DTC P0442. Before using this signal as an atmospheric reference it must first be re-zeroed.

CONDITIONS FOR RUNNING THE DTC

P0451

 DTC P0451 runs only when the engine-off natural vacuum small leak test, P0442, executes.
 The number of times this test runs can range from 0-2 per engine-off period. The length of the test can be
up to 10 minutes.

P0452 and P0453

DTC P0452 and P0453 run continuously when the ignition is ON.

P0454

 DTC P0454 runs only when the engine-off natural vacuum small leak test, P0442, executes.
 This test can run once per engine-off period. The length of the test can be up to 10 minutes.
 A refueling event is not detected.

CONDITIONS FOR SETTING THE DTC

P0451

This DTC will set if the controller is unable to re-zero the fuel tank pressure sensor voltage within a calibrated
range during the engine-off small leak test, P0442.
P0452

The fuel tank pressure sensor voltage is less than 0.1V for more than 5 seconds.

P0453

The fuel tank pressure sensor voltage is more than 4.9V for more than 5 seconds.

P0454

If, during the engine-off natural vacuum small leak test, P0442, the ECM detects an abrupt fuel tank pressure
signal change, other than a refueling event, this DTC will set. An abrupt change is defined as a change of 0.45
inch H2O in the span of 1 second.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0451 and P0454 are Type A DTCs.

 DTCs P0452 and P0453 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

 DTCs P0451 and P0454 are Type A DTCs.

 DTCs P0452 and P0453 are Type B DTCs.

DIAGNOSTIC AIDS

P0451 and P0454

 A restriction in the EVAP canister or vent lines could prevent fuel vapor pressure from bleeding off fast
enough. If the vent system cannot bleed off pressure fast enough, the re-zero procedure may not complete
successfully, which could cause this code to set.
 Ensure that the reference port on the fuel tank pressure sensor is unobstructed.
 An fuel tank pressure sensor that is skewed or does not have a linear transition from low to high may
cause this code to set. Scan tool output controls, snapshot, and plot functions can help detect erratic
sensor response. To test the sensor signal under vacuum conditions, use the Quick Snapshot and the
Purge/Seal functions to capture data while commanding purge to 20 percent, then plot the data to look for
erratic sensor operation. A similar test can be done for the pressure side of the sensor operation by
applying pressure with the J 41413-200: EEST while taking a snapshot.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

J 41413-200: Evaporative Emission System Tester (EEST)

CIRCUIT/SYSTEM VERIFICATION

1. Remove the fuel cap.

2. Ignition ON, engine OFF.
3. Observe the Fuel Tank Pressure Sensor parameter with a scan tool.
4. The fuel tank pressure Sensor parameter should be 1.3-1.7 V.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the B150 fuel tank pressure sensor.
2. Ignition OFF, test for less than 5 ohms of resistance between the low reference circuit terminal and
ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the ECM.
3. Ignition ON, test for 4.8-5.2V between the 5V reference circuit terminal and ground.
 If less than the specified range, test the 5V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the ECM.
 If greater than the specified range, test the 5V reference circuit for a short to voltage. If the circuit
tests normal, replace the ECM.
4. Verify the scan tool B150 fuel tank pressure sensor parameter is less than 0.2V.
 If greater than the specified range, test the signal circuit terminal for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
5. Install a 3A fused jumper wire between the signal circuit terminal and the 5V reference circuit terminal.
 Verify the scan tool fuel tank pressure sensor parameter is greater than 4.7V.
 If less than the specified range, test the signal circuit for short to ground or an open/high resistance.
If the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, test or replace the B150 fuel tank pressure sensor.

REPAIR PROCEDURES

 Fuel Tank Pressure Sensor Replacement

 For DTC P0452 or P0453, always perform the Diagnostic Repair Verification after completing the
diagnostic procedure
 For DTC P0451 or P0454, clear DTCs with a scan tool
 Control Module References for ECM replacement, setup, and programming

DTC P0455
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0455

Evaporative Emission System Large Leak Detected

CIRCUIT/SYSTEM DESCRIPTION

The ECM tests the Evaporative Emission (EVAP) System for a large leak or restrictions to the purge path in the
EVAP system. When the enabling criteria has been met the ECM commands the evaporative emission canister
vent solenoid valve ON and the evaporative emission canister purge solenoid valve ON, allowing vacuum into
the evaporative emission system. The ECM monitors the fuel tank pressure sensor voltage to verify that the
system is able to reach a predetermined level of vacuum within a set amount of time.

CONDITIONS FOR RUNNING THE DTC

 Before the ECM can report DTC P0455 failed, DTC P0496 must run and pass.
 DTCs P0106, P0107, P0108, P0116, P0117, P0118, P0120, P0121, P0122, P0123, P0220, P0222, P0223,
P0442, P0443, P0449, P0451, P0452, P0453, P0454, P0464, P0496, P0608, P0609, P0641, P0651,
P1516, P2101, P2119, P2120, P2122, P2123, P2125, P2127, P2128, P2135, P2138 are not set.
 The ignition voltage is between 11-18 V.
 The barometric pressure (BARO) is more than 74 kPa.
 The fuel level is between 10-90 percent.
  The engine coolant temperature (ECT) at start-up is less than 35°C (95°F).
 The intake air temperature (IAT) is between 4-30°C (39-86°F).
 DTC P0455 runs once per cold start when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The evaporative emission system is not able to achieve or maintain a calibrated level of vacuum within a set
amount of time.

ACTION TAKEN WHEN THE DTC SETS

DTC P0455 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0455 is a Type B DTC.

DIAGNOSTIC AIDS

 Inspect for a loose, missing, damaged, or incorrect fuel fill cap.

 Inspect for a damaged fuel filler neck seal surface.
 A blockage or restriction in the evaporative emission purge solenoid valve, purge pipe, evaporative
emission canister, or vapor pipe, can cause this DTC to set.
 The evaporative emission system can be filled with smoke more quickly and completely by opening the
system opposite the end where the smoke is injected. Close the system once smoke is observed.
 To help locate intermittent leaks using the J 41413-200: EEST, move all evaporative emission
components while observing smoke with the J 41413-SPT: White Light.
 Individual components can be isolated and tested using adapters in the J 41413-300: Kit.
 A condition may exist where a leak in the evaporative emission system only exists under a vacuum
condition. This type of leak may be detected by using the scan tool Purge/Seal function to create a
vacuum in the evaporative emission system and then observe the fuel tank pressure parameter for vacuum
decay.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Evaporative Emission Control System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 CH 48096: Evaporative Emissions Service Access Port Tool

 J 41415-30: Fuel Tank Adapter
 J 41413-200: Evaporative Emissions System Tester (EEST)
 J 41413-300: Evaporative Emissions Cap and Plug Kit
 J 41413-311: Evaporative Emissions Plug
 J 41413-SPT: High Intensity White Light
 J 41413-VLV: Evaporative Emissions Service Port Vent Tool
 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM TESTING

NOTE:  Larger volume fuel tanks and/or those with lower fuel levels may require
several minutes for the floating indicator to stabilize.
 Refer to the J 41413-200: EEST operation manual for detailed instructions
in Evaporative Emission System Diagnosis .

1. Disconnect the purge tube at the quick connector on the evaporative emission canister side of the Q12
evaporative emission canister purge solenoid valve. Install the CH 48096: Port Tool between the
disconnected purge tube and the purge solenoid valve. Connect the J 41413-200: EEST to the service
access port tool.
2. Use a scan tool to seal the evaporative emission system.
3. Use the flow meter on the J 41413-200: EEST, calibrated to 0.51 millimeter (0.020 inch) to determine
that there is no leak in the evaporative emission system.
 If a leak is detected, use the J 41413-200: EEST to apply smoke to the evaporative emission system
 at the purge tube until the leak is located using the J 41413-SPT: White Light.
4. To test for a restriction, connect the J 41413-200: EEST nitrogen/smoke hose to the to the J 41413-311:
Evaporative Emission Plug brass cone adapter. Disconnect the hose at the fuel cap end of the J 41415-30:
Adapter. Connect the J 41413-311: Evaporative Emission Plug to the disconnected hose on the J 41415-
30: Adapter. Install the J 41415-30: Adapter filler neck end only to the vehicle.
5. Allow the engine to idle.
6. Use the Purge/Seal function to seal the system with a scan tool.
7. Command the EVAP Purge Solenoid Valve to 30 percent.
8. The vacuum/pressure gauge on the J 41413-200: EEST and the fuel tank pressure parameter on the scan
tool should both show vacuum.
 If the vacuum/pressure gauge shows vacuum, but the fuel tank pressure parameter does not show
vacuum, replace the fuel tank pressure sensor.
 If neither the fuel tank pressure parameter nor the vacuum/pressure gauge shows vacuum, repair the
restriction in the purge path.
9. Verify that the vacuum increases to the abort limit on the scan tool or more than 3.2 V, and the values are
similar between the scan tool and the vacuum/pressure gauge on the J 41413-200: EEST.
 If the values are not similar, or the voltage did not reach 3.2 V, replace the B150 fuel tank pressure
sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Fuel Tank Pressure Sensor Replacement

DTC P0496
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0496

Evaporative Emission (EVAP) System Flow During Non-Purge

CIRCUIT/SYSTEM DESCRIPTION

This DTC tests for undesired intake manifold vacuum flow to the evaporative emission (EVAP) system. The
engine control module (ECM) seals the EVAP system by commanding the EVAP canister purge solenoid valve
OFF and the EVAP canister vent solenoid valve ON. The ECM monitors the fuel tank pressure sensor to
determine if a vacuum is being drawn on the EVAP system. If vacuum in the EVAP system is more than a
predetermined value within a predetermined time, this DTC sets.

The following table illustrates the relationship between the ON and OFF states, and the Open or Closed states of
the EVAP canister purge and vent solenoid valves.

EVAP Canister Purge Solenoid EVAP Canister Vent Solenoid

Control Module Command Valve Valve
ON Open Closed
OFF Closed Open

CONDITIONS FOR RUNNING THE DTC

 DTCs P0106, P0107, P0108, P0116, P0117, P0118, P0120, P0121, P0122, P0123, P0220, P0222, P0223,
P0442, P0443, P0446, P0449, P0451, P0452, P0453, P0454, P0464, P0608, P0609, P0641, P0651,
P1516, P2101, P2119, P2120, P2122, P2123, P2125, P2127, P2128, P2135, P2138 are not set.
 The ignition voltage is between 11-18 volts.
 The barometric pressure (BARO) is more than 74 kPa.
 The fuel level is between 15-85 percent.
 The engine coolant temperature (ECT) at start-up is less than 35°C (95°F).
 The intake air temperature (IAT) is between 4-30°C (39-86°F).
 DTC P0496 runs once per cold start when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects more than 10 inch H2O vacuum for 5 seconds during a non-purge condition.

ACTION TAKEN WHEN THE DTC SETS

DTC P0496 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0496 is a Type B DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Evaporative Emission Control System Description

Electrical Information Reference

 Circuit Testing
 Testing for Intermittent Conditions and Poor Connections
 Troubleshooting with a Test Lamp
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, engine OFF, seal the EVAP system using the Purge/Seal function with a scan tool.
2. Start the engine.
3. Observe the fuel tank pressure sensor with a scan tool. The Fuel Tank Pressure Sensor parameter should
be less than 1.7 volts after 90 seconds.
 If the Fuel Tank Pressure Sensor parameter is greater than the specified range, go to Circuit/System
Testing.
4. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within
the conditions that you observed from the Freeze Frame/Failure Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition ON, engine OFF.

2. Seal the EVAP system using the Purge/Seal function with a scan tool.
3. Start the engine.
4. Observe the fuel tank pressure sensor with a scan tool. The Fuel Tank Pressure Sensor parameter should
be less than 1.7 volts after 90 seconds.
 If the Fuel Tank Pressure Sensor parameter is greater than the specified range, replace the Q12
EVAP canister purge solenoid valve.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
Evaporative Emission Canister Purge Solenoid Valve Replacement

DTC P0506 OR P0507

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0506

Idle Speed Low

DTC P0507

Idle Speed High

CIRCUIT/SYSTEM DESCRIPTION

The throttle actuator control (TAC) motor is a DC motor that is part of the throttle body assembly. The TAC
motor drives the throttle valve. The engine control module (ECM) controls the TAC motor based on throttle
position sensor input. The idle speed is controlled by the ECM based on various inputs. The ECM commands
the TAC motor to open or close the throttle valve in order to maintain the desired idle speed.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0068, P0101, P0102, P0103, P0112, P0113, P0117, P0118, P0121, P0122, P0123, P0171, P0172,
P0174, P0175, P0201-P204, P0222, P0223, P0261, P0262, P0264, P0265, P0267, P0268. P0270, P0271,
P0300-P0304, P0351-P0354, P0461-P0464, P0496, P0627, P0628, P0629, P0722, P1248, P1249, P124A,
P124B, P1516, P2066-P2068, P2147, P2148, P2150, P2151, P2153, P2154, P2156, or P2157 are not set.
 The barometric pressure (BARO) is greater than 70 kPa.
 The engine coolant temperature (ECT) is greater than 60°C (140°F).
 The engine run time is greater than 60 s.
 The ignition voltage is between 11-32 V.
 The transmission is not changing gears.
 The torque converter clutch (TCC) is not changing states.
 The intake air temperature (IAT) is warmer than -20°C (-4°F).
 The vehicle speed is less than 3 km/h (2 mph).
 The commanded RPM is steady within 25 RPM.
 The engine is idling for greater than 5 s.
 The DTCs run when the above conditions are met.
CONDITIONS FOR SETTING THE DTC

P0506

The actual engine speed is 91 RPM less than the desired idle speed for 10 s.

P0507

The actual engine speed is 182 RPM greater than the desired idle speed for 10 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0506 and P0507 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0506 and P0507 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify there are no other DTCs set.
  If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Idle the engine at the normal operating temperature. Compare the Desired Idle Speed to the actual Engine
Speed with a scan tool. The actual Engine Speed should not be less than 100 RPM of the Desired Idle
Speed or 200 RPM greater than the Desired Idle Speed.
3. Allow the engine to idle within the Conditions for Running the DTC. DTCs P0506 or P0507 should not
set.
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

Verify none of the following conditions exist:

P0506

 Excess deposits in the Q38 throttle body. Refer to Throttle Body Cleaning .
 Restricted exhaust
 Mechanical conditions that limits engine speed
 Parasitic load on the engine-For example, a transmission condition, a belt driven accessory condition.
 If a condition is found, repair as necessary.

P0507

 Vacuum leaks
 A throttle valve that does not close correctly
 Verify the correct operation of the crankcase ventilation system. Inspect for the following conditions:
 The routing of the positive crankcase ventilation (PCV) system

 Vacuum leaks in the PCV system-Refer to Crankcase Ventilation System Inspection/Diagnosis

(Without Turbocharger) .

 If a condition is found, repair as necessary.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Throttle Body Assembly Replacement

DTC P050D
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
  Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P050D

Cold Start Rough Idle

CIRCUIT/SYSTEM DESCRIPTION

During a cold start, the engine control module (ECM) commands dual-pulse mode during Open Loop operation
to improve cold start emissions. In dual-pulse mode, the injectors are energized twice during each injection
event. As with misfire diagnosis, in dual-pulse mode the ECM monitors the crankshaft position sensor and the
camshaft position sensors to calculate crankshaft rotation speed. In normal operation, optimum fuel delivery
during dual-pulse mode produces a steady crankshaft rotation speed. If the variations exceed a calibrated value,
the code will be set.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0010, P0011, P0013, P0014, P0090, P0091, P0092, P00C8, P00C9, P00CA, P0101-P0103,
P0106-P0108, P0112, P0113, P0116-P0118, P0122, P0123, P0128, P0171, P0172, P0192, P0193, P0201-
P0204, P0222, P0223, P0261, P0262, P0264, P0265, P0267, P0268, P0270, P0271, P0300, P0301-P0304,
P0335, P0336, P0351-P0354, P0506, P0507, P0627-P0629, P0722, P0723, P1248, P1249, P124A,
P124B, P2122, P2123, P2127, P2128, P2135, P2147, P2148, P2150, P2151, P2153, P2154, P2156, P2157
are not set.
 The catalyst temperature is less than 500°C (932°F).
 The engine coolant temperature is warmer than -10°C (14°F).
 The barometric pressure is greater than 60 kPa.
 The engine speed is between 250-1900 RPM.
 The engine is running and a cold start has been detected.
 DTC P050D runs once per cold start.

CONDITIONS FOR SETTING THE DTC

This DTC will set if the ECM detects variations in crankshaft rotation speed caused by the lack of adequate fuel
delivery during dual-pulse mode.

ACTION TAKEN WHEN THE DTC SETS

 DTC P050D is a Type B DTC.

 The ECM disables dual pulse mode and energizes the fuel injector as it would for a warm engine.

CONDITIONS FOR CLEARING THE DTC

DTC P050D is a Type B DTC.

DIAGNOSTIC AIDS

 This DTC may be set with a misfire DTC, however the existence of this DTC is a higher priority and
indicates the condition to diagnose is related to fuel and/or injectors, not the ignition/spark system.
 A restricted fuel injector may cause this DTC to set.
 High resistance in the circuits of the injectors could set this DTC without setting an injector DTC. Test
the injector circuits of the affected cylinders for a high resistance if you suspect a condition.
 A drop in system voltage during cold start may set this DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

NOTE: Circuit/System Testing requires cold start. Do not start vehicle prior to
connecting scan tool and preparing to evaluate the condition during engine
crank.

1. Start the engine and observe the Cylinder 1-4 Current Misfire Counters during first 500 engine cycles.
The Cylinder 1-4 Current Misfire Counters should not be incrementing.
 If the misfire counters are incrementing on one or more cylinders, verify that the following
 conditions do not exist:
 Fuel pressure that is too low or too high-Refer to Fuel System Diagnosis .

 Contaminated fuel-Refer to Alcohol/Contaminants-in-Fuel Diagnosis .

2. If all conditions test normal, replace fuel injectors as indicated by high misfire counts.

REPAIR PROCEDURES

Direct Fuel Injector Replacement (LAF)

REPAIR VERIFICATION

NOTE: Repair Verification requires cold start.

1. Ignition ON, engine OFF, clear the DTCs with a scan tool.
2. Start the engine.
3. Verify the DTC does not reset.

DTC P0601-P0604, P0606, P062B, P062F, P0630, P16F3, OR P2610 (ECM)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0601

Control Module Read Only Memory Performance

DTC P0602

Control Module Not Programmed

DTC P0603

Control Module Long Term Memory Reset

DTC P0604

Control Module Random Access Memory Performance

DTC P0606
 Control Module Processor Performance

DTC P062B

Control Module Fuel Injector Control Performance

DTC P062F

Control Module Long Term Memory Performance

DTC P0630

VIN Not Programmed or Mismatched - Engine Control Module (ECM)

DTC P16F3

Control Module Redundant Memory Performance

DTC P2610

Control Module Ignition Off Timer Performance

CIRCUIT/SYSTEM DESCRIPTION

This diagnostic applies to internal microprocessor integrity conditions within the engine control module (ECM).
This diagnostic also addresses if the ECM is not programmed, or is programmed incorrectly.

CONDITIONS FOR RUNNING THE DTC

P0601, P0606, P062B, P0630, P16F3

These DTCs run continuously when the ignition is ON.

P0602, P0603, P062F

These DTCs run at power up.

P0604

DTC P0604 runs continuously when the ignition is ON. First memory scan may take up to 30 s.

P2610

DTC P2610 runs when the ignition is turned OFF.

CONDITIONS FOR SETTING THE DTC

The ECM detects an internal failure or incomplete or incorrect programming.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0601, P0602, P0603, P0604, P0606, P062B, P062F, P0630 and P16F3 are Type A DTCs.
 DTC P2610 is a Type B DTC.

CONDITIONS FOR CLEARING THE DTC

 DTCs P0601, P0602, P0603, P0604, P0606, P062B, P062F, P0630 and P16F3 are Type A DTCs.
 DTC P2610 is a Type B DTC.

DIAGNOSTIC AIDS

Verify that the battery cables are clean and tight, and the battery is fully charged. Refer to Battery
Inspection/Test .

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the DTC information with a scan tool. DTC P0601, P0602, P0603, P0604, P0606, P062B,
P062F, P0630, P16F3, or P2610 should not reset.
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
 Records data.

CIRCUIT/SYSTEM TESTING

1. Test the voltage and ground inputs to the K20 ECM for the following:
 A short

 An open

 High resistance

2. Ignition ON, observe the DTC information with a scan tool.

 If DTC P0602 or P0630 failed this ignition, program the K20 ECM. If the DTC resets, replace the
K20 ECM.
3. Observe the DTC information with a scan tool. DTC P0601, P0603, P0604, P0606, P062B, P062F,
P16F3, or P2610 should not set.
 If a DTC failed this ignition, replace the K20 ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for engine control module replacement, setup, and programming

DTC P0601-P0604, P0606, OR P062F

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0601

Control Module Read Only Memory (ROM)

DTC P0602

Control Module Not Programmed

DTC P0603

Control Module Long Term Memory Reset

DTC P0604
 Control Module Random Access Memory (RAM)

DTC P0606

Control Module Internal Performance

DTC P062F

Control Module Long Term Memory Performance

CIRCUIT/SYSTEM DESCRIPTION

The internal fault detection is handled inside the fuel pump control module. No external circuits are involved.

CONDITIONS FOR RUNNING THE DTC

The fuel pump control module runs the program to detect an internal fault when power up is commanded. The
only requirements are voltage and ground. This program runs even if the voltage is out of the valid operating
range.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module has detected an internal malfunction.

ACTION TAKEN WHEN THE DTC SETS

DTC P0601, P0602, P0603, P0604, P0606 and P062F are type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTC P0601, P0602, P0603, P0604, P0606 and P062F are type A DTCs.

REFERENCE INFORMATION

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

CIRCUIT/SYSTEM VERIFICATION

NOTE: This DTC may be stored as a history DTC without affecting the operation of the
module. If stored only as a history DTC and not retrieved as a current DTC, do
not replace the module.

Verify that DTC P0602 is not set.

 If the DTC is set, program the K27 fuel pump control module.

Verify that DTCs P0601, P0603, P0604, P0606, and P062F are not set.

 If the DTCs are set, program the K27 fuel pump control module. If the DTCs reset, replace the K27 fuel
pump control module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for fuel pump control module replacement, setup, and programming

DTC P0627-P0629
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0627

Fuel Pump Enable Circuit

DTC P0628

Fuel Pump Enable Circuit Low Voltage

DTC P0629

Fuel Pump Enable Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

 Short to Open/High Short to Signal
Circuit Ground Resistance Voltage Performance
P025A, P0628, P025A, P0627, P025A, P0629,
Fuel Pump Enable -
P069E P069E P069E

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) provides ignition voltage to the fuel pump flow control module whenever the
engine is cranking or running. The control module enables the fuel pump flow control module as long as the
engine is cranking or running, and ignition system reference pulses are received. While this enable voltage is
being received, the fuel pump flow control module supplies a varying voltage to the in-tank fuel pump module
in order to maintain the desired fuel line pressure.

CONDITIONS FOR RUNNING THE DTC

 The engine speed is greater than 0 RPM.

 The ignition voltage is greater than 11 V.
 The DTCs run continuously when the conditions above are met.

CONDITIONS FOR SETTING THE DTC

 The ECM detects that the commanded state of the driver and the actual state of the control circuit do not
match.
 The above condition is met for a minimum of 2.5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0627, P0628, and P0629 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0627, P0628, and P0629 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
  Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Attempt to start the engine. Observe the DTC information with a scan tool. DTC P0627, P0628, or P0629
should not set.
2. Ignition ON, command the fuel pump ON and OFF with a scan tool while observing the following control
circuit status parameters:
 Fuel Pump Enable Circuit Low Voltage Test Status

 Fuel Pump Enable Circuit Open Test Status

 Fuel Pump Enable Circuit High Voltage Test Status

Each parameter should toggle between OK and Not Run or Not Run and OK.

3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the K27 fuel pump control module harness connector.
2. Connect a test lamp between the enable circuit terminal 13 of the fuel pump control module and ground.
3. Ignition ON, command the fuel pump ON and OFF with a scan tool. The test lamp should turn ON and
OFF as commanded.
 If the test lamp remains OFF all the time, test for a short to ground or an open/high resistance on
the enable circuit. If circuit/connections test normal, replace the K20 ECM.
 If the test lamp remains ON all the time, test for a short to voltage on the enable circuit. If
circuit/connections test normal, replace the K20 ECM.
4. Ignition ON, test for 2-3 V on the enable circuit terminal 13 of the fuel pump control module.
 If not within the specified range, replace the K20 ECM.

5. If all circuits/connections test normal, replace the K27 fuel pump control module.

REPAIR PROCEDURES
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for ECM or fuel pump control module replacement, setup, and programming

DTC P0641, P0651, P0697, OR P06A3 (ECM)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0641

5 V Reference 1 Circuit

DTC P0651

5 V Reference 2 Circuit

DTC P0697

5 V Reference 3 Circuit

DTC P06A3

5 V Reference 4 Circuit

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) has 4 5 V reference circuits. The ECM provides the 5 V reference to various
sensors. Each reference circuit provides a 5 V reference for more than one sensor. An open, short to ground, or
short voltage on one of the 5 V reference circuits can affect all the components connected to that 5 V reference
circuit. The ECM monitors the voltage on the 5 V reference circuits.

CONDITIONS FOR RUNNING THE DTC

DTCs P0641, P0651, P0697, P06A3 run continuously when the ignition is ON.

CONDITIONS FOR SETTING THE DTC

The 5 V reference circuit voltage is greater or less than a predetermined threshold.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0641, P0651, P0697, and P06A3 are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0641, P0651, P0697, and P06A3 are Type A DTCs.

DIAGNOSTIC AIDS

DTC P0641

The 5 V reference 1 circuit provides 5 V to the following sensors:

 B150 fuel tank pressure (FTP) sensor

 B47B fuel rail pressure (FRP) sensor
 B1 A/C refrigerant pressure sensor
 B23E exhaust camshaft position sensor
 B23F intake camshaft position sensor

DTC P0651

The 5 V reference 2 circuit provides 5 V to the following sensors:

 S87 economy mode switch

 B26 crankshaft position sensor

DTC P0697

The 5 V reference 3 circuit provides 5 V to the following sensors:

 B74 manifold absolute pressure (MAP) sensor

 B107 accelerator pedal position sensor 2

DTC P06A3

The 5 V reference 4 circuit provides 5 V to the following sensors:

 B106 throttle position sensor

 B107 accelerator pedal position sensor 1
 If the condition is intermittent, move the related harnesses and connectors with the engine
operating. Monitor the scan tool 5 V Reference Circuit Test Status parameters for the affected
components. The Circuit Test Status parameter will change from OK or Not Run to Fault if there is
a condition with the circuit or a connection.

REFERENCE INFORMATION

Schematic Reference
Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. DTC P0641, P0651, P0697, or P06A3 should
not set.
2. Observe the appropriate scan tool 5 V Reference Circuit Test Status parameter. The parameter should
display OK or Not Run.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: Additional DTCs will set when disconnecting the components.

1. Ignition OFF, disconnect the harness connector of all appropriate sensors for the applicable DTC. Refer
to Diagnostic Aids.
2. Ignition ON, test for 4.8-5.2 V between each of the affected 5 V reference circuits and ground.
 If the voltage is less than the specified range, test for a short to ground or for an open between the
ECM and the affected circuit splice. If the circuit tests normal, replace the K20 ECM.
 If the voltage is greater than the specified range, test for a short to voltage on the 5 V reference
circuit. If the circuit tests normal, replace the K20 ECM.

NOTE: A short to voltage on the signal circuit of certain components may cause
this DTC to set.
 3. Connect each component associated with the affected 5 V reference circuit one at a time while monitoring
the appropriate scan tool 5 V Reference Circuit Status parameter. The parameter should continue to
display OK.
 If the parameter displays Fault when a component is connected, test the signal circuit of that
component for a short to voltage. If the circuit tests normal, replace the component.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Tank Pressure Sensor Replacement

 Fuel Injection Fuel Rail Fuel Pressure Sensor Replacement (LAF)
 Camshaft Position Sensor Replacement - Intake
 Camshaft Position Sensor Replacement - Exhaust
 Accelerator Pedal with Position Sensor Assembly Replacement
 Throttle Body Assembly Replacement
 Crankshaft Position Sensor Replacement
 Air Conditioning Refrigerant Pressure Sensor Valve Replacement (LAF) or Air Conditioning
Refrigerant Pressure Sensor Valve Replacement (LF1)
 Manifold Absolute Pressure Sensor Replacement
 Control Module References for engine control module replacement, setup, and programming

DTC P0641 OR P06A6

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0641

5 V Reference Circuit

DTC P06A6

5 V Reference Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

 Circuit Ground Resistance Voltage Performance
5 V Reference P0641 P0641, P06A6 P0641 P06A6
Signal P018C P018B, P018C P018D P018B
Low Reference - P0641, P06A6 - P06A6

CIRCUIT/SYSTEM DESCRIPTION

The fuel pressure sensor is located on the fuel line. The fuel pressure sensor monitors the fuel pressure in the
fuel line. The fuel pump control module monitors the voltage signal from the fuel pressure sensor.

CONDITIONS FOR RUNNING THE DTC

The ignition is ON.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module detects that the fuel pressure 5 V reference is above or below a predetermined
voltage threshold.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0641 and P06A6 are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0641 and P06A6 are Type A DTCs.

DIAGNOSTIC AIDS

Using the Failure Records data may help locate an intermittent condition. If you cannot duplicate the DTC, the
information in the Failure Records can help determine how many miles since the DTC set. The Fail Counter and
Pass Counter can help determine how many ignition cycles that the diagnostic test reported a pass and/or a fail.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect harness connector of the B47 fuel pressure sensor.
2. Ignition OFF, test for less than 1.0 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K27 fuel pump control module.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 3 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump control module.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K27 fuel pump control module.
4. If all circuits test normal, replace the B47 fuel pressure sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Injection Fuel Rail Fuel Pressure Sensor Replacement (LAF)

 Control Module References for fuel pump control module replacement, setup, and programming

DTC P0650
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR
DTC P0650

Malfunction Indicator Lamp (MIL) Control Circuit

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
MIL Voltage Supply P0650 P0650 - -
MIL Control P0650* P0650 P0650 -
* The MIL remains ON

CIRCUIT/SYSTEM DESCRIPTION

The malfunction indicator lamp (MIL) is located on the instrument panel cluster (IPC). The MIL informs the
driver that an emission system fault has occurred and that the engine control system requires service. The
engine control module (ECM) monitors the MIL control circuit for conditions that are incorrect for the
commanded state of the MIL. For example, a failure condition exists if the ECM detects low voltage when the
MIL is commanded OFF, or high voltage when the MIL is commanded ON.

CONDITIONS FOR RUNNING THE DTC

 The engine speed is greater than 80 RPM.

 The ignition voltage is between 10-18 V.
 The ECM has commanded the MIL ON and OFF at least once during the ignition cycle.
 DTC P0650 runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects an open, a short to ground, or a short to voltage on the circuit that controls the MIL.

ACTION TAKEN WHEN THE DTC SETS

DTC P0650 is a Type B DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P0650 is a Type B DTC.

DIAGNOSTIC AIDS

If the condition is intermittent, move the related harnesses and connectors with the engine operating. Monitor
the scan tool Circuit Test Status parameters for the component. The Circuit Test Status parameter will change
from OK or Not Run to Fault if there is a condition with the circuit or a connection.

REFERENCE INFORMATION
Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, command the MIL ON and OFF with a scan tool. The MIL should turn ON and OFF as
commanded.
2. Ignition ON, observe each of the MIL Control Circuit Test parameters listed below with a scan tool:
 The MIL Control Circuit Low Voltage Test Status

 The MIL Control Circuit Open Test Status

 The MIL Control Circuit High Voltage Test Status

Each parameter should display OK or Not Run.

3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the P16 instrument cluster.
2. Ignition ON, verify that a test lamp illuminates between the ignition circuit terminal X1 31 and ground.
 If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high
resistance. If the circuit tests normal and the ignition circuit fuse is open, replace the P16
instrument cluster.
 3. Connect a test lamp between the control circuit terminal X1 25 and the ignition circuit terminal X1 31.
4. Command the MIL ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing
between the commanded states.
 If the test lamp is always ON, test the control circuit for a short to ground. If the circuit tests
normal, replace the K20 ECM.
 If the test lamp is always OFF, test the control circuit for a short to voltage or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
5. If all circuits test normal, replace the P16 instrument cluster.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Instrument Cluster Replacement (Equinox) or Instrument Cluster Replacement (Terrain)

 Control Module References for engine control module replacement, setup, and programming

DTC P0685, P0689, OR P0690

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0685

Engine Controls Ignition Relay Control Circuit

DTC P0689

Engine Controls Ignition Relay Feedback Circuit Low Voltage

DTC P0690

Engine Controls Ignition Relay Feedback Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
Battery Supply Voltage - Coil P0685 P0685 - -
Battery Supply Voltage - Armature P0689 P0689 - -
Relay Control Circuit P0685 P0685 P0685 -
Relay Feedback Circuit P0689 P0689 P0690 -

TYPICAL SCAN TOOL DATA

Engine Controls Ignition Relay Feedback Signal

Short to Short to
Display Parameters Normal Range Ground Open Voltage
Operating Conditions: Ignition ON, with the engine OFF, engine control module relay commanded ON
Engine Controls Ignition Relay Short to Short to
OK/Not Run Short to B+
Control Circuit Test Status GRD/Open GRD/Open
Engine Controls Ignition Relay
ON ON ON ON
Command
Engine Controls Ignition Relay
12-12.9 V 0.0 V 0.0 V 12-12.9 V
Feedback Signal

CIRCUIT/SYSTEM DESCRIPTION

The engine controls ignition relay or engine control module relay is a normally open relay. The relay switch is
held in the open position by spring tension. Battery positive voltage is supplied directly to the relay coil and the
switch contact at all times. The engine control module (ECM) supplies the ground path to the relay coil control
circuit via an internal integrated circuit called an output driver. When the ECM commands the engine control
module relay ON, ignition voltage is supplied to several fuses in the under-hood fuse block.

The ignition voltage that is supplied to the ECM provides power to the internal ECM circuits associated with
the throttle actuator control (TAC) operation. The ECM also monitors the voltage level on the ignition voltage
circuit to confirm that the engine control module relay contacts have closed.

CONDITIONS FOR RUNNING THE DTC

 The ignition is ON.

 The ignition voltage is between 11-18 volts.
 The DTCs run continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0685

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match
for greater than 2 seconds.

P0689

The ECM detects the engine controls ignition relay feedback circuit is less than 5 V when the relay is
commanded ON for 5 seconds.
P0690

 The ECM detects the engine controls ignition relay feedback circuit is greater than 2 volts when the relay
is commanded OFF.
 The ECM detects the engine controls ignition relay feedback circuit is greater than 18 volts when the
relay is commanded ON.
 The condition is present for greater than 2 seconds.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0685 P0689, and P0690 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0685 P0689, and P0690 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

 Engine Controls Schematics

 Power Distribution Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Electrical Center Identification Views
 Probing Electrical Connectors
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION
 NOTE: If you were sent here from Engine Cranks But Does Not Run proceed to
Circuit/System Testing.

1. Engine running, command the Engine Controls (EC) Ignition Relay ON and OFF with a scan tool while
observing the following EC Ignition Relay control circuit status parameters:
 Engine Controls Ignition Relay Control Circuit Low Voltage Test Status

 Engine Controls Ignition Relay Control Circuit Open Test Status

 Engine Controls Ignition Relay Control Circuit High Voltage Test Status

Each parameter should toggle between OK and Not Run or Not Run and OK.

2. Ignition ON, view the DTC information with a scan tool. DTC P0685, P0689, or P0690 should not set.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: You must perform the Circuit/System Verification before proceeding with
Circuit/System Testing.

1. Ignition OFF, disconnect the KR71 engine control module relay.

2. Verify that a test lamp illuminates between both of the following relay battery voltage circuit terminals
and ground.
 Terminal 86

 Terminal 87

 If the test lamp does not illuminate, test the relay battery voltage circuit for an open/high resistance
or a short to ground.

NOTE: The ignition voltage circuit is between the KR71 engine control module
relay and the ECM. The ignition voltage circuit is a feedback circuit.

3. Ignition OFF, verify that a test lamp does not illuminate between the ignition voltage circuit terminal 30
and ground.
 If the test lamp illuminates, test the ignition voltage circuit for a short to voltage.

4. Connect a 20 A fused jumper wire between the relay switch B+ circuit terminal 87 and the relay switch
ignition voltage circuit terminal 30.
5. Ignition ON, observe the scan tool EC Ignition Relay Feedback Signal parameter. The ECM should
communicate, and the parameter should display 9-14 V.
 If not the specified range, or the ECM does not communicate, test the ignition voltage circuit
between the engine control module relay and the ECM for a short to ground or for an open/high
resistance. If the circuit/connections test normal, replace the K20 ECM.
6. Ignition OFF, verify that a test lamp does not illuminate between the control circuit terminal 85 and B+.
  If the test lamp illuminates, test the control circuit for a short to ground. If the circuit tests normal,
replace the K20 ECM.
7. Connect a DMM set to the diode setting between the control circuit terminal 85 and ground.
8. Ignition ON, verify the DMM does not display OL.
 If the DMM displays OL, test the control circuit for a short to voltage, or an open/high resistance. If
the circuit tests normal, replace the K20 ECM.
9. If all circuits test normal, replace the KR71 engine control module relay.

COMPONENT TESTING

NOTE: Depending on the application, the relay coil resistance will be within one
of the following ranges.

1. Test for one of the following resistance specifications between terminals 85 and 86 of the KR71 engine
control module relay:
 70-110 ohms

 200-250 ohms

 If not within the specified range, replace the KR71 engine control module relay.

2. Test for infinite resistance between the following terminals of the KR71 engine control module relay:
 30 and 86

 30 and 87

 30 and 85

 85 and 87

 If not the specified value, replace the KR71 engine control module relay.

3. Install a 20 A fused jumper wire between relay terminal 85 and 12 V. Install a jumper wire between relay
terminal 86 and ground. Test for less than 2 ohms between terminals 30 and 87.
 If greater than the specified range, replace the KR71 engine control module relay.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Relay Replacement (Attached to Wire Harness) or Relay Replacement (Within an Electrical

Center)
 Control Module References for ECM replacement, setup, and programming

DTC P069E
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
  Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P069E

Fuel Pump Control Module Requested MIL Illumination

CIRCUIT/SYSTEM DESCRIPTION

The fuel pump control module uses the serial data network to signal the engine control module (ECM) that the
fuel pump control module is requesting malfunction indicator lamp (MIL) illumination. A DTC is set in the fuel
pump control module, and the request for MIL illumination is sent when the fuel pump control module
determines that a failure that affects emissions has occurred in the fuel pump control system. When the ECM
receives the message from the fuel pump control module, DTC P069E will set in the ECM.

CONDITIONS FOR RUNNING THE DTC

The ignition is ON, or the engine is running.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module requests the ECM to illuminate the MIL.

ACTION TAKEN WHEN THE DTC SETS

 DTC P069E is a Type A DTC.

 DTC P069E will continue to be current or active as long as the fuel pump control module is requesting
MIL illumination.

CONDITIONS FOR CLEARING THE DTC

DTC P069E is a Type A DTC.

DIAGNOSTIC AIDS

Communication codes, U-codes, as well as powertrain codes, P-codes, set in the fuel pump control module will
cause the fuel pump control module to request DTC P069E to be set in the ECM.

REFERENCE INFORMATION

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References

CIRCUIT/SYSTEM VERIFICATION

NOTE: Correct any engine controls and communication DTCs before diagnosing
fuel pump control module DTCs.

1. DTC P069E is an informational DTC. If there are no engine controls or communication DTCs, refer to
Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of fuel pump control module DTCs.
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

DTC P0700
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each of the diagnostic category.

DTC DESCRIPTOR

DTC P0700

Transmission Control Module (TCM) Requested MIL Illumination

CIRCUIT/SYSTEM DESCRIPTION

The diagnostic trouble code (DTC) indicates that an emission related transmission DTC set in the transmission
control module (TCM). The engine control module (ECM) receives the TCM information over the serial data
circuit. The ECM turns ON the malfunction indicator lamp (MIL) when the TCM sends a message over the
serial data circuit requesting MIL illumination. The DTC information for the ECM will only display DTC
P0700, but the Freeze Frame/Failure Records data will display the transmission DTC that set.

CONDITIONS FOR RUNNING THE DTC

 The ignition is ON or the engine is operating.

 DTC P0700 runs continuously.

CONDITIONS FOR SETTING THE DTC

The ECM receives a serial data message from the TCM requesting the ECM to turn ON the MIL lamp.

ACTION TAKEN WHEN THE DTC SETS

DTC P0700 is a Type A DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0700 is a Type A DTC.

DIAGNOSTIC AIDS

Communication codes, U-codes, as well as powertrain codes, P-codes, set in the TCM can cause the TCM to
request DTC P0700 to be set in the ECM.

REFERENCE INFORMATION

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References

CIRCUIT/SYSTEM VERIFICATION

NOTE: Correct any engine controls and communication DTCs before diagnosing
TCM DTCs.

1. DTC P0700 is an informational DTC. If there are no engine controls or communication DTCs, refer to
Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of TCM DTCs.
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

DTC P1255 OR P064A

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P064A

Fuel Pump Control Module Performance

DTC P1255

Fuel Pump Control Module Driver Over-temperature

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is on. The voltage from the ECM to the fuel pump control module remains active for 2 seconds,
unless the engine is in crank or run. While this voltage is being received, the fuel pump control module supplies
a varying voltage to the fuel tank pump module in order to maintain the desired fuel rail pressure.

CONDITIONS FOR RUNNING THE DTC

The engine is running.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module detects an over-temperature fault.

ACTION TAKEN WHEN THE DTC SETS

DTCs P064A and P1255 are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P064A and P1255 are Type A DTCs.

DIAGNOSTIC AIDS
Using the Failure Records data may help locate an intermittent condition. If you cannot duplicate the DTC, the
information in the Failure Records can help determine how many miles since the DTC set. The Fail Counter and
Pass Counter can help determine how many ignition cycles that the diagnostic test reported a pass and/or a fail.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Verify that DTC P0231, P0232 or P023F are not set.

 If any of those codes are set, refer to DTC P0231, P0232, or P023F .

2. Ensure that the entire undercarriage of the vehicle is clean, especially around the area where the K27 fuel
pump control module is located. Clear all codes from the K27 fuel pump control module and test drive
the vehicle. Verify that DTC P1255 or P064A do not set.
 If DTC P1255 or P064A reset, replace the K27 fuel pump control module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
Control Module References for fuel pump control module replacement, setup, and programming

DTC P1400
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P1400

Cold Start Emission Reduction Control System

CIRCUIT/SYSTEM DESCRIPTION

The catalytic converter must be warmed to efficiently reduce the emissions. The cold start strategy is to reduce
the amount of time it takes to warm the catalytic converter. During a cold start, the engine idle speed is elevated
and spark timing is retarded to allow the catalyst to warm quickly. This diagnostic monitors the following to
build an exhaust energy model:

 Engine speed
 Spark advance
 Throttle position
 Engine airflow
 Engine coolant temperature
 Engine run time
 Park/Neutral position
 Vehicle speed

The actual model is then compared to the expected exhaust energy model.

CONDITIONS FOR RUNNING THE DTC

 The engine is running, and a cold start has been detected.

 The vehicle speed is less than 2 km/h (1 mph).
 The catalyst temperature is greater than 1,000°C (1,832°F).
 The coolant temperature is greater than 56°C (133°F).
 The engine run time is greater than 18 s.
 The engine is at idle with no input from the accelerator pedal for greater than 5 s.
 DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120, P0121,
 P0122, P0123, P0220, P0222, P0223, P0201, P0202, P0203, P0204, P0300, P0335, P0336, P0351,
P0352, P0353, P0506, P0507, P0601, P0602, P0603, P0604, P0606, P0607, P062F, P0641, P0651,
P1516, P1682, P2101, P2119, P2120, P2122, P2123, P2125, P2127, P2128, P2135, P2138, P2176, P2610
are not set.
 This DTC runs within 15 seconds within the first 2 minutes of start-up. This diagnostic runs once per trip
when a cold start has been determined.

CONDITIONS FOR SETTING THE DTC

The actual exhaust energy model does not match the expected exhaust energy model.

ACTION TAKEN WHEN THE DTC SETS

DTC P1400 is a Type A DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P1400 is a Type A DTC.

DIAGNOSTIC AIDS

Any loading of the engine that lowers engine RPM, such as partial application of the clutch, A/C cycling, etc.
during the first 120 seconds of the engine run time may set this DTC.

CIRCUIT/SYSTEM VERIFICATION

1. Allow the engine to cool until the catalyst temperature is less than 500°C (932°F) and the engine coolant
is greater than -10°C (+14°F).
2. Idle the engine for greater than 2 minutes.
3. Observe the scan tool DTC information. DTC P1400 should not set.
4. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within
the conditions that you observed from the Freeze Frame/Failure Records data.

CIRCUIT/SYSTEM TESTING

1. Inspect the air intake system for the following:

 Modified, damaged, or restricted

 Dirty or deteriorating air filter element

 Crankcase ventilation system for correct operation.

 Water intrusion

 Vacuum leak and other unmetered air downstream of the MAF sensor

 Intake manifold leak

2. Inspect the exhaust system for the following:

 Water intrusion
 Exhaust leak
 Damaged, restricted, modified or enhanced exhaust system.

3. Inspect the engine mechanical for items that could alter the air flow into the combustion chamber.

DTC P1516, P2101, P2119, OR P2176

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P1516

Throttle Actuator Control (TAC) Module Throttle Actuator Position Performance

DTC P2101

Throttle Actuator Position Performance

DTC P2119

Throttle Closed Position Performance

DTC P2176

Minimum Throttle Position Not Learned

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P1516, P1516, P1516, P1516,
P1516, P2101,
TAC Motor Control Closed P2101, P2101, P2101, P2101,
P2176
P2176 P2176 P2176 P2176
P1516,
P1516, P1516, P1516,
P2101, P1516, P2101,
TAC Motor Control Open P2101, P2101, P2101,
P2119, P2176
P2176 P2176 P2176
P2176

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) controls the throttle valve by applying a varying voltage to the control
circuits of the throttle actuator control (TAC) motor. The ECM monitors the duty cycle that is required to
actuate the throttle valve. The ECM monitors the throttle position (TP) sensors 1 and 2 to determine the actual
throttle valve position.

CONDITIONS FOR RUNNING THE DTC

P1516 and P2101

 The ignition voltage is more than 11 V.

 The system is not in the Battery Save mode.
 The engine is running.
 DTC P0068 is not set.
 DTCs P1516 and P2101 run continuously when the above conditions are met.

P2119

 The ignition is ON.

 The ignition voltage is greater than 11 V.
 The system is in the Battery Save mode.
 DTC P2119 runs continuously when the above conditions are met.

P2176

 The ignition is ON.

 The ignition voltage is greater than 11 V.
 The system is not in the Battery Save mode.
 DTCs P0068, P0121, P0122, P0123, P0222, or P0223 are not set.
 DTC P2176 runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P1516

The indicated throttle position does not match the predicted throttle position for greater than 0.5 s.

P2101

The indicated throttle position does not match the predicted throttle position for greater than 0.3 s.

P2119

The ECM determines that the throttle blade did not return to the rest position within 0.720 s.

P2176
The difference between the predicted and the actual throttle position is greater than a calibrated amount for
greater than 1.5 s.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P1516, P2101, and P2176 are type A DTCs.

 DTC P2119 is a type C DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

 DTCs P1516, P2101, and P2176 are type A DTCs.

 DTC P2119 is a type C DTC.

DIAGNOSTIC AIDS

 Inspect for a condition in which the throttle valve may have been held open. For example, ice may have
formed in the throttle bore causing the throttle valve not to close.
 A high resistance condition on the throttle position and throttle actuator control circuits could cause a
DTC to set.
 A low battery condition may cause a DTC to set.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Throttle Actuator Control (TAC) System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

NOTE: A low battery voltage or charging system condition may cause a DTC to
set.

1. Ignition ON, observe the DTC information with a scan tool. DTC P0120, P0122, P0123, P0220, P0222,
P0223, P0562, P0621, P0622, or P2135 should not set.
 If a DTC sets, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further diagnosis.

2. Slowly depress the accelerator pedal from the rest position to the wide open throttle position (WOT) and
release the pedal. Repeat the procedure several times. DTC P1516, P2101, P2119, or P2176 should not
set.
3. Rapidly depress the accelerator pedal from the rest position to the wide open throttle position (WOT) and
release the pedal. Repeat the procedure several times. DTC P1516, P2101, P2119, or P2176 should not
set.
4. Engine idling, observe the TAC Command parameter with a scan tool. The reading should display greater
than 0 %.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

WARNING: Turn OFF the ignition before inserting fingers into the throttle bore.
Unexpected movement of the throttle blade could cause personal
injury.

1. Ignition OFF, verify the following conditions do not exist with the Q38 throttle body assembly:
 A throttle blade that is not in the rest position

 A throttle blade that is binding open or closed

 A throttle blade that is free to move open or closed without spring pressure

 If a condition is found, replace the Q38 throttle body assembly.

NOTE: Disconnecting the throttle body harness connector may cause additional
DTCs to set.

2. Ignition OFF, disconnect the harness connector at the Q38 throttle body assembly.
3. Ignition ON, verify that a test lamp does not illuminate between each motor control circuit listed below
and ground.
 TAC Motor Control Closed circuit terminal A
  TAC Motor Control Open circuit terminal B
 If test lamp illuminates, test the motor control circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
4. Ignition ON, verify that a test lamp does not illuminate between each motor control circuit listed below
and B+.
 TAC Motor Control Closed circuit terminal A

 TAC Motor Control Open circuit terminal B

 If the test lamp illuminates, test the motor control circuit for a short to ground. If the circuit tests
normal, replace the K20 ECM.
5. Ignition OFF, set the DMM to the 40 V scale, select the Min/Max Recording Mode, and set the Peak
Min/Max response time to 1 ms.

NOTE:  The DMM Min/Max Recording Mode and the response time of 1 ms
must be reset after testing each circuit.
 The ignition must be OFF and the ECM completely powered down
before testing each circuit.

6. Ignition OFF, measure the voltage using the DMM Min/Max Recording Mode function on each circuit
listed below as the ignition is turned ON. The Max voltage should be within 1 V of B+.
 TAC Motor Control Closed circuit terminal A

 TAC Motor Control Open circuit terminal B

 If not within the specified range, test the circuit for an open/high resistance. If the circuit tests
normal, replace the K20 ECM.
7. If all circuits and connections test normal, replace the Q38 throttle body assembly.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Throttle Body Assembly Replacement

 Control Module References for ECM replacement, programming, and setup

DTC P159F OR P15A0

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P159F
 Fuel Economy Mode Switch Circuit Low Voltage

DTC P15A0

Fuel Economy Mode Switch Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
Fuel Economy Mode Switch 5 V P159F,
P159F P159F P15A0 P15A1
Reference P15A1
Fuel Economy Mode Switch Signal P159F P159F P159F P15A0 P15A1
Fuel Economy Mode Switch P15A0,
- P15A0 - P15A1
Ground P15A1

CIRCUIT DESCRIPTION

The ECM supplies 5 V reference voltage, through the 5 V reference voltage circuit, to the fuel economy mode
switch. The 5 V reference voltage causes current to flow through a series of resistors in the switch to the switch
ground circuit. The ECM monitors the reference voltage through a discrete fuel economy mode switch signal
circuit. When the switch button is momentarily pressed, the switch contacts allow the 5 V reference voltage to
by-pass one of the resistors. The ECM detects the resulting voltage drop as a fuel economy mode request and
sends a GMLAN message to the transmission control module (TCM) indicating the request. When the TCM
receives the request, throttle progressions and transmission shift points are modified to optimize fuel efficiency.
The instrument panel cluster (IPC) also receives the fuel economy mode request message from the ECM and
illuminates the fuel economy mode indicator lamp. The fuel economy mode switch must be pressed for between
0.094-1.5 s to activate the fuel economy mode. Voltage on the signal wire is normally between 1.45-3.45 V
with the switch depressed. When the switch is released, voltage on the signal wire is normally between 3.65-
4.45 V.

CONDITIONS FOR RUNNING THE DTC

 Ignition key must be turned to ON.

 DTCs P159F and P15A0 run continuously when the above condition is met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the voltage on the fuel economy mode switch signal wire is either too low or too high out
of range.

ACTION TAKEN WHEN THE DTC SETS

DTCs P159F and P15A0 are Type B DTCs

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P159F and P15A0 are Type B DTCs

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the scan tool Fuel Economy Mode parameter. The parameter should display
Inactive.
2. Ignition ON, command the Fuel Economy ON and OFF with a scan tool. The Fuel Economy Mode
parameter should display Active and Inactive as commanded.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: You must perform the Circuit/System Verification before proceeding with
Circuit/System Testing.

1. Ignition OFF, disconnect the X1 harness connector at the Fuel Economy Mode switch.
2. Test for less than 5 ohms between the ground circuit terminal 1 of the harness connector and ground.
 If greater than the specified range, test the ground circuit for a open/high resistance and repair as
 necessary.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 3 of the harness connector and
ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Observe the scan tool Fuel Economy Mode Switch parameter. The parameter should display Circuit Low
Voltage.
 If the parameter does not display the specified value, test the signal circuit for a short to voltage. If
the circuit tests normal, replace the K20 ECM.
5. Connect a 3 A fused jumper wire between 5 V reference circuit terminal 3 of the harness connector and
signal circuit terminal 4 of the harness connector. Verify the scan tool Fuel Economy Mode Switch
parameter displays Circuit High Voltage.
6. If all scan tool parameter displays are normal, test or replace the S87 fuel economy mode switch.

COMPONENT TESTING

1. Disconnect the fuel economy mode switch and measure between the 5 V reference voltage circuit
terminal 3 of the switch and signal circuit terminal 4 of the switch for 266-294 ohms with a DMM.
 If the DMM does not measure between 266-294 ohms, replace the S87 fuel economy mode switch.

2. Measure between the 5 V reference voltage circuit terminal 3 of the switch and the ground circuit
terminal 1 of the switch for 1,414-1,562 ohms with a DMM.
 If the DMM does not measure between 1,414-1,562 ohms, replace the S87 fuel economy mode
switch.
3. With the fuel economy mode switch button depressed, measure between the 5 V reference voltage circuit
terminal 3 of the switch and the ground circuit terminal 1 of the switch for 486ohms538 ohms with a
DMM.
 If the DMM does not measure between 486-538 ohms, replace the S87 fuel economy mode switch.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Economy Indicator Switch Replacement

 Control Module References for ECM replacement, setup and programming

DTC P15A1
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
  Diagnostic Procedure Instructions provide an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P15A1

Fuel Economy Mode Switch Performance

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
Fuel Economy Mode Switch 5 V P159F,
P159F P159F P15A0 P15A1
Reference P15A1
Fuel Economy Mode Switch Signal P159F P159F P159F P15A0 P15A1
Fuel Economy Mode Switch P15A0,
- P15A0 - P15A1
Ground P15A1

CIRCUIT DESCRIPTION

The ECM supplies 5 V reference voltage, through the 5 V reference voltage circuit, to the fuel economy mode
switch. This 5 V reference voltage causes current to flow through a series of resistors in the switch to the switch
ground circuit. The ECM monitors the 5 V reference voltage through a discrete fuel economy mode switch
signal circuit. When the switch button is momentarily pressed, the switch contacts allow the 5 V reference
voltage signal to by-pass one of the resistors. The ECM detects the resulting voltage drop as a fuel economy
mode request and sends a GMLAN message to the transmission control module (TCM) indicating the request.
When the TCM receives the request, throttle progressions and transmission shift points are modified to optimize
fuel efficiency. The instrument panel cluster (IPC) also receives the fuel economy mode request message from
the ECM and illuminates the fuel economy mode indicator lamp. The fuel economy mode switch must be
pressed for between 0.094-1.5 s to activate the fuel economy mode. Voltage on the signal wire is normally
between 1.45-3.45 V with the switch depressed. When the switch is released, voltage on the signal wire is
normally between 3.65-4.45 V.

CONDITIONS FOR RUNNING THE DTC

 The ignition key is turned to ON.

 DTC P15A1 runs continuously when the above condition is met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the voltage on the fuel economy mode switch signal wire is in an indeterminate range.

ACTION TAKEN WHEN THE DTC SETS

DTC P15A1 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P15A1 is a Type B DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. If you cannot duplicate the condition, refer to Testing for Intermittent Conditions and Poor
Connections .
2. Verify that DTCs P159F and P015A0 are not set.
 If either or both of the DTCs are set, refer to Powertrain Diagnostic Trouble Code (DTC) Type
Definitions .
3. Engine running, observe the DTC information with a scan tool. DTC P15A1 should not set.
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: You must perform the Circuit/System Verification before proceeding with
Circuit/System Testing.
 1. Ignition OFF, disconnect the X1 harness connector at the Fuel Economy Mode switch.
2. Test for less than 5 ohms between the ground circuit terminal 1 of the harness connector and ground.
 If greater than the specified range, test the ground circuit for a high resistance and repair as
necessary.
3. Measure between the 5 V reference voltage circuit terminal 3 of the switch and signal circuit terminal 4 of
the switch for 266-294 ohms with a DMM.
 If the DMM does not measure between 266-294 ohms, replace the S87 fuel economy mode switch.

4. Measure between the 5 V reference voltage circuit terminal 3 of the switch and the ground circuit
terminal 1 of the switch for 1,414-1,562 ohms with a DMM.
 If the DMM does not measure between 1,414-1,562 ohms, replace the S87 fuel economy mode
switch.
5. With the fuel economy mode switch button depressed, measure between the 5 V reference voltage circuit
terminal 3 of the switch and the ground circuit terminal 1 of the switch for 486-538 ohms with a DMM.
 If the DMM does not measure between 486-538 ohms, replace the S87 fuel economy mode switch.

6. Disconnect the X2 harness connector at the ECM.

7. Measure the 5 V reference voltage circuit, between terminal 14 of the ECM harness connector and
terminal 3 of the fuel economy mode switch harness connector, for less than 5 ohms.
 If greater than the specified range, repair or replace the 5 V reference voltage circuit as necessary.

8. Measure the signal circuit, between terminal 50 of the ECM harness connector and terminal 4 of the fuel
economy mode switch harness connector, for less than 5 ohms.
 If greater than the specified range, repair or replace the signal circuit as necessary.

9. If all circuits test normal, replace the K20 ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Economy Indicator Switch Replacement

 Control Module References for ECM replacement, setup and programming

DTC P163A
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P163A
 Control Module Fuel Pressure Regulator 1 Control System Circuitry Performance

CIRCUIT/SYSTEM DESCRIPTION

This diagnostic applies to internal microprocessor integrity conditions within the engine control module (ECM)
or an out of range high pressure fuel pump actuator current.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0016, P0017, P0090, P0091, P0092, P00C8, P00C9, P00CA, P0112, P0113, P0116, P0117,
P0118, P0128, P0192, P0193, P0335, P0336, P0340, P0341, P0365, P0366, P0627-P0629, P1682 are not
set.
 The engine is running.
 The ignition voltage is greater than 11 V.
 The low side fuel pressure is greater than 275 kPa (40 psi).
 DTC P163A runs continuously when the conditions are met for greater than 500 mS.

CONDITIONS FOR SETTING THE DTC

The ECM detects a condition with the integrated circuits of the high pressure fuel pump actuator driver module
or the ECM detects that the current used to drive the high pressure fuel pump actuator is out of range for greater
than 4 s.

ACTION TAKEN WHEN THE DTC SETS

DTC P163A is a Type B DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P163A is a Type B DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Engine Control Module Description

Electrical Information Reference

  Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the G18 high pressure fuel pump.

NOTE: The DMM and test leads must be calibrated to 0 ohms in order to prevent
misdiagnosis.

2. Test for 9-11 ohms at 25°C (77°F) between the low control circuit terminal 1 and the high control circuit
terminal 2.
 If not within the specified range, replace the G18 high pressure fuel pump.

3. Measure the resistance between each terminal and the high pressure fuel pump housing. The DMM
should display OL.
 If less than the specified value, replace the G18 high pressure fuel pump.

4. Ignition ON, verify that a test lamp does not illuminate between the high control circuit terminal 2 and
ground and the low control circuit terminal 1 and ground.
 If the test lamp illuminates, test the appropriate control circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
5. Verify that a test lamp does not illuminate between the high control circuit terminal 2 and B+ and the low
control circuit terminal 1 and B+.
 If the test lamp illuminates, test the appropriate control circuit for a short to ground. If the circuit
tests normal, replace the K20 ECM.
6. Connect a 3 A fused jumper wire between the high control circuit terminal 2 and ground. The Fuel
Pressure Regulator High Control Circuit Open Test Status should transition from Malfunction to OK and
the Fuel Pressure Regulator High Control Circuit Low Voltage Test Status should transition from OK to
Malfunction.
 If not the specified value, test the high control circuit for an open/high resistance.

7. Connect a 3 A fused jumper wire between the low control circuit terminal 1 and B+. The Fuel Pressure
Regulator Control Circuit Open Test Status should transition from Malfunction to OK and the Fuel
Pressure Regulator Control Circuit High Voltage Test Status should transition from OK to Malfunction.
 If not the specified value, test the low control circuit for an open/high resistance.
 8. If all circuits and the high pressure fuel pump test normal, replace the K20 ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Pump Replacement

 Control Module References for engine control module replacement, setup, and programming

DTC P1682
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P1682

Ignition 1 Switch Circuit 2

DIAGNOSTIC FAULT INFORMATION

Open/High
Circuit Short to Ground Resistance Short to Voltage
Engine Controls Ignition Relay Feedback
P1682 P1682 P0690
Signal, Engine Control Module Relay
Ignition 1 Signal, Ignition Main Relay 1 1 2
1. A short to ground or open/high resistance will cause a No Crank condition.
2. A short to voltage will cause the engine to continue to run with ignition OFF.

TYPICAL SCAN TOOL DATA

Ignition 1 Signal
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Ignition ON, engine OFF, and ignition main and engine control module relays
are commanded ON
Ignition 1 Signal, Ignition Main Relay 0V 0V B+
Engine Controls Ignition Relay
Feedback Signal, Engine Control 0V 0V B+
Module Relay
CIRCUIT/SYSTEM DESCRIPTION

There are 2 ignition voltage circuits supplied to the engine control module (ECM). The first ignition circuit is
provided by the engine controls ignition relay or the engine control module relay, through a fuse. This ignition
voltage circuit supplies power to all the internal ECM circuits associated with the throttle actuator control
(TAC) operation. The second ignition voltage circuit is supplied by the ignition main relay through a fuse, and
is used to power the remaining internal ECM circuits. If the ECM detects a voltage difference between the 2
ignition voltage circuits, DTC P1682 will set.

CONDITIONS FOR RUNNING THE DTC

 The ignition is ON.

 System voltage is more than 6 V.
 The engine control module relay is commanded ON.
 DTC P1682 runs continuously.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the voltage level difference is greater than 3 V between the 2 ignition voltage circuits for
less than 1 s.

ACTION TAKEN WHEN THE DTC SETS

DTC P1682 is a Type A DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P1682 is a Type A DTC.

REFERENCE INFORMATION

Schematic Reference

 Engine Controls Schematics

 Power Distribution Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Electrical Center Identification Views
  Probing Electrical Connectors
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

NOTE: On the scan tool, the engine control module relay is referred to as the engine
controls ignition relay.

1. Ignition ON, observe the DTC information with a scan tool. If DTCs P0685, P0689, or P0690 are set,
diagnose those DTCs first. DTC P1682 should not set.
2. Ignition ON, observe the scan tool Ignition 1 Voltage signal and the Engine Controls Ignition Relay
Feedback Signal parameters. There should be no more than 3 V difference between the two parameters.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: You must perform the Circuit/System Verification before proceeding with
Circuit/System Testing.

1. Ignition ON, observe the Ignition 1 Signal and the Engine Controls Ignition Relay Feedback Scan Tool
parameters to determine which is more than 3 V lower than the other.

NOTE: The ignition 1 signal is supplied by the ignition main relay. The engine
controls ignition relay feedback signal is supplied by the engine control
module relay.

2. Ignition OFF, remove the relay that corresponds to the scan tool parameter that is more than 3 V lower.

NOTE: A resistance of 6 ohms or greater in the circuit/underhood fuse block will

cause the DTC to set.

3. Connect a 20 A fused jumper wire between B+ and the applicable ignition voltage circuit terminal 30
leading to the K20 ECM. Ignition ON, verify that the applicable scan tool parameter displays between 9-
14 V.
  If the applicable scan tool parameter is less than the specified value, test the ignition voltage circuit
for an open/high resistance. If the circuit tests normal, replace the K20 ECM.
4. Ignition OFF, connect a DMM set to the diode setting between the control circuit terminal 85 and ground.
Verify the DMM displays OL.
 If not the specified value, test the control circuit for a short to ground. If the circuit tests normal,
replace the K20 ECM.
5. Ignition ON, verify the DMM displays less than 1 V.
 If not the specified range, test the control circuit for a short to voltage or an open/high resistance. If
the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, replace the applicable relay.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Relay Replacement (Attached to Wire Harness) or Relay Replacement (Within an Electrical

Center)
 Control Module References for ECM replacement, setup, and programming

DTC P2122, P2123, P2127, P2128, OR P2138

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P2122

Accelerator Pedal Position (APP) Sensor 1 Circuit Low Voltage

DTC P2123

Accelerator Pedal Position (APP) Sensor 1 Circuit High Voltage

DTC P2127

Accelerator Pedal Position (APP) Sensor 2 Circuit Low Voltage

DTC P2128

Accelerator Pedal Position (APP) Sensor 2 Circuit High Voltage

DTC P2138

Accelerator Pedal Position (APP) Sensors 1-2 Not Plausible

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
Accelerator Pedal Position (APP)
P06A3 P2138 P2122 P06A3 P2138
Sensor 1 5 V Reference Circuit
Accelerator Pedal Position (APP) P2123,
P2122 P2138 P2122 P2138
Sensor 1 Signal P2138
Accelerator Pedal Position (APP)
- P2138 P2123 - P2138
Sensor 1 Low Reference
P0108, P0106,
Accelerator Pedal Position (APP)
P0107, P2138 P2127 P0108, P2138
Sensor 2 5 V Reference Circuit
P0697 P0697
Accelerator Pedal Position (APP)
P2127 P2138 P2127 P2138 P2138
Sensor 1 Signal
Accelerator Pedal Position (APP)
- P2138 P2128 - P2138
Sensor 2 Low Reference

TYPICAL SCAN TOOL DATA

APP Sensor 1 and 2

Circuit Short to Ground Open Short to Voltage
Operating Conditions: The engine is operating at idle.
Parameter Normal Range: APP Sensor 1 0.88-1.08 V
Parameter Normal Range: APP Sensor 2 0.39-0.59 V
APP Sensor 1 5 V Reference 0.00 V 0.00 V 2-3 V
APP Sensor 1 Signal 0.00 V 0.00 V 4.98 V
APP Sensor 1 Low Reference - 4.94 V -
APP Sensor 2 5 V Reference 0.00 V 0.00 V 1.35 V
APP Sensor 2 Signal 0.00 V 0.00 V 2-5 V
APP Sensor 2 Low Reference - 4.92 V -

CIRCUIT/SYSTEM DESCRIPTION

The accelerator pedal assembly contains 2 accelerator pedal position (APP) sensors. The APP sensors are
mounted to the accelerator pedal assembly and are not serviceable. The APP sensors provide a signal voltage
that changes relative to pedal position. The engine control module (ECM) supplies each APP sensor with a 5 V
reference circuit, a low reference circuit, and a signal circuit.

Both the APP sensors 1 and 2 signal percentages increase as the pedal is depressed, from approximately 0
percent at rest to above 95 percent when fully depressed.
CONDITIONS FOR RUNNING THE DTC

P2122, P2123, P2127, or P2128

 DTC P06A3 or P0697 are not set.

 The ignition is ON or the engine is operating.
 The ignition voltage is greater than 6 V.
 The ECM is not commanding reduced power.
 The DTCs run continuously when the above conditions are met.

P2138

 DTCs P06A3, P0697, P2122, P2123, P2127, or P2128 are not set.
 The ignition is ON or the engine is operating.
 The ignition voltage is greater than 6 V.
 The ECM is not commanding reduced power.
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P2122

The ECM detects that the APP sensor 1 voltage is less than 0.46 V for less than 1 s.

P2123

The ECM detects that the APP sensor 1 voltage is greater than 4.7 V for less than 1 s.

P2127

The ECM detects that the APP sensor 2 voltage is less than 0.32 V for less than 1 s.

P2128

The ECM detects that the APP sensor 2 voltage is greater than 2.6 V for less than 1 s.

P2138

The ECM detects that APP sensor 1 and APP sensor 2 disagree greater than 10 percent for less than 1 s.

OR

The ECM detects that both APP sensor 1 and APP sensor 2 are 5 percent greater than the learned minimum
position for less than 1 s.

ACTION TAKEN WHEN THE DTC SETS

  DTCs P2122, P2123, P2127, P2128, and P2138 are type A DTCs.
 The ECM commands the TAC system to operate in a Reduced Engine Power mode.

CONDITIONS FOR CLEARING THE DTC

DTCs P2122, P2123, P2127, P2128, and P2138 are type A DTCs.

DIAGNOSTIC AIDS

 If a shared 5 V reference circuit is shorted to ground or shorted to a voltage, other 5 V reference circuits
may be affected.
 The scan tool 5 V reference parameter should display between 4.8-5.2 V.
 A high resistance condition on the accelerator pedal position circuits could cause a DTC to set.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Throttle Actuator Control (TAC) System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION
 1. Ignition ON, observe the DTC information with a scan tool. Verify DTCs P0697 or P06A3 are not set.
 If a DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) for further diagnosis.

2. Ignition ON, observe the scan tool Accelerator Pedal Position percentage parameter. The scan tool should
display 0 percent.
3. Observe the scan tool APP Sensor 1 and 2 Agree/Disagree parameter while performing the following
tests:
 Rapidly depress the accelerator pedal from the rest position to the wide open throttle position
(WOT) and release pedal. Repeat the procedure several times.
 Slowly depress the accelerator pedal to WOT and then slowly return the pedal to closed throttle.
Repeat the procedure several times.

The APP Sensor 1 and 2 Agree/Disagree parameter should display Agree.

4. Observe the DTC information with a scan tool. DTCs P2122, P2123, P2127, P2128, or P2138 should not
set.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the B107 accelerator pedal assembly.
2. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power
down. Test for less than 5 ohms between the low reference circuit terminals listed below and ground.
 Low reference circuit terminal 4 or A

 Low reference circuit terminal 5 or D

 If greater than the specified range, test the appropriate low reference circuit for a short to voltage,
or an open/high resistance. If the circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between both 5 V reference circuit terminals listed below and ground.
 5 V reference circuit terminal 1 or C

 5 V reference circuit terminal 2 or F

 If less than the specified range, test the appropriate 5 V reference circuit for a short to ground or
open/high resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Verify the appropriate APP sensor voltage parameter is at 0 V.
 If greater than the specified range, test the appropriate signal circuit terminal listed below for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
 APP sensor 1 signal circuit terminal 3 or E

 APP sensor 2 signal circuit terminal 6 or B

5. Install a 3 A fused jumper wire between the appropriate signal circuit listed below and the 5 V reference
circuit terminal 1. Verify the appropriate APP sensor voltage parameter is greater than 4.8 V.
  APP sensor 1 signal circuit terminal 3 or E
 APP sensor 2 signal circuit terminal 6 or B

 If less than the specified range, test the appropriate signal circuit for a short to ground or an
open/high resistance. If the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, replace the B107 accelerator pedal assembly.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Accelerator Pedal with Position Sensor Assembly Replacement

 Control Module References for ECM replacement, programming, and setup

DTC P219A
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P219A

Air Fuel Imbalance

CIRCUIT/SYSTEM DESCRIPTION

The Air Fuel Imbalance diagnostic detects a rich or lean cylinder to cylinder air/fuel ratio imbalance. The
diagnostic monitors the pre-catalyst heated oxygen sensor (HO2S) signal's frequency and amplitude
characteristics by calculating an accumulated voltage over a predetermined sample period. An imbalance is
indicated when multiple samples of the accumulated voltage are consistently higher than the desired value.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0116, P0117, P0118, P0121, P0122, P0123,
P0128, P0131, P0132, P0133, P0134, P0135, P0137, P0138, P013A-P013B, P013E-P013F, P0140,
P0141, P0201-P0204, P0261-P0262, P0264-P0265, P0267-P0268, P0270-P0271, P0300, P0301-P0304
P0442, P0443, P0446, P0449, P0451, P0452, P0453, P0454, P0455, P0496, P1101, P1133, P1248,
P1249, P124A, P124B, P1516, P2101, P2119, P2122, P2123, P2127-P2128, P2135, P2138, P2147-
P2148, P2150-P2151, P2153-P2154, P2156-P2157, P2176, P219A, P2270, P2271, P2A00 are not set.
 The device control is not active.
 The intrusive diagnostics are not active.
  The engine overspeed protection is not active.
 Reduced power mode, ETC DTC, is not active.
 The traction control is not active.
 The fuel control is in air-fuel Closed Loop.
 The system voltage is more than 10 V, or less than 32 V for more than 4 s.
 The engine coolant temperature (ECT) is greater than -20°C (-4°F).
 The engine speed is greater than 1,100 RPM, but less than 4,000 RPM.
 The mass air flow is greater than 13 g/s, but less than 600 g/s.

CONDITIONS FOR SETTING THE DTC

Multiple samples of the pre-catalyst HO2S accumulated voltage are consistently greater than the desired value.

ACTION TAKEN WHEN THE DTC SETS

DTC P219A is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P219A is a Type B DTC.

DIAGNOSTIC AIDS

 The air fuel imbalance diagnostic is very sensitive to heated oxygen sensor (HO2S) design. A non-OE
sensor or an incorrect part number may set a false DTC.
 Monitoring the misfire current counters, or misfire graph, may help to isolate the cylinder that is causing
the condition.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Troubleshooting with a Test Lamp
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
  Connector Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Read and record the Freeze Frame/Failure Records data taking note of the speed and load at which the
DTC set.
2. Diagnose any other DTCs that are set. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
3. With the engine idling and the transmission in the Park or Neutral position, observe the manifold absolute
pressure (MAP) sensor parameter. The MAP sensor parameter should be between 20-48 kPa.
 If the MAP sensor parameter is not between 20-48 kPa, refer to DTC P0106 .

4. Inspect the air induction system for modified, damaged, leaking, or restricted components.
5. Inspect the crankcase ventilation system for improper operation.
6. Inspect the vacuum hoses for splits, kinks, and improper connections.
7. Test for a restricted, damaged, leaking, or modified exhaust system from the catalytic converter forward.
Refer to Symptoms - Engine Exhaust .
8. Test the fuel injectors for improper operation. Refer to Fuel Injector Solenoid Coil Test .
9. Test for fuel contamination. Refer to Alcohol/Contaminants-in-Fuel Diagnosis .
10. Test for excessive fuel in the crankcase due to leaking injectors.
11. Test the ignition system for improper operation. Refer to Electronic Ignition System Diagnosis .
12. Test the engine for any mechanical conditions such as sticking valves, lifters, etc., which could alter the
flow into the combustion chamber. Refer to Symptoms - Engine Mechanical .

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure. Verify the repair under
the same speed and load as noted in the Freeze Frame/Failure Records data recorded during testing.

DTC P2534
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DTC DESCRIPTOR

DTC P2534

Ignition 1 Switch Circuit Low Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open or High Short to Signal

Circuit Ground Resistance Voltage Performance
IGN Voltage P2534 P2534 - -

CIRCUIT/SYSTEM DESCRIPTION

The fuel pump control module monitors the ignition voltage circuit in order to determine if the voltage is within
the normal operating range.

CONDITIONS FOR RUNNING THE DTC

The engine is running.

CONDITIONS FOR SETTING THE DTC

The FPCM detects that the IGN voltage is less than 6.0 V.

ACTION TAKEN WHEN THE DTC SETS

DTC P2534 is a Type A DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P2534 is a Type A DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Verify that DTC P0562 is not set.

 If DTC P0562 is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Ignition OFF, disconnect the harness connector of the K27 fuel pump control module.
3. Ignition ON, test for greater than 11 V between the IGN voltage circuit terminal 21 and ground.
 If less than the specified voltage, test the IGN voltage circuit for a short to ground or an open/high
resistance. If the circuit tests normal and the CCM/RUN/CRX fuse is open, test the voltage circuit
for a short to ground. If the circuit tests normal, test or replace the Run/Crank relay.
4. If all circuits test normal, replace the K27 fuel pump control module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Relay Replacement (Attached to Wire Harness) or Relay Replacement (Within an Electrical

Center)
 Control Module References for fuel pump control module replacement, setup, and programming

DTC P2544
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for a overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS
DTC P2544

Transmission Torque Request Circuit

DTC P2544

Transmission Torque Request Signal Message Counter Incorrect

CIRCUIT/SYSTEM DESCRIPTION

To improve shift feel, the transmission control module (TCM) is constantly sending the engine control module
(ECM) serial data messages with information regarding it's request for modifying engine speed or torque. The
serial data messages are sent through two circuits which are part of a communication network called the
controller area network (CAN). The ECM sets DTC P2544 when it detects a discrepancy in the structure of the
message causing the integrity of the message to be questioned.

An intermittent fault in the CAN circuits will cause the ECM to set DTC P2544.

CONDITIONS FOR RUNNING THE DTC

 The engine run time is greater than 0.5 s.

 No other CAN errors are present.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the engine speed and torque modification messages from the TCM are either corrupted or
intermittently missing for greater than 4 s.

ACTION TAKEN WHEN THE DTC SETS

 DTC P2544 is a Type B DTC.

 The TCM commands maximum line pressure during shifts, which results in harsh shifts.
 The TCM freezes adaptive functions.

CONDITIONS FOR CLEARING THE DTC

DTC P2544 is a Type B DTC.

REFERENCE INFORMATION

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

CIRCUIT/SYSTEM VERIFICATION
 1. DTC P2544 is an informational DTC. Diagnose all other engine control DTCs prior to DTC P2544. Refer
to Diagnostic Trouble Code (DTC) List - Vehicle .
2. If there are no other engine controls DTCs, diagnosis is accomplished by looking for an intermittent CAN
circuit fault. Refer to Scan Tool Does Not Communicate with High Speed GMLAN Device .

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for TCM replacement, setup, and programming.

DTC P2615 OR P2616

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P2615

Camshaft Position Signal Output Circuit Low

DTC P2616

Camshaft Position Signal Output Circuit High

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
Camshaft Position Sensor Replicated
P2615 - P2615 -
Signal

CIRCUIT/SYSTEM DESCRIPTION

The replicated cam signal is an engine control module (ECM) output that is an electrical duplicate of the cam
sensor input. This output goes to the radio for active noise control based on engine speed.

CONDITIONS FOR RUNNING THE DTC

The ignition is ON, engine running.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match
for greater than 5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P2615 and P2616 are a Type C DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P2615 and P2616 are a Type C DTCs.

REFERENCE INFORMATION

Schematic Reference

Active Noise Cancellation Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Active Noise Cancellation Description and Operation

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine Idling, observe the control circuit status parameters listed below with a scan tool:
 Camshaft Position Signal Output Circuit High Voltage Test Status
  Camshaft Position Signal Output Circuit Low Voltage Test Status

Each parameter should display OK or Not Run.

2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the K108 active noise cancellation module.
2. Ignition ON, radio ON, test for 5-7 V between the signal circuit terminal 5 and ground.
 If less than specified range, test the control circuit for a short to ground or an open/high resistance.
If the circuit tests normal, replace the K20 ECM.
 If greater than specified range, test the control circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
3. If all circuits test normal, replace the K108 active noise cancellation module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for ECM or active noise cancellation module replacement, setup, and
programming

DTC P2635
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P2635

Fuel Pump Flow Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open or High Short to Signal

Circuit Ground Resistance Voltage Performance
Control P0231 P023F P0232 P023F, P2635
Low Reference - P023F - P023F, P2635
CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is on. The voltage from the ECM to the fuel pump control module remains active for 2 seconds,
unless the engine is in crank or run. While this voltage is being received, the fuel pump control module closes
the ground switch of the fuel pump and also supplies a varying voltage to the fuel tank pump module in order to
maintain the desired fuel rail pressure.

CONDITIONS FOR RUNNING THE DTC

 DTC P018B, P018C, P018D, P0231, P0232, P023F, P064A, P1255 or P06A6 are not active.
 DTC P0641 has not failed this ignition cycle.
 Fuel pump control is enabled and the fuel pump control state is normal.
 The system voltage is greater than 11 V.
 The engine has been running for more than 30 seconds.

CONDITIONS FOR SETTING THE DTC

This DTC sets when the fuel pump control module detects a predetermined fuel pressure performance
degradation between the desired fuel rail pressure and the current estimated fuel rail pressure.

ACTION TAKEN WHEN THE DTC SETS

DTC P2635 is a Type B DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P2635 is a Type B DTC.

DIAGNOSTIC AIDS

Using the Failure Records data may help locate an intermittent condition. If you cannot duplicate the DTC, the
information in the Failure Records can help determine how many miles since the DTC set. The Fail Counter and
Pass Counter can help determine how many ignition cycles that the diagnostic test reported a pass and/or a fail.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Verify that DTCs P018C, P018D, P0231, P0232, or P023F are not set.
 If the DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Ignition OFF, disconnect the harness connector at the G12 fuel pump.
3. Ignition ON, test for less than 5.0 ohms between the G12 fuel pump low reference circuit terminal 2 and
ground.
 If greater than the specified range, test the G12 fuel pump low reference circuit for a high
resistance. If the circuit tests normal, replace the K27 fuel pump control module.
4. Ignition OFF, install a test lamp between the control circuit terminal 1 and the low reference circuit
terminal 2.
5. Ignition ON, command the Fuel Pump Relay ON and OFF with a scan tool. The test lamp should turn ON
and OFF when changing between the commanded states.
 If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests
normal, replace the K27 fuel pump control module.
 If the test lamp is always OFF, test the control circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump control module.
6. Perform the Fuel System Diagnosis to verify proper fuel pressure.
 If the fuel pressure is not normal, replace the G12 fuel pump

7. If all circuits test normal, replace the K27 fuel pump control module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Tank Fuel Pump Module Replacement

 Control Module References for fuel pump control module replacement, setup, and programming
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

REPAIR INSTRUCTIONS
ENGINE CONTROL MODULE REPLACEMENT (LE5)

Fig. 1: Engine Control Module (LE5)

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

1 Engine Control Module Cover
Engine Control Module

CAUTION:
 Turn the ignition OFF when installing or removing the control module connectors
and disconnecting or reconnecting the power to the control module (battery
 cable, powertrain control module (PCM)/engine control module (ECM)/transaxle
control module (TCM) pigtail, control module fuse, jumper cables, etc.) in order to
prevent internal control module damage.
 Control module damage may result when the metal case contacts battery voltage.
DO NOT contact the control module metal case with battery voltage when
servicing a control module, using battery booster cables, or when charging the
vehicle battery.
 In order to prevent any possible electrostatic discharge damage to the control
module, do no touch the connector pins or the soldered components on the
circuit board.
 Remove any debris from around the control module connector surfaces before
servicing the control module. Inspect the control module connector gaskets
when diagnosing or replacing the control module. Ensure that the gaskets are
installed correctly. The gaskets prevent contaminant intrusion into the control
module.
 The replacement control module must be programmed.

CAUTION:
In order to prevent any possible electrostatic discharge damage to the ECM, do not
touch the connector pins.
2
Procedure

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

Disconnection and Connection .
2. Release the plastic retaining tabs.
3. Disconnect the electrical connectors.
4. If replacing ECM, reprogram the ECM. Refer to Control Module References

Tip: It is necessary to record the remaining engine oil life. If the replacement module is not
programed with the remaining engine oil life, the engine oil life will default to 100 percent.
If the replacement module is not programmed with the remaining engine oil life, the engine
oil will need to be changed at 5000 km (3,000 mi) from the last engine oil change.
Tip: It is necessary to record the remaining automatic transmission fluid life. If the
replacement module is not programed with the remaining automatic transmission fluid life,
the automatic transmission fluid life will default to 100 percent. If the replacement module
is not programmed with the remaining automatic transmission fluid life, the automatic
transmission fluid will need to be changed at 83000 km (50,000 mi) from the last automatic
transmission fluid change.

CRANKSHAFT POSITION SYSTEM VARIATION LEARN

NOTE: The Crankshaft Position System Variation Learn procedure is also required
when the following service procedures have been performed, regardless of
whether DTC P0315 is set:
  An engine replacement
 An engine control module (ECM) replacement
 A crankshaft balancer replacement
 A crankshaft replacement
 A crankshaft position sensor replacement
 Any engine repairs which disturb the crankshaft to crankshaft position
sensor relationship.

NOTE: The ECM monitors certain component signals to determine if all the conditions
are met to continue with the crankshaft position System Variation Learn
Procedure.

1. Install a scan tool.

2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to
Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set.
3. With a scan tool, select the Crankshaft Position System Variation Learn Procedure and perform the
following:
1. Block drive wheels.
2. Set parking brake.
3. DO NOT apply brake pedal.
4. Cycle ignition from OFF to ON.
5. Apply and hold brake pedal for the duration of the procedure.
6. Start and idle engine.
7. Turn the air conditioning (A/C) OFF.
8. The vehicle must remain in Park or Neutral.

NOTE: While the learn procedure is in progress, release the throttle

immediately when the engine starts to decelerate. The engine control
is returned to the operator and the engine responds to throttle
position after the learn procedure is complete.

9. Accelerate to wide open throttle (WOT) and release when the fuel cut-off occurs.
4. The scan tool displays Test In Progress.
5. The scan tool displays Learn Successful.
6. Verify DTC P0315 ran and passed This Ignition Cycle.
 If DTC P0315 failed or did not run This Ignition Cycle, or another DTC is present, refer to
Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set.
7. Once the Learn Procedure has successfully completed, and in order to store the crankshaft position
system variation values in the ECM, turn OFF the ignition and verify all vehicle systems are OFF. This
may take up to 2 minutes.
THROTTLE/IDLE LEARN

Description

The engine control module (ECM) learns the airflow through the throttle body to ensure the correct idle. The
learned airflow values are stored within the ECM. These values are learned to adjust for production variation
and will continuously learn during the life of the vehicle to compensate for reduced airflow due to throttle body
coking. Anytime the throttle body airflow rate changes, for example due to cleaning or replacing, the values
must be relearned.

An engine that had a heavily coked throttle body that has been cleaned or replaced may take several drive
cycles to learn out the coking. To accelerate the process, the scan tool has the ability to reset all learned values
back to zero. A new ECM will also have values set to zero.

The idle may be unstable or a DTC may set if the learned values do not match the actual airflow.

Conditions for Running the Idle Learn Procedure

With Scan Tool - Reset Procedure

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0116, P0117, P0118, P0119, P0121, P0122,
P0123, P0128, P0171, P0172, P0201, P0202, P0203, P0204, P0222, P0223, P0300, P0351, P0352,
P0353, P0354, P0496, P0601, P0604, P0606, P0641, P0651, P0697, P06A3, P1516, P2101, P2119,
P2122, P2123, P2127, P2128, P2135, P2138, or P2176 are not set.
 Ignition ON, engine OFF.
 The vehicle speed sensor (VSS) is 0 km/h (0 mph).

Without Scan Tool - Learn Procedure

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0116, P0117, P0118, P0119, P0121, P0122,
P0123, P0128, P0171, P0172, P0201, P0202, P0203, P0204, P0222, P0223, P0300, P0351, P0352,
P0353, P0354, P0496, P0601, P0604, P0606, P0641, P0651, P0697, P06A3, P1516, P2101, P2119,
P2122, P2123, P2127, P2128, P2135, P2138, or P2176 are not set.
 The engine speed is between 450-4,000 RPM.
 The engine vacuum is greater than 5 kPa.
 The mass air flow (MAF) is greater than 2 g/s.
 The ignition 1 voltage is greater than 10 volts.

Idle Learn Procedure

With Scan Tool - Reset Procedure

1. Ignition ON, engine OFF, with a scan tool, perform the Idle Learn Reset in Module Setup.
2. Start the engine, monitor the TB Idle Airflow Compensation parameter. The TB Idle Airflow
Compensation value should equal 0 percent and the engine should be idling at a normal idle speed.
3. Clear the DTCs with a scan tool.
Without Scan Tool - Learn Procedure

NOTE: Do NOT perform this procedure if DTCs are set. Refer to Diagnostic
Trouble Code (DTC) List - Vehicle for further diagnosis.

1. Start and idle the engine in park/neutral for 3 minutes.

2. With a scan tool, monitor the desired and the actual engine speed.
3. The ECM will start to learn the new idle cells and the desired engine speed should start to decrease.
4. Ignition OFF for 60 seconds.
5. Start and idle the engine in park/neutral for 3 minutes.
6. After the 3 minute run time the engine should be idling normal.

NOTE:  During the drive cycle the malfunction indicator lamp (MIL) may
illuminate and idle speed DTCs set. If idle speed DTCs set, clear
the DTCs so the ECM can continue to learn.
 If the vehicle is driven for more than 10 km (6 mi) a BARO
update is necessary so the ECM can continue to learn. To
update the BARO, accelerate to wide open throttle (WOT) and
then release the throttle.

 If the engine idle speed has not been learned the vehicle will need to be driven at speeds above 70
km/h (44 mph) with several decelerations and extended idles.
7. After the drive cycle, the engine should be idling normally.
 If the engine idle speed has not been learned, turn OFF the ignition for 60 seconds and repeat step
6.
8. Once the engine speed has returned to normal, clear the DTCs with a scan tool.

ENGINE COOLANT TEMPERATURE SENSOR REPLACEMENT

Fig. 2: Engine Coolant Temperature Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Engine Coolant Temperature Sensor

CAUTION:
Refer to Fastener Caution .
1
Procedure:
Disconnect the electrical connector.

Tighten: 20 N.m (15 lb ft)

MASS AIRFLOW SENSOR WITH INTAKE AIR TEMPERATURE SENSOR REPLACEMENT

Fig. 3: Mass Airflow Sensor with Intake Air Temperature Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Mass Airflow Sensor Fastener (Qty: 2)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 4 N.m(35 lb in)

Mass Airflow Sensor
2 Procedure:
Disconnect the electrical connector.

MANIFOLD ABSOLUTE PRESSURE SENSOR REPLACEMENT

Fig. 4: Manifold Absolute Pressure Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the air cleaner resonator. Refer to Air Cleaner Outlet Resonator Replacement.
Manifold Absolute Pressure Sensor Fastener

CAUTION:
1
Refer to Fastener Caution .

Tighten: 4 N.m(35 lb in)

2 Manifold Absolute Pressure Sensor

HEATED OXYGEN SENSOR REPLACEMENT - SENSOR 1 (LE5)

Fig. 5: Heated Oxygen Sensor - Sensor 1 (LE5)
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .

Heated Oxygen Sensor

CAUTION:
Refer to Heated Oxygen and Oxygen Sensor Caution .
1
CAUTION:
Refer to Fastener Caution .

Procedure

 Disconnect the heated oxygen sensor harness connector.

  If reinstalling the old sensor, coat the threads with anti-sieze compound. Refer to
Adhesives, Fluids, Lubricants, and Sealers .

Tip: A special anti-seize compound is used in the HO2S threads. The compound consists of
liquid graphic and glass beads. The graphic tends to burn away, but the glass beads remain,
making the sensor easier to remove. New, or service replacement sensors already have the
compound applied to the threads. If the sensor is removed from an exhaust component and
if for any reason the sensor is to be reinstalled, the threads must have anti-sieze compound
applied before reinstallation.

Tighten: 42 N.m (31 lb in)

HEATED OXYGEN SENSOR REPLACEMENT - SENSOR 2 (LE5)

Fig. 6: Heated Oxygen Sensor - Sensor 2 (LE5)

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Heated Oxygen Sensor

CAUTION:
Refer to Heated Oxygen and Oxygen Sensor Caution .
 CAUTION:
Refer to Fastener Caution .

Procedure

 Disconnect the heated oxygen sensor harness connector.

 If reinstalling the old sensor, coat the threads with anti-sieze compound. Refer to
Adhesives, Fluids, Lubricants, and Sealers .
1

Tip: A special anti-seize compound is used in the HO2S threads. The compound consists of
liquid graphic and glass beads. The graphic tends to burn away, but the glass beads remain,
making the sensor easier to remove. New, or service replacement sensors already have the
compound applied to the threads. If the sensor is removed from an exhaust component and
if for any reason the sensor is to be reinstalled, the threads must have anti-sieze compound
applied before reinstallation.

Tighten: 42 N.m (31 lb in)

ACCELERATOR PEDAL WITH POSITION SENSOR ASSEMBLY REPLACEMENT

Fig. 7: Accelerator Pedal with Position Sensor Assembly
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Accelerator Pedal Fastener (Qty: 3)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 25 N.m (18 lb ft)

 Accelerator Pedal Position Sensor
2 Procedure:
Disconnect the electrical connector.

THROTTLE BODY ASSEMBLY REPLACEMENT

Fig. 8: Throttle Body Assembly

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the outlet duct. Refer to Air Cleaner Outlet Resonator Replacement.
Throttle Body Assembly Fastener (Qty: 4)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m(89 lb in)

Throttle Body Assembly

Procedure
2
1. Disconnect the electrical connector.
2. Use a NEW throttle body O-ring.
 3. Perform the throttle learn procedure. Refer to Throttle/Idle Learn.

THROTTLE BODY CLEANING

NOTE: Over extended time and mileage, deposits may accumulate on the back of the
throttle valve plate. The source of the deposit is exhaust gas recirculation (EGR)
gas. Typically these deposits pose no problem. Occasionally the deposit may
accumulate to a point where perceived pedal effort or throttle valve movement
is effected. This procedure should not be performed on vehicles with mileage
under 80 450 km (50,000 mi).

1. Remove the air cleaner outlet duct resonator. Refer to Air Cleaner Outlet Resonator Replacement.

WARNING: Turn OFF the ignition before inserting fingers into the throttle bore.
Unexpected movement of the throttle blade could cause personal
injury.

CAUTION: Do not insert any tools into the throttle body bore in order to avoid
damage to the throttle valve plate.

CAUTION: Do not use any solvent that contains Methyl Ethyl Ketone (MEK). This
solvent may damage fuel system components.

2. Inspect the throttle body bore and the throttle valve plate for deposits. You will need to open the throttle
valve in order to inspect all surfaces.
3. Clean the throttle body bore and the throttle valve plate using a clean shop towel with GM top engine
cleaner, GM P/N 1052626 (Canadian P/N 993026) or ACDelco Carburetor Tune-Up Conditioner, P/N
X66-P, or an equivalent product.
4. Install the air cleaner outlet duct resonator. Refer to Air Cleaner Outlet Resonator Replacement.
5. Perform the throttle relearn procedure. Refer to Throttle/Idle Learn.

FUEL PRESSURE RELIEF

WARNING: Fuel that flows out at high pressure can cause serious injury to the skin
and eyes. ALWAYS depressurize the fuel system before removing
components that are under high fuel pressure.

NOTE: If a scan tool is not available, WAIT at LEAST 2 hours after the engine has
been run, before removing the high pressure fuel line.

1. Install a scan tool to the vehicle and command the fuel pump relay OFF, allowing the low pressure fuel
pump to shut off.
2. Start the vehicle and allow the engine to idle until the engine stops. The engine will stop in approximately
 20-30 seconds.
3. Turn the ignition OFF.
4. Using the scan tool, verify that there is little to no fuel pressure, if there still is fuel pressure repeat step 2.

FUEL PRESSURE GAUGE INSTALLATION AND REMOVAL

Special Tools

CH-48027-100 Digital Pressure Gauge

For equivalent regional tools, refer to Special Tools .

Installation Procedure

WARNING: Refer to Gasoline/Gasoline Vapors Warning .

WARNING: Remove the fuel tank cap and relieve the fuel system pressure before
servicing the fuel system in order to reduce the risk of personal injury.
After you relieve the fuel system pressure, a small amount of fuel may be
released when servicing the fuel lines, the fuel injection pump, or the
connections. In order to reduce the risk of personal injury, cover the fuel
system components with a shop towel before disconnection. This will
catch any fuel that may leak out. Place the towel in an approved container
when the disconnection is complete.
 Fig. 9: Identifying CH-48027-100 Components
Courtesy of GENERAL MOTORS CORP.

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

2. Connect the CH-48027-1 (1) to the CH-48027-2 (2).
3. Remove the shop towel from around the fuel rail service port, and place in an approved gasoline
container.
4. Perform any tests and/or diagnostics as needed. For the proper usage of the CH-48027-100 , refer to the
manufacture's directions.

Removal Procedure
 Fig. 10: Identifying CH-48027-100 Components
Courtesy of GENERAL MOTORS CORP.

WARNING: Wrap a shop towel around the fuel pressure connection in order to
reduce the risk of fire and personal injury. The towel will absorb any
fuel leakage that occurs during the connection of the fuel pressure
gauge. Place the towel in an approved container when the
connection of the fuel pressure gauge is complete.

1. Relieve the fuel system pressure, if required. Perform the following steps:
1. Wrap a shop towel around the fuel rail service port.
2. Place the hose on the CH-48027-2 (2) into an approved gasoline container.
 3. Open the valve on the CH-48027-2 (2) in order to bleed any fuel from the fuel rail.
4. Close the valve on the CH-48027-2 (2).
5. Remove the hose on the CH-48027-2 (2) from the approved gasoline container.
6. Remove the shop towel from around the fuel rail service port, and place in an approved gasoline
container.

CAUTION: Clean all of the following areas before performing any

disconnections in order to avoid possible contamination in the
system:

 The fuel pipe connections

 The hose connections
 The areas surrounding the connections

2. Disconnect the CH-48027-1 (1) from the CH-48027-2 (2).

3. Disconnect the CH-48027-2 (2) from the CH-48027-3 (3).
4. Disconnect the CH-48027-3 (3) from the fuel rail service port.
5. Install the fuel rail service port cap.
6. Install the engine cover, if required.
7. Tighten the fuel fill cap.

METAL COLLAR QUICK CONNECT FITTING SERVICE

Special Tools

J 37088-A Fuel Line Disconnect Tool Set

Removal Procedure
 Fig. 11: View Of Quick-Connect Fitting Retainer (Metal Collar)
Courtesy of GENERAL MOTORS CORP.

1. Relieve the fuel system pressure before servicing any fuel system connection. Refer to Fuel Pressure
Relief.
2. Remove the retainer from the quick connect fitting.
 Fig. 12: Blowing Dirt Out Of Fitting (Metal Collar)
Courtesy of GENERAL MOTORS CORP.

WARNING: Wear safety glasses when using compressed air, as flying dirt
particles may cause eye injury.

3. Blow dirt out of the fitting using compressed air.

 Fig. 13: View Of Quick Connect Locking Tabs (Metal Collar)
Courtesy of GENERAL MOTORS CORP.

4. Choose the correct tool from the J 37088-A for the size of the fitting. Insert the tool into the female
connector, then push inward in order to release the locking tabs.
 Fig. 14: Pulling Connection Apart
Courtesy of GENERAL MOTORS CORP.

5. Pull the connection apart.

CAUTION: If necessary, remove rust or burrs from the fuel pipes with an emery
cloth. Use a radial motion with the fuel pipe end in order to prevent
damage to the O-ring sealing surface. Use a clean shop towel in
order to wipe off the male tube ends. Inspect all the connections for
dirt and burrs. Clean or replace the components and assemblies as
required.

6. Use a clean shop towel in order to wipe off the male pipe end.
7. Inspect both ends of the fitting for dirt and burrs. Clean or replace the components as required.

Installation Procedure
 Fig. 15: Oiling Male Pipe Ends (Metal Collar)
Courtesy of GENERAL MOTORS CORP.

WARNING: In order to reduce the risk of fire and personal injury, before
connecting fuel pipe fittings, always apply a few drops of clean
engine oil to the male pipe ends.
This will ensure proper reconnection and prevent a possible fuel
leak.
During normal operation, the O-rings located in the female
connector will swell and may prevent proper reconnection if not
lubricated.

1. Apply a few drops of clean engine oil to the male pipe end.
 Fig. 16: Pushing Fittings Together
Courtesy of GENERAL MOTORS CORP.

2. Push both sides of the fitting together in order to snap the retaining tabs into place.

Fig. 17: Ensuring Connection (Metal Collar) Is Secure

Courtesy of GENERAL MOTORS CORP.

3. Once installed, pull on both sides of the fitting in order to make sure the connection is secure.
 Fig. 18: View Of Quick-Connect Fitting Retainer (Metal Collar)
Courtesy of GENERAL MOTORS CORP.

4. Install the retainer to the quick connect fitting.

PLASTIC COLLAR QUICK CONNECT FITTING SERVICE

Removal Procedure

WARNING: Refer to Gasoline/Gasoline Vapors Warning .

Fig. 19: Identifying Plastic Collar Fuel & Evaporative Emission Quick Connect Fittings
Courtesy of GENERAL MOTORS CORP.

NOTE: There are several types of plastic collar fuel and evaporative emission
quick connect fittings that may be used on this vehicle.

 Bartholomew (1)
 Q release (2)
 Squeeze to release (3)
 Sliding retainer (4)
 Push down TI (5)
 NOTE: The following instructions apply to all of these types of fittings except
where indicated.

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

Fig. 20: Blowing Dirt Out Of Fitting (Plastic Collar)

Courtesy of GENERAL MOTORS CORP.

WARNING: Wear safety glasses when using compressed air, as flying dirt
particles may cause eye injury.

2. Using compressed air, blow any dirt out of the quick connect fitting.
 Fig. 21: View Of Quick Connect Fitting Release Tabs (Plastic Collar)
Courtesy of GENERAL MOTORS CORP.

3. This step applies to the Bartholomew style connectors ONLY. Squeeze the plastic quick connect fitting
release tabs.
 Fig. 22: Releasing Q Release Style Connectors (Plastic Collar)
Courtesy of GENERAL MOTORS CORP.

4. This step applies to the Q release type connectors ONLY. Release the fitting by pushing the tab toward
the other side of the slot in the fitting.
 Fig. 23: Disengaging Quick Connect Fitting (Plastic Collar)
Courtesy of GENERAL MOTORS CORP.

5. This step applies to the Squeeze to release style connectors ONLY. Squeeze where indicated by arrows
on both sides of the plastic ring surrounding the quick connect fitting.
 Fig. 24: Disengaging Quick Connect Fitting (Plastic Collar)
Courtesy of GENERAL MOTORS CORP.

6. This step also applies to the Squeeze to release style connectors ONLY. Squeeze where indicated by the
arrows on both sides of the plastic ring surrounding the quick connect fitting.
 Fig. 25: View Of Sliding Retainer Style Connector
Courtesy of GENERAL MOTORS CORP.

7. This step applies to the Sliding retainer style connectors ONLY. Release the fitting by pressing on one
side of the release tab causing it to push in slightly. If the tab does not move, try pressing the tab in from
the opposite side. the tab will only move in one direction.

Fig. 26: View Of Push Down TI Style Connector

Courtesy of GENERAL MOTORS CORP.
 8. This step applies to the Push down TI style connectors ONLY. Release the fitting by pressing on the tabs
indicated by the arrow.

Fig. 27: Pulling Connection Apart (Plastic Collar)

Courtesy of GENERAL MOTORS CORP.

9. Pull the connection apart.

10. Wipe off the male pipe end using a clean shop towel.
11. Inspect both ends of the fitting for dirt and burrs.
12. Clean or replace the components as required.

Installation Procedure

Fig. 28: Lubricating Male Pipe End

 Courtesy of GENERAL MOTORS CORP.

1. Apply a few drops of clean engine oil to the male connection end.

Fig. 29: Connecting Fittings (Plastic Collar)

Courtesy of GENERAL MOTORS CORP.

2. Push both sides of the quick connect fitting together in order to cause the retaining feature to snap into
place.
 Fig. 30: Testing Quick-Connect Fitting Connection
Courtesy of GENERAL MOTORS CORP.

3. Once installed, pull on both sides of the quick connect fitting in order to make sure the connection is
secure.

FUEL TANK DRAINING

Special Tools

 SA9127E-7 Fuel Pressure/Flow Adapter

 SA9804E Fuel Tank Drain Hose

For any operation requiring removal of the fuel tank, there should be no more than 11.4 L (3 gal) of fuel
remaining. This minimizes the weight of the fuel tank assembly and eases handling. The fuel level can be
determined by reading the fuel level gauge. A reading below 1/4 full indicates that no more than 11.4 L (3 gal)
are remaining.

Using The Fuel Pump

WARNING: Do not allow smoking or the use of open flames in the area where work on
the fuel or EVAP system is taking place. Anytime work is being done on
the fuel system, disconnect the negative battery cable, except for those
tests where battery voltage is required.

WARNING: Never drain or store fuel in an open container due to the possibility of fire
 or explosion.

Using the fuel pump to drain the tank is the easiest procedure if the fuel pump is operable. The fuel can be
pumped out with the vehicle on the ground or on a hoist.

On The Ground

WARNING: Fuel supply lines will remain pressurized for long periods of time
after the engine is shutdown. This pressure must be relieved before
servicing the fuel system.

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

WARNING: Whenever fuel line fittings are loosened or removed, wrap a shop
cloth around the fitting and have an approved container available to
collect any fuel.

2. Disconnect the fuel feed quick connect fitting from the fuel rail. Refer Metal Collar Quick Connect
Fitting Service.
3. Install the 3/8 in. x 1/4 in fitting from the SA9127E-7 into the fuel feed quick connect fitting.
4. Connect a suitable drain hose to the other end of the adapter and connect the drain hose to a certified fuel
handling cart.
5. Connect a scan tool to the vehicle diagnostic connector and turn the ignition ON.
6. Energize the fuel pump using the scan tool.
7. Pump out the fuel until no more than 1/4 tank of fuel remains.

On The Hoist

WARNING: Fuel supply lines will remain pressurized for long periods of time
after the engine is shutdown. This pressure must be relieved before
servicing the fuel system.

1. Connect a scan tool to the vehicle diagnostic connector and turn the ignition ON.
2. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

WARNING: Ensure that the vehicle is properly supported and squarely

positioned. To help avoid personal injury when a vehicle is on a
hoist, provide additional support for the vehicle on the opposite end
from which the components are being removed.

3. Raise the vehicle on a hoist to a comfortable working height, keeping the scan tool outside of the vehicle
and accessible from under the car.

WARNING: Whenever fuel line fittings are loosened or removed, wrap a shop
 cloth around the fitting and have an approved container available to
collect any fuel.

4. Disconnect the fuel tank fuel feed line quick connect fitting from the chassis fuel feed pipe. Refer Plastic
Collar Quick Connect Fitting Service.
5. Install the 3/8 in. x 1/4 in fitting from the SA9127E-7 into the fuel feed quick connect fitting.
6. Connect a suitable drain hose to the other end of the adapter and connect the drain hose to a certified fuel
handling cart.
7. Energize the fuel pump using the scan tool.
8. Pump out the fuel until no more than 1/4 tank of fuel remains.

Siphoning The Fuel Tank

WARNING: Do not allow smoking or the use of open flames in the area where work on
the fuel or EVAP system is taking place. Anytime work is being done on
the fuel system, disconnect the negative battery cable, except for those
tests where battery voltage is required.

If the fuel pump is inoperative, the tank can be drained by siphoning from the tank. A suitable means is through
the fuel fill pipe with the correct type and stiffness of tubing as used with the SA9804E .

WARNING: Do not allow smoking or the use of open flames in the area where
work on the fuel or EVAP system is taking place. Anytime work is
being done on the fuel system, disconnect the negative battery
cable, except for those tests where battery voltage is required.

1. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and
Connection .
2. Open the fuel fill door and remove the gas cap.

CAUTION: Do not attempt to insert any other type of siphon hose or tube into
the fuel filler pipe. The design of the inlet check valve at the end of
the fuel filler tube restricts the insertion of a hose and, most
importantly, prevents the removal of this hose. See Fuel Inlet Check
Valve in this section. If the siphon hose becomes stuck in the check
valve, the fuel filler pipe will not be able to be removed from the fuel
tank without damage to the fill pipe or fuel tank.

3. Insert the siphon hose guide/funnel into the fuel fill pipe opening.

NOTE: The siphon hose will reach the bottom of the tank on the primary side
only, within about 25.4 cm (10 in) of the end fitting and tag. When
connecting the siphon hose to another length of hose that is connected to
the drain tank, DO NOT insert the siphon hose into the fill pipe funnel past
the tag at the fitting end. If inserted too far, the upper portion of the siphon
 hose may pass through the check valve cage and then jam on attempted
removal.

4. Insert the hose into the guide funnel and into the fuel fill pipe. Some resistance may be encountered when
the tip of the siphon hose reaches the inlet check valve. Repeated probing may be necessary to slide the
hose tip through the check valve cage.

WARNING: Whenever fuel lines are removed, catch fuel in an approved

container. Container opening must be a minimum of 300 mm (12 in)
diameter to adequately catch the fluid.

NOTE: The fuel flow rate from the siphon hose will range from 1.1 L/min (0.3
gal/min) up to 3.8 L/min (1 gal/min), depending on whether it is gravity
siphoned or with an air-powered pump.

5. Begin the fuel siphoning process. Place the fuel into an approved fuel container.
6. Remove the siphon hose from the fuel fill pipe after draining is complete.

FUEL TANK REPLACEMENT (FWD)

Removal Procedure

WARNING: Do not allow smoking or the use of open flames in the area where
work on the fuel or EVAP system is taking place. Anytime work is
being done on the fuel system, disconnect the negative battery
cable, except for those tests where battery voltage is required.

1. Ensure that the fuel level in the tank is less than 1/4 full. If necessary, drain the fuel tank to at least this
level. Refer to Fuel Tank Draining .

WARNING: Fuel supply lines will remain pressurized for long periods of time
after the engine is shutdown. This pressure must be relieved before
servicing the fuel system.

2. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

3. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and
Connection .
4. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
5. Remove the exhaust system. Refer to Exhaust Muffler Replacement .
 Fig. 31: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

6. Disconnect the canister vent valve electrical connectors.

7. Disconnect the vent hose from the canister filter.
8. Disconnect the fuel tank vent pipe from the evaporative emission canister.

WARNING: Whenever fuel lines are removed, catch fuel in an approved

container. Container opening must be a minimum of 300 mm (12 in)
diameter to adequately catch the fluid.

CAUTION: Clean all fuel pipe connections and surrounding areas before
disconnecting the fuel pipes to avoid contamination of the fuel
system.
 9. Disconnect the chassis fuel supply line (2) from the fuel tank.

Fig. 32: View Of Fuel Filler Pipe, EVAP Vent & Fresh Air Hoses At Fuel Tank
Courtesy of GENERAL MOTORS CORP.

10. Disconnect the fuel filler tube, EVAP vent hose, and fresh air hose from the fuel tank.
11. Disconnect the fuel tank electrical connector and remove the electrical connector retainer from the rear
frame.
 Fig. 33: View Of Fuel Tank Heat Shield & Fuel Tank Assembly
Courtesy of GENERAL MOTORS CORP.

CAUTION: Do not bend the fuel tank straps. Bending the fuel tank straps may
cause damage to the straps.

NOTE: Do not lower the rear frame. It is not necessary to lower the rear frame for
fuel tank removal.

12. Support the fuel tank.

13. Remove the fuel tank strap bolts and fuel tank straps.
14. Lower the fuel tank from the underbody of the vehicle.
 15. If replacing the fuel tank, remove the fuel tank module assemblies. Refer to Fuel Tank Fuel Pump
Module Replacement and Fuel Tank Fuel Pump Module Replacement - Secondary.

Installation Procedure

1. If previously removed, install the fuel tank module assemblies. Refer to Fuel Tank Fuel Pump Module
Replacement and Fuel Tank Fuel Pump Module Replacement - Secondary.

Fig. 34: View Of Fuel Tank Heat Shield & Fuel Tank Assembly
Courtesy of GENERAL MOTORS CORP.

2. Install the fuel tank heat shield and fuel tank assembly to the vehicle.
 CAUTION: Refer to Fastener Caution .

3. Install the fuel tank straps and the fuel tank strap-to-body bolts and tighten to 25 N.m (18 lb ft).

Fig. 35: View Of Fuel Filler Pipe, EVAP Vent & Fresh Air Hoses At Fuel Tank
Courtesy of GENERAL MOTORS CORP.

4. Connect the fuel tank electrical connector and install the electrical connector retainer to the rear frame.
5. Connect the EVAP vent, and fresh air hoses to the fuel tank.
6. Connect the fuel filler tube to the fuel tank. Tighten the fuel filler tube clamp to 5 N.m (44 lb in).
 Fig. 36: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

7. Connect the chassis fuel supply line (2) to the fuel tank.
8. Connect the fuel tank vent pipe to the evaporative emission canister.
9. Connect the vent hose to the canister filter.
10. Connect the canister vent valve electrical connector.
11. Install the exhaust system. Refer to Exhaust Muffler Replacement .
12. Lower the vehicle.
13. Fill the fuel tank with gasoline.
14. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection .
15. Prime the fuel system:
1. Cycle the ignition ON for 5 seconds and then OFF for 10 seconds.
 2. Repeat the previous step twice.
3. Crank the engine until it starts. The maximum starter motor cranking time is 20 seconds.
4. If the engine does not start, repeat steps 15.1-15.3.

FUEL TANK REPLACEMENT (AWD)

Removal Procedure

WARNING: Do not allow smoking or the use of open flames in the area where
work on the fuel or EVAP system is taking place. Anytime work is
being done on the fuel system, disconnect the negative battery
cable, except for those tests where battery voltage is required.

1. Ensure that the fuel level in the tank is less than 1/4 full. If necessary, drain the fuel tank to at least this
level. Refer to Fuel Tank Draining .

WARNING: Fuel supply lines will remain pressurized for long periods of time
after the engine is shutdown. This pressure must be relieved before
servicing the fuel system.

2. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

3. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and
Connection .
4. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
5. Remove the exhaust system. Refer to Exhaust Muffler Replacement .
6. Remove the propeller shaft. Refer to Propeller Shaft Replacement .
 Fig. 37: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

WARNING: Whenever fuel lines are removed, catch fuel in an approved

container. Container opening must be a minimum of 300 mm (12 in)
diameter to adequately catch the fluid.

CAUTION: Clean all fuel pipe connections and surrounding areas before
disconnecting the fuel pipes to avoid contamination of the fuel
system.

7. Place a suitable container under the fuel line connection in order to catch any dripping fuel.
8. Remove the evaporative emission canister. Refer to Evaporative Emission Canister Replacement.
9. Disconnect the chassis fuel supply line (2) from the fuel tank.
 Fig. 38: View Of Fuel Filler Pipe, EVAP Vent & Fresh Air Hoses At Fuel Tank
Courtesy of GENERAL MOTORS CORP.

10. Disconnect the fuel filler tube, EVAP vent hose, and fresh air hose from the fuel tank.
11. Disconnect the fuel tank electrical connector and remove the electrical connector retainer from the rear
frame.
 Fig. 39: View Of Fuel Tank Heat Shield & Fuel Tank Assembly
Courtesy of GENERAL MOTORS CORP.

CAUTION: Do not bend the fuel tank straps. Bending the fuel tank straps may
cause damage to the straps.

12. Support the fuel tank.

13. Remove the fuel tank strap bolts and fuel tank straps.
14. Lower the front of the fuel tank (with shield), and pull the tank forward to clear the rear drive module.
15. If replacing the fuel tank, remove the fuel tank module assemblies. Refer to Fuel Tank Fuel Pump
Module Replacement and Fuel Tank Fuel Pump Module Replacement - Secondary.
16. If replacing the fuel tank, remove the heat shield from the tank.
Installation Procedure

1. If previously removed, install the fuel tank module assemblies. Refer to Fuel Tank Fuel Pump Module
Replacement and Fuel Tank Fuel Pump Module Replacement - Secondary.
2. If previously removed, install the heat shield to the fuel tank.

Fig. 40: View Of Fuel Tank Heat Shield & Fuel Tank Assembly
Courtesy of GENERAL MOTORS CORP.

3. Install the fuel tank heat shield and fuel tank assembly to the vehicle.

CAUTION: Refer to Fastener Caution .

4. Install the fuel tank straps and the fuel tank strap-to-body bolts.

Tighten: Tighten the bolts to 25 N.m (18 lb ft).

Fig. 41: View Of Fuel Filler Pipe, EVAP Vent & Fresh Air Hoses At Fuel Tank
Courtesy of GENERAL MOTORS CORP.

5. Connect the fuel tank electrical connector and install the electrical connector retainer to the rear frame.
6. Connect the EVAP vent, and fresh air hoses to the fuel tank.
7. Connect the fuel filler tube to the fuel tank.

Tighten: Tighten the fuel filler tube clamp to 5 N.m (44 lb in).
 Fig. 42: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

8. Connect the chassis fuel supply line (2) to the fuel tank.
9. Install the evaporative emission canister. Refer to Evaporative Emission Canister Replacement.
10. Install the propeller shaft. Refer to Propeller Shaft Replacement .
11. Install the exhaust system. Refer to Exhaust Muffler Replacement .
12. Lower the vehicle.
13. Fill the fuel tank with gasoline.
14. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection .
15. Prime the fuel system:
1. Cycle the ignition ON for 5 seconds and then OFF for 10 seconds.
2. Repeat the previous step twice.
 3. Crank the engine until it starts. The maximum starter motor cranking time is 20 seconds.
4. If the engine does not start, repeat steps 13.1-13.3.

FUEL SYSTEM CLEANING

Special Tools

SA9127E-7 Fuel Pressure/Flow Adapter

After it is determined that the fuel system is contaminated, the following procedure to clean it is recommended.

WARNING: Ensure that the vehicle is properly supported and squarely

positioned. To help avoid personal injury when a vehicle is on a
hoist, provide additional support for the vehicle on the opposite end
from which the components are being removed.

1. Place the vehicle on a hoist and open the hood.

WARNING: Do not allow smoking or the use of open flames in the area where
work on the fuel or EVAP system is taking place. Anytime work is
being done on the fuel system, disconnect the negative battery
cable, except for those tests where battery voltage is required.

WARNING: Refer to Battery Disconnect Warning .

2. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and
Connection .
3. Remove the fuel tank. Refer to Fuel Tank Replacement (FWD) or Fuel Tank Replacement (AWD).
4. Disconnect the fuel feed line at the fuel rail. Refer to Metal Collar Quick Connect Fitting Service.
5. With compressed air, blow out the fuel feed. Catch the fuel in a container at the opposite end of the line.
6. Remove the fuel tank modules. Refer to Fuel Tank Fuel Pump Module Replacement and/or Fuel Tank
Fuel Pump Module Replacement - Secondary.
7. Inspect the inlet filter on the primary pump. If plugged or damaged, the fuel pump module must be
replaced.
8. Flush the tank with hot water for at least 6 minutes. Invert and drain. All metal chips/debris must be
removed from the tank prior to installation.
9. Install the fuel pump modules to the fuel tank using a new fuel pump seal. Do not connect the fuel feed
line to the new filter.
10. Install the fuel tank to the vehicle.

CAUTION: Replace plastic fuel line retainers whenever the fuel supply or return
line is disconnected at the fuel rail. Install the new retainer into the
 female cavity of the connection. Care must be taken to ensure that
the locking tab is centered in the window of the female cavity. Firmly
press the female connection onto the male end until a click is heard,
then pull back to confirm engagement. Pinched, kinked, or damaged
fuel lines must be replaced.

11. Connect the fuel line to the fuel rail. Refer to Metal Collar Quick Connect Fitting Service.
12. Put at least 22.7 liters (6 gallons) of clean fuel into the fuel tank.
13. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection .
14. Connect a scan tool to the vehicle and turn the ignition ON.
15. Raise the vehicle on a hoist and install the male quick connect adapter SA9127E-7 into the fuel feed line.
16. Install the drain hose to the adapter and place the other end in an approved container.
17. Energize the fuel pump with the scan tool for 1-2 minutes. Refer to Energizing the Fuel Pump. This will
pump about 1.9 liters (2 quarts) of fuel and purge any debris in the fuel pump.
18. Disconnect the fuel drain hose adapter at the fuel feed line and connect the fuel line to the fuel filter.
19. Energize the fuel pump and check all connections for leaks.
20. De-energize the pump, lower the vehicle, and start the engine.

FUEL TANK FUEL PUMP MODULE REPLACEMENT

Special Tools

J-45722: Fuel Tank Sender Wrench

Removal Procedure

WARNING: Refer to Gasoline/Gasoline Vapors Warning .

1. Disconnect the crossover tube from the secondary fuel pump module. Refer to Fuel Tank Fuel Pump
Module Replacement - Secondary.
 Fig. 43: Fuel & Evaporative Emission Lines, & Electrical Connectors
Courtesy of GENERAL MOTORS CORP.

2. Disconnect the electrical connectors (1).

3. Disconnect the fuel and evaporative emission lines (2). Refer to Plastic Collar Quick Connect Fitting
Service .
 Fig. 44: Removing/Installing Cam Lock Ring
Courtesy of GENERAL MOTORS CORP.

4. Using the J-45722: wrench, remove the cam lock ring (1) by turning counterclockwise.
 Fig. 45: Primary Fuel Tank Module & O-Ring
Courtesy of GENERAL MOTORS CORP.

5. Remove the primary fuel tank module (1) and the O-ring (2).
6. If replacing the fuel pump module only, remove the primary fuel level sensor. Refer to Primary Fuel
Level Sensor Replacement.

Installation Procedure
 Fig. 46: Primary Fuel Tank Module & O-Ring
Courtesy of GENERAL MOTORS CORP.

1. If replacing the fuel pump module only, install the primary fuel level sensor. Refer to Primary Fuel
Level Sensor Replacement.
2. Install a NEW O-ring (2) and the primary fuel tank module (1).
 Fig. 47: Removing/Installing Cam Lock Ring
Courtesy of GENERAL MOTORS CORP.

3. Using the J-45722: wrench, install the cam lock ring (1) by turning clockwise.
 Fig. 48: Fuel & Evaporative Emission Lines, & Electrical Connectors
Courtesy of GENERAL MOTORS CORP.

4. Connect the electrical connectors (1).

5. Connect the fuel and evaporative emission lines (2). Refer to Plastic Collar Quick Connect Fitting
Service .
6. Connect the crossover tube to the secondary fuel pump module. Refer to Fuel Tank Fuel Pump Module
Replacement - Secondary.
7. Install the fuel tank. Refer to Fuel Tank Replacement (AWD) or Fuel Tank Replacement (FWD).

FUEL TANK FUEL PUMP MODULE REPLACEMENT - SECONDARY

Special Tools

CH-48482: Fuel Tank Sender Wrench

Removal Procedure

WARNING: Refer to Gasoline/Gasoline Vapors Warning .

1. Remove the fuel tank. Refer to Fuel Tank Replacement (AWD) or Fuel Tank Replacement (FWD).

Fig. 49: Electrical Connector & Evaporative Emission Line

Courtesy of GENERAL MOTORS CORP.

2. Disconnect the electrical connector (1).

3. Disconnect the evaporative emission line (2). Refer to Plastic Collar Quick Connect Fitting Service .
 Fig. 50: Removing/Installing Cam Lock Ring
Courtesy of GENERAL MOTORS CORP.

4. Using the CH-48482: wrench, remove the cam lock ring (1) by turning counterclockwise.
 Fig. 51: Crossover Tube & Plastic Retaining Tabs
Courtesy of GENERAL MOTORS CORP.

5. Partially raise the secondary fuel pump module and disconnect the crossover tube (1) by squeezing the
plastic retaining tabs (2).
 Fig. 52: Secondary Fuel Tank Module & O-Ring
Courtesy of GENERAL MOTORS CORP.

6. Remove the secondary fuel tank module (1) and the O-ring (2).

Installation Procedure
 Fig. 53: Crossover Tube & Plastic Retaining Tabs
Courtesy of GENERAL MOTORS CORP.

1. Partially install the secondary fuel pump module and connect the crossover tube (1) by sliding into
position.
 Fig. 54: Secondary Fuel Tank Module & O-Ring
Courtesy of GENERAL MOTORS CORP.

2. Install a NEW O-ring (2) and the secondary fuel tank module (1).
 Fig. 55: Removing/Installing Cam Lock Ring
Courtesy of GENERAL MOTORS CORP.

3. Using the CH-48482: wrench, install the cam lock ring (1) by turning clockwise.
 Fig. 56: Electrical Connector & Evaporative Emission Line
Courtesy of GENERAL MOTORS CORP.

4. Connect the electrical connector (1).

5. Connect the evaporative emission line (2). Refer to Plastic Collar Quick Connect Fitting Service .
6. Install the fuel tank. Refer to Fuel Tank Replacement (AWD) or Fuel Tank Replacement (FWD).

FUEL PUMP FLOW CONTROL MODULE REPLACEMENT

Fig. 57: Fuel Pump Flow Control Module
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Fuel Pump Flow Control Module Fastener

CAUTION:
1
Refer to Fastener Caution

Tighten: 8 N.m(71 lb in)

Fuel Pump Flow Control Module

Procedure
2
1. Open the spare tire compartment lid.
2. Disconnect the electrical connector.
3. If replacing, reprogram the module. Refer to Control Module References

FUEL TANK PRESSURE SENSOR REPLACEMENT

Fig. 58: Fuel Tank Pressure Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Lower the fuel tank. Refer to Fuel Tank Replacement (AWD) or Fuel Tank Replacement
(FWD).
2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Fuel Tank Pressure Sensor

Procedure
1
1. Use a flat bladed tool to remove the sensor.
2. Disconnect the electrical connector.

PRIMARY FUEL LEVEL SENSOR REPLACEMENT

Fig. 59: Primary Fuel Level Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the fuel pump module. Refer to Fuel Tank Fuel Pump Module Replacement.
Fuel Level Sensor

Procedure
1
1. Release the retaining tabs.
2. Disconnect the electrical connector.

FUEL TANK FILLER PIPE REPLACEMENT

Fig. 60: Fuel Tank Filler Pipe

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure

1. Remove the rear wheel house liner. Refer to Rear Wheelhouse Panel Liner Replacement
(Equinox) or Rear Wheelhouse Panel Liner Replacement (Terrain) .
2. Disconnect the evaporative emission lines. Refer to Plastic Collar Quick Connect Fitting
Service.
 Filler Pipe Fastener (Qty: 3)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m (89 lb in)

Fuel Tank Filler Pipe Clamp
2
Tighten: 4 N.m (35 lb in)
3 Fuel Tank Filler Pipe

FUEL PUMP COVER REPLACEMENT

Fig. 61: Fuel Pump Cover

Courtesy of GENERAL MOTORS CORP.
 Callout Component Name
Fuel Pump Cover Fastener (Qty: 3)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m(89 lb in)

2 Fuel Pump Cover

FUEL FEED PIPE REPLACEMENT (LAF)

Fig. 62: Fuel Feed Pipe (LAF)

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
2. Disconnect the fuel lines. Refer to Metal Collar Quick Connect Fitting Service.
Fuel Feed Pipe Fastener

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m (89 lb in)

2 Fuel Feed Pipe

FUEL PRESSURE SENSOR REPLACEMENT - FUEL FEED PIPE

Fig. 63: Fuel Pressure Sensor - Fuel Feed Pipe

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Fuel Pressure Sensor
 CAUTION:
Refer to Fastener Caution .

1 Procedure:
Disconnect the electrical connector.

Tighten: 9 N.m (80 lb in)

FUEL LINE REPLACEMENT - CHASSIS

Fig. 64: Fuel Line - Chassis

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

2. Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
3. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
4. Disconnect the quick connectors. Refer to Metal Collar Quick Connect Fitting Service and
Plastic Collar Quick Connect Fitting Service .
Fuel Feed Line
 Procedure:
1
Disengage the line from the plastic retainers.

FUEL FEED INTERMEDIATE PIPE REPLACEMENT

Fig. 65: Fuel Feed Intermediate Pipe

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Relieve the system pressure. Refer to Fuel Pressure Relief.

2. Remove the fuel pump cover. Refer to Fuel Pump Cover Replacement.
Fuel Feed Intermediate Pipe

CAUTION:
Refer to Fastener Caution .

Procedure
 1. DISCARD the pipe when removed, and install a NEW pipe.
2. Lubricate the pipes with silicon free engine oil. Refer to Adhesives, Fluids,
Lubricants, and Sealers .
3. Pressurize the fuel system and inspect for leaks.
1
Tighten

1. 16 N.m (12 lb ft)

2. 32 N.m (24 lb ft)

FUEL PUMP REPLACEMENT

Special Tools

EN-48896: High Pressure Fuel Pump Installation Alignment Gauge

Removal Procedure

1. Relieve the low and high side fuel system pressure. Refer to Fuel Pressure Relief.
 Fig. 66: High Pressure Fuel Pump Components
Courtesy of GENERAL MOTORS CORP.

2. Disconnect the engine wiring harness electrical connector from the high pressure fuel pump.
3. Remove the low pressure feed pipe. Refer to Fuel Feed Pipe Replacement (LAF).
4. Remove the high pressure pipe. Refer to Fuel Feed Intermediate Pipe Replacement. Discard this pipe.
5. Remove and discard the high pressure fuel pump bolts (1).
6. Remove the high pressure fuel pump (2).
7. Remove and discard the high pressure fuel pump O-ring (3).
8. Remove and discard the high pressure fuel pump gasket (4).
9. Remove the high pressure fuel pump roller lifter (5).

Installation Procedure

NOTE: The camshaft must be in the base circle position before the high pressure
fuel pump is installed.

1. Use the EN-48896: alignment gauge to ensure that the camshaft lobe is in the base circle position. At
base circle the tool will be flush with the head.
2. Lubricate the high pressure fuel pump cylinder head bore and roller lifter with camshaft prelube GM P/N
12345501 (Canadian P/N 992704) or equivalent.

Fig. 67: High Pressure Fuel Pump Components

Courtesy of GENERAL MOTORS CORP.

NOTE: The high pressure fuel pump gasket has a retaining feature to hold the
pump retaining bolts in place.

3. Install the high pressure fuel pump roller lifter (5).

4. Install a NEW high pressure fuel pump O-ring (3).
5. Position the NEW high pressure fuel pump gasket (4) and bolts (1) to the fuel pump.
6. Install the high pressure fuel pump (2). Force will be required while hand tightening the bolts.

CAUTION: Refer to Fastener Caution .

7. Tighten the high pressure fuel pump retaining bolts to 15 N.m (11 lb ft).
 8. Ensure the high pressure fuel pump and fuel rail fittings are clean prior to assembly.
9. Install a NEW high pressure fuel pipe. Refer to Fuel Feed Intermediate Pipe Replacement.
10. Install the fuel feed pipe to the high pressure fuel pump. Refer to Fuel Feed Pipe Replacement (LAF).
11. Connect the high pressure fuel pump wiring harness.
12. Install the fuel tank cap.

NOTE: If a fuel leak accrues at the fuel rail, the fuel rail will need to be replaced.

13. Inspect for leaks using the following procedure:

1. Turn ON the ignition, with the engine OFF for 2 seconds.
2. Turn OFF the ignition, for 10 seconds.
3. Turn ON the ignition, with the engine OFF.
4. Inspect for fuel leaks.
14. Install the pressure relief cap to the fuel feed pipe.
15. Install the high pressure fuel pump cover. Refer to Fuel Pump Cover Replacement.

FUEL INJECTION FUEL RAIL ASSEMBLY REPLACEMENT

Fig. 68: Fuel Injection Fuel Rail Assembly

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

2. Remove the intake manifold. Refer to Intake Manifold Replacement .
3. Remove the intermediate pipe. Refer to Fuel Feed Intermediate Pipe Replacement.
Fuel Injection Fuel Rail Fastener (Qty: 4)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 25 N.m (18 lb ft)

Fuel Injection Fuel Rail

Procedure
2
1. Disconnect the electrical connector.
2. It is necessary to rebuild the fuel injectors. Refer to Direct Fuel Injector
Replacement (LAF).

FUEL INJECTION FUEL RAIL FUEL PRESSURE SENSOR REPLACEMENT (LAF)

Fig. 69: Fuel Injection Fuel Rail Fuel Pressure Sensor (LAF)
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

2. Remove the intake manifold. Refer to Intake Manifold Replacement .
Fuel Pressure Sensor

CAUTION:
Refer to Fastener Caution .
1
Procedure:
Disconnect the electrical connector.

Tighten: 32 N.m (24 lb ft)

FUEL INJECTOR AND FUEL RAIL REPLACEMENT

Fig. 70: Fuel Injector & Fuel Rail

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief.

2. Remove the intake manifold. Refer to Intake Manifold Replacement .
3. Remove the fuel feed intermediate pipe. Refer to Fuel Feed Intermediate Pipe Replacement.
Fuel Injection Fuel Rail Fastener (Qty: 4)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 25 N.m (18 lb ft)

Fuel Injection Fuel Rail

Procedure

1. Disconnect the electrical connector.

2 2. Remove the fuel rail and injectors as an assembly. Refer to Fuel Rail and Injectors
Removal .
3. It is necessary to rebuild the fuel injectors. Refer to Direct Fuel Injector
Replacement (LAF).
4. Install the fuel rail and injectors as an assembly. Refer to Fuel Rail and Injectors
Installation .

DIRECT FUEL INJECTOR REPLACEMENT (LAF)

Removal Procedure

1. Relieve the high side fuel system pressure. Refer to Fuel Pressure Relief.

NOTE: The fuel injectors have an alignment feature, note the position of the
injectors alignment for installation.

2. Remove the fuel injection fuel rail assembly. Refer to Fuel Injection Fuel Rail Fuel Pressure Sensor
Replacement (LAF).
 Fig. 71: Fuel Injector Retainers
Courtesy of GENERAL MOTORS CORP.

3. Remove and discard the fuel injector retainers (1).

4. Clean and inspect the fuel rail and injectors. Refer to Fuel Rail and Injectors Cleaning and Inspection .

Installation Procedure
 Fig. 72: Fuel Injector Retainers
Courtesy of GENERAL MOTORS CORP.

1. Install NEW fuel injector retainers (1).

NOTE: The fuel injectors have an alignment feature and must be reinstalled as
noted during removal.

2. Install the fuel injection fuel rail assembly. Refer to Fuel Injection Fuel Rail Fuel Pressure Sensor
Replacement (LAF).

EVAPORATIVE EMISSION CANISTER PURGE SOLENOID VALVE REPLACEMENT

Fig. 73: Evaporative Emission Canister Purge Solenoid Valve
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
2. Disconnect the evaporative emission pipes. Refer to Plastic Collar Quick Connect Fitting
Service.
Evaporative Emission Canister Purge Solenoid Fastener

CAUTION:
1
Refer to Fastener Caution .

Tighten: 25 N.m(18 lb ft)

Evaporative Emission Canister Purge Solenoid
2 Procedure:
Disconnect the electrical connector.
EVAPORATIVE EMISSION CANISTER PURGE TUBE REPLACEMENT

Fig. 74: Evaporative Emission Canister Purge Tube

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure

1. Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
2. Disconnect the plastic quick connectors. Refer to Plastic Collar Quick Connect Fitting Service .
1 Evaporative Emission Canister Purge Tube

EVAPORATIVE EMISSION CANISTER VENT SOLENOID VALVE REPLACEMENT

Removal Procedure
 Fig. 75: Rotating EVAP Canister Vent Valve
Courtesy of GENERAL MOTORS CORP.

1. Remove the evaporative emission (EVAP) canister. Refer to Evaporative Emission Canister
Replacement.
2. Rotate the EVAP canister vent valve counterclockwise to release from the locked position.
 Fig. 76: View Of EVAP Canister Vent Valve
Courtesy of GENERAL MOTORS CORP.

3. Remove the vent valve from the EVAP canister.

Installation Procedure
 Fig. 77: View Of EVAP Canister Vent Valve
Courtesy of GENERAL MOTORS CORP.

1. Insert the EVAP canister vent solenoid valve into the EVAP canister, with the valve aligned to the
released position.
 Fig. 78: Rotating EVAP Canister Vent Valve
Courtesy of GENERAL MOTORS CORP.

2. Rotate vent valve clockwise to secure into the locked position.

3. Install the EVAP canister. Refer to Evaporative Emission Canister Replacement.

EVAPORATIVE EMISSION LINE REPLACEMENT - CANISTER TO TANK

Fig. 79: Evaporative Emission Line - Canister to Tank
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure

1. Remove the fuel tank. Refer to Fuel Tank Replacement (FWD) or Fuel Tank Replacement
(AWD).
2. Disconnect the plastic quick connects. Refer to Plastic Collar Quick Connect Fitting Service.
Evaporative Emission Line Canister to Tank
1 Procedure:
Disconnect the electrical connector.

EVAPORATIVE EMISSION LINE REPLACEMENT - ENGINE TO CHASSIS

Fig. 80: Evaporative Emission Line - Engine to Chassis
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure

1. Disconnect the evaporative emission lines. Refer to Plastic Collar Quick Connect Fitting
Service.
2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Evaporative Emission Line Engine-Chassis
1 Procedure:
Remove the line from the plastic retainers.

EVAPORATIVE EMISSION CANISTER REPLACEMENT

Removal Procedure
 Fig. 81: View Of EVAP Canister, Hose/Pipes & EVAP Vent Solenoid Electrical Connector
Courtesy of GENERAL MOTORS CORP.

NOTE: The EVAP emissions canister is located under the center of the vehicle. It
has 3 EVAP line connections:

 The EVAP fresh air

 The EVAP vent
 The EVAP purge

1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .

CAUTION: Clean all fuel pipe connections and surrounding areas before
disconnecting the fuel pipes to avoid contamination of the fuel
system.

2. Disconnect the EVAP canister fresh air hose/pipe from the fuel tank fresh air hose/pipe (2). Refer to
Plastic Collar Quick Connect Fitting Service .
3. Disconnect the EVAP canister vent hose/pipe from the EVAP canister. Refer to Plastic Collar Quick
Connect Fitting Service .

Fig. 82: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

4. Disconnect the EVAP canister purge hose/pipe (1) from the EVAP canister.
5. Remove the EVAP canister-to-underbody nuts (3).
6. Lower the EVAP canister.
 Fig. 83: View Of EVAP Canister, Hose/Pipes & EVAP Vent Solenoid Electrical Connector
Courtesy of GENERAL MOTORS CORP.

7. Disconnect the EVAP vent solenoid electrical connector (1).

8. Remove the EVAP canister (4) from the vehicle.

Installation Procedure
 Fig. 84: View Of EVAP Canister, Hose/Pipes & EVAP Vent Solenoid Electrical Connector
Courtesy of GENERAL MOTORS CORP.

1. Connect the EVAP vent solenoid electrical connector (1).

2. Install the EVAP canister (4) to the underbody of the vehicle.
 Fig. 85: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

CAUTION: Refer to Fastener Caution .

3. Install the EVAP canister-to-underbody nuts (3).

Tighten: Tighten the nuts to 9 N.m (80 lb in).

4. Connect the EVAP canister purge hose/pipe (1) to the EVAP canister.
 Fig. 86: View Of EVAP Canister, Hose/Pipes & EVAP Vent Solenoid Electrical Connector
Courtesy of GENERAL MOTORS CORP.

5. Connect the EVAP canister vent hose/pipe (3) to the EVAP canister. Refer to Plastic Collar Quick
Connect Fitting Service .
6. Connect the EVAP canister fresh air hose/pipe to the fuel tank fresh air hose/pipe (2). Refer to Plastic
Collar Quick Connect Fitting Service .
7. Lower the vehicle.

EVAPORATIVE EMISSION SYSTEM CLEANING

Special Tools

J 41413-200 Evaporative Emission System Tested. See Special Tools .

For equivalent regional tools, refer to Special Tools .

Inspection Procedure
 CAUTION: Use the EVAP Pressure/Purge Diagnostic Station J 41413 in order to
provide a clean, dry, low pressure gas source. Do not substitute any other
pressurized gas source. Damage may result to the EVAP system.

NOTE: Proceed with the following procedure only if referenced by an evaporative

emission (EVAP) diagnostic or repair procedure.

1. Turn OFF the ignition.

2. Remove the EVAP canister purge valve. Refer to Evaporative Emission Canister Purge Solenoid
Valve Replacement.
3. Lightly tap the EVAP canister purge valve on a hard surface.
4. Inspect for carbon particles exiting either of the vacuum ports.
 If no carbon particles were detected, but a blockage was detected during a diagnostic procedure,
install the original EVAP canister purge valve. Continue with the cleaning procedure.
 If carbon particles are found during the inspection procedure, continue with the cleaning procedure.

 If a diagnostic procedure directed you to replace the EVAP canister purge valve and no carbon
particles were detected, replace the EVAP canister purge valve. Return to the published service
procedure.

Cleaning Procedure

1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
2. Remove the EVAP canister. Refer to Evaporative Emission Canister Replacement.
3. Turn OFF the main valve on the J 41413-200 . See Special Tools .
4. Disconnect the hose from the diagnostic station pressure regulator.
5. Using a section of vacuum hose, connect one end onto the EVAP pressure/purge diagnostic station
pressure regulator.
6. Connect the other end of the vacuum hose to the canister side of the purge pipe.
7. Turn ON the main nitrogen cylinder valve and continue to discharge nitrogen for 15 seconds.
8. If the nitrogen does not clear the blockage, replace the purge pipe.
9. Return the EVAP pressure/purge diagnostic station to the stations original condition.
10. Install a new EVAP canister. Refer to Evaporative Emission Canister Replacement.
11. Lower the vehicle.
12. Install a new EVAP canister purge valve. Refer to Evaporative Emission Canister Purge Solenoid
Valve Replacement.
13. Return to the diagnostic table that sent you here.

IGNITION COIL REPLACEMENT

Removal Procedure
 Fig. 87: View Of Ignition Coils & Connectors
Courtesy of GENERAL MOTORS CORP.

1. Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
2. Disconnect the engine wiring harness electrical connectors (1) from the ignition coil(s) (2).
 Fig. 88: View Of Ignition Coils
Courtesy of GENERAL MOTORS CORP.

3. Remove the ignition coil bolt(s).

4. Remove the ignition coil(s).

Installation Procedure
 Fig. 89: View Of Ignition Coils
Courtesy of GENERAL MOTORS CORP.

1. Install the ignition coil(s).

CAUTION: Refer to Fastener Caution .

2. Install the ignition coil bolt(s) and tighten to 10 N.m (89 lb in).
 Fig. 90: View Of Ignition Coils & Connectors
Courtesy of GENERAL MOTORS CORP.

3. Connect the engine wiring harness electrical connector(s) (1) to the ignition coil(s) (2).
4. Install the intake manifold cover. Refer to Intake Manifold Cover Replacement .

SPARK PLUG REPLACEMENT

Removal Procedure

CAUTION: This engine has aluminum cylinder heads. Do not remove the spark plugs
from a hot engine, allow it to cool first. Removing the spark plugs from a
hot engine may cause spark plug thread damage or cylinder head damage.
 Fig. 91: View Of Ignition Coils
Courtesy of GENERAL MOTORS CORP.

1. Remove the ignition coil(s). Refer to Ignition Coil Replacement.

NOTE: Make sure that any water and/or debris is blown out of the spark plug
holes prior to removing the spark plugs.

2. Remove the spark plugs using a 5/8 inch spark plug socket.

Installation Procedure
 Fig. 92: View Of Ignition Coils
Courtesy of GENERAL MOTORS CORP.

CAUTION: Refer to Fastener Caution .

CAUTION: Do not coat spark plug threads with anti-seize compound. If anti-
seize compound is used and spark plugs are over-torqued, damage
to the cylinder head threads may result.

1. Install the spark plugs.

Specification: The spark plug gap is 1.0 mm (0.040 in).

 Tighten: Tighten the plugs to 20 N.m (15 lb ft).

2. Install the ignition coil(s). Refer to Ignition Coil Replacement.

SPARK PLUG INSPECTION

Spark Plug Usage

 Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions.
Refer to Ignition System Specifications for the correct spark plug.
 Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following
conditions:
 Spark plug fouling - colder plug

 Pre-ignition causing spark plug and/or engine damage - hotter plug

Spark Plug Inspection

 Fig. 93: Cross Sectional View Of Spark Plug
Courtesy of GENERAL MOTORS CORP.

 Inspect the terminal post (1) for damage.

 Inspect for a bent or broken terminal post (1).

 Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should
NOT move.
 Fig. 94: Inspecting Spark Plug For Flashover Or Carbon Tracking Soot
Courtesy of GENERAL MOTORS CORP.

 Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge
traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following
conditions:
 Inspect the spark plug boot for damage.

 Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A
 spark plug boot that is saturated causes arcing to ground.

Fig. 95: Inspecting Spark Plug Insulator

Courtesy of GENERAL MOTORS CORP.

 Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead
of the electrodes (3, 4).
 Fig. 96: Cutaway View Of Spark Plug
Courtesy of GENERAL MOTORS CORP.

 Inspect for evidence of improper arcing.

 Measure the gap between the center electrode (4) and the side electrode (3) terminals. Refer to
Ignition System Specifications . An excessively wide electrode gap can prevent correct spark plug
operation.
 Inspect for the correct spark plug torque. Refer to Ignition System Specifications . Insufficient
 torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator
(2) to crack.
 Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4).

 Inspect for a broken or worn side electrode (3).

 Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug.

 A rattling sound indicates internal damage.

 A loose center electrode (4) reduces the spark intensity.

 Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap.

 Inspect for worn or missing platinum pads on the electrodes (3, 4) If equipped.

 Inspect for excessive fouling.

 Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the
spark plug not to seat correctly during installation.

Spark Plug Visual Inspection

 Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal
combustion by-products from fuels with additives.
 Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions:
 Rich fuel mixtures

 Leaking fuel injectors

 Excessive fuel pressure

 Restricted air filter element

 Incorrect combustion

 Reduced ignition system voltage output

 Weak coils

 Worn ignition wires

 Incorrect spark plug gap

 Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that
normal combustion deposits may not burn off.
 Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating,
reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a
glazing over the electrode.

CRANKSHAFT POSITION SENSOR REPLACEMENT

Fig. 97: Crankshaft Position Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the starter. Refer to Starter Replacement (LAF) or Starter Replacement (LF1) .
Crankshaft Position Sensor Fastener

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m (89 lb in)

Crankshaft Position Sensor
2 Procedure:
Disconnect the electrical connector.

CAMSHAFT POSITION SENSOR REPLACEMENT - INTAKE

Removal Procedure
 Fig. 98: View Of Intake Manifold Cover & Attachments
Courtesy of GENERAL MOTORS CORP.

1. Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
2. Remove the fuel pump cover. Refer to Fuel Pump Cover Replacement.
3. Disconnect the engine wiring harness electrical connector (7) from the intake camshaft position (CMP)
sensor (6).
 Fig. 99: CMP Sensor
Courtesy of GENERAL MOTORS CORP.

4. Remove the CMP sensor bolt.

5. Remove the CMP sensor.

Installation Procedure
 Fig. 100: CMP Sensor
Courtesy of GENERAL MOTORS CORP.

NOTE: Inspect the CMP sensor for damage, replace as necessary.

1. Lubricate the CMP sensor O-ring seal with clean engine oil.
2. Install the CMP sensor.

CAUTION: Refer to Fastener Caution .

3. Install the CMP sensor bolt and tighten to 10 N.m (89 lb in).
 Fig. 101: View Of Intake Manifold Cover & Attachments
Courtesy of GENERAL MOTORS CORP.

4. Connect the engine wiring harness electrical connector (7) to the intake CMP sensor (6).
5. Install the fuel pump cover. Refer to Fuel Pump Cover Replacement
6. Install the intake manifold cover. Refer to Intake Manifold Cover Replacement .

CAMSHAFT POSITION SENSOR REPLACEMENT - EXHAUST

Fig. 102: Camshaft Position Sensor - Exhaust
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
Camshaft Position Sensor Fastener

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m(89 lb in)

Camshaft Position Sensor - Exhaust

Procedure
2
1. Lube the O-ring with clean engine oil.
2. Disconnect the electrical connector.
CAMSHAFT POSITION ACTUATOR SOLENOID VALVE REPLACEMENT

Removal Procedure

1. Remove the air cleaner outlet duct. Refer to Air Cleaner Outlet Resonator Replacement.
2. Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .

Fig. 103: Identifying Engine Wiring Harness Electrical Connectors

Courtesy of GENERAL MOTORS CORP.

3. Disconnect the engine wiring harness electrical connectors (2, 3) from the appropriate camshaft position
(CMP) actuator solenoid valve.
 Fig. 104: CMP Actuator Solenoid Valve
Courtesy of GENERAL MOTORS CORP.

4. Remove the exhaust CMP actuator solenoid valve bolt and valve (1), if required.
5. Remove the intake CMP actuator solenoid valve bolt and valve (2), if required.
6. Inspect the CMP actuator solenoid valve O-ring seals for damage, replace as necessary.

Installation Procedure
 Fig. 105: CMP Actuator Solenoid Valve
Courtesy of GENERAL MOTORS CORP.

1. Lubricate the CMP actuator solenoid valve O-ring seals with clean engine oil.

CAUTION: Refer to Fastener Caution .

2. Install the intake CMP actuator solenoid valve (2) and bolt, if required.

Tighten: Tighten the bolt to 10 N.m (89 lb in).

3. Install the exhaust CMP actuator solenoid valve (1) and bolt, if required.

Tighten: Tighten the bolt to 10 N.m (89 lb in).

Fig. 106: Identifying Engine Wiring Harness Electrical Connectors

Courtesy of GENERAL MOTORS CORP.

4. Connect the engine wiring harness electrical connectors (2, 3) to the appropriate CMP actuator solenoid
valve.
 5. Install the intake manifold cover. Refer to Intake Manifold Cover Replacement .
6. Install the air cleaner outlet duct. Refer to Air Cleaner Outlet Resonator Replacement.

KNOCK SENSOR REPLACEMENT

Fig. 107: Knock Sensor

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the starter. Refer to Starter Replacement (LAF) or Starter Replacement (LF1)
Knock Sensor Fastener

CAUTION:
1
Refer to Fastener Caution .

Tighten: 25 N.m (18 lb in)

Knock Sensor
2 Procedure:
Disconnect the electrical connector.
AIR CLEANER ELEMENT REPLACEMENT

Fig. 108: Air Cleaner Element

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Disconnect the air cleaner outlet duct from the air cleaner. Refer to Air Cleaner Outlet Duct
Replacement .
Air Cleaner Fastener (Qty: 4)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 5 N.m (44 lb in)

Air Cleaner Element

Procedure
2
1. Disconnect the mass airflow with intake air temperature sensor.
2. Disconnect the throttle inlet absolute pressure sensor.
AIR CLEANER ASSEMBLY REPLACEMENT

Fig. 109: Air Cleaner Assembly

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Disconnect the air cleaner outlet duct from the air cleaner assembly. Refer to Air Cleaner Outlet
Resonator Replacement.
2. If required, remove the throttle inlet absolute pressure sensor. Refer to Throttle Inlet Absolute
Pressure Sensor Replacement .
3. If required, remove the mass airflow sensor. Refer to Mass Airflow Sensor with Intake Air
Temperature Sensor Replacement .
Air Cleaner Assembly Fastener (Qty: 2)

CAUTION:
1
Refer to Fastener Caution

Tighten: 10 N.m (89 lb in)

2 Air Cleaner Assembly

AIR CLEANER OUTLET DUCT REPLACEMENT

Fig. 110: Air Cleaner Outlet Duct
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Disconnect the PCV valve from the resonator. Refer to Positive Crankcase Ventilation
Hose/Pipe/Tube Replacement .
Resonator Clamps (Qty: 2)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 5 N.m (44 lb in)

2 Air Cleaner Outlet Resonator

AIR CLEANER OUTLET RESONATOR REPLACEMENT

Fig. 111: Air Cleaner Outlet Resonator
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Disconnect the PCV valve from the resonator. Refer to Positive Crankcase Ventilation
Hose/Pipe/Tube Replacement .
Resonator Clamps (Qty: 2)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 5 N.m (44 lb in)

2 Air Cleaner Outlet Resonator

AIR CLEANER INLET DUCT AND RESONATOR REPLACEMENT

Fig. 112: Air Cleaner Inlet Duct & Resonator
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the front wheelhouse panel. Refer to Front Wheelhouse Liner Replacement (Equinox) or
Front Wheelhouse Liner Replacement (Terrain) .
Front Intake Air Duct Fastener (Qty: 2)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m (89 lb in)

Front Intake Air Duct
2 Procedure:
Disconnect the electrical connector.
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

SCHEMATIC AND ROUTING DIAGRAMS

ENGINE CONTROLS SCHEMATICS

Fig. 1: Module Power, Ground, Serial Data, and MIL (LAF)

Courtesy of GENERAL MOTORS CORP.
Fig. 2: 5V1 and Low Reference Bus (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 3: 5V2, 5V3, 5V4, and Low Reference Bus (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 4: Engine Data Sensors - Pressure, Temperature, and Throttle Controls (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 5: Engine Data Sensors - Oxygen Sensors (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 6: Ignition Controls - Ignition System (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 7: Ignition Controls - CKP, CMP, KS Sensors, and CMP Actuators (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Fuel Controls - Fuel Injectors, Fuel Rail Pressure Sensor, and High Pressure Fuel Pump (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 9: Fuel Controls - Fuel Pump Flow Control (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 10: Fuel Controls - EVAP and Fuel Economy Controls (LAF)
Courtesy of GENERAL MOTORS CORP.
Fig. 11: Subsystem References (LAF)
Courtesy of GENERAL MOTORS CORP.
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

SPECIAL TOOLS AND EQUIPMENT

SPECIAL TOOLS

Illustration Tool Number/Description

CH 39194-C
Oxygen Sensor Remover/Installer

CH 41769-1
Fuel Line Quick Connect Separator 3/8

CH 41769-2
Fuel Line Quick Connect Separator 5/16

CH 42242
Fuel Pressure Test Hose Adapter
 CH 47831
Fuel Line Disconnect Tool

CH 47976
Active Fuel Injector Tester

CH 47976-60
AFIT Harness Adapter

CH 47976-75
Fuel Injector Harness Adapter
 CH 48027
Digital Pressure Gauge

CH 48096
EVAP Service Access Port Tool

CH 48482
Fuel Sender Lock Ring Wrench

CH 49290
Centering Adapter Engine Subframe

EL 39021-460
Fuel Injector Test Adapter

EN 32 025 012
Sliding Hammer Adapter

EN 46577
Oxygen Sensor Remover/Installer

EN 46786 (32 025 013)

Injector Removal Tool
 EN 46790 (32 025 005)
Puller

EN 46843
Quick Connect Release Tool

EN 46999
Displacement On Demand Electric Tool

EN 47632 (32 025 010)

Cleaning Tool
 EN 47969
Fuel Supply Diagnostic Hose

EN 48248
Cylinder Compression Pressure Gauge

EN 48266
Injector Seal Installer/Sizer

EN 48278
Sub Fuel Pump Locking Ring Remover/Installer

EN 48279
Main Fuel Pump Locking Ring Remover/Installer
 EN 48303
Fuel Filter Housing Holder

EN 48304
Fuel Filter Locker Installer/Remover

EN 48357
Injector Remover

EN 48536
Frame Support Tool (Engine Lower 65 mm Kit)
 EN 48565
EGR Test Harness

EN 48896
HP Fuel Pump Installation Alignment Gauge

EN 49232
Fuel Pump Lock Ring Remover

EN 49774
Fuel Injector Remover
 EN 49799
Fuel Pressure Gauge Adapter

EN 83 95 261
Fuel Line Tool

J 22610
Keystone Clamp Pliers

J 23738-A (GE 23738-A)

Vacuum Pump

J 24460-A
Cooling System Pressure Tester
 J 25070
Heat Gun 260-399°C (500-750°F)

J 2619-01 (DT 2619-01)

Slide Hammer

J 26792 (EL 26792)

HEI Spark Tester

J 34730-262 (CH 34730-262)

Fuel Pressure Test Gauge Adapter

J 34730-375
Injector Test Lamp
 J 34730-405 (EL 34730-405)
Injector Test Lamp

J 35800-A (CH 35800-A)

Fuel Injector Cleaner

J 36012-A
Ignition System Diagnostic Harness
 J 36850 (DT 36850)
Transjel Lubricant

J 37281-A (EN 37281-A)

Injector Remover

J 37287 (EN 37287)

Fuel Line Shut-Off Adaptors (Flex Fuel)

J 38491
Spark Plug Boot Removal Tool
 J 38522 (EN 38522)
Variable Signal Generator

J 38641-B (CH 38641-C)

Diesel Fuel Quality Tester

J 39021 (EL 39021)

Fuel Injector Coil and Balancer Tester

J 39021-210 (EL 39021-210)

Injector Tester Adapter Box
 J 39021-380 (CH 39021-380)
Fuel Injector Harness Adapter

J 39021-450 (CH 39021-450)

Fuel Injector Harness Adapter

J 39765
Fuel Sender Locknut Wrench

J 41413-200 (GE 41413-200)

Evaporative Emissions System Tester (EEST)
 J 41413-300 (GE 41413-300)
EVAP Cap and Plug Kit

J 41413-SPT (GE 41413-SPT)

High Intensity White Light

J 41413-VLV (EN 41413-VLV)

EVAP Service Port Vent Fitting
 J 41415-30
Fuel Tank Cap Adapter

J 41415-40 (GE 41415-40)

Fuel Tank Cap Adapter

J 41415-50 (GE 41415-50)

Fuel Tank Cap Adapter

J 41515-A
Glow Plug Socket

J 41769 (EN 41769) (KM J 41769)

Fuel Line Disconnect Tool Set

J 42220 (CH 42220)

Universal 12-Volt Leak Detection Lamp

J 42242 (CH 42242)

Fuel Pressure Gauge Adapter

J 42598-B
Vehicle Data Recorder

J 42960-2 (CH 42960-2)

Fuel Flapper Door Holder

J 42982 (CH 42982)

Fuel Pressure Gauge Adapter

J 43094
Spark Plug Boot Puller

J 43178 (CH 43178)

Fuel Line Disconnect Tool
 J 43244 (EL 43244)
Relay Puller Pliers

J 43883
Ignition System Diagnosis Harness

J 43936 (EN 43936)

Fuel Pressure Adapter Cap

J 43937 (EN 43937)

Fuel Pressure Adapter Lines
 J 44175 (CH 44175)
Fuel Composition Tester

J 44402
Fuel Tank Sending Unit Wrench

J 44581 (CH 44581)

Fuel Line Disconnect Tool
 J 44602 (EN 44602)
Injector Test Adapter

J 44603 (CH 44603)

Injector Test Lamp

J 45004 (CH 45004)

Fuel Tank Drain Hose

J 45059
Angle Meter
 J 45722 (CH 45722)
Fuel Sender Lock Ring Wrench

J 45747 (CH 45747)

Wrench, Fuel Sending Unit

J 45861 (CH 45861)

ECT Sensor Socket

J 45873 (CH 45873)

Fuel Return Volume Test Kit

J 45873-30 (EN 45873-30)

Injector Flow Test Adapter
 J 46091 (EN 46091)
Charge Air Cooler Tester

J 46091-5 (EN 46091-5)

Charge Air Cooler Tester Adapter

J 46091-15 (EN 46091-15)

Engine Pressure Test Adapter
J 46594 (EN 46594)
Fuel Injector Puller

KM 6009
Remover/Installer

KM 807
Closure Plugs
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

SPECIFICATIONS
TEMPERATURE VERSUS RESISTANCE

°C °F OHMS
Temperature vs Resistance Values (Approximate)
150 302 47
140 284 60
130 266 77
120 248 100
110 230 132
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-10 14 16180
-15 5 21450
-20 -4 28680
-30 -22 52700
-40 -40 100700

ALTITUDE VERSUS BAROMETRIC PRESSURE

Barometric Pressure Barometric Pressure

Altitude Measured in Altitude Measured in Measured in Measured in Pounds
 Meters (m) Feet (ft) Kilopascals (kPa) Per Square Inch (psi)
Determine your altitude by contacting a local weather station or by using another reference source.
4 267 14,000 56-64 8.1-9.3
3 962 13,000 58-66 8.4-9.6
3 658 12,000 61-69 8.8-10.0
3 353 11,000 64-72 9.3-10.4
3 048 10,000 66-74 9.6-10.7
2 743 9,000 69-77 10.0-11.2
2 438 8,000 71-79 10.3-11.5
2 134 7,000 74-82 10.7-11.9
1 829 6,000 77-85 11.2-12.3
1 524 5,000 80-88 11.6-12.8
1 219 4,000 83-91 12.0-13.2
914 3,000 87-95 12.6-13.8
610 2,000 90-98 13.1-14.2
305 1,000 94-102 13.6-14.8
0 0 Sea Level 96-104 13.9-15.1
-305 -1,000 101-105 14.6-15.2

IGNITION SYSTEM SPECIFICATIONS

Specification
Application Metric English
Ignition Type Individual Ignition Coil/Module Assemblies
Firing Order 1-3-4-2
Spark Plug Torque 20 N.m 15 lb ft
Spark Plug Gap 1.0 mm 0.035 in

FASTENER TIGHTENING SPECIFICATIONS

Specification
Application Metric English
Accelerator Pedal Position (APP) Sensor Bolt 25 N.m 18 lb ft
Air Cleaner Bolt 10 N.m 89 lb in
Air Cleaner Outlet Duct Clamp 4 N.m 35 lb in
Camshaft Position (CMP) Actuator Solenoid Valve Bolt 10 N.m 89 lb in
Camshaft Position (CMP) Sensor Bolt 10 N.m 89 lb in
Crankshaft Position (CKP) Sensor Bolt 10 N.m 89 lb in
Engine Coolant Temperature (ECT) Sensor 22 N.m 16 lb ft
Evaporative Emission (EVAP) Canister Nut 9 N.m 80 lb in
Evaporative Emission (EVAP) Purge Solenoid Bracket Bolt 10 N.m 89 lb in
Fuel Fill Tube Clamp 5 N.m 44 lb in
Fuel Fill Tube Bracket Bolt 9 N.m 80 lb in
Fuel Injection Fuel Rail Pressure Sensor 32 N.m 24 lb ft
Fuel Injection Rail Fastener 25 N.m 18 lb ft
Fuel Pump Retaining Bolts 15 N.m 11 lb ft
Fuel Tank Strap Bolt 25 N.m 18 lb ft
Heated Oxygen Sensor (HO2S) 42 N.m 31 lb ft
Ignition Coil Bolt 10 N.m 89 lb in
Knock Sensor Bolt 23 N.m 17 lb ft
Left Rear Brake Line Fitting to Brake Crossover Pipe 18 N.m 13 lb ft
Mass Air Flow (MAF)/Intake Air Temperature Sensor
4 N.m 35 lb in
Screw
Rear Exhaust Manifold Heat Shield Bolt 50 N.m 37 lb ft
Spark Plug 20 N.m 15 lb ft
Throttle Body Bolt 10 N.m 89 lb in

ADHESIVES, FLUIDS, LUBRICANTS, AND SEALERS

GM Part Number
Application Type of Material United States Canada
All Purpose Parts Cleaner Cleaner 12378553 88900920
Anti-Seize Compound Lubricant 88862477 88862478
Coolant Temperature Sensor Threads Sealant 12346004 10953480
Engine Oil 5W-30 Oil 12345610 993193
Fuel Injection Fuel Rail Bolts Threadlock 12345382 10953489
Intake Air Temperature Sensor Threads Sealant 12346004 10953480
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.2L or 2.4L - Equinox & Terrain

SYMPTOMS - ENGINE CONTROLS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.

SYMPTOMS DESCRIPTION

Symptoms covers conditions that are not covered by DTCs. Certain conditions can cause multiple symptoms.
These conditions are listed together under Symptoms Testing. Conditions that may only cause specific
symptoms are listed separately under Additional Symptoms Testing. Perform the Symptoms Testing before
using the Additional Symptoms Testing.

SYMPTOMS DEFINITION

Backfire

The fuel ignites in the intake manifold or in the exhaust system, making a loud popping noise.

Cuts Out, Misses

A steady pulsation or jerking that follows engine speed, which is usually more pronounced as the engine
load increases. This condition is not normally felt above 1,500 RPM or 48 km/h (30 mph). The exhaust
has a steady spitting sound at idle or at low speed.

Detonation/Spark Knock

A mild to severe ping which usually occurs worse while under acceleration. The engine makes sharp
metallic knocks that change with throttle opening.

Dieseling, Run-On

The engine continues to run after the key is turned OFF, but runs very rough.

Engine Control Module (ECM) Commanded Reduced Engine Power

The ECM illuminates the Reduced Engine Power lamp and will limit engine power under potential
engine/vehicle damaging or emissions related conditions. A DTC may not be set.

Fuel Odor

A noticeable smell of unburned fuel.

Hard Start

The engine cranks OK, but does not start for a long time. The vehicle does eventually run, or may start
but immediately stall.

Hesitation, Sag, Stumble

A momentary lack of response as the accelerator is pushed down. This condition can occur at any vehicle
speed. This condition is usually more pronounced when first trying to make the vehicle move, as from a
stop. This condition may cause the engine to stall in severe conditions.

Lack of Power, Sluggishness, or Sponginess

The engine delivers less than expected power. Little or no increase in vehicle speed when the accelerator
pedal is pushed down part way.

Poor Fuel Economy

Fuel economy, as measured by an actual road test, is noticeably lower than expected. Also, the fuel
economy is noticeably lower than it was on this vehicle at one time, as previously shown by an actual
road test.

Rough, Unstable, or Incorrect Idle and Stalling

The engine runs unevenly at idle. If severe, the engine or the vehicle may shake. Engine idle speed may
vary. Either condition may be severe enough to stall the engine.

Surges/Chuggles

An engine power variation under steady throttle or cruise. Feels like the vehicle speeds up and slows
down with no change in the accelerator pedal position.

SYMPTOMS VERIFICATION

Before using the Symptom tables, perform the following inspections:

 Ensure that the malfunction indicator lamp (MIL) is operating correctly. Use the scan tool to command
the lamp ON and OFF.
 Ensure that there are no DTCs that are stored.
 Ensure that the scan tool data is within a normal operating range. Refer to Control Module References
for scan tool information.
 Verify the customer concern.
 Perform the Visual/Physical Inspection in this section. The visual/physical inspection is extremely
important, and can lead to correcting a condition without additional testing. It may also help reveal the
cause of an intermittent condition.
IDENTIFYING INTERMITTENT CONDITIONS

Many intermittent conditions occur with harness or connector movement due to engine torque, rough pavement,
vibration or physical movements of a component. Refer to the following for a list of issues that may cause an
intermittent condition:

 Moisture and water intrusion in connectors, terminals, and components

 Incomplete connector mating
 Poor terminal contact
 High circuit or component resistance-High resistance can include any resistance, regardless of the
amount, which can interrupt the operation of the component.
 Harness that is too short or tight
 Wire insulation that is chaffed or cut
 High or low ambient temperature
 High or low engine coolant temperatures
 High underhood temperatures
 Heat build up in component or circuit due to circuit resistance, poor terminal contact, or high electrical
load
 High or low system voltage
 High vehicle load conditions
 Rough road surfaces
 Electro-magnetic interference (EMI)/circuit interference from relays, solenoids or other electrical surge
 Incorrect installation of aftermarket, add on accessories

Visual/Physical Check

 Ensure that the control module grounds are clean, tight, and correctly located.
 Ensure that the vacuum hoses are not split or kinked, and are properly connected, as shown on the
Vehicle Emission Control Information label.
 Ensure that the air filter is clean and free from restrictions.
 Ensure that there is no water intrusion in connectors terminals and components.
 Inspect the air intake ducts for the following conditions:
 Collapsed

 Damaged areas

 Looseness

 Incorrect installation

 Leaking

 Inspect for air leaks at the throttle body mounting area, the mass air flow (MAF) sensor and intake
manifold sealing surfaces.
 Inspect the wiring harness for the following conditions:
 Poor connections
  Pinches
 Cuts

 Inspect for loose, damaged, unseated, or missing sensors/components.

 Inspect the terminals for corrosion and correct contact.

SYMPTOMS TESTING

Backfire, Cuts Out/Misses, Detonation/Spark Knock, Dieseling/Run-On, Hard Start,

Hesitation/Sag/Stumble, Lack of Power/Sluggishness/Sponginess, Poor Fuel Economy, Rough, Unstable,
or Incorrect Idle and Stalling, or Surges/Chuggles

 Test the fuel system for the following:

 The fuel system for correct operation volume and pressure-Refer to Fuel System Diagnosis.

 The fuel injectors for proper operation-Refer to Fuel Injector Solenoid Coil Test.

 The fuel quality condition-Refer to Alcohol/Contaminants-in-Fuel Diagnosis.

 Test ignition system for the following:

 Spark plugs for incorrect heat range or an abnormal condition-Refer to SPARK PLUG
INSPECTION and IGNITION SYSTEM SPECIFICATIONS .
 For diagnosis of coolant or oil fouled spark plugs-Refer to COOLANT IN COMBUSTION
CHAMBER or OIL CONSUMPTION DIAGNOSIS .
 Wet down the secondary ignition system with water from a spray bottle-Wetting down the
secondary ignition system may help locate damaged or deteriorated components. Look/listen for
arcing or misfiring as the water is applied.
 Weak spark using the J 26792 Spark Tester-Refer to Electronic Ignition System Diagnosis.

 Inspect for the following conditions:

 The proper operation of the transmission torque converter clutch (TCC) - The scan tool should
indicate an engine speed drop when the TCC is commanded ON. Refer to Torque Converter
Diagnosis .
 The proper operation of the A/C compressor

 An engine that runs lean or rich-Observe the Fuel Trim parameters with a scan tool.

 Slow responding heated oxygen sensors (HO2S). The HO2S should respond quickly to different
throttle positions.

CAUTION: Refer to Heated Oxygen and Oxygen Sensor Caution .

 Water intrusion in the HO2S connector

NOTE: The embossed arrows on the mass air flow (MAF) sensor indicate the
direction of the intake air flow. The arrows must point toward the
engine.
  Inspect the MAF sensor installation. A MAF sensor that is incorrectly installed may cause a hard
start. Install the MAF in the proper direction. Refer to MASS AIRFLOW SENSOR WITH
INTAKE AIR TEMPERATURE SENSOR REPLACEMENT .
 Inspect the mass air flow (MAF) sensor connections.

 Engine oil contaminated by fuel

 Vacuum hoses for splits or kinks-Verify that the routing and connections are as shown on the
Vehicle Emission Control Information label.
 Knock sensor system for excessive spark retard activity-Observe the Knock Retard parameter on
the scan tool for activity more than 0°.
 The exhaust system components for the following:
 Physical damage or possible internal failure

 The three-way catalytic converters for a restriction

For more information, refer to Symptoms - Engine Exhaust .

 Electromagnetic interference (EMI) on the reference circuit can cause a misfire condition. You can
usually detect EMI with a scan tool by monitoring the engine speed parameter. A sudden increase in the
engine speed parameter with little change in actual engine speed indicates that EMI is present. Inspect the
high voltage components near the ignition control circuit if a condition exists.
 The crankcase ventilation valve for proper operation-Refer to CRANKCASE VENTILATION
SYSTEM INSPECTION/DIAGNOSIS (WITHOUT TURBOCHARGER) .
 Evaporative emission (EVAP) canister purge solenoid that is stuck open
 The engine cooling system for the following conditions:
 The thermostat is the correct heat range. Refer to Thermostat Diagnosis .

 Proper engine coolant level-If the level is low, refer to Loss of Coolant .

 The crankshaft position sensor for an intermittent condition-Observe the scan tool Crankshaft Position
Resync Counter parameter. The Resync Counter parameter should remain at 0 during all operating
conditions, and when moving the related harnesses and connectors between the crankshaft position sensor
and the ECM.
 Inspect the engine for the following mechanical failures:

Refer to SYMPTOMS - ENGINE MECHANICAL .

 Excessive oil in the combustion chamber or leaking valve seals

 Oil Consumption
 Incorrect cylinder compression
 Sticking or leaking valves
 Worn camshaft lobes
 Incorrect valve timing
 Worn rocker arms
 Broken valve springs
 Excessive carbon buildup in the combustion chambers-Clean the chambers with top engine cleaner.
 Follow the instructions on the can.
 Incorrect engine parts

 If the above conditions do not address the symptom, refer to the additional symptoms tests.

ADDITIONAL SYMPTOMS TESTS

Hard Start

 Observe the Throttle Body Idle Airflow Compensation parameter with a scan tool. A value greater than
80% may indicate an excessive accumulation of deposits in the throttle bore. Inspect the throttle body and
clean, if necessary. Refer to Throttle Body Inspection and Cleaning .
 Test the engine coolant temperature (ECT) sensor. Compare the ECT sensor value to the intake air
temperature (IAT) sensor value on a cold engine. The ECT and IAT sensor values should be within ± 3°C
(5°F). If the ECT sensor is out of range with the IAT sensor, test the resistance of the ECT sensor. Refer
to Temperature Versus Resistance - Engine Coolant Temperature Sensor for resistance
specifications. Replace the ECT sensor if the resistance is not within specification. Refer to Engine
Coolant Temperature Sensor Replacement (LF1) . If the sensor is within the specification, test the
ECT sensor circuits for high resistance.
 Verify that the fuel system has adequate pressure for engine start-up. With a scan tool, compare the Fuel
Pressure Sensor parameter value to the Desired Fuel Pressure parameter value when the ignition key is
first turned to ON. Refer to Fuel System Diagnosis .
 Inspect for excessive crankshaft endplay that will cause the crankshaft position sensor reluctor wheel to
move out of alignment with the crankshaft position sensor. Refer to Crankshaft and Bearing Cleaning
and Inspection .

Hesitation, Sag, Stumble

 Test the fuel pressure. Refer to Fuel System Diagnosis .

 Inspect the mass air flow (MAF) sensor for obstruction, contamination, and damage. Refer to Mass
Airflow Sensor with Intake Air Temperature Sensor Replacement .
 Test the generator. Refer to Symptoms - Engine Electrical . Repair the charging system if the generator
output voltage is less than 9 volts or more than 16 volts.
 Inspect for excessive crankshaft endplay that will cause the crankshaft position sensor reluctor wheel to
move out of alignment with the crankshaft position sensor. Refer to Crankshaft and Bearing Cleaning
and Inspection .
 Test the manifold absolute pressure (MAP) sensor. Refer to DTC P0106 (LF1) .

NOTE: The following actions may need to be repeated in order to verify an

intermittent intake or exhaust camshaft actuator condition.

 Engine warm and idling, verify the correct operation of the camshaft actuator system. Command the
intake and exhaust camshaft actuators from 0 degrees to 25 degrees and back to zero while observing the
scan tool Intake Camshaft Position Variance and Exhaust Camshaft Position Variance parameters. Each
parameter should be less than 2 degrees in each of the commanded states.
 If any of the parameters is greater than 2 degrees, inspect the suspect camshaft actuator and
 camshaft actuator solenoid valve and valve bore for contamination, obstruction, and damage. Refer
to Camshaft Position Actuator Solenoid Valve Replacement and Camshaft Actuator System
Description .

Poor Fuel Economy

 Heavy loads being carried or towed

 Acceleration rate too much or too often
 Inspect the brake system for brake drag.
 Inspect for incorrect operation of the speedometer.
 Verify that the engine coolant temperature (ECT) has not shifted in value. Allow the engine to run and
reach operating temperature. Observe the ECT Sensor parameter with a scan tool and compare the
reading to that parameter listed on the Engine Control Module Scan Tool Information (LF1,LFW) or
Engine Control Module Scan Tool Information (LAF) list. If the reading is not in the range specified
in the list, test the resistance of the ECT sensor. Refer to Temperature Versus Resistance - Engine
Coolant Temperature Sensor for resistance specifications. Replace the ECT sensor if the resistance is
not within specification. Refer to Engine Coolant Temperature Sensor Replacement (LF1) . If the
sensor is within the specification, test the ECT sensor circuits for high resistance.
 Inspect the mass air flow (MAF) sensor for obstruction, contamination, and damage. Refer to Mass
Airflow Sensor with Intake Air Temperature Sensor Replacement .
 Observe the Throttle Body Idle Airflow Compensation parameter with a scan tool. A value greater than
80% may indicate an excessive accumulation of deposits in the throttle bore. Inspect the throttle body and
clean, if necessary. Refer to Throttle Body Inspection and Cleaning .

Detonaton/Spark Knock

 Inspect for excessive carbon buildup in the combustion chambers. Clean the chambers with Top Engine
Cleaner. Follow the instructions on the can.
 Test for an engine overheating condition. Refer to Engine Overheating .
 Verify that the engine coolant temperature (ECT) has not shifted in value. Allow the engine to run and
reach operating temperature. Observe the ECT Sensor parameter with a scan tool and compare the
reading to that parameter listed on the Engine Control Module Scan Tool Information (LF1,LFW) or
Engine Control Module Scan Tool Information (LAF) list. If the reading is not in the range specified
in the list, test the resistance of the ECT sensor. Refer to Temperature Versus Resistance - Engine
Coolant Temperature Sensor for resistance specifications. Replace the ECT sensor if the resistance is
not within specification. Refer to Engine Coolant Temperature Sensor Replacement (LF1) . If the
sensor is within the specification, test the ECT sensor circuits for high resistance.
 If there are no engine mechanical faults, fill the fuel tank with a known high quality fuel that meets the
vehicle minimum octane requirements.

Lack of Power, Hesitation, or Cut Out

 Inspect the engine electrical system for correct operation. Refer to Symptoms - Engine Electrical .
 Verify that each injector harness is connected to the correct injector.
 Inspect the mass air flow (MAF) sensor for obstruction, contamination, and damage. Refer to Mass
 Airflow Sensor with Intake Air Temperature Sensor Replacement .

NOTE: The following actions may need to be repeated in order to verify an

intermittent intake or exhaust camshaft actuator condition.

 Engine warm and idling, verify the correct operation of the camshaft actuator system. Command the
intake and exhaust camshaft actuators from 0 degrees to 25 degrees and back to zero while observing the
scan tool Intake Camshaft Position Variance and Exhaust Camshaft Position Variance parameters. Each
parameter should be less than 2 degrees in each of the commanded states.
 If any of the parameters is greater than 2 degrees, inspect the suspect camshaft actuator and
camshaft actuator solenoid valve and valve bore for contamination, obstruction, and damage. Refer
to Camshaft Position Actuator Solenoid Valve Replacement and Camshaft Actuator System
Description .

Rough, Unstable, or Incorrect Idle and Stalling

 Observe the Throttle Body Idle Airflow Compensation parameter with a scan tool. A value greater than
80% may indicate an excessive accumulation of deposits in the throttle bore. Inspect the throttle body and
clean, if necessary. Refer to Throttle Body Inspection and Cleaning .
 Inspect the mass air flow (MAF) sensor for obstruction, contamination, and damage. Refer to Mass
Airflow Sensor with Intake Air Temperature Sensor Replacement .
 Inspect the engine mounts.
 Inspect the intake and exhaust manifolds for casting flash.

Surges/Chuggles

 Inspect the mass air flow (MAF) sensor for obstruction, contamination, and damage. Refer to Mass
Airflow Sensor with Intake Air Temperature Sensor Replacement .
 Test the heated oxygen sensors (HO2S). The HO2S should respond quickly to a change in throttle
position. If the HO2S do not respond to different throttle positions, inspect for contamination from fuel,
silicon, or the incorrect use of RTV sealant. The sensors may have a white powdery coating and result in
a high, but false, signal voltage, which gives a rich exhaust indication. The PCM reduces the amount of
fuel delivered to the engine, causing a driveability condition.
 Verify that each injector harness is connected to the correct injector.

Fuel Odor

 Saturated EVAP canister-Refer to Evaporative Emission Control System Description .

 A condition with the internal components of the fuel tank assembly-Refer to Fuel System Description
(LF1) .
 Inspect for damaged or deteriorated fuel lines.

ECM Commanded Reduced Engine Power

Review the Reduced Engine Power Indication History parameter with a scan tool to determine the reason for
the last reduced engine power event.

MALFUNCTION INDICATOR LAMP (MIL) DIAGNOSIS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

CIRCUIT/SYSTEM DESCRIPTION

Ignition voltage is supplied to the malfunction indicator lamp (MIL). The engine control module (ECM) turns
the MIL ON by grounding the MIL control circuit.

DIAGNOSTIC AIDS

If the condition is intermittent, move the related harnesses and connectors with the engine operating. Monitor
the scan tool Circuit Test Status parameters for the component. The Circuit Test Status parameter will change
from OK or Not run to Fault if there is a condition with the circuit or a connection.

REFERENCE INFORMATION

Schematic Reference

 Engine Controls Schematics

 Instrument Cluster Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION
 1. Ignition ON, command the MIL ON and OFF with a scan tool. The MIL should turn ON and OFF as
commanded.
2. Ignition ON, observe the scan tool MIL Circuit Test Status parameters. Each of the MIL Circuit Test
Status parameters should display OK or Not Run.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. If any other indicators are inoperative, refer to Symptoms - Displays and Gauges .
2. Ignition OFF, disconnect the ECM harness connector X1.
3. Ignition ON, the MIL should not illuminate.
 If the MIL illuminates, test the MIL control circuit terminal 46-X1 for a short to ground. If the
circuit tests normal, replace the bulb/IPC.
4. Ignition ON, connect a 3 A fused jumper wire between the MIL control circuit terminal 46-X1 and
ground. The MIL should illuminate.
 If the MIL does not illuminate, test the MIL control circuit for a short to voltage or an open/high
resistance. If the circuit tests normal, replace the bulb/ IPC.
5. If all circuits test normal, replace the ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Instrument Cluster Replacement (Equinox) or Instrument Cluster Replacement (Terrain)

 Control Module References for replacement. setup, and programming

SERVICE BAY TEST

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DESCRIPTION

The purpose of the evaporative emission (EVAP) Service Bay Test is to aid in resetting the EVAP
inspection/maintenance system status. For this vehicle that is equipped with the engine off natural vacuum
diagnostic, the Service Bay Test uses the scan tool to initiate the engine control module (ECM) regular
sequence of EVAP system DTC tests, but with different enable criteria. By using the Service Bay Test the
inspection/maintenance indicator can be set without the need for multiple cold soaks.
The scan tool displays for the Service Bay Test are based on the events that occur within the following three
categories:

 The engine running portion of the tests-The vehicle must remain at rest, in Park, or in Neutral, during this
portion of the test. This test inspects for large leaks, a leaking purge valve and/or vent system restrictions.
The scan tool will display test progress or the reason for an abort or failure.
 Drive cycle-The scan tool will display time and distance needed to warm the fuel.
 Ignition OFF-During this portion of the test, the engine controller will remain active for up to 45 minutes
when the ignition is turned OFF to allow control of the EVAP canister vent valve and run the engine off
natural vacuum test. The engine controller inspects for small leaks during this period by monitoring fuel
tank pressure or vacuum. If the system is sealed, there will be a pressure or vacuum change. Pressure or
vacuum changes that are less than the calibrated values indicate a leak.

When the EVAP diagnostics are initiated by the Service Bay Test, the scan tool will indicate if the enable
conditions listed below are not met, or will display a specific reason if the test aborts. When complete, the
display will indicate that the tests passed or failed.

CONDITIONS FOR RUNNING THE TEST

The following conditions must be met in order to enable the Service Bay Test:

 The battery voltage is between 11-18V.

 The engine coolant temperature (ECT) is less than 35°C (95°F) at start-up.
 The EVAP inspection/maintenance system status indicator is set to NO.
 The fuel level is 15-85 percent capacity and cannot be refueled during the tests.
 There are no DTCs displayed.
 The vehicle must be driven for the time and distance specified on the scan tool.
 The ambient air temperature is between 0-40°C (32-104°F).
 The ignition must remain OFF during the engine OFF portion of the test, and the vehicle must remain at
rest.

TEST PROCEDURE

NOTE: If the Service Bay Test aborts or fails, a DTC will NOT be set.

1. Install a scan tool.

2. Select the Service Bay Test with the scan tool.

WARNING: Refer to Road Test Warning .

3. Follow the instructions on the scan tool.

 If the test aborts, correct the condition for running the test, then retest.
 If the test fails, repair the vehicle for the condition indicated by the failure message on the scan
tool.
4. Verify that the EVAP inspection/maintenance system status is set to YES.

ENGINE CRANKS BUT DOES NOT RUN

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

CIRCUIT/SYSTEM DESCRIPTION

This Engine Cranks but Does Not Run diagnostic is an organized approach to identify a condition which causes
the engine to crank but not start. This diagnostic directs the technician to the appropriate system diagnosis.

DIAGNOSTIC AIDS

Inspect for any of the following conditions:

 The Immobilizer system is not designed to have the key FOB folded 90 degrees when attempting to start
the engine. This may cause an intermittent no start condition. If you receive a customer complaint of an
intermittent no start condition, verify that the customer is not folding the key while attempting to start the
engine. The fob must be parallel to the key to function properly.
 The engine control module (ECM) uses the camshaft position sensors to determine engine speed and
position when there is a crankshaft position sensor condition.
 The engine will operate with a crankshaft position sensor condition only if the ECM has stored the
learned reference position of the camshafts in memory. With a crankshaft position sensor condition in the
signal circuit, the engine will go into a limp home mode after a hard restart. The ECM then calculates
engine speed from one of the camshaft position sensors.
 The fuel pump flow control module controls and monitors the operation of the in-tank fuel pump. If the
fuel pump flow control module detects a fault, a DTC sets in the fuel pump flow control module. The fuel
pump flow control module will then send a serial data message to the engine control module (ECM)
requesting the illumination of the malfunction indicator lamp (MIL).
 Insufficient fuel can cause a no start condition. Thoroughly inspect the fuel delivery system for sufficient
fuel volume to the fuel injectors. Inspect the fuel supply components for partial blockage or restrictions.
 Fuel injectors with partially blocked and restricted nozzles, or a malfunctioning solenoid, can cause a no
start condition. Refer to Fuel Injector Solenoid Coil Test.
 There may be fuel spray at the fuel injectors and the indicated fuel pressure may be correct, yet there may
not be enough fuel to start the engine. If the fuel injectors and the injector circuit are OK, and fuel spray
is detected, the fuel injector ON time may be inadequate. If the engine control module (ECM) receives
incorrect inputs from the various information sensors, the fuel delivered by the fuel injectors may be
inadequate to start the engine. Check all the engine data parameters with a scan tool and compare the
values indicated with the expected values or the values from a known good vehicle.
  Inspect the engine for good secure electrical grounds.
 Water or foreign material in the fuel can cause a no start or engine will not stay running condition. During
freezing weather water can freeze inside the fuel system. The engine may start after 30 min in a heated
repair shop. The malfunction may not recur until parked overnight in freezing temperatures. Extreme
weather conditions can cause contaminated fuel to prevent the vehicle from starting.
 A vehicle that starts and runs after being brought to the repair shop for a no start condition, may have an
ignition system that is susceptible to moisture. Spray water on the ignition system components and the
wiring in order to check for an engine starting or will not stay running concern.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 CH 48027 or EN-49495: Digital Pressure Gauge

 EL 26792: Spark Tester
 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION

NOTE: This diagnostic assumes the following:

 The battery is completely charged. Refer to Battery Inspection/Test .

  The engine cranking speed is acceptable. Refer to Engine Cranks Slowly .
 There is adequate fuel in the fuel tank.

1. Attempt to start the engine. Observe the DTC information with a scan tool. Verify that DTC P0116,
P0118, P0335, P0336, P0513, P0601, P0602, P0603-P0606, P062B, P0627, P0628, P0629, P0633,
P069E, P1631, P1649, or U0109 does not set.
 If any of the listed DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Ignition ON, observe the Theft Deterrent parameter with a scan tool. The parameter should display
Disabled.
 If Enabled is displayed, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

NOTE: A MAF sensor circuit condition may cause an Engine Cranks But Does Not
Run condition without setting a DTC.

3. Engine cranking, observe the scan tool Mass Airflow Sensor parameter. The parameter should display
greater than 0 Hz.
 If the parameter is not the specified value, refer to DTC P0102 or P0103 for further diagnosis.

4. Test the ignition system for spark. Refer to Electronic Ignition System Diagnosis.
5. Ignition ON, command the fuel pump ON with a scan tool. You should hear the fuel pump turn ON.
 If the fuel pump does not turn ON, refer to Fuel System Diagnosis.

6. Ignition OFF, install the CH 48027: Digital Pressure Gauge.

NOTE:  The fuel pump may need to be commanded ON a few times, in order
to obtain the highest possible fuel pressure.
 DO NOT start the engine for this test.

7. Ignition ON, command an increase in the fuel line pressure with a scan tool. The fuel line pressure should
increase to greater than 410 kPa (60 psi) as commanded.
 If the fuel pressure is not within range, refer to Fuel System Diagnosis.

8. Verify that the following conditions do not exist:

 Collapsed air intake duct to the throttle body

 Restricted air filter element

 Spark plugs for being gas or coolant fouled

 A skewed engine coolant temperature (ECT) sensor-Refer to Temperature Versus Resistance .

 Exhaust system restricted-Refer to Restricted Exhaust .

 Fuel contamination-Refer to Alcohol/Contaminants-in-Fuel Diagnosis.

 Engine mechanical condition, for example, worn timing chain and gears, low compression-Refer to
Symptoms - Engine Mechanical .
 If you find any of the above conditions, repair as necessary.

REPAIR PROCEDURES
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

FUEL PUMP ELECTRICAL CIRCUIT DIAGNOSIS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.

DIAGNOSTIC FAULT INFORMATION

Short to Open or High Short to Signal

Circuit Ground Resistance Voltage Performance
Fuel Pump High Signal P0231 P023F P0232 P023F, P2635
Fuel Pump Low Signal - P023F - P023F, P2635

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is on. The voltage from the ECM to the fuel pump control module remains active for two seconds,
unless the engine is in crank or run. While this voltage is being received, the fuel pump control module closes
the ground switch of the fuel pump and also supplies a varying voltage to the fuel tank pump module in order to
maintain the desired fuel rail pressure.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

Ignition ON, command the fuel pump ON and OFF using the scan tool ECM output control. The fuel pump
should turn on and off.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the G12 fuel pump.
2. Connect a test lamp between the control circuit terminal 1 and ground.
3. Ignition ON, command the G12 fuel pump ON and OFF using a scan tool ECM fuel pump output control.
The test lamp should turn ON and OFF, as commanded.
 If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests
normal, replace the K27 fuel pump control module.
 If the test lamp is always OFF, test the control circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump control module.
4. Ignition OFF, connect a test lamp between the control circuit terminal 1 and the low reference circuit
terminal 2.
5. Ignition ON, command the G12 fuel pump ON using a scan tool. The test lamp should illuminate.
 If the test lamp does not illuminate, test the low reference circuit terminal 1 for a short to voltage or
an open/high resistance. If the circuit tests normal, replace the K27 fuel pump control module.
6. If all circuits test normal, replace the G12 fuel pump.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for fuel pump control module replacement, setup, and programming

FUEL SYSTEM DIAGNOSIS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.
CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is ON. The voltage from the ECM to the fuel pump control module remains active for 2 s, unless
the engine is in Crank or Run. While this voltage is being received, the fuel pump control module closes the
ground switch of the fuel pump and also supplies a varying voltage to the fuel tank module in order to maintain
the desired fuel rail pressure.

The fuel system is an electronic returnless on-demand design. A returnless fuel system reduces the internal
temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal
temperature of the fuel tank results in lower evaporative emissions.

An electric turbine style fuel pump attaches to the primary fuel pump module inside the fuel tank. The fuel
pump supplies fuel through the fuel feed pipe to the high pressure fuel pump. The high pressure fuel pump
supplies fuel to a variable-pressure fuel rail. Fuel enters the combustion chamber through precision multi-hole
fuel injectors. The high pressure fuel pump, fuel rail pressure, fuel injection timing, and injection duration are
controlled by the engine control module (ECM).

The primary fuel tank module also contains a primary jet pump and a secondary jet pump. Fuel pump flow loss,
caused by vapor expulsion in the pump inlet chamber, is diverted to the primary jet pump and the secondary jet
pump through a restrictive orifice located on the pump cover. The primary jet pump fills the reservoir of the
primary fuel tank module. The secondary jet pump creates a venturi action which causes the fuel to be drawn
from the secondary side of the fuel tank, through the fuel transfer pipe, to the primary side of the fuel tank.

REFERENCE INFORMATION

Description and Operation

Fuel System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 CH 48027: Digital Pressure Gauge

 J 37287: Fuel Line Shut-off Adapter
CIRCUIT/SYSTEM VERIFICATION

NOTE:  Repair all fuel system related DTCs before performing this diagnostic.
 Inspect the fuel system for damage or external leaks before proceeding.
 Verify that adequate fuel is in the fuel tank before proceeding.
 The Fuel Pump Enable may need to be commanded ON a few times in
order to obtain the highest possible fuel pressure.
 Before proceeding with this test review the User Manual CH 48027-5 for
Safety Information and Instructions.

1. Ignition OFF, all accessories OFF, install a CH 48027: Gauge. Refer to Fuel Pressure Gauge
Installation and Removal .

NOTE: High fuel pressure readings may result due to hot soak fuel boiling. With
the engine OFF, the fuel pressure may increase to the setting of the
pressure relief regulator valve, approximately 580 kPa (84 psi).

2. Ignition ON, engine OFF, command the Fuel Pump Enable ON with a scan tool. Verify the fuel pressure
is between 276-448 kPa (40-65 psi) and does not decrease more than 34 kPa (5 psi) in 1 min.
3. Engine idling at normal operating temperature, verify the scan tool Fuel Pump Control Module Fuel
Pressure Sensor parameter is between 276-324 kPa (40-47 psi).

CIRCUIT/SYSTEM TESTING

NOTE:  The Fuel Pump Enable may need to be commanded ON a few times in
order to obtain the highest possible fuel pressure.
 DO NOT start the engine.
 High fuel pressure readings may result due to hot soak fuel boiling.
With the engine OFF, the fuel pressure may increase to the setting of
the pressure relief regulator valve, approximately 580 kPa (84 psi).

1. Ignition ON, engine OFF, command the Fuel Pump Enable ON with a scan tool and observe the fuel
pressure gauge while the fuel pump is operating. Verify the fuel pressure is between 276-448 kPa (40-65
psi).
 If the fuel pressure is less than the specified range, test, inspect, and repair the items listed below. If
all items test normal, replace the primary fuel tank module.
 Restricted fuel feed pipe

 Inspect the harness connectors and the ground circuits of the fuel pump for poor connections.

2. Verify that the fuel pressure does not decrease more than 34 kPa (5 psi) in 1 min.
 If the fuel pressure decreases more than the specified value, perform the following procedure:

1. Ignition OFF, relieve the fuel pressure. Refer to Fuel Pressure Relief .
2. Install the J 37287: Adapter between the chassis fuel feed hose and the engine compartment
 fuel feed pipe.
3. Open the valve on the J 37287: Adapter.
4. Ignition ON, command the Fuel Pump Enable ON with a scan tool and bleed the air from the
CH 48027: Gauge.
5. Command the Fuel Pump Enable ON and then OFF with a scan tool.
6. Close the valve on the J 37287: Adapter.
7. Monitor the fuel pressure for 1 min.
 If the fuel pressure does not decrease more than 34 kPa (5 psi) within the specified
time, replace the primary fuel tank module.
3. Relieve the fuel pressure to 69 kPa (10 psi). Verify that the fuel pressure does not decrease more than 14
kPa (2 psi) in 5 min.
 If the fuel pressure decreases more than the specified value, replace the primary fuel tank module.

4. Operate the vehicle within the conditions of the customer's concern while monitoring the fuel pressure
with the CH 48027: Gauge. The fuel pressure should not drop off during acceleration, cruise or hard
cornering.
 If the fuel pressure drops off, test, inspect, and repair the items listed below. If all items test normal,
replace the primary fuel tank module.
 Restricted fuel feed pipe

 Inspect the harness connectors and the ground circuits of the fuel pump for poor connections

5. If the fuel system tests normal, refer to Symptoms - Engine Controls.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Feed Pipe Replacement (LAF)

 Fuel Tank Fuel Pump Module Replacement

FUEL INJECTOR SOLENOID COIL TEST

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies a separate high voltage supply circuit and a high voltage control
circuit for each fuel injector. The injector high voltage supply circuit and the high voltage control circuit are
both controlled by the ECM. The ECM energizes each fuel injector by grounding the control circuit. The ECM
controls each fuel injector with 65 V. This is controlled by a boost capacitor in the ECM. During the 65 V boost
phase, the capacitor is discharged through the injector high voltage supply circuit, allowing for initial injector
opening. The injector is then held open with 12 V. A fuel injector coil winding resistance that is too high or too
low will affect the engine driveability. The fuel injector coil windings are affected by temperature. The
resistance of the fuel injector coil windings will increase as the temperature of the fuel injector increases.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

COMPONENT TESTING

NOTE:  The resistance test must be performed at the fuel injector or mis-diagnosis
will occur.
 The DMM and test leads must be calibrated to 0 ohms in order to prevent
mis-diagnosis.

1. Remove the intake manifold and disconnect the appropriate Q17 fuel injector.
2. Test for 1.9-2.3 ohms at 20°C (68°F) between the high voltage supply circuit terminal 2 and the high
voltage control circuit terminal 1 at the fuel injector.
 If not within the specified range, replace the Q17 fuel injector.

3. Measure the resistance between each terminal at the Q17 fuel injector and the Q17 fuel injector
housing/case. The DMM should display OL ohms.
 If less than the specified value, replace the Q17 fuel injector.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Direct Fuel Injector Replacement (LAF)

ALCOHOL/CONTAMINANTS-IN-FUEL DIAGNOSIS
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
  Diagnostic Procedure Instructions provides an overview of each diagnostic category.

TEST DESCRIPTION

Water contamination in the fuel system may cause driveability conditions such as hesitation, stalling, no start,
or misfires in one or more cylinders. Water may collect near a single fuel injector at the lowest point in the fuel
injection system and cause a misfire in that cylinder. If the fuel system is contaminated with water, inspect the
fuel system components for rust or deterioration.

Ethanol concentrations of greater than 10 percent can cause driveability conditions and fuel system
deterioration. Fuel with more than 10 percent ethanol could result in driveability conditions such as hesitation,
lack of power, stalling, or no start. Excessive concentrations of ethanol used in vehicles not designed for it may
cause fuel system corrosion, deterioration of rubber components, and fuel filter restriction.

REFERENCE INFORMATION

Special Tool

CH 44175-A: Fuel Composition Tester

For equivalent regional tools, refer to Special Tools .

SYSTEM VERIFICATION

The fuel sample should be drawn from the bottom of the tank so that any water present in the tank will be
detected. The sample should be bright and clear.

 If the sample appears cloudy, or contaminated with water, as indicated by a water layer at the bottom of
the sample, perform the Particulate Contaminants in Fuel Testing Procedure.
 If alcohol contamination is suspected, perform the Alcohol in Fuel Testing procedure.

ALCOHOL IN FUEL TESTING WITH SPECIAL TOOL

1. Test the fuel composition using the CH 44175-A: Fuel Composition Tester and the Instruction Manual.
2. If water appears in the fuel sample, clean the fuel system.
3. Subtract 50 from the reading on the DMM in order to obtain the percentage of alcohol in the fuel sample.
4. If the fuel sample contains more than 15 percent ethanol, add fresh, regular gasoline to the vehicle's fuel
tank.
5. Test the fuel composition.
6. If testing shows the ethanol percentage is still more than 15 percent, replace the fuel in the vehicle.

ALCOHOL IN FUEL TESTING WITHOUT SPECIAL TOOL

1. Using a 100 ml (3.38 oz) specified cylinder with 1 ml (0.034 oz) graduation marks, fill the cylinder with
fuel to the 90 ml (3.04 oz) mark.
 2. Add 10 ml (0.34 oz) of water in order to bring the total fluid volume to 100 ml (3.38 oz) and install a
stopper.
3. Shake the cylinder vigorously for 10-15 seconds.
4. Carefully loosen the stopper in order to release the pressure.
5. Re-install the stopper and shake the cylinder vigorously again for 10-15 seconds.
6. Put the cylinder on a level surface for approximately 5 minutes in order to allow adequate liquid
separation. If alcohol is present in the fuel, the volume of the lower layer, which would now contain both
alcohol and water, will be more than 10 ml (0.34 oz). For example, if the volume of the lower layer is
increased to 15 ml (0.51 oz), this indicates at least 5 percent alcohol in the fuel. The actual amount of
alcohol may be somewhat more because this procedure does not extract all of the alcohol from the fuel.

PARTICULATE CONTAMINANTS IN FUEL TESTING PROCEDURE

1. Using an approved fuel container, draw approximately 0.5 liter (0.53 qt) of fuel.
2. Place the container on a level surface for approximately 5 minutes in order to allow settling of the
particulate contamination. Particulate contamination will show up in various shapes and colors. Sand will
typically be identified by a white or light brown crystals. Rubber will appear as black and irregular
particles.
3. Observe the fuel sample. If any physical contaminants or water are present, clean the fuel system.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Fuel System Cleaning

ELECTRONIC IGNITION SYSTEM DIAGNOSIS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.

CIRCUIT/SYSTEM DESCRIPTION

The ignition system uses individual ignition coil/module assemblies for each cylinder. The engine control
module (ECM) controls the individual coils by transmitting timing pulses on the ignition control circuit of each
ignition coil/module to enable a spark event.

DIAGNOSTIC AIDS

 Depending on location in the spliced ignition voltage circuit, a slight resistance can cause a misfire or a
crank/no start concern. A voltage drop test will pinpoint this condition.
 A slight to moderate resistance on any ignition control circuit can cause a misfire before DTC P0351-
 P0354 sets.
 Extended engine cranking time, may foul the spark plugs with excessive fuel.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

Scan Tool Reference

Control Module References for scan tool information

Special Tools

J 26792: HEI Spark Tester

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the affected T8 ignition coil/modules.
2. Ignition OFF, all vehicle systems OFF. This may take up to 2 minutes. Test for less than 5 ohms between
the ground circuit terminal A/1 and ground.
 If greater than the specified range, test the ground circuit for an open/high resistance.

3. Test for less than 5 ohms between the low reference circuit terminal B/2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
4. Ignition ON, verify that a test lamp illuminates between the ignition circuit terminal D/4 and ground.
 If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high
resistance.
5. Exchange the affected T8 ignition coil/module with the T8 ignition coil/module of a good cylinder.
6. Start the engine, and observe the scan tool Misfire Current Cylinder parameters.
 If the misfire transfers with the suspect T8 ignition coil/module, replace as needed.

7. If the circuits test normal, test or replace the spark plug/s.

COMPONENT TESTING

Use the J 26792: Spark Tester to verify the output of each ignition coil/module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Ignition Coil Replacement

 Spark Plug Replacement

EVAPORATIVE EMISSION SYSTEM DIAGNOSIS

OPERATING INSTRUCTIONS FOR THE EVAPORATIVE EMISSION SYSTEM TESTER (EEST)

Vehicle Setup

NOTE: A large difference between the vehicle temperature and shop temperature
will seriously affect the accuracy of the tests. Always allow enough time,
at least 15 minutes, for the vehicle temperature to adjust to the shop
temperature. Refer to Temperature Variation Instructions for more
information about vehicle versus shop temperatures.

1. Engine OFF, open the hood. Position a large fan to blow air under the vehicle onto the fuel tank area.
2. Connect the red battery clip from the tester to the positive battery terminal.

NOTE: The vehicle battery must be fully charged for optimum tester performance.

3. Connect the black battery clip from the tester to chassis ground.

FLOWMETER TEST - LEAK DETECTION

1. Open the Nitrogen tank valve and turn the NITROGEN/SMOKE valve on the front control panel to
NITROGEN.
2. Connect the hose to the correct test orifice on the bottom front of the tester. For orifice size, refer to the
GM Service manual for the vehicle being tested. The vehicle specific information can be found in service
procedures for DTCs that relate to evaporative emission (EVAP) system leaks.
3. Press and release the remote switch to activate the tester.
4. Position the sliding red flag on the flowmeter to align with the floating indicator. When the red flag is set,
press and release the remote switch to deactivate the tester.
5. Remove the hose from the test orifice and install the hose onto the vehicle. For proper connection
location, and the special tool numbers for any adapters that may be required, refer to the service
procedures for DTCs that relate to EVAP system leaks.
6. Ignition ON, seal the EVAP system per instructions in the service procedures for DTCs that relate to
EVAP system leaks. Most systems can be sealed using a scan tool output control for the EVAP canister
 vent solenoid valve, other systems require that the vent system be plugged.

NOTE:  Larger volume fuel tanks, and/or those with lower fuel levels, may
require several minutes to fill with nitrogen.
 Static buildup may cause the float indicator to stick. It may be
necessary to tap on the flowmeter to free up the float.

7. Press and release the remote switch to activate the nitrogen flow and fill the system.
8. Compare the stable floating indicator position to the red flag.
 ABOVE the red flag, the result is UNACCEPTABLE, FAIL-Go to Smoke Procedure

 BELOW the red flag, the result is ACCEPTABLE, PASS-Test complete

9. Press and release the remote switch to deactivate the tester.

SMOKE PROCEDURE - LOCATE THE LEAK

NOTE: It is not recommended to use the tester in an outside repair bay area
because wind and sunlight may affect temperature and your ability to see
the smoke.

1. Turn OFF any fans that may cause air movement around or near the vehicle.

NOTE: Completely unwind the nitrogen/smoke hose from the bracket to optimize
the tester's performance.

2. Connect the nitrogen/smoke hose to the vehicle as directed in the service procedures. Some vehicles
require that the nitrogen/smoke hose be connected at the front of the EVAP system at the EVAP service
port. An adapter may be necessary. Other vehicles require the connection be made at the rear of the
system using an adapter at the fuel fill cap. Consult the service procedures for DTCs that relate to
evaporative emission (EVAP) system leaks for vehicle specific instructions regarding connection location
and adapters.
3. Open the nitrogen tank valve and turn the NITROGEN/SMOKE valve on the control panel to SMOKE.

NOTE: The remote switch operates in a push ON, push OFF fashion.

4. Press and release the remote switch to activate the tester and inject smoke into the EVAP system.
5. Verify smoke has filled the EVAP system by opening the system opposite the end where smoke is
injected. When injecting smoke at the service port, remove the fuel fill cap, or temporarily leave the
EVAP canister vent valve open, until smoke is observed. Then close the system and continue testing. If
using a special tool fuel fill cap adapter at the filler neck, vent the system at the service port until smoke is
observed then close the system to continue with the test.

NOTE: Inject smoke in less than 2-minute cycles for optimum tester performance.

6. Press and release the remote switch to deactivate the tester.

 NOTE: For optimum visual smoke performance, deactivate the smoke flow and
allow the system pressure to drop. Allowing the smoke to exit small holes
at a low flow rate greatly enhances visibility.

7. Introduce smoke into the system for an additional 60 seconds. Continue introducing smoke at 15-second
intervals, as necessary.
8. Using the a high-intensity white light, inspect the entire EVAP system path, and look for the source of the
leak indicated by the exiting smoke. Introduce smoke at 15-second intervals, as needed, until leak source
is identified.

TEMPERATURE VARIATION INSTRUCTIONS

The Concern

Ideal circumstances for conducting the EVAP Flowmeter Test require equal temperatures between the nitrogen
gas and the vehicle EVAP system. Significant differences in temperature between them can result in a flow or
pressure change during testing, causing misleading results. Typically, the Evaporative Emissions System Tester
is stored indoors, approximately 21°C (70°F). Vehicles brought in for diagnosis may have an EVAP system at
significantly different temperatures -40 to +43°C (-40 to +110°F).

For Example

NOTE: With no temperature difference between the nitrogen gas and EVAP system, the
resulting vehicle EVAP system pressure will remain stable at 13 inches H2O
once pressurized, providing no leaks are present.

When the EVAP Flowmeter Tests are performed with significant differences in temperature between the
nitrogen gas and the vehicle EVAP system, the following results can occur:

 An increase in flow during the flowmeter test can be caused by a vehicle's warm EVAP system cooling
down.
 A decrease in flow during the flowmeter test can be caused by a vehicle's cool EVAP system warming up.

The Solution

When working on a vehicle with significant temperature differences between the vehicle EVAP system and the
nitrogen gas, allow the vehicle EVAP system temperature to stabilize as close as possible to the temperature of
the nitrogen gas before conducting the Flowmeter Test.

INSPECTION/MAINTENANCE SYSTEM CHECK

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DESCRIPTION

Several states require that a vehicle pass on-board diagnostic (OBD) system tests and the
inspection/maintenance (I/M) emission inspection in order to renew license plates. This is accomplished by
viewing the I/M System Status display on a scan tool. Using a scan tool, the technician can observe the I/M
System Status in order to verify that the vehicle meets the criteria that complies with the local area
requirements. While testing in the I/M System Status mode, some DTCs may occur that are called I/M Test
DTCs. An I/M Test DTC is defined as a fault code that is currently commanding the MIL ON, and is stored in
non-volatile memory. The intended use of this data is to prevent vehicles from passing I/M inspection without
proper repair to the vehicle. These fault codes are not erasable from any scan tool command or erasable by
disconnecting power to the controller. The I/M Test DTCs will be supported by all emissions related ECUs such
as ECMs, TCMs, FPCMs, etc. An I/M Test DTC will not be stored or erased from the ECU except at the end of
trip processing which occurs 5 s after ignition OFF.

CONDITIONS FOR UPDATING THE I/M SYSTEM STATUS

Each system requires at least one, and sometimes several, diagnostic tests. The results of these tests are reported
by a diagnostic trouble code (DTC). A system monitor is complete when either all of the DTCs comprising the
monitor have Run and Passed, or any one of the DTCs comprising the monitor have illuminated the malfunction
indicator lamp (MIL). Once all of the tests are completed, the I/M System Status display will indicate YES in
the Completed column.

For example, when the HO2S Heater Monitor indicates YES, either all of the oxygen sensor heater tests have
passed or one of the tests has illuminated the MIL. If the vehicle has four heated oxygen sensors, either all four
heater circuit tests have passed or one of the heater circuit tests has illuminated the MIL. The I/M System Status
will indicate NO under the Completed column when any of the required tests for that system have not run. The
following is a list of conditions that would set the I/M System Status indicator to NO:

 The vehicle is new from the factory and has not yet been driven through the necessary drive conditions to
complete the tests.
 The battery has been disconnected or discharged below operating voltage.
 The control module power or ground has been interrupted.
 The control module has been reprogrammed.
 The control module DTCs have been cleared as part of a service procedure.

CONDITIONS FOR CLEARING I/M TEST DTCS

1. Only the OBD II System can erase the I/M Test DTC. The OBD II system must determine that the
malfunction that caused the I/M Test DTC to be stored is no longer present and is not commanding the
MIL. Each of the following represents ways to clear an I/M Test DTC:
 If the MIL goes out due to 3 passing drive cycles, scan tool code clear is not used, the I/M Test
DTC is erased at power down of the last drive cycle.
 If a scan tool code clear is used to turn OFF the MIL, the I/M Test DTC is not erased, the DTC
must PASS and not FAIL. The I/M Test DTC is erased at power down of the drive cycle.
 If the controller is reflashed/reprogrammed, all I/M Test DTCs are erased.

2. For the OBD II System to run a single drive cycle for clearing an I/M Test DTC, all of the following
 conditions must occur:
 Cumulative time of engine run time is greater than 600 s.

 Cumulative vehicle operation above 40 km/h (25 mph) for over 300 s.

 Continuous vehicle idle for greater than 30 s.

 Turn ignition OFF for 5 s and allow the code to clear.

MONITORED EMISSION CONTROL SYSTEMS

The OBD II system monitors all emission control systems that are on-board. Not all vehicles need every
possible emission control system. For example, a vehicle may not be equipped with secondary air injection
(AIR) or exhaust gas recirculation (EGR). The OBD II regulations require monitoring of the following; if
equipped:

 The air conditioning system

 The catalytic converter efficiency
 Comprehensive component monitoring-Emission related inputs and outputs
 The evaporative emission (EVAP) system
 The fuel delivery system
 Heated catalyst monitoring
 Misfire monitoring
 The oxygen sensor system (O2S or HO2S)
 The oxygen sensor heater system (HO2S heater)

For the specific DTCs required for each system, refer to Inspection/Maintenance System DTC Table.
Systems such as misfire and comprehensive components may not be listed in a system status list. These tests
run continuously and do not require an I/M System Status indicator.

DIAGNOSTIC AIDS

The I/M System Status display provides an indication of when the control module has completed the required
tests. This does not necessarily mean that the test has passed, only that a decision was made. If the diagnostic
fails, a DTC will indicate the failure. If a failure indication is present for a DTC associated with one of the I/M
regulated systems, it may prevent other required tests from running. For example, a DTC for the control circuit
of the EVAP purge solenoid may not be listed in the Inspection/Maintenance System DTC Table because it is a
continuous test. If this DTC is set, the Active Tests for the EVAP system may not run.

The I/M System Status information may be useful for a technician to determine if diagnostics have run when
verifying repairs.

CIRCUIT/SYSTEM VERIFICATION

Review the I/M System Status indicators. All I/M System Status indicators should report YES, and no I/M Test
DTCs should be present.
CIRCUIT/SYSTEM TESTING

NOTE: Many DTC related repairs will instruct the technician to clear the DTC
information. Clearing the DTC will reset the I/M System Status indicators to
NO. Performing the I/M Complete System Set Procedure will set each of
the I/M System Status indicators to YES.

1. Observe the Engine DTC information with a scan tool. Verify no DTCs are present.
 If a DTC is set that would prevent the I/M System Status tests from completing, diagnose that DTC
before continuing. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Review applicable service bulletins for software updates that would prevent the I/M System Status tests
from completing.
 If a control module re-program or other repair is required, perform the Inspection/Maintenance
Complete System Set Procedure.
3. Observe the I/M System Status indicators.
 If any I/M System Status indicators report NO, perform the Inspection/Maintenance Complete
System Set Procedure.
4. Observe the I/M Test DTC information with a scan tool. Verify there are no I/M Test DTCs present.
 If an I/M Test DTC is set and all of the I/M System Status indicators are Yes, there is no need to
perform the Complete System Set Procedure. Diagnose the DTC using the Diagnostic Trouble
Code (DTC) List - Vehicle and refer to Conditions for Clearing the I/M Test DTCs.
 If an I/M Test DTC is set and the I/M System Status indicators are NO, diagnosis the DTC and
perform the Inspection/Maintenance Complete System Set Procedure.

INSPECTION/MAINTENANCE COMPLETE SYSTEM SET PROCEDURE

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DESCRIPTION

The purpose of the Inspection/Maintenance Complete System Set Procedure is to satisfy the enable criteria
necessary to execute all of the I/M readiness diagnostics and complete the drive cycles for those particular
diagnostics. When all I/M monitored diagnostic tests are completed, the I/M System Status indicators are set to
YES. Perform the Inspection/Maintenance Complete System Set Procedure if any I/M System Status indicators
are set to NO.

Inspection/Maintenance Data List

To determine if the inspection/maintenance readiness diagnostic tests can be run this ignition cycle, use a scan
tool to observe the inspection/maintenance monitor enabled parameters in the inspection/maintenance Data List.
CONDITIONS FOR MEETING A COLD START

 The ignition voltage between 11-18 V.

 The barometric pressure is more than 75 kPa (10.9 psi).
 The start-up engine coolant temperature is between 4-30°C (39-86°F).
 The start-up intake air temperature is between 4-30°C (39-86°F).
 The difference between the IAT and the ECT is less than or equal to 6°C (43°F).
 The ambient air temperature is between 4-30°C (39-86°F).
 The fuel level is between 15-85 %.

CIRCUIT/SYSTEM VERIFICATION

Review the inspection/maintenance system status indicators with a scan tool. All I/M system status indicators
should report YES, and no I/M Test DTCs should be present.

INSPECTION/MAINTENANCE SYSTEM SET PROCEDURE

NOTE: Whenever the ignition is turned ON, ignition positive voltage is supplied to
the heated oxygen sensor (HO2S) heaters. After verifying the enable
criteria, turn OFF the ignition for approximately 5 min to allow the sensors
to cool before continuing with the test. When the engine is started, DO
NOT turn the engine OFF for the remaining portion of the set procedure.

1. Ensure that the vehicle meets the conditions for a cold start listed above.
2. The evaporative emission inspection/maintenance system status indicator should display YES.
 If the inspection/maintenance system status indicator displays NO, perform the Service Bay Test, if
applicable. If the Service Bay Test is NOT available, it may take up to 6 drive cycles, with up to 17
h between drive cycles, for the inspection/maintenance system status indicator to transition to YES.
3. The O2S Heater inspection/maintenance system status indicator should display YES.
 If the O2S Heater inspection/maintenance system status indicator displays NO, ensure that the
ignition has been turned OFF for at least 10 h.
4. Turn OFF all accessories; HVAC system, other electrical loads, including aftermarket/add-on equipment,
etc.
5. Set the vehicle parking brake and ensure the vehicle is in Park for automatic transmission or Neutral for
manual transmission.
6. Turn OFF all accessories; HVAC system, other electrical loads, including aftermarket/add-on equipment,
etc.
7. Start and idle the engine for at least 2 min and until 65°C (149°F) is achieved.
8. Run the engine for 6.5 min within the following conditions:
 MAF parameter between 4-30 g/s

 Engine speed steady between 1,000-3,000 RPM

9. Return the engine to idle for 1 minute.

10. Apply and hold the brake pedal, and shift to Drive for automatic transmission, or apply the clutch pedal
for manual transmission and operate the vehicle within the following conditions for 2 min:
 Depress the accelerator pedal until throttle position sensor angle is more than 2 %.

 Mass air flow signal between 15-30 g/s

 RPM steady between 1,200-2,000 RPM

NOTE: DO NOT touch the accelerator pedal during the idle period. A change in
throttle position sensor angle or an increase in engine speed may
invalidate this portion of the test.

11. Release the accelerator pedal and shift the vehicle to Park for automatic transmission, or Neutral and
release the clutch pedal for manual transmission, and allow the engine to idle for 2 min.
12. Quickly depress the accelerator pedal until throttle position sensor angle is more than 8 % and return to
idle, repeat 3 times.
13. Allow engine to idle for at least 2 min.

WARNING: Refer to Road Test Warning .

14. Release the parking brake and drive vehicle at 24 km/h (15 mph) or slower for 2 min.
15. Continue to drive the vehicle for at least 5.5 mi between 45-112 km/h (28-70 mph) with the vehicle
reaching at least 80 km/h (50 mph).
16. Release the accelerator pedal for at least 2 s. This will allow the vehicle to enter decel fuel cut-off.
17. Depress the accelerator pedal until the throttle position sensor angle is increased 3-20 % and maintain a
safe speed for 1 min.
18. Safely stop the vehicle, with the engine in Drive for automatic transmission or in Neutral with the clutch
pedal depressed and parking brake applied for manual transmission, idle for 2 min.
19. Shift to Park for automatic and apply the parking brake, or neutral and release clutch pedal for manual.

NOTE: DO NOT disturb the vehicle or turn ON the ignition until told to do so.
Disturbing the vehicle may invalidate this portion of the test.

20. Turn OFF the ignition and exit the vehicle. Do NOT disturb the vehicle for 60 min.
21. Observe the Inspection/Maintenance System Status with a scan tool. All of the Inspection/Maintenance
System Status indicators should display YES.
 If the evaporative emission Inspection/Maintenance System Status indicator displays NO, turn OFF
the ignition for 17 h, ensure that the vehicle meets the conditions for a cold start, and repeat steps
12-18 six more times, or until the evaporative emission Inspection/Maintenance System Status
indicator transitions to YES. If the indicator continues to display NO, refer to the
Inspection/Maintenance System DTC Table to identify the DTCs that did not run. Follow the
Conditions for Running the DTC in order to set the evaporative emission Inspection/Maintenance
System Status indicator
 If any of the Inspection/Maintenance System Status display NO, refer to the
 Inspection/Maintenance System DTC Table for the indicator which did not display YES. The
Inspection/Maintenance System DTC Table identifies the DTCs associated with each
Inspection/Maintenance System Status Indicator. Follow the Conditions for Running the DTC in
order to set the associated status indicator.

NOTE: An I/M Test DTC will not be stored or erased from the ECU except at the
end of trip processing which occurs 5 s after ignition OFF.

22. Observe the I/M Test DTC information with a scan tool. Verify there are no I/M Test DTCs present.
 If an I/M Test DTC is set, diagnose the DTC using the Diagnostic Trouble Code (DTC) List -
Vehicle and refer to Inspection/Maintenance System Check for clearing I/M Test DTCs.
 If an I/M Test DTC is set and the I/M System Status indicators are NO, diagnosis the DTC and
perform the Inspection/Maintenance Complete System Set Procedure.
23. Observe the engine DTC information with a scan tool. Verify no DTCs are present.
 If a DTC is set, diagnose using the Diagnostic Trouble Code (DTC) List - Vehicle . After repairs,
perform the Inspection/Maintenance Complete System Set Procedure to verify no further DTCs
are set.

INSPECTION/MAINTENANCE SYSTEM DTC TABLE

System DTCs Required to Set System Status to YES

If an I/M System Status indicator did NOT update to YES during the Inspection/Maintenance
Complete System Set Procedure, review each indicator and reference this table to determine each DTC
associated with the I/M System Status Indicator. Each DTC listed below has specific conditions that must
be met for the diagnostic to run. Included within the conditions are additional DTCs, which if set, may
inhibit the DTCs listed below from running. Reviewing and operating the vehicle within the Conditions
for Running for each DTC listed below will allow the I/M System Status Indicators to transition to YES.
Catalyst DTC P0420
EVAP  DTC P0442

DTC P0446


 DTC P0451-P0454

 DTC P0455

 DTC P0496

Oxygen Sensor DTC P0133, P0134, P013A, P013B, P013E, P013F, P0140, P1133, P2270,
P2271, or P2A00 (LAF)
Oxygen Sensor Heater DTC P0030, P0036, P0053, P0054, P0135, or P0141
Camshaft System DTC P0011 or P0014
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

DESCRIPTION AND OPERATION

AIR INTAKE SYSTEM DESCRIPTION (W/LF1)

The mass air flow (MAF) sensor measures the amount of air coming into the engine. This direct airflow
measurement is more accurate than the calculated airflow information obtained from the other sensor inputs.
The MAF sensor also houses an integrated intake air temperature (IAT) sensor. The MAF sensor uses the
following circuits:

 An ignition voltage circuit

 A signal circuit
 A ground circuit
 An IAT signal circuit
 An IAT low reference circuit

The MAF sensor that is used on this vehicle is a hot film type and is used in order to measure the air flow rate.
The air flow through the sensor passes over a temperature sensor, is then heated, and then passes over another
temperature sensor. The difference in air temperature before and after the heater is measured. The air
temperature difference is proportional to the amount of air flow. This air temperature difference also allow for
determination of whether the air is flowing in the forward or reverse directions. As the air flow increases the
delta temperature between the two sensors increases. The MAF sensor converts the temperature difference into
a frequency signal that the engine control module (ECM) monitors. The ECM calculates the air flow based on
this signal.

The ECM monitors the MAF sensor signal frequency and can determine if the sensor signal is too low or too
high. The ECM can also detect airflow that is inappropriate for a given operating condition based on the signal
frequency.

The scan tool displays the MAF sensor value in grams per second (g/s) and hertz (Hz). Values should change
rather quickly on acceleration, but should remain fairly stable at any given engine speed. If the ECM detects a
condition with the MAF sensor circuits, the following DTCs set:

 P0101 Mass Air Flow (MAF) Sensor Performance

 P0102 Mass Air Flow (MAF) Sensor Circuit Low Voltage
 P0103 Mass Air Flow (MAF) Sensor Circuit High Voltage

CAMSHAFT ACTUATOR SYSTEM DESCRIPTION

Fig. 1: Camshaft Actuator System Components
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

1 Camshaft Actuator Vane
2 Timing Chain Sprocket
3 Engine Oil Pressure-For retarding the camshaft
4 Camshaft
5 Input Signals from Engine Sensors
6 Engine Control Module (ECM)
7 Camshaft Actuator Solenoid
8 Engine Oil Pump
9 Engine Oil Pressure Supply
10 Engine Oil Drain
11 Engine Oil Pressure-For advancing the camshaft
12 Camshaft Actuator Rotor
13 Camshaft Position Sensor Reluctor
14 Camshaft Actuator Lock Pin
15 Camshaft Actuator Housing

The camshaft actuator system enables the engine control module (ECM) to change camshaft timing of all 4
camshafts while the engine is operating. The CMP actuator assembly (15) varies the camshaft position in
response to directional changes in oil pressure. The CMP actuator solenoid valve controls the oil pressure that is
applied to advance or retard a camshaft. Modifying camshaft timing under changing engine demand provides
better balance between the following performance concerns:

 Engine power output

 Fuel economy
 Lower tailpipe emissions

The CMP actuator solenoid valve (7) is controlled by the ECM. The crankshaft position (CKP) sensor and the
CMP sensors are used to monitor changes in camshaft positions. The ECM uses the following information in
order to calculate the desired camshaft positions:

 The engine coolant temperature (ECT) sensor

 The calculated engine oil temperature (EOT)
 The mass air flow (MAF) sensor
 The throttle position (TP) sensor
 The vehicle speed sensor (VSS)
 The volumetric efficiency

Operation

The CMP actuator assembly has an outer housing that is driven by an engine timing chain. Inside the assembly
is a rotor with fixed vanes that is attached to the camshaft. Oil pressure that is applied to the fixed vanes will
rotate a specific camshaft in relationship to the crankshaft. The movement of the intake camshafts will advance
the intake valve timing. The movement of the exhaust camshafts will retard the exhaust valve timing. When oil
pressure is applied to the return side of the vanes, the camshafts will return to 0 crankshaft degrees, or top dead
center (TDC). The CMP actuator solenoid valve directs the oil flow that controls the camshaft movement. The
ECM commands the CMP solenoid to move the solenoid plunger and spool valve until oil flows from the
advance passage (11). Oil flowing thru the CMP actuator assembly from the CMP solenoid advance passage
applies pressure to the advance side of the vanes in the CMP actuator assembly. When the camshaft position is
retarded, the CMP actuator solenoid valve directs oil to flow into the CMP actuator assembly from the retard
passage (3). The ECM can also command the CMP actuator solenoid valve to stop oil flow from both passages
in order to hold the current camshaft position.

The ECM operates the CMP actuator solenoid valve by pulse width modulation (PWM) of the solenoid coil.
The higher the PWM duty cycle, the larger the change in camshaft timing. The CMP actuator assembly also
contains a lock pin (14) that prevents movement between the outer housing and the rotor vane assembly. The
lock pin is released by oil pressure before any movement in the CMP actuator assembly takes place. The ECM
is continuously comparing CMP sensor inputs with CKP sensor input in order to monitor camshaft position and
detect any system malfunctions. If a condition exists in either the intake or exhaust camshaft actuator system,
the opposite bank, intake or exhaust, camshaft actuator will default to 0 crankshaft degrees.

CMP Actuator System Operation

Change in Camshaft
Driving Condition Position Objective Result
Idle No Change Minimize Valve Overlap Stabilize Idle Speed
 Light Engine Load Retard Valve Timing Decrease Valve Overlap Stable Engine Output
Better Fuel Economy
Medium Engine Load Advance Valve Timing Increase Valve Overlap
with Lower Emissions
Low to Medium RPM Advance Intake Valve Improve Low to Mid-
Advance Valve Timing
with Heavy Load Closing range Torque
High RPM with Heavy Retard Intake Valve
Retard Valve Timing Improve Engine Output
Load Closing

ELECTRONIC IGNITION SYSTEM DESCRIPTION

The electronic ignition (EI) system produces and controls a high-energy secondary spark. This spark is used to
ignite the compressed air/fuel mixture at precisely the correct time. This provides optimal performance, fuel
economy, and control of exhaust emissions. This ignition system uses an individual coil for each cylinder. The
ignition coils are mounted in the center of each camshaft cover with short integrated boots connecting the coils
to the spark plugs. The driver modules within each ignition coil are commanded ON/OFF by the engine control
module (ECM). The ECM primarily uses engine speed, the MAF sensor signal, and position information from
the crankshaft position and the camshaft position sensors. This controls the sequence, dwell, and timing of the
spark. The EI system consists of the following components:

Crankshaft Position Sensor

The crankshaft position sensor works in conjunction with a 58 tooth reluctor wheel on the crankshaft. The
engine control module (ECM) monitors the voltage frequency on the crankshaft position sensor signal circuit.
As each reluctor wheel tooth rotates past the sensor, the sensor creates a digital ON/OFF pulse. This digital
signal is processed by the ECM. The reluctor wheel teeth are 6 degrees apart. Having only 58 teeth leaves a 12
degree span that is uncut. This creates a signature pattern that enables the ECM to determine the crankshaft
position. The ECM uses the signal to determine which pair of cylinders is approaching top dead center based on
the crankshaft position signal alone. The camshaft position sensor signals are used in order to determine which
of these 2 cylinders is on a firing stroke, and which is on the exhaust stroke. The ECM uses this to properly
synchronize the ignition system, the fuel injectors, and the knock control. This sensor is also used in order to
detect misfire.

Camshaft Position Sensor

This engine uses camshaft position sensor for each camshaft. The camshaft position sensor signals are a digital
ON/OFF pulse, output 4 times per revolution of the camshaft. The camshaft position sensor does not directly
affect the operation of the ignition system. The camshaft position sensor information is used by the engine
control module (ECM) to determine the position of the camshaft relative to the crankshaft position. By
monitoring the camshaft position and crankshaft position signals the ECM can accurately time the operation of
the fuel injectors. The ECM supplies the camshaft position sensor with a 5 V reference circuit and a low
reference circuit. The camshaft position sensor signals are an input to the ECM. These signals are also used to
detect camshaft alignment with the crankshaft.

Knock Sensor

The knock sensor system enables the control module to control the ignition timing for the best possible
performance while protecting the engine from potentially damaging levels of detonation, also known as spark
knock. The knock sensor system uses one or 2 flat response 2-wire sensors. The sensor uses piezo-electric
crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine
vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the knock
sensor detects. The control module receives the knock sensor signal through the signal circuit. The knock sensor
ground is supplied by the control module through the low reference circuit.

The control module learns a minimum noise level, or background noise, at idle from the knock sensor and uses
calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a
noise channel. A normal knock sensor signal will ride within the noise channel. As engine speed and load
change, the noise channel upper and lower parameters will change to accommodate the normal knock sensor
signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control
module only uses knock sensor signal information when each cylinder is near top dead center (TDC) of the
firing stroke. If knock is present, the signal will range outside of the noise channel.

If the control module has determined that knock is present, it will retard the ignition timing to attempt to
eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark
retard. An abnormal knock sensor signal will stay outside of the noise channel or will not be present. knock
sensor diagnostics are calibrated to detect faults with the knock sensor circuitry inside the control module, the
knock sensor wiring, or the knock sensor voltage output. Some diagnostics are also calibrated to detect constant
noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise.

Ignition Coils

Each ignition coil contains a solid state driver module as its primary element. The engine control module
(ECM) signals the coil driver to initiate a firing event by applying ignition control (IC) circuit voltage for the
appropriate time, or dwell. When the voltage is removed the coil fires the spark plug.

Engine Control Module (ECM)

The engine control module (ECM) controls all ignition system functions, and constantly corrects the spark
timing. The ECM monitors information from various sensor inputs that may include the following components,
if applicable:

 The throttle position sensor

 The engine coolant temperature (ECT) sensor
 The mass air flow (MAF) sensor
 The intake air temperature (IAT) sensor
 The vehicle speed sensor (VSS)
 The transmission gear position or range information sensors
 The engine knock sensors
 Ambient pressure sensor (BARO)

Noteworthy Ignition Information

The cylinder 1 intake camshaft position sensor is used for injector and ignition system synchronization. A
stalling condition will occur if the CMP sensor signal is intermittent and a DTC will not set. Inspect all cylinder
1 intake camshaft position sensor circuits for poor connections.

ENGINE CONTROL MODULE DESCRIPTION

The engine control module (ECM) interacts with many emission related components and systems, and monitors
the emission related components and systems for deterioration. OBD II diagnostics monitor the system
performance and a diagnostic trouble code (DTC) sets if the system performance degrades.

The malfunction indicator lamp (MIL) operation and the DTC storage are dictated by the DTC type. A DTC is
ranked as a Type A or Type B if the DTC is emissions related. Type C is a non-emissions related DTC.

The ECM is in the engine compartment. The ECM is the control center of the engine controls system. The ECM
controls the following components:

 The fuel injection system

 The ignition system
 The emission control systems
 The on-board diagnostics
 The A/C and fan systems
 The throttle actuation control (TAC) system

The ECM constantly monitors the information from various sensors and other inputs, and controls the systems
that affect the vehicle performance and the emissions. The ECM also performs diagnostic tests on various parts
of the system. The ECM can recognize operational problems and alert the driver via the MIL. When the ECM
detects a malfunction, the ECM stores a DTC. The condition area is identified by the particular DTC that is set.
This aids the technician in making repairs.

ECM Function

The engine control module (ECM) can supply 5 V or 12 V to the various sensors or switches. This is done
through pull-up resistors to the regulated power supplies within the ECM. In some cases, even an ordinary shop
voltmeter will not give an accurate reading because the resistance is too low. Therefore, a DMM with at least 10
Mohms input impedance is required in order to ensure accurate voltage readings.

The ECM controls the output circuits by controlling the ground or the power feed circuit through the transistors
or a device called an output driver module.

EEPROM

The electronically erasable programmable read only memory (EEPROM) is a permanent memory that is
physically part of the engine control module (ECM). The EEPROM contains program and calibration
information that the ECM needs in order to control the powertrain operation.

Special equipment, as well as the correct program and calibration for the vehicle, are required in order to
reprogram the ECM.

Data Link Connector (DLC)

The data link connector (DLC) is a 16-pin connector that provides the technician a means of accessing serial
data for aid in the diagnosis. This connector allows the technician to use a scan tool in order to monitor the
various serial data parameters, and display the DTC information. The DLC is located inside of the drivers
compartment, underneath the dash.

Malfunction Indicator Lamp (MIL)

The malfunction indicator lamp (MIL) is inside of the instrument panel cluster (IPC). The MIL is controlled by
the engine control module (ECM) and illuminates when the ECM detects a condition that affects the vehicle
emissions.

ECM Service Precautions

The engine control module (ECM), by design, can withstand the normal current draws that are associated with
the vehicle operations. However, care must be used in order to avoid overloading any of these circuits. When
testing for opens or shorts, do not ground or apply voltage to any of the ECM circuits unless the diagnostic
procedure instructs you to do so. These circuits should only be tested with a DMM.

Emissions Diagnosis For State I/M Programs

This OBD II equipped vehicle is designed to diagnose any conditions that could lead to excessive levels of the
following emissions:

 Hydrocarbons (HC)
 Carbon monoxide (CO)
 Oxides of nitrogen (NOx)
 Evaporative emission (EVAP) system losses

Should this vehicles on-board diagnostic system (ECM) detect a condition that could result in excessive
emissions, the ECM turns ON the malfunction indicator lamp (MIL) and stores a DTC that is associated with
the condition.

Aftermarket (Add-On) Electrical And Vacuum Equipment

CAUTION: Do not attach add-on vacuum operated equipment to this vehicle. The use
of add-on vacuum equipment may result in damage to vehicle components
or systems.

CAUTION: Connect any add-on electrically operated equipment to the vehicle's

electrical system at the battery (power and ground) in order to prevent
damage to the vehicle.

Aftermarket, add-on, electrical and vacuum equipment is defined as any equipment installed on a vehicle after
leaving the factory that connects to the vehicles electrical or vacuum systems. No allowances have been made in
the vehicle design for this type of equipment.
Add-on electrical equipment, even when installed to these strict guidelines, may still cause the powertrain
system to malfunction. This may also include equipment not connected to the vehicle electrical system, such as
portable telephones and radios. Therefore, the first step in diagnosing any powertrain condition is to eliminate
all of the aftermarket electrical equipment from the vehicle. After this is done, if the problem still exists, the
problem may be diagnosed in the normal manner.

Electrostatic Discharge (ESD) Damage

NOTE: In order to prevent possible electrostatic discharge damage to the engine

control module (ECM), DO NOT touch the connector pins on the ECM.

The electronic components that are used in the control systems are often designed to carry very low voltage.
The electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 V of
static electricity can cause damage to some electronic components.

There are several ways for a person to become statically charged. The most common methods of charging are
by friction and by induction. An example of charging by friction is a person sliding across a car seat.

Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and
momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged
with the opposite polarity. Static charges can cause damage, therefore, it is important to use care when handling
and testing electronic components.

Emissions Control Information Label

The underhood Vehicle Emissions Control Information Label contains important emission specifications and
setting procedures. In the upper right corner is the exhaust emission information. This identifies the year, the
manufacturing division of the engine, the displacement of the engine in liters, the class of the vehicle, and type
of fuel metering system. There is also an illustrated emission components and vacuum hose schematic.

This label is located in the engine compartment of every General Motors vehicle. If the label has been removed,
it can be ordered from GM service parts operations (GMSPO).

Underhood Inspection

NOTE: This inspection is very important and must be done carefully and thoroughly.

Perform a careful underhood inspection when performing any diagnostic procedure or diagnosing the cause of
an emission test failure. This can often lead to repairing a condition without further steps. Use the following
guidelines when performing an inspection:

 Inspect all of the vacuum hoses for correct routing, pinches, cuts, or disconnects.
 Inspect any hoses that are difficult to see.
 Inspect all of the wires in the engine compartment for the following conditions:
 Burned or chafed spots

 Pinched wires
  Contact with sharp edges
 Contact with hot exhaust manifolds

EVAPORATIVE EMISSION CONTROL SYSTEM DESCRIPTION

Typical Evaporative Emission (EVAP) System Hose Routing Diagram

Fig. 2: Typical Evaporative Emission System Hose Routing Diagram

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

1 Evaporative Emissions (EVAP) Purge Solenoid Valve
2 EVAP Canister
3 EVAP Vapor Tube
4 Vapor Recirculation Tube
5 Fuel Tank Pressure Sensor
6 Fuel Filler Cap
7 Fuel Fill Pipe Inlet Check Valve
8 Fuel Tank
9 EVAP Canister Vent Solenoid Valve
 10 Vent hose
11 EVAP Purge Tube
12 Purge Tube Check Valve, Turbo-Charged Applications
13 EVAP Canister Purge Tube Connector

EVAP System Operation

The evaporative emission (EVAP) control system limits fuel vapors from escaping into the atmosphere. Fuel
tank vapors are allowed to move from the fuel tank, due to pressure in the tank, through the EVAP vapor tube,
into the EVAP canister. Carbon in the canister absorbs and stores the fuel vapors. Excess pressure is vented
through the vent hose and EVAP canister vent solenoid valve to the atmosphere. The EVAP canister stores the
fuel vapors until the engine is able to use them. At an appropriate time, the engine control module (ECM) will
command the EVAP purge solenoid valve ON, allowing engine vacuum to be applied to the EVAP canister.
With the normally open EVAP canister vent solenoid valve OFF, fresh air is drawn through the vent solenoid
valve and the vent hose to the EVAP canister. Fresh air is drawn through the canister, pulling fuel vapors from
the carbon. The air/fuel vapor mixture continues through the EVAP purge tube and EVAP purge solenoid valve
into the intake manifold to be consumed during normal combustion. The control module uses several tests to
determine if the EVAP system is leaking or restricted.

Purge Solenoid Valve Leak Test

If the evaporative emission (EVAP) purge solenoid valve does not seal properly fuel vapors could enter the
engine at an undesired time, causing driveability concerns. The ECM tests for this by commanding the EVAP
purge solenoid valve OFF and the canister vent solenoid valve ON which seals the system. With the engine
running, the ECM then monitors the fuel tank pressure sensor for an increase in vacuum. The ECM will log a
fault if a vacuum develops in the tank under these test conditions.

Large Leak Test

This diagnostic creates a vacuum condition in the EVAP system. When the enabling criteria has been met, the
control module commands the normally open EVAP canister vent solenoid valve closed and the EVAP purge
solenoid valve open, creating a vacuum in the EVAP system. The ECM then monitors the fuel tank pressure
sensor voltage to verify that the system is able to reach a predetermined level of vacuum within a set amount of
time. Failure to achieve the expected level of vacuum indicates the presence of a large leak in the EVAP system
or a restriction in the purge path. The ECM will log a fault if it detects a weaker than expected vacuum level
under these test conditions.

Canister Vent Restriction Test

If the evaporative emission (EVAP) vent system is restricted, fuel vapors will not be properly purged from the
EVAP canister. The control module tests this by commanding the EVAP purge solenoid valve ON while
commanding the EVAP canister vent solenoid valve OFF, and then monitoring the fuel tank pressure sensor for
an increase in vacuum. If the vacuum increases more than the expected amount, in a set amount of time, a fault
will be logged by the ECM.

Small Leak Test

The engine off natural vacuum diagnostic is the small-leak detection diagnostic for the evaporative emission
(EVAP) system. The engine off natural vacuum diagnostic monitors the EVAP system pressure with the
ignition OFF. Because of this, it may be normal for the control module to remain active for up to 40 minutes
after the ignition is turned OFF. This is important to remember when performing a parasitic draw test on
vehicles equipped with engine off natural vacuum.

When the vehicle is driven, the temperature rises in the tank due to heat transfer from the exhaust system. After
the vehicle is parked, the temperature in the tank continues to rise for a period of time, then starts to drop. The
engine off natural vacuum diagnostic relies on this temperature change, and the corresponding pressure change
in a sealed system, to determine if an EVAP system leak is present.

The engine off natural vacuum diagnostic is designed to detect leaks as small as 0.51 mm (0.020 in).

EVAP System Components

The evaporative emission (EVAP) system consists of the following components:

EVAP Canister Purge Solenoid Valve

The EVAP canister purge solenoid valve controls the flow of vapors from the EVAP system to the intake
manifold. The purge solenoid valve opens when commanded ON by the control module. This normally closed
valve is pulse width modulated (PWM) by the control module to precisely control the flow of fuel vapor to the
engine. The valve will also be opened during some portions of the EVAP testing when the engine is running,
allowing engine vacuum to enter the EVAP system.

Purge Tube Check Valve

Turbocharged vehicles have a check valve in the purge tube between the EVAP purge solenoid valve and the
EVAP canister to prevent pressurization of the EVAP system under boost conditions. Note that the presence of
this one-way check valve prevents pressure testing the EVAP system for leaks at the EVAP canister purge tube
connector.

EVAP Canister

The canister is filled with carbon pellets used to absorb and store fuel vapors. Fuel vapor is stored in the canister
until the control module determines that the vapor can be consumed in the normal combustion process.

Vapor Recirculation Tube

A vapor path between the fuel fill pipe and the vapor tube to the carbon canister is necessary for Vehicle
Onboard Diagnostics to fully diagnose the EVAP system. It also accommodates service diagnostic procedures
by allowing the entire EVAP system to be diagnosed from the either end of the system.

Fuel Tank Pressure Sensor

The fuel tank pressure sensor measures the difference between the pressure or vacuum in the fuel tank and
outside air pressure. The control module provides a 5 V reference and a ground to the fuel tank pressure sensor.
Depending on the vehicle, the sensor can be located in the vapor space on top of the fuel tank, in the vapor tube
between the canister and the tank, or on the EVAP canister. The fuel tank pressure sensor provides a signal
voltage back to the control module that can vary between 0.1-4.9 V. A high fuel tank pressure sensor voltage
indicates a low fuel tank pressure or vacuum. A low fuel tank pressure sensor voltage indicates a high fuel tank
pressure.

Fuel Fill Pipe Check Valve

The check valve on the fuel fill pipe is there to prevent spit-back during refueling.

EVAP Canister Vent Solenoid Valve

The EVAP vent solenoid valve controls fresh airflow into the EVAP canister. The valve is normally open. The
canister vent solenoid valve is closed only during EVAP system tests performed by the ECM.

Fuel Fill Cap

The fuel fill cap is equipped with a seal and a vacuum relief valve.

FUEL SYSTEM DESCRIPTION (LF1)

Fuel System Overview

The fuel system is an electronic returnless on-demand design. A returnless fuel system reduces the internal
temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal
temperature of the fuel tank results in lower evaporative emissions.

An electric turbine style fuel pump attaches to the fuel pump module inside the fuel tank. The fuel pump
supplies fuel through the fuel feed pipe to the high pressure fuel pump. The high pressure fuel pump supplies
fuel to a variable-pressure fuel rail. Fuel enters the combustion chamber through precision multi-hole fuel
injectors. The high pressure fuel pump, fuel rail pressure, fuel injection timing, and injection duration are
controlled by the engine control module (ECM).

Electronic Returnless Fuel System

The electronic returnless fuel system is a microprocessor controlled fuel delivery system which transports fuel
from the tank to the fuel rail. It functions as an electronic replacement for a traditional, mechanical fuel pressure
regulator. A pressure relief regulator valve within the fuel tank provides an added measure of over pressure
protection. Desired fuel pressure is commanded by the engine control module (ECM), and transmitted to the
fuel pump flow control module via a GMLAN serial data message. A liquid fuel pressure sensor provides the
feedback the fuel pump flow control module requires for Closed Loop fuel pressure control.

Fuel Pump Flow Control Module

The fuel pump flow control module is a serviceable GMLAN module. The fuel pump flow control module
receives the desired fuel pressure message from the engine control module (ECM) and controls the fuel pump
located within the fuel tank to achieve the desired fuel pressure. The fuel pump flow control module sends a 25
KHz PWM signal to the fuel pump, and pump speed is changed by varying the duty cycle of this signal.
Maximum current supplied to the fuel pump is 15 amps. A liquid fuel pressure sensor provides fuel pressure
feedback to the fuel pump flow control module.

Fuel Pressure Sensor

The fuel pressure sensor is a serviceable 5V, 3-pin device. It is located on the fuel feed line forward of the fuel
tank, and receives power and ground from the fuel pump flow control module through a vehicle wiring harness.
The sensor provides a fuel pressure signal to the fuel pump flow control module, which is used to provide
Closed Loop fuel pressure control.

Fuel Tank

The fuel tank stores the fuel supply. The fuel tank is located in the rear of the vehicle. The fuel tank is held in
place by 2 metal straps that attach to the underbody of the vehicle. The fuel tank is molded from high-density
polyethylene.

Fuel Fill Pipe

The fuel fill pipe has a built-in restrictor in order to prevent refueling with leaded fuel.

Fuel Filler Cap

The fuel fill pipe has a tethered fuel filler cap. A torque-limiting device prevents the cap from being over-
tightened. To install the cap, turn the cap clockwise until you hear audible clicks. This indicates that the cap is
correctly torqued and fully seated.

Fuel Pump Module

An electric turbine style fuel pump attaches to the fuel pump module inside the fuel tank. The fuel pump
supplies fuel through the fuel feed pipe to the high pressure fuel pump. The fuel pump module contains a
reverse flow check valve. The check valve maintains fuel pressure in the fuel feed pipe in order to prevent long
cranking times.

Fuel Level Sensor

The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float
arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in
correspondence with the position of the float arm. The engine control module (ECM) sends the fuel level
information via the High Speed CAN-Bus to the body control module (BCM). The BCM then sends the fuel
level percentage via the Low Speed CAN-Bus to the instrument cluster in order to control the fuel gauge.

Fuel Pump

The fuel pump is mounted in the fuel pump module reservoir. The fuel pump is an electric pump. Fuel is
pumped to the high pressure fuel pump at a pressure that is based on feedback from the fuel pressure sensor.
The fuel pump delivers a constant flow of fuel even during low fuel conditions and aggressive vehicle
maneuvers. The fuel pump flex pipe acts to dampen the fuel pulses and noise generated by the fuel pump.

Pressure Relief Regulator Valve

The pressure relief regulator valve replaces the typical fuel pressure regulator used on a mechanical returnless
fuel system. The pressure relief regulator valve is closed during normal vehicle operation. The pressure relief
regulator valve is used to vent pressure during hot soaks and also functions as a fuel pressure regulator in the
event of the fuel pump flow control module defaulting to 100 percent pulse width modulation (PWM) of the
fuel pump. Due to variation in the fuel system pressures, the opening pressure for the pressure relief regulator
valve is set higher than the pressure that is used on a mechanical returnless fuel system pressure regulator.

Fuel Feed Pipes

The low pressure fuel feed pipe carries fuel from the fuel tank to the high pressure fuel pump.

The fuel feed pipe assembly located in the engine compartment connects the chassis fuel pipe to the high
pressure fuel pump. This pipe contains the fuel pulse dampener and the fuel pressure service valve, and is
constructed of stainless steel.

The fuel feed intermediate pipe is a high pressure pipe that carries fuel from the high pressure fuel pump to the
fuel rail. The fuel feed intermediate pipe is constructed of stainless steel.

Nylon Fuel Pipes

WARNING: In order to reduce the risk of fire and personal injury observe the
following items:

 Replace all nylon fuel pipes that are nicked, scratched or damaged
during installation, do not attempt to repair the sections of the nylon
fuel pipes
 Do not hammer directly on the fuel harness body clips when
installing new fuel pipes. Damage to the nylon pipes may result in a
fuel leak.
 Always cover nylon vapor pipes with a wet towel before using a
torch near them. Also, never expose the vehicle to temperatures
higher than 115°C (239°F) for more than one hour, or more than 90°C
(194°F) for any extended period.
 Apply a few drops of clean engine oil to the male pipe ends before
connecting fuel pipe fittings. This will ensure proper reconnection
and prevent a possible fuel leak. (During normal operation, the O-
rings located in the female connector will swell and may prevent
proper reconnection if not lubricated.)

Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel additives, and
changes in temperature.

Heat resistant rubber hose or corrugated plastic conduit protect the sections of the pipes that are exposed to
chafing, high temperature, or vibration.

Nylon fuel pipes are somewhat flexible and can be formed around gradual turns under the vehicle. However, if
nylon fuel pipes are forced into sharp bends, the pipes kink and restrict the fuel flow. Also, once exposed to
fuel, nylon pipes may become stiffer and are more likely to kink if bent too far. Take special care when working
on a vehicle with nylon fuel pipes.
Quick-Connect Fittings

Quick-connect fittings provide a simplified means of installing and connecting fuel system components. The
fittings consist of a unique female connector and a compatible male pipe end. O-rings, located inside the female
connector, provide the fuel seal. Integral locking tabs inside the female connector hold the fittings together.

High Pressure Fuel Pump

The high pressure fuel pump is a mechanical one-cylinder design driven by an additional three lobe cam on the
camshaft. High pressure fuel is regulated by the high pressure fuel pump actuator, which is a part of the high
pressure fuel pump. The high pressure fuel pump actuator is a magnetic actuator which controls the inlet valve
of the high pressure fuel pump. The ECM provides battery voltage on the actuator high control circuit and
ground on the actuator low control circuit. Both circuits are controlled through output drivers within the ECM.
When deactivated, both drivers are disabled and the inlet valve is held open with spring pressure. When
activated, the actuator low control circuit driver connects the low control circuit to ground, and the actuator high
control circuit driver pulse-width modulates the high control circuit. The ECM uses the camshaft and the
crankshaft position sensor inputs to synchronize the actuator with the position of each of the three camshaft
lobes. The ECM regulates fuel pressure by adjusting the portion of each pump stroke that provides fuel to the
rail. The high pressure fuel pump also contains an integrated pressure relief valve.

Fuel Rail Assembly

The fuel rail assembly attaches to the cylinder head. The fuel rail distributes high pressure fuel to the fuel
injectors. The fuel rail assembly consists of the following components:

 The direct fuel injectors

 The fuel rail pressure sensor

Fuel Injectors

The fuel injection system is a high pressure, direct injection, returnless on-demand design. The fuel injectors are
mounted in the cylinder head beneath the intake ports and spray fuel directly into the combustion chamber.
Direct injection requires high fuel pressure due to the fuel injector's location in the combustion chamber. Fuel
pressure must be higher than compression pressure requiring a high pressure fuel pump. The fuel injectors also
require more electrical power due to the high fuel pressure. The ECM supplies a separate high voltage supply
circuit and a high voltage control circuit for each fuel injector. The injector high voltage supply circuit and the
high voltage control circuit are both controlled by the ECM. The ECM energizes each fuel injector by
grounding the control circuit. The ECM controls each fuel injector with 65V. This is controlled by a boost
capacitor in the ECM. During the 65V boost phase, the capacitor is discharged through an injector, allowing for
initial injector opening. The injector is then held open with 12V.

The fuel injector assembly is an inside opening electrical magnetic injector. The injector has six precision
machined holes that generate a cone shaped oval spray pattern. The fuel injector has a slim extended tip in order
to allow a sufficient cooling jacket in the cylinder head.

Fuel Injection Fuel Rail Fuel Pressure Sensor

The fuel rail pressure sensor detects fuel pressure within the fuel rail. The engine control module (ECM)
provides a 5V reference voltage on the 5V reference circuit and ground on the reference ground circuit. The
ECM receives a varying signal voltage on the signal circuit. The ECM monitors the voltage on the fuel rail
pressure sensor circuits. When the fuel pressure is high, the signal voltage is high. When the fuel pressure is
low, the signal voltage is low.

Fuel Pulse Dampener

The fuel pulse dampener is a part of the low pressure fuel feed pipe assembly. The fuel pulse dampener is
diaphragm-operated, with fuel pump pressure on one side and with spring pressure on the other side. The
function of the dampener is to dampen the fuel pump pressure pulsations.

Fuel Metering Modes of Operation

The control module monitors voltages from several sensors in order to determine how much fuel to give the
engine. The control module controls the amount of fuel delivered to the engine by changing the fuel injector
pulse width. The fuel is delivered under one of several modes.

Starting Mode

When the ignition is first turned ON, the control module energizes the fuel pump for 2 seconds. This allows the
fuel pump to build pressure in the fuel system. The control module calculates the air/fuel ratio based on inputs
from the engine coolant temperature (ECT), manifold absolute pressure (MAP), mass air flow (MAF), and
throttle position sensors. The system stays in starting mode until the engine speed reaches a predetermined
RPM.

Clear Flood Mode

If the engine floods, clear the engine by pressing the accelerator pedal down to the floor and then crank the
engine. When the throttle position sensor is at wide open throttle (WOT), the control module reduces the fuel
injector pulse width in order to increase the air to fuel ratio. The control module holds this injector rate as long
as the throttle stays wide open and the engine speed is below a predetermined RPM. If the throttle is not held
wide open, the control module returns to the starting mode.

Run Mode

The run mode has 2 conditions called Open Loop and Closed Loop. When the engine is first started and the
engine speed is above a predetermined RPM, the system begins Open Loop operation. The control module
ignores the signal from the heated oxygen sensor (HO2S). The control module calculates the air/fuel ratio based
on inputs from the engine coolant temperature (ECT), manifold absolute pressure (MAP), mass air flow (MAF),
and throttle position sensors. The system stays in Open Loop until meeting the following conditions:

 The HO2S has varying voltage output, showing that the HO2S is hot enough to operate properly.
 The ECT sensor is above a specified temperature.
 A specific amount of time has elapsed after starting the engine.

Specific values for the above conditions exist for each different engine, and are stored in the electrically
erasable programmable read-only memory (EEPROM). The system begins Closed Loop operation after
reaching these values. In Closed Loop, the control module calculates the air/fuel ratio, injector ON time, based
upon the signal from various sensors, but mainly from the HO2S. This allows the air/fuel ratio to stay very close
to 14.7:1.

Acceleration Mode

When the driver pushes on the accelerator pedal, air flow into the cylinders increases rapidly. To prevent
possible hesitation, the control module increases the pulse width to the injectors to provide extra fuel during
acceleration. This is also known as power enrichment. The control module determines the amount of fuel
required based upon the throttle position, the engine coolant temperature (ECT), the manifold absolute pressure
(MAP), the mass air flow (MAF), and the engine speed.

Deceleration Mode

When the driver releases the accelerator pedal, air flow into the engine is reduced. The control module monitors
the corresponding changes in the throttle position, the mass air flow (MAF), and the manifold absolute pressure
(MAP). The control module shuts OFF fuel completely if the deceleration is very rapid, or for long periods,
such as long, closed-throttle coast-down. The fuel shuts OFF in order to prevent damage to the catalytic
converters.

Battery Voltage Correction Mode

When the battery voltage is low, the control module compensates for the weak spark delivered by the ignition
system in the following ways:

 Increasing the amount of fuel delivered

 Increasing the idle RPM
 Increasing the ignition dwell time

Fuel Cutoff Mode

The control module cuts OFF fuel from the fuel injectors when the following conditions are met in order to
protect the powertrain from damage and improve driveability:

 The ignition is OFF. This prevents engine run-on.

 The ignition is ON but there is no ignition reference signal. This prevents flooding or backfiring.
 The engine speed is too high, above red line.
 The vehicle speed is too high, above rated tire speed.
 During an extended, high speed, closed throttle coast down-This reduces emissions and increases engine
braking.
 During extended deceleration, in order to prevent damage to the catalytic converters

Fuel Trim

The control module controls the air/fuel metering system in order to provide the best possible combination of
driveability, fuel economy, and emission control. The control module monitors the heated oxygen sensor
(HO2S) signal voltage while in Closed Loop and regulates the fuel delivery by adjusting the pulse width of the
injectors based on this signal. The ideal fuel trim values are around 0 percent for both short and long term fuel
trim. A positive fuel trim value indicates the control module is adding fuel in order to compensate for a lean
condition by increasing the pulse width. A negative fuel trim value indicates that the control module is reducing
the amount of fuel in order to compensate for a rich condition by decreasing the pulse width. A change made to
the fuel delivery changes the long and short term fuel trim values. The short term fuel trim values change
rapidly in response to the HO2S signal voltage. These changes fine tune the engine fueling. The long term fuel
trim makes coarse adjustments to fueling in order to re-center and restore control to short term fuel trim. A scan
tool can be used to monitor the short and long term fuel trim values. The long term fuel trim diagnostic is based
on an average of several of the long term speed load learn cells. The control module selects the cells based on
the engine speed and engine load. If the control module detects an excessively lean or rich condition, the control
module will set a fuel trim diagnostic trouble code (DTC).

THROTTLE ACTUATOR CONTROL (TAC) SYSTEM DESCRIPTION

Fig. 3: Throttle Actuator Control (TAC) System

Courtesy of GENERAL MOTORS CORP.

The engine control module (ECM) is the control center for the throttle actuator control (TAC) system. The
ECM determines the driver's intent based on input from the accelerator pedal position sensors, then calculates
the appropriate throttle response based on the throttle position sensors. The ECM achieves throttle positioning
by providing a pulse width modulated voltage to the throttle actuator motor. The throttle blade is spring loaded
in both directions, and the default position is slightly open.

Modes Of Operation

Normal Mode

During the operation of the TAC system, several modes, or functions, are considered normal. The following
modes may be entered during normal operations:
  Minimum pedal value-At key-up, the ECM updates the learned minimum pedal value.
 Minimum throttle position values-At key-up, the ECM updates the learned minimum throttle position
value. In order to learn the minimum throttle position value, the throttle blade is moved to the Closed
position.
 Ice break mode-If the throttle blade is not able to reach a predetermined minimum throttle position, the
ice break mode is entered. During the ice break mode, the ECM commands the maximum pulse width
several times to the throttle actuator motor in the closing direction.
 Minimum pedal value-At key-up, the ECM updates the learned minimum pedal value.
 Battery saver mode-After a predetermined time without engine RPM, the ECM commands the Battery
Saver mode. During the Battery Saver mode, the TAC module removes the voltage from the motor
control circuits, which removes the current draw used to maintain the idle position and allows the throttle
to return to the spring loaded default position.

Reduced Engine Power Mode

When the ECM detects a condition with the TAC system, the ECM may enter a reduced engine power mode.
Reduced engine power may cause one or more of the following conditions:

 Acceleration limiting-The ECM will continue to use the accelerator pedal for throttle control, however,
the vehicle acceleration is limited.
 Limited throttle mode-The ECM will continue to use the accelerator pedal for throttle control, however,
the maximum throttle opening is limited.
 Throttle default mode-The ECM will turn OFF the throttle actuator motor, and the throttle will return to
the spring loaded default position.
 Forced idle mode-The ECM will perform the following actions:
 Limit engine speed to idle positioning the throttle position, or by controlling the fuel and spark if
the throttle is turned OFF.
 Ignore the accelerator pedal input.

 Engine shutdown mode-The ECM will disable fuel and de-energize the throttle actuator.
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

DIAGNOSTIC CODE INDEX

DIAGNOSTIC CODE INDEX
DTC Description
DTC P0010, P0013, P0020, or P0010: Intake Camshaft Position Actuator Solenoid Valve Control
P0023 (LF1, LFW) Circuit Bank 1
P0013: Exhaust Camshaft Position Actuator Solenoid Valve Control
Circuit Bank 1
P0020: Intake Camshaft Position Actuator Solenoid Valve Control
Circuit Bank 2
P0023: Exhaust Camshaft Position Actuator Solenoid Valve Control
Circuit Bank 2
DTC P0011, P0014, P0021, or P0011: Intake Camshaft Position System Performance Bank 1
P0024 (LF1, LFW) P0014: Exhaust Camshaft Position System Performance Bank 1
P0021: Intake Camshaft Position System Performance Bank 2
P0024: Exhaust Camshaft Position System Performance Bank 2
DTC P0016, P0017, P0018, or P0016: Crankshaft Position - Intake Camshaft Position Not Plausible
P0019 (LF1, LFW) Bank 1
P0017: Crankshaft Position - Exhaust Camshaft Position Not Plausible
Bank 1
P0018: Crankshaft Position - Intake Camshaft Position Not Plausible
Bank 2
P0019: Crankshaft Position - Exhaust Camshaft Position Not Plausible
Bank 2
DTC P0030, P0036, P0050, P0030: HO2S Heater Control Circuit Bank 1 Sensor 1
P0053, P0054, P0056, P0059, P0036: HO2S Heater Control Circuit Bank 1 Sensor 2
P0060, P0135, P0141, P0155, P0050: HO2S Heater Control Circuit Bank 2 Sensor 1
or P0161 (LF1) P0053: HO2S Heater Resistance Bank 1 Sensor 1
P0054: HO2S Heater Resistance Bank 1 Sensor 2
P0056: HO2S Heater Control Circuit Bank 2 Sensor 2
P0059: HO2S Heater Resistance Bank 2 Sensor 1
P0060: HO2S Heater Resistance Bank 2 Sensor 2
P0135: HO2S Heater Performance Bank 1 Sensor 1
P0141: HO2S Heater Performance Bank 1 Sensor 2
P0155: HO2S Heater Performance Bank 2 Sensor 1
P0161: HO2S Heater Performance Bank 2 Sensor 2
DTC P0068 or P1101 P0068: Throttle Body Airflow Performance
P1101: Intake Air Flow System Performance
DTC P0089, P00C6, P228C, P0089: Fuel Pressure Regulator Performance
or P228D P00C6: Fuel Rail Pressure Low During Engine Cranking
P228C: Fuel Pressure Regulator 1 Control Performance - Low Pressure
P228D: Fuel Pressure Regulator 1 Control Performance - High Pressure
DTC P0090-P0092, P00C8, P0090: Fuel Pressure Regulator Control Circuit
P00C9, or P00CA P0091: Fuel Pressure Regulator Control Circuit Low Voltage
P0092: Fuel Pressure Regulator Control Circuit High Voltage
P00C8: Fuel Pressure Regulator High Control Circuit
P00C9: Fuel Pressure Regulator High Control Circuit Low Voltage
P00CA: Fuel Pressure Regulator High Control Circuit High Voltage
DTC P0101 P0101: Mass Air Flow (MAF) Sensor Performance
DTC P0102 or P0103 P0102: Mass Air Flow (MAF) Sensor Circuit Low Frequency
P0103: Mass Air Flow (MAF) Sensor Circuit High Frequency
DTC P0106 (LF1) P0106: Manifold Absolute Pressure (MAP) Sensor Performance
DTC P0107 or P0108 (w/LF1) P0107: Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage
P0108: Manifold Absolute Pressure (MAP) Sensor Circuit High Voltage
DTC P0112, P0113, or P0114 P0112: Intake Air Temperature (IAT) Sensor Circuit Low Voltage
P0113: Intake Air Temperature (IAT) Sensor Circuit High Voltage
P0114: Intake Air Temperature (IAT) Sensor Circuit Intermittent
DTC P0116 (LF1) P0116: Engine Coolant Temperature (ECT) Sensor Performance
DTC P0117 or P0118 (w/LF1) P0117: Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage
P0118: Engine Coolant Temperature (ECT) Sensor Circuit High Voltage
DTC P0121-P0123, P0222, P0121: Throttle Position Sensor Performance
P0223, or P2135 (LF1, LFW) P0122: Throttle Position Sensor 1 Circuit Low Voltage
P0123: Throttle Position Sensor 1 Circuit High Voltage
P0222: Throttle Position Sensor 2 Circuit Low Voltage
P0223: Throttle Position Sensor 2 Circuit High Voltage
P2135: Throttle Position Sensors 1-2 Not Plausible
DTC P0128 (w/LF1) P0128: Engine Coolant Temperature (ECT) Below Thermostat
Regulating Temperature
DTC P0131, P0132, P0137, P0131: HO2S Circuit Low Voltage Bank 1 Sensor 1
P0138, P0151, P0152, P0157, P0132: HO2S Circuit High Voltage Bank 1 Sensor 1
P0158, P2A00, P2A01, P0137: HO2S Circuit Low Voltage Bank 1 Sensor 2
P2A03, or P2A04 (LF1) P0138: HO2S Circuit High Voltage Bank 1 Sensor 2
P0151: HO2S Circuit Low Voltage Bank 2 Sensor 1
P0152: HO2S Circuit High Voltage Bank 2 Sensor 1
P0157: HO2S Circuit Low Voltage Bank 2 Sensor 2
P0158: HO2S Circuit High Voltage Bank 2 Sensor 2
P2A00: HO2S Circuit Closed Loop Performance Bank 1 Sensor 1
P2A03: HO2S Circuit Closed Loop Performance Bank 2 Sensor 1
DTC P0133, P013A-P013F, P0133: HO2S Slow Response Bank 1 Sensor 1
P014A, P014B, P0153, P1133, P013A: HO2S Slow Response Rich to Lean Bank 1 Sensor 2
or P1153 (LF1) P013B: HO2S Slow Response Lean to Rich Bank 1 Sensor 2
P013C: HO2S Slow Response Rich to Lean Bank 2 Sensor 2
P013D: HO2S Slow Response Lean to Rich Bank 2 Sensor 2
P013E: HO2S Delayed Response Rich to Lean Bank 1 Sensor 2
P013F: HO2S Delayed Response Lean to Rich Bank 1 Sensor 2
P014A: HO2S Delayed Response Rich to Lean Bank 2 Sensor 2
P014B: HO2S Delayed Response Lean to Rich Bank 2 Sensor 2
P0153: HO2S Slow Response Bank 2 Sensor 1
 P1133: HO2S Insufficient Switching Bank 1 Sensor 1
P1153: HO2S Insufficient Switching Bank 2 Sensor 1
DTC P0134, P0140, P0154, or P0134: HO2S Circuit Insufficient Activity Bank 1 Sensor 1
P0160 (LF1) P0140: HO2S Circuit Insufficient Activity Bank 1 Sensor 2
P0154: HO2S Circuit Insufficient Activity Bank 2 Sensor 1
P0160: HO2S Circuit Insufficient Activity Bank 2 Sensor 2
DTC P0171, P0172, P0174, or P0171: Fuel Trim System Lean Bank 1
P0175 (LF1, LFW) P0172: Fuel Trim System Rich Bank 1
P0174: Fuel Trim System Lean Bank 2
P0175: Fuel Trim System Rich Bank 2
DTC P018B-P018D P018B: Fuel Pressure Sensor Performance
P018C: Fuel Pressure Sensor Circuit Low Voltage
P018D: Fuel Pressure Sensor Circuit High Voltage
DTC P0191 P0191: Fuel Rail Pressure Sensor Performance
DTC P0192 or P0193 P0192: Fuel Rail Pressure Sensor Circuit Low Voltage
P0193: Fuel Rail Pressure Sensor Circuit High Voltage
DTC P0201, P0202, P0203, P0201: Cylinder 1 Injector Control Circuit
P0204, P0205, P0206, P0261, P0202: Cylinder 2 Injector Control Circuit
P0262, P0264, P0265, P0267, P0203: Cylinder 3 Injector Control Circuit
P0268, P0270, P0271, P0273, P0204: Cylinder 4 Injector Control Circuit
P0274, P0276, or P0277 P0205: Cylinder 5 Injector Control Circuit
P0206: Cylinder 6 Injector Control Circuit
P0261: Cylinder 1 Injector Control Circuit Low Voltage
P0262: Cylinder 1 Injector Control Circuit High Voltage
P0264: Cylinder 2 Injector Control Circuit Low Voltage
P0265: Cylinder 2 Injector Control Circuit High Voltage
P0267: Cylinder 3 Injector Control Circuit Low Voltage
P0268: Cylinder 3 Injector Control Circuit High Voltage
P0270: Cylinder 4 Injector Control Circuit Low Voltage
P0271: Cylinder 4 Injector Control Circuit High Voltage
P0273: Cylinder 5 Injector Control Circuit Low Voltage
P0274: Cylinder 5 Injector Control Circuit High Voltage
P0276: Cylinder 6 Injector Control Circuit Low Voltage
P0277: Cylinder 6 Injector Control Circuit High Voltage
DTC P0231, P0232, or P023F P0231: Fuel Pump Control Circuit Low Voltage
P0232: Fuel Pump Control Circuit High Voltage
P023F: Fuel Pump Control Circuit
DTC P025A P025A: Fuel Pump Control Module Enable Circuit
DTC P0300-P0306 P0300: Engine Misfire Detected
P0301: Cylinder 1 Misfire Detected
P0302: Cylinder 2 Misfire Detected
P0303: Cylinder 3 Misfire Detected
P0304: Cylinder 4 Misfire Detected
P0305: Cylinder 5 Misfire Detected
P0306: Cylinder 6 Misfire Detected
DTC P0315 The crankshaft position system variation learn feature is used to calculate
 reference period errors caused by slight tolerance variations in the
crankshaft, and the crankshaft position sensor. The calculated error
allows the engine control module (ECM) to accurately compensate for
reference period variations. This enhances the ability of the ECM to
detect misfire events over a wider range of engine speed and load
conditions.
DTC P0324-P0328, P0330- P0324: Knock Sensor System Performance
P0333, P06B6, or P06B7 P0325: Knock Sensor Circuit Bank 1
P0326: Knock Sensor Performance Bank 1
P0327: Knock Sensor Circuit Low Voltage Bank 1
P0328: Knock Sensor Circuit High Voltage Bank 1
P0330: Knock Sensor Circuit Bank 2
P0331: Knock Sensor Performance Bank 2
P0332: Knock Sensor Circuit Low Voltage Bank 2
P0333: Knock Sensor Circuit High Voltage Bank 2
P06B6: Control Module Knock Sensor Processor 1 Performance
P06B7: Control Module Knock Sensor Processor 2 Performance
DTC P0335 (w/LF1) P0335: Crankshaft Position Sensor Circuit
DTC P0336 (w/LF1) P0336: Crankshaft Position Sensor Performance
DTC P0340, P0345, P0365, or P0340: Intake Camshaft Position Sensor Circuit Bank 1
P0390 (w/LF1) P0345: Intake Camshaft Position Sensor Circuit Bank 2
P0365: Exhaust Camshaft Position Sensor Circuit Bank 1
P0390: Exhaust Camshaft Position Sensor Circuit Bank 2
DTC P0341, P0346, P0366, or P0341: Intake Camshaft Position Sensor Performance Bank 1
P0391 (w/LF1) P0346: Intake Camshaft Position Sensor Performance Bank 2
P0366: Exhaust Camshaft Position Sensor Performance Bank 1
P0391: Exhaust Camshaft Position Sensor Performance Bank 2
DTC P0351-P0356 (LF1) P0351: Ignition Coil 1 Control Circuit
P0352: Ignition Coil 2 Control Circuit
P0353: Ignition Coil 3 Control Circuit
P0354: Ignition Coil 4 Control Circuit
P0355: Ignition Coil 5 Control Circuit
P0356: Ignition Coil 6 Control Circuit
DTC P0420 or P0430 P0420: Catalyst System Low Efficiency Bank 1
P0430: Catalyst System Low Efficiency Bank 2
DTC P0442 P0442: Evaporative Emission (EVAP) System Small Leak Detected
DTC P0443 or P0449 (w/LF1, P0443: Evaporative Emission (EVAP) Purge Solenoid Control Circuit
LFW) P0449: Evaporative Emission (EVAP) Vent Solenoid Control Circuit
DTC P0446 P0446: Evaporative Emissions (EVAP) Vent System Performance
DTC P0451-P0454 (w/LF1, P0451: Fuel Tank Pressure Sensor Performance
LFW) P0452: Fuel Tank Pressure Sensor Circuit Low Voltage
P0453: Fuel Tank Pressure Sensor Circuit High Voltage
P0454: Fuel Tank Pressure Sensor Intermittent
DTC P0455 (w/LF1, LFW) P0455: Evaporative Emission System Large Leak Detected
DTC P0496 P0496: Evaporative Emissions (EVAP) System Flow During Non-Purge
DTC P0506 or P0507 (LF1, P0506: Idle Speed Low
LFW) P0507: Idle Speed High
DTC P050D P050D: Cold Start Rough Idle
DTC P0601-P0604, P0606, P0601: Control Module Read Only Memory Performance
P0607, P0610, P062B, P062F, P0602: Control Module Not Programmed
P0630, P16F3, or P2610 (LF1, P0603: Control Module Long Term Memory Reset
LFW, LWR) P0604: Control Module Random Access Memory Performance
P0606: Control Module Processor Performance
P062B: Control Module Fuel Injector Control Performance
P062F: Control Module Long Term Memory Performance
P0630: VIN Not Programmed or Mismatched - Engine Control Module
(ECM)
P16F3: Control Module Redundant Memory Performance
P2610: Control Module Ignition Off Timer Performance
DTC P0601-P0604, P0606, or P0601: Control Module Read Only Memory (ROM)
P062F P0602: Control Module Not Programmed
P0603: Control Module Long Term Memory Reset
P0604: Control Module Random Access Memory (RAM)
P0606: Control Module Internal Performance
P062F: Control Module Long Term Memory Performance
DTC P0627-P0629 P0627: Fuel Pump Enable Circuit
P0628: Fuel Pump Enable Circuit Low Voltage
P0629: Fuel Pump Enable Circuit High Voltage
DTC P0641 or P06A6 P0641: 5 V Reference Circuit
P06A6: 5 V Reference Performance
DTC P0641, P0651, P0697, or P0641: 5 V Reference 1 Circuit
P06A3 (ECM) P0651: 5 V Reference 2 Circuit
P0697: 5 V Reference 3 Circuit
P06A3: 5 V Reference 4 Circuit
DTC P0650 P0650: Malfunction Indicator Lamp (MIL) Control Circuit
DTC P0685 or P0690 P0685: Engine Controls Ignition Relay Control Circuit
P0690: Engine Controls Ignition Relay Feedback Circuit High Voltage
DTC P069E P069E: Fuel Pump Control Module Requested MIL Illumination
DTC P0700 P0700: Transmission Control Module (TCM) Requested MIL
Illumination
DTC P0856 P0856: Traction Control Torque Request Circuit
DTC P1248, P1249, P124A, P1248: Cylinder 1 Injector High Control Circuit Shorted to Control
P124B, P124C, or P124D Circuit
P1249: Cylinder 2 Injector High Control Circuit Shorted to Control
Circuit
P124A: Cylinder 3 Injector High Control Circuit Shorted to Control
Circuit
P124B: Cylinder 4 Injector High Control Circuit Shorted to Control
Circuit
P124C: Cylinder 5 Injector High Control Circuit Shorted to Control
Circuit
P124D: Cylinder 6 Injector High Control Circuit Shorted to Control
 Circuit
DTC P1255 or P064A P064A: Fuel Pump Control Module Performance
P1255: Fuel Pump Control Module Driver Over-temperature
DTC P135A or P135B (LF1) P135A: Ignition Coil Supply Voltage Circuit Bank 1
P135B: Ignition Coil Supply Voltage Circuit Bank 2
DTC P1400 (LF1) P1400: Cold Start Emission Reduction Control System
DTC P150C (LF1) P150C: Transmission Control Module Engine Speed Request Signal
Message Counter Incorrect
DTC P1516, P2101, P2119, or P1516: Throttle Actuator Control (TAC) Module Throttle Actuator
P2176 (LF1, LFW) Position Performance
P2101: Throttle Actuator Position Performance
P2119: Throttle Closed Position Performance
P2176: Minimum Throttle Position Not Learned
DTC P159F or P15A0 P159F: Fuel Economy Mode Switch Circuit Low Voltage
P15A0: Fuel Economy Mode Switch Circuit High Voltage
DTC P15A1 P15A1: Fuel Economy Mode Switch Performance
DTC P163A P163A: Control Module Fuel Pressure Regulator 1 Control System
Circuitry Performance
DTC P1682 P1682: Ignition 1 Switch Circuit 2
DTC P2122, P2123, P2127, P2122: Accelerator Pedal Position (APP) Sensor 1 Circuit Low Voltage
P2128, or P2138 (LF1, LFW) P2123: Accelerator Pedal Position (APP) Sensor 1 Circuit High Voltage
P2127: Accelerator Pedal Position (APP) Sensor 2 Circuit Low Voltage
P2128: Accelerator Pedal Position (APP) Sensor 2 Circuit High Voltage
P2138: Accelerator Pedal Position (APP) Sensor 1-2 Not Plausible
DTC P2147, P2148, P2150, P2147: Cylinder 1 Injector High Control Circuit Low Voltage
P2151, P2153, P2154, P2156, P2148: Cylinder 1 Injector High Control Circuit High Voltage
P2157, P216B, P216C, P216E, P2150: Cylinder 2 Injector High Control Circuit Low Voltage
or P216F P2151: Cylinder 2 Injector High Control Circuit High Voltage
P2153: Cylinder 3 Injector High Control Circuit Low Voltage
P2154: Cylinder 3 Injector High Control Circuit High Voltage
P2156: Cylinder 4 Injector High Control Circuit Low Voltage
P2157: Cylinder 4 Injector High Control Circuit High Voltage
P216B: Cylinder 5 Injector High Control Circuit Low Voltage
P216C: Cylinder 5 Injector High Control Circuit High Voltage
P216E: Cylinder 6 Injector High Control Circuit Low Voltage
P216F: Cylinder 6 Injector High Control Circuit High Voltage
DTC P219A or P219B (LF1, P219A: Air Fuel Imbalance Bank 1
LFW) P219B: Air Fuel Imbalance Bank 2
DTC P2227-P2229, or P2230 P2227: Barometric Pressure (BARO) Sensor Performance
(LF1) P2228: Barometric Pressure (BARO) Sensor Circuit Low Voltage
P2229: Barometric Pressure (BARO) Sensor Circuit High Voltage
P2230: Barometric Pressure (BARO) Sensor Circuit Erratic
DTC P2270 or P2272 (w/LF1) P2270: HO2S Signal Stuck Lean Bank 1 Sensor 2
P2272: HO2S Signal Stuck Lean Bank 2 Sensor 2
DTC P2271 or P2273 (w/LF1) P2271: HO2S Signal Stuck Rich Bank 1 Sensor 2
 P2273: HO2S Signal Stuck Rich Bank 2 Sensor 2
DTC P2534 P2534: Ignition 1 Switch Circuit Low Voltage
DTC P2544 P2544: Transmission Torque Request Circuit
P2544: Transmission Torque Request Signal Message Counter Incorrect
DTC P2635 P2635: Fuel Pump Flow Performance
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

DTC P0010, P0013, P0020, OR P0023 (LF1, LFW)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0010

Intake Camshaft Position Actuator Solenoid Valve Control Circuit Bank 1

DTC P0013

Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit Bank 1

DTC P0020

Intake Camshaft Position Actuator Solenoid Valve Control Circuit Bank 2

DTC P0023

Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit Bank 2

CIRCUIT/SYSTEM DESCRIPTION

The camshaft position actuator system enables the Engine Control Module (ECM) to change the timing of the
camshafts while the engine is operating. The Camshaft Position Actuator Solenoid Valve signal from the ECM
is pulse width modulated (PWM). The ECM controls the Camshaft Position Actuator Solenoid Valve duty cycle
by controlling the amount of solenoid valve ON time. The Camshaft Position Actuator Solenoid Valve controls
the advance or the retard of each camshaft. The Camshaft Position Actuator Solenoid Valve controls the oil
flow that applies the pressure to advance or retard the camshafts.

The ECM controls the Camshaft Position Actuator Solenoid Valve by suppling a 12 V pulse width modulated
(PWM) signal. The ECM supplies a ground to the low reference circuit.

CONDITIONS FOR RUNNING THE DTC

 The ignition voltage is greater than 11 V.

 The ignition switch is in the Crank or Run position.
  The ECM commanded the Camshaft Position Actuator Solenoid Valve ON.
 DTCs P0010, P0013, P0020, and P0023 run continuously once the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match
for greater than 5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0010, P0013, P0020, and P0023 are type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0010, P0013, P0020, and P0023 are type B DTCs.

DIAGNOSTIC AIDS

If the condition is intermittent, move the related harnesses and connectors, with the engine operating, while
monitoring the scan tool circuit status parameters for the component. The circuit status parameters change from
OK or Not Run to Malfunction if there is a condition with the circuit or a connection.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Camshaft Actuator System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

NOTE: If a crankshaft or camshaft position sensor DTC is set, the Camshaft

Position Actuator output control will not function.

1. Ignition ON, observe the DTC information with a scan tool. Verify DTC P0335, P0336, P0340, P0341,
P0345, P0346, P0365, P0366, P0390, and P0391 is not set.
 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further diagnosis.

2. Observe the appropriate control circuit status parameters listed below with a scan tool:
 The Intake/Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit Low Voltage Test
Status Bank 1 or 2
 The Intake/Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit Open Test Status
Bank 1 or 2
 The Intake/Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit High Voltage Test
Status Bank 1 or 2

Each parameter should display OK or Not Run

3. Engine idling, command the appropriate Camshaft Position Actuator from 0 degrees to 25 degrees and
back to zero while observing the appropriate control circuit status parameters listed below with a scan
tool:
 The Intake/Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit Low Voltage Test
Status Bank 1 or 2
 The Intake/Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit Open Test Status
Bank 1 or 2
 The Intake/Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit High Voltage Test
Status Bank 1 or 2

Each parameter should display OK or Not Run

4. The engine at the normal operating temperature, raise the engine speed to 2,000 RPM for 10 s. DTCs
P0010, P0013, P0020, or P0023 should not set.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate Q6 Camshaft Position Actuator
Solenoid Valve.
2. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power
 down. Test for less than 5 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified value, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.

NOTE: A test lamp must be used for this test. The control circuit is pulled-up to a
low current voltage, 1.5-4.5 V on the control circuit is normal.

3. Ignition ON, verify that a test lamp does not illuminate between the control circuit terminal 1 and ground.
 If the test lamp illuminates, test the control circuit for a short to voltage. If the circuit tests normal,
replace the K20 ECM.
4. Connect the DMM black lead to the control circuit terminal 1. Connect the DMM red lead to B+. Set the
DMM on the diode setting. Command the CMP actuator solenoid ON and OFF with a scan tool. The
DMM should transition from OL when commanded OFF to less than 1 V when commanded ON.
 If the circuit voltage does not correspond to the specified values, test the control circuit for an
open/high resistance or a short to ground. If the circuit tests normal, replace the K20 ECM.
5. If all circuits/connections test normal, test or replace the appropriate Q6 Camshaft Position Actuator
Solenoid Valve.

COMPONENT TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate Q6 Camshaft Position Actuator
Solenoid Valve.
2. Test for 5-12 ohms between the control terminal 1 and the low reference circuit terminal 2 of the Q6
Camshaft Position Actuator Solenoid Valve.
 If not within the specified range, replace the Q6 Camshaft Position Actuator Solenoid Valve.

3. Test for infinite resistance between each terminal and the Q6 Camshaft Position Actuator Solenoid Valve
housing.
 If not the specified value, replace the Q6 Camshaft Position Actuator Solenoid Valve.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Camshaft Position Actuator Solenoid Valve Solenoid Replacement - Bank 1 (Right Side) Intake
 Camshaft Position Actuator Solenoid Valve Solenoid Replacement - Bank 1 (Right Side) Exhaust
 Camshaft Position Actuator Solenoid Valve Solenoid Replacement - Bank 2 (Left Side) Intake
 Camshaft Position Actuator Solenoid Valve Solenoid Replacement - Bank 2 (Left Side) Exhaust
 Control Module References for Engine Control Module replacement, setup, and programming

DTC P0011, P0014, P0021, OR P0024 (LF1, LFW)

DIAGNOSTIC INSTRUCTIONS
  Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0011

Intake Camshaft Position System Performance Bank 1

DTC P0014

Exhaust Camshaft Position System Performance Bank 1

DTC P0021

Intake Camshaft Position System Performance Bank 2

DTC P0024

Exhaust Camshaft Position System Performance Bank 2

CIRCUIT/SYSTEM DESCRIPTION

The camshaft position actuator system enables the Engine Control Module (ECM) to change the timing of the
camshafts while the engine is operating. The camshaft position actuator solenoid signal from the ECM is pulse
width modulated (PWM). The ECM controls the camshaft position actuator solenoid duty cycle by controlling
the amount of solenoid ON time. The camshaft position actuator solenoid controls the advance or the retard of
each camshaft. The camshaft position actuator solenoid controls the oil flow that applies the pressure to advance
or retard the camshafts.

CONDITIONS FOR RUNNING THE DTC

 DTC P0010, P0013, P0020, P0023, P0016, P0017, P0018, P0019, P0335, P0336, P0340, P0341, P0345,
P0346, P0365, P0366, P0390, and P0391 is not set.
 The ignition voltage is greater than 11 V.
 The engine is operating.
 The desired camshaft position is not changing greater than 4.5 degrees for at least 1 s.
 Both of the desired and actual camshaft position actuator values cannot be greater than 20 degrees or less
than 5 degrees.
 DTCs P0011, P0014, P0021, and P0024 run continuously once the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0011 and P0021

The ECM detects the difference between the desired and actual camshaft position angle is greater than 5
degrees for greater 2.5 s.

P0014 and P0024

The ECM detects the difference between the desired and actual camshaft position angle is greater than 5
degrees for greater 10 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0011, P0014, P0021, and P0024 are type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0011, P0014, P0021, and P0024 are type B DTCs.

DIAGNOSTIC AIDS

Inspect the engine for any recent engine mechanical repairs. An incorrectly installed camshaft, camshaft
position actuator solenoid, mechanical camshaft actuator, or timing chain can cause this DTC to set.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Camshaft Actuator System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

NOTE:  The engine oil level and the oil pressure are critical to the correct
operation of the camshaft position actuator system. Verify that the
engine has the correct oil level and the correct oil pressure before
continuing with this diagnostic. Refer to Oil Pressure Diagnosis and
Testing .
 The engine oil condition has a major impact on the camshaft actuator
system. Debris in the oil can interfere with the camshaft position
actuator solenoid and the mechanical camshaft actuator operation.
Inspect for dirty or degraded crankcase oil. The engine may require
an oil change. Inquire with the customer when the last oil change was
performed. You may also monitor the scan tool Engine Oil Life
parameter. Advise the customer an oil change may be required.
 If a crankshaft or camshaft position sensor DTC is set, the Camshaft
Position Actuator output control will not function.

1. Ignition ON, observe the scan tool DTC information. Verify that DTC P0016, P0017, P0018, P0019,
P0335, P0336, P0338, P0340, P0341, P0345, P0346, P0365, P0366, P0390, or P0391 is not set.
 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further diagnosis.

2. Engine idling, command the appropriate Camshaft Position Actuator from 0 degrees to 20 degrees and
back to zero while observing the appropriate scan tool Camshaft Position Variance parameters. The
Camshaft Position Variance should be less than 2 degrees in each of the commanded states.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate Q6 Camshaft Position Actuator
Solenoid Valve.
2. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power
down. Test for less than 5 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified value, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.

NOTE: A test lamp must be used for this test. The control circuit is pulled-up to a
low current voltage, 1.5-4.5 V on the control circuit is normal.

3. Ignition ON, verify that a test lamp does not illuminate between the control circuit terminal 1 and ground.
  If the test lamp illuminates, test the control circuit for a short to voltage. If the circuit tests normal,
replace the K20 ECM.
4. Connect the DMM black lead to the control circuit terminal 1. Connect the DMM red lead to B+. Set the
DMM on the diode setting. Command the CMP actuator solenoid ON and OFF with a scan tool. The
DMM should transition from OL when commanded OFF to less than 1 V when commanded ON.
 If the circuit voltage does not correspond to the specified values, test the control circuit for an
open/high resistance or a short to ground. If the circuit tests normal, replace the K20 ECM.
5. Remove the Camshaft Position Actuator Solenoid Valve. Verify the following conditions do not exist
with the Camshaft Position Actuator Solenoid Valve:
 Torn, restricted, mis-positioned, or missing screens at the CMP actuator solenoid

 Engine oil leak between the oil sealing lands of the CMP actuator solenoid. Inspect the lands of the
CMP actuator solenoid for nicks.
 Oil seepage at the CMP actuator solenoid connector

 If a condition is found, replace Q6 Camshaft Position Actuator Solenoid Valve.

6. Ignition OFF, swap the appropriate Camshaft Position Actuator Solenoid Valve with a Camshaft Position
Actuator Solenoid Valve that is operating correctly.
7. Engine idling. Command the appropriate Camshaft Position Actuator from 0 degrees to 20 degrees and
back to zero while observing the appropriate scan tool Camshaft Position Variance parameters. The
Camshaft Position Variance should be less than 2 degrees in each of the commanded states.
 If greater than the specified value, replace the mechanical camshaft position actuator.

8. If all circuits/connections test normal, test or replace the Q6 Camshaft Position Actuator Solenoid Valve.

COMPONENT TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate Q6 Camshaft Position Actuator
Solenoid Valve.
2. Test for 5-12 ohms between the ignition circuit terminal 1 and the control circuit terminal 2 of the Q6
Camshaft Position Actuator Solenoid Valve.
 If not within the specified range, replace the Q6 Camshaft Position Actuator Solenoid Valve.

3. Test for infinite resistance between each terminal and the Q6 Camshaft Position Actuator Solenoid Valve
housing.
 If not the specified value, replace the Q6 Camshaft Position Actuator Solenoid Valve.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Camshaft Position Actuator Replacement - Bank 1 (LF1)

 Camshaft Position Actuator Replacement - Bank 2 (LF1)
 Camshaft Position Actuator Solenoid Valve Solenoid Replacement - Bank 1 (Right Side) Intake
 Camshaft Position Actuator Solenoid Valve Solenoid Replacement - Bank 1 (Right Side) Exhaust
 Camshaft Position Actuator Solenoid Valve Solenoid Replacement - Bank 2 (Left Side) Intake
  Camshaft Position Actuator Solenoid Valve Solenoid Replacement - Bank 2 (Left Side) Exhaust
 Control Module References for ECM replacement, programming, and setup

DTC P0016, P0017, P0018, OR P0019 (LF1, LFW)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0016

Crankshaft Position - Intake Camshaft Position Not Plausible Bank 1

DTC P0017

Crankshaft Position - Exhaust Camshaft Position Not Plausible Bank 1

DTC P0018

Crankshaft Position - Intake Camshaft Position Not Plausible Bank 2

DTC P0019

Crankshaft Position - Exhaust Camshaft Position Not Plausible Bank 2

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) uses the crankshaft position (CKP) sensor and the camshaft position (CMP)
sensor pulses to monitor the correlation between the crankshaft and the camshaft position. An improper relative
position can be caused by either engine timing or improper indexing of the camshaft drive chain.

CONDITIONS FOR RUNNING THE DTC

 DTC P0335, P0336, P0338, P0340, P0341, P0345, P0346, P0365, P0366, P0390, P0391, P0641, and
P0651 are not set.
 The engine is operating.
 The crankshaft and camshaft position signals are synchronized.
 The camshaft position actuator is in the parked position.
 DTC P0016, P0017, P0018, and P0019 run continuously once the above conditions are met.

CONDITIONS FOR SETTING THE DTC

DTC P0016, P0017, P0018, or P0019

The ECM detects that one camshaft is mis-aligned with the crankshaft. The ECM detects one of the following
conditions:

 Bank 1 intake camshaft is greater than 9 degrees retarded or 12 degrees advanced in relationship to the
crankshaft.
 Bank 1 exhaust camshaft is greater than 10 degrees retarded or 13 degrees advanced in relationship to the
crankshaft.
 Bank 2 intake camshaft is greater than 11 degrees retarded or 13 degrees advanced in relationship to the
crankshaft.
 Bank 2 exhaust camshaft is greater than 9 degrees retarded or 13 degrees advanced in relationship to the
crankshaft.

DTC P0016 and P0017

The ECM detects that both camshafts on bank 1 are mis-aligned with the crankshaft. The ECM detects the
following conditions:

 Bank 1 intake camshaft is greater than 6 degrees retarded or 9 degrees advanced in relationship to the
crankshaft.
 Bank 1 exhaust camshaft is greater than 6 degrees retarded or 9 degrees advanced in relationship to the
crankshaft.

DTC P0018 and P0019

The ECM detects that both camshafts on bank 2 are mis-aligned with the crankshaft. The ECM detects the
following conditions:

 Bank 2 intake camshaft is greater than 6 degrees retarded or 9 degrees advanced in relationship to the
crankshaft.
 Bank 2 exhaust camshaft is greater than 7 degrees retarded or 9 degrees advanced in relationship to the
crankshaft.

DTC P0016, P0017, P0018, and P0019

The ECM detects that all 4 camshafts are mis-aligned with the crankshaft. The ECM detects the following
conditions:

 Bank 1 intake camshaft is greater than 6 degrees retarded or 9 degrees advanced in relationship to the
crankshaft.
 Bank 1 exhaust camshaft is greater than 6 degrees retarded or 9 degrees advanced in relationship to the
crankshaft.
 Bank 2 intake camshaft is greater than 6 degrees retarded or 8 degrees advanced in relationship to the
crankshaft.
 Bank 2 exhaust camshaft is greater than 7 degrees retarded or 9 degrees advanced in relationship to the
 crankshaft.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0016, P0017, P0018, and P0019 are type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0016, P0017, P0018, and P0019 are type B DTCs.

DIAGNOSTIC AIDS

 Inspect the engine for any recent engine mechanical repairs. An incorrectly installed secondary timing
chain can cause this DTC to set.
 This diagnostic algorithm is designed to detect an alignment condition between a primary intermediate
sprocket and the secondary timing chain, or the alignment between a primary intermediate sprocket and
the crankshaft. Either condition would cause the camshaft timing for both cams on one bank to be off an
equal number of degrees.
 DTCs P0016, P0017, P0018, and P0019 set at the same time indicates a possible condition with the
primary timing chain and the alignment between both intermediate sprockets and the crankshaft. Or, the
crankshaft reluctor wheel has moved and is no longer referenced to top dead center (TDC).
 Observing the desired and actual camshaft angle parameters, with a scan tool before a DTC sets, may
help to isolate whether a condition is specific to one camshaft, one bank, or caused by a condition with
the primary crankshaft timing.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Camshaft Actuator System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Ignition ON, observe the DTC information with a scan tool. Verify that none of the following DTCs are
set. DTC P0010, P0013, P0020, P0023, P0335, P0336, P0340, P0341, P0345, P0346, P0365, P0366,
P0390, or P0391.
 If any of the DTCs listed are set refer to Diagnostic Trouble Code (DTC) List - Vehicle for
further diagnosis.
2. Idle the engine at normal operating temperature. DTCs P0016, P0017, P0018, or P0019 should not set.
 If a DTC sets, inspect for the following and repair as necessary:

 The correct installation of the camshaft sensors

 The correct installation of the crankshaft sensor

 A timing chain tensioner condition

 An incorrectly installed timing chain

 Excessive play in the timing chain

 A mechanical cam actuator that is stuck in the full advance or retard position.

 A timing chain that jumped teeth

 A crankshaft reluctor wheel that has moved in relationship to top dead center (TDC) on the
crankshaft
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Timing Chain Alignment Diagram

 Camshaft Timing Drive Components Cleaning and Inspection
 Crankshaft and Bearing Cleaning and Inspection

DTC P0030, P0036, P0050, P0053, P0054, P0056, P0059, P0060, P0135,
P0141, P0155, OR P0161 (LF1)
DIAGNOSTIC INSTRUCTIONS
  Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0030

HO2S Heater Control Circuit Bank 1 Sensor 1

DTC P0036

HO2S Heater Control Circuit Bank 1 Sensor 2

DTC P0050

HO2S Heater Control Circuit Bank 2 Sensor 1

DTC P0053

HO2S Heater Resistance Bank 1 Sensor 1

DTC P0054

HO2S Heater Resistance Bank 1 Sensor 2

DTC P0056

HO2S Heater Control Circuit Bank 2 Sensor 2

DTC P0059

HO2S Heater Resistance Bank 2 Sensor 1

DTC P0060

HO2S Heater Resistance Bank 2 Sensor 2

DTC P0135

HO2S Heater Performance Bank 1 Sensor 1

DTC P0141

HO2S Heater Performance Bank 1 Sensor 2

DTC P0155

HO2S Heater Performance Bank 2 Sensor 1

DTC P0161

HO2S Heater Performance Bank 2 Sensor 2

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0133,
P013A,
P013B,
P0132, P0132, P0132,
P013C,
P0134, P0134, P0134,
P013D,
P0131, P0138, P0138, P0138,
P013E,
P0137, P0140, P0140, P0140,
HO2S High Signal P013F,
P0151, P0152, P0152, P0152,
P014A,
P0157 P0154, P0154, P0154,
P014B,
P0158, P0158, P0158,
P0153, P1133,
P0160 P0160 P0160
P1153,
P2A00,
P2A03
P0133,
P013A,
P013B,
P0132, P0132, P0132,
P013C,
P0134, P0134, P0134,
P013D,
P0131, P0138, P0138, P0138,
P013E,
P0137, P0140, P0140, P0140,
HO2S Low Signal P013F,
P0151, P0152, P0152, P0152,
P014A,
P0157 P0154, P0154, P0154,
P014B,
P0158, P0158, P0158,
P0153, P1133,
P0160 P0160 P0160
P1153,
P2A00,
P2A03

P0030, P0030,
P0036, P0036,
P0030, P0050, P0050,
P0036, P0056, P0056, P0135, P0141,
HO2S Heater Voltage Supply P0050, P0132, P0132, P0690
P0155, P0161
P0056, P0134, P0134,
P0132, P0135, P0135,
P0135, P0138, P0138,
P0138, P0140, P0140,
 P0141, P0141, P0141,
P0152, P0152, P0152,
P0155, P0154, P0154,
P0158, P0155, P0155,
P0161, * P0158, P0158,
P0160, P0160,
P0161 P0161
P0030, P0030, P0030,
P0036, P0036, P0036,
P0030, P0050, P0050, P0050,
P0036, P0056, P0056, P0056,
P0050, P0132, P0132, P0132,
P0053, P0134, P0134, P0134,
P0054, P0135, P0135, P0135,
P0056, P0138, P0138, P0138, P0135, P0141,
HO2S Heater Control
P0059, P0140, P0140, P0140, P0155, P0161
P0060, P0141, P0141, P0141,
P0135, P0152, P0152, P0152,
P0141, P0154, P0154, P0154,
P0155, P0155, P0155, P0155,
P0161 P0158, P0158, P0158,
P0160, P0160, P0160,
P0161 P0161 P0161
* Opens Fuse

TYPICAL SCAN TOOL DATA

HO2S Sensor 1 Current/HO2S Sensor 2 Current

Circuit Short to Ground Open Short to Voltage
Parameter Normal Range: 0.2-1.5 A
HO2S Heater Low Control 0A 0A 0A
HO2S Heater Voltage Supply 0A 0A 0.2-1.5 A

CIRCUIT/SYSTEM DESCRIPTION

Heated oxygen sensors (HO2S) are used for fuel control and post catalyst monitoring. Each HO2S compares the
oxygen content of the surrounding air with the oxygen content in the exhaust stream. The HO2S must reach
operating temperature to provide an accurate voltage signal. A heating element inside the HO2S minimizes the
time required for the sensors to reach operating temperature. Voltage is provided to the heater by an ignition
voltage circuit through a fuse. With the engine running, ground is provided to the heater by the HO2S heater
low control circuit through a low side driver within the engine control module (ECM). The ECM uses pulse
width modulation (PWM) to control the HO2S heater operation to maintain a specific HO2S operating
temperature range.

CONDITIONS FOR RUNNING THE DTC

P0030, P0036, P0050, or P0056

 The ignition 1 voltage is between 11-18 V.

 The engine speed is greater than 400 RPM.
 The DTCs run continuously when the above conditions are met.

P0053, P0054, P0059, or P0060

 DTCs P0112, P0113, P0117, P0118, or P2610 are not set.

 The engine run time is greater than 20 s.
 The ignition voltage is less than 18 V.
 The ignition is OFF for greater than 8 h.
 The engine coolant temperature (ECT) is between -30 to +45°C (-22 to +113°F) at engine start-up.
 The ECT and the intake air temperature (IAT) are within 8°C (14°F) at engine start-up.
 The DTCs run once per drive cycle when the above conditions are met.

P0135, P0141, P0155, or P0161

 DTCs P0116, P0117, P0118, P0125, or P0128 are not set.

 The ignition 1 voltage is between 10-32 V.
 The HO2S is at operating temperature.
 The HO2S is commanded ON.
 The DTCs run once per drive cycle when the above conditions are met for 120 s.

CONDITIONS FOR SETTING THE DTC

P0030, P0036, P0050, or P0056

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match
for greater than 5 s.

P0053, P0054, P0059, or P0060

The ECM detects the HO2S heater is not within a specified resistance range at engine start-up.

P0135 or P0155

The ECM detects that the HO2S 1 heater current is greater than 3.1 amps, or less than 0.3 amps for greater than
8 s.

P0141 or P0161

The ECM detects that the HO2S 2 heater current is greater than 2.9 amps, or less than 0.3 amps for greater than
8 s.
ACTION TAKEN WHEN THE DTC SETS

DTCs P0030, P0036, P0050, P0053, P0054, P0056, P0059, P0060, P0135, P0141. P0155, and P0161 are Type
B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0030, P0036, P0050, P0053, P0054, P0056, P0059, P0060, P0135, P0141. P0155, and P0161 are Type
B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
 Heated Oxygen Sensor Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine idling, command the appropriate B52 HO2S heater ON and OFF with a scan tool while observing
the B52 HO2S Heater Circuit Test Status parameter. The parameter should display OK or Not Run.
2. Engine idling at operating temperature, observe the scan tool B52 HO2S Heater parameter. The amperage
should be within 0.2-1.5 A.
3. Engine idling at operating temperature, move the related wiring and connectors while observing the B52
HO2S Heater parameter with a scan tool. The parameter should not change with movement.
 If movement affects the parameter, repair the appropriate harness or connector.
 4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate B52 HO2S.
2. Ignition ON, verify that a test lamp illuminates between the ignition voltage circuit terminal D and
ground.
 If the test lamp does not illuminate, test the ignition voltage circuit for a short to ground or an
open/high resistance. If the circuit tests normal and the B52 HO2S heater circuit fuse is open, test
all components connected to the fuse and replace as necessary.
3. Ignition ON, observe the appropriate scan tool HO2S Heater Control Open Circuit Test Status parameter.
The parameter should display Malfunction.
 If not the specified value, test the heater control circuit terminal E for a short to ground, or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
4. Connect a 3 A fused jumper wire between the heater control circuit terminal E and ground. Observe the
appropriate scan tool HO2S Heater Control Circuit Low Voltage Test Status parameter. The parameter
should transition from OK to Malfunction.
 If not the specified value, test the heater control circuit terminal E for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.

NOTE:  Less than 10 ohms of additional resistance on the ignition voltage

circuit, or control circuit may set a DTC. If there is resistance on a
circuit, the driver will remain ON and the scan tool HO2S High
Voltage Test Status parameter will display OK.
 Performing this test may set additional DTCs.

5. Ignition OFF, connect a 10 A fused jumper wire between the control circuit terminal E and the ignition
voltage circuit terminal D.
6. Engine idling, observe the appropriate HO2S Control Circuit High Voltage Test Status parameter. The
parameter should transition from Not Run to Malfunction.
 If not the specified value, test the control circuit and the ignition voltage circuit for high resistance.
If the circuits test normal, replace the K20 ECM.
7. If all circuits test normal, test or replace the appropriate B52 HO2S.

REPAIR PROCEDURES

CAUTION: Refer to Heated Oxygen Sensor Resistance Learn Reset Caution .

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
  Heated Oxygen Sensor Replacement - Bank 1 Sensor 1 (LF1)
 Heated Oxygen Sensor Replacement - Bank 1 Sensor 2 (LF1)
 Heated Oxygen Sensor Replacement - Bank 2 Sensor 1 (LF1)
 Heated Oxygen Sensor Replacement - Bank 2 Sensor 2
 Control Module References for ECM replacement, setup, and programming

DTC P0068 OR P1101

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0068

Throttle Body Airflow Performance

DTC P1101

Intake Air Flow System Performance

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) compares actual airflow based on throttle position (TP) to a calculated
airflow based on manifold absolute pressure (MAP) sensor, and mass air flow (MAF).

CONDITIONS FOR RUNNING THE DTC

DTC P0068

 The engine speed is greater than 800 RPM.

 The ignition voltage is greater than 6.0 V.
 The throttle actuator control system is not in reduced power mode.
 The DTC runs continuously when the above conditions are met.

DTC P1101

 DTCs P0102, P0103, P0107, P0108, P0112, P0113, P0117, P0118, P0335, P0336 are not set
 The engine speed is between 400-7,000 RPM
 The engine coolant temperature (ECT) is between 69-127°C (156-260°F).
 The intake air temperature (IAT) is between -20 to +125°C (-4 to +257°F).
  The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the actual airflow rate is greater than the calculated airflow.

ACTION TAKEN WHEN THE DTC SETS

 DTC P0068 is a type A DTC.

 DTC P1101 is a type B DTC.

CONDITIONS FOR CLEARING THE DTC

 DTC P0068 is a type A DTC.

 DTC P1101 is a type B DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Verify none of the following conditions exist:

 The air intake duct system for loose clamps, cracks, or other damage
  The air intake duct system for being collapsed or restricted
 The B75 mass airflow sensor is installed correctly.

 Restricted air filter

 Q38 throttle body for dirt, debris, and coking. Also, throttle body blade or shaft damage. Refer to
Throttle Body Inspection and Cleaning for further diagnosis.
 Splits, kinks, or improper connections at the vacuum hoses

 Missing, restricted, or leaking exhaust components-Refer to Symptoms - Engine Exhaust .

 Vacuum leaks at the intake manifold and Q38 throttle body.

 If a condition exists, repair as necessary.

2. Ignition ON, observe the diagnostic trouble code (DTC) information with a scan tool. Verify that DTC
P0641, P0651, P0697, or P06A3 is not set.
 If any of the above DTCs are set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) for
further diagnosis.
3. Determine the current vehicle testing altitude. Compare the MAP Sensor pressure parameter to the
reading in the Altitude Versus Barometric Pressure table. The MAP sensor pressure parameter should
be within the specified range indicated in the table.
 If the MAP sensor pressure is not within the range specified for your altitude, refer to DTC P0106
(LF1).
4. Engine idling, observe the MAP Sensor kPa parameter. The reading should be between 26-52 kPa (3.8-
7.5 psi).
 If not within the specified range, refer to DTC P0106 (LF1).

5. Use the scan tool snapshot function to take a snapshot of the engine data list while performing the actions
listed below.
1. Engine idling
2. Increase the engine speed slowly to 3,000 RPM and then back to idle.
3. Exit from the scan tool snapshot and review the data.
4. Observe the MAF Sensor g/s parameter frame by frame with a scan tool. The MAF Sensor g/s
parameter should change smoothly and gradually as the engine speed is increased and then returned
to idle.
 If the MAF Sensor g/s parameter does not change smoothly and gradually, refer to DTC P0101 for
further diagnosis.
6. If all conditions test normal, test the engine for a mechanical condition. Refer to Symptoms - Engine
Mechanical .

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Throttle Body Assembly Replacement (LF1)

 Air Cleaner Element Replacement (LE5)

DTC P0089, P00C6, P228C, OR P228D

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0089

Fuel Pressure Regulator Performance

DTC P00C6

Fuel Rail Pressure Low During Engine Cranking

DTC P228C

Fuel Pressure Regulator 1 Control Performance - Low Pressure

DTC P228D

Fuel Pressure Regulator 1 Control Performance - High Pressure

CIRCUIT/SYSTEM DESCRIPTION

The fuel rail pressure sensor detects fuel pressure within the fuel rail. The engine control module (ECM)
provides a 5 V reference voltage on the 5 V reference circuit and ground on the low reference circuit. The ECM
receives a varying signal voltage on the signal circuit.

High pressure fuel is regulated by the high pressure fuel pump actuator, which is a part of the high pressure fuel
pump. The high pressure fuel pump actuator is a solenoid valve. The ECM provides a voltage on the actuator
high control circuit and ground on the actuator low control circuit. Both circuits are controlled through output
drivers within the ECM. When deactivated, both drivers are disabled. When activated, the high control circuit
driver energizes the high pressure fuel pump actuator and the low control circuit driver pulse-width modulates
(PWM) the low control circuit to ground.

The high pressure mechanical fuel pump is driven by three lobes on the camshaft. The ECM uses the camshaft
and crankshaft position sensor inputs to synchronize the high pressure fuel pump actuator with the position of
each of the camshaft lobes. The ECM regulates fuel pressure by adjusting the portion of each pump stroke that
provides fuel to the rail.

The ECM monitors the fuel rail fuel pressure sensor and the high pressure fuel pump actuator to determine if
the commanded and actual pressure are within a predetermined range, or if the amount of fuel pressure
correction exceeds a calibrated pressure.

CONDITIONS FOR RUNNING THE DTC

P0089, P228C, or P228D

 DTC P0090, P0091, P0092, P0191, P0192, or P0193 is not set.

 The ignition voltage is less than 18 V.
 The deceleration fuel cut-off (DFCO) is inactive.
 The engine speed is greater than 25 RPM.
 The air bag is not deployed.
 The DTCs run continuously when the above conditions are met for 5 s.

P00C6

 DTC P0090, P0091, P0092, P00C8, P00C9, P00CA, P0116, P0117, P0118, P0128, P0192, P0193, P0335,
P0336, P0340, P0341, P0345, P0346, P0365, P0366, P0390, P0391, P0627, P0628, P0629 are not set.
 The ignition voltage is more than 8 V.
 The engine coolant temperature is between -100 and +65°C (-148 and +149°F).
 The low side fuel pressure is more than 0 kPa (0 psi).
 The engine is not running.
 The DTC runs once for each engine start.

CONDITIONS FOR SETTING THE DTC

P0089

The high pressure fuel pump actuator command necessary to maintain the desired fuel rail pressure is +/-2,500
kPa (363 psi) of the command expected by the controller. The condition exists for greater than 5 s.

P00C6

The ECM detects that the fuel pressure is not rising or has fallen beyond acceptable limits during engine
cranking.

P228C

The actual fuel rail pressure is 1,500 kPa (218 psi) less than the desired fuel pressure. The condition exists for
greater than 5 s.

P228D

The actual fuel rail pressure is 3,600 kPa (522 psi) greater than the desired fuel rail pressure. The condition
exists for greater than 5 s.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0089 and P00C6 are Type B DTCs.

 DTCs P228C and P228D are Type A DTCs.
  A message center or an indicator displays Reduced Engine Power.

CONDITIONS FOR CLEARING THE DTC

 DTCs P0089 and P00C6 are Type B DTCs.

 DTCs P228C and P228D are Type A DTCs.

DIAGNOSTIC AIDS

 A restricted fuel feed pipe between the fuel feed pipe fuel pressure sensor and the high pressure fuel
pump may set a DTC.
 A condition with the fuel tank fuel pump module or fuel pump flow control module may set these DTCs.
 A skewed fuel rail pressure sensor, or an intermittent condition in the fuel rail pressure sensor circuits
may set these DTCs.
 A leaking or restricted fuel injector may set DTC P0089.
 A short to voltage in the crankshaft position signal circuit may set a DTC.
 A short to voltage in the camshaft position actuator solenoid valve control circuit may set a DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the DTC information with a scan tool. DTC P0627, P0628, P0629, P069E, or U0109 should not
set.
 If a DTC is set refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Attempt to start and idle the engine.

3. Observe the DTC information with a scan tool. DTCs P0089, P00C6, P228C, and P228D should not set.
4. Engine idling, observe the Fuel Rail Pressure Sensor parameter with a scan tool. The pressure should be
approximately 1.9-2.1 Mpa (279-305 psi).
5. Command an increase and decrease in fuel rail pressure with a scan tool. Observe the scan tool Fuel Rail
Pressure Sensor parameter. The Fuel Rail Pressure Sensor should increase or decrease with each
commanded state.
6. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: Circuit/System Verification must be performed first or misdiagnosis may

result.

1. Ignition ON, observe the scan tool fuel pump control module fuel line pressure sensor parameter.
Command an increase in the fuel line pressure with a scan tool. Verify the fuel line pressure increases to
greater than 414 kPa (60 psi) as commanded.
 If less than the specified range, refer to Fuel System Diagnosis .

NOTE: As little as 2 ohms on either circuit of the high pressure fuel pump
actuator will cause these DTCs to set. Test the circuits of the high
pressure fuel pump actuator for a high resistance if you suspect a
condition.

2. Remove the G18 high pressure fuel pump and visually inspect the lobes on the camshaft for unusual
wear.
 If the lobes appear normal, replace the G18 high pressure fuel pump.

 If the lobes are worn, replace the camshaft.

COMPONENT TESTING

Static Test

1. Ignition OFF, disconnect the harness connector at the G18 high pressure fuel pump.
 NOTE: The DMM and test leads must be calibrated to 0 ohms in order to prevent
misdiagnosis.

2. Test for 10 ohms plus/minus 1 ohms at 25°C (77°F) between the low control circuit terminal 1 and the
high control circuit terminal 2.
 If not within the specified range, replace the G18 high pressure fuel pump.

3. Test for infinite resistance between each terminal and the G18 high pressure fuel pump housing.
 If not the specified value, replace the G18 high pressure fuel pump.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Camshaft Replacement - Right Side

 Fuel Pressure Sensor Replacement - Fuel Injection Fuel Rail (LF1)
 Fuel Pump Replacement

DTC P0090-P0092, P00C8, P00C9, OR P00CA

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0090

Fuel Pressure Regulator Control Circuit

DTC P0091

Fuel Pressure Regulator Control Circuit Low Voltage

DTC P0092

Fuel Pressure Regulator Control Circuit High Voltage

DTC P00C8

Fuel Pressure Regulator High Control Circuit

DTC P00C9
 Fuel Pressure Regulator High Control Circuit Low Voltage

DTC P00CA

Fuel Pressure Regulator High Control Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
High Pressure Fuel Pump Actuator
P0091, P00C9 P0090, P00C8 P0092, P00CA -
High Control
High Pressure Fuel Pump Actuator
P0091, P00C9 P0090, P00C8 P0092, P00CA -
Low Control

CIRCUIT/SYSTEM DESCRIPTION

High pressure fuel is regulated by the high pressure fuel pump actuator, which is a part of the high pressure fuel
pump. The high pressure fuel pump actuator is a solenoid valve. The ECM provides battery voltage on the
actuator high control circuit and ground on the actuator low control circuit. Both circuits are controlled through
output drivers within the ECM. When deactivated, both drivers are disabled. When activated, the high control
circuit driver energizes the high pressure fuel pump actuator and the low control circuit driver pulse-width
modulates (PWM) the low control circuit to ground. The ECM monitors the voltage on the circuits to detect a
failure.

CONDITIONS FOR RUNNING THE DTC

 The ignition voltage is between 11-18 V.

 The DTCs run continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

P0090

 The ECM detects an open circuit in the high pressure fuel pump actuator low control circuit.
 The DTC sets when the above condition is present for 4 s.

P0091

 The ECM detects a short to ground in the high pressure fuel pump actuator low control circuit.
 The DTC sets when the above condition is present for 4 s.

P0092

 The ECM detects a short to voltage in the high pressure fuel pump actuator low control circuit.
 The DTC sets when the above condition is present for 4 s.
P00C8

 The ECM detects an open circuit in the high pressure fuel pump actuator high control circuit.
 The DTC sets when the above condition is present for 4 s.

P00C9

 The ECM detects a short to ground in the high pressure fuel pump actuator high control circuit.
 The DTC sets when the above condition is present for 4 s.

P00CA

 The ECM detects a short to voltage in the high pressure fuel pump actuator high control circuit.
 The DTC sets when the above condition is present for 4 s.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0090, P0091, P0092, P00C8, P00C9, and P00CA are Type A DTCs.
 A message center or an indicator displays Reduced Engine Power.

CONDITIONS FOR CLEARING THE DTC

DTCs P0090, P0091, P0092, P00C8, P00C9, and P00CA are Type A DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the DTC information with a scan tool. DTC P0090, P0091, P0092, P00C8, P00C9, P00CA,
P0685, or P1682 should not set.
 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Ignition ON, command the Fuel Pressure Regulator ON and OFF with a scan tool while observing the
following control circuit status parameters:
 Fuel Pressure Regulator Control Circuit High Voltage Test Status

 Fuel Pressure Regulator Control Circuit Open Test Status

 Fuel Pressure Regulator Control Circuit Low Voltage Test Status

 Fuel Pressure Regulator High Control Circuit High Voltage Test Status

 Fuel Pressure Regulator High Control Circuit Open Test Status

 Fuel Pressure Regulator High Control Circuit Low Voltage Test Status

 Each parameter should toggle between OK and Not Run or Not Run and OK.

3. Engine idling, observe the Fuel Rail Pressure Sensor parameter with a scan tool. The pressure should be
approximately 1.9-2.1 MPa (279-305 psi).
4. Command an increase and decrease in fuel rail pressure with a scan tool. Observe the scan tool Fuel Rail
Pressure Sensor parameter. The Fuel Rail Pressure Sensor should increase or decrease with each
command.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the G18 high pressure fuel pump.
2. Ignition OFF, verify that a test lamp does not illuminate between B+ and the low control circuit terminal
1.
 If the test lamp illuminates, test the low control circuit for a short to ground. If the circuit tests
normal, replace the K20 ECM.
3. Ignition ON, verify that a test lamp does not illuminate between ground and the high control circuit
terminal 2.
 If the test lamp illuminates, test the high control circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
4. Ignition ON, command the Fuel Pressure Regulator ON with a scan tool. Verify that the test lamp
 illuminates.
 If the test lamp does not illuminate, test the high control circuit for a short to ground or an
open/high resistance. If the circuit tests normal, replace the K20 ECM.
5. Ignition OFF, connect a test lamp between the low control circuit terminal 1 and B+.
6. Ignition ON, command the Fuel Pressure Regulator ON with a scan tool. Verify that the test lamp
illuminates.
 If the test lamp does not illuminate, test the low control circuit for a short to voltage or an
open/high resistance. If the circuit tests normal, replace the K20 ECM.
7. If all circuits test normal, test or replace the G18 high pressure fuel pump.

COMPONENT TESTING

Static Test

1. Ignition OFF, disconnect the harness connector at the G18 high pressure fuel pump.

NOTE: The DMM and test leads must be calibrated to 0 ohms in order to prevent
misdiagnosis.

2. Test for 9-11 ohms at 25°C (77°F) between the low control circuit terminal 1 and the high control circuit
terminal 2.
 If not within the specified range, replace the G18 high pressure fuel pump.

3. Measure the resistance between each terminal and the high pressure fuel pump housing. The DMM
should display OL.
 If less than the specified value, replace the G18 high pressure fuel pump.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Pump Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P0101
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0101
 Mass Air Flow (MAF) Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
Ignition 1 Voltage P0102 P0101 P0102 - P0101, P0103
P0101, P0103,
MAF Sensor Signal P0102 P0102 P0102 P0102
P1101
Ground - P0102 P0102 - P0102

TYPICAL SCAN TOOL DATA

MAF Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running at various operating conditions
Parameter Normal Range: 2,000-10,000 Hz
Ignition 1 Voltage 0 Hz 0 Hz -
MAF Sensor Signal 0 Hz 0 Hz 0 Hz
Ground - 0 Hz -

CIRCUIT DESCRIPTION

The intake flow rationality diagnostic provides the within-range rationality check for the mass air flow (MAF),
manifold absolute pressure (MAP), and the throttle position sensors. This is an explicit model-based diagnostic
containing 4 separate models for the intake system.

 The throttle model describes the flow through the throttle body and is used to estimate the MAF through
the throttle body as a function of barometric pressure (BARO), throttle position sensors, intake air
temperature (IAT), and estimated MAP. The information from this model is displayed on the scan tool as
the MAF Performance Test parameter.
 The first intake manifold model describes the intake manifold and is used to estimate MAP as a function
of the MAF into the manifold from the throttle body and the MAF out of the manifold caused by engine
pumping. The flow into the manifold from the throttle uses the MAF estimate calculated from the above
throttle model. The information from this model is displayed on the scan tool as the MAP Performance
Test 1 parameter.
 The second intake manifold model is identical to the first intake manifold model except that the MAF
sensor measurement is used instead of the throttle model estimate for the throttle air input. The
information from this model is displayed on the scan tool as the MAP Performance Test 2 parameter.
 The fourth model is created from the combination and additional calculations of the throttle model and
the first intake manifold model. The information from this model is displayed on the scan tool as the
Throttle Position Sensors Performance Test parameter.

The estimates of MAF and MAP obtained from this system of models and calculations are then compared to the
actual measured values from the MAF, MAP, and the throttle position sensors and to each other to determine
the appropriate DTC to fail. The following table illustrates the possible failure combinations and the resulting
DTC or DTCs.

Scan Tool Diagnostic Test Results

Throttle
MAF MAP MAP Position Sensors
Performance Performance Performance Performance
Test Test 1 Test 2 Test DTCs Passed DTCs Failed
P0101, P0106,
- - OK OK None
P0121, P1101
P0101, P0106,
OK OK Malfunction OK None
P0121, P1101
P0106, P0121,
Malfunction OK Malfunction OK P0101
P1101
P0101, P0121,
OK Malfunction Malfunction OK P0106
P1101
Malfunction Malfunction Malfunction OK P0121, P1101 P0101, P0106
P0101, P0106,
- - OK Malfunction P0121
P1101
P0101, P0106,
OK OK Malfunction Malfunction None
P0121, P1101
P0101, P0106,
Malfunction OK Malfunction Malfunction P1101
P0121
P0101, P0106,
- Malfunction Malfunction Malfunction P1101
P0121
OK OK Malfunction OK - P0102

CONDITIONS FOR RUNNING THE DTCS

 DTCs P0102, P0103, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0128, P0335 or P0336 are
not set.
 The engine is running.
 The engine coolant is between 69-127°C (156-261°F).
 The intake air temperature is between -20 and +125°C (-4 and +257°F).
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The engine control module (ECM) detects that the actual measured airflow from the MAF, MAP, and throttle
position sensors is not within range of the calculated airflow that is derived from the system of models for
greater than 2 s.

ACTION TAKEN WHEN THE DTC SETS

DTC P0101 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0101 is a Type B DTC.

DIAGNOSTIC AIDS

 A steady or intermittent high resistance of 15 ohms or greater on the ignition 1 voltage circuit will cause
the MAF sensor signal to be increased by as much as 60 g/s.
 Any type of contamination on the MAF sensor heating elements will degrade the proper operation of the
sensor. Certain types of contaminants act as a heat insulator, which will impair the response of the sensor
to airflow changes. Water or snow can create the opposite effect, and cause the signal to increase rapidly.
 Depending on the current ambient temperature, and the vehicle operating conditions, a MAF sensor signal
circuit that is shorted to the IAT signal circuit will cause the MAF sensor signal to be skewed or erratic.
Additionally, it may cause a rapid fluctuation in the IAT Sensor parameter.
 A skewed or stuck engine coolant temperature (ECT) or IAT sensor will cause the calculated models to
be inaccurate and may cause this DTC to run when it should not. Refer to Temperature Versus
Resistance - Engine Coolant Temperature Sensor or Temperature Versus Resistance - Intake Air
Temperature Sensor .

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools
  J 38522: Variable Signal Generator
 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION

1. Verify that the following DTCs are not set:

 5 V reference circuits

 Camshaft position system performance

 Engine controls ignition relay circuits

 Ignition circuits-Body control module (BCM)

 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Verify that restrictions do not exist in the exhaust system. Refer to Restricted Exhaust .
3. Engine idling, observe the scan tool MAF Sensor parameter. The reading should be between 2,000-3,900
Hz depending on the engine coolant temperature (ECT).
4. A wide open throttle (WOT) acceleration from a stop should cause the MAF Sensor parameter on the
scan tool to increase rapidly. This increase should be from 2-8 g/s at idle to greater than 180 g/s at the
time of the 1-2 shift.
5. Use the scan tool and compare the MAF Sensor parameter to a known good vehicle, under various
operating conditions.
6. Verify the proper operation of the ECT and IAT sensors. A skewed or stuck ECT or IAT sensor will
cause the calculated models to be inaccurate and may cause this DTC to run when it should not. Refer to
Temperature Versus Resistance - Intake Air Temperature Sensor .
7. Verify the proper operation of the MAP sensor. A skewed MAP sensor will cause the BARO value to be
inaccurate. Refer to DTC P0106 (LF1).
8. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Verify the integrity of the entire air induction system by inspecting for the following conditions:
 Any damaged components

 Loose or improper installation

 An air flow restriction

 Any vacuum leaks

 Water intrusion

 In cold climates, inspect for any snow or ice buildup

 Inspect the B75B MAF/IAT sensor element for contamination.

2. Ignition OFF, disconnect the harness connector at the B75B MAF/IAT sensor.
3. Ignition OFF, all vehicle systems OFF, this may take up to 2 min, test for less than 5 ohms between the
ground circuit terminal B and ground.
  If greater than the specified range, test the ground circuit for an open/high resistance.
4. Ignition ON, verify that a test lamp illuminates between the ignition circuit terminal C and ground.
 If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high
resistance.
5. Ignition ON, test for 4.8-5.2 V between the signal circuit terminal A and ground.
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
6. Ignition OFF, connect the red lead of the J 38522: Variable Signal Generator to the signal circuit terminal
A at the B75B MAF/IAT sensor harness connector. Connect the battery voltage supply to the B+, and the
black lead to ground.
7. Set the J 38522: Variable Signal Generator signal switch to 5 V, the Frequency switch to 5K, and the
Duty Cycle switch to Normal.
8. Engine idling, observe the scan tool MAF Sensor parameter. The scan tool MAF Sensor parameter should
be between 4,950-5,050 Hz.
 If the MAF Sensor parameter is not within the specified range, replace the K20 ECM.

9. If all other circuits test normal, test or replace the B75B MAF/IAT sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the repair.

 Engine Coolant Temperature Sensor Replacement (LF1)

 Mass Airflow Sensor with Intake Air Temperature Sensor Replacement
 Control Module References for ECM replacement, setup, and programming

DTC P0102 OR P0103

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0102

Mass Air Flow (MAF) Sensor Circuit Low Frequency

DTC P0103
 Mass Air Flow (MAF) Sensor Circuit High Frequency

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
Ignition 1 Voltage P0102 P0101 P0102 P0690 P0101, P0103
P0101, P0103,
MAF Sensor Signal P0102 P0102 P0102 P0102
P1101
Ground - P0102 P0102 - P0102

TYPICAL SCAN TOOL DATA

MAF Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running at various operating conditions
Parameter Normal Range: 2,000-10,000 Hz
Ignition 1 Voltage 0 Hz 0 Hz -
MAF Sensor Signal 0 Hz 0 Hz 0 Hz
Ground - 0 Hz -

CIRCUIT/SYSTEM DESCRIPTION

The mass air flow (MAF) sensor is integrated with the intake air temperature (IAT) sensor. The MAF sensor is
an air flow meter that measures the amount of air entering the engine. The engine control module (ECM) uses
the MAF sensor signal to provide the correct fuel delivery for all engine speeds and loads. A small quantity of
air entering the engine indicates a deceleration or idle condition. A large quantity of air entering the engine
indicates an acceleration or high load condition. The MAF/IAT sensor has the following circuits:

The ECM applies 5 V to the MAF sensor on the MAF sensor signal circuit. The sensor uses the voltage to
produce a frequency based on the inlet air flow through the sensor bore. The frequency varies in a range of near
2,000 Hertz at idle to near 10,000 Hertz at maximum engine load.

CONDITIONS FOR RUNNING THE DTC

 The engine is running for greater than 1 s.

 The ignition 1 signal is greater than 8 V.
 The above conditions are met for greater than 1 s.
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0102

The ECM detects that the MAF Sensor Signal parameter is less than 500 Hz for greater than 10 s.
P0103

The ECM detects that the MAF Sensor Signal parameter is greater than 14,500 Hz for greater than 10 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0102 and P0103 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0102 and P0103 are Type B DTCs.

DIAGNOSTIC AIDS

 Verify the integrity of the air induction system by inspecting for the following conditions:
 Loose or improper installation

 Damaged components

 Any water intrusion in the induction system

 Any contamination or debris on the sensing elements of the MAF sensor

 A steady or intermittent high resistance of 15 ohms or greater on the ignition 1 voltage circuit will cause
the MAF sensor signal to be increased by as much as 60 g/s.
 Depending on the current ambient temperature, and the vehicle operating conditions, a MAF sensor signal
circuit that is shorted to the IAT signal circuit will cause the MAF sensor signal to be skewed or erratic.
Additionally, it may cause a rapid fluctuation in the IAT Sensor parameter.
 Verify that any electrical aftermarket devices are properly connected and grounded. Refer to Checking
Aftermarket Accessories

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 J 38522: Variable Signal Generator

 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION

 Engine idling, observe the scan tool MAF Sensor parameter. The reading should be between 2,000-3,900
Hz depending on the engine coolant temperature (ECT).
 A wide open throttle (WOT) acceleration from a stop should cause the MAF Sensor parameter on the
scan tool to increase rapidly. This increase should be from 2-8 g/s at idle to greater than 180 g/s at the
time of the 1-2 shift.
 Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Verify that the following DTCs are not set: P0685, P0690 or B1380.
 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Ignition OFF, disconnect the harness connector at the B75B MAF/IAT sensor.
3. Ignition OFF, all vehicle systems OFF, this may take up to 2 minutes, test for less than 5 ohms between
the ground circuit terminal B and ground.
 If greater than the specified range, test the ground circuit for an open/high resistance.

4. Ignition ON, verify that a test lamp illuminates between the ignition circuit terminal C and ground.
 If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high
resistance.
 If the circuit tests normal and the fuse is open, test all the components connected to the circuit and
repair or replace as necessary.
5. Ignition ON, test for 4.8-5.2 V between the signal circuit terminal A and ground.
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
6. Ignition OFF, connect the red lead of the J 38522: Variable Signal Generator to the signal circuit terminal
A at the B75B MAF/IAT sensor harness connector. Connect the battery voltage supply to B+, and the
black lead to ground.
7. Set the J 38522: Variable Signal Generator signal to 5 V, the Frequency to 5K, and the Duty Cycle to
 Normal.
8. Engine idling, observe the scan tool MAF Sensor parameter. The scan tool MAF Sensor parameter should
be between 4,950-5,050 Hz.
 If the MAF Sensor parameter is not within the specified range, replace the K20 ECM.

9. If all other circuits test normal, replace the B75B MAF/IAT sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Mass Airflow Sensor with Intake Air Temperature Sensor Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P0106 (LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0106

Manifold Absolute Pressure (MAP) Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0107, P0106, P0106,
5 V Reference P0107 P0106, P0107
P0641 P0697 P0697
P0106, P0106, P0107,
MAP Sensor Signal P0107 P0107 P0108
P0107 P1101
P0106, P0106,
Low Reference - - P0106, P0108
P0108 P0108

TYPICAL SCAN TOOL DATA

MAP Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running, transmission in Park or Neutral
Parameter Normal Range: 20-48 kPa (2.9-7 psi), varies with altitude
5 V Reference 0 kPa (0 psi) 0 kPa (0 psi) 127 kPa (18.4 psi)
MAP Sensor Signal 0 kPa (0 psi) 0 kPa (0 psi) 127 kPa (18.4 psi)
Low Reference - 127 kPa (18.4 psi) -

CIRCUIT DESCRIPTION

The intake flow rationality diagnostic provides the within-range rationality check for the mass air flow (MAF),
manifold absolute pressure (MAP), and the throttle position sensors. This is an explicit model-based diagnostic
containing 4 separate models for the intake system.

 The throttle model describes the flow through the throttle body and is used to estimate the MAF through
the throttle body as a function of barometric pressure (BARO), throttle position, intake air temperature
(IAT), and estimated MAP. The information from this model is displayed on the scan tool as the MAF
Performance Test parameter.
 The first intake manifold model describes the intake manifold and is used to estimate MAP as a function
of the MAF into the manifold from the throttle body and the MAF out of the manifold caused by engine
pumping. The flow into the manifold from the throttle uses the MAF estimate calculated from the above
throttle model. The information from this model is displayed on the scan tool as the MAP Performance
Test 1 parameter.
 The second intake manifold model is identical to the first intake manifold model except that the MAF
sensor measurement is used instead of the throttle model estimate for the throttle air input. The
information from this model is displayed on the scan tool as the MAP Performance Test 2 parameter.
 The fourth model is created from the combination and additional calculations of the throttle model and
the first intake manifold model. The information from this model is displayed on the scan tool as the
Throttle Position Performance Test parameter.

The estimates of MAF and MAP obtained from this system of models and calculations are then compared to the
actual measured values from the MAF, MAP, and the throttle position sensors and to each other to determine
the appropriate DTC to fail. The following table illustrates the possible failure combinations and the resulting
DTC or DTCs.

Scan Tool Diagnostic Test Results

Throttle
MAF MAP MAP Position
Performance Performance Performance Performance
Test Test 1 Test 2 Test DTCs Passed DTCs Failed
P0101, P0106,
- - OK OK None
P0121, P1101
P0101, P0106,
OK OK Malfunction OK None
P0121, P1101
P0106, P0121,
Malfunction OK Malfunction OK P0101
P1101
P0101, P0121,
OK Malfunction Malfunction OK P0106
P1101
Malfunction Malfunction Malfunction OK P0121, P1101 P0101, P0106
 P0101, P0106,
- - OK Malfunction P0121
P1101
P0101, P0106,
OK OK Malfunction Malfunction None
P0121, P1101
P0101, P0106,
Malfunction OK Malfunction Malfunction P1101
P0121
P0101, P0106,
- Malfunction Malfunction Malfunction P1101
P0121

CONDITIONS FOR RUNNING THE DTC

 DTC P0102, P0103, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0128, P0335 or P0336 is not
set.
 The engine speed is between 400-7,000 RPM.
 The IAT Sensor parameter is between -20° to +125°C (-4° to +257°F).
 The ECT Sensor parameter is between 69-127°C (156-260°F).
 This DTC runs continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTCS

The engine control module (ECM) detects that the actual measured airflow from MAF, MAP, and throttle
position is not within range of the calculated airflow that is derived from the system of models for more than 2
s.

ACTION TAKEN WHEN THE DTC SETS

DTC P0106 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0106 is a Type B DTC.

DIAGNOSTIC AIDS

 A wide open throttle (WOT) acceleration from a stop should cause the MAP sensor parameter on the scan
tool to increase rapidly to near the BARO parameter at the time of the 1-2 shift.
 The BARO that is used by the ECM to calculate the air flow models is initially based on the MAP sensor
at ignition ON. When the engine is running, the ECM will continually update the BARO value near WOT
using the MAP sensor and a calculation. A skewed MAP sensor will cause the BARO value to be
inaccurate.

REFERENCE INFORMATION

Schematic Reference
Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 J 23738-A: Mityvac
 J 35555: Metal Mityvac
 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION

1. Verify that DTC P0641, P0651, or P0697 is not set.

 If any of the DTCs are set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) .

2. Verify that restrictions do not exist in the exhaust system. Refer to Restricted Exhaust .
3. Ignition OFF for 90 s, determine the current vehicle testing altitude.
4. Ignition ON, engine OFF, observe the scan tool BARO parameter. Compare the parameter to the Altitude
Versus Barometric Pressure table. The BARO parameter should be within the specified range indicated
in the table.
5. Use the scan tool and compare the MAP Sensor parameter to a known good vehicle, under various
operating conditions. The reading should be within 5 kPa of the known good vehicle.
6. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING
 1. Verify the integrity of the entire air induction system by inspecting for the following conditions:
 Any damaged components

 Loose or improper installation

 An air flow restriction

 Any vacuum leak

 Improperly routed vacuum hoses

 In cold climates, inspect for any snow or ice buildup

 Verify that restrictions do not exist in the MAP sensor port or vacuum source.

2. Ignition OFF for 90 s, disconnect the harness connector at the B74 MAP sensor.
3. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
4. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 1 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
5. Verify the scan tool MAP Sensor parameter is less than 1 kPa (0.2 psi).
 If greater than the specified range, test the signal circuit terminal 3 for a short to voltage. If the
circuit tests normal, replace the K20 ECM.
6. Install a 3 A fused jumper wire between the signal circuit terminal 3 and the 5 V reference circuit terminal
1. Verify the scan tool MAP Sensor parameter is greater than 127 kPa (18.4 psi).
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
7. If the circuits test normal, test or replace the B74 MAP sensor.

COMPONENT TESTING

NOTE: You must perform the Circuit/System Testing in order to verify the integrity of
the MAP sensor circuits before proceeding with the Component Testing.

Skewed Signal Test

1. Using the following steps and referencing the table below will determine if the MAP sensor is skewed.
2. Ignition ON, engine OFF, observe the MAP Sensor scan tool parameter.
3. Use the observed MAP Sensor scan tool parameter that is closest to a value that is indicated in the first
column.

THEN

4. Using the J 23738-A: Mityvac or the J 35555: Metal Mityvac to apply 5 in Hg of vacuum to the B74
MAP sensor, the parameter in the first column should decrease by 17 kPa (2.5 psi). The acceptable range
 is indicated in the second column.
5. Using the J 23738-A: Mityvac or the J 35555: Metal Mityvac to apply 10 in Hg of vacuum to the B74
MAP sensor, the parameter in the first column should decrease by 34 kPa (4.9 psi). The acceptable range
is indicated in the third column.

Ignition ON, Engine OFF, MAP MAP Sensor Parameter With 5 MAP Sensor Parameter With 10
Sensor Parameter Inches of Vacuum Applied Inches of Vacuum Applied
100 kPa (14.5 psi) 79-87 kPa (11.5-12.6 psi) 62-70 kPa (9-10.2 psi)
95 kPa (13.8 psi) 74-82 kPa (10.7-11.9 psi) 57-65 kPa (8.3-9.4 psi)
90 kPa (13.1 psi) 69-77 kPa (10-11.2 psi) 52-60 kPa (7.5-8.7 psi)
80 kPa (11.6 psi) 59-67 kPa (8.6-9.7 psi) 42-50 kPa (6.1-7.3 psi)
70 kPa (10.2 psi) 49-57 kPa (7.1-8.3 psi) 32-40 kPa (4.7-5.8 psi)
60 kPa (8.7 psi) 39-47 kPa (5.7-6.8 psi) 22-30 kPa (3.2-4.4 psi)

Erratic Signal Test

1. Ignition OFF, remove the B74 MAP sensor.

2. Install a 3 A fused jumper wire between the 5 V reference circuit terminal 1 and the corresponding
terminal of the B74 MAP sensor.
3. Install a jumper wire between the low reference circuit terminal 2 of the B74 MAP sensor and ground.
4. Install a jumper wire at terminal 3 of the B74 MAP sensor.
5. Connect a DMM between the jumper wire from terminal 3 of the B74 MAP sensor and ground.
6. Ignition ON, with the J 23738-A: Mityvac or J 35555: Metal Mityvac, slowly apply vacuum to the
sensor while observing the voltage on the DMM. The voltage should vary between 0-5.2 V, without any
spikes or dropouts.
 If the voltage reading is erratic, replace the B74 MAP sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for ECM replacement, setup, and programming

DTC P0107 OR P0108 (W/LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0107
 Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage

DTC P0108

Manifold Absolute Pressure (MAP) Sensor Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0106,
P0106,
P0107, P0106,
5 V Reference P0107 P0108, P0106, P0107
P0108, P0107
P0697
P0697
P0106, P0106, P0106, P0107,
MAP Sensor Signal P0107 P0107
P0107 P0108 P1101
P0106,
Low Reference - P0108 - P0106, P0108
P0108

TYPICAL SCAN TOOL DATA

MAP Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running, transmission in Park or Neutral
Parameter Normal Range: 20-48 kPa (2.9-7.0 psi), varies with altitude
5 V Reference 0 kPa (0 psi) 0 kPa (0 psi) 127 kPa (18.4 psi)
MAP Sensor Signal 0 kPa (0 psi) 0 kPa (0 psi) 127 kPa (18.4 psi)
Low Reference - 127 kPa (18.4 psi) -

CIRCUIT DESCRIPTION

The manifold absolute pressure (MAP) sensor has a 5 V reference circuit, a low reference circuit, and a signal
circuit. The engine control module (ECM) supplies 5 V to the MAP sensor on the 5 V reference circuit, and
provides a ground for the low reference circuit. The MAP sensor provides a voltage signal to the ECM on the
signal circuit relative to the intake manifold pressure changes.

CONDITIONS FOR RUNNING THE DTC

 DTC P0697 is not set.

 The engine is running.
 This DTC runs continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

P0107
The ECM detects that the MAP sensor voltage is less than 0.20 V for more than 5 s.

P0108

The ECM detects that the MAP sensor voltage is more than 4.80 V for more than 5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0107 and P0108 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0107 and P0108 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 J 23738-A: Mityvac
 J 35555: Metal Mityvac
 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION
 1. Verify that DTC P0641, P0651, or P0697 is not set.
 If any of the DTCs are set refer to DTC P0641, P0651, P0697, or P06A3 (ECM) .

2. Ignition ON, observe the scan tool MAP Sensor parameter. The reading should be between 0.20-4.80 V.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF for 90 s, disconnect the harness connector at the B74 MAP sensor.
2. Test for less than 5 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 1 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Verify the scan tool MAP Sensor parameter is less than 1 kPa (0.2 psi).
 If greater than the specified range, test the signal circuit terminal 3 for a short to voltage. If the
circuit tests normal, replace the K20 ECM.
5. Install a 3 A fused jumper wire between the signal circuit terminal 3 and the 5 V reference circuit terminal
1. Verify the scan tool MAP Sensor parameter is greater than 127 kPa (18.4 psi).
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
6. If the circuits test normal, test or replace the B74 MAP sensor.

COMPONENT TESTING

NOTE: You must perform the Circuit/System Testing in order to verify the integrity of
the MAP sensor circuits before proceeding with the Component Testing.

Erratic Signal Test

1. Ignition OFF, remove the B74 MAP sensor.

2. Install a 3 A fused jumper wire between the 5 V reference circuit terminal 1 and the corresponding
terminal of the B74 MAP sensor.
3. Install a jumper wire between the low reference circuit terminal 2 of the B74 MAP sensor and ground.
4. Install a jumper wire at terminal 3 of the B74 MAP sensor.
5. Connect a DMM between the jumper wire from terminal 3 of the B74 MAP sensor and ground.
6. Ignition ON, with the J 23738-A: Mityvac or the J 35555: Metal Mityvac, slowly apply vacuum to the
sensor while observing the voltage on the DMM. The voltage should vary between 0-5 V without any
 spikes or dropouts.
 If the voltage reading is erratic, replace the B74 MAP sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for ECM replacement, setup, and programming

DTC P0112, P0113, OR P0114

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0112

Intake Air Temperature (IAT) Sensor Circuit Low Voltage

DTC P0113

Intake Air Temperature (IAT) Sensor Circuit High Voltage

DTC P0114

Intake Air Temperature (IAT) Sensor Circuit Intermittent

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
P0113, P0114,
IAT Sensor Signal P0112, P0114 P0113, P0114 P0114
P0112
Low Reference - P0113, P0114 P0113, P0114 P0114

TYPICAL SCAN TOOL DATA

IAT Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine running
Parameter Normal Range: Varies with ambient temperature
IAT Sensor Signal 150°C (302°F) -40°C (-40°F) -40°C (-40°F)*
Low Reference - -40°C (-40°F) -40°C (-40°F)*
*Internal ECM or sensor damage may occur if the circuit is shorted to B+

CIRCUIT/SYSTEM DESCRIPTION

The intake air temperature (IAT) sensor is a variable resistor. It is integrated into the mass air flow (MAF)
sensor. The IAT sensor has a signal circuit and a low reference circuit. The IAT sensor measures the
temperature of the air entering the engine. The engine control module (ECM) supplies 5 V to the IAT signal
circuit, and a ground for the IAT low reference circuit.

CONDITIONS FOR RUNNING THE DTC

P0112

 The engine run time is greater than 1 s.

 The DTC runs continuously when the above conditions are met.

P0113

 The engine run time is greater than 1 s.

 The DTC runs continuously when the above conditions are met.

P0114

 The ignition is ON or the engine is running.

 This DTC runs continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

P0112

The ECM detects that the IAT sensor signal is warmer than 149°C (300°F) for greater than 7 s.

P0113

The ECM detects that the IAT sensor signal is colder than -60°C (-76°F) for greater than 7 s.

P0114

The ECM detects that the IAT sensor signal is intermittent or has abruptly changed for greater than 4 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0112, P0113, and P0114 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

 DTCs P0112, P0113, and P0114 are Type B DTCs.

 The ECM commands the cooling fans ON.

DIAGNOSTIC AIDS

 With the ignition ON, the engine OFF, if the engine is cold, a properly functioning IAT sensor will
gradually increase the scan tool IAT Sensor parameter. This is due to the heat that is generated by the
mass air flow (MAF) sensor heating elements
 Depending on the ambient temperature, an IAT sensor signal circuit or low reference circuit that is
shorted to the MAF sensor signal circuit can cause a DTC P0113 and/or P0114 to set. This condition
causes a rapid fluctuation in the IAT Sensor parameter.
 An IAT sensor signal circuit that is shorted to the MAF sensor ignition circuit can cause a DTC P0113
and/or P0114 to set.
 A MAF sensor ground circuit that is open will cause a DTC P0113 and/or a DTC P0114 to set.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine running, observe the scan tool IAT Sensor Signal parameter. The reading should be between -40
 to +149°C (-40 to +300°F) depending on the current ambient temperature and the vehicle operating
conditions.
2. Operate the vehicle within the Conditions for Running the DTC to verify that the DTC does not reset.
You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: All electrical components and accessories must be turned OFF and allowed to
power down.

1. Ignition OFF, disconnect the harness connector at the B75B MAF/IAT sensor.
2. Ignition OFF, all vehicle systems OFF, this may take up to 2 minutes, test for less than 5 ohms between
the low reference circuit terminal D and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
3. Ignition ON, verify the scan tool IAT Sensor Signal parameter is colder than -39°C (-38°F).
 If warmer than the specified range, test the signal circuit terminal E for a short to ground. If the
circuit tests normal, replace the K20 ECM.

NOTE: If the fuse in the jumper wire opens, the signal circuit is shorted to voltage
and the sensor may be damaged.

4. Install a 3 A fused jumper wire between the signal circuit terminal E and ground. Verify the scan tool IAT
parameter is warmer than 149°C (300°F).
 If colder than the specified range, test the signal circuit for a short to voltage or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
5. If all circuits test normal, test or replace the B75B MAF/IAT sensor.

COMPONENT TESTING

Measure and record the resistance of the IAT sensor at various ambient temperatures, then compare those
measurements to the Temperature Versus Resistance - Intake Air Temperature Sensor table.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the repair.

 Mass Airflow Sensor with Intake Air Temperature Sensor Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P0116 (LF1)

DIAGNOSTIC INSTRUCTIONS
  Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0116

Engine Coolant Temperature (ECT) Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
ECT Sensor Signal P0117 P0118 P0118* P0116*
Low Reference - P0118 P0118* P0116*
*Internal ECM or ECT sensor damage may occur if the circuit is shorted to B+

TYPICAL SCAN TOOL DATA

ECT Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine operating in Closed Loop.
Parameter Normal Range: -39 to +142°C (-38 to +288°F) Varies with coolant temperature.
ECT Sensor Signal 143°C (289°F) -40°C (-40°F) -40°C (-40°F)*
Low Reference - -40°C (-40°F) -40°C (-40°F)*
* Internal ECM or ECT sensor damage may occur if the circuit is shorted to B+

CIRCUIT DESCRIPTION

The engine coolant temperature (ECT) sensor is a variable resistor that measures the temperature of the engine
coolant. The engine control module (ECM) supplies 5 V to the ECT signal circuit and supplies a ground to the
low reference circuit. The ECM monitors the mutual performance of the ECT and the intake air temperature
(IAT) signals. The ECM monitors the warm up and cool down behavior of the sensors, after a vehicle driven at
operating temperature is shut down. If the ECM detects that the ECT is not with in a predetermined range of
IAT after a long soak, or the ECT and IAT are not within a range of each other, as compared to a previous cold
start, this DTC sets.

The following table illustrates the difference between temperature, resistance, and voltage:

ECT ECT Resistance ECT Signal Voltage

Cold High High
Warm Low Low
CONDITIONS FOR RUNNING THE DTC

Condition 1

 Before the ECM can report DTC P0116 failed, DTC P0101 must run and pass.
 DTC P0112, P0113, P0117, P0118 or P2610 is not set.
 The engine run time of the previous ignition cycle was greater than 10 min.
 The calculated engine cool down of the previous test was greater than 50°C (120°F).
 The ignition was OFF for greater than 330 min after the previous engine shut down.
 The accumulated air mass of the previous ignition cycle was greater than 6,000 grams.
 The DTC runs once an ignition cycle when the above conditions are met for greater than 35 s.

Condition 2

 Before the ECM can report DTC P0116 failed, DTC P0101 must run and pass.
 DTCs P0112, P0113, P0117, P0118 are not set.
 The ECT at the previous engine shut down is warmer than 82°C (180°F).
 The block heater is not detected.
 The ignition was OFF for greater than 330 min after the previous engine shut down.
 DTC runs once an ignition cycle when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

 The ECM determines the difference between the ECT and IAT at ignition ON is not within 14°C (25°F)
of the difference recorded during a previous ignition cycle, when the enable conditions were met.

OR

 The ECM determines the IAT at ignition ON is within a calibrated range of the ECT and IAT recorded
during a previous ignition cycle, but the ECT is not within 14°C (25°F) of the calibrated range.

ACTION TAKEN WHEN THE DTC SETS

DTC P0116 is a Type A/B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0116 is a Type A/B DTC.

DIAGNOSTIC AIDS

 Test the ECT and the IAT sensor at various temperature levels in order to evaluate the possibility of a
skewed sensor. A skewed sensor can result in a DTC or a driveability condition. Refer to Temperature
Versus Resistance - Engine Coolant Temperature Sensor and Temperature Versus Resistance -
 Intake Air Temperature Sensor .
 If the vehicle has sat overnight, the IAT sensor and the ECT sensor values should display within 3°C (5°
F).
 After starting a cold engine, the ECT sensor temperature should rise steadily, then stabilize after the
thermostat opens.
 High resistance in the circuits of either the ECT or IAT sensor could set a DTC.
 A short to ground or voltage through a conductive material or fluid could set this DTC. Inspect the ECT
sensor for evidence of engine coolant leaking into the connector body.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Verify that DTC P0117, P0118, or P0119 is not set.

 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Inspect the engine coolant level. Verify that the cooling system is operating correctly.
 If you suspect a condition with engine cooling system, refer to Loss of Coolant .

3. Ignition ON, verify the P0116 Freeze Frame Start Up ECT and the Start Up IAT parameters are within
14°C (25°F).
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
 Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the B34 ECT sensor.

CAUTION: Do NOT use a test lamp to test the continuity of the circuit. Damage
to the control module may occur due to excessive current draw.

NOTE: The control module or the sensor may be damaged if the circuit is shorted
to battery positive voltage.

2. Test for less than 5 ohms between the low reference circuit terminal A and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance, or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
3. Ignition ON, verify that the scan tool ECT sensor parameter is at -40°C (-40°F).
 If warmer than the specified value, test the signal circuit for a short to ground. If the circuit tests
normal, replace the K20 ECM.

NOTE: If the fuse in the jumper wire opens, the signal circuit is shorted to a
voltage and the sensor may be damaged.

4. Ignition ON, install a 3 A fused jumper wire between the signal circuit terminal A and the low reference
circuit terminal B. Verify the ECT sensor parameter is warmer than 142°C (288°F).
 If colder than the specified value, test the signal circuit for a short to voltage or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
5. If all circuits test normal, test or replace the B34 ECT sensor.

COMPONENT TESTING

1. Ignition OFF, disconnect the harness connector at the B34 engine coolant temperature (ECT) sensor.

NOTE: A thermometer can be used to test the sensor off the vehicle.

2. Test the ECT sensor by varying the sensor temperature while monitoring the sensor resistance. Compare
the readings with the Temperature Versus Resistance - Engine Coolant Temperature Sensor table
and verify that the resistance is within 5 % of the specification.
 If not within the specified range, replace the B34 ECT sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Engine Coolant Temperature Sensor Replacement (LF1)

  Control Module References for ECM replacement, setup, and programming

DTC P0117 OR P0118 (W/LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0117

Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage

DTC P0118

Engine Coolant Temperature (ECT) Sensor Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
ECT Sensor Signal P0117 P0118 P0118* P0116
Low Reference - P0118 P0118* P0116
* Sensor or ECM damage may occur if the circuit is shorted to B+

TYPICAL SCAN TOOL DATA

ECT Sensor
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Engine operating in Closed Loop.
Parameter Normal Range: -39 to 142°C (-38 to 288°F) Varies with coolant temperature.
ECT Sensor Signal 150°C (302°F) -40°C (-40°F) -40°C (-40°F)*
Low Reference - -40°C (-40°F) -40°C (-40°F)*
* Internal ECM or ECT sensor damage may occur if the circuit is shorted to B+

CIRCUIT DESCRIPTION

The engine coolant temperature (ECT) sensor is a variable resistor that measures the temperature of the engine
coolant. The engine control module (ECM) supplies 5 V to the ECT signal circuit and supplies a ground to the
low reference circuit.

The following table illustrates the difference between temperature, resistance, and voltage:
 ECT ECT Resistance ECT Signal Voltage
Cold High High
Warm Low Low

CONDITIONS FOR RUNNING THE DTC

P0117

 The engine is operating.

 The start up intake air temperature (IAT) is less than 72°C (161°F).

OR

 The start up intake air temperature (IAT) is greater than 72°C (161°F).
 The engine run time is greater than 59 s.
 The DTC runs continuously once the above conditions are met.

P0118

 The ignition is ON or the engine is operating.

 The DTC runs continuously once the above condition is met.

CONDITIONS FOR SETTING THE DTC

P0117

The ECM detects that the ECT is greater than 140°C (284°F) for greater than 1 s or a cumulative of 10 s.

P0118

The ECM detects that the ECT is less than -39°C (-38°F) for greater than 1 s or a cumulative of 10 s.

ACTION TAKEN WHEN THE DTC SETS

DTC P0117 and P0118 are Type B DTCs.

The ECM may activate the Cooling Fans at high speed.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0117 and P0118 are Type B DTCs.

DIAGNOSTIC AIDS

 Test the ECT sensor at various temperature levels in order to evaluate the possibility of a skewed sensor.
A skewed sensor can result in a DTC or a driveability condition. Refer to Temperature Versus
 Resistance - Engine Coolant Temperature Sensor .
 If the vehicle has sat overnight, the IAT sensor and the ECT sensor values should display within 3°C (5°
F).
 After starting a cold engine, the ECT sensor temperature should rise steadily, then stabilize after the
thermostat opens.
 High resistance in the circuits of either the ECT or IAT sensor could set a DTC.
 DTC's must be cleared before Engine Cooling Fan's are Commanded Off.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine idling for 1 min. Observe the DTC information with a scan tool. DTCs P0117 and P0118 should
not set.
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the B34 ECT sensor.
 CAUTION: Do NOT use a test lamp to test the continuity of the circuit. Damage
to the control module may occur due to excessive current draw.

NOTE: The control module or the sensor may be damaged if the circuit is shorted
to battery positive voltage.

2. Ignition Off all vehicle systems Off, this may take up to 2 minutes.Test for less than 5 ohms between the
low reference circuit terminal A and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance, or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
3. Ignition ON, verify that the scan tool ECT sensor parameter is at -40°C (-40°F).
 If greater than the specified value, test the signal circuit terminal B for a short to ground. If the
circuit tests normal, replace the K20 ECM.

NOTE: If the fuse in the jumper wire opens, the signal circuit is shorted to a
voltage and the sensor may be damaged.

4. Ignition ON, install a 3 A fused jumper wire between the signal circuit terminal A and the low reference
circuit terminal B. Verify the ECT sensor parameter is greater than 142°C (288°F).
 If less than the specified value, test the signal circuit for a short to voltage or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
5. If all circuits test normal, test or replace the B34 ECT sensor.

COMPONENT TESTING

1. Ignition OFF, disconnect the harness connector at the B34 engine coolant temperature (ECT) sensor.

NOTE: A thermometer can be used to test the sensor off the vehicle.

2. Test the ECT sensor by varying the sensor temperature while monitoring the sensor resistance. Compare
the readings with the Temperature Versus Resistance - Engine Coolant Temperature Sensor table
and verify that the resistance is within 5 % of the specification.
 If not within the specified range, replace the B34 ECT sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Engine Coolant Temperature Sensor Replacement (LF1)

 Control Module References for ECM replacement, setup, and programming

DTC P0121-P0123, P0222, P0223, OR P2135 (LF1, LFW)

DIAGNOSTIC INSTRUCTIONS
  Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0121

Throttle Position Sensor Performance

DTC P0122

Throttle Position Sensor 1 Circuit Low Voltage

DTC P0123

Throttle Position Sensor 1 Circuit High Voltage

DTC P0222

Throttle Position Sensor 2 Circuit Low Voltage

DTC P0223

Throttle Position Sensor 2 Circuit High Voltage

DTC P2135

Throttle Position Sensors 1-2 Not Plausible

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0122,
5-Volt Reference P06A3 - P06A3 P0121
P0222,
P2119,
P0123,
TP Sensor 1 Signal P0122 P2135, P0122 P0121, P2135
P2135
P2176
P0223,
TP Sensor 2 Signal P0222 P2135 P0223 P0121, P2135
P2135
P0122,
Low Reference - - - -
P0223

TYPICAL SCAN TOOL DATA

TP Sensor 1
Circuit Short to Ground Open Short to Voltage
Operating Conditions: The engine is idling.
Parameter Normal Range: TP Sensor 1 3.0-4.0 V
5-Volt Reference 0.00 V 0.00 V 4-5 V
TP Sensor 1 Signal 0.00 V 0.00 V 5.00 V
Low Reference - 4-5 V -

TP Sensor 2
Circuit Short to Ground Open Short to Voltage
Operating Conditions: The engine is idling.
Parameter Normal Range: TP Sensor 2 1.4-2.4 V
5-Volt Reference 0-0.5 V 0-0.5 V 3-5 V
TP Sensor 2 Signal 0.00 V 5.00 V 5.00 V
Low Reference - 5.00 V -

CIRCUIT/SYSTEM DESCRIPTION

The throttle body assembly contains 2 throttle position (TP) sensors. The TP sensors are mounted to the throttle
body assembly and are not serviceable. The TP sensors provide a signal voltage that changes relative to throttle
blade angle. The engine control module (ECM) supplies the TP sensors with a common 5-volt reference circuit,
a common low reference circuit, and 2 independent signal circuits.

The TP sensors have opposite functionality. TP sensor 1 signal voltage decreases and TP sensor 2 signal voltage
increases as the accelerator pedal increases to wide open throttle (WOT).

CONDITIONS FOR RUNNING THE DTC

P0121

 DTCs P0102, P0103, P0107, P0108, P0112, P0113, P0117, P0118, P0335, or P0336 is not set.
 The engine speed is between 400-7,000 RPM.
 The engine coolant temperature (ECT) is between 69-127°C (156-260°F).
 The intake air temperature (IAT) is between -20 to +125°C (-4 to +257°F).
 The DTC runs continuously when the above conditions are met.

P0122, P0123, P0222, P0223

 DTC P06A3 is not set.

 The ignition is ON, or the engine is running.
 The engine is not operating in reduced power mode.
 The ignition voltage is greater than 6 V.
 The DTCs runs continuously when the above condition are met.
P2135

 DTCs P0121, P0122, P0123, P0222, P0223, or P06A3 are not set.
 The ignition is ON, or the engine is running.
 The engine is not operating in reduced power mode.
 The ignition voltage is greater than 6 V.
 The DTCs runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0121

The ECM detects that the TP sensor 1 voltage is stuck in range for less than 1 s.

P0122

The ECM detects that the TP sensor 1 voltage is less than 0.3 V for less than 1 s.

P0123

The ECM detects that the TP sensor 1 voltage is greater than 4.8 V for less than 1 s.

P0222

The ECM detects that the TP sensor 2 voltage is less than 0.3 V for less than 1 s.

P0223

The ECM detects that the TP sensor 2 voltage is greater than 4.6 V for less than 1 s.

P2135

The ECM detects that TP sensor 1 and TP sensor 2 disagree greater than 7-10 percent for less than 1 s.

ACTION TAKEN WHEN THE DTC SETS

P0121

 DTC P0121 is a type B DTC

 The ECM commands the throttle actuator control (TAC) system to operate in a Reduced Engine Power
mode.

P0122, P0123, P0222, P0223, or P2135

 DTC P0122, P0123, P0222, P0223, and P2135 are type A DTCs
 The ECM commands the throttle actuator control (TAC) system to operate in a Reduced Engine Power
 mode.

CONDITIONS FOR CLEARING THE DTC

 DTC P0121 is a type B DTC.

 DTCs P0122, P0123, P0222, P0223 and P2135 is a type A DTC.

DIAGNOSTIC AIDS

A high resistance condition on the throttle position and throttle actuator control circuits could cause a DTC to
set.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Throttle Actuator Control (TAC) System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify DTC P06A3 is not set.
 If the DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) .

2. Ignition ON, observe both TP Sensor voltage parameters with a scan tool. Verify the scan tool TP sensor
 parameters are between 1.0-4.0 V.
3. Observe the scan tool TP Sensor 1 and 2 Agree/Disagree parameter while performing the following tests:
 Rapidly depress the accelerator pedal from the rest position to the wide open throttle position
(WOT) and release pedal. Repeat the procedure several times.
 Slowly depress the accelerator pedal to WOT and then slowly return the pedal to closed throttle.
Repeat the procedure several times.

The TP Sensor 1 and 2 Agree/Disagree parameter should display Agree.

4. Observe the DTC Information with a scan tool. DTCs P0121, P0122, P0123, P0222, P0223, and P2135
should not set.
5. Observe both TP Sensor percentage parameters while quickly pressing the accelerator pedal from a closed
throttle to WOT. Both TP Sensor percentage parameters should change.
6. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the Q38 throttle body assembly.
2. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power
down. Test for less than 5 ohms between the low reference circuit terminal C and ground.
 If greater than the specified range, test the low reference circuit for a short to voltage, or an
open/high resistance. If the circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between the 5-volt reference circuit terminal E and ground.
 If less than the specified range, test the 5-volt reference circuit for a short to ground or open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5-volt reference circuit for a short to voltage. If the
circuit tests normal, replace the K20 ECM.
4. Test for less than 1 V between the TP sensor 1 signal circuit terminal D and ground.
 If greater than specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
5. Test for 4.8-5.2 V between the TP sensor 2 signal circuit terminal F and ground.
 If less than specified range, test the signal circuit for a short to ground, or an open/high resistance.
If the circuit tests normal, replace the K20 ECM.
 If greater than specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
6. Install a 3 A fused jumper wire between TP sensor 1 signal circuit terminal D and the 5-volt reference
circuit terminal E. Verify the scan tool TP sensor 1 voltage parameter is greater than 4.8 V.
 If less than the specified range, test the signal circuit for a short to ground, or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
7. If all circuits test normal, test or replace the Q38 throttle body assembly.
REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Throttle Body Assembly Replacement (LF1)

 Control Module References for ECM replacement, setup, and programming

DTC P0128 (W/LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0128

Engine Coolant Temperature (ECT) Below Thermostat Regulating Temperature

CIRCUIT DESCRIPTION

The engine control module (ECM) monitors the temperature of the engine coolant for engine control and as an
enabling criteria for some diagnostics. The amount of air flow into an engine is proportional to the amount of
heat an engine generates. The ECM monitors the amount of air flow into the engine to calculate engine coolant
temperature (ECT). The ECM uses the calculated temperature to determine if the engine has warmed up to the
closed loop temperature or to the thermostat regulating temperature. If the coolant temperature does not increase
normally or does not reach the closed loop temperature, diagnostics that use the ECT as enabling criteria, may
not run when expected.

CONDITIONS FOR RUNNING THE DTC

 Before the ECM can report DTC P0128 failed, DTC P0117 and P0118 must run and pass.
 DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0114, P0116, P0117, P0118, P0121,
P0122, P0123, P0502, or P0503 is not set.
 The Engine has not run for greater than 30 minutes.
 The Engine run time from a cold start is greater than 2 minutes.
 The ECT is colder than 50°C (122°F) at start up.
 The vehicle speed is greater than 8 km/h (5 mph) for more than 2.4 km/h (1.5 miles).
 The Ethanol content of the fuel is less than 87 percent.
 DTC P0128 runs continuously once the above conditions have been met for approximately 15 min.

OR
  DTCs P0116, P0117, or P0118 is not set.
 The block heater is not detected.
 DTC P0128 runs continuously once the above conditions have been met for approximately 8 min.

CONDITIONS FOR SETTING THE DTC

 The ECM detects that the actual engine coolant temperature is 11°C (20°F) colder than the calculated
thermostat regulating temperature of 89°C (192°F), for greater than 4 s or for a cumulative of 30 s.

OR

 The ECM detects that the actual engine coolant temperature is 10°C (18°F) colder than the calculated
ECT for greater than 1 s or a cumulative of 10 s.

ACTION TAKEN WHEN THE DTC SETS

DTC P0128 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0128 is a Type B DTC.

DIAGNOSTIC AIDS

An engine that soaks for about 8 h will help diagnosis the condition. After the cold soak, operate the vehicle at
highway speeds for 20 min while monitoring the scan tool Calculated ECT - Thermostat parameter. If there is a
condition, the calculated temperature will be 10°C (18°F) warmer than the actual engine coolant temperature.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Verify that the engine coolant level is correct.

 If the engine coolant is not at the correct level, refer to Loss of Coolant .

2. Verify that the engine coolant temperature is at the normal operating temperature.
 If the engine coolant temperature is colder than the normal operating temperature, refer to
Thermostat Diagnosis .
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the B34 ECT sensor.

CAUTION: Do NOT use a test lamp to test the continuity of the circuit. Damage
to the control module may occur due to excessive current draw.

NOTE: The control module or the sensor may be damaged if the circuit is shorted
to battery positive voltage.

2. Test for less than 5 ohms between the low reference circuit terminal 2 and ground.
 If greater than specified value, test the circuit for a short to voltage or an open/high resistance. If
the circuit tests normal, replace the K20 ECM.
3. Ignition ON, observe the scan tool the ECT sensor parameter. Verify that the ECT sensor parameter is at -
40°C (-40°F).
 If warmer than the specified value, test the signal circuit for a short to ground. If the
circuit/connections test normal, replace the K20 ECM.

NOTE: If the fuse in the jumper wire opens, the signal circuit is shorted to a
voltage and the ECT sensor may be damaged.

4. Install a 3 A fused jumper wire between the signal circuit terminal 1 and the low reference circuit
terminal 2. Verify the scan tool ECT sensor parameter is warmer than 142°C (288°F).
 If colder than the specified value, test the signal circuit for an open/high resistance or for a short to
voltage. If the circuit/connections test normal, replace the K20 ECM.
5. If all circuits test normal, test or replace the B34 ECT sensor.
COMPONENT TESTING

1. Ignition OFF, disconnect the harness connector at the B34 ECT sensor.

NOTE: A thermometer can be used to test the sensor off the vehicle.

2. Test the ECT sensor by varying the sensor temperature while monitoring the sensor resistance. Compare
the readings with the Temperature Versus Resistance - Engine Coolant Temperature Sensor table
and verify that the resistance is within 5 % of the specification.
 If not within the specified range, replace the B34 ECT sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Engine Coolant Temperature Sensor Replacement (LF1)

 Control Module References for ECM replacement, setup, and programming

DTC P0131, P0132, P0137, P0138, P0151, P0152, P0157, P0158, P2A00,
P2A01, P2A03, OR P2A04 (LF1)
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0131

HO2S Circuit Low Voltage Bank 1 Sensor 1

DTC P0132

HO2S Circuit High Voltage Bank 1 Sensor 1

DTC P0137

HO2S Circuit Low Voltage Bank 1 Sensor 2

DTC P0138

HO2S Circuit High Voltage Bank 1 Sensor 2

DTC P0151

HO2S Circuit Low Voltage Bank 2 Sensor 1

DTC P0152

HO2S Circuit High Voltage Bank 2 Sensor 1

DTC P0157

HO2S Circuit Low Voltage Bank 2 Sensor 2

DTC P0158

HO2S Circuit High Voltage Bank 2 Sensor 2

DTC P2A00

HO2S Circuit Closed Loop Performance Bank 1 Sensor 1

DTC P2A03

HO2S Circuit Closed Loop Performance Bank 2 Sensor 1

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0132, P0132, P0132,
P0133, P013A,
P0134, P0134, P0134,
P013B, P013C,
P0131, P0138, P0138, P0138,
P013D, P013E,
P0137, P0140, P0140, P0140,
HO2S High Signal P013F, P014A,
P0151, P0152, P0152, P0152,
P014B, P0153,
P0157 P0154, P0154, P0154,
P1133, P1153,
P0158, P0158, P0158,
P2A00, P2A03
P0160 P0160 P0160
P0132, P0132, P0132,
P0133, P013A,
P0134, P0134, P0134,
P013B, P013C,
P0131, P0138, P0138, P0138,
P013D, P013E,
P0137, P0140, P0140, P0140,
HO2S Low Signal P013F, P014A,
P0151, P0152, P0152, P0152,
P014B, P0153,
P0157 P0154, P0154, P0154,
P1133, P1153,
P0158, P0158, P0158,
P2A00, P2A03
P0160 P0160 P0160
P0030, P0030,
P0036, P0036,
P0030, P0050, P0050,
 P0036, P0056, P0056,
P0050, P0132, P0132,
P0056, P0134, P0134,
P0132, P0135, P0135,
P0135, P0138, P0138,
P0138, P0140, P0140,
P0135, P0141,
HO2S Heater Voltage Supply P0141, P0141, P0141, P0690
P0155, P0161
P0152, P0152, P0152,
P0155, P0154, P0154,
P0158, P0155, P0155,
P0161, * P0158, P0158,
P0160, P0160,
P0161 P0161
P0030, P0030, P0030,
P0036, P0036, P0036,
P0030, P0050, P0050, P0050,
P0036, P0056, P0056, P0056,
P0050, P0132, P0132, P0132,
P0053, P0134, P0134, P0134,
P0054, P0135, P0135, P0135,
P0056, P0138, P0138, P0138, P0135, P0141,
HO2S Heater Control
P0059, P0140, P0140, P0140, P0155, P0161
P0060, P0141, P0141, P0141,
P0135, P0152, P0152, P0152,
P0141, P0154, P0154, P0154,
P0155, P0155, P0155, P0155,
P0161 P0158, P0158, P0158,
P0160, P0160, P0160,
P0161 P0161 P0161
* Opens Fuse

TYPICAL SCAN TOOL DATA

HO2S Sensor 1 Voltage, HO2S Sensor 2 Voltage

Circuit Short to Ground Open Short to Voltage
Parameter Normal Range: 200-800 mV
Approximately 1.27 Approximately 1.27
HO2S High Signal 0.00 V
V V
Approximately 1.27 Approximately 1.27
HO2S Low Signal 0.00 V
V V

CIRCUIT/SYSTEM DESCRIPTION

The heated oxygen sensors (HO2S) are used for fuel control and catalyst monitoring. Each HO2S compares the
oxygen content of the surrounding air with the oxygen content of the exhaust stream. When the engine is
started, the control module operates in an Open Loop mode, ignoring the HO2S signal voltage while calculating
the air-to-fuel ratio. While the engine runs, the HO2S heats up and begins to generate a voltage within a range
of 0-1,275 mV. Once sufficient HO2S voltage fluctuation is observed by the control module, Closed Loop is
entered. The control module uses the HO2S voltage to determine the air-to-fuel ratio. An HO2S voltage that
increases toward 1,000 mV indicates a rich fuel mixture. An HO2S voltage that decreases toward 0 mV
indicates a lean fuel mixture.

The heating elements inside each HO2S heat the sensor to bring the sensor up to operating conditions faster.
This allows the system to enter Closed Loop earlier and the control module to calculate the air-to-fuel ratio
sooner.

CONDITIONS FOR RUNNING THE DTC

P0131, P0137, P0151, or P0157

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120,
P0121, P0122, P0123, P0128, P0201, P0202, P0203, P0204, P0205, P0206, P0207, P0208, P0220,
P0222, P0223, P0442, P0443, P0446, P0449, P0455, P0496, P1516, P2101, P2119, P2135, P2176 are not
set.
 The engine is operating in Closed Loop.
 The Ignition 1 voltage is between 10-32 V.
 The fuel level is greater than 10 %.
 The throttle position (TP) is between 3-70 %.
 The DTCs run continuously when the above conditions are met for 2 s.

P0132, P0138, P0152, or P0158

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120,
P0121, P0122, P0123, P0128, P0201, P0202, P0203, P0204, P0205, P0206, P0207, P0208, P0220,
P0222, P0223, P0442, P0443, P0446, P0449, P0455, P0496, P1516, P2101, P2119, P2135, P2176 are not
set.
 The engine is operating in Closed Loop.
 The Ignition 1 voltage is between 10-32 V.
 The fuel level is greater than 10 %.
 The throttle position (TP) is between 0-70 %.
 The DTCs run continuously when the above conditions are met for 3 s.

P2A00 or P2A03

 DTCs P0030, P0036, P0053, P0054, P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113,
P0116, P0117, P0118, P0120, P0121, P0122, P0123, P0128, P0131, P0132, P0133, P0134, P0135,
P0137, P0138, P0140, P0141, P0171, P0172, P0174, P0175, P0201, P0202, P0203, P0204, P0205,
P0206, P0207, P0208, P0220, P0222, P0223, P0300, P0301, P0302, P0303, P0304, P0305, P0306,
P0307, P0308, P0442, P0443, P0446, P0449, P0455, P0496, P1133, P1516, P2101, P2119, P2135, P2176
are not set.
 The engine is running.
  The system voltage is between 10-32 V.
 The ECT Sensor parameter is more than 0°C (32°F).
 DTCs P2A00 and P2A03 run continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0131, P0137, P0151, or P0157

 The ECM detects that the HO2S voltage is less than 50 mV.
 The DTCs set within 50 s when the above condition is met.

P0132, P0138, P0152, or P0158

 The ECM detects that the HO2S voltage is greater than 1,050 mV.
 The DTCs set within 50 s when the above condition is met.

P2A00 or P2A03

 The ECM detects that the Fuel Control Loop Status parameter is open.
 DTCs P2A00 and P2A03 set within 30 s when the above condition is met.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0131, P0132, P0137, P0138, P0151, P0152, P0158, P2A00 and P2A03 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0131, P0132, P0137, P0138, P0151, P0152, P0158, P2A00 and P2A03 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Heated Oxygen Sensor Wiring Repairs
 Testing for Intermittent Conditions and Poor Connections
  Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify no B52 HO2S heater DTCs are set.
 If a B52 HO2S heater DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine running, observe the appropriate scan tool B52 HO2S voltage parameter. The reading should be
within the range of 50-1,050 mV.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the appropriate B52 HO2S harness connector.

2. Ignition ON, observe the appropriate scan tool HO2S voltage parameter. The parameter should display
1.27 V.
 If less than the specified range, test the high and low signal circuits for a short to ground. If both
signal circuit test normal, replace the K20 ECM.
3. Ignition ON, test for 2.5-3.0 V between the high signal circuit terminal B and ground.
 If less than the specified range, test the high signal circuit for an open/high resistance. If the circuit
tests normal, replace the K20 ECM.
 If greater than the specified range, test the high signal circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Ignition OFF, connect a 3 A fused jumper wire between the high signal circuit terminal B and the low
signal circuit terminal A.

NOTE: The low signal circuit is tied to a pull-up circuit within the ECM. A voltage
of 0.90-1.10 V on the low signal circuit is normal.

5. Ignition ON, verify the scan tool HO2S parameter displays 0.0 V.
 If greater than the specified range, test the low signal circuit for an open/high resistance or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, test or replace the appropriate B52 HO2S.

REPAIR PROCEDURES
 CAUTION: Refer to Heated Oxygen Sensor Resistance Learn Reset Caution .

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Heated Oxygen Sensor Replacement - Bank 1 Sensor 1 (LF1)

 Heated Oxygen Sensor Replacement - Bank 1 Sensor 2 (LF1)
 Heated Oxygen Sensor Replacement - Bank 2 Sensor 1 (LF1)
 Heated Oxygen Sensor Replacement - Bank 2 Sensor 2
 Control Module References for ECM replacement, setup, and programming

DTC P0133, P013A-P013F, P014A, P014B, P0153, P1133, OR P1153 (LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0133

HO2S Slow Response Bank 1 Sensor 1

DTC P013A

HO2S Slow Response Rich to Lean Bank 1 Sensor 2

DTC P013B

HO2S Slow Response Lean to Rich Bank 1 Sensor 2

DTC P013C

HO2S Slow Response Rich to Lean Bank 2 Sensor 2

DTC P013D

HO2S Slow Response Lean to Rich Bank 2 Sensor 2

DTC P013E

HO2S Delayed Response Rich to Lean Bank 1 Sensor 2

DTC P013F

HO2S Delayed Response Lean to Rich Bank 1 Sensor 2

DTC P014A

HO2S Delayed Response Rich to Lean Bank 2 Sensor 2

DTC P014B

HO2S Delayed Response Lean to Rich Bank 2 Sensor 2

DTC P0153

HO2S Slow Response Bank 2 Sensor 1

DTC P1133

HO2S Insufficient Switching Bank 1 Sensor 1

DTC P1153

HO2S Insufficient Switching Bank 2 Sensor 1

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0132, P0132, P0132,
P0133, P013A,
P0134, P0134, P0134,
P013B, P013C,
P0131, P0138, P0138, P0138,
P013D, P013E,
P0137, P0140, P0140, P0140,
HO2S High Signal P013F, P014A,
P0151, P0152, P0152, P0152,
P014B, P0153,
P0157 P0154, P0154, P0154,
P1133, P1153,
P0158, P0158, P0158,
P2A00, P2A03
P0160 P0160 P0160
P0132, P0132, P0132,
P0133, P013A,
P0134, P0134, P0134,
P013B, P013C,
P0131, P0138, P0138, P0138,
P013D, P013E,
P0137, P0140, P0140, P0140,
HO2S Low Signal P013F, P014A,
P0151, P0152, P0152, P0152,
P014B, P0153,
P0157 P0154, P0154, P0154,
P1133, P1153,
P0158, P0158, P0158,
P2A00, P2A03
P0160 P0160 P0160
P0030, P0030,
P0036, P0036,
P0030, P0050, P0050,
 P0036, P0056, P0056,
P0050, P0132, P0132,
P0056, P0134, P0134,
P0132, P0135, P0135,
P0135, P0138, P0138,
P0138, P0140, P0140,
P0135, P0141,
HO2S Heater Voltage Supply P0141, P0141, P0141, P0690
P0155, P0161
P0152, P0152, P0152,
P0155, P0154, P0154,
P0158, P0155, P0155,
P0161, * P0158, P0158,
P0160, P0160,
P0161 P0161
P0030, P0030, P0030,
P0036, P0036, P0036,
P0030, P0050, P0050, P0050,
P0036, P0056, P0056, P0056,
P0050, P0132, P0132, P0132,
P0053, P0134, P0134, P0134,
P0054, P0135, P0135, P0135,
P0056, P0138, P0138, P0138, P0135, P0141,
HO2S Heater Control
P0059, P0140, P0140, P0140, P0155, P0161
P0060, P0141, P0141, P0141,
P0135, P0152, P0152, P0152,
P0141, P0154, P0154, P0154,
P0155, P0155, P0155, P0155,
P0161 P0158, P0158, P0158,
P0160, P0160, P0160,
P0161 P0161 P0161
* Opens Fuse

CIRCUIT/SYSTEM DESCRIPTION

The heated oxygen sensors (HO2S) are used for fuel control and catalyst monitoring. Each HO2S compares the
oxygen content of the surrounding air with the oxygen content of the exhaust stream. When the engine is
started, the control module operates in an Open Loop mode, ignoring the HO2S signal voltage while calculating
the air-to-fuel ratio. While the engine runs, the HO2S heats up and begins to generate a voltage within a range
of 0-1,275 mV. Once sufficient HO2S voltage fluctuation is observed by the control module, Closed Loop is
entered. The control module uses the HO2S voltage to determine the air-to-fuel ratio. An HO2S voltage that
increases toward 1,000 mV indicates a rich fuel mixture. An HO2S voltage that decreases toward 0 mV
indicates a lean fuel mixture.

The heating elements inside each HO2S heat the sensor to bring the sensor up to operating conditions faster.
This allows the system to enter Closed Loop earlier and the control module to calculate the air-to-fuel ratio
sooner.

CONDITIONS FOR RUNNING THE DTC

P0133, P0153, P1133, or P1153

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120,
P0121, P0122, P0123, P0128, P0201, P0202, P0203, P0204, P0205, P0206, P0207, P0208, P0220,
P0222, P0223, P0442, P0443, P0446, P0449, P0455, P0496, P1516, P2101, P2119, P2135, P2176 are not
set.
 The engine coolant temperature (ECT) is greater than 71°C (159°F).
 The intake air temperature (IAT) is warmer than -40°C (-40°F)
 The ignition 1 voltage is between 10-32 V.
 The fuel level is greater than 10 %.
 The engine run time is greater than 60 s.
 The engine speed is between 1,000-3,000 RPM.
 The barometric (BARO) pressure is greater than 70 kPa.
 The mass airflow (MAF) is between 15-55 g/s.
 The fuel system is in Closed Loop.
 The throttle position (TP) is greater than 5 %.
 The DTCs run once per drive cycle when the above conditions are met.

P013A P013C, P013E, or P014A

 Before the ECM can report DTC P013A, or P013C failed, DTCs P013E, P014A, P2270, and P2272 must
run and pass.
 Before the ECM can report DTC P013E, or P014A failed, DTCs P2270 and P2272 must run and pass.
 DTCs P0030, P0036, P0053, P0054, P0101, P0102, P0103, P0106, P0107, P0108, P0120, P0121, P0122,
P0123, P0131, P0132, P0133, P0134, P0135, P0137, P0138, P013A, P013B, P013E, P013F, P0140,
P0141, P0171, P0172, P0201, P0202, P0203, P0204, P0220, P0222, P0223, P0300, P0442, P0443,
P0446, P0449, P0455, P0496, P1133, P1174, P1516, P2101, P2119, P2135, P2176, P2270, P2271, P2A00
are not set.
 The ignition 1 voltage is between 10-32 V.
 The learned heater resistance is valid.
 The fuel level is greater than 10 %.
 The engine run time is equal to or greater than 5 min.
 The accelerator pedal (APP) is steady.
 The torque converter clutch (TCC) is applied.
 The DTCs run once per ignition cycle, during decel fuel cut-off (DFCO), when the above conditions are
met.

P013B P013D, P013F, or P014B

 Before the ECM can report DTC P013B, or P013D failed, DTCs P013A, P013C, P013E, P013F, P014A,
P014B, P2270, P2271, P2272, and P2273 must run and pass.
 Before the ECM can report DTC P013F, or P014B failed, DTCs P013A, P013C, P013E, P014A, P2270,
 P2271, P2272, and P2273 must run and pass.
 DTCs P0030, P0036, P0053, P0054, P0101, P0102, P0103, P0106, P0107, P0108, P0120, P0121, P0122,
P0123, P0131, P0132, P0133, P0134, P0135, P0137, P0138, P013A, P013B, P013E, P013F, P0140,
P0141, P0171, P0172, P0201, P0202, P0203, P0204, P0220, P0222, P0223, P0300, P0442, P0443,
P0446, P0449, P0455, P0496, P1133, P1174, P1516, P2101, P2119, P2135, P2176, P2270, P2271, P2A00
are not set.
 The ignition 1 voltage is between 10-32 V.
 The learned heater resistance is valid.
 The fuel level is greater than 10 %.
 The engine run time is equal to or greater than 5 min.
 The DTCs run once per ignition cycle when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0133 or P0153

 The ECM detects that the HO2S 1 rich-to-lean or lean-to-rich average response time is greater than a
calibrated value.
 The DTCs set within 60 s when the above condition is met.

P013A or P013C

The ECM detects that the accumulated mass air flow monitored during rich-to-lean transitions between 450-150
mV is greater than 75 grams.

P013B or P013D

The ECM detects that the accumulated mass air flow monitored during lean-to-rich transitions between 350-650
mV is greater than 75 grams.

P013E or P014A

The ECM detects that the O2 sensor voltage has not decreased below 450 mV within 42 grams of accumulated
air flow.

P013F or P014B

The ECM detects that the O2 sensor voltage has not increased above 350 mV within 200 grams of accumulated
air flow.

P1133 or P1153

 The ECM detects that the HO2S 1 rich-to-lean counts, or the lean-to-rich counts are less than a calibrated
value.
 The DTCs set within 60 s when the above condition is met.
ACTION TAKEN WHEN THE DTC SETS

DTCs P0133, P013A, P013B, P013C, P013D, P013E, P013F, P014A, P014B, P0153, P1133, and P1153 are
Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0133, P013A, P013B, P013C, P013D, P013E, P013F, P014A, P014B, P0153, P1133, and P1153 are
Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
 Heated Oxygen Sensor Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify no B52 HO2S heater DTCs are set.
 If a B52 HO2S heater DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine running, observe the appropriate scan tool B52 HO2S voltage parameter. The reading should be
within the range of 50-1,050 mV.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
CIRCUIT/SYSTEM TESTING

1. Verify none of the following conditions exist:

 Lean or rich fuel injectors-Refer to Fuel Injector Solenoid Coil Test .

 Water intrusion in the B52 HO2S harness connector

 Low or high fuel system pressure-Refer to Fuel System Diagnosis .

 Fuel that is contaminated-Refer to Alcohol/Contaminants-in-Fuel Diagnosis .

 Fuel saturation of the evaporative emission (EVAP) canister

 Exhaust leaks near the B52 HO2S

 Engine vacuum leaks

 Engine oil consumption-Refer to Oil Consumption Diagnosis .

 Engine coolant consumption-Refer to Loss of Coolant .

 If you find any of the above conditions, repair as necessary.

2. If all conditions test normal, test or replace the appropriate B52 HO2S.

REPAIR PROCEDURES

CAUTION: Refer to Heated Oxygen Sensor Resistance Learn Reset Caution .

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Heated Oxygen Sensor Replacement - Bank 1 Sensor 1 (LF1)

 Heated Oxygen Sensor Replacement - Bank 1 Sensor 2 (LF1)
 Heated Oxygen Sensor Replacement - Bank 2 Sensor 1 (LF1)
 Heated Oxygen Sensor Replacement - Bank 2 Sensor 2
 Control Module References for ECM replacement, setup, and programming

DTC P0134, P0140, P0154, OR P0160 (LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0134

HO2S Circuit Insufficient Activity Bank 1 Sensor 1

DTC P0140

HO2S Circuit Insufficient Activity Bank 1 Sensor 2

DTC P0154

HO2S Circuit Insufficient Activity Bank 2 Sensor 1

DTC P0160

HO2S Circuit Insufficient Activity Bank 2 Sensor 2

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0132, P0132, P0132,
P0133, P013A,
P0134, P0134, P0134,
P013B, P013C,
P0131, P0138, P0138, P0138,
P013D, P013E,
P0137, P0140, P0140, P0140,
HO2S High Signal P013F, P014A,
P0151, P0152, P0152, P0152,
P014B, P0153,
P0157 P0154, P0154, P0154,
P1133, P1153,
P0158, P0158, P0158,
P2A00, P2A03
P0160 P0160 P0160
P0132, P0132, P0132,
P0133, P013A,
P0134, P0134, P0134,
P013B, P013C,
P0131, P0138, P0138, P0138,
P013D, P013E,
P0137, P0140, P0140, P0140,
HO2S Low Signal P013F, P014A,
P0151, P0152, P0152, P0152,
P014B, P0153,
P0157 P0154, P0154, P0154,
P1133, P1153,
P0158, P0158, P0158,
P2A00, P2A03
P0160 P0160 P0160
P0030, P0030,
P0030, P0036, P0036,
P0036, P0050, P0050,
P0050, P0056, P0056,
P0056, P0132, P0132,
P0132, P0134, P0134,
P0135, P0135, P0135, P0135, P0141,
HO2S Heater Voltage Supply P0138, P0138, P0690
P0138, P0155, P0161
P0141, P0140, P0140,
P0152, P0141, P0141,
P0155, P0152, P0152,
P0158, P0154, P0154,
P0161, * P0155, P0155,
P0158, P0158,
P0160, P0160,
 P0161 P0161
P0030, P0030, P0030,
P0036, P0036, P0036,
P0030, P0050, P0050, P0050,
P0036, P0056, P0056, P0056,
P0050, P0132, P0132, P0132,
P0053, P0134, P0134, P0134,
P0054, P0135, P0135, P0135,
P0056, P0138, P0138, P0138, P0135, P0141,
HO2S Heater Control
P0059, P0140, P0140, P0140, P0155, P0161
P0060, P0141, P0141, P0141,
P0135, P0152, P0152, P0152,
P0141, P0154, P0154, P0154,
P0155, P0155, P0155, P0155,
P0161 P0158, P0158, P0158,
P0160, P0160, P0160,
P0161 P0161 P0161
* Opens Fuse

TYPICAL SCAN TOOL DATA

HO2S Sensor 1 Voltage, HO2S Sensor 2 Voltage

Circuit Short to Ground Open Short to Voltage
Parameter Normal Range: 200-800 mV
Approximately Approximately
HO2S High Signal 0.00 mV
1.27 V 1.27 V
Approximately Approximately
HO2S Low Signal 0.00 mV
1.27 V 1.27 V

CIRCUIT/SYSTEM DESCRIPTION

The heated oxygen sensors (HO2S) are used for fuel control and catalyst monitoring. Each HO2S compares the
oxygen content of the surrounding air with the oxygen content of the exhaust stream. When the engine is
started, the control module operates in an Open Loop mode, ignoring the HO2S signal voltage while calculating
the air-to-fuel ratio. While the engine runs, the HO2S heats up and begins to generate a voltage within a range
of 0-1,275 mV. Once sufficient HO2S voltage fluctuation is observed by the control module, Closed Loop is
entered. The control module uses the HO2S voltage to determine the air-to-fuel ratio. An HO2S voltage that
increases toward 1,000 mV indicates a rich fuel mixture. An HO2S voltage that decreases toward 0 mV
indicates a lean fuel mixture.

The heating elements inside each HO2S heat the sensor to bring the sensor up to operating conditions faster.
This allows the system to enter Closed Loop earlier and the control module to calculate the air-to-fuel ratio
sooner.

CONDITIONS FOR RUNNING THE DTC

  DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120,
P0121, P0122, P0123, P0128, P0201, P0202, P0203, P0204, P0205, P0206, P0207, P0208, P0220,
P0222, P0223, P0442, P0443, P0446, P0449, P0455, P0496, P1516, P2101, P2119, P2135, P2176 are not
set.
 The ignition 1 voltage is between 10-32 V.
 The engine run time is greater than 150 s.
 The fuel system is in Closed Loop.
 The DTCs run continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0134 or P0154

 The ECM detects that the HO2S 1 voltage is between 350-550 mV.
 The HO2S heater warm-up cycle is complete.
 The DTCs set within 15 s when the above conditions are met.

P0140 or P0160

 The ECM detects that the HO2S 2 voltage is not varying.

 The HO2S heater warm-up cycle is complete.
 The DTCs set within 15 s when the above conditions are met.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0134, P0140, P0154, and P0160 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0134, P0140, P0154, and P0160 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
  Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
 Heated Oxygen Sensor Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify no B52 HO2S heater DTCs are set.
 If a B52 HO2S heater DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine running, observe the appropriate scan tool B52 HO2S voltage parameter. The reading should be
within the range of 50-1,050 mV.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: All modules must be powered down or misdiagnosis may result.

1. Ignition OFF, disconnect the appropriate B52 HO2S harness connector.

2. Ignition ON, observe the appropriate scan tool HO2S voltage parameter. The parameter should display
1.27 V.
 If less than the specified range, test the high and low signal circuits for a short to ground. If both
signal circuits test normal, replace the K20 ECM.
3. Ignition ON, test for 2.5-3.0 V between the high signal circuit terminal B and ground.
 If less than the specified range, test the high signal circuit for an open/high resistance. If the circuit
tests normal, replace the K20 ECM.
 If greater than the specified range, test the high signal circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Ignition OFF, connect a 3 A fused jumper wire between the high signal circuit terminal B and the low
signal circuit terminal A.

NOTE: The low signal circuit is tied to a pull-up circuit within the ECM. A voltage
of 0.90-1.10 V on the low signal circuit is normal.

5. Ignition ON, verify the scan tool HO2S parameter displays 0.0 V.
 If greater than the specified value, test the low signal circuit for an open/high resistance or for a

short to voltage. If the circuit tests normal, replace the K20 ECM.
6. Verify none of the following conditions exist:
 Water intrusion in the HO2S harness connector

 Low or high fuel system pressure-Refer to Fuel System Diagnosis .

 Fuel that is contaminated-Refer to Alcohol/Contaminants-in-Fuel Diagnosis .

 Fuel saturation of the evaporative emission (EVAP) canister

 Exhaust leaks near the HO2S

 Engine vacuum leaks

 If any of the above conditions exist, repair as necessary. If all circuits test normal, test or replace the
appropriate B52 HO2S.

REPAIR PROCEDURES

CAUTION: Refer to Heated Oxygen Sensor Resistance Learn Reset Caution .

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Heated Oxygen Sensor Replacement - Bank 1 Sensor 1 (LF1)

 Heated Oxygen Sensor Replacement - Bank 1 Sensor 2 (LF1)
 Heated Oxygen Sensor Replacement - Bank 2 Sensor 1 (LF1)
 Heated Oxygen Sensor Replacement - Bank 2 Sensor 2
 Control Module References for ECM replacement, setup, and programming

DTC P0171, P0172, P0174, OR P0175 (LF1, LFW)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0171

Fuel Trim System Lean Bank 1

DTC P0172

Fuel Trim System Rich Bank 1

DTC P0174

Fuel Trim System Lean Bank 2

DTC P0175

Fuel Trim System Rich Bank 2

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) controls the air/fuel metering system in order to provide the best possible
combination of driveability, fuel economy, and emission control. Fuel delivery is controlled differently during
Open Loop and Closed Loop (CL). During Open Loop, the ECM determines fuel delivery based on sensor
signals without heated oxygen sensor (HO2S) input. During CL, the ECM adds HO2S inputs and level of purge
to calculate the short and long term fuel trim (FT) adjustments. If the HO2S indicates a lean condition, the fuel
trim values will be above 0 %. If the HO2S indicates a rich condition, the FT values will be below 0 %. The
short term FT values change rapidly in response to the HO2S voltage signals. The long term FT makes coarse
adjustments in order to maintain an optimum air/fuel ratio. A block of cells contain information arranged in
combinations of engine RPM and engine load for a full range of vehicle operating conditions. The long term FT
diagnostic is based on an average of cells currently being used. The ECM selects the cells based on the engine
speed and load. The FT diagnostic will conduct a test to determine if a rich failure actually exists or if excessive
vapor from the evaporative emission (EVAP) canister is causing a rich condition.

If the ECM detects an excessively lean condition, DTC P0171 or P0174 sets. If the ECM detects an excessively
rich condition, DTC P0172 or P0175 sets.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0178, P0179, P0201-P0208, P0300, P0301-P0304,
P0401, P0403-P0406, P0411, P042E, P0442, P0443, P0446, P0449, P0452, P0453, P0455, P0496, P0506,
P0507, P2227-P2230, P2269, P2440, P2444 are not set.
 The engine is in Closed Loop status.
 The engine coolant temperature (ECT) is between -38 and +150°C (-36 and +302°F).
 The intake air temperature (IAT) is between -38 and +150°C (-36 and +302°F).
 The manifold absolute pressure (MAP) is between 5-255 kPa (1.45-37 psi).
 The vehicle speed is less than 134 km/h (83 mph).
 The engine speed is between 400-6,600 RPM.
 The mass air flow (MAF) is between 0.5-510 g/s.
 The barometric pressure (BARO) is more than 70 kPa (10.2 psi).
 The fuel level is more than 10 %.
 This diagnostic runs continuously when the above conditions have been met.

CONDITIONS FOR SETTING THE DTC

 The average long term FT weighted average value is more or less than a calibrated value.
  The above condition is present for approximately 3 min after the Conditions for Running the DTC have
been met.

ACTION TAKEN WHEN THE DTC SETS

The ECM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the
ECM stores this information in the Failure Records. If the diagnostic reports a failure on the second ignition
cycle the ECM records the operating conditions at the time of the failure. The ECM writes the operating
conditions to the Freeze Frame and updates the Failure Records. The ECM illuminates the malfunction indicator
lamp (MIL) when it detects the same fuel trim failure during 2 consecutive trips.

CONDITIONS FOR CLEARING THE MIL/DTC

 The ECM turns OFF the malfunction indicator lamp (MIL) at the beginning of the fourth ignition cycle,
after 3 ignition cycles that the diagnostic runs and does not fail.
 A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
 A history DTC and related Freeze Frame data clears after 40 warm-up cycles, if no failures are reported
by this or any other emission related diagnostic.
 Clear the MIL and the DTC with a scan tool.

REFERENCE INFORMATION

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Disregard any transmission symptoms, antilock brake system (ABS) indicators, and traction control
system (TCS) indicators until any fuel trim faults are repaired. A fuel trim fault may cause default actions
such as harsh shifts and illumination of the ABS/TCS indicators.
2. E85 compatible engine only-Over estimation of the ethanol content will result in a rich shift of fuel trim
values, and under-estimation will result in a lean shift of fuel trim values. A fuel trim DTC may set if the
learned alcohol content, Fuel Alcohol Content parameter on the scan tool, is different than the measured
alcohol content in the vehicle such that fuel trim values exceed failure threshold values.
3. Verify that other DTCs are not set.
 If any DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

4. Allow the engine to reach operating temperature. With the engine running, observe the HO2S parameter
 with a scan tool. The HO2S value should vary from approximately 40 mV to approximately 900 mV, and
respond to fueling changes.

NOTE: EVAP purge enablement may cause the FT to be momentarily outside the
normal range.

5. The normal Short Term FT parameter should be between +10 % and -10 % with near 0 % the optimum,
with the engine running at operating temperature.
6. The Long Term FT parameter should be between +10 % and -10 %, with near 0 % the optimum, with the
engine running at operating temperature.
7. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

P0171 or P0174

Allow the engine to reach operating temperature. With the engine running, observe the affected Long Term FT
parameter with a scan tool. The value should be less than approximately 20 % with the engine running at
operating temperature.

 If the value is not less than 20 %, inspect for the following:

 With the ignition ON and the engine OFF, observe the manifold absolute pressure (MAP) sensor
parameter. The MAP sensor pressure should be within the range specified for your altitude. Refer to
Altitude Versus Barometric Pressure .
 Refer to DTC P0106 (LF1) if the MAP sensor does not indicate the correct barometric pressure.

 With the engine idling, observe the mass air flow (MAF) sensor parameter. The MAF sensor parameter
should be within 2-6 g/s at idle.
 Refer to DTC P0101 or DTC P0102 or P0103 if the MAF sensor parameter is not within 2-6 g/s at
idle.
 Vacuum hoses for splits, kinks, and improper connections
 Insufficient fuel in the tank
 Low fuel pressure-Refer to Fuel System Diagnosis .
 Fuel contamination-Refer to Alcohol/Contaminants-in-Fuel Diagnosis for gasoline or Fuel
Composition Diagnosis for E85.
 Malfunctioning fuel injectors-Refer to Fuel Injector Solenoid Coil Test .
 Missing, loose, or leaking exhaust components from the HO2S forward-Refer to Symptoms - Engine
Exhaust .
 Vacuum leaks at the intake manifold, the throttle body, and the injector O-rings
 The air induction system and the air intake ducts for leaks or for a missing air filter element
 A cracked EVAP canister
  Evaporative pipes obstructed or leaking
 The crankcase ventilation system for leaks
 The HO2S for improper installation and for electrical wires or connectors that may have contacted the
exhaust system
 The HO2S signal circuit open, shorted to ground, or shorted to the low reference circuit
 Malfunctioning engine components-Refer to Symptoms - Engine Mechanical .

P0172 or P0175

Allow the engine to reach operating temperature. With the engine running, observe the affected Long Term FT
parameter with a scan tool. The value should be more than approximately -20 % with the engine running at
operating temperature.

 If the value is not more than -20 %, inspect for the following:

 With the engine idling and the transmission in the Park or Neutral position, observe the manifold absolute
pressure (MAP) sensor parameter. The MAP sensor parameter should be between 19-42 kPa.
 Refer to DTC P0106 (LF1) if the MAP sensor parameter is not between 19-42 kPa.

 With the engine idling, observe the mass air flow (MAF) sensor parameter. The MAF sensor parameter
should be within 2-6 g/s at idle.
 Refer to DTC P0101 or DTC P0102 or P0103 if the MAF sensor parameter is not within 2-6 g/s at
idle.
 Vacuum hoses for splits, kinks, and improper connections
 The air intake duct for being collapsed or restricted
 The air filter for being dirty or restricted
 Objects blocking the throttle body
 Excessive fuel in the crankcase due to leaking fuel injectors
 The evaporative emissions control system for improper operation
 Excessive fuel pressure-Refer to Fuel System Diagnosis .
 Malfunctioning fuel injectors-Refer to Fuel Injector Solenoid Coil Test .
 Fuel contamination-Refer to Alcohol/Contaminants-in-Fuel Diagnosis for gasoline or Fuel
Composition Diagnosis for E85.
 The HO2S for improper installation and for electrical wires or connectors that may have contacted the
exhaust system
 The HO2S signal circuit shorted to voltage

REPAIR PROCEDURES

 Air Cleaner Element Replacement (LE5)

 Evaporative Emission Canister Replacement
 Evaporative Emission Canister Purge Solenoid Valve Replacement (LF1)
 Evaporative Emission Canister Vent Solenoid Valve Replacement
  Fuel System Cleaning
 Fuel Tank Draining
 Heated Oxygen Sensor Replacement - Bank 1 Sensor 1 (LF1) , Heated Oxygen Sensor Replacement
- Bank 1 Sensor 2 (LF1) , Heated Oxygen Sensor Replacement - Bank 2 Sensor 1 (LF1) , and Heated
Oxygen Sensor Replacement - Bank 2 Sensor 2
 Mass Airflow Sensor with Intake Air Temperature Sensor Replacement
 Throttle Body Assembly Replacement (LF1)

REPAIR VERIFICATION

NOTE:  After repairs, use the scan tool Fuel Trim Reset function in order to reset
the Long Term Fuel Trim.
 To verify the performance of the catalytic converter has not been affected
by the condition that set this DTC, perform the Repair Verification for DTC
P0420 or P0430. Refer to DTC P0420 or P0430 .

1. Install any components or connectors that have been removed or replaced during diagnosis.
2. Perform any adjustment, programming, or setup procedures that are required when a component or
module is removed or replaced.
3. Turn ON the ignition, with the engine OFF.

NOTE: DO NOT clear codes with the engine running. The codes may reset in the
same ignition cycle.

4. Clear the DTCs.

5. Turn OFF the ignition for 60 s.
6. Start the engine.
7. Duplicate the Conditions for Running the DTC and use the Freeze Frame/Failure Records, if applicable,
in order to verify the DTC does not reset. If the DTC resets, or another DTC is present, refer to the
Diagnostic Trouble Code (DTC) List - Vehicle and perform the appropriate diagnostic procedure.

DTC P018B-P018D
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P018B
 Fuel Pressure Sensor Performance

DTC P018C

Fuel Pressure Sensor Circuit Low Voltage

DTC P018D

Fuel Pressure Sensor Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
5 V Reference P0641 P0641, P06A6 P0641 P06A6
Signal P018C P018B, P018C P018D P018B
Low Reference - P0641, P06A6 - P06A6

CIRCUIT/SYSTEM DESCRIPTION

The fuel pressure sensor is located on the fuel line. The fuel pressure sensor monitors the fuel pressure in the
fuel line. The fuel pump control module monitors the voltage signal from the fuel pressure sensor.

CONDITIONS FOR RUNNING THE DTC

 The engine is running.

 DTC P018C, P018D, P0231, P0232, P023F, P064A, P1255 or P06A6 are not active.
 DTC P0641 has not failed this ignition cycle.
 Fuel pump control is enabled and the fuel pump control state is normal.
 The engine has been running for at least 5 seconds.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module does not detect a change in the fuel rail pressure of at least 30 kPa (4.4 psi) when
the fuel pump is operating at its minimum or maximum voltage limits for over 5 seconds.

ACTION TAKEN WHEN THE DTC SETS

DTC P018B, P018C and P018D are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTC P018B, P018C and P018D are Type A DTCs.

DIAGNOSTIC AIDS
Using the Failure Records data may help locate an intermittent condition. If you cannot duplicate the DTC, the
information in the Failure Records can help determine how many miles since the DTC set. The Fail Counter and
Pass Counter can help determine how many ignition cycles that the diagnostic test reported a pass and/or a fail.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Testing for Intermittent Conditions and Poor Connections
 Connector Repairs
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

NOTE: Verify that the fuel tank is not empty. Only perform this diagnostic if there is at
least 2 gallons of fuel in the fuel tank. Clear the DTC, and start and run the
engine. Verify that the DTC P0118B resets before proceeding with the circuit
system testing. If the DTC does not reset, refer to diagnostic aids.

1. Ignition OFF, disconnect the harness connector at the B47 fuel pressure sensor.
2. Ignition OFF, test for less than 1 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K27 fuel pump flow control module.
3. Ignition ON, test for 4.8-5.2 V between the B47 fuel pressure sensor 5 V reference circuit terminal 3 and
 ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump flow control module.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K27 fuel pump flow control module.
4. Verify the scan tool 5 V reference is less than 1 V.
 If greater than the specified range, test the signal circuit terminal 1 for a short to voltage. If the
circuit tests normal, replace the K27 fuel pump flow control module.
5. Install a 3 A fused jumper wire between the signal circuit terminal 1 and the 5 V reference circuit terminal
3. Verify the scan tool 5 V reference is greater than 4.8 V.
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump flow control module.
6. If all circuits test normal, replace the B47 fuel pressure sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for fuel pump control module replacement, setup, and programming

DTC P0191
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0191

Fuel Rail Pressure Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
P0192, P0193,
P0340, P0345,
P0193, P0641,
5 V Reference Voltage P0365, P0390, P0192 P0191
P2227, P2229
P0506, P0641,
P2227
Fuel Rail Pressure Sensor Signal P0192 P0192, P0193 P0193 P0191
Low Reference - P0193 P0193 P0191

CIRCUIT/SYSTEM DESCRIPTION

The fuel rail fuel pressure sensor detects fuel pressure within the fuel rail. The engine control module (ECM)
provides a 5 V reference voltage on the 5 V reference circuit and ground on the low reference circuit. The ECM
receives a varying signal voltage on the signal circuit. The ECM monitors the voltage on the fuel rail fuel
pressure sensor circuits. When the fuel pressure is high, the signal voltage is high. When the fuel pressure is
low, the signal voltage is low.

CONDITIONS FOR RUNNING THE DTC

Condition 1

 The engine speed is greater than 25 RPM for greater than 31 s.

 DTC P0191 runs once an ignition cycle at engine start up when the condition has been met.

Condition 2 and 3

 The engine speed is greater than 25 RPM for greater than 30 s.

 The engine coolant temperature (ECT) at the previous engine shut down was warmer than 72°C (162°F).
 The ECT at engine start is colder than 55°C (131°F).
 At engine start, if the ECT is warmer than the intake air temperature (IAT), then the IAT must be within
35°C (95°F) of the ECT.
 At engine start, if the IAT is warmer than the ECT, then the ECT must be within 10°C (50°F) of the IAT.
 The block heater, if equipped, is not active.
 The engine off time since the previous engine shut down is greater than 4.2 h.
 DTC P0191 runs once an ignition cycle at engine start up when the above conditions have been met.

CONDITIONS FOR SETTING THE DTC

Condition 1

DTC P0087, P2187, or P2188 is set, and the fuel pressure at ignition ON is less than 120 kPa (17.4 psi) for
greater than 4 s or for a cumulative of 30 s.

Condition 2

DTC P0088, P2177, or P2187 is set, and the fuel pressure at ignition ON is greater than 1500 kPa (218 psi) for
greater than 4 s or for a cumulative of 30 s.

Condition 3

The fuel pressure at ignition ON is greater than 1500 kPa (218 psi) and a fuel pressure increase of greater than
385 kPa (56 psi) occurs during the fuel pump prime. The condition exists for greater than 4 s or for a cumulative
of 30 s.

ACTION TAKEN WHEN THE DTC SETS

 DTC P0191 is a Type A DTC.

 A message center or an indicator may display Reduced Engine Power.

CONDITIONS FOR CLEARING THE DTC

DTC P0191 is a Type A DTC.

DIAGNOSTIC AIDS

A condition with the fuel tank fuel pump module or the fuel pump control module may set this DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION
 1. Observe the scan tool DTC information, verify DTC P0627, P0628, P0629, P069E or U0109 is not set.
 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine idling, observe the scan tool Fuel Rail Pressure Sensor parameter. The pressure should be
approximately 1.9-2.1 Mpa (279-305 psi).
3. Engine idling, the scan tool Fuel Rail Pressure Sensor should be close to the scan tool Desired Fuel Rail
Pressure. As the engine speed increases, the Desired Fuel Rail Pressure and the Fuel Rail Pressure Sensor
should closely match each other.
4. Move related harnesses/connectors of the B47 fuel rail fuel pressure sensor and verify the engine does not
stumble, stall, or change engine speed.
 If the engine stumbles, stalls, or changes engine speed, test or repair the suspected harness or
connection.
5. Observe the DTC information with a scan tool, DTC P0191 should not set.
6. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the multi-way harness connector X109 at the rear of the intake manifold.
2. Remove the fuse that supplies B+ to terminal 52-X1 of the K20 ECM.

NOTE: Testing for steps 3 through 7 is performed on the ECM side of the multi-
way harness connector.

3. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal 5 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
4. Install the fuse that supplies B+ to terminal 52-X1 of the K20 ECM.
5. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 11 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
6. Ignition ON, verify the scan tool Fuel Rail Pressure Sensor voltage parameter is less than 0.02 V.
 If greater than the specified value, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
7. Connect a 3 A fused jumper wire between the signal circuit terminal 12 and the 5 V reference circuit
terminal 11. Verify the scan tool Fuel Rail Pressure Sensor Voltage parameter is greater than 4.96 V.
 If less than the specified value, test the signal circuit for an open/high resistance or a short to
ground. If the circuit tests normal, replace the K20 ECM.
8. Ignition OFF, remove the intake manifold.
9. Connect the multi-way harness connector X109.
 NOTE: Testing for steps 12 through 16 are performed at the fuel rail fuel pressure
sensor connector.

10. Disconnect the B47 fuel rail fuel pressure sensor connector.
11. Remove the fuse that supplies B+ to terminal 52-X1 of the K20 ECM.
12. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal C and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance.

13. Install the fuse that supplies B+ to terminal 52-X1 of the K20 ECM.
14. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal A and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage.

15. Ignition ON, verify the scan tool Fuel Rail Pressure Sensor voltage parameter is less than 0.02 V.
 If greater than the specified value, test the signal circuit for a short to voltage.

16. Connect a 3 A fused jumper wire between the signal circuit terminal B and the 5 V reference circuit
terminal A. Verify the scan tool Fuel Rail Pressure Sensor voltage parameter is greater than 4.96 V.
 If less than the specified value, test the signal circuit for an open/high resistance or a short to
ground.
17. If all circuits test normal, replace the B47 fuel rail fuel pressure sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Pressure Sensor Replacement - Fuel Injection Fuel Rail (LF1)

 Control Module References for ECM replacement, setup, and programming

DTC P0192 OR P0193

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0192

Fuel Rail Pressure Sensor Circuit Low Voltage

DTC P0193
 Fuel Rail Pressure Sensor Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
P0192, P0193,
P0340, P0345,
P0193, P0641,
5 V Reference Voltage P0365, P0390, P0192 P0191
P2227, P2229
P0506, P0641,
P2227, P2229
Fuel Rail Pressure Sensor Signal P0192 P0192, P0193 P0193 P0191
Low Reference - P0193 P0193 P0191

CIRCUIT/SYSTEM DESCRIPTION

The fuel rail fuel pressure sensor detects fuel pressure within the fuel rail. The engine control module (ECM)
provides a 5 V reference voltage on the 5 V reference circuit and ground on the reference ground circuit. The
ECM receives a varying signal voltage on the signal circuit. The ECM monitors the voltage on the fuel rail fuel
pressure sensor circuits. When the fuel pressure is high, the signal voltage is high. When the fuel pressure is
low, the signal voltage is low.

CONDITIONS FOR RUNNING THE DTC

 The engine is running.

 The ignition voltage is between 11-18 V.
 The DTCs run continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC

P0192

The ECM detects that the fuel rail fuel pressure sensor signal voltage is low.

P0193

The ECM detects that the fuel rail fuel pressure sensor signal voltage is high.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0192 and P0193 are Type A DTCs.

 A message center or an indicator may display Reduced Engine Power.

CONDITIONS FOR CLEARING THE DTC

DTCs P0192 and P0193 are Type A DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool, DTC P0641 should not be set.
 If a DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) .

2. Engine idling, observe the DTC information with a scan tool. DTC P0192 or P0193 should not set.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the multi-way harness connector X109 at the rear of the intake manifold.
2. Remove the fuse that supplies B+ to terminal 52-X1 of the K20 ECM.

NOTE: Testing for steps 3 through 7 is performed on the ECM side of the multi-
way harness connector.
 3. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal 5 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
4. Install the fuse that supplies B+ to terminal 52-X1 of the K20 ECM.
5. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 11 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
6. Ignition ON, verify the scan tool Fuel Rail Pressure Sensor voltage parameter is less than 0.02 V.
 If greater than the specified value, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
7. Connect a 3 A fused jumper wire between the signal circuit terminal 12 and the 5 V reference circuit
terminal 11. Verify the scan tool Fuel Rail Pressure Sensor voltage parameter is greater than 4.96 V.
 If less than the specified value, test the signal circuit for an open/high resistance or a short to
ground. If the circuit tests normal, replace the K20 ECM.
8. Ignition OFF, remove the intake manifold.
9. Connect the multi-way harness connector X109.

NOTE: Testing for steps 12 through 16 are performed at the fuel rail fuel pressure
sensor connector.

10. Disconnect the B47 fuel rail fuel pressure sensor connector.
11. Remove the fuse that supplies B+ to terminal 52-X1 of the K20 ECM.
12. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal C and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance.

13. Install the fuse that supplies B+ to terminal 52-X1 of the K20 ECM.
14. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal A and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage.

15. Ignition ON, verify the scan tool Fuel Rail Pressure Sensor voltage parameter is less than 0.02 V.
 If greater than the specified value, test the signal circuit for a short to voltage.

16. Connect a 3 A fused jumper wire between the signal circuit terminal B and the 5 V reference circuit
terminal A. Verify the scan tool Fuel Rail Pressure Sensor voltage parameter is greater than 4.96 V.
 If less than the specified value, test the signal circuit for an open/high resistance or a short to
ground.
17. If all circuits test normal, replace the B47 fuel rail fuel pressure sensor.

REPAIR PROCEDURES
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Pressure Sensor Replacement - Fuel Injection Fuel Rail (LF1)

 Control Module References for ECM replacement, setup, and programming

DTC P0201, P0202, P0203, P0204, P0205, P0206, P0261, P0262, P0264,
P0265, P0267, P0268, P0270, P0271, P0273, P0274, P0276, OR P0277
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0201

Cylinder 1 Injector Control Circuit

DTC P0202

Cylinder 2 Injector Control Circuit

DTC P0203

Cylinder 3 Injector Control Circuit

DTC P0204

Cylinder 4 Injector Control Circuit

DTC P0205

Cylinder 5 Injector Control Circuit

DTC P0206

Cylinder 6 Injector Control Circuit

DTC P0261

Cylinder 1 Injector Control Circuit Low Voltage

DTC P0262
 Cylinder 1 Injector Control Circuit High Voltage

DTC P0264

Cylinder 2 Injector Control Circuit Low Voltage

DTC P0265

Cylinder 2 Injector Control Circuit High Voltage

DTC P0267

Cylinder 3 Injector Control Circuit Low Voltage

DTC P0268

Cylinder 3 Injector Control Circuit High Voltage

DTC P0270

Cylinder 4 Injector Control Circuit Low Voltage

DTC P0271

Cylinder 4 Injector Control Circuit High Voltage

DTC P0273

Cylinder 5 Injector Control Circuit Low Voltage

DTC P0274

Cylinder 5 Injector Control Circuit High Voltage

DTC P0276

Cylinder 6 Injector Control Circuit Low Voltage

DTC P0277

Cylinder 6 Injector Control Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short from
Supply Circuit
Short to Open/High Short to to Control
 Circuit Ground Resistance Voltage Circuit
Direct Fuel Injector High Voltage
P2147 P0201 P2148 P1248
Supply Cylinder 1
Direct Fuel Injector High Voltage
P0261 P0201 P0262 P1248
Control Cylinder 1
Direct Fuel Injector High Voltage
P2150 P0202 P2151 P1249
Supply Cylinder 2
Direct Fuel Injector High Voltage
P0264 P0202 P0265 P1249
Control Cylinder 2
Direct Fuel Injector High Voltage
P2153 P0203 P2154 P124A
Supply Cylinder 3
Direct Fuel Injector High Voltage
P0267 P0203 P0268 P124A
Control Cylinder 3
Direct Fuel Injector High Voltage
P2156 P0204 P2157 P124B
Supply Cylinder 4
Direct Fuel Injector High Voltage
P0270 P0204 P0271 P124B
Control Cylinder 4
Direct Fuel Injector High Voltage
P216B P0205 P216C P124C
Supply Cylinder 5
Direct Fuel Injector High Voltage
P0273 P0205 P0274 P124C
Control Cylinder 5
Direct Fuel Injector High Voltage
P216E P0206 P216F P124D
Supply Cylinder 6
Direct Fuel Injector High Voltage
P0276 P0206 P0277 P124D
Control Cylinder 6

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to each fuel injector on the injector high voltage supply
circuits. The ECM energizes each fuel injector by grounding the high voltage control circuit of the fuel injector.
The ECM monitors the status of the injector high voltage supply circuits and the fuel injector high voltage
control circuits. When a fuel injector circuit condition is detected by the ECM, the affected fuel injector(s) is
disabled.

CONDITIONS FOR RUNNING THE DTC

 The engine is running.

 The ignition voltage is between 11-18 V.
 The DTCs run continuously once the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0201, P0202, P0203, P0204, P0205, or P0206

The ECM detects the injector high voltage supply circuit or the injector high voltage control circuit is open for
greater than 2 s.

P0261, P0264, P0267, P0270, P0273, or P0276

The ECM detects the injector high voltage control circuit is shorted to ground for greater than 2 s.

P0262, P0265, P0268, P0271, P0274, or P0277

The ECM detects the injector high voltage control circuit is shorted to voltage for greater than 2 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0201, P0202, P0203, P0204, P0205, P0206, P0261, P0262, P0264, P0265, P0267, P0268, P0270,
P0271, P0273, P0274, P0276, and P0277 are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0201, P0202, P0203, P0204, P0205, P0206, P0261, P0262, P0264, P0265, P0267, P0268, P0270,
P0271, P0273, P0274, P0276, and P0277 are Type A DTCs.

DIAGNOSTIC AIDS

 Performing the fuel injector coil test may help isolate an intermittent condition. Refer to Fuel Injector
Solenoid Coil Test .
 If the condition is intermittent, move the related harnesses and connectors, with the engine operating,
while monitoring the scan tool Injector Control Circuit Status parameters. An Injector Control Circuit
Status parameter will change from OK or Not Run to Fault if there is a condition with the circuit or a
connection.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
  Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the DTC information with a scan tool. DTC P0685 or P1682 should not set.
 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine operating, observe the DTC information with a scan tool. DTC P0201, P0202, P0203, P0204,
P0205, P0206, P0261, P0262, P0264, P0265, P0267, P0268, P0270, P0271, P0273, P0274, P0276, or
P0277 should not set.
3. Observe the scan tool Current Misfire Counter parameters. The Current Misfire Counters should not
increment.
4. Ignition ON, observe the scan tool Cylinder 1-6 Injector Control Circuit Status parameters. Verify the
Injector Control Circuit Status parameters display OK.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the appropriate multi-way harness connector X108 or X109, at the rear of the
intake manifold.
2. Ignition ON, observe the appropriate scan tool Cylinder 1-6 Injector Control Circuit Status. The
parameter should display Open.
 If not the specified value, test the appropriate high voltage supply circuit, ECM side, for a short to
ground or the appropriate high voltage control circuit, ECM side, for a short to voltage. If the
circuits test normal, replace the K20 ECM.
3. Ignition ON, connect a test lamp between the appropriate high voltage supply circuit and the high voltage
control circuit. The Injector Control Circuit Status should transition from Open to OK.
 If not the specified value, test for the following conditions in the ECM side of the harness:

 An open/high resistance in the high voltage supply circuit

 An open/high resistance in the high voltage control circuit

 A short to ground in the high voltage control circuit

 A short to voltage in the high voltage supply circuit

 If the circuits test normal, replace the K20 ECM.

 NOTE: Testing for the following steps is performed on the fuel injector side of the
multi-way harness connector. It may be necessary to remove the intake
manifold to isolate the condition.

4. Ignition OFF, measure the resistance between the appropriate high voltage supply circuit and ground. The
DMM should display OL ohms.
 If less than the specified range, test the high voltage supply circuit and the high voltage control
circuit for a short to ground. If the circuits/connections test normal, test or replace the appropriate
Q17 fuel injector(s).
5. Test for 2-3 ohms between the appropriate high voltage supply circuit and high voltage control circuit.
 If less than the specified range, test for a short between the high voltage supply circuit and high
voltage control circuit. If the circuits/connections test normal, test or replace the appropriate Q17
fuel injector(s).
 If greater than the specified range, test the high voltage supply circuit and high voltage control
circuit for an open/high resistance. If the circuits/connections test normal, test or replace the
appropriate Q17 fuel injector.

COMPONENT TESTING

NOTE: The DMM and test leads must be calibrated to 0 ohms in order to prevent
misdiagnosis.

1. Remove the intake manifold and disconnect the appropriate Q17 fuel injector.
2. Test for 1.9-2.3 ohms at 20°C (68°F) between the high voltage supply circuit terminal 2 and the high
voltage control circuit terminal 1 at the fuel injector.
 If not within the specified range, replace the Q17 fuel injector.

3. Measure the resistance between each terminal at the Q17 fuel injector and the Q17 fuel injector
housing/case. The DMM should display OL ohms.
 If less than the specified value, replace the Q17 fuel injector.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Injection Fuel Rail Assembly Replacement - Bank 1 (LF1)

 Fuel Injection Fuel Rail Assembly Replacement - Bank 2 (LF1)
 Control Module References for ECM replacement, setup, and programming

DTC P0231, P0232, OR P023F

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
  Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0231

Fuel Pump Control Circuit Low Voltage

DTC P0232

Fuel Pump Control Circuit High Voltage

DTC P023F

Fuel Pump Control Circuit

DIAGNOSTIC FAULT INFORMATION

Short to Open or High Short to Signal

Circuit Ground Resistance Voltage Performance
Control P0231 P023F P0232 P023F, P2635
Low Reference - P023F - P023F, P2635

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is on. The voltage from the ECM to the fuel pump control module remains active for 2 seconds,
unless the engine is in crank or run. While this voltage is being received, the fuel pump control module supplies
a varying voltage to the fuel tank pump module in order to maintain the desired fuel rail pressure.

CONDITIONS FOR RUNNING THE DTC

P0231, P023F

The ignition voltage is between 9-18 V.

P0232

The control enable voltage signal supplied for the ECM to fuel pump control module is inactive for 4 seconds
after engine has been shut off.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module detects a fault on the fuel pump voltage circuit that is less than 4 V or greater
than 4.5 V.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0231, P0232, and P023F are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0231, P0232, and P023F are Type A DTCs.

DIAGNOSTIC AIDS

Using the Failure Records data may help locate an intermittent condition. If you cannot duplicate the DTC, the
information in the Failure Records can help determine how many miles since the DTC set. The Fail Counter and
Pass Counter can help determine how many ignition cycles that the diagnostic test reported a pass and/or a fail.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

Ignition ON, command the fuel pump ON and OFF using the scan tool ECM fuel pump output control. The fuel
pump should turn ON and OFF.
CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the G12 fuel pump.
2. Connect a test lamp between the control circuit terminal 1 and ground.
3. Ignition ON, command the G12 fuel pump ON and OFF with a scan tool. The test lamp should turn ON
and OFF, as commanded.
 If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests
normal, replace the K27 fuel pump control module.
 If the test lamp is always OFF, test the control circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump control module.
4. Ignition OFF, connect a test lamp between the control circuit terminal 1 and the low reference circuit
terminal 2.
5. Ignition ON, command the G12 fuel pump ON with a scan tool. The test lamp should illuminate.
 If the test lamp does not illuminate, test the low reference circuit terminal 2 for a short to voltage or
an open/high resistance. If the circuit tests normal, replace the K27 fuel pump control module.
6. If all circuits test normal, replace the G12 fuel pump.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Tank Fuel Pump Module Replacement

 Control Module References for fuel pump control module replacement, setup, and programming
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

DTC P025A
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P025A

Fuel Pump Control Module Enable Circuit

DIAGNOSTIC FAULT INFORMATION

Short to Open or High Short to Signal

Circuit Ground Resistance Voltage Performance
FPCM Control P025A P025A - P025A

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is on. The voltage from the ECM to the fuel pump control module remains active for 2 seconds,
unless the engine is in crank or run. While this voltage is being received, the fuel pump control module supplies
a varying voltage to the fuel tank pump module in order to maintain the desired fuel rail pressure.

CONDITIONS FOR RUNNING THE DTC

The ignition is ON.

CONDITIONS FOR SETTING THE DTC

The serial data message from the ECM to the fuel pump control module does not agree with the state of the
control enable voltage signal supplied from the ECM to the fuel pump control module for more than 2 seconds.

ACTION TAKEN WHEN THE DTC SETS

DTC P025A is a Type A DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P025A is a Type A DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the K27 fuel pump control module.
2. Ignition OFF, connect a test lamp between the control circuit terminal 20 and ground.
3. Ignition ON, command the ECM fuel pump enable command ON and OFF with a scan tool. The test
lamp should turn ON and OFF when changing between the commanded states.
 If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
 If the test lamp is always OFF, test the control circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
4. If all circuits test normal, replace the K27 fuel pump control module.

REPAIR PROCEDURES
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for ECM or fuel pump control module replacement, setup, and programming

DTC P0300-P0306
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0300

Engine Misfire Detected

DTC P0301

Cylinder 1 Misfire Detected

DTC P0302

Cylinder 2 Misfire Detected

DTC P0303

Cylinder 3 Misfire Detected

DTC P0304

Cylinder 4 Misfire Detected

DTC P0305

Cylinder 5 Misfire Detected

DTC P0306

Cylinder 6 Misfire Detected

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) uses information from the crankshaft position sensor and the camshaft
position sensors in order to determine when an engine misfire is occurring. By monitoring variations in the
crankshaft rotation speed for each cylinder, the ECM is able to detect individual misfire events. A misfire rate
that is high enough can cause 3-way catalytic converter damage. The malfunction indicator lamp (MIL) will
flash ON and OFF when the conditions for catalytic converter damage are present. DTCs P0301 through P0306
correspond to cylinders 1 through 6. If the ECM is able to determine that a specific cylinder is misfiring, the
DTC for that cylinder will set, and the corresponding fuel injector is disabled. The ECM will re-enable the fuel
injector after 4 crankshaft revolutions when the misfire is not current. The ECM will re-enable the fuel injector
after 8 crankshaft revolutions when the misfire is not current, if the vehicle is equipped with a manual
transmission.

CONDITIONS FOR RUNNING THE DTC

 DTC P0010, P0011, P0013, P0014, P0016, P0017, P0018, P0019, P0020, P0021, P0023, P0024, P0068,
P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0117, P0118, P0120, P0121, P0122,
P0123, P0220, P0222, P0223, P0335, P0336, P0606, P0641, P0651, P1516, P2101, P2122, P2123,
P2127, P2128 or P2176 is not set.
 The engine speed is between 450-6,600 RPM and steady.
 The evaporative emissions (EVAP) leak detection is not active.
 The delivered torque signal is greater than 5 % at idle.
 The delivered torque signal is between 6-29 % with the transmission in drive.
 The engine coolant temperature (ECT) is between -7 and +127°C (+19 and +261°F).
 The air conditioning compressor clutch is not changing states.
 The ECM is not receiving a rough road signal.
 The fuel level is greater than 11 %.
 The ECM is not in fuel cut-off or decel fuel cut-off mode.
 The increase in engine speed is less than 2,500-4,600 RPM/second.
 DTCs P0300 through P0306 run continuously when the above conditions exist for greater than 1,000
engine revolutions. 200 revolutions after the first failure.

CONDITIONS FOR SETTING THE DTC

P0300

The ECM detects a crankshaft rotation speed variation indicating a misfire rate sufficient to cause emissions
levels to exceed a predetermined value.

P0301, P0302, P0303, P0304, P0305, P0306

The ECM detects a crankshaft rotation speed variation indicating a single cylinder misfire rate sufficient to
cause emissions levels to exceed mandated standards.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0300-P0306 are Type B DTCs.

 The ECM disables the fuel injector of the misfiring cylinder when a misfire is present.
CONDITIONS FOR CLEARING THE DTC

DTCs P0300-P0306 are Type B DTCs.

DIAGNOSTIC AIDS

 A misfire DTC could be caused by an excessive vibration from sources other than the engine. Inspect for
the following possible sources:
 A tire or wheel that is out of round or out of balance

 Variable thickness brake rotors

 An unbalanced drive shaft

 Certain rough road conditions

 Transmission operation

 A damaged accessory drive component or belt

 High resistance in the circuits of the injectors may set a misfire DTC without setting an injector DTC.
Test the injector circuits of the affected cylinder(s) for a high resistance if you suspect a condition.
 If the condition is intermittent, observing the scan tool IC Circuit Test and Fuel Injector Circuit Test
Status parameters may help isolate the condition. The circuit test status parameters will change from OK
or Not Run to Fault if a condition exists.
 A condition in the heated O2 sensor (HO2S) heater control circuits may set a DTC P0300.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 J 26792: Spark Tester

 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION

1. Engine idling at the normal operating temperature.

 If there is an abnormal engine noise, refer to Symptoms - Engine Mechanical .

2. Verify that no other DTCs are set.

 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

3. Observe the scan tool Misfire Current Cyl. 1-6 parameters. The Misfire Current Counters should not be
incrementing.
4. Engine idling, perform the cylinder power balance test with a scan tool to isolate the misfiring cylinder.
The engine speed should change when each injector is disabled.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Verify that the following conditions do not exist:

 Vacuum hose splits, kinks, and incorrect connections

 Engine vacuum leaks

 Crankcase ventilation system for vacuum leaks

 Fuel pressure that is too low or too high-Refer to Fuel System Diagnosis .

 Contaminated Fuel-Refer to Alcohol/Contaminants-in-Fuel Diagnosis .

 Exhaust system restrictions

 If you find any of the above conditions, repair as necessary.

2. Ignition OFF, remove the T8 ignition coil of the misfiring cylinder, but leave the electrical connector
connected.
3. Inspect the ignition coil boot for the following conditions:
 Holes

 Tears

 Carbon tracking

 Oil contamination

 water intrusion

 If you find any of the above conditions, repair as necessary.

4. Install the J 26792: Spark Tester to the boot of the appropriate T8 ignition coil and ground.
 NOTE: An erratic or weak spark is considered a no spark condition.

5. Attempt to start the engine and observe the J 26792: Spark Tester. The spark tester should spark.
 If there is no spark, refer to Electronic Ignition System Diagnosis for diagnosis of the ignition
coil.
6. Ignition OFF, remove the spark plug from the misfiring cylinder. Verify that the spark plug does not
exhibit the following conditions:
 Gas, coolant, or oil fouled-Refer to Spark Plug Inspection .

 Cracked, worn, incorrectly gapped-Refer to Ignition System Specifications .

 If there is a condition with the spark plug, replace the spark plug.

7. Exchange the suspected spark plug with another cylinder that is operating correctly.
8. Engine idling, observe the scan tool Misfire Current Counter parameters. The misfire should not follow
the spark plug exchange.
 If the misfire follows the spark plug, replace the spark plug.

9. If all conditions test normal, test or inspect for the following:

 A lean or rich Q17 fuel injector.

 An engine mechanical condition-Refer to Symptoms - Engine Mechanical .

REPAIR PROCEDURES

 Spark Plug Replacement

 Ignition Coil Replacement - Bank 1
 Ignition Coil Replacement - Bank 2

REPAIR VERIFICATION

1. If the customer concern was a flashing malfunction indicator lamp (MIL), refer to DTC P0420 or P0430.
2. Clear the DTCs with a scan tool.
3. Turn OFF the ignition for 30 s.
4. Start the engine.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
 If the DTC fails this ignition, a misfire still exists.

DTC P0315
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DTC DESCRIPTOR

DTC P0315: Crankshaft Position System Variation Not Learned

CIRCUIT/SYSTEM DESCRIPTION

The crankshaft position system variation learn feature is used to calculate reference period errors caused by
slight tolerance variations in the crankshaft, and the crankshaft position sensor. The calculated error allows the
engine control module (ECM) to accurately compensate for reference period variations. This enhances the
ability of the ECM to detect misfire events over a wider range of engine speed and load conditions.

The crankshaft position system variation compensating values are stored in ECM memory after a learn
procedure has been performed and the ignition switch is turned to the OFF position for at least 30 s. If the actual
variation is not within the crankshaft position system variation compensating values stored in the ECM, DTC
P0300 may set.

If the crankshaft position system variation values are not stored in the ECM memory or a proper ECM power
down does not occur after completing the Crankshaft Position Learn Procedure, DTC P0315 sets.

CONDITIONS FOR RUNNING THE DTC

DTC P0315 runs continuously.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the crankshaft position system variation values are not stored in memory.

ACTION TAKEN WHEN THE DTC SETS

DTC P0315 is a Type A DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0315 is a Type A DTC.

DIAGNOSTIC AIDS

This test procedure requires that the vehicle battery has passed a load test and is completely charged. Refer to
Battery Inspection/Test .

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End Views

Component Connector End Views

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

NOTE: The Crankshaft Position System Variation Learn Procedure may have to be
repeated up to 5 times before the procedure is successful.

1. Perform the Crankshaft Position System Variation Learn procedure. The scan tool should display
Learned Successful.
 If the Crankshaft Position System Variation Learn Procedure cannot be performed successfully,
inspect for the following conditions:
 Worn crankshaft main bearings

 A damaged or misaligned reluctor wheel

 Excessive crankshaft runout

 A damaged crankshaft-Refer to Crankshaft and Bearing Cleaning and Inspection .

 Interference in the signal circuit of the crankshaft position sensor

 The ignition switch is in the ON position until there is insufficient system voltage.

 An ECM power disconnect with the ignition ON that may have erased the crankshaft position
system variation values and set DTC P0315
 Debris between the crankshaft position sensor and the reluctor wheel

2. Verify the Learn Procedure is successful.

 If the ECM is unable to complete the learn procedure, replace the ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after using this diagnostic procedure.

Control Module References for ECM replacement, setup, and programming

DTC P0324-P0328, P0330-P0333, P06B6, OR P06B7

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
  Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0324

Knock Sensor System Performance

DTC P0325

Knock Sensor Circuit Bank 1

DTC P0326

Knock Sensor Performance Bank 1

DTC P0327

Knock Sensor Circuit Low Voltage Bank 1

DTC P0328

Knock Sensor Circuit High Voltage Bank 1

DTC P0330

Knock Sensor Circuit Bank 2

DTC P0331

Knock Sensor Performance Bank 2

DTC P0332

Knock Sensor Circuit Low Voltage Bank 2

DTC P0333

Knock Sensor Circuit High Voltage Bank 2

DTC P06B6

Control Module Knock Sensor Processor 1 Performance

DTC P06B7

Control Module Knock Sensor Processor 2 Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
Knock Sensor 1 Signal P0327 P0325, P06B6 P0328 P0326
Knock Sensor 2 Signal P0332 P0330, P06B7 P0333 P0331

CIRCUIT/SYSTEM DESCRIPTION

The knock sensor system enables the engine control module (ECM) to control the ignition timing for the best
possible performance while protecting the engine from potentially damaging levels of detonation. The knock
sensor produces an AC voltage signal that varies depending on the vibration level during engine operation. The
ECM adjusts the spark timing based on the amplitude and the frequency of the knock sensor signal. The ECM
receives the knock sensor signal through 2 isolated signal circuits for each bank. The ECM learns a minimum
knock sensor noise level at idle and uses calibrated values for the rest of the RPM range. The ECM monitors for
a normal knock sensor signal. The ECM monitors the internal knock sensor processor by verifying a 20 KHz
signal generated on the output circuit is detected on the return circuit.

CONDITIONS FOR RUNNING THE DTC

P0324, P0326 and P0331-Excessive Knock Detection Mode

 Engine speed is between 400-8,500 RPM.

 The engine coolant temperature (ECT) is greater than -40°C (-40°F).
 The intake air temperature (IAT) is greater than -40°C (-40°F).
 The DTCs run continuously when the above conditions are met.

P0324, P0326 and P0331-Abnormal Noise Detection Mode-Improperly Bolted Knock Sensor

 Engine speed is between 2,200-8,500 RPM.

 The ECT is greater than -40°C (-40°F).
 The IAT is greater than -40°C (-40°F).
 The DTCs run continuously when the above conditions are met.

P0325, P0327, P0328, P0330, P0332, and P0333

 Engine speed is between 400-8,500 RPM.

 The ECT is greater than -40°C (-40°F).
 The IAT is greater than -40°C (-40°F).
 The DTCs run continuously when the above conditions are met.

P06B6 and P06B7

 Engine speed is between 400-4,000 RPM.

  The ECT is greater than -40°C (-40°F).
 The IAT is greater than -40°C (-40°F).
 The DTCs run continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0324

The knock sensor signal indicates an excessive engine knock is present for greater than 10 s for at least 1 single
cylinder.

P0325 and P0330

The knock sensor signal circuits are open for greater than 10 s.

P0326 and P0331

 The signal indicates the sensor harness is connected, but the sensor is not properly bolted to the engine.

OR

 The knock sensor signal indicates an excessive engine knock is present in an entire bank.
 Either of the above conditions exist for greater than 10 s.

P0327 and P0332

The knock sensor signal circuits are shorted to ground for greater than 10 s.

P0328 and P0333

The knock sensor signal circuits are shorted to voltage for greater than 10 s.

P06B6 and P06B7

The ECM has detected an internal knock sensor processor fault.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0324, P0325, P0326, P0327, P0328, P0330, P0331, P0332 P0333, P06B6, and P06B7 are Type B
DTCs.
 The ignition timing is retarded to reduce the potential of engine damaging spark knock.

CONDITIONS FOR CLEARING THE DTC

DTCs P0324, P0325, P0326, P0327, P0328, P0330, P0331, P0332 P0333, P06B6, and P06B7 are Type B
DTCs.
DIAGNOSTIC AIDS

 Inspect the knock sensor for physical damage. A knock sensor that is dropped or damaged may cause a
DTC to set.
 Inspect the knock sensor for proper installation. A knock sensor that is loose or over torqued may cause a
DTC to set. The knock sensor should be free of thread sealant.
 The knock sensor mounting surface should be free of burrs, casting flash, and foreign material.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Electronic Ignition System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine at operating temperature, all accessories OFF, and engine speed greater than 2,000 RPM, observe
the Knock Retard and Total Knock Retard parameters. The parameters should be 0°.
2. Engine idling, move the related harnesses and connectors for the KS circuits while observing the scan
tool Knock Retard and Total Knock Retard parameters. The parameters should remain steady with no
abrupt changes.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
 may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE:  Perform the Diagnostic System Check - Vehicle prior to using these
diagnostic procedures.
 If an engine mechanical noise can be heard, repair the condition before
proceeding with this diagnostic. Refer to Symptoms - Engine Mechanical .

P0324

NOTE: If DTC P0325, P0326, P0327, P0328, P0330, P0332, or P0333 are also set,
diagnose those DTCs first.

DTC P0324 indicates an internal control module circuitry failure. Replace the K20 ECM.

P0325, P0326, P0327, P0328, P0330, P0332, P0333

1. Ignition OFF, disconnect the affected B68 KS.

2. Ignition OFF. Connect a DMM to both B68 KS signal circuits, terminals A and B, at the affected B68
KS. Set the DMM to the 400 mV AC scale, select the Hz mode. Let the reading stabilize at 0 Hz.

NOTE: DO NOT tap on plastic engine components.

3. Tap on the engine block with a non-metallic object near the affected B68 KS and observe the DMM for a
fluctuating frequency.
 If the DMM does not display a fluctuating frequency while tapping on the engine block then
replace the affected B68 KS.
4. Verify the affected B68 KS is properly tightened, refer to Fastener Tightening Specifications .
5. Ignition OFF, with appropriate length jumper wires, connect the B68 KS1 harness to the B68 KS2 sensor
and the B68 KS2 harness to the B68 KS1 sensor.
6. Monitor the DTCs using a scan tool. Operate the vehicle within the conditions for running the DTC.
Verify the fault does not follow the sensor in question.
 If the fault follows the sensor in question, replace the appropriate B68 KS.

7. Ignition OFF, remove the jumper wires from the previous step.
8. Measure for 1-4 volts between each of the following circuits and ground on the K20 ECM side of the
harness connector:
 The B68 KS signal circuit, terminal A or 1

 The B68 KS signal circuit, terminal B or 2

 If less than the specified range, test the circuits for a short to ground or an open/high resistance. If
the circuits test normal, replace the K20 ECM.
 If greater than the specified range, test the circuits for a short to voltage. If the circuits test normal,
 replace the K20 ECM.
9. Test for intermittent or poor connections at the ECM, B68 KS, and in-line connectors where present.
10. If all circuits test normal, replace the K20 ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Knock Sensor Replacement - Bank 1

 Knock Sensor Replacement - Bank 2
 Control Module References for ECM replacement, setup, and programming

DTC P0335 (W/LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0335

Crankshaft Position Sensor Circuit

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
5 V Reference Circuit P0651 P0335 P0651, P2135 -
Crankshaft Position Sensor Signal
P0335 P0335 P0335 P0336
Circuit
Low Reference Circuit - P0335 P0335 -

CIRCUIT/SYSTEM DESCRIPTION

The crankshaft position sensor circuits consist of an engine control module (ECM) supplied 5 V reference
circuit, low reference circuit and an output signal circuit. The crankshaft position sensor is an internally
magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the
teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-
tooth spacing, with 2 missing teeth for the reference gap. The crankshaft position sensor produces an ON/OFF
DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the
crankshaft position sensor output depends on the velocity of the crankshaft. The crankshaft position sensor
sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on
the wheel rotates past the crankshaft position sensor. The ECM uses each crankshaft position signal pulse to
determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft
position. This information is then used to determine the optimum ignition and injection points of the engine.
The ECM also uses crankshaft position sensor output information to determine the camshaft relative position to
the crankshaft, to control camshaft phasing, and to detect cylinder misfire.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0101, P0102, P0103, P0340, P0341, P0641, or P0651 P0697 are not set.
 The engine is cranking or running.
 The airflow into the engine is greater than 3 g/s.
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

 The ECM detects that the starter is commanded ON and the engine has been cranking for more than 4
seconds without a crankshaft position sensor pulse.
 The ECM detects that the engine has been running but has not received a crankshaft position sensor pulse
for 2 of 10 engine revolutions.

ACTION TAKEN WHEN THE DTC SETS

 DTC P0335 is a Type B DTC.

 The camshaft position actuator is commanded to the Home or Parked position.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0335 is a Type B DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

 Electronic Ignition System Description

 Engine Control Module Description

Electrical Information Reference

  Circuit Testing
 Connector Repairs
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Engine Control Module Scan Tool Information (LF1,LFW) or Engine Control Module Scan Tool
Information (LAF) for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine idling, observe the scan tool Crankshaft Position Active Counter parameter. The parameter should
be incrementing.
2. Engine idling, observe the DTC information with a scan tool. DTC P0335 should not set.
3. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within
the conditions that you observed from the Freeze Frame/Failure Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the B26 crankshaft position sensor connector.

2. Ignition OFF, vehicle systems OFF, this may take up to 2 minutes, test for less than 3 ohms between low
reference circuit terminal 1 and ground.
 If greater than the specified value, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 3 and ground.
 If less than the specified range, test the 5 V reference circuit for an open/high resistance or short to
ground. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Test for 4.8-5.2 V between the signal circuit terminal 2 and ground.
 If less than the specified range, test the signal circuit for an open/high resistance or short to ground.
If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
5. Ignition ON, engine OFF, using a 3 A jumper wire connected to ground, momentarily touch the
crankshaft position sensor signal circuit terminal 2 repeatedly. The crankshaft position active counter
parameter should increment.
 If the crankshaft position active counter parameter does not increment, replace the K20 ECM.

 If the crankshaft position active counter increments, test or replace the B26 crankshaft position
 sensor.

COMPONENT TESTING

NOTE: You must perform the Circuit/System Testing before proceeding with
Component Testing.

1. Inspect the B26 crankshaft position sensor for looseness and correct installation. Remove the crankshaft
position sensor from the engine and inspect the sensor and the O-ring for damage.
 If the sensor is loose, incorrectly installed, or damaged, repair or replace the B26 crankshaft
position sensor.
2. Connect the crankshaft position sensor connector to the crankshaft position sensor. Turn ON the ignition,
with the engine OFF.
3. Observe the Crankshaft Position Active Counter parameter with a scan tool. Pass a flat steel object by the
tip of the sensor repeatedly. The crankshaft position active counter parameter should increment.
 If the function does not perform as specified, replace the B26 crankshaft position sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Crankshaft Position Sensor Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P0336 (W/LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0336

Crankshaft Position Sensor Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
5 V Reference Circuit P0651 P0335 P0651, P2135 -

Crankshaft Position Sensor Signal P0335 P0335 P0335 P0336

Circuit
Low Reference Circuit - P0335 P0335 -

CIRCUIT/SYSTEM DESCRIPTION

The crankshaft position sensor circuits consist of an engine control module (ECM) supplied 5 V reference
circuit, low reference circuit and an output signal circuit. The crankshaft position sensor is an internally
magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the
teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-
tooth spacing, with 2 missing teeth for the reference gap. The crankshaft position sensor produces an ON/OFF
DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the
crankshaft position sensor output depends on the velocity of the crankshaft. The crankshaft position sensor
sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on
the wheel rotates past the crankshaft position sensor. The ECM uses each crankshaft position signal pulse to
determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft
position. This information is then used to determine the optimum ignition and injection points of the engine.
The ECM also uses crankshaft position sensor output information to determine the camshaft relative position to
the crankshaft, to control camshaft phasing, and to detect cylinder misfire.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0101, P0102, P0103, P0340, P0341, P0641, or P0651 are not set.
 The engine is cranking or running.
 The airflow into the engine is greater than 3 g/s.
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

 The ECM detects that the engine is running, but receives less than 51 or more than 65 crankshaft position
sensor pulses each engine revolution for 8 of 10 engine revolutions.
 The ECM detects that the engine is running, but more than 19 resyncs occur within 25 seconds.
 The ECM detects that the engine has been running, but the crankshaft does not sync for 0.4 second.

ACTION TAKEN WHEN THE DTC SETS

 DTC P0336 is a Type B DTC.

 The camshaft position actuator is commanded to the Home or Parked position.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0336 is a Type B DTC.

REFERENCE INFORMATION

Schematic Reference
Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

 Electronic Ignition System Description

 Engine Control Module Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Engine Control Module Scan Tool Information (LF1,LFW) or Engine Control Module Scan Tool
Information (LAF) for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine idling, observe the scan tool Crankshaft Position Active Counter parameter. The parameter should
be incrementing.
2. Engine idling, observe the DTC information with a scan tool. DTC P0335 should not set.
3. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within
the conditions that you observed from the Freeze Frame/Failure Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the B26 crankshaft position sensor connector.

2. Ignition OFF, vehicle systems OFF, this may take 2 minutes, test for less than 3 ohms between low
reference circuit terminal 1 and ground.
 If greater than the specified value, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 3 and ground.
 If less than the specified range, test the 5 V reference circuit for an open/high resistance or short to
ground. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
 tests normal, replace the K20 ECM.
4. Test for 4.8-5.2 V between the signal circuit terminal 2 and ground.
 If less than the specified range, test the signal circuit for an open/high resistance or short to ground.
If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
5. Ignition ON, engine OFF, using a 3 A jumper wire connected to ground, momentarily touch the
crankshaft position sensor signal circuit terminal 2 repeatedly. The Crankshaft Position Active Counter
parameter should increment.
 If the Crankshaft Position Active Counter parameter does not increment, replace the K20 ECM.

 If the Crankshaft Position Active Counter increments, test or replace the B26 crankshaft position
sensor.

COMPONENT TESTING

NOTE: You must perform the Circuit/System Testing before proceeding with
Component Testing.

1. Inspect the B26 crankshaft position sensor for looseness and correct installation. Remove the crankshaft
position sensor from the engine and inspect the sensor and the O-ring for damage.
 If the sensor is loose, incorrectly installed, or damaged, repair or replace the B26 crankshaft
position sensor.
2. Connect the crankshaft position sensor connector to the crankshaft position sensor. Turn ON the ignition,
with the engine OFF.
3. Observe the Crankshaft Position Active Counter parameter with a scan tool. Pass a steel object by the tip
of the sensor repeatedly. The Crankshaft Position Active Counter parameter should increment.
 If the function does not perform as specified, replace the B26 crankshaft position sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Crankshaft Position Sensor Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P0340, P0345, P0365, OR P0390 (W/LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DTC DESCRIPTORS

DTC P0340

Intake Camshaft Position Sensor Circuit Bank 1

DTC P0345

Intake Camshaft Position Sensor Circuit Bank 2

DTC P0365

Exhaust Camshaft Position Sensor Circuit Bank 1

DTC P0390

Exhaust Camshaft Position Sensor Circuit Bank 2

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
P0641, P0452,
P0340, P0345,
5 V Reference Circuit P0107, P0532, P0641 -
P0365, P0390
P0522
Camshaft Position Sensor Signal P0340, P0345, P0340, P0345, P0340, P0345, P0341, P0346,
Circuit P0365, P0390 P0365, P0390 P0365, P0390 P0366, P0391
P0340, P0345, P0340, P0345,
Low Reference Circuit - -
P0365, P0390 P0365, P0390

CIRCUIT/SYSTEM DESCRIPTION

The 4X camshaft position sensor circuits consist of an engine control module (ECM) supplied 5 V reference
circuit, low reference circuit, and an output signal circuit. The camshaft position sensor is an internally
magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the
teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the
camshaft position sensor, the resulting change in the magnetic field is used by the sensor electronics to produce
a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4
varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The
frequency of the camshaft position sensor output depends on the velocity of the camshaft. The ECM decodes
the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the
optimum ignition and injection points of the engine. The ECM also uses camshaft position sensor output
information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for
limp-home operation.

CONDITIONS FOR RUNNING THE DTC

NOTE: The ECM detects engine movement by sensing the airflow through the MAF
sensor when airflow is greater than 3 g/s, or by sensing crankshaft position
sensor pulses.

 DTC P0102, P0103, P0335, P0336, P0641, P0651, or P0697 is not set.
 The engine is cranking or running.
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

 The ECM detects that the starter is commanded ON and the engine has been cranking for more than 4
seconds without a camshaft position sensor pulse.
 The ECM detects that the engine has started, but did not receive a camshaft position sensor pulse during
the first engine revolution.
 The ECM detects that the engine is running, but does not receive a camshaft position sensor pulse for 800
of 1,000 engine cycles.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0340, P0345, P0365, and P0390 are Type B DTCs.

 The camshaft position actuator is commanded to the Home or Parked position.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0340, P0345, P0365, and P0390 are Type B DTCs.

DIAGNOSTIC AIDS

With a DTC set, the engine may crank for an extended period of time at start-up.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Electronic Ignition System Description

Electrical Information Reference

  Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Engine Control Module Scan Tool Information (LF1,LFW) or Engine Control Module Scan Tool
Information (LAF) for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. With the ignition OFF, inspect the engine wiring harnesses carrying the B23 camshaft position sensor
circuits for the following conditions:
 Close routing of aftermarket electrical equipment

 Close to solenoids, motors, and relays

 Correct any wire harness routing or component placement conditions if it is determined to be a

possible source of electrical interference.
2. Observe the following scan tool parameters are all incrementing:
 Exhaust Camshaft Position Active Counter Bank 1

 Intake Camshaft Position Active Counter Bank 1

 Exhaust Camshaft Position Active Counter Bank 2

 Intake Camshaft Position Active Counter Bank 2

3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, all vehicle systems OFF, this may take 2 minutes, disconnect the affected B23 camshaft
position sensor connector.
2. Test for less than 3 ohms between the low reference circuit terminal 1 and ground.
 If greater than the specified value, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.

NOTE: The control module or the sensor may be damaged if the circuit is shorted
to B+ voltage.

3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 3 and ground.
  If less than the specified range, test the 5 V reference circuit for an open/high resistance or short to
ground. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Test for 4.8-5.2 V between the signal circuit terminal 2 and ground.
 If less than the specified range, test the affected signal circuit for an open/high resistance or short to
ground. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the affected signal circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
5. Ignition ON, using a 3 A fused jumper wire connected to ground; momentarily touch the camshaft
position sensor signal circuit terminal 2 repeatedly. The appropriate camshaft position active counter
parameter should increment.
 If the camshaft position active counter does not increment, replace the K20 ECM.

 If the circuits test normal, replace the B23 camshaft position sensor.

COMPONENT TESTING

NOTE: You must perform the Circuit/System Testing before proceeding with
Component Testing.

1. Inspect the B23 crankshaft position sensor for looseness and correct installation. Remove the crankshaft
position sensor from the engine and inspect the sensor and the O-ring for damage.
 If the sensor is loose, incorrectly installed, or damaged, repair or replace the B23 crankshaft
position sensor.
2. Connect the crankshaft position sensor connector to the crankshaft position sensor.
3. Ignition ON, observe the applicable camshaft position active counter parameter with a scan tool. Pass a
steel object by the tip of the sensor repeatedly. The camshaft position active counter parameter should
increment.
 If the function does not perform as specified, replace the B23 camshaft position sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Camshaft Position Sensor Replacement - Bank 2 (Left Side) Exhaust

 Camshaft Position Sensor Replacement - Bank 2 (Left Side) Intake
 Camshaft Position Sensor Replacement - Bank 1 (Right Side) Intake
 Control Module References for K20 ECM replacement, setup, and programming

DTC P0341, P0346, P0366, OR P0391 (W/LF1)

DIAGNOSTIC INSTRUCTIONS
  Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0341

Intake Camshaft Position Sensor Performance Bank 1

DTC P0346

Intake Camshaft Position Sensor Performance Bank 2

DTC P0366

Exhaust Camshaft Position Sensor Performance Bank 1

DTC P0391

Exhaust Camshaft Position Sensor Performance Bank 2

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
P0641, P0452,
P0340, P0345,
5 V Reference Circuit P0107, P0532, P0641 -
P0365, P0390
P0522
Camshaft Position Sensor Signal P0340, P0345, P0340, P0345, P0340, P0345, P0341, P0346,
Circuit P0365, P0390 P0365, P0390 P0365, P0390 P0366, P0391
P0340, P0345, P0340, P0345,
Low Reference Circuit - -
P0365, P0390 P0365, P0390

CIRCUIT/SYSTEM DESCRIPTION

The 4X camshaft position sensor circuits consist of an engine control module (ECM) supplied 5 V reference
circuit, low reference circuit, and an output signal circuit. The camshaft position sensor is an internally
magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the
teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the
camshaft position sensor, the resulting change in the magnetic field is used by the sensor electronics to produce
a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4
varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The
frequency of the camshaft position sensor output depends on the velocity of the camshaft. The ECM decodes
the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the
optimum ignition and injection points of the engine. The ECM also uses camshaft position sensor output
information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for
limp-home operation.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0335, P0336, P0641, P0651, or P0697 are not set.

 The engine is cranking or running.
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

 The ECM detects that the engine has started, but has received either of the following during the first
engine revolution:
 Less than or more than 4 camshaft position sensor pulses, if equipped with an automatic
transmission
 Less than 4 or more than 8 camshaft position sensor pulses, if equipped with a manual transmission

 The ECM detects that the engine is running, but receives less than 398 camshaft position or more than
402 camshaft position sensor pulses per 100 engine cycles in 800 of 1000 engine cycles.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0341, P0346, P0366, and P0391 are Type B DTCs.

 The camshaft position actuator is commanded to the Home or Parked position.
 The ignition system defaults to a failed camshaft position sensor based on the crankshaft position sensor.

CONDITIONS FOR CLEARING THE MIL/DTC

 DTCs P0341, P0346, P0366, and P0391 are Type B DTCs.

 With a DTC set, the engine may crank for an extended period of time at start-up.

DIAGNOSTIC AIDS

With a DTC set, the engine may crank for an extended period of time at start-up.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Electronic Ignition System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Engine Control Module Scan Tool Information (LF1,LFW) or Engine Control Module Scan Tool
Information (LAF) for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. If DTC P0340, P0345, P0365, or P0390 are also set, diagnose those DTCs first
2. With the ignition OFF, inspect the engine wiring harnesses carrying the B23 camshaft position sensor
circuits for the following conditions:
 Close routing of aftermarket electrical equipment

 Close to solenoids, motors, and relays

 Correct any wire harness routing or component placement conditions if it is determined to be a

possible source of electrical interference.
3. Observe the following scan tool parameters are all incrementing:
 Exhaust Camshaft Position Active Counter Bank 1

 Intake Camshaft Position Active Counter Bank 1

 Exhaust Camshaft Position Active Counter Bank 2

 Intake Camshaft Position Active Counter Bank 2

4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Engine idling, move the related harnesses/connectors of the B23 camshaft position sensor while
monitoring the scan tool Camshaft Position Variance parameter. The Camshaft Position Variance
parameter should not change when moving the harness/connectors.
 If the above condition exists, repair the harness/connectors as necessary.

2. Ignition OFF, inspect the B23 camshaft position sensor for correct installation.
  If the B23 camshaft position sensor is loose, inspect the sensor and the O-ring for damage and
replace as necessary.
3. Disconnect the harness connector at the B23 camshaft position sensor.
4. Ignition OFF, all vehicle systems OFF, this may take 2 minutes, test for less than 5 ohms between the low
reference circuit terminal B and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
5. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal A and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground, or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
6. Test for 4.8-5.2 V between the signal circuit terminal C and ground.
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
7. Ignition OFF, connect a 3 A fused jumper wire to the camshaft position signal circuit terminal C.
8. Ignition ON, momentarily touch the end of the fused jumper wire to ground while monitoring the scan
tool camshaft position active counter. The camshaft position active counter should increment.
 If the camshaft position active counter does not increment, replace the K20 ECM.

9. If all circuits test normal, replace the B23 camshaft position sensor.

COMPONENT TESTING

NOTE: You must perform the Circuit/System Testing before proceeding with
Component Testing.

1. Inspect the B23 camshaft position sensor for looseness and correct installation. Remove the camshaft
position sensor from the engine and inspect the sensor and the O-ring for damage.
 If the sensor is loose, incorrectly installed, or damaged, repair or replace the B23 crankshaft
position sensor.
2. Connect the camshaft position sensor connector to the camshaft position sensor. Turn ON the ignition,
with the engine OFF.
3. Ignition ON, observe the applicable camshaft position active counter parameter with a scan tool. Pass a
steel object by the tip of the sensor repeatedly. The camshaft position active counter parameter should
increment.
 If the function does not perform as specified, replace the B23 camshaft position sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
  Camshaft Position Sensor Replacement - Bank 2 (Left Side) Exhaust
 Camshaft Position Sensor Replacement - Bank 2 (Left Side) Intake
 Camshaft Position Sensor Replacement - Bank 1 (Right Side) Exhaust
 Camshaft Position Sensor Replacement - Bank 1 (Right Side) Intake
 Control Module References for ECM replacement, setup, and programming

DTC P0351-P0356 (LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0351

Ignition Coil 1 Control Circuit

DTC P0352

Ignition Coil 2 Control Circuit

DTC P0353

Ignition Coil 3 Control Circuit

DTC P0354

Ignition Coil 4 Control Circuit

DTC P0355

Ignition Coil 5 Control Circuit

DTC P0356

Ignition Coil 6 Control Circuit

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
Ignition Voltage 1 2 - -
Ignition Coil 1 Control Circuit P0300, P0351 P0300, P0351 P0300, P0351 -
Ignition Coil 2 Control Circuit P0300, P0352 P0300, P0352 P0300, P0352 -
Ignition Coil 3 Control Circuit P0300, P0353 P0300, P0353 P0300, P0353 -
Ignition Coil 4 Control Circuit P0300, P0354 P0300, P0354 P0300, P0354 -
Ignition Coil 5 Control Circuit P0300, P0355 P0300, P0355 P0300, P0355 -
Ignition Coil 6 Control Circuit P0300, P0356 P0300, P0356 P0300, P0356 -
P0351, P0352,
Low Reference - P0353, P0354, - -
P0355, P0356
1. The Engine Cranks But Does Not Run and opens the fuse that supplies voltage to the ignition coils.
2. The Engine Cranks But Does Not Run

CIRCUIT/SYSTEM DESCRIPTION

The ignition system on this engine uses an individual coil/module for each cylinder. The engine control module
(ECM) controls the spark event for each cylinder through the eight individual ignition control circuits. When
the ECM commands the ignition control circuit ON, electrical current will flow through the primary winding of
the ignition coil, creating a magnetic field. When a spark event is requested, the ECM will command the
ignition control circuit OFF, interrupting current flow through the primary winding. The magnetic field created
by the primary winding will collapse across the secondary coil windings, producing a high voltage across the
spark plug electrodes. The ECM uses information from the crankshaft position sensor, and the camshaft
position sensor for sequencing and timing of the spark events.

CONDITIONS FOR RUNNING THE DTC

 The engine is running.

 The ignition voltage is greater than 6 V.
 DTC P0351-P0356 runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match
for greater than 5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0351-P0356 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0351-P0356 are Type B DTCs.

DIAGNOSTIC AIDS

A high resistance condition on any ignition control circuit can cause an engine misfire without setting DTC
P0351-P0356.
REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Electronic Ignition System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Engine running, observe the following scan tool control circuit status parameters for the appropriate
cylinder T8 ignition coil:
 Ignition Coil 1-6 Control Circuit Low Voltage Test Status

 Ignition Coil 1-6 Control Circuit Open Test Status

 Ignition Coil 1-6 Control Circuit High Voltage Test Status

Each parameter should display Not Run or OK.

2. Engine idling, observe the DTC information with a scan tool. DTC P0351, P0352, P0353, P0354, P0355,
or P0356 should not set.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the appropriate T8 ignition coil.
2. Ignition OFF, and all vehicle systems OFF, it may take up to 2 minutes for all the systems to power
 down. Test for less than 5 ohms between the ground circuit terminal A and ground.
 If greater than the specified range, repair the ground circuit for an open/high resistance.

3. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal B and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the ECM.
4. Ignition ON, verify that a test lamp illuminates between the ignition voltage circuit terminal D and
ground.
 If the test lamp does not illuminate, test the ignition voltage circuit for a short to ground or an
open/high resistance. If the circuit tests normal and the ignition voltage circuit fuse is open, test all
components connected to the ignition voltage circuit and replace as necessary.
5. Engine idling at operating temperature, test for 0.250-0.350 V between the appropriate ignition control
circuit terminal C and ground.
 If less than the specified range, test the ignition control circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the ignition control circuit for a short to voltage. If the
circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, test or replace the T8 ignition coil.

REPAIR PROCEDURES

 T8 Ignition Coil Replacement - Bank 1

 T8 Ignition Coil Replacement - Bank 2
 Control Module References for ECM replacement, setup, and programming

REPAIR VERIFICATION

NOTE: An ignition control circuit fault condition will result in an engine misfire, and
under certain driving conditions could possibly overheat the 3-way catalytic
converter.

1. Install any components or connectors that have been removed or replaced during diagnosis.
2. Perform any adjustment, programming, or setup procedures that are required when a component or
module is removed or replaced.
3. Clear the DTCs.
4. Turn the ignition OFF for 60 s.
5. If the repair is related to a DTC, duplicate the Conditions for Running the DTC and use the Freeze
Frame/Failure Records, if applicable, in order to verify the DTC does not reset. If the DTC resets or
another DTC is present, refer to Diagnostic Trouble Code (DTC) List - Vehicle and perform the
appropriate diagnostic procedure.
6. To verify that the performance of the catalytic converter has not been affected by the condition that set
this DTC, perform the Repair Verification for DTC P0420 or P0430.

DTC P0420 OR P0430

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0420

Catalyst System Low Efficiency Bank 1

DTC P0430

Catalyst System Low Efficiency Bank 2

CIRCUIT/SYSTEM DESCRIPTION

A 3-way catalytic converter (TWC) controls emissions of hydrocarbons (HC), carbon monoxide (CO), and
oxides of nitrogen (NOx). The catalyst within the converter promotes a chemical reaction, which oxidizes the
HC and the CO that are present in the exhaust gas. This process converts the HC and the CO into water vapor
and carbon dioxide (CO2), and reduces the NOx, converting the NOx into nitrogen. The catalytic converter also
stores oxygen. The engine control module (ECM) monitors this process by using a heated oxygen sensor
(HO2S) that is in the exhaust stream after the TWC. The HO2S 2 produces an output signal that the ECM uses
to calculate the oxygen storage capacity of the catalyst. This indicates the ability of the catalyst to convert the
exhaust emissions efficiently. The ECM monitors the efficiency of the catalyst by allowing the catalyst to heat,
then wait for a stabilization period while the engine is idling. The ECM then adds and removes fuel while
monitoring the HO2S 2. When the catalyst is functioning properly, the HO2S 2 response to the extra fuel is
slow compared to the response of the HO2S 1, which is located before the TWC. When the HO2S 2 response is
near that of the HO2S 1, the oxygen storage capability and efficiency of the catalyst may be degraded below an
acceptable threshold.

CONDITIONS FOR RUNNING THE DTC

 DTCs P000A, P000B, P000C, P000D, P0010, P0011, P0013, P0014, P0020, P0021, P0023, P0024,
P0030, P0031, P0032, P0050, P0051, P0052, P0100, P0101, P0102, P0103, P0116, P0117, P0118,
P0119, P0121, P0122, P0123, P0128, P0130, P0131, P0132, P0133, P0135, P0137, P0138, P013A,
P013C, P013E, P0140, P0141, P014A, P0150, P0151, P0152, P0153, P0155, P0157, P0158, P0160,
P0161, P0221, P0222, P0223, P0300, P0301-P0306, P0443, P0455, P0458, P0459, P0496, P2088, P2089,
P2090, P2091, P2092, P2093, P2094, P2095, P2096, P2097, P2098, P2099, P2100, P2101, P2107,
P2119, P2122, P2123, P2127, P2128, P2138, P2176, P2177, P2178, P2179, P2180, P2187, P2188,
P2189, P2190, P2232, P2235, P2270, P2271, P2272, or P2273 is not set.
 Before the ECM performs the idle test, the vehicle must be driven under the following conditions:
 The engine speed is greater than 915 RPM

 The engine run time is greater than a calibrated value

 Both conditions exist for greater than 15 seconds

  The throttle is in the rest position.
 The intake air temperature (IAT) is between -20 to +250°C (-4 to +482°F).
 The ignition voltage is greater than 11 volts.
 The engine coolant temperature (ECT) is between 40-127°C (104-261°F).
 The barometric pressure (BARO) is greater than 70 kPa.
 The engine has been idling less than 50 seconds.
 The vehicle speed is less than 2 km/h (1 mph).
 The short term fuel trim is learned.
 The air flow into the engine is between 3-13 g/s.
 The EVAP purge concentration is learned.
 The catalytic converter (TWC) calculated temperature is between 450-250°C (842-1,742°F).
 The engine is operating in Closed Loop.
 The transmission is not in P/N (automatic transmission only).

This diagnostic attempts one test during each valid idle period once the above conditions have been met. This
diagnostic attempts up to 8 tests during each drive cycle.

CONDITIONS FOR SETTING THE DTC

The ECM determines that the efficiency of the catalyst has degraded below a calibrated threshold.

ACTION TAKEN WHEN THE DTC SETS

DTC P0420 and P0430 are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTC P0420 and P0430 are Type A DTCs.

DIAGNOSTIC AIDS

Inspect for the following conditions, which may cause a catalytic converter to degrade:

 An engine misfire
 High engine oil or high coolant consumption
 Retarded spark timing
 A weak or poor spark
 A lean fuel mixture
 A rich fuel mixture
 A damaged oxygen sensor or wiring harness

REFERENCE INFORMATION
DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Engine idling, observe the DTC information with a scan tool. Verify there are no HO2S or misfire DTCs
set.
 If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to diagnosis
the applicable DTC, before proceeding with this diagnostic procedure.
2. Verify the following conditions do not exist with the catalytic converter:
 Dents

 A severe discoloration caused by excessive temperatures

 Road damage

 An internal rattle caused by damaged catalyst substrate

 Restrictions

 If a condition is found, replace the catalytic converter.

3. Verify the following conditions do not exist with the exhaust system:
 Leaks

 Physical damage

 Loose or missing hardware

 Properly torqued HO2S

 If a condition is found, repair the exhaust system.

4. Verify the following conditions do not exist with the HO2S 2:

 A grounded wiring harness

 Damage

 If a condition is found, replace the HO2S 2.

5. If no physical condition is detected and the HO2S 2 is as active as the HO2S 1 after operating the engine
at 1,500 RPM for 1 minute and then returning to a stabilized idle, then replace the appropriate catalytic
converter.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Exhaust Leakage
 Restricted Exhaust
 Heated Oxygen Sensor Replacement - Bank 1 Sensor 2 (LF1)
  Heated Oxygen Sensor Replacement - Bank 2 Sensor 2
 Catalytic Converter Replacement - Left Side (LF1)
 Catalytic Converter Replacement - Right Side (LF1)

DTC P0442
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0442

Evaporative Emission (EVAP) System Small Leak Detected

CIRCUIT/SYSTEM DESCRIPTION

The engine off natural vacuum (EONV) test is the small leak detection diagnostic for the evaporative emission
system. This diagnostic tests the evaporative emission (EVAP) system for a small leak when the key is turned
OFF and the correct conditions are met. Heat from the exhaust system is transferred into the fuel tank while the
vehicle is operating. When the vehicle is turned OFF and the EVAP system is sealed a change in the fuel tank
vapor temperature occurs which results in a corresponding pressure change in the fuel tank vapor space. This
change is monitored by the ECM using the fuel tank pressure sensor input. With a leak in the system, the
amount of pressure change will be less than that of a sealed system.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120, P0121, P0122, P0123, P0222,
P0223, P0443, P0446, P0449, P0451, P0452, P0453, P0454, P0455, P0461, P0462, P0463, P0464,
P0496, P0502, P0503, P0608, P0641, P0651, P1516, P2101, P2119, P2120, P2122, P2123, P2125,
P2127, P2128, P2135, P2138 are not set.
 The ignition 1 voltage is between 10-16 V.
 The barometric pressure (BARO) is greater than 74 kPa.
 No fuel filling during the EONV test period.
 The fuel level is between 15-85 %.
 The start-up engine coolant temperature (ECT) and the start-up intake air temperature (IAT) are between
0-40°C (32-104°F).
 The barometric pressure (BARO) is more than 74 kPa.
 The engine run time before engine shut-off was greater than 10 min.
 The drive distance before engine shut-off was more than 5 kilometers (3.1 miles).
 The ignition is OFF.
  The ambient air temperature at the end of the drive cycle is between 0-32°C (32-93°F).
 DTC P0442 runs once per drive cycle during the hot soak period after the ignition is turned OFF and may
require up to 45 min to complete. The controller will not make more than 2 test attempts per day. The
time since the last completed EONV test must be at least 17 hours

CONDITIONS FOR SETTING THE DTC

 The ECM detects a leak in the EVAP system that is greater than a calibrated amount.
 The ECM must complete several EONV tests before the diagnostic can turn the MIL on or off.

ACTION TAKEN WHEN THE DTC SETS

DTC P0442 is a Type A DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P0442 is a Type A DTC.

DIAGNOSTIC AIDS

 The evaporative emission system can be filled with smoke more quickly and completely by opening the
system opposite the end where the smoke is injected. When injecting smoke at the service port tool
temporarily leave the EVAP vent solenoid valve open until smoke is observed then close the system and
continue testing.
 To help locate intermittent leaks using the EN 41413-A: EEST, move all evaporative emission
components while observing smoke with the EN 41413-SPT: White Light.
 Individual components can be isolated and tested using adapters in the EN 41413-300: Kit.
 A condition may exist where a leak in the evaporative emission system only exists under a vacuum
condition. This type of leak may be detected by using the scan tool Purge/Seal function to create a
vacuum in the evaporative emission system and then observe the fuel tank pressure parameter for vacuum
decay.

REFERENCE INFORMATION

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Description and Operation

Evaporative Emission Control System Description

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 CH 48096: EVAP Service Port Access Tool

 EN 41413 A: Evaporative Emissions System Tester (EEST)
 EN 41413 300: EVAP Cap and Plug Kit
 EN 41413 SPT: High Intensity White Light

For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM TESTING

NOTE:  Refer to the EN 41413-A: EEST operation manual for detailed instructions
in Evaporative Emission System Diagnosis .
 Larger volume fuel tanks and/or those with lower fuel levels may require
several minutes for the floating indicator to stabilize.
 Ensure that the underbody temperature of the vehicle and the tester are
similar.

1. Disconnect the purge tube at the quick connector on the evaporative emission canister side of the Q12
evaporative emission canister purge solenoid valve and install the CH 48096: Port Tool.
2. Connect the EN 41413-A: EEST to the CH 48096: Port Tool.
3. Using a scan tool close the evaporative emission canister vent solenoid valve to seal the evaporative
emission system.
4. Use the flow meter on the EN 41413-A: EEST, calibrated to 0.51 mm (0.020 in) to determine that there is
no leak in the evaporative emission system.
 If a leak is detected, use the EN 41413-A: EEST to apply smoke to the evaporative emission
system at the purge tube until the leak is located using the EN 41413-SPT: White Light.

REPAIR VERIFICATION

1. Seal the EVAP system and use the flow meter on the EN 41413-A: EEST, calibrated to 0.51 mm (0.020
in) to determine that there is no leak in the EVAP system.
2. Clear DTCs.

DTC P0443 OR P0449 (W/LF1, LFW)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS
DTC P0443

Evaporative Emission (EVAP) Purge Solenoid Control Circuit

DTC P0449

Evaporative Emission (EVAP) Vent Solenoid Control Circuit

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
Ignition 1 Voltage - Purge Supply P0443 P0443 P0443 - -
Battery Positive - Vent Supply P0449 P0449 P0449 - -
EVAP Purge Solenoid Control P0443 P0443 P0443 P0443 -
EVAP Vent Solenoid Control P0449 P0449 P0449 P0449 -

CIRCUIT/SYSTEM DESCRIPTION

An ignition voltage is supplied directly to the evaporative emission (EVAP) canister purge solenoid valve. The
engine control module (ECM) grounds the EVAP canister purge solenoid valve control circuit through an
internal switch called a driver. The ECM monitors the status of the driver. The EVAP canister purge solenoid
valve is pulse width modulated (PWM). A scan tool will display the amount of ON time as a percentage.

Battery voltage is supplied to the EVAP canister solenoid valve. The ECM grounds the EVAP canister vent
solenoid valve control circuit through an internal switch called a driver. The ECM monitors the status of the
driver. A scan tool will display the commanded state of the EVAP canister vent solenoid valve as ON or OFF.

CONDITIONS FOR RUNNING THE DTC

 The ignition is ON.

 The system voltage is between 9-18 V.
 DTCs P0443 and P0449 run continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match
for a minimum of 5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0443 and P0449 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P0443 and P0449 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Description and Operation

Evaporative Emission Control System Description

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Troubleshooting with a Test Lamp
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

P0443

1. Ignition ON, engine OFF, you should hear a clicking sound when the EVAP canister purge solenoid valve
is commanded to 50 % with a scan tool. The clicking sound should stop when the EVAP canister purge
solenoid valve is commanded to 0 %. The rate at which the valve cycles should increase when the
commanded state is increased, and decrease when the commanded state is decreased.
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

P0449

1. Ignition ON, engine OFF, command the EVAP vent solenoid ON and OFF with a scan tool.
2. Listen for a click when the valve operates. Verify that both the ON, and the OFF states are commanded.
3. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within
 the conditions that you observed from the Freeze Frame/Failure Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the Q12 EVAP canister purge or Q13 vent solenoid
valve.
2. Ignition ON, verify that a test lamp illuminates between the voltage supply circuit terminal A and ground.
 If the test lamp does not illuminate, test the voltage supply circuit for a short to ground or an
open/high resistance. If the circuit tests normal and the voltage supply circuit fuse is open, test or
replace the EVAP canister purge solenoid.
3. Connect a test lamp between the voltage supply circuit terminal A and the control circuit terminal B.
4. Command the EVAP canister purge solenoid valve to 50 % with a scan tool, or the EVAP canister vent
solenoid valve ON and OFF. The test lamp should respond to the command.
 If the test lamp is always ON, test the control circuit for a short to ground. If the circuit tests
normal, replace the K20 ECM.
 If the test lamp is always OFF, test the control circuit for a short to voltage or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
5. If all circuits test normal, replace the appropriate solenoid valve.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Evaporative Emission Canister Purge Solenoid Valve Replacement (LF1)

 Evaporative Emission Canister Vent Solenoid Valve Replacement
 Control Module References for ECM replacement, setup, and programming

DTC P0446
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0446

Evaporative Emissions (EVAP) Vent System Performance

CIRCUIT/SYSTEM DESCRIPTION

This DTC tests the evaporative emission (EVAP) system for a restricted or blocked EVAP vent path that would
cause excess amounts of vacuum to be developed in the EVAP system. With the purge valve open and the
canister vent valve open, if the EVAP system vacuum goes above a calibrated threshold, the test will fail.

TYPICAL SCAN TOOL DATA

Fuel Tank Pressure Sensor Signal Voltage Fuel Tank Pressure

1.5 V Atmospheric Pressure/BARO
Less than 1.5 V Positive Pressure
More than 1.5 V Negative Pressure/Vacuum

CONDITIONS FOR RUNNING THE DTC

 Before the ECM can report DTC P0446 failed, DTCs P0450, P0451, P0452, and P0453 must run and
pass.
 DTC P0100, P0101, P0102, P0103, P0111, P0112, P0113, P0116, P0117, P0118, P0119, P0121, P0122,
P0123, P0128, P0221, P0222, P0223, P0443, P0449, P0451, P0452, P0453, P0458, P0459, P0496,
P0497, P0498, P0499, P0560, P0562, P0563, P0700, P2122, P2123, P2127, P2128 or P2138 is not set.
 The ignition voltage is 10-18 volts.
 The Closed Loop fuel control is enabled.
 The engine run time is greater than 10 minutes or the fuel trim is stable.
 The engine is idling.
 The Fuel Tank Pressure is between -18.7 and +9.8 mm Hg (-10.0 and +5.2 in. H2O).
 The ambient air temperature (AAT) is between 2-32°C (35-90°F).
 The ECT and the IAT are within 10°C (18°F) of each other at engine start-up.
 The barometric pressure (BARO) is greater than 68 kPa.
 The long term fuel trim remains steady, less than 3 percent change in 200 ms over a period of 8 seconds.
 The fuel level is between 11-88 percent.
 The vehicle speed sensor (VSS) is less than 3 km/h (2 mph).
 The above conditions exist for greater than 5 seconds.
 DTC P0446 will attempt to run up to 10 times or until the test completes successfully once per ignition
cycle.

CONDITIONS FOR SETTING THE DTC

 The Fuel Tank Pressure Sensor is less than -7.5 mm Hg (-4.0 in. H2O).
 The condition is exists for greater than 4 seconds or a cumulative of 30 seconds.

ACTION TAKEN WHEN THE DTC SETS

DTC P0446 is a Type B DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P0446 is a Type B DTC.

DIAGNOSTIC AIDS

An intermittent condition could be caused by a damaged EVAP vent housing, a temporary blockage at the
EVAP vent valve inlet or a pinched vent hose. A blockage in the vent system may also cause a poor fuel fill
problem.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Evaporative Emission Control System Description

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON and fuel cap removed, verify that the Fuel Tank Pressure Sensor parameter is between 1.3-
1.7 volts.
 If not within the specified range, go to the fuel tank pressure sensor section in Circuit/System
Testing.
2. Install the fuel cap.
3. With the engine running, the EVAP canister vent solenoid valve open, use a scan tool to command the
EVAP canister purge solenoid valve to 100 percent. The fuel tank vacuum should not increase to more
than -15 mmHg (-8 inches H2O).
 If the fuel tank vacuum is greater than the specified range, go to the restriction section in
Circuit/System Testing.
4. Using the scan tool, decrease the canister purge duty cycle from 100 percent to 0 percent. The vacuum
should decrease to near zero.
 If the fuel tank vacuum does not return to zero or appears to decrease too slowly go to the
restriction section in Circuit/System Testing.
 5. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within
the conditions that you observed from the Freeze Frame/Failure Records data.

CIRCUIT/SYSTEM TESTING

IMPORTANT: Perform the Circuit/System Verification before proceeding with the

Circuit/System Testing.

Restriction

1. With the engine running, the EVAP canister vent solenoid valve open, and the EVAP canister purge
solenoid valve commanded to 100 percent, the fuel tank vacuum should not increase to more than -15
mmHg (-8 inches H2O).
 If the fuel tank vacuum is greater than the specified value, isolate the restriction by disconnecting
one component at a time while the EVAP canister purge solenoid valve is commanded to 100
percent and the vent valve is open.
2. Using the scan tool, decrease the canister purge duty cycle from 100 percent to 0 percent. The vacuum
should decrease to near zero.
 If the fuel tank vacuum does not return to zero, or appears to decrease too slowly, inspect the
components in the EVAP vent system for a restriction.

Fuel Tank Pressure Sensor

1. Ignition OFF, disconnect the harness connector at the fuel tank pressure sensor.
2. Ignition OFF, test for less than 5 ohms between the low reference circuit terminal and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the fuel tank pressure sensor.

REPAIR PROCEDURES

Evaporative Emission Canister Vent Solenoid Valve Replacement

REPAIR VERIFICATION

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

With the engine running, the EVAP canister vent solenoid valve open and the EVAP canister purge solenoid
valve commanded to 100 %, the fuel tank vacuum should not increase to more than -15 mmHg (-8 inches H2O).

DTC P0451-P0454 (W/LF1, LFW)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
  Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0451

Fuel Tank Pressure Sensor Performance

DTC P0452

Fuel Tank Pressure Sensor Circuit Low Voltage

DTC P0453

Fuel Tank Pressure Sensor Circuit High Voltage

DTC P0454

Fuel Tank Pressure Sensor Intermittent

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0452,
Fuel Tank Pressure Sensor 5V P0446, P0453,
P0532, P0451 -
Reference P0452 P0641
P0641
Fuel Tank Pressure Sensor Signal P0452 P0451 P0452 P0453 P0451, P0454
Fuel Tank Pressure Sensor Low P0446,
- P0446 - P0451
Reference P0451

TYPICAL SCAN TOOL DATA

Fuel Tank Pressure Sensor Voltage

Circuit Short to Ground Open Short to Voltage
Operating Conditions: Ignition ON, Engine OFF
Parameter Normal Range: 1.3-1.7 V
Fuel Tank Pressure Sensor 5V Reference 0V 0V 4.2-5 V
Fuel Tank Pressure Sensor Signal 0V 0V 5V
Fuel Tank Pressure Sensor Low Reference - 4.5 V -

CIRCUIT/SYSTEM DESCRIPTION

The fuel tank pressure sensor measures air pressure or vacuum in the evaporative emission (EVAP) system. The
engine control module (ECM) supplies a 5V reference and a low reference circuit to the fuel tank pressure
sensor. The fuel tank pressure sensor signal voltage varies depending on EVAP system pressure or vacuum. The
controller also uses this fuel tank pressure signal to determine atmospheric pressure for use in the engine-off
small leak test, DTC P0442. Before using this signal as an atmospheric reference it must first be re-zeroed.

CONDITIONS FOR RUNNING THE DTC

P0451

 DTC P0451 runs only when the engine-off natural vacuum small leak test, P0442, executes.
 The number of times this test runs can range from 0-2 per engine-off period. The length of the test can be
up to 10 minutes.

P0452 and P0453

DTC P0452 and P0453 run continuously when the ignition is ON.

P0454

 DTC P0454 runs only when the engine-off natural vacuum small leak test, P0442, executes.
 This test can run once per engine-off period. The length of the test can be up to 10 minutes.
 A refueling event is not detected.

CONDITIONS FOR SETTING THE DTC

P0451

This DTC will set if the controller is unable to re-zero the fuel tank pressure sensor voltage within a calibrated
range during the engine-off small leak test, P0442.

P0452

The fuel tank pressure sensor voltage is less than 0.1V for more than 5 seconds.

P0453

The fuel tank pressure sensor voltage is more than 4.9V for more than 5 seconds.

P0454

If, during the engine-off natural vacuum small leak test, P0442, the ECM detects an abrupt fuel tank pressure
signal change, other than a refueling event, this DTC will set. An abrupt change is defined as a change of 0.45
inch H2O in the span of 1 second.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0451 and P0454 are Type A DTCs.

 DTCs P0452 and P0453 are Type B DTCs.
CONDITIONS FOR CLEARING THE MIL/DTC

 DTCs P0451 and P0454 are Type A DTCs.

 DTCs P0452 and P0453 are Type B DTCs.

DIAGNOSTIC AIDS

P0451 and P0454

 A restriction in the EVAP canister or vent lines could prevent fuel vapor pressure from bleeding off fast
enough. If the vent system cannot bleed off pressure fast enough, the re-zero procedure may not complete
successfully, which could cause this code to set.
 Ensure that the reference port on the fuel tank pressure sensor is unobstructed.
 An fuel tank pressure sensor that is skewed or does not have a linear transition from low to high may
cause this code to set. Scan tool output controls, snapshot, and plot functions can help detect erratic
sensor response. To test the sensor signal under vacuum conditions, use the Quick Snapshot and the
Purge/Seal functions to capture data while commanding purge to 20 percent, then plot the data to look for
erratic sensor operation. A similar test can be done for the pressure side of the sensor operation by
applying pressure with the J 41413-200: EEST while taking a snapshot.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools
J 41413-200: Evaporative Emission System Tester (EEST)

CIRCUIT/SYSTEM VERIFICATION

1. Remove the fuel cap.

2. Ignition ON, engine OFF.
3. Observe the Fuel Tank Pressure Sensor parameter with a scan tool.
4. The fuel tank pressure Sensor parameter should be 1.3-1.7 V.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the B150 fuel tank pressure sensor.
2. Ignition OFF, test for less than 5 ohms of resistance between the low reference circuit terminal and
ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the ECM.
3. Ignition ON, test for 4.8-5.2V between the 5V reference circuit terminal and ground.
 If less than the specified range, test the 5V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the ECM.
 If greater than the specified range, test the 5V reference circuit for a short to voltage. If the circuit
tests normal, replace the ECM.
4. Verify the scan tool B150 fuel tank pressure sensor parameter is less than 0.2V.
 If greater than the specified range, test the signal circuit terminal for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
5. Install a 3A fused jumper wire between the signal circuit terminal and the 5V reference circuit terminal.
Verify the scan tool fuel tank pressure sensor parameter is greater than 4.7V.
 If less than the specified range, test the signal circuit for short to ground or an open/high resistance.
If the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, test or replace the B150 fuel tank pressure sensor.

REPAIR PROCEDURES

 Fuel Tank Pressure Sensor Replacement

 For DTC P0452 or P0453, always perform the Diagnostic Repair Verification after completing the
diagnostic procedure
 For DTC P0451 or P0454, clear DTCs with a scan tool
 Control Module References for ECM replacement, setup, and programming

DTC P0455 (W/LF1, LFW)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
  Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0455

Evaporative Emission System Large Leak Detected

CIRCUIT/SYSTEM DESCRIPTION

The ECM tests the Evaporative Emission (EVAP) System for a large leak or restrictions to the purge path in the
EVAP system. When the enabling criteria has been met the ECM commands the evaporative emission canister
vent solenoid valve ON and the evaporative emission canister purge solenoid valve ON, allowing vacuum into
the evaporative emission system. The ECM monitors the fuel tank pressure sensor voltage to verify that the
system is able to reach a predetermined level of vacuum within a set amount of time.

CONDITIONS FOR RUNNING THE DTC

 Before the ECM can report DTC P0455 failed, DTC P0496 must run and pass.
 DTCs P0106, P0107, P0108, P0116, P0117, P0118, P0120, P0121, P0122, P0123, P0220, P0222, P0223,
P0442, P0443, P0449, P0451, P0452, P0453, P0454, P0464, P0496, P0608, P0609, P0641, P0651,
P1516, P2101, P2119, P2120, P2122, P2123, P2125, P2127, P2128, P2135, P2138 are not set.
 The ignition voltage is between 11-18 V.
 The barometric pressure (BARO) is more than 74 kPa.
 The fuel level is between 10-90 percent.
 The engine coolant temperature (ECT) at start-up is less than 35°C (95°F).
 The intake air temperature (IAT) is between 4-30°C (39-86°F).
 DTC P0455 runs once per cold start when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The evaporative emission system is not able to achieve or maintain a calibrated level of vacuum within a set
amount of time.

ACTION TAKEN WHEN THE DTC SETS

DTC P0455 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0455 is a Type B DTC.

DIAGNOSTIC AIDS
  Inspect for a loose, missing, damaged, or incorrect fuel fill cap.
 Inspect for a damaged fuel filler neck seal surface.
 A blockage or restriction in the evaporative emission purge solenoid valve, purge pipe, evaporative
emission canister, or vapor pipe, can cause this DTC to set.
 The evaporative emission system can be filled with smoke more quickly and completely by opening the
system opposite the end where the smoke is injected. Close the system once smoke is observed.
 To help locate intermittent leaks using the J 41413-200: EEST, move all evaporative emission
components while observing smoke with the J 41413-SPT: White Light.
 Individual components can be isolated and tested using adapters in the J 41413-300: Kit.
 A condition may exist where a leak in the evaporative emission system only exists under a vacuum
condition. This type of leak may be detected by using the scan tool Purge/Seal function to create a
vacuum in the evaporative emission system and then observe the fuel tank pressure parameter for vacuum
decay.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Evaporative Emission Control System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools
  CH 48096: Evaporative Emissions Service Access Port Tool
 J 41415-30: Fuel Tank Adapter
 J 41413-200: Evaporative Emissions System Tester (EEST)
 J 41413-300: Evaporative Emissions Cap and Plug Kit
 J 41413-311: Evaporative Emissions Plug
 J 41413-SPT: High Intensity White Light
 J 41413-VLV: Evaporative Emissions Service Port Vent Tool
 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM TESTING

NOTE:  Larger volume fuel tanks and/or those with lower fuel levels may require
several minutes for the floating indicator to stabilize.
 Refer to the J 41413-200: EEST operation manual for detailed instructions
in Evaporative Emission System Diagnosis .

1. Disconnect the purge tube at the quick connector on the evaporative emission canister side of the Q12
evaporative emission canister purge solenoid valve. Install the CH 48096: Port Tool between the
disconnected purge tube and the purge solenoid valve. Connect the J 41413-200: EEST to the service
access port tool.
2. Use a scan tool to seal the evaporative emission system.
3. Use the flow meter on the J 41413-200: EEST, calibrated to 0.51 millimeter (0.020 inch) to determine
that there is no leak in the evaporative emission system.
 If a leak is detected, use the J 41413-200: EEST to apply smoke to the evaporative emission system
at the purge tube until the leak is located using the J 41413-SPT: White Light.
4. To test for a restriction, install the J 41415-30: Adapter to the fuel tank filler neck. Connect the J 41413-
200: EEST to the adapter.
5. Allow the engine to idle.
6. Use the Purge/Seal function to seal the system with a scan tool.
7. Command the EVAP Purge Solenoid Valve to 30 percent.
8. The vacuum/pressure gauge on the J 41413-200: EEST and the fuel tank pressure parameter on the scan
tool should both show vacuum.
 If the vacuum/pressure gauge shows vacuum, but the fuel tank pressure parameter does not show
vacuum, replace the fuel tank pressure sensor.
 If neither the fuel tank pressure parameter nor the vacuum/pressure gauge shows vacuum, repair the
restriction in the purge path.
9. Verify that the vacuum increases to the abort limit on the scan tool or more than 3.2 V, and the values are
similar between the scan tool and the vacuum/pressure gauge on the J 41413-200: EEST.
 If the values are not similar, or the voltage did not reach 3.2 V, replace the B150 fuel tank pressure
sensor.
REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Fuel Tank Pressure Sensor Replacement

DTC P0496
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0496

Evaporative Emissions (EVAP) System Flow During Non-Purge

CIRCUIT DESCRIPTION

This DTC tests for continuous intake manifold vacuum flow to the Evaporative Emission (EVAP) System. The
control module seals the EVAP system by commanding the EVAP canister purge solenoid valve Closed and the
EVAP canister vent solenoid valve Closed. The control module monitors the fuel tank pressure (FTP) sensor to
determine if a vacuum is being drawn on the EVAP system. If vacuum in the EVAP system is greater than a
predetermined value within a predetermined time, this DTC sets.

FTP Sensor Signal Voltage Fuel Tank Pressure

High, Approximately 1.5 Volts or More Negative Pressure/Vacuum
Low, Approximately 1.5 Volts or Less Positive Pressure

Conditions for Running the DTC

 Before the engine control module (ECM) can report DTC P0496 failed, DTCs P0450, P0451, P0452, and
P0453 must run and pass.
 DTC P0100, P0101, P0102, P0103, P0111, P0112, P0113, P0116, P0117, P0118, P0119, P0443, P0446,
P0449, P0450, P0451, P0452, P0453, P0458, P0459, P0498, P0499, P0560, P0562, P0563, P0700,
P2122, P2123, P2127, P2128, P2138, P2227, P2228, or P2229 is not set.
 The fuel system is in closed loop.
 The engine run time is greater than 10 minutes, or the long term fuel trim is stable.
 The vehicle speed sensor (VSS) is less than 3 km/h (2 mph).
 The engine is idling.
 The ignition voltage is between 10-18 volts.
  The Closed Loop fuel control is enabled.
 The fuel tank pressure (FTP) is between -10.0 and +5.0 in. H2O (-18.7 and +9.8 mm Hg).
 The ambient air temperature is between 2-32°C (36-90°F).
 The start-up engine coolant temperature (ECT) is within 10°C (18°F) of ambient air temperature
 The fuel tank level is between 11-88 percent.
 The barometric pressure (BARO) is greater than 68 kPa.
 The above conditions are met for greater than 30 seconds.
 DTC P0496 will attempt to run up to 10 times or the test completes successfully once per ignition cycle.

CONDITIONS FOR SETTING THE DTC

 The control module detects vacuum during a non-purge condition.

 The condition exists for greater than 4 seconds or for a cumulative of 30 seconds.

ACTION TAKEN WHEN THE DTC SETS

DTC P0496 is a Type A/B DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P0496 is a Type A/B DTC.

DIAGNOSTIC AIDS

 Observe the Freeze Frame/Failure Records vehicle mileage since the diagnostic test last failed may help
determine how often the condition occurs that caused the DTC to set. This may assist in diagnosing the
condition.
 The EVAP system tests run when engine is first started and meets The Conditions for Running the DTC.
An intermittent condition could be caused by an improperly installed or damaged EVAP canister purge
solenoid valve, or by a temporary blockage or restriction in the EVAP canister purge solenoid valve.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Evaporative Emission Control System Description

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Disconnect the Q12 EVAP purge solenoid valve electrical harness connector.
2. Start the engine.
3. Command the Q13 EVAP vent solenoid valve Closed with a scan tool.
4. Increase the engine speed to 1,200-1,500 RPM.
5. Observe the scan tool fuel tank pressure (FTP) sensor parameter. Verify the scan tool FTP sensor
parameter is -0.9 to +0.9 mm Hg (-0.5 to +0.5 in. H2O).
 If not within the specified range, replace the Q12 EVAP purge solenoid valve.

6. Ignition ON, engine OFF, disconnect the EVAP purge hose/pipe at the Q12 EVAP purge solenoid valve.
7. Observe the scan tool FTP sensor parameter. Verify the FTP sensor parameter is -0.9 to +0.9 mm Hg (-
0.5 to +0.5 in. H2O).
 If not within the specified range, replace the B150 FTP sensor.

REPAIR PROCEDURES

 Evaporative Emission Canister Purge Solenoid Valve Replacement (LF1)

 Fuel Tank Pressure Sensor Replacement
 Control Module References for engine control module replacement, setup, and programming

REPAIR VERIFICATION

1. Start the engine.

2. Command the Q13 EVAP vent solenoid valve Closed with a scan tool.
3. Increase the engine idle to 1,200-1,500 RPM.
4. Observe the scan tool FTP sensor parameter. Verify the FTP sensor parameter is -0.9 to +0.9 mm Hg (-
0.5 to +0.5 in. H2O).
5. Clear the DTCs with a scan tool.

DTC P0506 OR P0507 (LF1, LFW)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
  Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0506

Idle Speed Low

DTC P0507

Idle Speed High

CIRCUIT/SYSTEM DESCRIPTION

The throttle actuator control (TAC) motor is a DC motor that is part of the throttle body assembly. The TAC
motor drives the throttle valve. The engine control module (ECM) controls the TAC motor based on throttle
position sensor input. The idle speed is controlled by the ECM based on various inputs. The ECM commands
the TAC motor to open or close the throttle valve in order to maintain the desired idle speed.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0068, P0101, P0102, P0103, P0112, P0113, P0117, P0118, P0121, P0122, P0123, P0171, P0172,
P0174, P0175, P0222, P0223, P0261, P0262, P0264, P0265, P0267, P0268. P0270, P0271, P0273,
P0274, P0276, P0277, P0300-P0306, P0351-P0356, P0461-P0464, P0496, P0627, P0628, P0629, P0722,
P1516, P2066-P2068, are not set.
 The barometric pressure (BARO) is greater than 70 kPa.
 The engine coolant temperature (ECT) is greater than 60°C (140°F).
 The engine run time is greater than 60 seconds.
 The ignition voltage is between 11-18 volts.
 The transmission is not changing gears.
 The torque converter clutch (TCC) is not changing states.
 The intake air temperature (IAT) is warmer than -20°C (-4°F).
 The vehicle speed is less than 3 km/h (2 mph).
 The commanded RPM is steady within 25 RPM.
 The engine is idling for greater than 5 seconds.
 The DTCs run when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0506

The actual engine speed is 94 RPM less than the desired idle speed for 10 seconds.

P0507
The actual engine speed is 188 RPM greater than the desired idle speed for 10 seconds.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0506 and P0507 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0506 and P0507 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify there are no other DTCs set.
 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Idle the engine at the normal operating temperature. Compare the Desired Idle Speed to the actual Engine
Speed with a scan tool. The actual Engine Speed should not be less than 100 RPM of the Desired Idle
Speed or 200 RPM greater than the Desired Idle Speed.
3. Allow the engine to idle within the Conditions for Running the DTC. DTCs P0506 or P0507 should not
set.
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
 may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

Verify none of the following conditions exist:

P0506

 Excess deposits in the Q38 throttle body. Refer to Throttle Body Inspection and Cleaning .
 Restricted exhaust
 Mechanical conditions that limits engine speed
 Parasitic load on the engine-For example, a transmission condition, a belt driven accessory condition.
 If a condition is found, repair as necessary.

P0507

 Vacuum leaks
 A throttle valve that does not close correctly
 Verify the correct operation of the crankcase ventilation system. Inspect for the following conditions:
 The routing of the positive crankcase ventilation (PCV) system

 Vacuum leaks in the PCV system-Refer to Crankcase Ventilation System Inspection/Diagnosis .

 If a condition is found, repair as necessary.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Throttle Body Assembly Replacement (LF1)

DTC P050D
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P050D

Cold Start Rough Idle

CIRCUIT/SYSTEM DESCRIPTION

During a cold start, the engine control module (ECM) commands dual-pulse mode during Open Loop operation
to improve cold start emissions. In dual-pulse mode, the injectors are energized twice during each injection
event. As with misfire diagnosis, in dual-pulse mode the ECM monitors the crankshaft position sensor and the
camshaft position sensors to calculate crankshaft rotation speed. In normal operation, optimum fuel delivery
during dual-pulse mode produces a steady crankshaft rotation speed. If the variations exceed a calibrated value,
the code will be set.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0010, P0011, P0013, P0014, P0016, P0017, P0018, P0019, P0020, P0021, P0023, P0024, P0089,
P0090-P0092, P00C6, P00C8, P00C9, P00CA, P0101-P0103, P0106-P0108, P0112-P0114, P0116-
P0118, P0121-P0123, P0128, P0192, P0193, P0201-P0206, P0222, P0223, P0261, P0262, P0264, P0265,
P0267, P0268, P0270, P0271, P0273, P0274, P0276, P0277, P0315, P0335, P0336, P0351-P0356, P0627-
P0629, P069E, P0716, P0717, P0722, P0723, P0850-P0852, P1248, P1249, P124A, P124B, P124C,
P124D, P1258, P135A, P135B, P150C, P163A, P1762, P1763, P1915, P2122, P2123, P2127, P2128,
P2135, P2138, P2147, P2148, P2150, P2151, P2153, P2154, P2156, P2157, P216B, P216C, P216E,
P216F, P228C, P228D, U0109 are not set.
 The catalyst temperature is less than 100°C (212°F).
 The engine coolant temperature is warmer than 10°C (14°F).
 The barometric pressure is greater than 70 kPa.
 The engine speed is between 450-1800 RPM.
 The engine is running and a cold start has been detected.
 DTC P050D runs once per cold start.

CONDITIONS FOR SETTING THE DTC

This DTC will set if the ECM detects variations in crankshaft rotation speed caused by the lack of adequate fuel
delivery during dual-pulse mode.

ACTION TAKEN WHEN THE DTC SETS

 DTC P050D is a Type B DTC.

 The ECM disables dual pulse mode and energizes the fuel injector as it would for a warm engine.

CONDITIONS FOR CLEARING THE DTC

DTC P050D is a Type B DTC.

DIAGNOSTIC AIDS

 This DTC may be set with a misfire DTC, however the existence of this DTC is a higher priority and
indicates the condition to diagnose is related to fuel and/or injectors, not the ignition/spark system.
 A restricted fuel injector may cause this DTC to set.
  High resistance in the circuits of the injectors could set this DTC without setting an injector DTC. Test
the injector circuits of the affected cylinders for a high resistance if you suspect a condition.
 A drop in system voltage during cold start may set this DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

NOTE: Circuit/System Testing requires cold start. Do not start vehicle prior to
connecting scan tool and preparing to evaluate the condition during engine
crank.

1. Start the engine and observe the Cylinder 1-4 Current Misfire Counters during the first 500 engine cycles.
The Cylinder 1-4 Current Misfire Counters should not be incrementing.
 If the misfire counters are incrementing on one or more cylinders, verify that the following
conditions do not exist:
 Fuel pressure that is too low or too high-Refer to Fuel System Diagnosis .

 Contaminated fuel-Refer to Alcohol/Contaminants-in-Fuel Diagnosis .

2. If all conditions test normal, replace fuel injectors as indicated by high misfire counts.

REPAIR PROCEDURES
  Fuel Injection Fuel Rail Assembly Replacement - Bank 1 (LF1)
 Fuel Injection Fuel Rail Assembly Replacement - Bank 2 (LF1)

REPAIR VERIFICATION

NOTE: Repair Verification requires cold start.

1. Ignition ON, engine OFF, clear the DTCs with a scan tool.
2. Start the engine.
3. Verify the DTC does not reset.

DTC P0601-P0604, P0606, P0607, P0610, P062B, P062F, P0630, P16F3, OR

P2610 (LF1, LFW, LWR)
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0601

Control Module Read Only Memory Performance

DTC P0602

Control Module Not Programmed

DTC P0603

Control Module Long Term Memory Reset

DTC P0604

Control Module Random Access Memory Performance

DTC P0606

Control Module Processor Performance

DTC P062B

Control Module Fuel Injector Control Performance

DTC P062F

Control Module Long Term Memory Performance

DTC P0630

VIN Not Programmed or Mismatched - Engine Control Module (ECM)

DTC P16F3

Control Module Redundant Memory Performance

DTC P2610

Control Module Ignition Off Timer Performance

CIRCUIT/SYSTEM DESCRIPTION

This diagnostic applies to internal microprocessor integrity conditions within the engine control module (ECM).
This diagnostic also addresses if the ECM is not programmed, or is programmed incorrectly.

CONDITIONS FOR RUNNING THE DTC

P0601, P062B, P0630, P16F3

These DTCs run continuously when the ignition is ON.

P0602, P0603, P062F

These DTCs run at power up.

P0604

DTC P0604 runs continuously when the ignition is ON. First memory scan may take up to 30 s.

P0606

 System voltage is greater than 6 V.

 Reduced engine power is not active.
 DTC P0606 runs continuously when the above conditions are met.

P2610

 The intake air temperature is between -40 to +80°C (-40 to +176°F).

 DTCs P0111, P0112, P0113 are not set.
 DTC P2610 runs on ECM power down.
CONDITIONS FOR SETTING THE DTC

The ECM detects an internal failure or incomplete or incorrect programming.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P0601, P0602, P0603, P0604, P0606, P062B, P062F, P0630 and P16F3 are Type A DTCs.
 DTC P2610 is a Type B DTC.

CONDITIONS FOR CLEARING THE DTC

 DTCs P0601, P0602, P0603, P0604, P0606, P062B, P062F, P0630 and P16F3 are Type A DTCs.
 DTC P2610 is a Type B DTC.

DIAGNOSTIC AIDS

Low voltage or a momentary loss of power or ground to the ECM may cause a DTC to set. Verify for the
following:

 The battery cables are clean and tight, and the battery is fully charged-Refer to Battery Inspection/Test .
 The ECM ground circuits do not have an open or high resistance
 The ECM power circuits do not have an open, short to ground, or high resistance

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the DTC information with a scan tool. DTC P0601, P0602, P0603, P0604, P0606, P062B,
P062F, P0630, P16F3, or P2610 should not set.
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition ON, observe the DTC information with a scan tool.

 If DTC P0602 or P0630 failed this ignition, program the K20 ECM. If the DTC resets, replace the
K20 ECM.
2. Observe the DTC information with a scan tool. DTC P0601, P0603, P0604, P0606, P062B, P062F,
P16F3, or P2610 should not set.
 If a DTC failed this ignition, replace the K20 ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for engine control module replacement, setup, and programming

DTC P0601-P0604, P0606, OR P062F

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0601

Control Module Read Only Memory (ROM)

DTC P0602

Control Module Not Programmed

DTC P0603
 Control Module Long Term Memory Reset

DTC P0604

Control Module Random Access Memory (RAM)

DTC P0606

Control Module Internal Performance

DTC P062F

Control Module Long Term Memory Performance

CIRCUIT/SYSTEM DESCRIPTION

The internal fault detection is handled inside the fuel pump control module. No external circuits are involved.

CONDITIONS FOR RUNNING THE DTC

The fuel pump control module runs the program to detect an internal fault when power up is commanded. The
only requirements are voltage and ground. This program runs even if the voltage is out of the valid operating
range.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module has detected an internal malfunction.

ACTION TAKEN WHEN THE DTC SETS

DTC P0601, P0602, P0603, P0604, P0606 and P062F are type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTC P0601, P0602, P0603, P0604, P0606 and P062F are type A DTCs.

REFERENCE INFORMATION

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
  Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

CIRCUIT/SYSTEM VERIFICATION

NOTE: This DTC may be stored as a history DTC without affecting the operation of the
module. If stored only as a history DTC and not retrieved as a current DTC, do
not replace the module.

Verify that DTC P0602 is not set.

 If the DTC is set, program the K27 fuel pump control module.

Verify that DTCs P0601, P0603, P0604, P0606, and P062F are not set.

 If the DTCs are set, program the K27 fuel pump control module. If the DTCs reset, replace the K27 fuel
pump control module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for fuel pump control module replacement, setup, and programming

DTC P0627-P0629
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0627

Fuel Pump Enable Circuit

DTC P0628

Fuel Pump Enable Circuit Low Voltage

DTC P0629
 Fuel Pump Enable Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
Fuel Pump Enable P0628, P069E P0627, P069E P0629 -

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) provides ignition voltage to the fuel pump flow control module whenever the
engine is cranking or running. The control module enables the fuel pump flow control module as long as the
engine is cranking or running, and ignition system reference pulses are received. While this enable voltage is
being received, the fuel pump flow control module supplies a varying voltage to the in-tank fuel pump module
in order to maintain the desired fuel line pressure.

CONDITIONS FOR RUNNING THE DTC

 The engine speed is greater than 0 RPM.

 The ignition voltage is between 11-18 V.
 The DTCs run continuously when the conditions above are met.

CONDITIONS FOR SETTING THE DTC

 The ECM detects that the commanded state of the driver and the actual state of the control circuit do not
match.
 The above condition is met for a minimum of 2.5 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0627, P0628, and P0629 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0627, P0628, and P0629 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Attempt to start the engine. Observe the DTC information with a scan tool. DTC P0627, P0628, or P0629
should not set.
2. Ignition ON, command the ECM Fuel Pump Enable ON and OFF with a scan tool while observing the
following control circuit status parameters:
 Fuel Pump Enable Circuit Low Voltage Test Status

 Fuel Pump Enable Circuit Open Test Status

 Fuel Pump Enable Circuit High Voltage Test Status

Each parameter should toggle between OK and Not Run or Not Run and OK.

3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the K27 fuel pump control module harness connector.
2. Connect a test lamp between the enable circuit terminal 20 of the fuel pump control module and ground.
3. Ignition ON, command the ECM Fuel Pump Enable ON and OFF with a scan tool. The test lamp should
turn ON and OFF as commanded.
 If the test lamp remains OFF all the time, test for a short to ground or an open/high resistance on
the enable circuit. If circuit/connections test normal, replace the K20 ECM.
 If the test lamp remains ON all the time, test for a short to voltage on the enable circuit. If
circuit/connections test normal, replace the K20 ECM.
4. Ignition ON, test for 2-3 V on the enable circuit terminal 20 of the fuel pump control module.
 If not within the specified range, replace the K20 ECM.

5. If all circuits/connections test normal, replace the K27 fuel pump control module.
REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for ECM or fuel pump control module replacement, setup, and programming

DTC P0641 OR P06A6

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0641

5 V Reference Circuit

DTC P06A6

5 V Reference Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
5 V Reference P0641 P0641, P06A6 P0641 P06A6
Signal P018C P018B, P018C P018D P018B
Low Reference - P0641, P06A6 - P06A6

CIRCUIT/SYSTEM DESCRIPTION

The fuel pressure sensor is located on the fuel line. The fuel pressure sensor monitors the fuel pressure in the
fuel line. The fuel pump control module monitors the voltage signal from the fuel pressure sensor.

CONDITIONS FOR RUNNING THE DTC

The ignition is ON.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module detects that the fuel pressure 5 V reference is above or below a predetermined
voltage threshold.
ACTION TAKEN WHEN THE DTC SETS

DTCs P0641 and P06A6 are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0641 and P06A6 are Type A DTCs.

DIAGNOSTIC AIDS

Using the Failure Records data may help locate an intermittent condition. If you cannot duplicate the DTC, the
information in the Failure Records can help determine how many miles since the DTC set. The Fail Counter and
Pass Counter can help determine how many ignition cycles that the diagnostic test reported a pass and/or a fail.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect harness connector of the B47 fuel pressure sensor.
 2. Ignition OFF, test for less than 1.0 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K27 fuel pump control module.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 3 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump control module.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K27 fuel pump control module.
4. If all circuits test normal, replace the B47 fuel pressure sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for fuel pump control module replacement, setup, and programming

DTC P0641, P0651, P0697, OR P06A3 (ECM)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0641

5 V Reference 1 Circuit

DTC P0651

5 V Reference 2 Circuit

DTC P0697

5 V Reference 3 Circuit

DTC P06A3

5 V Reference 4 Circuit

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) has 4 5 V reference buses called 5 V reference 1, 5 V reference 2, 5 V
reference 3, and 5 V reference 4. Each reference bus provides a 5 V reference for more than one sensor. A short
to ground or voltage on one of the 5 V reference circuits can affect all the components connected to that 5 V
reference bus. The ECM monitors the voltage on the 5 V reference buses.

CONDITIONS FOR RUNNING THE DTC

DTCs P0641, P0651, P0697, P06A3 run continuously when the ignition is ON.

CONDITIONS FOR SETTING THE DTC

The 5 V reference circuit voltage is greater or less than a predetermined threshold.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0641, P0651, P0697, and P06A3 are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0641, P0651, P0697, and P06A3 are Type A DTCs.

DIAGNOSTIC AIDS

P0641

The 5 V reference 1 bus provides 5 V to the following sensors:

 B150 fuel tank pressure (FTP) sensor

 B17 barometric pressure (BARO) sensor, throttle inlet absolute pressure sensor
 B47B fuel rail pressure (FRP) sensor
 B1 A/C refrigerant pressure sensor
 All four B23 camshaft position sensors

P0651

The 5 V reference 2 bus provides 5 V to the following components:

 B26 crankshaft position sensor

 S87 economy mode switch

P0697

The 5 V reference 3 bus provides 5 V to the following sensors:

 B74 manifold absolute pressure (MAP) sensor

 B107 accelerator pedal position sensor 2
P06A3

The 5 V reference 4 bus provides 5 V to the following sensors:

 B106 throttle position sensor

 B107 accelerator pedal position sensor 1
 It may be possible to locate the fault by disconnecting one component at a time from the affected 5
V reference bus while viewing the 5 V Reference Circuit Status parameter on the scan tool. The
scan tool parameter will change from Malfunction to OK when the source of the fault is
disconnected. If all components have been disconnected from the affected 5 V reference bus and a
fault is still indicated, the fault may exist in the wiring harness.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. DTC P0641, P0651, P0697, or P06A3 should
not set.
2. Observe the appropriate scan tool 5 V Reference Circuit Test Status parameter. The parameter should
display OK.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
CIRCUIT/SYSTEM TESTING

NOTE: Additional DTCs will set when disconnecting the components.

1. Ignition OFF, disconnect the harness connector of all appropriate sensors for the applicable DTC. Refer
to Diagnostic Aids.
2. Ignition ON, test for 4.8-5.2 V between one of the affected 5 V reference circuits and ground.
 If the voltage is less than the specified range, test for a short to ground on the 5 V reference circuit
for each affected component. If all circuits test normal, replace the K20 ECM.
 If the voltage is greater than the specified range, test for a short to voltage on the 5 V reference
circuit for each affected component. If all circuits test normal, replace the K20 ECM.

NOTE: A short to voltage on the signal circuit of certain components may cause
this DTC to set.

3. Connect each component associated with the affected 5 V reference circuit one at a time while monitoring
the appropriate scan tool 5 V Reference Voltage parameter. Verify the voltage remains 4.8-5.2 V.
 If not the specified range when a component is connected, test the signal circuit of that component
for a short to voltage. If the circuit tests normal, replace the component.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Tank Pressure Sensor Replacement

 Throttle Inlet Absolute Pressure Sensor Replacement
 Fuel Pressure Sensor Replacement - Fuel Injection Fuel Rail (LF1)
 Camshaft Position Sensor Replacement - Bank 1 (Right Side) Intake
 Camshaft Position Sensor Replacement - Bank 1 (Right Side) Exhaust
 Camshaft Position Sensor Replacement - Bank 2 (Left Side) Intake
 Camshaft Position Sensor Replacement - Bank 2 (Left Side) Exhaust
 Accelerator Pedal Position Sensor Replacement
 Throttle Body Assembly Replacement (LF1)
 Crankshaft Position Sensor Replacement
 Air Conditioning Refrigerant Pressure Sensor Valve Replacement (LAF) or Air Conditioning
Refrigerant Pressure Sensor Valve Replacement (LF1)
 Manifold Absolute Pressure Sensor Replacement
 Control Module References for engine control module replacement, setup, and programming

DTC P0650
DIAGNOSTIC INSTRUCTIONS
  Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P0650

Malfunction Indicator Lamp (MIL) Control Circuit

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
MIL Voltage Supply P0650 P0650 - -
MIL Control P0650* P0650 P0650 -
* The MIL remains ON

CIRCUIT/SYSTEM DESCRIPTION

The malfunction indicator lamp (MIL) is located on the instrument panel cluster (IPC). The MIL informs the
driver that an emission system fault has occurred and that the engine control system requires service. The
engine control module (ECM) monitors the MIL control circuit for conditions that are incorrect for the
commanded state of the MIL. For example, a failure condition exists if the ECM detects low voltage when the
MIL is commanded OFF, or high voltage when the MIL is commanded ON.

CONDITIONS FOR RUNNING THE DTC

 The engine speed is greater than 80 RPM.

 The ignition voltage is between 10-18 V.
 The ECM has commanded the MIL ON and OFF at least once during the ignition cycle.
 DTC P0650 runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

The ECM detects an open, a short to ground, or a short to voltage on the circuit that controls the MIL.

ACTION TAKEN WHEN THE DTC SETS

DTC P0650 is a Type B DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P0650 is a Type B DTC.

DIAGNOSTIC AIDS

If the condition is intermittent, move the related harnesses and connectors with the engine operating. Monitor
the scan tool Circuit Test Status parameters for the component. The Circuit Test Status parameter will change
from OK or Not Run to Fault if there is a condition with the circuit or a connection.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, command the MIL ON and OFF with a scan tool. The MIL should turn ON and OFF as
commanded.
2. Ignition ON, observe each of the MIL Control Circuit Test parameters listed below with a scan tool:
 The MIL Control Circuit Low Voltage Test Status

 The MIL Control Circuit Open Test Status

 The MIL Control Circuit High Voltage Test Status

Each parameter should display OK or Not Run.

3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the P16 instrument cluster.
2. Ignition ON, verify that a test lamp illuminates between the ignition circuit terminal X1 31 and ground.
 If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high
resistance. If the circuit tests normal and the ignition circuit fuse is open, replace the P16
instrument cluster.
3. Connect a test lamp between the control circuit terminal X1 25 and the ignition circuit terminal X1 31.
4. Command the MIL ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing
between the commanded states.
 If the test lamp is always ON, test the control circuit for a short to ground. If the circuit tests
normal, replace the K20 ECM.
 If the test lamp is always OFF, test the control circuit for a short to voltage or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
5. If all circuits test normal, replace the P16 instrument cluster.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Instrument Cluster Replacement (Equinox) or Instrument Cluster Replacement (Terrain)

 Control Module References for engine control module replacement, setup, and programming

DTC P0685 OR P0690

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0685

Engine Controls Ignition Relay Control Circuit

DTC P0690

Engine Controls Ignition Relay Feedback Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

 Circuit Ground Resistance Voltage Performance
Battery Supply Voltage - Coil P0685 P0685 - -
P0685, P0690,
Relay Control Circuit P0685 P0685, P1682 -
P1682, P2101
Relay Feedback Circuit - - P0690 -

TYPICAL SCAN TOOL DATA

Engine Controls Ignition Relay Control Circuit Low Voltage, Open, and High Voltage Test Status-
Component Commanded OFF
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Component commanded OFF
Parameter Normal Range: The following illustrates the normal parameter state with no circuit
conditions:

 Component OFF-OK for Open/Short Gnd test and Not Run for Short To Volts test
 Component ON-Not Run for Open/Short Gnd test and OK for Short To Volts test

Battery Voltage Malfunction Malfunction -

Engine Controls Ignition Relay Control
Malfunction Malfunction Not Run
Circuit

Engine Controls Ignition Relay Control Circuit Low Voltage, Open, and High Voltage Test Status-
Component Commanded ON
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Component commanded ON
Parameter Normal Range: The following illustrates the normal parameter state with no circuit
conditions:

 Component OFF-OK for Open/Short Gnd test and Not Run for Short To Volts test
 Component ON-Not Run for Open/Short Gnd test and OK for Short To Volts test

Battery Voltage Not Run Not Run -

Engine Controls Ignition Relay Control
Not Run Not Run Malfunction
Circuit

CIRCUIT/SYSTEM DESCRIPTION

The engine controls ignition relay or engine control module relay is a normally open relay. The relay switch is
held in the open position by spring tension. Battery positive voltage is supplied directly to the relay coil and the
switch contact at all times. The engine control module (ECM) supplies the ground path to the relay coil control
circuit via an internal integrated circuit called an output driver. When the ECM commands the engine control
module relay ON, ignition voltage is supplied to several fuses in the under-hood fuse block.

The ignition voltage that is supplied to the ECM provides power to the internal ECM circuits associated with
the throttle actuator control (TAC) operation. The ECM also monitors the voltage level on the ignition voltage
circuit to confirm that the engine control module relay contacts have closed.
CONDITIONS FOR RUNNING THE DTC

 The ignition is ON.

 The ignition voltage is between 11-18 V.
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P0685

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match
for greater than 2 s.

P0690

 The ECM detects the engine controls ignition relay feedback circuit is greater than 2 V when the relay is
commanded OFF.
 The ECM detects the engine controls ignition relay feedback circuit is greater than 18 V when the relay is
commanded ON.
 The condition is present for greater than 2 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P0685 and P0690 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P0685 and P0690 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

 Engine Controls Schematics

 Power Distribution Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Electrical Center Identification Views
  Probing Electrical Connectors
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

NOTE:  A short to voltage on other components may cause DTC P0690 to set.
If other DTCs are set, diagnose those DTCs first.
 If you were sent here from Engine Cranks But Does Not Run proceed
to Circuit/System Testing.

1. Ignition ON, command the Engine Controls (EC) Ignition Relay ON and OFF with a scan tool while
observing the following EC Ignition Relay control circuit status parameters:
 Engine Controls Ignition Relay Control Circuit Low Voltage Test Status

 Engine Controls Ignition Relay Control Circuit Open Test Status

 Engine Controls Ignition Relay Control Circuit High Voltage Test Status

Each parameter should toggle between OK and Not Run or Not Run and OK.

2. Ignition ON, view the DTC information with a scan tool. DTC P0685 or P0690 should not set.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: You must perform the Circuit/System Verification before proceeding with
Circuit/System Testing.

1. Ignition OFF, disconnect the KR71 engine control module relay.

2. Verify that a test lamp illuminates between both of the following relay battery voltage circuit terminals
and ground.
 Terminal 86

 Terminal 87

 If the test lamp does not illuminate, test the relay battery voltage circuit for an open/high resistance.
 NOTE: The ignition voltage circuit is between the KR71 engine control module
relay and the ECM. The ignition voltage circuit is a feedback circuit.

3. Ignition ON, verify that a test lamp does not illuminate between the ignition voltage circuit terminal 30
and ground.
 If the test lamp illuminates, test the ignition voltage circuit for a short to voltage.

4. Connect a 20 A fused jumper wire between the relay switch B+ circuit terminal 87 and the relay switch
ignition voltage circuit terminal 30.
5. Ignition ON, observe the scan tool EC Ignition Relay Feedback Signal parameter. The ECM should
communicate, and the parameter should display 9-14 V.
 If not the specified range, or the ECM does not communicate, test the ignition voltage circuit
between the engine control module relay and the ECM for a short to ground or for an open/high
resistance. If the circuit/connections test normal, replace the K20 ECM.
6. Ignition OFF, connect a DMM set to the diode setting between the control circuit terminal 85 and ground.
Verify the DMM displays OL.
 If not the specified value, test the control circuit for a short to ground. If the circuit tests normal,
replace the K20 ECM.
7. Ignition ON, verify the DMM displays less than 1 V.
 If not the specified range, test the control circuit for a short to voltage, or an open/high resistance. If
the circuit tests normal, replace the K20 ECM.
8. If all circuits test normal, replace the KR71 engine control module relay.

COMPONENT TESTING

NOTE: Depending on the application, the relay coil resistance will be within one
of the following ranges.

1. Test for one of the following resistance specifications between terminals 85 and 86 of the KR71 engine
control module relay:
 70-110 ohms

 200-250 ohms

 If not within the specified range, replace the KR71 engine control module relay.

2. Test for infinite resistance between the following terminals of the KR71 engine control module relay:
 30 and 86

 30 and 87

 30 and 85

 85 and 87

 If not the specified value, replace the KR71 engine control module relay.

3. Install a 20 A fused jumper wire between relay terminal 85 and 12 V. Install a jumper wire between relay
terminal 86 and ground. Test for less than 2 ohms between terminals 30 and 87.
 If greater than the specified range, replace the KR71 engine control module relay.
REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Relay Replacement (Attached to Wire Harness) or Relay Replacement (Within an Electrical

Center)
 Control Module References for K20 ECM replacement, setup, and programming
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

DTC P069E
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P069E

Fuel Pump Control Module Requested MIL Illumination

CIRCUIT/SYSTEM DESCRIPTION

The fuel pump control module uses the serial data network to signal the engine control module (ECM) that the
fuel pump control module is requesting malfunction indicator lamp (MIL) illumination. A DTC is set in the fuel
pump control module, and the request for MIL illumination is sent when the fuel pump control module
determines that a failure that affects emissions has occurred in the fuel pump control system. When the ECM
receives the message from the fuel pump control module, DTC P069E will set in the ECM.

CONDITIONS FOR RUNNING THE DTC

The ignition is ON, or the engine is running.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module requests the ECM to illuminate the MIL.

ACTION TAKEN WHEN THE DTC SETS

 DTC P069E is a Type A DTC.

 DTC P069E will continue to be current or active as long as the fuel pump control module is requesting
MIL illumination.

CONDITIONS FOR CLEARING THE DTC

DTC P069E is a Type A DTC.

DIAGNOSTIC AIDS
Communication codes, U-codes, as well as powertrain codes, P-codes, set in the fuel pump control module will
cause the fuel pump control module to request DTC P069E to be set in the ECM.

REFERENCE INFORMATION

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References

CIRCUIT/SYSTEM VERIFICATION

NOTE: Correct any engine controls and communication DTCs before diagnosing
fuel pump control module DTCs.

1. DTC P069E is an informational DTC. If there are no engine controls or communication DTCs, refer to
Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of fuel pump control module DTCs.
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

DTC P0700
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each of the diagnostic category.

DTC DESCRIPTOR

DTC P0700

Transmission Control Module (TCM) Requested MIL Illumination

CIRCUIT/SYSTEM DESCRIPTION

The diagnostic trouble code (DTC) indicates that an emission related transmission DTC set in the transmission
control module (TCM). The engine control module (ECM) receives the TCM information over the serial data
circuit. The ECM turns ON the malfunction indicator lamp (MIL) when the TCM sends a message over the
serial data circuit requesting MIL illumination. The DTC information for the ECM will only display DTC
P0700, but the Freeze Frame/Failure Records data will display the transmission DTC that set.

CONDITIONS FOR RUNNING THE DTC

 The ignition is ON or the engine is operating.

 DTC P0700 runs continuously.

CONDITIONS FOR SETTING THE DTC

The ECM receives a serial data message from the TCM requesting the ECM to turn ON the MIL lamp.

ACTION TAKEN WHEN THE DTC SETS

DTC P0700 is a Type A DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P0700 is a Type A DTC.

DIAGNOSTIC AIDS

Communication codes, U-codes, as well as powertrain codes, P-codes, set in the TCM can cause the TCM to
request DTC P0700 to be set in the ECM.

REFERENCE INFORMATION

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References

CIRCUIT/SYSTEM VERIFICATION

NOTE: Correct any engine controls and communication DTCs before diagnosing
TCM DTCs.

1. DTC P0700 is an informational DTC. If there are no engine controls or communication DTCs, refer to
Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of TCM DTCs.
2. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
DTC P0856
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P0856

Traction Control Torque Request Circuit

CIRCUIT/SYSTEM DESCRIPTION

The electronic brake control module (EBCM) and the engine control module (ECM) simultaneously control the
traction control. The ECM reduces the amount of torque supplied to the drive wheels and the EBCM actively
applies the brakes to the front wheels in order to reduce torque. The EBCM sends a GMLAN serial data
message to the engine control module (ECM) indicating the function that has been requested.

CONDITIONS FOR RUNNING THE DTC

 The ignition is ON.

 The DTCs run continuously once the above condition is met.

CONDITIONS FOR SETTING THE DTC

The ECM detects an invalid signal from the EBCM.

ACTION TAKEN WHEN THE DTC SETS

DTC P0856 is a Type C DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P0856 is a Type C DTC.

REFERENCE INFORMATION

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

CIRCUIT/SYSTEM VERIFICATION
 1. Observe the Freeze Frame/Failure Records with a scan tool.
2. Clear the DTCs with a scan tool.
3. Ignition OFF for 30 seconds.
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
 If DTC P0856 failed this ignition, replace the EBCM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for EBCM replacement, setup, and programming.

DTC P1248, P1249, P124A, P124B, P124C, OR P124D

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P1248

Cylinder 1 Injector High Control Circuit Shorted to Control Circuit

DTC P1249

Cylinder 2 Injector High Control Circuit Shorted to Control Circuit

DTC P124A

Cylinder 3 Injector High Control Circuit Shorted to Control Circuit

DTC P124B

Cylinder 4 Injector High Control Circuit Shorted to Control Circuit

DTC P124C

Cylinder 5 Injector High Control Circuit Shorted to Control Circuit

DTC P124D
 Cylinder 6 Injector High Control Circuit Shorted to Control Circuit

DIAGNOSTIC FAULT INFORMATION

Short from
Supply Circuit
Short to Open/High Short to to Control
Circuit Ground Resistance Voltage Circuit
Direct Fuel Injector High Voltage
P2147 P0201 P2148 P1248
Supply Cylinder 1
Direct Fuel Injector High Voltage
P0261 P0201 P0262 P1248
Control Cylinder 1
Direct Fuel Injector High Voltage
P2150 P0202 P2151 P1249
Supply Cylinder 2
Direct Fuel Injector High Voltage
P0264 P0202 P0265 P1249
Control Cylinder 2
Direct Fuel Injector High Voltage
P2153 P0203 P2154 P124A
Supply Cylinder 3
Direct Fuel Injector High Voltage
P0267 P0203 P0268 P124A
Control Cylinder 3
Direct Fuel Injector High Voltage
P2156 P0204 P2157 P124B
Supply Cylinder 4
Direct Fuel Injector High Voltage
P0270 P0204 P0271 P124B
Control Cylinder 4
Direct Fuel Injector High Voltage
P216B P0205 P216C P124C
Supply Cylinder 5
Direct Fuel Injector High Voltage
P0273 P0205 P0274 P124C
Control Cylinder 5
Direct Fuel Injector High Voltage
P216E P0206 P216F P124D
Supply Cylinder 6
Direct Fuel Injector High Voltage
P0276 P0206 P0277 P124D
Control Cylinder 6

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to each fuel injector on the injector high voltage supply
circuits. The ECM energizes each fuel injector by grounding the high voltage control circuit of the fuel injector.
The ECM monitors the status of the injector high voltage supply circuits and the fuel injector high voltage
control circuits. When a fuel injector circuit condition is detected by the ECM, the affected fuel injector(s) is
disabled.

CONDITIONS FOR RUNNING THE DTC

 The engine is running.

 The ignition voltage is between 11-18 V.
  The DTCs run continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P1248, P1249, P124A, P124B, P124C, or P124D

The ECM detects the injector high voltage supply circuit is shorted to the injector high voltage control circuit
for greater than 2 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P1248, P1249, P124A, P124B, P124C, and P124D are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P1248, P1249, P124A, P124B, P124C, and P124D are Type A DTCs.

DIAGNOSTIC AIDS

 Performing the fuel injector coil test may help isolate an intermittent condition. Refer to Fuel Injector
Solenoid Coil Test .
 If the condition is intermittent, move the related harnesses and connectors, with the engine operating,
while monitoring the scan tool Injector Control Circuit Status parameters. An Injector Control Circuit
Status parameter will change from OK or Not Run to Fault if there is a condition with the circuit or a
connection.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the DTC information with a scan tool. DTC P0685 or P1682 should not set.
 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine operating, observe the DTC information with a scan tool. DTC P1248, P1249, P124A, P124B,
P124C, or P124D should not set.
3. Observe the scan tool Current Misfire Counter parameters. The Current Misfire Counters should not
increment.
4. Ignition ON, observe the scan tool Cylinder 1-6 Injector Control Circuit Status parameters. Verify the
Injector Control Circuit Status parameters display OK.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the appropriate multi-way harness connector X108 or X109, at the rear of the
intake manifold.
2. Ignition ON, observe the appropriate scan tool Cylinder 1-6 Injector Control Circuit Status. The
parameter should display Open.
 If not the specified value, test the appropriate high voltage supply circuit, ECM side, for a short to
ground or the appropriate high voltage control circuit, ECM side, for a short to voltage. If the
circuits test normal, replace the K20 ECM.
3. Ignition ON, connect a test lamp between the appropriate high voltage supply circuit and the high voltage
control circuit. The Injector Control Circuit Status should transition from Open to OK.
 If not the specified value, test for the following conditions in the ECM side of the harness:

 An open/high resistance in the high voltage supply circuit

 An open/high resistance in the high voltage control circuit

 A short to ground in the high voltage control circuit

 A short to voltage in the high voltage supply circuit

 If the circuits test normal, replace the K20 ECM.

NOTE: Testing for the following steps is performed on the fuel injector side of the
multi-way harness connector. It may be necessary to remove the intake
manifold to isolate the condition.
 4. Ignition OFF, measure the resistance between the appropriate high voltage supply circuit and ground. The
DMM should display OL ohms.
 If less than the specified range, test the high voltage supply circuit and the high voltage control
circuit for a short to ground. If the circuits/connections test normal, test or replace the appropriate
Q17 fuel injector(s).
5. Test for 2-3 ohms between the appropriate high voltage supply circuit and high voltage control circuit.
 If less than the specified range, test for a short between the high voltage supply circuit and high
voltage control circuit. If the circuits/connections test normal, test or replace the appropriate Q17
fuel injector(s).
 If greater than the specified range, test the high voltage supply circuit and high voltage control
circuit for an open/high resistance. If the circuits/connections test normal, test or replace the
appropriate Q17 fuel injector.

COMPONENT TESTING

NOTE: The DMM and test leads must be calibrated to 0 ohms in order to prevent
misdiagnosis.

1. Remove the intake manifold and disconnect the appropriate Q17 fuel injector.
2. Test for 1.9-2.3 ohms at 20°C (68°F) between the high voltage supply circuit terminal 2 and the high
voltage control circuit terminal 1 at the Q17 fuel injector.
 If not within the specified range, replace the Q17 fuel injector.

3. Measure the resistance between each terminal at the Q17 fuel injector and the Q17 fuel injector
housing/case. The DMM should display OL ohms.
 If less than the specified value, replace the Q17 fuel injector.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Injection Fuel Rail Assembly Replacement - Bank 1 (LF1)

 Fuel Injection Fuel Rail Assembly Replacement - Bank 2 (LF1)
 Control Module References for ECM replacement, setup, and programming

DTC P1255 OR P064A

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS
DTC P064A

Fuel Pump Control Module Performance

DTC P1255

Fuel Pump Control Module Driver Over-temperature

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is on. The voltage from the ECM to the fuel pump control module remains active for 2 seconds,
unless the engine is in crank or run. While this voltage is being received, the fuel pump control module supplies
a varying voltage to the fuel tank pump module in order to maintain the desired fuel rail pressure.

CONDITIONS FOR RUNNING THE DTC

The engine is running.

CONDITIONS FOR SETTING THE DTC

The fuel pump control module detects an over-temperature fault.

ACTION TAKEN WHEN THE DTC SETS

DTCs P064A and P1255 are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P064A and P1255 are Type A DTCs.

DIAGNOSTIC AIDS

Using the Failure Records data may help locate an intermittent condition. If you cannot duplicate the DTC, the
information in the Failure Records can help determine how many miles since the DTC set. The Fail Counter and
Pass Counter can help determine how many ignition cycles that the diagnostic test reported a pass and/or a fail.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Verify that DTC P0231, P0232 or P023F are not set.

 If any of those codes are set, refer to DTC P0231, P0232, or P023F .

2. Ensure that the entire undercarriage of the vehicle is clean, especially around the area where the K27 fuel
pump control module is located. Clear all codes from the K27 fuel pump control module and test drive
the vehicle. Verify that DTC P1255 or P064A do not set.
 If DTC P1255 or P064A reset, replace the K27 fuel pump control module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for fuel pump control module replacement, setup, and programming

DTC P135A OR P135B (LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P135A
 Ignition Coil Supply Voltage Circuit Bank 1

DTC P135B

Ignition Coil Supply Voltage Circuit Bank 2

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
P0201, P0203, P0201, P0203,
Ignition Coil Supply Voltage Bank P0205, P0300, P0205, P0300,
- -
1 P0351, P0353, P0351, P0353,
P0355, P135A P0355, P135A
P0202, P0204, P0202, P0204,
Ignition Coil Supply Voltage Bank P0206, P0300, P0206, P0300,
- -
2 P0352, P0354, P0352, P0354,
P0356, P135B P0356, P135B

CIRCUIT/SYSTEM DESCRIPTION

The ignition system on this engine uses an individual module/coil for each cylinder. The engine control module
(ECM) monitors the ignition voltage from the fuse of each bank of coils to the ECM. The ECM uses this
information to determine if the misfire is ignition coil voltage related.

CONDITIONS FOR RUNNING THE DTC

 The ignition is ON.

 The ignition module supply voltage is less than 2.5 V.
 The DTCs run continuously when the above condition is met.

CONDITIONS FOR SETTING THE DTC

The ECM detects a fault in an ignition coil control circuit for 50 out of 63 samples. Each sample runs on a 6.25
ms loop.

ACTION TAKEN WHEN THE DTC SETS

DTCs P135A and P135B are Type A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P135A and P135B are Type A DTCs.

REFERENCE INFORMATION
Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

 Electronic Ignition System Description

 Engine Control Module Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Engine Control Module Scan Tool Information (LF1,LFW) or Engine Control Module Scan Tool
Information (LAF) for scan tool information

CIRCUIT/SYSTEM VERIFICATION

With the ignition ON, observe the following scan tool parameters for each cylinder:

 Ignition Coil Supply Voltage Bank 1

 Ignition Coil Supply Voltage Bank 2
 Each parameter should display ON.

CIRCUIT/SYSTEM TESTING

NOTE: The ignition circuit supplies voltage to other components. Make sure you test
all circuits for a short to ground or test all components for being shorted that
share the ignition circuit.

1. Ignition OFF, disconnect the harness connector at the appropriate T8 ignition coil.
2. Ignition ON, verify that a test lamp illuminates between the ignition voltage circuit terminal D and
ground of each T8 ignition coil.
  If the test lamp does not illuminate, test the circuit for a short to ground or an open/high resistance.
 If the circuit tests normal, with the ignition OFF, disconnect the harness connector at each T8
ignition coil and monitor the fuse while individually connecting each T8 ignition coil. If the fuse
opens, replace the appropriate T8 ignition coil.
3. Ignition OFF, disconnect the K20 ECM harness connector X1.
4. Ignition ON, connect a test lamp between the following ignition voltage circuits and ground:
 X1 67

 X1 62

The test lamp should illuminate on each circuit.

 If the test lamp does not illuminate, test the ignition circuit for an open/high resistance.
5. If all circuits/connections test normal, replace the K20 ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 T8 Ignition Coil Replacement - Bank 1

 T8 Ignition Coil Replacement - Bank 2
 Control Module References for K20 ECM replacement, setup, and programming

DTC P1400 (LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P1400

Cold Start Emission Reduction Control System

CIRCUIT/SYSTEM DESCRIPTION

The catalytic converter must be warmed to efficiently reduce the emissions. The cold start strategy is to reduce
the amount of time it takes to warm the catalytic converter. During a cold start, the engine idle speed is elevated
and spark timing is retarded to allow the catalyst to warm quickly. This diagnostic monitors the following to
build an exhaust energy model:

 Engine speed
  Spark advance
 Throttle position
 Engine coolant temperature
 Engine runtime
 Park/neutral position
 Vehicle speed

The actual model is then compared to the expected exhaust energy model.

CONDITIONS FOR RUNNING THE DTC

 The engine is running, and a cold start has been detected.

 Vehicle speed is less than 3 km/h (2 mph).
 The engine is at idle with no input from the accelerator pedal.
 The calculated catalyst temperature is less than 100°C (212°F).
 Engine coolant is greater than 10°C (50°F) and less than 56°C (132°F).
 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0120,
P0121, P0122, P0123, P0220, P0222, P0223, P0201, P0202, P0203, P0204, P0205, P0206, P0300,
P0335, P0336, P0351, P0352, P0353, P0501, P0502, P0506, P0507, P0601, P0602, P0603, P0604,
P0606, P0607, P060D, P062F, P0641, P0651, P1101, P1516, P1682, P2101, P2119, P2120, P2122,
P2123, P2125, P2127, P2128, P2135, P2138, P2176, P2610 are not set.

This DTC runs for 12 s within the first 17 s of start-up, or until the calculated catalyst temperature is greater
than 900°C (1,652°F). This diagnostic runs once per trip when a cold start has been determined.

CONDITIONS FOR SETTING THE DTC

The actual exhaust energy model does not match the expected exhaust energy model.

ACTION TAKEN WHEN THE DTC SETS

DTC P1400 is a Type A DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P1400 is a Type A DTC.

REFERENCE INFORMATION

Description and Operation

Engine Control Module Description

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

DIAGNOSTIC AIDS

Any loading of the engine that lowers engine RPM, such as with partial application of the clutch, A/C cycling
etc., during the first 17 s of engine run time may set this DTC.

CIRCUIT/SYSTEM VERIFICATION

1. Allow the engine to cool.

2. Start and idle the engine for at least 2 min.
3. DTC P1400 should run and pass.

CIRCUIT/SYSTEM TESTING

 Inspect the air intake system for the following:

 Damage, restriction, or modification

 Dirty or deteriorating air filter element

 Crankcase ventilation system for correct operation-Refer to Crankcase Ventilation System

Inspection/Diagnosis .
 Water intrusion

 Vacuum leak and other un-metered air downstream of the mass air flow (MAF) sensor

 Intake manifold leak

 Inspect the exhaust system for the following:

 Water intrusion

 Exhaust leak

 Damaged, restricted, modified or enhanced exhaust system-Refer to Symptoms - Engine

Exhaust .
 Inspect the engine mechanical for items that could alter the air flow into the combustion chamber. Refer
to Symptoms - Engine Mechanical .

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

DTC P150C (LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
  Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P150C

Transmission Control Module Engine Speed Request Signal Message Counter Incorrect

CIRCUIT/SYSTEM DESCRIPTION

This diagnostic applies to communication integrity between the engine control module (ECM) and the
transmission control module (TCM). The ECM determines that the engine speed signal counter is incorrect for
the current vehicle operation.

CONDITIONS FOR RUNNING THE DTC

 The ignition switch is in Unlock, Accessory, Run or Crank.

 The system voltage is more than 5.23 V.
 DTCs P0601, P0602, P0603, P0604, P0606, P0607, P062F, P0641, P0651, P2610 and U0101 are not set.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the TCM engine speed request circuit does not match the expected engine speed request
circuit. Each test runs in 5 milliseconds. This DTC runs continuously.

ACTION TAKEN WHEN THE DTC SETS

DTC P150C is a Type B DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P150C is a Type B DTC.

REFERENCE INFORMATION

Description and Operation

Engine Control Module Description

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Engine Control Module Scan Tool Information (LF1,LFW) or Engine Control Module Scan Tool
Information (LAF) for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. DTC U0101 should not be set.
 If DTC U0101 is set, repair that DTC first.

2. Observe the DTC information with a scan tool. DTCs P0601, P0603, P0604, P0606, P0607, P0610,
P062B, P0630, P167D or P2610 should not set. If a DTC failed this ignition, replace the K20 ECM.
Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

Replace the K71 TCM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for K71 ECM replacement, setup, and programming

DTC P1516, P2101, P2119, OR P2176 (LF1, LFW)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P1516

Throttle Actuator Control (TAC) Module Throttle Actuator Position Performance

DTC P2101

Throttle Actuator Position Performance

DTC P2119

Throttle Closed Position Performance

DTC P2176
 Minimum Throttle Position Not Learned

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0690,
P1516, P1516, P1516,
P1516, P1516, P2101,
Motor Control 1 P2101, P2101, P2101,
P2101, P2176
P2176 P2176 P2176
P2176
P1516, P1516, P1516, P1516,
P1516, P2101,
Motor Control 2 P2101, P2101, P2101, P2101,
P2176
P2176 P2176 P2176 P2176

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) controls the throttle valve by applying a varying voltage to the control
circuits of the throttle actuator control (TAC) motor. The ECM monitors the duty cycle that is required to
actuate the throttle valve. The ECM monitors the throttle position (TP) sensors 1 and 2 to determine the actual
throttle valve position.

CONDITIONS FOR RUNNING THE DTC

P1516

 The ignition voltage is greater than 6 V and reduced power is not active.
 The engine is running.
 DTCs P1516 runs continuously when the above conditions are met.

P2101

 DTC P1682 not set.

 The engine is running.
 The ECM has learned the minimum throttle position.
 The ignition voltage is greater than 6 V and reduced power is not active.
 DTCs P2101 run continuously when the above conditions are met.

P2119

 DTCs P0121, P0122, P0123, P0222, P0223, P0641, P0651, P0697, P06A3, or P2135 are not set.
 The ignition is ON.
 The ignition voltage is greater than 6 V.
 DTC P2119 runs continuously when the above conditions are met.
P2176

 DTCs P0068, P0122, P0123, P0222, P0223 are not set.

 The ignition is ON.
 The ignition voltage is greater than 6 V and reduced power is not active.
 DTC P2176 runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P1516

The ECM detect an inability to maintain a steady state throttle position for 4 s.

P2101

The ECM detects the difference between the actual throttle position, and the desired position is greater than 7
percent.

P2119

 The ECM detects that the throttle blade did not return to the default position, during power down, within
a calibrated amount of time.

or

 The ECM detects the throttle control is driving the throttle in the incorrect direction or exceeds the
reduced power limit.

P2176

The ECM detects that both throttle position sensors were greater than 0.95 V during the minimum learn
procedure.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P1516, P2101, and P2176 are type A DTCs.

 DTC P2119 is a type C DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

 DTCs P1516, P2101, and P2176 are type A DTCs.

 DTC P2119 is a type C DTC.

DIAGNOSTIC AIDS

 Inspect for a condition in which the throttle valve may have been held open. For example, ice may have
 formed in the throttle bore causing the throttle valve not to close.
 A high resistance condition on the throttle position and throttle actuator control circuits could cause a
DTC to set.
 A low battery condition may cause a DTC to set.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Throttle Actuator Control (TAC) System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

NOTE: A low battery voltage or charging system condition may cause a DTC to
set.

1. Ignition ON, observe the DTC information with a scan tool. Verify that DTC P0121, P0122, P0123,
P0222, P0223, P0562, P0621, P0622, P0625, P0626, or P2135 is not set.
 If a DTC sets, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further diagnosis.

2. Rapidly depress the accelerator pedal from the rest position to the wide open throttle position (WOT) and
release pedal. Repeat the procedure several times. DTCs P1516, P2101, P2119, or P2176 should not set.
3. Slowly depress the accelerator pedal to WOT and then slowly return the pedal to closed throttle. Repeat
 the procedure several times. DTCs P1516, P2101, P2119, or P2176 should not set.
4. Engine idling, observe the TAC Command parameter with a scan tool. The reading should display greater
than 0 %.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

WARNING: Turn OFF the ignition before inserting fingers into the throttle bore.
Unexpected movement of the throttle blade could cause personal
injury.

1. Ignition OFF, verify the following conditions do not exist with the Q38 throttle body assembly:
 A throttle blade that is not in the rest position

 A throttle blade that is binding open or closed

 A throttle blade that is free to move open or closed without spring pressure

 If a condition is found, replace the Q38 throttle body assembly.

NOTE: Disconnecting the throttle body harness connector may cause additional
DTCs to set.

2. Ignition OFF, disconnect the harness connector at the Q38 throttle body assembly.
3. Ignition ON, verify that a test lamp does not illuminate between each motor control circuit listed below
and ground.
 Motor control circuit terminal A

 Motor control circuit terminal B

 If test lamp illuminates, test the motor control circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
4. Ignition ON, verify that a test lamp does not illuminate between each motor control circuit listed below
and B+.
 Motor control circuit terminal A

 Motor control circuit terminal B

 If the test lamp illuminates, test the motor control circuit for a short to ground. If the circuit tests
normal, replace the K20 ECM.
5. Ignition OFF, set the DMM to the 40 V scale, select the Min/Max Recording Mode, and set the Peak
Min/Max response time to 1 ms.

NOTE:  The DMM Min/Max Recording Mode and the response time of 1 ms
must be reset after testing each circuit.
 The ignition must be OFF and the ECM completely powered down
before testing each circuit.
 6. Ignition OFF, measure the voltage using the DMM Min/Max Recording Mode function on each circuit
listed below as the ignition is turned ON. The Max voltage should be within 1 V of B+.
 Motor control circuit terminal A

 Motor control circuit terminal B

 If not within the specified range, test the circuit for an open/high resistance. If the circuit tests
normal, replace the K20 ECM.
7. If all circuits and connections test normal, replace the Q38 throttle body assembly.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Throttle Body Assembly Replacement (LF1)

 Control Module References for ECM replacement, setup, and programming

DTC P159F OR P15A0

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P159F

Fuel Economy Mode Switch Circuit Low Voltage

DTC P15A0

Fuel Economy Mode Switch Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
Fuel Economy Mode Switch 5 V P159F,
P159F P159F P15A0 P15A1
Reference P15A1
Fuel Economy Mode Switch Signal P159F P159F P159F P15A0 P15A1
Fuel Economy Mode Switch P15A0,
- P15A0 - P15A1
Ground P15A1

CIRCUIT DESCRIPTION
The ECM supplies 5 V reference voltage, through the 5 V reference voltage circuit, to the fuel economy mode
switch. The 5 V reference voltage causes current to flow through a series of resistors in the switch to the switch
ground circuit. The ECM monitors the reference voltage through a discrete fuel economy mode switch signal
circuit. When the switch button is momentarily pressed, the switch contacts allow the 5 V reference voltage to
by-pass one of the resistors. The ECM detects the resulting voltage drop as a fuel economy mode request and
sends a GMLAN message to the transmission control module (TCM) indicating the request. When the TCM
receives the request, throttle progressions and transmission shift points are modified to optimize fuel efficiency.
The instrument panel cluster (IPC) also receives the fuel economy mode request message from the ECM and
illuminates the fuel economy mode indicator lamp. The fuel economy mode switch must be pressed for between
0.094-1.5 s to activate the fuel economy mode. Voltage on the signal wire is normally between 1.45-3.45 V
with the switch depressed. When the switch is released, voltage on the signal wire is normally between 3.65-
4.45 V.

CONDITIONS FOR RUNNING THE DTC

 Ignition key must be turned to ON.

 DTCs P159F and P15A0 run continuously when the above condition is met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the voltage on the fuel economy mode switch signal wire is either too low or too high out
of range.

ACTION TAKEN WHEN THE DTC SETS

DTCs P159F and P15A0 are Type B DTCs

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P159F and P15A0 are Type B DTCs

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
  Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the scan tool Fuel Economy Mode parameter. The parameter should display
Inactive.
2. Ignition ON, command the Fuel Economy ON and OFF with a scan tool. The Fuel Economy Mode
parameter should display Active and Inactive as commanded.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: You must perform the Circuit/System Verification before proceeding with
Circuit/System Testing.

1. Ignition OFF, disconnect the X1 harness connector at the Fuel Economy Mode switch.
2. Test for less than 5 ohms between the ground circuit terminal 1 of the harness connector and ground.
 If greater than the specified range, test the ground circuit for a open/high resistance and repair as
necessary.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 3 of the harness connector and
ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Observe the scan tool Fuel Economy Mode Switch parameter. The parameter should display Circuit Low
Voltage.
 If the parameter does not display the specified value, test the signal circuit for a short to voltage. If
the circuit tests normal, replace the K20 ECM.
5. Connect a 3 A fused jumper wire between 5 V reference circuit terminal 3 of the harness connector and
signal circuit terminal 4 of the harness connector. Verify the scan tool Fuel Economy Mode Switch
parameter displays Circuit High Voltage.
6. If all scan tool parameter displays are normal, test or replace the S87 fuel economy mode switch.
COMPONENT TESTING

1. Disconnect the fuel economy mode switch and measure between the 5 V reference voltage circuit
terminal 3 of the switch and signal circuit terminal 4 of the switch for 266-294 ohms with a DMM.
 If the DMM does not measure between 266-294 ohms, replace the S87 fuel economy mode switch.

2. Measure between the 5 V reference voltage circuit terminal 3 of the switch and the ground circuit
terminal 1 of the switch for 1,414-1,562 ohms with a DMM.
 If the DMM does not measure between 1,414-1,562 ohms, replace the S87 fuel economy mode
switch.
3. With the fuel economy mode switch button depressed, measure between the 5 V reference voltage circuit
terminal 3 of the switch and the ground circuit terminal 1 of the switch for 486ohms538 ohms with a
DMM.
 If the DMM does not measure between 486-538 ohms, replace the S87 fuel economy mode switch.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Economy Indicator Switch Replacement

 Control Module References for ECM replacement, setup and programming

DTC P15A1
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P15A1

Fuel Economy Mode Switch Performance

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
Fuel Economy Mode Switch 5 V P159F,
P159F P159F P15A0 P15A1
Reference P15A1
Fuel Economy Mode Switch Signal P159F P159F P159F P15A0 P15A1
Fuel Economy Mode Switch P15A0,
- P15A0 - P15A1
Ground P15A1
CIRCUIT DESCRIPTION

The ECM supplies 5 V reference voltage, through the 5 V reference voltage circuit, to the fuel economy mode
switch. This 5 V reference voltage causes current to flow through a series of resistors in the switch to the switch
ground circuit. The ECM monitors the 5 V reference voltage through a discrete fuel economy mode switch
signal circuit. When the switch button is momentarily pressed, the switch contacts allow the 5 V reference
voltage signal to by-pass one of the resistors. The ECM detects the resulting voltage drop as a fuel economy
mode request and sends a GMLAN message to the transmission control module (TCM) indicating the request.
When the TCM receives the request, throttle progressions and transmission shift points are modified to optimize
fuel efficiency. The instrument panel cluster (IPC) also receives the fuel economy mode request message from
the ECM and illuminates the fuel economy mode indicator lamp. The fuel economy mode switch must be
pressed for between 0.094-1.5 s to activate the fuel economy mode. Voltage on the signal wire is normally
between 1.45-3.45 V with the switch depressed. When the switch is released, voltage on the signal wire is
normally between 3.65-4.45 V.

CONDITIONS FOR RUNNING THE DTC

 The ignition key is turned to ON.

 DTC P15A1 runs continuously when the above condition is met.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the voltage on the fuel economy mode switch signal wire is in an indeterminate range.

ACTION TAKEN WHEN THE DTC SETS

DTC P15A1 is a Type B DTC.

CONDITIONS FOR CLEARING THE MIL/DTC

DTC P15A1 is a Type B DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
  Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. If you cannot duplicate the condition, refer to Testing for Intermittent Conditions and Poor
Connections .
2. Verify that DTCs P159F and P015A0 are not set.
 If either or both of the DTCs are set, refer to Powertrain Diagnostic Trouble Code (DTC) Type
Definitions .
3. Engine running, observe the DTC information with a scan tool. DTC P15A1 should not set.
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

NOTE: You must perform the Circuit/System Verification before proceeding with
Circuit/System Testing.

1. Ignition OFF, disconnect the X1 harness connector at the Fuel Economy Mode switch.
2. Test for less than 5 ohms between the ground circuit terminal 1 of the harness connector and ground.
 If greater than the specified range, test the ground circuit for a high resistance and repair as
necessary.
3. Measure between the 5 V reference voltage circuit terminal 3 of the switch and signal circuit terminal 4 of
the switch for 266-294 ohms with a DMM.
 If the DMM does not measure between 266-294 ohms, replace the S87 fuel economy mode switch.

4. Measure between the 5 V reference voltage circuit terminal 3 of the switch and the ground circuit
terminal 1 of the switch for 1,414-1,562 ohms with a DMM.
 If the DMM does not measure between 1,414-1,562 ohms, replace the S87 fuel economy mode
switch.
5. With the fuel economy mode switch button depressed, measure between the 5 V reference voltage circuit
terminal 3 of the switch and the ground circuit terminal 1 of the switch for 486-538 ohms with a DMM.
 If the DMM does not measure between 486-538 ohms, replace the S87 fuel economy mode switch.

6. Disconnect the X2 harness connector at the ECM.

7. Measure the 5 V reference voltage circuit, between terminal 14 of the ECM harness connector and
 terminal 3 of the fuel economy mode switch harness connector, for less than 5 ohms.
 If greater than the specified range, repair or replace the 5 V reference voltage circuit as necessary.

8. Measure the signal circuit, between terminal 50 of the ECM harness connector and terminal 4 of the fuel
economy mode switch harness connector, for less than 5 ohms.
 If greater than the specified range, repair or replace the signal circuit as necessary.

9. If all circuits test normal, replace the K20 ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Economy Indicator Switch Replacement

 Control Module References for ECM replacement, setup and programming

DTC P163A
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P163A

Control Module Fuel Pressure Regulator 1 Control System Circuitry Performance

CIRCUIT/SYSTEM DESCRIPTION

This diagnostic applies to internal microprocessor integrity conditions within the engine control module (ECM).

CONDITIONS FOR RUNNING THE DTC

 The engine is running or cranking.

 The ignition voltage is between 8-18 V.
 DTC P163A runs continuously when the conditions are met for greater than 500 mS.

CONDITIONS FOR SETTING THE DTC

The ECM detects a condition with the integrated circuits of the high pressure fuel pump actuator driver module
or the ECM detects that the current used to drive the high pressure fuel pump actuator is out of range for greater
than 4 s.

ACTION TAKEN WHEN THE DTC SETS

DTC P163A is a Type C DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P163A is a Type C DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Engine Control Module Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the G18 high pressure fuel pump.

NOTE: The DMM and test leads must be calibrated to 0 ohms in order to prevent
misdiagnosis.

2. Test for 9-11 ohms at 25°C (77°F) between the low control circuit terminal 1 and the high control circuit
terminal 2.
 If not within the specified range, replace the G18 high pressure fuel pump.
 3. Measure the resistance between each terminal and the high pressure fuel pump housing. The DMM
should display OL.
 If less than the specified value, replace the G18 high pressure fuel pump.

4. Ignition OFF, verify that a test lamp does not illuminate between B+ and the low control circuit terminal
1.
 If the test lamp illuminates, test the low control circuit for a short to ground. If the circuit tests
normal, replace the K20 ECM.
5. Ignition ON, verify that a test lamp does not illuminate between ground and the high control circuit
terminal 2.
 If the test lamp illuminates, test the high control circuit for a short to voltage. If the circuit tests
normal, replace the K20 ECM.
6. Ignition ON, command the Fuel Pressure Regulator ON with a scan tool. Verify that the test lamp
illuminates.
 If the test lamp does not illuminate, test the high control circuit for a short to ground or an
open/high resistance. If the circuit tests normal, replace the K20 ECM.
7. Ignition OFF, connect a test lamp between the low control circuit terminal 1 and B+.
8. Ignition ON, command the Fuel Pressure Regulator ON with a scan tool. Verify that the test lamp
illuminates.
 If the test lamp does not illuminate, test the low control circuit for a short to voltage or an
open/high resistance. If the circuit tests normal, replace the K20 ECM.
9. If all circuits and the high pressure fuel pump test normal, replace the K20 ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Pump Replacement

 Control Module References for engine control module replacement, setup, and programming

DTC P1682
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P1682

Ignition 1 Switch Circuit 2

DIAGNOSTIC FAULT INFORMATION

Open/High
Circuit Short to Ground Resistance Short to Voltage
Engine Controls Ignition Relay Feedback
P1682 P1682 P0690
Signal, Engine Control Module Relay
Ignition 1 Signal, Run/Crank Relay 1 1 2
1. A short to ground or open/high resistance will cause a No Crank condition.
2. A short to voltage will cause the engine to continue to run with ignition OFF.

TYPICAL SCAN TOOL DATA

Ignition 1 Signal
Circuit Short to Ground Open Short to Voltage
Operating Conditions: Ignition ON, engine OFF, and ignition Run/Crank and engine control module
relays are commanded ON
Ignition 1 Signal, Run/Crank Relay 0V 0V B+
Engine Controls Ignition Relay
Feedback Signal, Engine Control 0V 0V B+
Module Relay

CIRCUIT/SYSTEM DESCRIPTION

There are 2 ignition voltage circuits supplied to the engine control module (ECM). The first ignition circuit is
provided by the engine control module relay through a fuse. This ignition voltage circuit supplies power to all
the internal ECM circuits associated with the throttle actuator control (TAC) operation. The second ignition
voltage circuit is supplied by the ignition Run/Crank relay through a fuse, and is used to power the remaining
internal ECM circuits. If the ECM detects a voltage difference between the 2 ignition voltage circuits, DTC
P1682 will set.

CONDITIONS FOR RUNNING THE DTC

 The ignition is ON.

 System voltage is more than 6 V.
 The engine control module relay is commanded ON.
 DTC P1682 runs continuously.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the voltage level difference is greater than 3 V between the 2 ignition voltage circuits for
less than 1 s.

ACTION TAKEN WHEN THE DTC SETS

DTC P1682 is a Type A DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P1682 is a Type A DTC.

REFERENCE INFORMATION

Schematic Reference

 Engine Controls Schematics

 Power Distribution Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Electrical Center Identification Views
 Probing Electrical Connectors
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

NOTE: On the scan tool, the engine control module relay is referred to as the engine
controls ignition relay.

1. Ignition ON, observe the DTC information with a scan tool. If DTCs P0685 or P0690 are set, diagnose
those DTCs first. DTC P1682 should not set.
2. Ignition ON, observe the scan tool Ignition 1 Voltage signal and the Engine Controls Ignition Relay
Feedback signal parameters. There should be no more than 3 V difference between the two parameters.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.
CIRCUIT/SYSTEM TESTING

NOTE: You must perform the Circuit/System Verification before proceeding with
Circuit/System Testing.

1. Ignition ON, observe the scan tool Ignition 1 Signal and the Engine Controls Ignition Relay Feedback
parameters to determine which is more than 3 V lower than the other.

NOTE: The Ignition 1 Signal is supplied by the ignition run/crank relay. The
Engine Controls Ignition Relay Feedback Signal is supplied by the engine
control module relay.

2. Ignition OFF, remove the relay that corresponds to the scan tool parameter that is more than 3 V lower.

NOTE: A resistance of 6 ohms or greater in the circuit/underhood fuse block will

cause the DTC to set.

3. Connect a 20 A fused jumper wire between B+ and the applicable ignition voltage circuit terminal 30
leading to the K20 ECM. Ignition ON, verify that the applicable scan tool parameter displays between 9-
14 V.
 If the applicable scan tool parameter is less than the specified value, test the ignition voltage circuit
for an open/high resistance. If the circuit tests normal, replace the K20 ECM.
4. Ignition OFF, connect a DMM set to the diode setting between the control circuit terminal 85 and ground.
Verify the DMM displays OL.
 If not the specified value, test the control circuit for a short to ground. If the circuit tests normal,
replace the K20 ECM.
5. Ignition ON, verify the DMM displays less than 1 V.
 If not the specified range, test the control circuit for a short to voltage or an open/high resistance. If
the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, replace the applicable relay.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Relay Replacement (Attached to Wire Harness) or Relay Replacement (Within an Electrical

Center)
 Control Module References for ECM replacement, setup, and programming

DTC P2122, P2123, P2127, P2128, OR P2138 (LF1, LFW)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
  Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P2122

Accelerator Pedal Position (APP) Sensor 1 Circuit Low Voltage

DTC P2123

Accelerator Pedal Position (APP) Sensor 1 Circuit High Voltage

DTC P2127

Accelerator Pedal Position (APP) Sensor 2 Circuit Low Voltage

DTC P2128

Accelerator Pedal Position (APP) Sensor 2 Circuit High Voltage

DTC P2138

Accelerator Pedal Position (APP) Sensor 1-2 Not Plausible

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P06A3,
Accelerator Pedal Position (APP) P06A3,
P2122, P2138 P2122 P2138
Sensor 1 5-Volt Reference Circuit P2135
P2135
Accelerator Pedal Position (APP)
P2122 P2138 P2122 P2123 P2138
Sensor 1 Signal
Accelerator Pedal Position (APP)
- P2138 P2123 - P2138
Sensor 1 Low Reference
P0106, P0106,
Accelerator Pedal Position (APP)
P0107, P2138 P2127 P0108, P2138
Sensor 2 5-Volt Reference Circuit
P0697 P0697
P06A3,
Accelerator Pedal Position (APP) P2123,
P2127 P2138 P2127 P2138
Sensor 2 Signal P2128,
P2138
Accelerator Pedal Position (APP)
- P2138 P2128 - P2138
Sensor 2 Low Reference
TYPICAL SCAN TOOL DATA

APP Sensor 1 and 2

Circuit Short to Ground Open Short to Voltage
Operating Conditions: The engine is operating at idle.
Parameter Normal Range: APP Sensor 1 0.88-1.08 V
Parameter Normal Range: APP Sensor 2 0.39-0.59 V
APP Sensor 1 5-Volt Reference 0.00 V 0.00 V 2-3 V
APP Sensor 1 Signal 0.00 V 0.00 V 4.98 V
APP Sensor 1 Low Reference - 4.94 V -
APP Sensor 2 5-Volt Reference 0.00 V 0.00 V 1.35 V
APP Sensor 2 Signal 0.00 V 0.00 V 2-5 V
APP Sensor 2 Low Reference - 4.92 V -

CIRCUIT/SYSTEM DESCRIPTION

The accelerator pedal assembly contains 2 accelerator pedal position (APP) sensors. The APP sensors are
mounted to the accelerator pedal assembly and are not serviceable. The APP sensors provide a signal voltage
that changes relative to pedal position. The engine control module (ECM) supplies each APP sensor with a 5-
volt reference circuit, a low reference circuit, and a signal circuit.

Both the APP sensors 1 and 2 signal percentages increase as the pedal is depressed, from approximately 0
percent at rest to above 95 percent when fully depressed.

CONDITIONS FOR RUNNING THE DTC

P2122, P2123, P2127, or P2128

 DTC P06A3 or P0697 are not set.

 The ignition is ON or the engine is operating.
 The ignition voltage is greater than 6 V.
 The ECM is not commanding reduced power.
 The DTCs run continuously when the above conditions are met.

P2138

 DTCs P06A3, P0697, P2122, P2123, P2127, or P2128 are not set.
 The ignition is ON or the engine is operating.
 The ignition voltage is greater than 6 V.
 The ECM is not commanding reduced power.
 The DTC runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P2122

The ECM detects that the APP sensor 1 voltage is less than 0.46 V for less than 1 s.

P2123

The ECM detects that the APP sensor 1 voltage is greater than 4.7 V for less than 1 s.

P2127

The ECM detects that the APP sensor 2 voltage is less than 0.32 V for less than 1 s.

P2128

The ECM detects that the APP sensor 2 voltage is greater than 2.6 V for less than 1 s.

P2138

The ECM detects that APP sensor 1 and APP sensor 2 disagree greater than 10 percent for less than 1 s.

OR

The ECM detects that both APP sensor 1 and APP sensor 2 are 5 percent greater than the learned minimum
position for less than 1 s.

ACTION TAKEN WHEN THE DTC SETS

 DTCs P2122, P2123, P2127, P2128, and P2138 are type A DTCs.
 The ECM commands the TAC system to operate in a Reduced Engine Power mode.

CONDITIONS FOR CLEARING THE DTC

DTCs P2122, P2123, P2127, P2128, and P2138 are type A DTCs.

DIAGNOSTIC AIDS

 If a shared 5-volt reference circuit is shorted to ground or shorted to a voltage, other 5-volt reference
circuits may be affected.
 The scan tool 5 volt reference parameter should display between 4.8-5.2 V.
 A high resistance condition on the accelerator pedal position circuits could cause a DTC to set.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Throttle Actuator Control (TAC) System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify DTCs P0697 or P06A3 are not set.
 If a DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) for further diagnosis.

2. Ignition ON, observe the scan tool Accelerator Pedal Position percentage parameter. The scan tool should
display 0 percent.
3. Observe the scan tool APP Sensor 1 and 2 Agree/Disagree parameter while performing the following
tests:
 Rapidly depress the accelerator pedal from the rest position to the wide open throttle position
(WOT) and release pedal. Repeat the procedure several times.
 Slowly depress the accelerator pedal to WOT and then slowly return the pedal to closed throttle.
Repeat the procedure several times.

The APP Sensor 1 and 2 Agree/Disagree parameter should display Agree.

4. Observe the DTC information with a scan tool. DTCs P2122, P2123, P2127, P2128, or P2138 should not
set.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING
 1. Ignition OFF, disconnect the harness connector at the B107 accelerator pedal assembly.
2. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power
down. Test for less than 5 ohms between the low reference circuit terminals listed below and ground.
 Low reference circuit terminal 4 or A

 Low reference circuit terminal 5 or D

 If greater than the specified range, test the appropriate low reference circuit for a short to voltage,
or an open/high resistance. If the circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between both 5-volt reference circuit terminals listed below and ground.
 5 volt reference circuit terminal 1 or C

 5 volt reference circuit terminal 2 or F

 If less than the specified range, test the appropriate 5-volt reference circuit for a short to ground or
open/high resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5-volt reference circuit for a short to voltage. If the
circuit tests normal, replace the K20 ECM.
4. Verify the appropriate APP sensor voltage parameter is at 0 V.
 If greater than the specified range, test the appropriate signal circuit terminal listed below for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
 APP sensor 1 signal circuit terminal 3 or E

 APP sensor 2 signal circuit terminal 6 or B

5. Install a 3 A fused jumper wire between the appropriate signal circuit listed below and the 5-volt
reference circuit terminal 1. Verify the appropriate APP sensor voltage parameter is greater than 4.8 V.
 APP sensor 1 signal circuit terminal 3 or E

 APP sensor 2 signal circuit terminal 6 or B

 If less than the specified range, test the appropriate signal circuit for a short to ground or an
open/high resistance. If the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, replace the B107 accelerator pedal assembly.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Accelerator Pedal Position Sensor Replacement

 Control Module References for ECM replacement, setup, and programming

DTC P2147, P2148, P2150, P2151, P2153, P2154, P2156, P2157, P216B,
P216C, P216E, OR P216F
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
  Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P2147

Cylinder 1 Injector High Control Circuit Low Voltage

DTC P2148

Cylinder 1 Injector High Control Circuit High Voltage

DTC P2150

Cylinder 2 Injector High Control Circuit Low Voltage

DTC P2151

Cylinder 2 Injector High Control Circuit High Voltage

DTC P2153

Cylinder 3 Injector High Control Circuit Low Voltage

DTC P2154

Cylinder 3 Injector High Control Circuit High Voltage

DTC P2156

Cylinder 4 Injector High Control Circuit Low Voltage

DTC P2157

Cylinder 4 Injector High Control Circuit High Voltage

DTC P216B

Cylinder 5 Injector High Control Circuit Low Voltage

DTC P216C

Cylinder 5 Injector High Control Circuit High Voltage

DTC P216E

Cylinder 6 Injector High Control Circuit Low Voltage

DTC P216F

Cylinder 6 Injector High Control Circuit High Voltage

DIAGNOSTIC FAULT INFORMATION

Short from
Supply Circuit
Short to Open/High Short to to Control
Circuit Ground Resistance Voltage Circuit
Direct Fuel Injector High Voltage
P2147 P0201 P2148 P1248
Supply Cylinder 1
Direct Fuel Injector High Voltage
P0261 P0201 P0262 P1248
Control Cylinder 1
Direct Fuel Injector High Voltage
P2150 P0202 P2151 P1249
Supply Cylinder 2
Direct Fuel Injector High Voltage
P0264 P0202 P0265 P1249
Control Cylinder 2
Direct Fuel Injector High Voltage
P2153 P0203 P2154 P124A
Supply Cylinder 3
Direct Fuel Injector High Voltage
P0267 P0203 P0268 P124A
Control Cylinder 3
Direct Fuel Injector High Voltage
P2156 P0204 P2157 P124B
Supply Cylinder 4
Direct Fuel Injector High Voltage
P0270 P0204 P0271 P124B
Control Cylinder 4
Direct Fuel Injector High Voltage
P216B P0205 P216C P124C
Supply Cylinder 5
Direct Fuel Injector High Voltage
P0273 P0205 P0274 P124C
Control Cylinder 5
Direct Fuel Injector High Voltage
P216E P0206 P216F P124D
Supply Cylinder 6
Direct Fuel Injector High Voltage
P0276 P0206 P0277 P124D
Control Cylinder 6

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to each fuel injector on the injector high voltage supply
circuits. The ECM energizes each fuel injector by grounding the high voltage control circuit of the fuel injector.
The ECM monitors the status of the injector high voltage supply circuits and the fuel injector high voltage
control circuits. When a fuel injector circuit condition is detected by the ECM, the affected fuel injector(s) is
disabled.

CONDITIONS FOR RUNNING THE DTC

 The engine is running.

  The ignition voltage is between 11-18 V.
 The DTCs run continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P2147, P2150, P2153, P2156, P216B, or P216E

The ECM detects the injector high voltage supply circuit is shorted to ground for greater than 2 s.

P2148, P2151, P2154, P2157, P216C, or P216F

The ECM detects the injector high voltage supply circuit is shorted to voltage for greater than 2 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P2147, P2148, P2150, P2151, P2153, P2154, P2156, P2157, P216B, P216C, P216E, and P216F are Type
A DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P2147, P2148, P2150, P2151, P2153, P2154, P2156, P2157, P216B, P216C, P216E, and P216F are Type
A DTCs.

DIAGNOSTIC AIDS

 Performing the fuel injector coil test may help isolate an intermittent condition. Refer to Fuel Injector
Solenoid Coil Test .
 If the condition is intermittent, move the related harnesses and connectors, with the engine operating,
while monitoring the scan tool Injector Control Circuit Status parameters. An Injector Control Circuit
Status parameter will change from OK or Not Run to Fault if there is a condition with the circuit or a
connection.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

  Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Observe the DTC information with a scan tool. DTC P0685 or P1682 should not set.
 If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine operating, observe the DTC information with a scan tool. DTC P2147, P2148, P2150, P2151,
P2153, P2154, P2156, P2157, P216B, P216C, P216E, or P216F should not set.
3. Observe the scan tool Current Misfire Counter parameters. The Current Misfire Counters should not
increment.
4. Ignition ON, observe the scan tool Cylinder 1-6 Injector Control Circuit Status parameters. Verify the
Injector Control Circuit Status parameters display OK.
5. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the appropriate multi-way harness connector X108 or X109, at the rear of the
intake manifold.
2. Ignition ON, observe the appropriate scan tool Cylinder 1-6 Injector Control Circuit Status. The
parameter should display Open.
 If not the specified value, test the appropriate high voltage supply circuit, ECM side, for a short to
ground or the appropriate high voltage control circuit, ECM side, for a short to voltage. If the
circuits test normal, replace the K20 ECM.
3. Ignition ON, connect a test lamp between the appropriate high voltage supply circuit and the high voltage
control circuit. The Injector Control Circuit Status should transition from Open to OK.
 If not the specified value, test for the following conditions in the ECM side of the harness:

 An open/high resistance in the high voltage supply circuit

 An open/high resistance in the high voltage control circuit

 A short to ground in the high voltage control circuit

 A short to voltage in the high voltage supply circuit

  If the circuits test normal, replace the K20 ECM.

NOTE: Testing for the following steps is performed on the fuel injector side of the
multi-way harness connector. It may be necessary to remove the intake
manifold to isolate the condition.

4. Ignition OFF, measure the resistance between the appropriate high voltage supply circuit and ground. The
DMM should display OL ohms.
 If less than the specified range, test the high voltage supply circuit and the high voltage control
circuit for a short to ground. If the circuits/connections test normal, test or replace the appropriate
Q17 fuel injector(s).
5. Test for 2-3 ohms between the appropriate high voltage supply circuit and high voltage control circuit.
 If less than the specified range, test for a short between the high voltage supply circuit and high
voltage control circuit. If the circuits/connections test normal, test or replace the appropriate Q17
fuel injector(s).
 If greater than the specified range, test the high voltage supply circuit and high voltage control
circuit for an open/high resistance. If the circuits/connections test normal, test or replace the
appropriate Q17 fuel injector.

COMPONENT TESTING

NOTE: The DMM and test leads must be calibrated to 0 ohms in order to prevent
misdiagnosis.

1. Remove the intake manifold and disconnect the appropriate Q17 fuel injector.
2. Test for 1.9-2.3 ohms at 20°C (68°F) between the high voltage supply circuit terminal 2 and the high
voltage control circuit terminal 1 at the Q17 fuel injector.
 If not within the specified range, replace the Q17 fuel injector.

3. Measure the resistance between each terminal at the Q17 fuel injector and the Q17 fuel injector
housing/case. The DMM should display OL ohms.
 If less than the specified value, replace the Q17 fuel injector.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Injection Fuel Rail Assembly Replacement - Bank 1 (LF1)

 Fuel Injection Fuel Rail Assembly Replacement - Bank 2 (LF1)
 Control Module References for ECM replacement, setup, and programming

DTC P219A OR P219B (LF1, LFW)

DIAGNOSTIC INSTRUCTIONS
  Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P219A

Air Fuel Imbalance Bank 1

DTC P219B

Air Fuel Imbalance Bank 2

CIRCUIT/SYSTEM DESCRIPTION

The Air Fuel Imbalance diagnostic detects a rich or lean cylinder to cylinder air/fuel ratio imbalance in each
bank. The diagnostic monitors the pre-catalyst heated oxygen sensor (HO2S) signal's frequency and amplitude
characteristics by calculating an accumulated voltage over a predetermined sample period. An imbalance is
indicated when multiple samples of the accumulated voltage are consistently higher than the desired value.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0053, P0059, P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0116, P0117, P0118, P0125,
P0128, P0131, P0132, P0133, P0134, P0135, P0151, P0152, P0153, P0154, P0155, P0178, P0179,
P0201-P0208, P0300, P0301-P0308, P0411, P0442, P0443, P0446, P0449, P0452, P0453, P0455, P0496,
P0606, P1133, P1153, P1516, P2101, P2135, P2176, P2269, P2440, P2444, P2A00, P2A03 are not set.
 The device control is not active.
 The intrusive diagnostics are not active.
 The engine overspeed protection is not active.
 Reduced power mode, ETC DTC, is not active.
 The power take-off (PTO) is not active.
 The traction control is not active.
 The fuel control is in air-fuel Closed Loop.
 The system voltage is more than 10 V, or less than 18 V.
 The engine coolant temperature (ECT) is greater than -20°C (-4°F).
 The engine speed is greater than 350 RPM, but less than 6,000 RPM.
 The mass air flow is greater than 11 g/s, but less than 510 g/s.
 Percent ethanol is less than 87 %.

CONDITIONS FOR SETTING THE DTC

Multiple samples of the pre-catalyst HO2S accumulated voltage are consistently greater than the desired value.
ACTION TAKEN WHEN THE DTC SETS

DTCs P219A and P219B are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P219A and P219B are Type B DTCs.

DIAGNOSTIC AIDS

 The air fuel imbalance diagnostic is very sensitive to heated oxygen sensor (HO2S) design. A non-OE
sensor or an incorrect part number may set a false DTC.
 Monitoring the misfire current counters, or misfire graph, may help to isolate the cylinder that is causing
the condition.
 E85 compatible engine only-Over-estimation of the ethanol content will result in a rich shift of fuel trim
values, and under-estimation will result in a lean shift of fuel trim values. A fuel trim DTC may set if the
learned alcohol content, Fuel Alcohol Content parameter on the scan tool, is different than the measured
alcohol content in the vehicle such that fuel trim values exceed failure threshold values. Refer to Fuel
Composition Diagnosis .

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Troubleshooting with a Test Lamp
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING
 1. Read and record the Freeze Frame/Failure Records data taking note of the speed and load at which the
DTC set.
2. Diagnose any other DTCs that are set. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
3. With the engine idling and the transmission in the Park or Neutral position, observe the manifold absolute
pressure (MAP) sensor parameter. The MAP sensor parameter should be between 20-48 kPa.
 If the MAP sensor parameter is not between 20-48 kPa, refer to DTC P0106 (LF1) or DTC P0107
or P0108 (w/LF1) .
4. Inspect the air induction system for modified, damaged, leaking, or restricted components.
5. Inspect the crankcase ventilation system for improper operation.
6. Inspect the vacuum hoses for splits, kinks, and improper connections.
7. Inspect for vacuum leaks at the intake manifold, the throttle body, and the injector O-rings.
8. Test for a restricted, damaged, leaking, or modified exhaust system from the catalytic converter forward.
Refer to Symptoms - Engine Exhaust .
9. Test the fuel injectors for improper operation. Refer to Fuel Injector Solenoid Coil Test .
10. Test for fuel contamination. Refer to Alcohol/Contaminants-in-Fuel Diagnosis for gasoline or Fuel
Composition Diagnosis for E85.
11. Test for excessive fuel in the crankcase due to leaking injectors.
12. Test the ignition system for improper operation. Refer to Electronic Ignition System Diagnosis .
13. Test the engine for any mechanical conditions such as sticking valves, lifters, etc., which could alter the
flow into the combustion chamber. Refer to Symptoms - Engine Mechanical .

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure. Verify the repair under
the same speed and load as noted in the Freeze Frame/Failure Records data recorded during testing.

DTC P2227-P2229, OR P2230 (LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P2227

Barometric Pressure (BARO) Sensor Performance

DTC P2228

Barometric Pressure (BARO) Sensor Circuit Low Voltage

DTC P2229

Barometric Pressure (BARO) Sensor Circuit High Voltage

DTC P2230

Barometric Pressure (BARO) Sensor Circuit Erratic

DIAGNOSTIC FAULT INFORMATION

Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
P0641, P2227,
5 V Reference P2228 P0641, P2229 P2227
P2228
Signal P2227, P2228 P2227, P2228 P2227, P2229 P2227
Low Reference - P2227, P2229 - P2227

TYPICAL SCAN TOOL DATA

BARO
Short to Short to
Circuit Ground Open Voltage
Operating Conditions: Ignition ON, Engine OFF
Parameter Normal Range: 56-105 kPa (8.1-15.2 psi), varies with altitude
127 kPa (18.4
5 V Reference 0 kPa (0 psi) 0 kPa (0 psi)
psi)
127 kPa (18.4
Signal 0 kPa (0 psi) 0 kPa (0 psi)
psi)
127 kPa (18.4
Low Reference - -
psi)

CIRCUIT/SYSTEM DESCRIPTION

The barometric pressure (BARO) sensor responds to changes in altitude and atmospheric conditions. This gives
the engine control module (ECM) an indication of barometric pressure. The ECM uses this information to
calculate fuel delivery. The BARO sensor provides a voltage signal to the ECM relative to the atmospheric
pressure changes. The ECM monitors the BARO sensor signal for a voltage outside of the normal range.

CONDITIONS FOR RUNNING THE DTC

P2227

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0117, P0118, P0121, P0122,
P0123, P0222, P0223, P1516, P2135, P2228 and P2229 are not set.
 Engine is running.
 OR

 DTCs P0106, P0107, P0108, P2228, P2229 and P2230 are not set and are not pending.
 Ignition ON, engine OFF.
 DTC P2227 runs continuously when the above conditions are met.

P2228 or P2229

 The engine is running.

 The DTCs run continuously when the above condition is met.

P2230

 The engine is running.

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0117, P0118, P0121, P0122,
P0123, P0222, P0223, P1516, P2135, P2228 and P2229 are not set.
 DTC P2230 runs continuously when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P2227

 Engine running, the ECM detects that the difference between the BARO signal and the calculated BARO
is greater than 15 kPa (2.2 psi) when the vehicle has traveled no more than 0.5 km (0.31 mi) since the last
calculated BARO update, or if the difference is greater than 25 kPa (3.6 psi) when the vehicle has
traveled greater than 0.5 km (0.31 mi) since the last calculated BARO update.
 Ignition ON, engine OFF, the ECM detects that the BARO pressure is less than 50 kPa (7.3 psi) or greater
than 115 kPa (16.7 psi).

P2228

The ECM detects that the BARO sensor voltage is less than 1.95 V for greater than 4 s.

P2229

The ECM detects that the BARO sensor voltage is greater than 4.5 V for greater than 4 s.

P2230

The ECM detects that the difference between the current BARO sensor reading and the previous BARO sensor
reading is greater than 10 kPa (1.5 psi) for less than 1 s.

ACTION TAKEN WHEN THE DTC SETS

DTCs P2227, P2228, P2229, and P2230 are Type B DTCs.

CONDITIONS FOR CLEARING THE MIL/DTC

DTCs P2227, P2228, P2229, and P2230 are Type B DTCs.

DIAGNOSTIC AIDS

Inspect the inlet port on the B17 BARO sensor for moisture or debris and attempt to dry or clean the inlet, if
contaminated.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify that DTC P0641 is not set.
 If the above DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 (ECM) .

2. Ignition ON, observe the scan tool BARO parameter. Compare the parameter to the Altitude Versus
Barometric Pressure table. The BARO parameter should be within the specified range indicated in the
table.
3. Engine running observe the DTC information with a scan tool. DTCs P2227, P2228, P2229, or P2230
should not set.
4. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
 Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the B17 BARO sensor.
2. Ignition OFF for 90 s, test for less than 5 ohms between the low reference circuit terminal 2 and ground.
 If greater than the specified range, test the low reference circuit for an open/high resistance. If the
circuit tests normal, replace the K20 ECM.
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal 1 and ground.
 If less than the specified range, test the 5 V reference circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
 If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Verify the scan tool BARO Sensor parameter is less than 1 kPa (0.2 psi).
 If greater than the specified range, test the signal circuit terminal 3 for a short to voltage. If the
circuit tests normal, replace the K20 ECM.
5. Install a 3 A fused jumper wire between the signal circuit terminal 3 and the 5 V reference circuit terminal
1. Verify the scan tool BARO Sensor parameter is greater than 127 kPa (18.4 psi).
 If less than the specified range, test the signal circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K20 ECM.
6. If the circuits test normal, replace the B17 BARO sensor.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Throttle Inlet Absolute Pressure Sensor Replacement for BARO sensor replacement
 Control Module References for engine control module replacement, setup, and programming

DTC P2270 OR P2272 (W/LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P2270

HO2S Signal Stuck Lean Bank 1 Sensor 2

DTC P2272
 HO2S Signal Stuck Lean Bank 2 Sensor 2

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0132, P0132, P0132,
P0133, P013A,
P0134, P0134, P0134,
P013B, P013C,
P0131, P0138, P0138, P0138,
P013D, P013E,
P0137, P0140, P0140, P0140,
HO2S High Signal P013F, P014A,
P0151, P0152, P0152, P0152,
P014B, P0153,
P0157 P0154, P0154, P0154,
P1133, P1153,
P0158, P0158, P0158,
P2A00, P2A03
P0160 P0160 P0160
P0132, P0132, P0132,
P0133, P013A,
P0134, P0134, P0134,
P013B, P013C,
P0131, P0138, P0138, P0138,
P013D, P013E,
P0137, P0140, P0140, P0140,
HO2S Low Signal P013F, P014A,
P0151, P0152, P0152, P0152,
P014B, P0153,
P0157 P0154, P0154, P0154,
P1133, P1153,
P0158, P0158, P0158,
P2A00, P2A03
P0160 P0160 P0160
P0030, P0030,
P0036, P0036,
P0030, P0050, P0050,
P0036, P0056, P0056,
P0050, P0132, P0132,
P0056, P0134, P0134,
P0132, P0135, P0135,
P0135, P0138, P0138, P0135, P0141,
HO2S Heater Voltage Supply P0690
P0138, P0140, P0140, P0155, P0161
P0141, P0141, P0141,
P0152, P0152, P0152,
P0155, P0154, P0154,
P0158, P0155, P0155,
P0161, * P0158, P0158,
P0160, P0160,
P0161 P0161

P0030, P0030, P0030,

P0036, P0036, P0036,
P0030, P0050, P0050, P0050,
P0036, P0056, P0056, P0056, P0135, P0141,
HO2S Heater Control P0050, P0132, P0132, P0132, P0155, P0161
P0053, P0134, P0134, P0134,
P0054, P0135, P0135, P0135,
P0056, P0138, P0138, P0138,
P0059, P0140, P0140, P0140,
 P0060, P0141, P0141, P0141,
P0135, P0152, P0152, P0152,
P0141, P0154, P0154, P0154,
P0155, P0155, P0155, P0155,
P0161 P0158, P0158, P0158,
P0160, P0160, P0160,
P0161 P0161 P0161
* Opens Fuse

TYPICAL SCAN TOOL DATA

HO2S Sensor 1 Voltage, HO2S Sensor 2 Voltage

Circuit Short to Ground Open Short to Voltage
Parameter Normal Range: 200-800 mV
Approximately 1.27 Approximately 1.27
HO2S High Signal 0.00 V
V V
Approximately 1.27 Approximately 1.27
HO2S Low Signal 0.00 V
V V

CIRCUIT/SYSTEM DESCRIPTION

The heated oxygen sensors (HO2S) are used for fuel control and catalyst monitoring. Each HO2S compares the
oxygen content of the surrounding air with the oxygen content of the exhaust stream. When the engine is
started, the control module operates in an Open Loop mode, ignoring the HO2S signal voltage while calculating
the air-to-fuel ratio. While the engine runs, the HO2S heats up and begins to generate a voltage within a range
of 0-1,275 mV. Once sufficient HO2S voltage fluctuation is observed by the control module, Closed Loop is
entered. The control module uses the HO2S voltage to determine the air-to-fuel ratio. An HO2S voltage that
increases toward 1,000 mV indicates a rich fuel mixture. An HO2S voltage that decreases toward 0 mV
indicates a lean fuel mixture.

The heating elements inside each HO2S heat the sensor to bring the sensor up to operating conditions faster.
This allows the system to enter Closed Loop earlier and the control module to calculate the air-to-fuel ratio
sooner.

CONDITIONS FOR RUNNING THE DTC

 DTCs P0036, P0037, P0038, P0137, P0138, P0140, P0141, P0443, P0458, P0459, P2232 are not set.
 The ignition voltage is between 10-32 V.
 The engine speed is between 1,225-2,100 RPM.
 The mass air flow (MAF) is between 4-13 g/s.
 The vehicle speed is between 64-125 km/h (40-78 mph).
 The fuel level is greater than 10 %.
 The fuel system is in Closed Loop.
 The predicted catalytic converter temperature is between 615-980°C (1,139-1,796°F).
  The HO2S is ON for more than 180 s.
 The DTCs run once per ignition cycle when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P2270

The ECM does not detect a HO2S voltage greater than 800 mV before accumulated mass air flow exceeds 62
grams.

P2272

The ECM does not detect a HO2S voltage greater than 800 mV before the accumulated mass air flow exceeds
62 grams.

ACTION TAKEN WHEN THE DTC SETS

DTCs P2270 and P2272 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P2270 and P2272 are Type B DTCs.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
 Heated Oxygen Sensor Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify no B52 HO2S heater DTCs are set.
 If a B52 HO2S heater DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine running, observe the appropriate scan tool B52 HO2S voltage parameter. The reading should be
within the range of 50-1,050 mV.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the appropriate B52 HO2S harness connector.

2. Ignition ON, observe the appropriate scan tool HO2S voltage parameter. The parameter should display
1.27 V.
 If less than the specified range, test the high and low signal circuits for a short to ground. If both
signal circuit test normal, replace the K20 ECM.
3. Ignition ON, test for 2.5-3.0 V between the high signal circuit terminal B and ground.
 If less than the specified range, test the high signal circuit for an open/high resistance. If the circuit
tests normal, replace the K20 ECM.
 If greater than the specified range, test the high signal circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Ignition OFF, connect a 3 A fused jumper wire between the high signal circuit terminal B and the low
signal circuit terminal A.

NOTE: The low signal circuit is tied to a pull-up circuit within the ECM. A voltage
of 0.90-1.10 V on the low signal circuit is normal.

5. Ignition ON, verify the scan tool HO2S parameter displays 0.0 V.
 If greater than the specified range, test the low signal circuit for an open/high resistance or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, test or replace the appropriate B52 HO2S.

REPAIR PROCEDURES

CAUTION: Refer to Heated Oxygen Sensor Resistance Learn Reset Caution .

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Heated Oxygen Sensor Replacement - Bank 1 Sensor 2 (LF1)

  Heated Oxygen Sensor Replacement - Bank 2 Sensor 2
 Control Module References for ECM replacement, setup, and programming

DTC P2271 OR P2273 (W/LF1)

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P2271

HO2S Signal Stuck Rich Bank 1 Sensor 2

DTC P2273

HO2S Signal Stuck Rich Bank 2 Sensor 2

DIAGNOSTIC FAULT INFORMATION

Short to High Short to Signal

Circuit Ground Resistance Open Voltage Performance
P0132, P0132, P0132,
P0133, P013A,
P0134, P0134, P0134,
P013B, P013C,
P0131, P0138, P0138, P0138,
P013D, P013E,
P0137, P0140, P0140, P0140,
HO2S High Signal P013F, P014A,
P0151, P0152, P0152, P0152,
P014B, P0153,
P0157 P0154, P0154, P0154,
P1133, P1153,
P0158, P0158, P0158,
P2A00, P2A03
P0160 P0160 P0160
P0132, P0132, P0132,
P0133, P013A,
P0134, P0134, P0134,
P013B, P013C,
P0131, P0138, P0138, P0138,
P013D, P013E,
P0137, P0140, P0140, P0140,
HO2S Low Signal P013F, P014A,
P0151, P0152, P0152, P0152,
P014B, P0153,
P0157 P0154, P0154, P0154,
P1133, P1153,
P0158, P0158, P0158,
P2A00, P2A03
P0160 P0160 P0160

P0030, P0030,
P0036, P0036,
P0030, P0050, P0050,
P0036, P0056, P0056,
 P0050, P0132, P0132,
P0056, P0134, P0134,
P0132, P0135, P0135,
P0135, P0138, P0138,
P0138, P0140, P0140,
P0141, P0141, P0141, P0135, P0141,
HO2S Heater Voltage Supply P0690
P0152, P0152, P0152, P0155, P0161
P0155, P0154, P0154,
P0158, P0155, P0155,
P0161, * P0158, P0158,
P0160, P0160,
P0161 P0161
P0030, P0030, P0030,
P0036, P0036, P0036,
P0030, P0050, P0050, P0050,
P0036, P0056, P0056, P0056,
P0050, P0132, P0132, P0132,
P0053, P0134, P0134, P0134,
P0054, P0135, P0135, P0135,
P0056, P0138, P0138, P0138, P0135, P0141,
HO2S Heater Control
P0059, P0140, P0140, P0140, P0155, P0161
P0060, P0141, P0141, P0141,
P0135, P0152, P0152, P0152,
P0141, P0154, P0154, P0154,
P0155, P0155, P0155, P0155,
P0161 P0158, P0158, P0158,
P0160, P0160, P0160,
P0161 P0161 P0161
* Opens Fuse

TYPICAL SCAN TOOL DATA

HO2S Sensor 1 Voltage, HO2S Sensor 2 Voltage

Circuit Short to Ground Open Short to Voltage
Parameter Normal Range: 200-800 mV
Approximately 1.27 Approximately 1.27
HO2S High Signal 0.00 V
V V
Approximately 1.27 Approximately 1.27
HO2S Low Signal 0.00 V
V V

CIRCUIT/SYSTEM DESCRIPTION

The heated oxygen sensors (HO2S) are used for fuel control and catalyst monitoring. Each HO2S compares the
oxygen content of the surrounding air with the oxygen content of the exhaust stream. When the engine is
started, the control module operates in an Open Loop mode, ignoring the HO2S signal voltage while calculating
the air-to-fuel ratio. While the engine runs, the HO2S heats up and begins to generate a voltage within a range
of 0-1,275 mV. Once sufficient HO2S voltage fluctuation is observed by the control module, Closed Loop is
entered. The control module uses the HO2S voltage to determine the air-to-fuel ratio. An HO2S voltage that
increases toward 1,000 mV indicates a rich fuel mixture. An HO2S voltage that decreases toward 0 mV
indicates a lean fuel mixture.

The heating elements inside each HO2S heat the sensor to bring the sensor up to operating conditions faster.
This allows the system to enter Closed Loop earlier and the control module to calculate the air-to-fuel ratio
sooner.

CONDITIONS FOR RUNNING THE DTC

 Before the ECM can report DTC P2271, or P2273 failed, DTCs P013A, P013C, P013E, P014A, P2270,
and P2272 must run and pass.
 DTCs P0036, P0037, P0038, P0137, P0138, P0140, P0141, P0443, P0458, P0459, P2232 are not set.
 The ignition voltage is between 10-32 V.
 The engine speed is between 1,225-2,100 RPM.
 The mass air flow (MAF) is between 4-13 g/s.
 The vehicle speed is between 64-125 km/h (40-78 mph).
 The fuel level is greater than 10 %.
 The fuel system is in Closed Loop.
 The predicted catalytic converter temperature is between 615-980°C (1,139-1,796°F).
 The HO2S heater is ON for more than 180 s.
 The DTCs run once per ignition cycle, during decel fuel cut-off, when the above conditions are met.

CONDITIONS FOR SETTING THE DTC

P2271

The ECM does not detect an HO2S voltage less than 100 mV before accumulated mass air flow exceeds 36
grams.

P2273

The ECM does not detect an HO2S voltage less than 100 mV before the accumulated mass air flow exceeds 36
grams.

ACTION TAKEN WHEN THE DTC SETS

DTCs P2271 or P2273 are Type B DTCs.

CONDITIONS FOR CLEARING THE DTC

DTCs P2271 or P2273 are Type B DTCs.

REFERENCE INFORMATION
Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs
 Heated Oxygen Sensor Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the DTC information with a scan tool. Verify no B52 HO2S heater DTCs are set.
 If a B52 HO2S heater DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Engine running, observe the appropriate scan tool B52 HO2S voltage parameter. The reading should be
within the range of 50-1,050 mV.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the appropriate B52 HO2S harness connector.

2. Ignition ON, observe the appropriate scan tool HO2S voltage parameter. The parameter should display
1.27 V.
 If less than the specified range, test the high and low signal circuits for a short to ground. If both
signal circuit test normal, replace the K20 ECM.
3. Ignition ON, test for 2.5-3.0 V between the high signal circuit terminal B and ground.
 If less than the specified range, test the high signal circuit for an open/high resistance. If the circuit
tests normal, replace the K20 ECM.
  If greater than the specified range, test the high signal circuit for a short to voltage. If the circuit
tests normal, replace the K20 ECM.
4. Ignition OFF, connect a 3 A fused jumper wire between the high signal circuit terminal B and the low
signal circuit terminal A.

NOTE: The low signal circuit is tied to a pull-up circuit within the ECM. A voltage
of 0.90-1.10 V on the low signal circuit is normal.

5. Ignition ON, verify the scan tool HO2S parameter displays 0.0 V.
 If greater than the specified range, test the low signal circuit for an open/high resistance or for a
short to voltage. If the circuit tests normal, replace the K20 ECM.
6. If all circuits test normal, test or replace the appropriate B52 HO2S.

REPAIR PROCEDURES

CAUTION: Refer to Heated Oxygen Sensor Resistance Learn Reset Caution .

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Heated Oxygen Sensor Replacement - Bank 1 Sensor 2 (LF1)

 Heated Oxygen Sensor Replacement - Bank 2 Sensor 2
 Control Module References for ECM replacement, setup, and programming

DTC P2534
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P2534

Ignition 1 Switch Circuit Low Voltage

DIAGNOSTIC FAULT INFORMATION

Short to Open or High Short to Signal

Circuit Ground Resistance Voltage Performance
IGN Voltage P2534 P2534 - -
CIRCUIT/SYSTEM DESCRIPTION

The fuel pump control module monitors the ignition voltage circuit in order to determine if the voltage is within
the normal operating range.

CONDITIONS FOR RUNNING THE DTC

The engine is running.

CONDITIONS FOR SETTING THE DTC

The FPCM detects that the IGN voltage is less than 6.0 V.

ACTION TAKEN WHEN THE DTC SETS

DTC P2534 is a Type A DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P2534 is a Type A DTC.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Verify that DTC P0562 is not set.

 If DTC P0562 is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Ignition OFF, disconnect the harness connector of the K27 fuel pump control module.
3. Ignition ON, test for greater than 11 V between the IGN voltage circuit terminal 21 and ground.
 If less than the specified voltage, test the IGN voltage circuit for a short to ground or an open/high
resistance. If the circuit tests normal and the CCM/RUN/CRK fuse is open, test the voltage circuit
for a short to ground. If the circuit tests normal, test or replace the Run/Crank relay.
4. If all circuits test normal, replace the K27 fuel pump control module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Relay Replacement (Attached to Wire Harness) or Relay Replacement (Within an Electrical

Center)
 Control Module References for fuel pump control module replacement, setup, and programming

DTC P2544
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for a overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTORS

DTC P2544

Transmission Torque Request Circuit

DTC P2544

Transmission Torque Request Signal Message Counter Incorrect

CIRCUIT/SYSTEM DESCRIPTION

To improve shift feel, the transmission control module (TCM) is constantly sending the engine control module
(ECM) serial data messages with information regarding it's request for modifying engine speed or torque. The
serial data messages are sent through two circuits which are part of a communication network called the
controller area network (CAN). The ECM sets DTC P2544 when it detects a discrepancy in the structure of the
message causing the integrity of the message to be questioned.

An intermittent fault in the CAN circuits will cause the ECM to set DTC P2544.

CONDITIONS FOR RUNNING THE DTC

 The engine run time is greater than 0.5 s.

 No other CAN errors are present.

CONDITIONS FOR SETTING THE DTC

The ECM detects that the engine speed and torque modification messages from the TCM are either corrupted or
intermittently missing for greater than 4 s.

ACTION TAKEN WHEN THE DTC SETS

 DTC P2544 is a Type B DTC.

 The TCM commands maximum line pressure during shifts, which results in harsh shifts.
 The TCM freezes adaptive functions.

CONDITIONS FOR CLEARING THE DTC

DTC P2544 is a Type B DTC.

REFERENCE INFORMATION

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

CIRCUIT/SYSTEM VERIFICATION

1. DTC P2544 is an informational DTC. Diagnose all other engine control DTCs prior to DTC P2544. Refer
to Diagnostic Trouble Code (DTC) List - Vehicle .
2. If there are no other engine controls DTCs, diagnosis is accomplished by looking for an intermittent CAN
circuit fault. Refer to Scan Tool Does Not Communicate with High Speed GMLAN Device .

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for TCM replacement, setup, and programming.

DTC P2635
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC DESCRIPTOR

DTC P2635

Fuel Pump Flow Performance

DIAGNOSTIC FAULT INFORMATION

Short to Open or High Short to Signal

Circuit Ground Resistance Voltage Performance
Control P0231 P023F P0232 P023F, P2635
Low Reference - P023F - P023F, P2635

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is on. The voltage from the ECM to the fuel pump control module remains active for 2 seconds,
unless the engine is in crank or run. While this voltage is being received, the fuel pump control module closes
the ground switch of the fuel pump and also supplies a varying voltage to the fuel tank pump module in order to
maintain the desired fuel rail pressure.

CONDITIONS FOR RUNNING THE DTC

 DTC P018B, P018C, P018D, P0231, P0232, P023F, P064A, P1255 or P06A6 are not active.
 DTC P0641 has not failed this ignition cycle.
 Fuel pump control is enabled and the fuel pump control state is normal.
 The system voltage is greater than 11 V.
 The engine has been running for more than 30 seconds.

CONDITIONS FOR SETTING THE DTC

This DTC sets when the fuel pump control module detects a predetermined fuel pressure performance
degradation between the desired fuel rail pressure and the current estimated fuel rail pressure.

ACTION TAKEN WHEN THE DTC SETS

DTC P2635 is a Type B DTC.

CONDITIONS FOR CLEARING THE DTC

DTC P2635 is a Type B DTC.

DIAGNOSTIC AIDS

Using the Failure Records data may help locate an intermittent condition. If you cannot duplicate the DTC, the
information in the Failure Records can help determine how many miles since the DTC set. The Fail Counter and
Pass Counter can help determine how many ignition cycles that the diagnostic test reported a pass and/or a fail.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM TESTING

1. Verify that DTCs P018C, P018D, P0231, P0232, or P023F are not set.
 If the DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Ignition OFF, disconnect the harness connector at the G12 fuel pump.
3. Ignition ON, test for less than 5.0 ohms between the G12 fuel pump low reference circuit terminal 2 and
ground.
 If greater than the specified range, test the G12 fuel pump low reference circuit for a high
 resistance. If the circuit tests normal, replace the K27 fuel pump control module.
4. Ignition OFF, install a test lamp between the control circuit terminal 1 and the low reference circuit
terminal 2.
5. Ignition ON, command the Fuel Pump Relay ON and OFF with a scan tool. The test lamp should turn ON
and OFF when changing between the commanded states.
 If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests
normal, replace the K27 fuel pump control module.
 If the test lamp is always OFF, test the control circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump control module.
6. Perform the Fuel System Diagnosis to verify proper fuel pressure.
 If the fuel pressure is not normal, replace the G12 fuel pump

7. If all circuits test normal, replace the K27 fuel pump control module.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Tank Fuel Pump Module Replacement

 Control Module References for fuel pump control module replacement, setup, and programming
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

REPAIR INSTRUCTIONS
CRANKSHAFT POSITION SYSTEM VARIATION LEARN

NOTE: The Crankshaft Position System Variation Learn procedure is also required
when the following service procedures have been performed, regardless of
whether DTC P0315 is set:

 An engine replacement
 An engine control module (ECM) replacement
 A crankshaft balancer replacement
 A crankshaft replacement
 A crankshaft position sensor replacement
 Any engine repairs which disturb the crankshaft to crankshaft position
sensor relationship.

NOTE: The ECM monitors certain component signals to determine if all the conditions
are met to continue with the crankshaft position System Variation Learn
Procedure.

1. Install a scan tool.

2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to
Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set.
3. With a scan tool, select the Crankshaft Position System Variation Learn Procedure and perform the
following:
1. Block drive wheels.
2. Set parking brake.
3. DO NOT apply brake pedal.
4. Cycle ignition from OFF to ON.
5. Apply and hold brake pedal for the duration of the procedure.
6. Start and idle engine.
7. Turn the air conditioning (A/C) OFF.
8. The vehicle must remain in Park or Neutral.

NOTE: While the learn procedure is in progress, release the throttle

immediately when the engine starts to decelerate. The engine control
is returned to the operator and the engine responds to throttle
position after the learn procedure is complete.
 9. Accelerate to wide open throttle (WOT) and release when the fuel cut-off occurs.
4. The scan tool displays Test In Progress.
5. The scan tool displays Learn Successful.
6. Verify DTC P0315 ran and passed This Ignition Cycle.
 If DTC P0315 failed or did not run This Ignition Cycle, or another DTC is present, refer to
Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set.
7. Once the Learn Procedure has successfully completed, and in order to store the crankshaft position
system variation values in the ECM, turn OFF the ignition and verify all vehicle systems are OFF. This
may take up to 2 minutes.

ENGINE CONTROL MODULE REPLACEMENT

Fig. 1: Engine Control Module

Courtesy of GENERAL MOTORS CORP.
Callout Component Name
1 Engine Control Module Cover

Engine Control Module

CAUTION:
 Turn the ignition OFF when installing or removing the control module connectors
and disconnecting or reconnecting the power to the control module (battery
cable, powertrain control module (PCM)/engine control module (ECM)/transaxle
control module (TCM) pigtail, control module fuse, jumper cables, etc.) in order to
prevent internal control module damage.
 Control module damage may result when the metal case contacts battery voltage.
DO NOT contact the control module metal case with battery voltage when
servicing a control module, using battery booster cables, or when charging the
vehicle battery.
 In order to prevent any possible electrostatic discharge damage to the control
module, do no touch the connector pins or the soldered components on the
circuit board.
 Remove any debris from around the control module connector surfaces before
servicing the control module. Inspect the control module connector gaskets
when diagnosing or replacing the control module. Ensure that the gaskets are
installed correctly. The gaskets prevent contaminant intrusion into the control
module.
 The replacement control module must be programmed.
2
CAUTION:
In order to prevent any possible electrostatic discharge damage to the ECM, do not
touch the connector pins.

Procedure

1. Tip:

It is necessary to record the remaining engine oil life. If the replacement module is
not programed with the remaining engine oil life, the engine oil life will default to
100 percent. If the replacement module is not programmed with the remaining engine
oil life, the engine oil will need to be changed at 5000 km (3,000 mi) from the last
engine oil change.

Tip:

It is necessary to record the remaining automatic transmission fluid life. If the

replacement module is not programed with the remaining automatic transmission
fluid life, the automatic transmission fluid life will default to 100 percent. If the
replacement module is not programmed with the remaining automatic transmission
fluid life, the automatic transmission fluid will need to be changed at 83000 km
(50,000 mi) from the last automatic transmission fluid change.
 2. Disconnect the negative battery cable. Refer to Battery Negative Cable
Disconnection and Connection .
3. Disconnect the electrical connectors.
4. If replacing ECM, reprogram the ECM. Refer to Control Module References

THROTTLE/IDLE LEARN (LF1, LFW)

Description

The engine control module (ECM) learns the airflow through the throttle body to ensure the correct idle. The
learned airflow values are stored within the ECM. These values are learned to adjust for production variation
and will continuously learn during the life of the vehicle to compensate for reduced airflow due to throttle body
coking. Anytime the throttle body airflow rate changes, for example due to cleaning or replacing, the values
must be relearned.

An engine that had a heavily coked throttle body that has been cleaned or replaced may take several drive
cycles to learn out the coking. To accelerate the process, the scan tool has the ability to reset all learned values
back to zero. A new ECM will also have values set to zero.

The idle may be unstable or a DTC may set if the learned values do not match the actual airflow.

Conditions for Running the Throttle Learn Procedure

Reset Procedure

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0116, P0117, P0118, P0120, P0122, P0123,
P0128, P0171, P0172, P0174, P0175, P0201, P0202, P0203, P0204, P0205, P0206, P0220, P0222,
P0223, P0300, P0351, P0352, P0353, P0496, P0601, P0604, P0606, P060D, P0641, P0651, P1516,
P2101, P2119, P2120, P2122, P2123, P2125, P2127, P2128, P2135, P2138, or P2176 are not set.
 Ignition ON, engine OFF.
 The vehicle speed sensor (VSS) is 0 km/h (0 mph).

Learn Procedure

 DTCs P0068, P0101, P0102, P0103, P0106, P0107, P0108, P0116, P0117, P0118, P0120, P0122, P0123,
P0128, P0171, P0172, P0174, P0175, P0201, P0202, P0203, P0204, P0205, P0206, P0220, P0222,
P0223, P0300, P0351, P0352, P0353, P0496, P0601, P0604, P0606, P060D, P0641, P0651, P1516,
P2101, P2119, P2120, P2122, P2123, P2125, P2127, P2128, P2135, P2138, or P2176 are not set.
 The engine speed is between 450-4,000 RPM.
 The manifold absolute pressure (MAP) is greater than 5 kPa.
 The mass air flow (MAF) is greater than 2 g/s.
 The ignition voltage is greater than 10 volts.

Throttle Learn
Reset Procedure (Performed after the throttle body is cleaned or replaced)

1. Ignition ON, engine OFF, perform the Idle Learn Reset in Module Setup with a scan tool.
2. Start the engine and monitor the TB Idle Airflow Compensation parameter. The TB Idle Airflow
Compensation value should equal 0 percent and the engine should be idling at a normal idle speed.
3. Clear the DTCs and return to the diagnostic that referred you here.

Learn Procedure (Performed after the ECM is flashed or replaced)

NOTE: Do NOT perform this procedure if DTCs are set. Refer to Diagnostic
Trouble Code (DTC) List - Vehicle .

1. Start and idle the engine for 3 minutes.

2. With a scan tool, monitor the Desired Idle Speed and the actual Engine Speed.
3. The ECM will start to learn the new idle cells and Desired Idle Speed should start to decrease.
4. Ignition OFF for 60 seconds.
5. Start and idle the engine for 3 minutes.
6. After the 3 minute run time the engine should be idling normal.

NOTE: During the drive cycle the check engine light may come on with idle
speed DTCs. If idle speed codes are set, clear codes so the ECM can
continue to learn.

 If the engine idle speed has not been learned the vehicle will need to be driven at speeds above 70
km/h (44 mph) with several decelerations and extended idles.
7. After the drive cycle, the engine should be idling normally.
 If the engine idle speed has not been learned, turn OFF the ignition for 60 seconds and repeat step
6.
8. Once the engine speed has returned to normal, clear DTCs and return to the diagnostic that referred you
here.

ENGINE COOLANT TEMPERATURE SENSOR REPLACEMENT (LF1)

Fig. 2: Engine Coolant Temperature Sensor (LF1)
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Partially drain the cooling system. Refer to Cooling System Draining and Filling (Static) or Cooling
System Draining and Filling (GE 47716) .
Engine Coolant Temperature Sensor

CAUTION:
Refer to Fastener Caution .

1 Procedure

1. Reposition the sensor heat shield.

2. Disconnect the ECT sensor harness connector.

Tighten: 20 N.m (35 lb in)

MASS AIRFLOW SENSOR WITH INTAKE AIR TEMPERATURE SENSOR REPLACEMENT

Fig. 3: Mass Airflow Sensor With Intake Air Temperature Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Mass Airflow Sensor Fastener (Qty: 2)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 4 N.m (35 lb in)

Mass Airflow Sensor with Intake Air Temperature Sensor
2 Procedure:
Disconnect the electrical connector.

MANIFOLD ABSOLUTE PRESSURE SENSOR REPLACEMENT

Fig. 4: Manifold Absolute Pressure Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
Manifold Absolute Pressure Sensor Fastener

CAUTION:
1
Refer to Fastener Caution .

Tighten: 4 N.m(35 lb in)

Manifold Absolute Pressure Sensor
2 Procedure:
Disconnect the electrical connector.

THROTTLE INLET ABSOLUTE PRESSURE SENSOR REPLACEMENT

Fig. 5: Throttle Inlet Absolute Pressure Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Throttle Inlet Absolute Pressure Sensor Fastener

CAUTION:
1
Refer to Fastener Caution .

Tighten: 4 N.m (35 lb in)

Throttle Inlet Absolute Pressure Sensor
2 Procedure:
Disconnect the electrical connector.

HEATED OXYGEN SENSOR REPLACEMENT - BANK 1 SENSOR 1 (LF1)

Fig. 6: Heated Oxygen Sensor - Bank 1 Sensor 1 (LF1)
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure

1. If equipped with FWD, raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
2. If equipped with AWD, lower the front suspension frame. Refer to Drivetrain and Front
Suspension Frame Replacement

Heated Oxygen Sensor

CAUTION:
Refer to Heated Oxygen and Oxygen Sensor Caution .

CAUTION:
Refer to Fastener Caution .
 Procedure

 Disconnect the heated oxygen sensor harness connector.

 If reinstalling the old sensor, coat the threads with anti-sieze compound. Refer to
Adhesives, Fluids, Lubricants, and Sealers .

1 Tip: A special anti-seize compound is used in the HO2S threads. The compound consists of
liquid graphic and glass beads. The graphic tends to burn away, but the glass beads remain,
making the sensor easier to remove. New, or service replacement sensors already have the
compound applied to the threads. If the sensor is removed from an exhaust component and
if for any reason the sensor is to be reinstalled, the threads must have anti-sieze compound
applied before reinstallation.

Tighten: 42 N.m (31 lb in)

HEATED OXYGEN SENSOR REPLACEMENT - BANK 1 SENSOR 2 (LF1)

Fig. 7: Heated Oxygen Sensor - Bank 1 Sensor 2 (LF1)

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Heated Oxygen Sensor

CAUTION:
Refer to Heated Oxygen and Oxygen Sensor Caution .

CAUTION:
Refer to Fastener Caution .

Procedure

 Disconnect the heated oxygen sensor harness connector.

1
 If reinstalling the old sensor, coat the threads with anti-sieze compound. Refer to
Adhesives, Fluids, Lubricants, and Sealers .

Tip: A special anti-seize compound is used in the HO2S threads. The compound consists of
liquid graphic and glass beads. The graphic tends to burn away, but the glass beads remain,
making the sensor easier to remove. New, or service replacement sensors already have the
compound applied to the threads. If the sensor is removed from an exhaust component and
if for any reason the sensor is to be reinstalled, the threads must have anti-sieze compound
applied before reinstallation.

Tighten: 42 N.m (31 lb in)

HEATED OXYGEN SENSOR REPLACEMENT - BANK 2 SENSOR 1 (LF1)

Fig. 8: Heated Oxygen Sensor - Bank 2 Sensor 1 (LF1)
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Heated Oxygen Sensor

CAUTION:
Refer to Heated Oxygen and Oxygen Sensor Caution .

CAUTION:
1 Refer to Fastener Caution .

Procedure

 Disconnect the heated oxygen sensor harness connector.

 If reinstalling the old sensor, coat the threads with anti-sieze compound. Refer to
Adhesives, Fluids, Lubricants, and Sealers .
 Tip: A special anti-seize compound is used in the HO2S threads. The compound consists of
liquid graphic and glass beads. The graphic tends to burn away, but the glass beads remain,
making the sensor easier to remove. New, or service replacement sensors already have the
compound applied to the threads. If the sensor is removed from an exhaust component and
if for any reason the sensor is to be reinstalled, the threads must have anti-sieze compound
applied before reinstallation.

Tighten: 42 N.m (31 lb in)

HEATED OXYGEN SENSOR REPLACEMENT - BANK 2 SENSOR 2

Fig. 9: Heated Oxygen Sensor - Bank 2 Sensor 2

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Heated Oxygen Sensor

CAUTION:
Refer to Heated Oxygen and Oxygen Sensor Caution .
 CAUTION:
Refer to Fastener Caution .

Procedure

1. Disconnect the heated oxygen sensor harness connector.

2. If reinstalling the old sensor, coat the threads with anti-seize compound. Refer to
Adhesives, Fluids, Lubricants, and Sealers .
1

Tip: A special anti-seize compound is used in the HO2S threads. The compound consists of
liquid graphic and glass beads. The graphic tends to burn away, but the glass beads remain,
making the sensor easier to remove. New, or service replacement sensors already have the
compound applied to the threads. If the sensor is removed from an exhaust component and
if for any reason the sensor is to be reinstalled, the threads must have anti-sieze compound
applied before reinstallation.

Tighten: 42 N.m (31 lb in)

ACCELERATOR PEDAL POSITION SENSOR REPLACEMENT

Fig. 10: Accelerator Pedal Position Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Accelerator Pedal Fastener (Qty: 3)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 25 N.m (18 lb ft)

 Accelerator Pedal Position Sensor
2 Procedure:
Disconnect the electrical connector.

THROTTLE BODY ASSEMBLY REPLACEMENT (LF1)

Fig. 11: Throttle Body Assembly (LF1)

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
Bolt (Qty: 4)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m (89 lb in)

Throttle Body

2 Procedure

1. Disconnect the throttle body harness connector.

 2. Install a NEW throttle body seal.
3. Perform the throttle learn procedure. Refer to Throttle/Idle Learn (LF1, LFW).

THROTTLE BODY INSPECTION AND CLEANING

NOTE: Over extended time and mileage, deposits may accumulate on the back of the
throttle valve plate. The source of the deposit is exhaust gas recirculation (EGR)
gas. Typically these deposits pose no problem. Occasionally the deposit may
accumulate to a point where perceived pedal effort or throttle valve movement
is effected. This procedure should not be performed on vehicles with mileage
under 80 450 km (50,000 mi).

1. Remove the air cleaner outlet duct. Refer to Air Cleaner Outlet Duct Replacement.

WARNING: Turn OFF the ignition before inserting fingers into the throttle bore.
Unexpected movement of the throttle blade could cause personal
injury.

CAUTION: Do not insert any tools into the throttle body bore in order to avoid
damage to the throttle valve plate.

2. Inspect the throttle body bore and the throttle valve plate for deposits. You will need to open the throttle
valve in order to inspect all surfaces.

CAUTION: Do not use any solvent that contains Methyl Ethyl Ketone (MEK). This
solvent may damage fuel system components.

3. Clean the throttle body bore and the throttle valve plate using a clean shop towel with GM top engine
cleaner, GM P/N 1052626 (Canadian P/N 993026) or AC-Delco Carburetor Tune-Up Conditioner, P/N
X66-P, or an equivalent product.
4. Install the air cleaner outlet duct. Refer to Air Cleaner Outlet Duct Replacement.
5. Perform the idle learn procedure. Refer to Throttle/Idle Learn (LF1, LFW).

FUEL PRESSURE RELIEF

WARNING: Fuel that flows out at high pressure can cause serious injury to the skin
and eyes. ALWAYS depressurize the fuel system before removing
components that are under high fuel pressure.

NOTE: If a scan tool is not available, WAIT at LEAST 2 hours after the engine has
been run, before removing the high pressure fuel line.

1. Install a scan tool to the vehicle and command the fuel pump relay OFF, allowing the low pressure fuel
 pump to shut off.
2. Start the vehicle and allow the engine to idle until the engine stops. The engine will stop in approximately
20-30 seconds.
3. Turn the ignition OFF.
4. Using the scan tool, verify that there is little to no fuel pressure, if there still is fuel pressure repeat step 2.

FUEL PRESSURE GAUGE INSTALLATION AND REMOVAL

Special Tools

CH-48027-100 Digital Pressure Gauge

Installation Procedure

WARNING: Refer to Gasoline/Gasoline Vapors Warning .

WARNING: Remove the fuel tank cap and relieve the fuel system pressure before
servicing the fuel system in order to reduce the risk of personal injury.
After you relieve the fuel system pressure, a small amount of fuel may be
released when servicing the fuel lines, the fuel injection pump, or the
connections. In order to reduce the risk of personal injury, cover the fuel
system components with a shop towel before disconnection. This will
catch any fuel that may leak out. Place the towel in an approved container
when the disconnection is complete.
 Fig. 12: Identifying CH-48027-100 Components
Courtesy of GENERAL MOTORS CORP.

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .

2. Connect the CH-48027-1 (1) to the CH-48027-2 (2).
3. Remove the shop towel from around the fuel rail service port, and place in an approved gasoline
container.
4. Perform any tests and/or diagnostics as needed. For the proper usage of the CH-48027-100 , refer to the
manufacture's directions.

Removal Procedure
 Fig. 13: Identifying CH-48027-100 Components
Courtesy of GENERAL MOTORS CORP.

WARNING: Wrap a shop towel around the fuel pressure connection in order to
reduce the risk of fire and personal injury. The towel will absorb any
fuel leakage that occurs during the connection of the fuel pressure
gauge. Place the towel in an approved container when the
connection of the fuel pressure gauge is complete.

1. Relieve the fuel system pressure, if required. Perform the following steps:
1. Wrap a shop towel around the fuel rail service port.
2. Place the hose on the CH-48027-2 (2) into an approved gasoline container.
 3. Open the valve on the CH-48027-2 (2) in order to bleed any fuel from the fuel rail.
4. Close the valve on the CH-48027-2 (2).
5. Remove the hose on the CH-48027-2 (2) from the approved gasoline container.
6. Remove the shop towel from around the fuel rail service port, and place in an approved gasoline
container.

CAUTION: Clean all of the following areas before performing any

disconnections in order to avoid possible contamination in the
system:

 The fuel pipe connections

 The hose connections
 The areas surrounding the connections

2. Disconnect the CH-48027-1 (1) from the CH-48027-2 (2).

3. Disconnect the CH-48027-2 (2) from the CH-48027-3 (3).
4. Disconnect the CH-48027-3 (3) from the fuel rail service port.
5. Install the fuel rail service port cap.
6. Install the engine cover, if required.
7. Tighten the fuel fill cap.

METAL COLLAR QUICK CONNECT FITTING SERVICE

Special Tools

 CH-41769: Fuel Line Disconnect Tool Set

 CH-44581: Fuel Line Disconnect Tool

For equivalent regional tools, refer to Special Tools .

Removal Procedure

WARNING: Refer to Gasoline/Gasoline Vapors Warning .

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .

 Fig. 14: View Of Quick-Connect Fitting Retainer
Courtesy of GENERAL MOTORS CORP.

2. Remove the retainer from the quick-connect fitting.

Fig. 15: Blowing Dirt Out Of Fitting (Metal Collar)

Courtesy of GENERAL MOTORS CORP.

WARNING: Wear safety glasses when using compressed air, as flying dirt
 particles may cause eye injury.

3. Blow dirt out of the fitting using compressed air.

Fig. 16: View Of Quick Connect Locking Tabs (Metal Collar)

Courtesy of GENERAL MOTORS CORP.

4. Depending on the fuel line size and ability to access the fitting, choose the appropriate tool: CH-41769:
fuel line disconnect tool set or CH-44581: fuel line disconnect tool. Insert the CH-41769: fuel line
disconnect tool set or CH-44581: fuel line disconnect tool into the female connector, then push inward to
release the locking tabs.
 Fig. 17: Pulling Connection Apart
Courtesy of GENERAL MOTORS CORP.

5. Pull the connection apart.

CAUTION: If necessary, remove rust or burrs from the fuel pipes with an emery
cloth. Use a radial motion with the fuel pipe end in order to prevent
damage to the O-ring sealing surface. Use a clean shop towel in
order to wipe off the male tube ends. Inspect all the connections for
dirt and burrs. Clean or replace the components and assemblies as
required.

6. Using a clean shop towel, wipe off the male pipe end.
7. Inspect both ends of the fitting for dirt and burrs.
8. Clean or replace the components as required.

Installation Procedure
 Fig. 18: Oiling Male Pipe Ends (Metal Collar)
Courtesy of GENERAL MOTORS CORP.

WARNING: In order to reduce the risk of fire and personal injury, before
connecting fuel pipe fittings, always apply a few drops of clean
engine oil to the male pipe ends.
This will ensure proper reconnection and prevent a possible fuel
leak.
During normal operation, the O-rings located in the female
connector will swell and may prevent proper reconnection if not
lubricated.

1. Apply a few drops of clean engine oil to the male pipe end.
 Fig. 19: Pushing Fittings Together
Courtesy of GENERAL MOTORS CORP.

2. Push both sides of the quick-connect fitting together to cause the retaining tabs to snap into place.

Fig. 20: Ensuring Connection (Metal Collar) Is Secure

Courtesy of GENERAL MOTORS CORP.

3. Pull on both sides of the quick-connect fitting to make sure the connection is secure.

Fig. 21: View Of Fuel Pipe Retainer

Courtesy of GENERAL MOTORS CORP.

4. Install the retainer to the quick-connect fitting.

 5. Inspect for leaks using the following procedure:
1. Turn the ignition ON, with the engine OFF for 2 seconds.
2. Turn the ignition OFF, for 10 seconds.
3. Turn the ignition ON, with the engine OFF for 2 seconds.
4. Turn the ignition OFF.
5. Inspect for leaks.

PLASTIC COLLAR QUICK CONNECT FITTING SERVICE

Removal Procedure
 Fig. 22: Identifying Plastic Collar Quick Connect Fitting Types
Courtesy of GENERAL MOTORS CORP.

WARNING: Refer to Gasoline/Gasoline Vapors Warning .

NOTE: There are several types of Plastic Collar Fuel and Evaporative Emission
Quick Connect Fittings used on this vehicle.

 Bartholomew (1)
 Q Release (2)
 Squeeze to Release (3)
 Sliding Retainer (4)
 Global Connect (5)
 TI Loc (6)
 Safe Lock (7)

The following instructions apply to all of these types of Plastic Collar

Quick Connect Fittings except where indicated.

1. Relieve the fuel system pressure before servicing any fuel system connection. Refer to the Fuel Pressure
Relief .

Fig. 23: Blowing Dirt Out Of Fitting (Plastic Collar)

 Courtesy of GENERAL MOTORS CORP.

WARNING: Refer to Safety Glasses and Compressed Air Warning .

2. Using compressed air, blow any dirt out of the quick-connect fitting.

Fig. 24: View Of Quick Connect Fitting Release Tabs (Plastic Collar)
Courtesy of GENERAL MOTORS CORP.

3. This step applies to Bartholomew style connectors ONLY. Squeeze the plastic quick-connect fitting
release tabs.
 Fig. 25: Releasing Q Release Style Connectors (Plastic Collar)
Courtesy of GENERAL MOTORS CORP.

4. This step applies to Q Release style connectors ONLY. Release the fitting by Pushing the tab toward the
other side of the slot in the fitting.
 Fig. 26: Disengaging Quick Connect Fitting (Plastic Collar)
Courtesy of GENERAL MOTORS CORP.

5. This step applies to Squeeze to Release style connectors ONLY. Squeeze where indicated by arrows on
both sides of the plastic ring surrounding the quick-connect fitting.
 Fig. 27: Pushing In Male Side Of Connector
Courtesy of GENERAL MOTORS CORP.

6. This step applies to Squeeze to Release style connectors ONLY. Push in the male side slightly in order to
slide the retainer away from the retainers, squeeze where indicated by arrows on both sides of the plastic
ring surrounding the quick-connect fitting.
 Fig. 28: View Of Sliding Retainer Style Connector
Courtesy of GENERAL MOTORS CORP.

7. This step applies to Sliding Retainer style connectors ONLY. Release the fitting by pressing on one side
of the release tab causing it to push in slightly. If the tab doesn't move try pressing the tab in from the
opposite side. The tab will only move in one direction.

Fig. 29: Global Connector Style

Courtesy of GENERAL MOTORS CORP.

8. This step applies to the Global Connector style only. Push the connector toward the tube in order to
 release the pressure. Press and hold down the release mechanism, and pull the connector straight out.

Fig. 30: TI Loc style

Courtesy of GENERAL MOTORS CORP.

9. This step applies to the TI Loc style only. Push the connector toward the tube in order to release the
pressure. Release the redundant latch (1) with two fingers or a flat bladed tool. Then press and hold down
the bottom release mechanism (2) and pull the connector straight out.
 Fig. 31: Safe Lock Style
Courtesy of GENERAL MOTORS CORP.

WARNING: Refer to Relieving Fuel Pressure Warning .

10. This step applies to the Safe Lock style only. Push the connector toward the tube in order to release the
pressure. Release the second latch (1) with two fingers. Then press and hold down the bottom release
mechanism (2) and pull the connector straight out.
11. Using a clean shop towel, wipe off the male pipe end.
12. Inspect both ends of the fitting for dirt and burrs.
13. Clean or replace components as necessary.

Installation Procedure
 Fig. 32: Lubricating Male Pipe End
Courtesy of GENERAL MOTORS CORP.

WARNING: Refer to Fuel Pipe Fitting Warning .

1. Apply a few drops of clean engine oil to the male pipe end.

Fig. 33: Connecting Quick-Connect Fittings

Courtesy of GENERAL MOTORS CORP.

2. Push both sides of the quick-connect fitting together in order to cause the retaining feature to snap into
place.
 Fig. 34: Ensuring Quick-Connect Fitting Is Secure
Courtesy of GENERAL MOTORS CORP.

3. Pull on both sides of the quick-connect fitting to make sure the connection is secure.
 Fig. 35: TI Loc style
Courtesy of GENERAL MOTORS CORP.

4. Insert the tube in the connector until the retainer snaps in place.
5. Push down on the redundant latch (1) until it is fully engaged and snapped into position.

Fig. 36: Securing Connection

 Courtesy of GENERAL MOTORS CORP.

6. Insert the tube in the connector until the retainer snaps in place.
7. Push down on the second latch (1) in order to secure the connection.
8. Inspect for leaks using the following procedure:
1. Turn the ignition ON, with the engine OFF for 2 seconds.
2. Turn the ignition OFF, for 10 seconds.
3. Turn the ignition ON, with the engine OFF for 2 seconds.
4. Turn the ignition OFF.
5. Inspect for leaks.

FUEL TANK DRAINING

Special Tools

CH-45004: Fuel Tank Drain Hose

For equivalent regional tools, refer to Special Tools .

WARNING: Never drain or store fuel in an open container. Always use an approved
fuel storage container in order to reduce the chance of fire or explosion.

WARNING: Place a dry chemical (Class B) fire extinguisher nearby before performing
any on-vehicle service procedures. Failure to follow these precautions
may result in personal injury.

Drain

1. Remove the fuel fill cap.

2. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle .
3. Loosen the fuel fill pipe hose clamps and slide the fill pipe hose up the filler pipe.
4. Insert the CH-45004: fuel tank drain hose into the fuel tank until the hose reaches the bottom of the fuel
tank.
5. Use an hand or air operated pump device in order to drain as much fuel as possible.

FUEL TANK REPLACEMENT (AWD)

Removal Procedure

WARNING: Do not allow smoking or the use of open flames in the area where
work on the fuel or EVAP system is taking place. Anytime work is
being done on the fuel system, disconnect the negative battery
cable, except for those tests where battery voltage is required.
1. Ensure that the fuel level in the tank is less than 1/4 full. If necessary, drain the fuel tank to at least this
level. Refer to Fuel Tank Draining.

WARNING: Fuel supply lines will remain pressurized for long periods of time
after the engine is shutdown. This pressure must be relieved before
servicing the fuel system.

2. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .

3. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and
Connection .
4. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
5. Remove the exhaust system. Refer to Exhaust Muffler Replacement .
6. Remove the propeller shaft. Refer to Propeller Shaft Replacement .

Fig. 37: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
 Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

WARNING: Whenever fuel lines are removed, catch fuel in an approved

container. Container opening must be a minimum of 300 mm (12 in)
diameter to adequately catch the fluid.

CAUTION: Clean all fuel pipe connections and surrounding areas before
disconnecting the fuel pipes to avoid contamination of the fuel
system.

7. Place a suitable container under the fuel line connection in order to catch any dripping fuel.
8. Remove the evaporative emission canister. Refer to Evaporative Emission Canister Replacement .
9. Disconnect the chassis fuel supply line (2) from the fuel tank.

Fig. 38: View Of Fuel Filler Pipe, EVAP Vent & Fresh Air Hoses At Fuel Tank
Courtesy of GENERAL MOTORS CORP.

10. Disconnect the fuel filler tube, EVAP vent hose, and fresh air hose from the fuel tank.
11. Disconnect the fuel tank electrical connector and remove the electrical connector retainer from the rear
 frame.

Fig. 39: View Of Fuel Tank Heat Shield & Fuel Tank Assembly
Courtesy of GENERAL MOTORS CORP.

CAUTION: Do not bend the fuel tank straps. Bending the fuel tank straps may
cause damage to the straps.

12. Support the fuel tank.

13. Remove the fuel tank strap bolts and fuel tank straps.
14. Lower the front of the fuel tank (with shield), and pull the tank forward to clear the rear drive module.
15. If replacing the fuel tank, remove the fuel tank module assemblies. Refer to Fuel Tank Fuel Pump
 Module Replacement and Fuel Tank Fuel Pump Module Replacement - Secondary .
16. If replacing the fuel tank, remove the heat shield from the tank.

Installation Procedure

1. If previously removed, install the fuel tank module assemblies. Refer to Fuel Tank Fuel Pump Module
Replacement and Fuel Tank Fuel Pump Module Replacement - Secondary .
2. If previously removed, install the heat shield to the fuel tank.

Fig. 40: View Of Fuel Tank Heat Shield & Fuel Tank Assembly
Courtesy of GENERAL MOTORS CORP.

3. Install the fuel tank heat shield and fuel tank assembly to the vehicle.
 CAUTION: Refer to Fastener Caution .

4. Install the fuel tank straps and the fuel tank strap-to-body bolts.

Tighten: Tighten the bolts to 25 N.m (18 lb ft).

Fig. 41: View Of Fuel Filler Pipe, EVAP Vent & Fresh Air Hoses At Fuel Tank
Courtesy of GENERAL MOTORS CORP.

5. Connect the fuel tank electrical connector and install the electrical connector retainer to the rear frame.
6. Connect the EVAP vent, and fresh air hoses to the fuel tank.
7. Connect the fuel filler tube to the fuel tank.

Tighten: Tighten the fuel filler tube clamp to 5 N.m (44 lb in).
 Fig. 42: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

8. Connect the chassis fuel supply line (2) to the fuel tank.
9. Install the evaporative emission canister. Refer to Evaporative Emission Canister Replacement .
10. Install the propeller shaft. Refer to Propeller Shaft Replacement .
11. Install the exhaust system. Refer to Exhaust Muffler Replacement .
12. Lower the vehicle.
13. Fill the fuel tank with gasoline.
14. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection .
15. Prime the fuel system:
1. Cycle the ignition ON for 5 seconds and then OFF for 10 seconds.
2. Repeat the previous step twice.
 3. Crank the engine until it starts. The maximum starter motor cranking time is 20 seconds.
4. If the engine does not start, repeat steps 13.1-13.3.

FUEL TANK REPLACEMENT (FWD)

Removal Procedure

WARNING: Do not allow smoking or the use of open flames in the area where
work on the fuel or EVAP system is taking place. Anytime work is
being done on the fuel system, disconnect the negative battery
cable, except for those tests where battery voltage is required.

1. Ensure that the fuel level in the tank is less than 1/4 full. If necessary, drain the fuel tank to at least this
level. Refer to Fuel Tank Draining.

WARNING: Fuel supply lines will remain pressurized for long periods of time
after the engine is shutdown. This pressure must be relieved before
servicing the fuel system.

2. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .

3. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and
Connection .
4. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
5. Remove the exhaust system. Refer to Exhaust Muffler Replacement .
 Fig. 43: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

6. Disconnect the canister vent valve electrical connectors.

7. Disconnect the vent hose from the canister filter.
8. Disconnect the fuel tank vent pipe from the evaporative emission canister.

WARNING: Whenever fuel lines are removed, catch fuel in an approved

container. Container opening must be a minimum of 300 mm (12 in)
diameter to adequately catch the fluid.

CAUTION: Clean all fuel pipe connections and surrounding areas before
disconnecting the fuel pipes to avoid contamination of the fuel
system.
 9. Disconnect the chassis fuel supply line (2) from the fuel tank.

Fig. 44: View Of Fuel Filler Pipe, EVAP Vent & Fresh Air Hoses At Fuel Tank
Courtesy of GENERAL MOTORS CORP.

10. Disconnect the fuel filler tube, EVAP vent hose, and fresh air hose from the fuel tank.
11. Disconnect the fuel tank electrical connector and remove the electrical connector retainer from the rear
frame.
 Fig. 45: View Of Fuel Tank Heat Shield & Fuel Tank Assembly
Courtesy of GENERAL MOTORS CORP.

CAUTION: Do not bend the fuel tank straps. Bending the fuel tank straps may
cause damage to the straps.

NOTE: Do not lower the rear frame. It is not necessary to lower the rear frame for
fuel tank removal.

12. Support the fuel tank.

13. Remove the fuel tank strap bolts and fuel tank straps.
14. Lower the fuel tank from the underbody of the vehicle.
 15. If replacing the fuel tank, remove the fuel tank module assemblies. Refer to Fuel Tank Fuel Pump
Module Replacement and Fuel Tank Fuel Pump Module Replacement - Secondary .

Installation Procedure

1. If previously removed, install the fuel tank module assemblies. Refer to Fuel Tank Fuel Pump Module
Replacement and Fuel Tank Fuel Pump Module Replacement - Secondary .

Fig. 46: View Of Fuel Tank Heat Shield & Fuel Tank Assembly
Courtesy of GENERAL MOTORS CORP.

2. Install the fuel tank heat shield and fuel tank assembly to the vehicle.
 CAUTION: Refer to Fastener Caution .

3. Install the fuel tank straps and the fuel tank strap-to-body bolts and tighten to 25 N.m (18 lb ft).

Fig. 47: View Of Fuel Filler Pipe, EVAP Vent & Fresh Air Hoses At Fuel Tank
Courtesy of GENERAL MOTORS CORP.

4. Connect the fuel tank electrical connector and install the electrical connector retainer to the rear frame.
5. Connect the EVAP vent, and fresh air hoses to the fuel tank.
6. Connect the fuel filler tube to the fuel tank. Tighten the fuel filler tube clamp to 5 N.m (44 lb in).
 Fig. 48: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

7. Connect the chassis fuel supply line (2) to the fuel tank.
8. Connect the fuel tank vent pipe to the evaporative emission canister.
9. Connect the vent hose to the canister filter.
10. Connect the canister vent valve electrical connector.
11. Install the exhaust system. Refer to Exhaust Muffler Replacement .
12. Lower the vehicle.
13. Fill the fuel tank with gasoline.
14. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection .
15. Prime the fuel system:
1. Cycle the ignition ON for 5 seconds and then OFF for 10 seconds.
 2. Repeat the previous step twice.
3. Crank the engine until it starts. The maximum starter motor cranking time is 20 seconds.
4. If the engine does not start, repeat steps 15.1-15.3.

FUEL TANK FUEL PUMP MODULE REPLACEMENT

Special Tools

J-45722: Fuel Tank Sender Wrench

Removal Procedure

WARNING: Refer to Gasoline/Gasoline Vapors Warning .

1. Disconnect the crossover tube from the secondary fuel pump module. Refer to Fuel Tank Fuel Pump
Module Replacement - Secondary .

Fig. 49: Fuel & Evaporative Emission Lines, & Electrical Connectors
Courtesy of GENERAL MOTORS CORP.
2. Disconnect the electrical connectors (1).
3. Disconnect the fuel and evaporative emission lines (2). Refer to Plastic Collar Quick Connect Fitting
Service.

Fig. 50: Removing/Installing Cam Lock Ring

Courtesy of GENERAL MOTORS CORP.

4. Using the J-45722: wrench, remove the cam lock ring (1) by turning counterclockwise.
 Fig. 51: Primary Fuel Tank Module & O-Ring
Courtesy of GENERAL MOTORS CORP.

5. Remove the primary fuel tank module (1) and the O-ring (2).
6. If replacing the fuel pump module only, remove the primary fuel level sensor. Refer to Primary Fuel
Level Sensor Replacement .

Installation Procedure
 Fig. 52: Primary Fuel Tank Module & O-Ring
Courtesy of GENERAL MOTORS CORP.

1. If replacing the fuel pump module only, install the primary fuel level sensor. Refer to Primary Fuel
Level Sensor Replacement .
2. Install a NEW O-ring (2) and the primary fuel tank module (1).
 Fig. 53: Removing/Installing Cam Lock Ring
Courtesy of GENERAL MOTORS CORP.

3. Using the J-45722: wrench, install the cam lock ring (1) by turning clockwise.
 Fig. 54: Fuel & Evaporative Emission Lines, & Electrical Connectors
Courtesy of GENERAL MOTORS CORP.

4. Connect the electrical connectors (1).

5. Connect the fuel and evaporative emission lines (2). Refer to Plastic Collar Quick Connect Fitting
Service.
6. Connect the crossover tube to the secondary fuel pump module. Refer to Fuel Tank Fuel Pump Module
Replacement - Secondary .
7. Install the fuel tank. Refer to Fuel Tank Replacement (AWD) or Fuel Tank Replacement (FWD) .

FUEL TANK FUEL PUMP MODULE REPLACEMENT - SECONDARY

Special Tools

CH-48482: Fuel Tank Sender Wrench

Removal Procedure

WARNING: Refer to Gasoline/Gasoline Vapors Warning .

1. Remove the fuel tank. Refer to Fuel Tank Replacement (AWD) or Fuel Tank Replacement (FWD) .

Fig. 55: Electrical Connector & Evaporative Emission Line

Courtesy of GENERAL MOTORS CORP.

2. Disconnect the electrical connector (1).

3. Disconnect the evaporative emission line (2). Refer to Plastic Collar Quick Connect Fitting Service.
 Fig. 56: Removing/Installing Cam Lock Ring
Courtesy of GENERAL MOTORS CORP.

4. Using the CH-48482: wrench, remove the cam lock ring (1) by turning counterclockwise.
 Fig. 57: Crossover Tube & Plastic Retaining Tabs
Courtesy of GENERAL MOTORS CORP.

5. Partially raise the secondary fuel pump module and disconnect the crossover tube (1) by squeezing the
plastic retaining tabs (2).
 Fig. 58: Secondary Fuel Tank Module & O-Ring
Courtesy of GENERAL MOTORS CORP.

6. Remove the secondary fuel tank module (1) and the O-ring (2).

Installation Procedure
 Fig. 59: Crossover Tube & Plastic Retaining Tabs
Courtesy of GENERAL MOTORS CORP.

1. Partially install the secondary fuel pump module and connect the crossover tube (1) by sliding into
position.
 Fig. 60: Secondary Fuel Tank Module & O-Ring
Courtesy of GENERAL MOTORS CORP.

2. Install a NEW O-ring (2) and the secondary fuel tank module (1).
 Fig. 61: Removing/Installing Cam Lock Ring
Courtesy of GENERAL MOTORS CORP.

3. Using the CH-48482: wrench, install the cam lock ring (1) by turning clockwise.
 Fig. 62: Electrical Connector & Evaporative Emission Line
Courtesy of GENERAL MOTORS CORP.

4. Connect the electrical connector (1).

5. Connect the evaporative emission line (2). Refer to Plastic Collar Quick Connect Fitting Service.
6. Install the fuel tank. Refer to Fuel Tank Replacement (AWD) or Fuel Tank Replacement (FWD) .

FUEL PUMP FLOW CONTROL MODULE REPLACEMENT

Fig. 63: Fuel Pump Flow Control Module
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Fuel Pump Flow Control Module Fastener

CAUTION:
1
Refer to Fastener Caution

Tighten: 8 N.m(71 lb in)

Fuel Pump Flow Control Module

Procedure
2
1. Open the spare tire compartment lid.
2. Disconnect the electrical connector.
3. If replacing, reprogram the module. Refer to Control Module References

FUEL TANK PRESSURE SENSOR REPLACEMENT

Fig. 64: Fuel Tank Pressure Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Lower the fuel tank. Refer to Fuel Tank Replacement (AWD) or Fuel Tank Replacement
(FWD) .
2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Fuel Tank Pressure Sensor

Procedure
1
1. Use a flat bladed tool to remove the sensor.
2. Disconnect the electrical connector.

FUEL TANK FILLER PIPE REPLACEMENT

Fig. 65: Fuel Tank Filler Pipe
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure

1. Remove the rear wheel house liner. Refer to Rear Wheelhouse Panel Liner Replacement
(Equinox) or Rear Wheelhouse Panel Liner Replacement (Terrain) .
2. Disconnect the evaporative emission lines. Refer to Plastic Collar Quick Connect Fitting
Service .
Filler Pipe Fastener (Qty: 3)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m (89 lb in)

Fuel Tank Filler Pipe Clamp
2
Tighten: 4 N.m (35 lb in)
3 Fuel Tank Filler Pipe

PRIMARY FUEL LEVEL SENSOR REPLACEMENT

Fig. 66: Primary Fuel Level Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the fuel pump module. Refer to Fuel Tank Fuel Pump Module Replacement .
Fuel Level Sensor

Procedure
1
1. Release the retaining tabs.
2. Disconnect the electrical connector.

FUEL LINE REPLACEMENT - CHASSIS

Fig. 67: Fuel Line - Chassis

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .

2. Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
3. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
4. Disconnect the quick connectors. Refer to Metal Collar Quick Connect Fitting Service and
Plastic Collar Quick Connect Fitting Service.
Fuel Feed Line
 Procedure:
1
Disengage the line from the plastic retainers.

FUEL PRESSURE SENSOR REPLACEMENT - FUEL FEED PIPE

Fig. 68: Fuel Pressure Sensor - Fuel Feed Pipe

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .

2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Fuel Pressure Sensor

CAUTION:
Refer to Fastener Caution .
1
Procedure:
Disconnect the electrical connector.

Tighten: 9 N.m (80 lb in)

FUEL FEED PIPE REPLACEMENT (LF1)

Fig. 69: Fuel Feed Pipe (LF1)

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .

2. Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
3. Remove the fuel pipe shield. Refer to Fuel Pipe Shield Replacement (LF1).
Fitting (Qty: 1)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 28 N.m(20 lb ft)

Bolt (Qty: 2)
 2 Tighten: 50 N.m(28 lb ft)
Fuel Feed Pipe

Procedure
3 1. DISCARD the pipe when removed, and install a NEW pipe.
2. Ensure that the high pressure fuel pipe, and fuel pump fittings are clean and dry prior
to assembly.
3. Pressure up the fuel system and check for leaks.

FUEL SYSTEM CLEANING

NOTE: When flushing the fuel tank, treat the fuel and water mixture as a hazardous
material. Handle the material in accordance with all local, state and federal laws
and regulations.

NOTE: Whenever the fuel tank is cleaned, inspect the fuel pump fuel strainer. If the fuel
pump fuel strainer is contaminated, replace the fuel pump fuel strainer and
inspect the fuel pump.

NOTE: Always maintain cleanliness when servicing fuel system components.

1. Remove the fuel tank fuel pump modules. Refer to Fuel Tank Fuel Pump Module Replacement , and
Fuel Tank Fuel Pump Module Replacement - Secondary .
2. Inspect the fuel pump inlet for dirt and debris. If dirt and debris are found, replace the fuel pump.
3. Flush fuel tank with hot water.
4. Pour the water out of the fuel sender assembly opening in the fuel tank. Rock the fuel tank in order to
ensure that the removal of the water from the fuel tank is complete.
5. Allow tank to dry completely before reassembly.
6. Install the fuel tank fuel pump module. Refer to Fuel Tank Fuel Pump Module Replacement .

FUEL PRESSURE SENSOR REPLACEMENT - FUEL INJECTION FUEL RAIL (LF1)

Fig. 70: Fuel Pressure Sensor - Fuel Injection Fuel Rail (LF1)
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the fuel pipe shield. Refer to Fuel Pipe Shield Replacement (LF1).
Fuel Injection Fuel Rail Fuel Pressure Sensor

CAUTION:
1
Refer to Fastener Caution .

Tighten: 33 N.m (25 lb ft)

FUEL INJECTION FUEL RAIL ASSEMBLY REPLACEMENT - BANK 1 (LF1)

Special Tools

EN-49248: Injector Rail Assembly Remover

For equivalent regional tools, refer to Special Tools .

Removal Procedure

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .

2. Remove the fuel pipe shield. Refer to Fuel Pipe Shield Replacement (LF1).
3. Remove the intake manifold. Refer to Intake Manifold Replacement .
4. Remove the fuel feed intermediate pipe. Refer to Fuel Feed Intermediate Pipe Replacement (LF1).
5. Remove the cylinder head. Refer to Cylinder Head Replacement - Left Side (LF1) .
6. Remove the foam insulator from the fuel rails.

Fig. 71: Fuel Rail Bolts

Courtesy of GENERAL MOTORS CORP.
 7. Disconnect the fuel pressure sensor electrical connector and cut the wire harness tie straps.
8. Remove the fuel rail bolts (1).

Fig. 72: Removing Fuel Rail & Injectors

Courtesy of GENERAL MOTORS CORP.

9. Remove the fuel rail and injectors (1) as an assembly using the EN-49248: remover.
10. Remove the fuel pressure sensor. Refer to Fuel Pressure Sensor Replacement - Fuel Injection Fuel
Rail (LF1).
11. Remove and discard the direct fuel injector hold down clamps.

NOTE: The direct fuel injectors must be rebuilt whenever the injector has been
 released from the fuel rail or cylinder head.

12. Once the fuel rail is removed, remove the fuel injectors and rebuild them. Refer to Fuel Rail and
Injectors Cleaning and Inspection (LF1 or LFW) .

Installation Procedure

Fig. 73: Fuel Rail Bolts

Courtesy of GENERAL MOTORS CORP.

1. Install the fuel rail with injectors (2) into the cylinder head evenly.
2. Install NEW direct injector hold down clamps to the injector.
3. Hand tighten the two outer fuel rail bolts to seat the injector in the injector bores.
4. Start and hand tighten the remaining fuel rail bolts and tighten the fuel rail bolts (1).
 Fig. 74: Identifying Fuel Rail Bolt Tightening Sequence
Courtesy of GENERAL MOTORS CORP.

CAUTION: Refer to Fastener Caution .

5. Tighten the fuel rail bolts in the sequence shown:

 1. Tighten the Bank 1 fuel rail bolts first pass to 12 N.m (106 lb in).
2. Tighten the Bank 1 fuel rail bolts final pass to 23 N.m (17 lb ft).
6. Install the fuel feed intermediate pipe. Refer to Fuel Feed Intermediate Pipe Replacement (LF1).
7. Install the high pressure fuel sensor. Refer to Fuel Pressure Sensor Replacement - Fuel Injection Fuel
Rail (LF1).
8. Connect the fuel injector wiring harness electrical connector to the fuel injectors, fuel rail and fuel
pressure sensor.
9. Inspect for fuel leaks using the following procedure:
1. Turn ON the ignition, with the engine OFF for 2 seconds.
2. Turn OFF the ignition, for 10 seconds.
3. Turn ON the ignition, with the engine OFF.
4. Inspect for fuel leaks.

NOTE: Before installing the foam insulator, remove any remaining fuel from the
injector well.

10. Install the foam insulator to the fuel rails.

11. Install the intake manifold. Refer to Intake Manifold Replacement .
12. Install the fuel pipe shield. Refer to Fuel Pipe Shield Replacement (LF1).
13. Install the cylinder head. Refer to Cylinder Head Replacement - Left Side (LF1) .
14. Install the low side fuel pressure service port cap.
15. Install the fuel tank cap.

FUEL INJECTION FUEL RAIL ASSEMBLY REPLACEMENT - BANK 2 (LF1)

Special Tools

EN-49248: Injector Rail Assembly Remover

Removal Procedure

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .

2. Remove the fuel pipe shield. Refer to Fuel Pipe Shield Replacement (LF1).
3. Remove the intake manifold. Refer to Intake Manifold Replacement .
4. Remove the fuel feed intermediate pipe. Refer to Fuel Feed Intermediate Pipe Replacement (LF1).
5. Remove the cylinder head. Refer to Cylinder Head Replacement - Left Side (LF1) .
 Fig. 75: Fuel Rail & Bolts
Courtesy of GENERAL MOTORS CORP.

6. Remove the fuel rail bolts (1).

 Fig. 76: Removing Fuel Rail & Injectors
Courtesy of GENERAL MOTORS CORP.

7. Remove the fuel rail and injectors (1) as an assembly using the EN-49248: remover.
8. Remove and discard the direct fuel injector hold down clamps.

NOTE: The direct fuel injectors must be rebuilt whenever the injector has been
released from the fuel rail or cylinder head.

9. Once the fuel rail is removed, remove the fuel injectors and rebuild them. Refer to Fuel Rail and
Injectors Cleaning and Inspection (LF1 or LFW) .

Installation Procedure
 Fig. 77: Fuel Rail & Bolts
Courtesy of GENERAL MOTORS CORP.

1. Install the fuel rail with injectors (2) into the cylinder head evenly.
2. Hand tighten the two outer fuel rail bolts to seat the injector in the injector bores.
3. Start and hand tighten the remaining fuel rail bolts (1).
 Fig. 78: Identifying Fuel Rail Bolt Tightening Sequence
Courtesy of GENERAL MOTORS CORP.

CAUTION: Refer to Fastener Caution .

4. Tighten the fuel rail bolts in the sequence shown:

 1. Tighten the Bank 1 fuel rail bolts first pass to 12 N.m (106 lb in).
2. Tighten the Bank 1 fuel rail bolts a final pass to 23 N.m (17 lb ft).
5. Install the fuel feed intermediate pipe. Refer to Fuel Feed Intermediate Pipe Replacement (LF1).
6. Connect the fuel injector wiring harness electrical connector from the fuel injectors, fuel rail and fuel
pressure sensor.
7. Inspect for fuel leaks using the following procedure:
1. Turn ON the ignition, with the engine OFF for 2 seconds.
2. Turn OFF the ignition, for 10 seconds.
3. Turn ON the ignition, with the engine OFF.
4. Inspect for fuel leaks.

NOTE: Before installing the foam insulator, remove any remaining fuel from the
injector well.

8. Install the foam insulator to the fuel rails.

9. Install the intake manifold. Refer to Intake Manifold Replacement .
10. Install the fuel pipe shield. Refer to Fuel Pipe Shield Replacement (LF1).
11. Install the cylinder head. Refer to Cylinder Head Replacement - Left Side (LF1) .
12. Install the low side fuel pressure service port cap.
13. Install the fuel tank cap.

FUEL FEED INTERMEDIATE PIPE REPLACEMENT (LF1)

Fig. 79: Fuel Feed Intermediate Pipe (LF1)
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .

2. Remove the Intake manifold cover. Refer to Intake Manifold Cover Replacement .
3. Remove the fuel pipe shield. Refer to Fuel Pipe Shield Replacement (LF1).
Fitting (Qty: 3)

CAUTION:
Refer to Fastener Caution .
1
Tighten:

1. First Pass 15 N.m(11 lb ft)

2. Second Pass 30 N.m(22 lb ft)
Fuel Feed Intermediate Pipe
 Procedure

1. Discard the pipe when removed and install a new pipe.

2 2. Lubricate the pipes with silicon free engine oil. Refer to Adhesives, Fluids,
Lubricants, and Sealers .
3. Pressure up the fuel system and check for leaks.

FUEL PIPE SHIELD REPLACEMENT (LF1)

Fig. 80: Fuel Pipe Shield (LF1)

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
Bolt
1
CAUTION:
Refer to Fastener Caution .
 Tighten: 10 N.m (89 lb in)
2 Retainer
3 Fuel Pipe Shield

FUEL PUMP REPLACEMENT

Special Tools

EN-48896: High Pressure Fuel Pump Installation Alignment Gauge

Removal Procedure

1. Relieve the low and high side fuel system pressure. Refer to Fuel Pressure Relief .
2. Remove the high pressure fuel pump shield. Refer to Fuel Pipe Shield Replacement (LF1).

Fig. 81: High Pressure Fuel Pump Components

Courtesy of GENERAL MOTORS CORP.

3. Disconnect the engine wiring harness electrical connector from the high pressure fuel pump.
 4. Remove the low pressure feed pipe. Refer to Fuel Feed Pipe Replacement (LF1).
5. Remove the high pressure pipe. Discard the pipe. Refer to Fuel Feed Intermediate Pipe Replacement
(LF1).
6. Remove and discard the high pressure fuel pump bolts (1).
7. Remove the high pressure fuel pump (2).
8. Remove and discard the high pressure fuel pump O-ring (3).
9. Remove and discard the high pressure fuel pump gasket (4).
10. Remove the high pressure fuel pump roller lifter (5).

Installation Procedure

NOTE: The camshaft must be in the base circle position before the high pressure
fuel pump is installed.

1. Use the EN-48896: alignment gauge to ensure that the camshaft lobe is in the base circle position. At
base circle the tool will be flush with the head.
2. Lubricate the high pressure fuel pump cylinder head bore and roller lifter with camshaft prelube. Refer to
Adhesives, Fluids, Lubricants, and Sealers .
 Fig. 82: High Pressure Fuel Pump Components
Courtesy of GENERAL MOTORS CORP.

NOTE: The high pressure fuel pump gasket has a retaining feature to hold the
pump retaining bolts in place.

3.
4. Install the high pressure fuel pump roller lifter (5).
5. Install a NEW high pressure fuel pump O-ring (3).
6. Position the NEW high pressure fuel pump gasket (4) and bolts (1) to the fuel pump.
7. Install the high pressure fuel pump (2). Force will be required while hand tightening the bolts.

CAUTION: Refer to Fastener Caution .

8. Tighten the high pressure fuel pump retaining bolts to 15 N.m (11 lb ft).
9. Ensure the high pressure fuel pump and fuel rail fittings are clean prior to assembly.
10. Install a NEW high pressure fuel pipe. Refer to Fuel Feed Intermediate Pipe Replacement (LF1).
11. Install the fuel feed pipe to the high pressure fuel pump. Refer to Fuel Feed Pipe Replacement (LF1).
12. Connect the high pressure fuel pump wiring harness.
13. Install the fuel tank cap.

NOTE: If a fuel leak accrues at the fuel rail, the fuel rail will need to be replaced.

14. Inspect for leaks using the following procedure:

1. Turn ON the ignition, with the engine OFF for 2 seconds.
2. Turn OFF the ignition, for 10 seconds.
3. Turn ON the ignition, with the engine OFF.
4. Inspect for fuel leaks.
15. Install the pressure relief cap to the fuel feed pipe.
16. Install the intake manifold. Refer to Intake Manifold Replacement .
17. Install the high pressure fuel pump shield. Refer to Fuel Pipe Shield Replacement (LF1).

FUEL INJECTOR AND FUEL RAIL REPLACEMENT

Special Tools

EN-47909: Fuel Injector Bore and Sleeve Cleaning Kit

For equivalent regional tools, refer to Special Tools .

Removal Procedure
1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief .
2. Remove the fuel pipe shield. Refer to Fuel Pipe Shield Replacement (LF1).
3. Remove the intake manifold. Refer to Intake Manifold Replacement .
4. Remove the fuel feed intermediate pipe. Refer to Fuel Feed Intermediate Pipe Replacement (LF1).
5. Remove the foam insulator from the fuel rails.
6. Remove the cylinder head. Refer to Cylinder Head Replacement - Left Side (LF1) or Cylinder Head
Replacement - Right Side (LF1)

Fig. 83: Fuel Rail Bolts

Courtesy of GENERAL MOTORS CORP.

7. Remove the bolts (1) from the bank 2 fuel rail.

8. Remove the bank 1 fuel rail and injectors (1) as an assembly. Refer to Cylinder Head Disassemble (LF1
 or LFW) .
9. Disconnect the bank 1 fuel injector electrical connections.

Fig. 84: Removing Fuel Rail & Injectors

Courtesy of GENERAL MOTORS CORP.

10. If the bank 2 fuel rail or injectors are being serviced, remove them. Refer to Cylinder Head Disassemble
(LF1 or LFW) .
11. Disconnect the bank 2 fuel injector and fuel pressure sensor electrical connections.

NOTE: The direct fuel injectors must be rebuilt whenever the injector has been
released from the fuel rail or cylinder head.
 12. It is necessary to rebuild the fuel injectors. Refer to Fuel Rail and Injectors Cleaning and Inspection
(LF1 or LFW) .

Installation Procedure

Fig. 85: Fuel Rail Bolts

Courtesy of GENERAL MOTORS CORP.

1. Clean the fuel injector bores using EN-47909: kit.

2. Ensure that the fuel injectors have been properly rebuilt and lubricated. Refer to Fuel Rail and Injectors
Cleaning and Inspection (LF1 or LFW) .
3. Connect the bank 2 fuel injector and fuel pressure sensor electrical connections.
4. Position the bank 2 fuel rail and evenly hand tighten the 2 outer fuel rail bolts to seat the injectors into the
injector bores. Remove the bolts.
 5. Connect the bank 1 fuel injector electrical connections.
6. Position the bank 1 fuel rail and evenly hand tighten the 2 outer fuel rail bolts to seat the injectors into the
injector bores.
7. Start and hand tighten the remaining fuel rail bolts.

CAUTION: Refer to Fastener Caution .

8. Tighten the bank 1 and bank 2 fuel rail bolts.

 Tighten the inner fuel rail bolts to 10 N.m (89 lb in).

 Tighten the outer fuel rail bolts to 10 N.m (89 lb in).

9. Replace any wire harness tie straps cut from the fuel rails.
10. Install the cylinder head. Refer to Cylinder Head Replacement - Left Side (LF1) or Cylinder Head
Replacement - Right Side (LF1)
11. Install the fuel feed intermediate pipe. Refer to Fuel Feed Intermediate Pipe Replacement (LF1).
12. Inspect for fuel leaks using the following procedure:
1. Turn ON the ignition, with the engine OFF for 2 seconds.
2. Turn OFF the ignition, for 10 seconds.
3. Turn ON the ignition, with the engine OFF.
4. Inspect for fuel leaks.

NOTE: Before installing the foam insulator, remove any remaining fuel from the
injector well.

13. Install the foam insulator to the fuel rails.

14. Install the intake manifold. Refer to Intake Manifold Replacement .
15. Install the fuel pipe shield. Refer to Fuel Pipe Shield Replacement (LF1).
16. Install the low side fuel pressure service port cap.

EVAPORATIVE EMISSION CANISTER PURGE SOLENOID VALVE REPLACEMENT (LF1)

Fig. 86: Evaporative Emission Canister Purge Solenoid Valve (LF1)
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
Bolt

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m (89 lb in)

Evaporative Emission Canister Purge Solenoid Valve

Procedure
2
1. Disconnect the EVAP canister purge solenoid harness connector.
2. Install a NEW O-ring.
EVAPORATIVE EMISSION CANISTER VENT SOLENOID VALVE REPLACEMENT

Removal Procedure

Fig. 87: Rotating EVAP Canister Vent Valve

Courtesy of GENERAL MOTORS CORP.

1. Remove the evaporative emission (EVAP) canister. Refer to Evaporative Emission Canister
Replacement .
2. Rotate the EVAP canister vent valve counterclockwise to release from the locked position.
 Fig. 88: View Of EVAP Canister Vent Valve
Courtesy of GENERAL MOTORS CORP.

3. Remove the vent valve from the EVAP canister.

Installation Procedure
 Fig. 89: View Of EVAP Canister Vent Valve
Courtesy of GENERAL MOTORS CORP.

1. Insert the EVAP canister vent solenoid valve into the EVAP canister, with the valve aligned to the
released position.
 Fig. 90: Rotating EVAP Canister Vent Valve
Courtesy of GENERAL MOTORS CORP.

2. Rotate vent valve clockwise to secure into the locked position.

3. Install the EVAP canister. Refer to Evaporative Emission Canister Replacement .

EVAPORATIVE EMISSION LINE REPLACEMENT - CHASSIS TO CANISTER

Fig. 91: Evaporative Emission Line - Chassis to Canister
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure

1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
2. Disconnect the quick connectors. Refer to Plastic Collar Quick Connect Fitting Service.
Evaporative Emission Line
1 Procedure:
Disengage the line from the plastic retainers.

EVAPORATIVE EMISSION CANISTER REPLACEMENT

Removal Procedure
 Fig. 92: View Of EVAP Canister, Hose/Pipes & EVAP Vent Solenoid Electrical Connector
Courtesy of GENERAL MOTORS CORP.

NOTE: The EVAP emissions canister is located under the center of the vehicle. It
has 3 EVAP line connections:

 The EVAP fresh air

 The EVAP vent
 The EVAP purge

1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .

CAUTION: Clean all fuel pipe connections and surrounding areas before
disconnecting the fuel pipes to avoid contamination of the fuel
system.

2. Disconnect the EVAP canister fresh air hose/pipe from the fuel tank fresh air hose/pipe (2). Refer to
Plastic Collar Quick Connect Fitting Service.
3. Disconnect the EVAP canister vent hose/pipe from the EVAP canister. Refer to Plastic Collar Quick
Connect Fitting Service.

Fig. 93: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

4. Disconnect the EVAP canister purge hose/pipe (1) from the EVAP canister.
5. Remove the EVAP canister-to-underbody nuts (3).
6. Lower the EVAP canister.
 Fig. 94: View Of EVAP Canister, Hose/Pipes & EVAP Vent Solenoid Electrical Connector
Courtesy of GENERAL MOTORS CORP.

7. Disconnect the EVAP vent solenoid electrical connector (1).

8. Remove the EVAP canister (4) from the vehicle.

Installation Procedure
 Fig. 95: View Of EVAP Canister, Hose/Pipes & EVAP Vent Solenoid Electrical Connector
Courtesy of GENERAL MOTORS CORP.

1. Connect the EVAP vent solenoid electrical connector (1).

2. Install the EVAP canister (4) to the underbody of the vehicle.
 Fig. 96: View Of Chassis Fuel Supply Line, EVAP Canister Purge Hose/Pipe & EVAP Canister-To-
Underbody Nuts
Courtesy of GENERAL MOTORS CORP.

CAUTION: Refer to Fastener Caution .

3. Install the EVAP canister-to-underbody nuts (3).

Tighten: Tighten the nuts to 9 N.m (80 lb in).

4. Connect the EVAP canister purge hose/pipe (1) to the EVAP canister.
 Fig. 97: View Of EVAP Canister, Hose/Pipes & EVAP Vent Solenoid Electrical Connector
Courtesy of GENERAL MOTORS CORP.

5. Connect the EVAP canister vent hose/pipe (3) to the EVAP canister. Refer to Plastic Collar Quick
Connect Fitting Service.
6. Connect the EVAP canister fresh air hose/pipe to the fuel tank fresh air hose/pipe (2). Refer to Plastic
Collar Quick Connect Fitting Service.
7. Lower the vehicle.

EVAPORATIVE EMISSION SYSTEM CLEANING

Special Tools

J 41413-200 Evaporative Emission System Tested

Inspection Procedure

CAUTION: Use the EVAP Pressure/Purge Diagnostic Station J 41413 in order to

 provide a clean, dry, low pressure gas source. Do not substitute any other
pressurized gas source. Damage may result to the EVAP system.

NOTE: Proceed with the following procedure only if referenced by an evaporative

emission (EVAP) diagnostic or repair procedure.

1. Turn OFF the ignition.

2. Remove the EVAP canister purge valve. Refer to Evaporative Emission Canister Purge Solenoid
Valve Replacement (LF1).
3. Lightly tap the EVAP canister purge valve on a hard surface.
4. Inspect for carbon particles exiting either of the vacuum ports.
 If no carbon particles were detected, but a blockage was detected during a diagnostic procedure,
install the original EVAP canister purge valve. Continue with the cleaning procedure.
 If carbon particles are found during the inspection procedure, continue with the cleaning procedure.

 If a diagnostic procedure directed you to replace the EVAP canister purge valve and no carbon
particles were detected, replace the EVAP canister purge valve. Return to the published service
procedure.

Cleaning Procedure

1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
2. Remove the EVAP canister. Refer to Evaporative Emission Canister Replacement .
3. Turn OFF the main valve on the J 41413-200 .
4. Disconnect the hose from the diagnostic station pressure regulator.
5. Using a section of vacuum hose, connect one end onto the EVAP pressure/purge diagnostic station
pressure regulator.
6. Connect the other end of the vacuum hose to the canister side of the purge pipe.
7. Turn ON the main nitrogen cylinder valve and continue to discharge nitrogen for 15 seconds.
8. If the nitrogen does not clear the blockage, replace the purge pipe.
9. Return the EVAP pressure/purge diagnostic station to the stations original condition.
10. Install a new EVAP canister. Refer to Evaporative Emission Canister Replacement .
11. Lower the vehicle.
12. Install a new EVAP canister purge valve. Refer to Evaporative Emission Canister Purge Solenoid
Valve Replacement (LF1).
13. Return to the diagnostic table that sent you here.

IGNITION COIL REPLACEMENT - BANK 1

Removal Procedure

1. Remove the intake manifold. Refer to Intake Manifold Replacement .

 Fig. 98: View Of Ignition Coil Electrical Connector
Courtesy of GENERAL MOTORS CORP.

2. Disconnect the engine wiring harness electrical connector(s) (1) from the ignition coil(s) (4).
 Fig. 99: View Of Ignition Coils
Courtesy of GENERAL MOTORS CORP.

3. Remove the ignition coil bolt(s).

4. Remove the ignition coil(s).

Installation Procedure
 Fig. 100: View Of Ignition Coils
Courtesy of GENERAL MOTORS CORP.

1. Install the ignition coil(s).

CAUTION: Refer to Fastener Caution .

2. Install the ignition coil bolt(s).

 Tighten: Tighten the bolt(s) to 10 N.m (89 lb in).

Fig. 101: View Of Ignition Coil Electrical Connector

Courtesy of GENERAL MOTORS CORP.

3. Connect the engine wiring harness electrical connector(s) (1) to the ignition coil(s) (4).
4. Install the intake manifold. Refer to Intake Manifold Replacement .

IGNITION COIL REPLACEMENT - BANK 2

Removal Procedure
 Fig. 102: Identifying Engine Wiring Harness Electrical Connectors
Courtesy of GENERAL MOTORS CORP.

1. Remove the intake manifold cover. Refer to Intake Manifold Cover Replacement .
2. Disconnect the engine wiring harness electrical connector(s) (5) from the ignition coil(s) (4).
 Fig. 103: View Of Ignition Coils
Courtesy of GENERAL MOTORS CORP.

3. Remove the ignition coil bolt(s).

4. Remove the ignition coil(s).

Installation Procedure
 Fig. 104: View Of Ignition Coils
Courtesy of GENERAL MOTORS CORP.

1. Install the ignition coil(s).

CAUTION: Refer to Fastener Caution .

2. Install the ignition coil bolt(s).

 Tighten: Tighten the bolt(s) to 10 N.m (89 lb in).

Fig. 105: Identifying Engine Wiring Harness Electrical Connectors

Courtesy of GENERAL MOTORS CORP.

3. Connect the engine wiring harness electrical connector(s) (5) to the ignition coil(s) (4).
4. Install theintake manifold cover. Refer to Intake Manifold Cover Replacement .

SPARK PLUG INSPECTION

Spark Plug Usage

  Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions.
Refer to Ignition System Specifications for the correct spark plug.
 Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following
conditions:
 Spark plug fouling-Colder plug

 Pre-ignition causing spark plug and/or engine damage-Hotter plug

Spark Plug Inspection

 Fig. 106: Cross Sectional View Of Spark Plug
Courtesy of GENERAL MOTORS CORP.

 Inspect the terminal post (1) for damage.

 Inspect for a bent or broken terminal post (1).

 Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should
NOT move.
 Fig. 107: Identifying Spark Plug Inspection Points
Courtesy of GENERAL MOTORS CORP.

 Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge
traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following
conditions:
 Inspect the spark plug boot for damage.

 Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A
 spark plug boot that is saturated causes arcing to ground.

Fig. 108: Inspecting Spark Plug Insulator

Courtesy of GENERAL MOTORS CORP.

 Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead
of the electrodes (3, 4).
 Fig. 109: Cutaway View Of Spark Plug
Courtesy of GENERAL MOTORS CORP.

 Inspect for evidence of improper arcing.

 Measure the gap between the center electrode (4) and the side electrode (3) terminals. Refer to
Ignition System Specifications . An excessively wide electrode gap can prevent correct spark plug
operation.
 Inspect for the correct spark plug torque. Refer to Ignition System Specifications . Insufficient
 torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator
(2) to crack.
 Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4).

 Inspect for a broken or worn side electrode (3).

 Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug.

 A rattling sound indicates internal damage.

 A loose center electrode (4) reduces the spark intensity.

 Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap.

 Inspect for worn or missing platinum pads on the electrodes (3, 4), if equipped.

 Inspect for excessive fouling.

 Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the
spark plug not to seat correctly during installation.

Spark Plug Visual Inspection

 Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal
combustion by-products from fuels with additives.
 Carbon fouled-Dry, fluffy, black carbon or soot caused by the following conditions:
 Rich fuel mixtures

 Leaking fuel injectors

 Excessive fuel pressure

 Restricted air filter element

 Incorrect combustion

 Reduced ignition system voltage output

 Weak coils

 Worn ignition wires

 Incorrect spark plug gap

 Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that
normal combustion deposits may not burn off.
 Deposit fouling-Oil, coolant, or additives that include substances such as silicone, very white coating,
reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a
glazing over the electrode.

SPARK PLUG REPLACEMENT

Removal Procedure
 Fig. 110: View Of Spark Plugs
Courtesy of GENERAL MOTORS CORP.

1. Remove the ignition coil(s). Refer to Ignition Coil Replacement - Bank 1 and/or Ignition Coil
Replacement - Bank 2.

WARNING: Refer to Safety Glasses and Compressed Air Warning .

CAUTION: Clean the spark plug recess area before removing the spark plug.
Failure to do so could result in engine damage because of dirt or
foreign material entering the cylinder head, or by the contamination
of the cylinder head threads. The contaminated threads may prevent
the proper seating of the new plug. Use a thread chaser to clean the
threads of any contamination.
 2. Use compressed air in order to remove debris from the spark plug cavity.

CAUTION: Allow the engine to cool before removing the spark plugs. Attempting
to remove the spark plugs from a hot engine may cause the plug
threads to seize, causing damage to cylinder head threads.

3. Remove the spark plug.

Installation Procedure

Fig. 111: View Of Spark Plugs

Courtesy of GENERAL MOTORS CORP.

CAUTION: Use only the spark plugs specified for use in the vehicle. Do not
install spark plugs that are either hotter or colder than those
 specified for the vehicle. Installing spark plugs of another type can
severely damage the engine.

CAUTION: Check the gap of all new and reconditioned spark plugs before
installation. The pre-set gaps may have changed during handling.
Use a round feeler gauge to ensure an accurate check. Installing the
spark plugs with the wrong gap can cause poor engine performance
and may even damage the engine.

1. Ensure that the spark plug gap is equivalent to the spark plug gap specification. Refer to Ignition System
Specifications .

CAUTION: Be sure that the spark plug threads smoothly into the cylinder head
and the spark plug is fully seated. Use a thread chaser, if necessary,
to clean threads in the cylinder head. Cross-threading or failing to
fully seat the spark plug can cause overheating of the plug, exhaust
blow-by, or thread damage.

CAUTION: Refer to Fastener Caution .

2. Install the spark plug.

Tighten: Tighten the spark plug to 20 N.m (15 lb ft).

3. Install the ignition coil(s). Refer to Ignition Coil Replacement - Bank 1 and/or Ignition Coil
Replacement - Bank 2.

CRANKSHAFT POSITION SENSOR REPLACEMENT

Fig. 112: Crankshaft Position Sensor
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. If equipped with AWD, remove the right side catalytic converter. Refer to Catalytic Converter
Replacement - Right Side (LF1) .
2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Bolt

CAUTION:
1
Refer to Fastener Caution .

Tighten: 9 N.m (80 lb in)

Bolt
2
Tighten: 58 N.m (42 lb ft)
3 Exhaust Manifold Lower Heat Shield
Bolt
4
Tighten: 10 N.m (89 lb in)
Crankshaft Position Sensor
 Procedure

5 1. Disconnect the crankshaft position sensor harness connector.

2. If LF1, perform the crankshaft position system variation learn procedure. Refer to
Crankshaft Position System Variation Learn

CAMSHAFT POSITION SENSOR REPLACEMENT - BANK 2 (LEFT SIDE) EXHAUST

Fig. 113: Camshaft Position Sensor - Bank 2 (Left Side) Exhaust

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the engine mount bracket. Refer to Engine Mount Bracket Replacement - Right Side .
Camshaft Position Sensor Fastener
1
CAUTION:
Refer to Fastener Caution .
 Tighten: 10 N.m (89 lb in)
Camshaft Position Sensor
2 Procedure:
Disconnect the electrical connector.

CAMSHAFT POSITION SENSOR REPLACEMENT - BANK 2 (LEFT SIDE) INTAKE

Fig. 114: Camshaft Position Sensor - Bank 2 (Left Side) Intake

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the engine mount bracket. Refer to Engine Mount Bracket Replacement - Right Side .

Camshaft Position Sensor Fastener

1
CAUTION:
Refer to Fastener Caution .
 Tighten: 10 N.m (89 lb in)
Camshaft Position Sensor
2 Procedure:
Disconnect the electrical connector.

CAMSHAFT POSITION SENSOR REPLACEMENT - BANK 1 (RIGHT SIDE) EXHAUST

Fig. 115: Camshaft Position Sensor - Bank 1 (Right Side) Exhaust

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the air cleaner outlet duct. Refer to Air Cleaner Outlet Duct Replacement.
Camshaft Position Sensor Fastener

CAUTION:
 Refer to Fastener Caution .
1
Tighten: 10 N.m (89 lb in)
Camshaft Position Sensor
2 Procedure:
Disconnect the electrical connector.

CAMSHAFT POSITION SENSOR REPLACEMENT - BANK 1 (RIGHT SIDE) INTAKE

Fig. 116: Camshaft Position Sensor - Bank 1 (Right Side) Intake

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the air cleaner outlet duct. Refer to Air Cleaner Outlet Duct Replacement.

Camshaft Position Sensor Fastener

 CAUTION:
Refer to Fastener Caution .
1
Tighten: 10 N.m (89 lb in)
Camshaft Position Sensor
2 Procedure:
Disconnect the electrical connector.

CAMSHAFT POSITION ACTUATOR SOLENOID VALVE SOLENOID REPLACEMENT - BANK 1

(RIGHT SIDE) INTAKE

Fig. 117: Camshaft Position Actuator Solenoid Valve Solenoid - Bank 1 (Right Side) Intake
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Remove the air cleaner outlet duct. Refer to Air Cleaner Outlet Duct Replacement.
Camshaft Position Actuator Solenoid Valve Fastener
 CAUTION:
Refer to Fastener Caution .

1
Procedure:
Disconnect the electrical connector.

Tighten: 10 N.m (89 lb in)

2 Camshaft Position Actuator Solenoid Valve

CAMSHAFT POSITION ACTUATOR SOLENOID VALVE SOLENOID REPLACEMENT - BANK 1

(RIGHT SIDE) EXHAUST

Fig. 118: Camshaft Position Actuator Solenoid Valve Solenoid - Bank 1 (Right Side) Exhaust
Courtesy of GENERAL MOTORS CORP.
 Callout Component Name
Preliminary Procedure:
Remove the air cleaner outlet duct. Refer to Air Cleaner Outlet Duct Replacement.
Camshaft Position Actuator Solenoid Valve Fastener

CAUTION:
Refer to Fastener Caution .
1
Procedure:
Disconnect the electrical connector.

Tighten: 10 N.m (89 lb in)

2 Camshaft Position Actuator Solenoid Valve

CAMSHAFT POSITION ACTUATOR SOLENOID VALVE SOLENOID REPLACEMENT - BANK 2

(LEFT SIDE) INTAKE

Fig. 119: Camshaft Position Actuator Solenoid Valve Solenoid - Bank 2 (Left Side) Intake
Courtesy of GENERAL MOTORS CORP.
 Callout Component Name
Preliminary Procedure:
Remove the engine mount bracket. Refer to Engine Mount Bracket Replacement - Right Side .
Camshaft Position Actuator Solenoid Valve Fastener

CAUTION:
Refer to Fastener Caution .
1
Procedure:
Disconnect the electrical connector.

Tighten: 10 N.m (89 lb in)

2 Camshaft Position Actuator Solenoid Valve

CAMSHAFT POSITION ACTUATOR SOLENOID VALVE SOLENOID REPLACEMENT - BANK 2

(LEFT SIDE) EXHAUST

Fig. 120: Camshaft Position Actuator Solenoid Valve Solenoid - Bank 2 (Left Side) Exhaust
Courtesy of GENERAL MOTORS CORP.
 Callout Component Name
Preliminary Procedure:
Remove the engine mount bracket. Refer to Engine Mount Bracket Replacement - Right Side .
Camshaft Position Actuator Solenoid Valve Fastener

CAUTION:
1
Refer to Fastener Caution .

Tighten: 10 N.m (89 lb in)

Camshaft Position Actuator Solenoid Valve
2 Procedure:
Disconnect the electrical connector.

KNOCK SENSOR REPLACEMENT - BANK 1

Fig. 121: Knock Sensor - Bank 1

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. If equipped with AWD, remove the right side catalytic converter. Refer to Catalytic Converter
Replacement - Right Side (LF1) .
 2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Bolt

CAUTION:
1
Refer to Fastener Caution .

Tighten: 25 N.m (18 lb ft)

Bolt
2
Tighten: 58 N.m (42 lb ft)
3 Exhaust Manifold Lower Heat Shield
Bolt
4
Tighten: 25 N.m (18 lb ft)
Knock Sensor
5 Procedure:
Disconnect the electrical connector.

KNOCK SENSOR REPLACEMENT - BANK 2

Fig. 122: Knock Sensor - Bank 2
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Knock Sensor Fastener

CAUTION:
1
Refer to Fastener Caution .

Tighten: 9 N.m (80 lb in)

Knock Sensor
2 Procedure:
Disconnect the electrical connector.
AIR CLEANER ELEMENT REPLACEMENT (LE5)

Fig. 123: Air Cleaner Element (LE5)

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Disconnect the air cleaner outlet duct from the air cleaner. Refer to Air Cleaner Outlet Duct
Replacement.
Air Cleaner Fastener (Qty: 4)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 5 N.m (44 lb in)

Air Cleaner Element

Procedure
2
1. Disconnect the mass airflow with intake air temperature sensor.
2. Disconnect the throttle inlet absolute pressure sensor.
AIR CLEANER ASSEMBLY REPLACEMENT

Fig. 124: Air Cleaner Assembly

Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedures

1. Disconnect the air cleaner outlet duct from the air cleaner assembly. Refer to Air Cleaner Outlet
Resonator Replacement .
2. If required, remove the throttle inlet absolute pressure sensor. Refer to Throttle Inlet Absolute
Pressure Sensor Replacement.
3. If required, remove the mass airflow sensor. Refer to Mass Airflow Sensor with Intake Air
Temperature Sensor Replacement.
Air Cleaner Assembly Fastener (Qty: 2)

CAUTION:
1
Refer to Fastener Caution

Tighten: 10 N.m (89 lb in)

2 Air Cleaner Assembly

AIR CLEANER OUTLET DUCT REPLACEMENT

Fig. 125: Air Cleaner Outlet Duct
Courtesy of GENERAL MOTORS CORP.

Callout Component Name

Preliminary Procedure:
Disconnect the front positive crankcase ventilation tube. Refer to Positive Crankcase Ventilation Tube
Replacement - Front .
Air Cleaner Clamp (Qty: 2)

CAUTION:
1
Refer to Fastener Caution .

Tighten: 4 N.m (35 lb in)

2 Air Cleaner Outlet Duct
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

SCHEMATIC AND ROUTING DIAGRAMS

ENGINE CONTROLS SCHEMATICS

Fig. 1: Module Power, Ground Serial Data, and MIL (LF1)

Courtesy of GENERAL MOTORS CORP.
Fig. 2: 5V1 and Low Reference Bus (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 3: 5V2, 5V3, 5V4, and Low Reference Bus (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 4: Engine Data Sensors - Pressure, Temperature, and Throttle Controls (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 5: Engine Data Sensors - Oxygen Sensors (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 6: Ignition Controls - Bank 1 Ignition System (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 7: Ignition Controls - Bank 2 Ignition System (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 8: Ignition Controls - CKP, CMP, KS Sensors and CMP Actuators (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 9: Fuel Controls - Fuel Injectors, Fuel Rail Pressure Sensor, and High Pressure Fuel Pump (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 10: Fuel Controls - Fuel Pump Control (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 11: Fuel Controls - EVAP Controls (LF1)
Courtesy of GENERAL MOTORS CORP.
Fig. 12: Subsystem References (LF1)
Courtesy of GENERAL MOTORS CORP.
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

SPECIAL TOOLS AND EQUIPMENT

SPECIAL TOOLS

Illustration Tool Number/Description

CH 39194-C
Oxygen Sensor Remover/Installer

CH 41769-1
Fuel Line Quick Connect Separator 3/8

CH 41769-2
Fuel Line Quick Connect Separator 5/16

CH 42242
Fuel Pressure Test Hose Adapter
 CH 47831
Fuel Line Disconnect Tool

CH 47976
Active Fuel Injector Tester

CH 47976-60
AFIT Harness Adapter

CH 47976-75
Fuel Injector Harness Adapter
 CH 48027
Digital Pressure Gauge

CH 48096
EVAP Service Access Port Tool

CH 48482
Fuel Sender Lock Ring Wrench

CH 49290
Centering Adapter Engine Subframe

EL 39021-460
Fuel Injector Test Adapter

EN 32 025 012
Sliding Hammer Adapter

EN 46577
Oxygen Sensor Remover/Installer

EN 46786 (32 025 013)

Injector Removal Tool
 EN 46790 (32 025 005)
Puller

EN 46843
Quick Connect Release Tool

EN 46999
Displacement On Demand Electric Tool

EN 47632 (32 025 010)

Cleaning Tool
 EN 47969
Fuel Supply Diagnostic Hose

EN 48248
Cylinder Compression Pressure Gauge

EN 48266
Injector Seal Installer/Sizer

EN 48278
Sub Fuel Pump Locking Ring Remover/Installer

EN 48279
Main Fuel Pump Locking Ring Remover/Installer
 EN 48303
Fuel Filter Housing Holder

EN 48304
Fuel Filter Locker Installer/Remover

EN 48357
Injector Remover

EN 48536
Frame Support Tool (Engine Lower 65 mm Kit)
 EN 48565
EGR Test Harness

EN 48896
HP Fuel Pump Installation Alignment Gauge

EN 49232
Fuel Pump Lock Ring Remover

EN 49774
Fuel Injector Remover
 EN 49799
Fuel Pressure Gauge Adapter

EN 83 95 261
Fuel Line Tool

J 22610
Keystone Clamp Pliers

J 23738-A (GE 23738-A)

Vacuum Pump

J 24460-A
Cooling System Pressure Tester
 J 25070
Heat Gun 260-399°C (500-750°F)

J 2619-01 (DT 2619-01)

Slide Hammer

J 26792 (EL 26792)

HEI Spark Tester

J 34730-262 (CH 34730-262)

Fuel Pressure Test Gauge Adapter

J 34730-375
Injector Test Lamp
 J 34730-405 (EL 34730-405)
Injector Test Lamp

J 35800-A (CH 35800-A)

Fuel Injector Cleaner

J 36012-A
Ignition System Diagnostic Harness
 J 36850 (DT 36850)
Transjel Lubricant

J 37281-A (EN 37281-A)

Injector Remover

J 37287 (EN 37287)

Fuel Line Shut-Off Adaptors (Flex Fuel)

J 38491
Spark Plug Boot Removal Tool
 J 38522 (EN 38522)
Variable Signal Generator

J 38641-B (CH 38641-C)

Diesel Fuel Quality Tester

J 39021 (EL 39021)

Fuel Injector Coil and Balancer Tester

J 39021-210 (EL 39021-210)

Injector Tester Adapter Box
 J 39021-380 (CH 39021-380)
Fuel Injector Harness Adapter

J 39021-450 (CH 39021-450)

Fuel Injector Harness Adapter

J 39765
Fuel Sender Locknut Wrench

J 41413-200 (GE 41413-200)

Evaporative Emissions System Tester (EEST)
 J 41413-300 (GE 41413-300)
EVAP Cap and Plug Kit

J 41413-SPT (GE 41413-SPT)

High Intensity White Light

J 41413-VLV (EN 41413-VLV)

EVAP Service Port Vent Fitting
 J 41415-30
Fuel Tank Cap Adapter

J 41415-40 (GE 41415-40)

Fuel Tank Cap Adapter

J 41415-50 (GE 41415-50)

Fuel Tank Cap Adapter

J 41515-A
Glow Plug Socket

J 41769 (EN 41769) (KM J 41769)

Fuel Line Disconnect Tool Set

J 42220 (CH 42220)

Universal 12-Volt Leak Detection Lamp

J 42242 (CH 42242)

Fuel Pressure Gauge Adapter

J 42598-B
Vehicle Data Recorder

J 42960-2 (CH 42960-2)

Fuel Flapper Door Holder

J 42982 (CH 42982)

Fuel Pressure Gauge Adapter

J 43094
Spark Plug Boot Puller

J 43178 (CH 43178)

Fuel Line Disconnect Tool
 J 43244 (EL 43244)
Relay Puller Pliers

J 43883
Ignition System Diagnosis Harness

J 43936 (EN 43936)

Fuel Pressure Adapter Cap

J 43937 (EN 43937)

Fuel Pressure Adapter Lines
 J 44175 (CH 44175)
Fuel Composition Tester

J 44402
Fuel Tank Sending Unit Wrench

J 44581 (CH 44581)

Fuel Line Disconnect Tool
 J 44602 (EN 44602)
Injector Test Adapter

J 44603 (CH 44603)

Injector Test Lamp

J 45004 (CH 45004)

Fuel Tank Drain Hose

J 45059
Angle Meter
 J 45722 (CH 45722)
Fuel Sender Lock Ring Wrench

J 45747 (CH 45747)

Wrench, Fuel Sending Unit

J 45861 (CH 45861)

ECT Sensor Socket

J 45873 (CH 45873)

Fuel Return Volume Test Kit

J 45873-30 (EN 45873-30)

Injector Flow Test Adapter
 J 46091 (EN 46091)
Charge Air Cooler Tester

J 46091-5 (EN 46091-5)

Charge Air Cooler Tester Adapter

J 46091-15 (EN 46091-15)

Engine Pressure Test Adapter
J 46594 (EN 46594)
Fuel Injector Puller

KM 6009
Remover/Installer

KM 807
Closure Plugs
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

SPECIFICATIONS
TEMPERATURE VERSUS RESISTANCE - ENGINE COOLANT TEMPERATURE SENSOR

Temperature Resistance Minimum Resistance Maximum

C°/F° Ohms Ohms
Engine Coolant Temperature (ECT)
-40/-40 40,490 50,136
-20/-4 14,096 16,827
-10/14 8,642 10,152
0/32 5,466 6,326
20/68 2,351 2,649
25/77 1,941 2,173
40/104 1,118 1,231
60/140 573 618
80/176 313 332
100/212 182 191
120/248 109 116
140/284 068 074

TEMPERATURE VERSUS RESISTANCE - INTAKE AIR TEMPERATURE SENSOR

Temperature Resistance Minimum Resistance Maximum

C°/F° Ohms Ohms
Intake Air Temperature (IAT) Sensor
-40/-40 35,140 43,760
-20/-4 12,660 15,120
-10/14 7,943 9,307
0/32 5,119 5,892
20/68 2,290 2,551
25/77 1,900 2,100
40/104 1,096 1,238
60/140 565 654
80/176 312 370
100/212 184 222
120/248 114 141
140/284 74 93

ALTITUDE VERSUS BAROMETRIC PRESSURE

 Barometric Pressure Barometric Pressure
Altitude Measured in Altitude Measured in Measured in Measured in Pounds
Meters (m) Feet (ft) Kilopascals (kPa) Per Square Inch (psi)
Determine your altitude by contacting a local weather station or by using another reference source.
4 267 14,000 56-64 8.1-9.3
3 962 13,000 58-66 8.4-9.6
3 658 12,000 61-69 8.8-10.0
3 353 11,000 64-72 9.3-10.4
3 048 10,000 66-74 9.6-10.7
2 743 9,000 69-77 10.0-11.2
2 438 8,000 71-79 10.3-11.5
2 134 7,000 74-82 10.7-11.9
1 829 6,000 77-85 11.2-12.3
1 524 5,000 80-88 11.6-12.8
1 219 4,000 83-91 12.0-13.2
914 3,000 87-95 12.6-13.8
610 2,000 90-98 13.1-14.2
305 1,000 94-102 13.6-14.8
0 0 Sea Level 96-104 13.9-15.1
-305 -1,000 101-105 14.6-15.2

IGNITION SYSTEM SPECIFICATIONS

Specification
Application Metric English
Firing Order 1-2-3-4-5-6
Spark Plug Gap 1.1 mm 0.043 in
Spark Plug Torque 20 N.m 15 lb ft

FASTENER TIGHTENING SPECIFICATIONS

Specification
Application Metric English
Accelerator Cable Bracket Bolt 10 N.m 89 lb in
Accelerator Control Pedal Bolt and Stud 5 N.m 44 lb in
Air Cleaner Housing Cover Screws 4 N.m 35 lb in
Air Cleaner Outlet Duct Clamp 4 N.m 35 lb in
Boost Control Solenoid Nut 8 N.m 71 lb in
Bypass Valve Actuator Mounting Bolt 25 N.m 18 lb ft
Camshaft Position (CMP) Sensor Bolt 10 N.m 89 lb in
Crankshaft Position (CKP) Sensor Stud 30 N.m 22 lb ft
Engine Coolant Temperature (ECT) Sensor 20 N.m 15 lb ft
Engine Mount Strut Bolt/Nut 48 N.m 35 lb ft
EVAP Solenoid Vent Valve Bracket Bolt 10 N.m 89 lb in
Exhaust Gas Recirculation (EGR) Valve Adapter Bolt and 50 N.m
37 lb ft
Stud
Exhaust Gas Recirculation (EGR) Valve Intake Pipe to
30 N.m 22 lb ft
Exhaust Manifold Bolt
Exhaust Gas Recirculation (EGR) Valve Outlet Pipe to 30 N.m
22 lb ft
Adapter Nut
Exhaust Gas Recirculation (EGR) Valve Outlet Pipe to
30 N.m 22 lb ft
Intake Manifold Bolt
Exhaust Gas Recirculation (EGR) Valve Nut 30 N.m 22 lb ft
Fuel Feed Intermediate Pipe Fittings
 First Pass 15 N.m 11 lb ft
 Second Pass 30 N.m 22 lb ft
Fuel Filler Pipe Screw to the Fuel Filler Pipe 2.5 N.m 22 lb in
Fuel Rail Hold-Down Bolt/Nut 10 N.m 89 lb in
Fuel Rail Hold-Down Stud 25 N.m 18 lb ft
Fuel Sender Access Panel Nut 10 N.m 89 lb in
Fuel Tank Filler Pipe Hose Clamp 2.5 N.m 22 lb in
Fuel Tank Filler Pipe Screw 13 N.m 115 lb in
Fuel Tank Retaining Strap Bolt 25 N.m 18 lb ft
Heated Oxygen Sensor (HO2S) 41 N.m 30 lb ft
Idle Air Control (IAC) Valve Screw 3 N.m 27 lb in
Ignition Coil to Ignition Control Module (ICM) Screw 4.5 N.m 40 lb in
Ignition Control Module (ICM) Nut 10 N.m 89 lb in
Ignition Control Module 14 Way Connector to Module
2.1 N.m 19 lb in
Screw
In-Line Fuel Filter Mounting Bracket Bolt 20 N.m 15 lb ft
In-Line Fuel Filter Outlet Nut 30 N.m 22 lb ft
Knock Sensor (KS) 19 N.m 14 lb ft
Knock Sensor (KS) Heat Shield Bolt 60 N.m 44 lb ft
Manifold Absolute Pressure (MAP) Sensor Screw 5 N.m 44 lb in
Mass Air Flow (MAF) Sensor Screw 3 N.m 27 lb in
Powertrain Control Module (PCM) Electrical Connector
8 N.m 71 lb in
Bolt
Spark Plug
 To a New Cylinder Head 27 N.m 20 lb ft
 To an Existing Cylinder Head 15 N.m 11 lb ft
Throttle Body Nut 10 N.m 89 lb in
Throttle Body Support Bracket Bolt 16 N.m 12 lb ft
Throttle Position (TP) Sensor Screw 2 N.m 18 lb in
Throttle Inlet Absolute Pressure (TIAP) Sensor 4 N.m 35 lb in

ADHESIVES, FLUIDS, LUBRICANTS, AND SEALERS

GM Part Number
Application Type of Material United States Canada
All Purpose Parts Cleaner Cleaner 12378553 88900920
Anti-Seize Compound Lubricant 88862477 88862478
Coolant Temperature Sensor Threads Sealant 12346004 10953480
Engine Oil 5W-30 Oil 12345610 993193
Fuel Injection Fuel Rail Bolts Threadlock 12345382 10953489
Intake Air Temperature Sensor Threads Sealant 12346004 10953480
 2010 ENGINE PERFORMANCE

Engine Controls and Fuel - 2.8L, 3.0L, 3.2L, or 3.6L - Equinox & Terrain

SYMPTOMS - ENGINE CONTROLS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.

SYMPTOMS DESCRIPTION

Symptoms covers conditions that are not covered by DTCs. Certain conditions can cause multiple symptoms.
These conditions are listed together under Symptoms Testing. Conditions that may only cause specific
symptoms are listed separately under Additional Symptoms Testing. Perform the Symptoms Testing before
using the Additional Symptoms Testing.

SYMPTOMS DEFINITION

Backfire

The fuel ignites in the intake manifold or in the exhaust system, making a loud popping noise.

Cuts Out, Misses

A steady pulsation or jerking that follows engine speed, which is usually more pronounced as the engine
load increases. This condition is not normally felt above 1,500 RPM or 48 km/h (30 mph). The exhaust
has a steady spitting sound at idle or at low speed.

Detonation/Spark Knock

A mild to severe ping which usually occurs worse while under acceleration. The engine makes sharp
metallic knocks that change with throttle opening.

Dieseling, Run-On

The engine continues to run after the key is turned OFF, but runs very rough.

Engine Control Module (ECM) Commanded Reduced Engine Power

The ECM illuminates the Reduced Engine Power lamp and will limit engine power under potential
engine/vehicle damaging or emissions related conditions. A DTC may not be set.

Fuel Odor

A noticeable smell of unburned fuel.

Hard Start

The engine cranks OK, but does not start for a long time. The vehicle does eventually run, or may start
but immediately stall.

Hesitation, Sag, Stumble

A momentary lack of response as the accelerator is pushed down. This condition can occur at any vehicle
speed. This condition is usually more pronounced when first trying to make the vehicle move, as from a
stop. This condition may cause the engine to stall in severe conditions.

Lack of Power, Sluggishness, or Sponginess

The engine delivers less than expected power. Little or no increase in vehicle speed when the accelerator
pedal is pushed down part way.

Poor Fuel Economy

Fuel economy, as measured by an actual road test, is noticeably lower than expected. Also, the fuel
economy is noticeably lower than it was on this vehicle at one time, as previously shown by an actual
road test.

Rough, Unstable, or Incorrect Idle and Stalling

The engine runs unevenly at idle. If severe, the engine or the vehicle may shake. Engine idle speed may
vary. Either condition may be severe enough to stall the engine.

Surges/Chuggles

An engine power variation under steady throttle or cruise. Feels like the vehicle speeds up and slows
down with no change in the accelerator pedal position.

SYMPTOMS VERIFICATION

Before using the Symptom tables, perform the following inspections:

 Ensure that the malfunction indicator lamp (MIL) is operating correctly. Use the scan tool to command
the lamp ON and OFF.
 Ensure that there are no DTCs that are stored.
 Ensure that the scan tool data is within a normal operating range. Refer to Control Module References
for scan tool information.
 Verify the customer concern.
 Perform the Visual/Physical Inspection in this section. The visual/physical inspection is extremely
important, and can lead to correcting a condition without additional testing. It may also help reveal the
cause of an intermittent condition.
Identifying Intermittent Conditions

Many intermittent conditions occur with harness or connector movement due to engine torque, rough pavement,
vibration or physical movements of a component. Refer to the following for a list of issues that may cause an
intermittent condition:

 Moisture and water intrusion in connectors, terminals, and components

 Incomplete connector mating
 Poor terminal contact
 High circuit or component resistance-High resistance can include any resistance, regardless of the
amount, which can interrupt the operation of the component.
 Harness that is too short or tight
 Wire insulation that is chaffed or cut
 High or low ambient temperature
 High or low engine coolant temperatures
 High underhood temperatures
 Heat build up in component or circuit due to circuit resistance, poor terminal contact, or high electrical
load
 High or low system voltage
 High vehicle load conditions
 Rough road surfaces
 Electro-magnetic interference (EMI)/circuit interference from relays, solenoids or other electrical surge
 Incorrect installation of aftermarket, add on accessories

Visual/Physical Check

 Ensure that the control module grounds are clean, tight, and correctly located.
 Ensure that the vacuum hoses are not split or kinked, and are properly connected.
 Ensure that the air filter is clean and free from restrictions.
 Ensure that there is no water intrusion in connectors terminals and components.
 Inspect the air intake ducts for the following conditions:
 Collapsed

 Damaged areas

 Looseness

 Incorrect installation

 Leaking

 Inspect for air leaks at the throttle body mounting area, the mass air flow (MAF) sensor and intake
manifold sealing surfaces.
 Inspect the wiring harness for the following conditions:
 Poor connections

 Pinches
  Cuts
 Inspect for loose, damaged, unseated, or missing sensors/components.
 Inspect the terminals for corrosion and correct contact.

SYMPTOMS TESTING

Backfire, Cuts Out/Misses, Detonation/Spark Knock, Dieseling/Run-On, Hard Start,

Hesitation/Sag/Stumble, Lack of Power/Sluggishness/Sponginess, Poor Fuel Economy, Rough, Unstable,
or Incorrect Idle and Stalling, or Surges/Chuggles

 Test the fuel system for the following:

 The fuel system for correct operation and pressure-Refer to Fuel System Diagnosis.

 The fuel injectors for proper operation-Refer to Fuel Injector Solenoid Coil Test.

 A fuel quality condition-Refer to Alcohol/Contaminants-in-Fuel Diagnosis.

 Test ignition system for the following:

 Spark plugs for incorrect heat range or an abnormal condition-Refer to Spark Plug Inspection and
Ignition System Specifications .
 For diagnosis of coolant or oil fouled spark plugs-Refer to Coolant in Combustion Chamber or
Oil Consumption Diagnosis .
 Wet down the secondary ignition system with water from a spray bottle-Wetting down the
secondary ignition system may help locate damaged or deteriorated components. Look/listen for
arcing or misfiring as the water is applied.
 Weak spark using the J 26792 Spark Tester-Refer to Electronic Ignition System Diagnosis.

 Inspect for the following conditions:

 The proper operation of the transmission torque converter clutch (TCC) - The scan tool should
indicate an engine speed drop when the TCC is commanded ON. Refer to Torque Converter
Diagnosis .
 The proper operation of the A/C compressor

 An engine that runs lean or rich-Observe the Fuel Trim parameters with a scan tool.

 Slow responding heated oxygen sensors (HO2S)-The HO2S should respond quickly to different
throttle positions.

CAUTION: Refer to Heated Oxygen and Oxygen Sensor Caution .

 Water intrusion in the HO2S connector

NOTE: The embossed arrows on the mass air flow (MAF) sensor indicate the
direction of the intake air flow. The arrows must point toward the
engine.

 Inspect the MAF sensor installation. A MAF sensor that is incorrectly installed may cause a hard
 start. Install the MAF in the proper direction. Refer to Mass Airflow Sensor with Intake Air
Temperature Sensor Replacement .
 Inspect the mass air flow (MAF) sensor connections.

 Engine oil contaminated by fuel

 Vacuum hoses for splits or kinks-Verify that the routing and connections are correct.

 Knock sensor (KS) system for excessive spark retard activity-Observe the scan tool Knock Retard
parameter for activity greater than 0°.
 The exhaust system components for the following:
 Physical damage or possible internal failure

 The three-way catalytic converters for a restriction

For more information, refer to Symptoms - Engine Exhaust .

 Electromagnetic interference (EMI) on a reference circuit can cause a misfire condition. You can usually
detect EMI with a scan tool by monitoring the engine speed parameter. A sudden increase in the engine
speed parameter with little change in actual engine speed indicates that EMI is present. Inspect the high
voltage components near the ignition control circuit if a condition exists.
 The crankcase ventilation valve for proper operation-Refer to Crankcase Ventilation System
Inspection/Diagnosis .
 Evaporative emission (EVAP) canister purge solenoid that is stuck open
 The engine cooling system for the following conditions:
 A thermostat with an incorrect heat range-Refer to Thermostat Diagnosis .

 Improper engine coolant level-If the level is low, refer to Loss of Coolant .

 The crankshaft position (CKP) sensor for an intermittent condition-Observe the scan tool CKP Resync
parameter. The Resync parameter should remain at 0 during all operating conditions, and when moving
the related harnesses and connectors between the CKP sensor and the ECM.
 Inspect the engine for the following mechanical failures:

Refer to Symptoms - Engine Mechanical .

 Excessive oil in the combustion chamber or leaking valve seals

 Oil consumption
 Incorrect cylinder compression
 Sticking or leaking valves
 Worn camshaft lobes
 Incorrect valve timing
 Worn rocker arms
 Broken valve springs
 Excessive carbon buildup in the combustion chambers-Clean the chambers with top engine cleaner.
Follow the instructions on the can.
 Incorrect engine parts
  If the above conditions do not address the symptom, refer to the additional symptoms tests.

ADDITIONAL SYMPTOMS TESTS

Hard Start

 Observe the scan tool Throttle Body Idle Airflow Compensation parameter. A value greater than 80%
may indicate an excessive accumulation of deposits in the throttle bore. Inspect the throttle body and
clean, if necessary. Refer to Throttle Body Inspection and Cleaning .
 Test the engine coolant temperature (ECT) sensor. Compare the ECT sensor value to the intake air
temperature (IAT) sensor value on a cold engine. The ECT and IAT sensor values should be within ± 3°C
(5°F). If the ECT sensor is out of range with the IAT sensor, test the resistance of the ECT sensor. Refer
to Temperature Versus Resistance - Engine Coolant Temperature Sensor for resistance
specifications. Replace the ECT sensor if the resistance is not within specification. Refer to Engine
Coolant Temperature Sensor Replacement (LF1) . If the sensor is within the specification, test the
ECT sensor circuits for high resistance.
 Verify that the fuel system has adequate pressure for engine start-up. With a scan tool, compare the Fuel
Pressure Sensor parameter value to the Desired Fuel Pressure parameter value when the ignition key is
first turned to ON. Refer to Fuel System Diagnosis.
 Inspect for excessive crankshaft endplay that will cause the crankshaft position (CKP) sensor reluctor
wheel to move out of alignment with the CKP sensor. Refer to Crankshaft and Bearing Cleaning and
Inspection and Engine Mechanical Specifications (LF1) .

Hesitation, Sag, Stumble

 Test the fuel pressure. Refer to Fuel System Diagnosis.

 Inspect the mass air flow (MAF) sensor for obstruction, contamination, and damage. Refer to Mass
Airflow Sensor with Intake Air Temperature Sensor Replacement .
 Test the generator. Refer to Symptoms - Engine Electrical . Repair the charging system if the generator
output voltage is less than 9 volts or more than 16 volts.
 Inspect for excessive crankshaft endplay that will cause the crankshaft position (CKP) sensor reluctor
wheel to move out of alignment with the CKP sensor. Refer to Crankshaft and Bearing Cleaning and
Inspection and Engine Mechanical Specifications (LF1) .
 Test the manifold absolute pressure (MAP) sensor. Refer to DTC P0106 (LF1) .

NOTE: The following actions may need to be repeated in order to verify an

intermittent intake or exhaust camshaft actuator condition.

 Engine warm and idling, verify the correct operation of the camshaft actuator system. Command the
intake and exhaust camshaft actuator for each cylinder bank form 0 degrees to 25 degrees and back to
zero while observing the appropriate scan tool Intake Camshaft Position Variance and exhaust Camshaft
Position Variance parameters. Each parameter should be less than 2 degrees in each of the commanded
states.
 If any of the parameters is greater than 2 degrees, inspect the suspect camshaft actuator and
camshaft actuator solenoid valve and valve bore for contamination, obstruction, and damage. Refer
 to Camshaft Timing Drive Components Cleaning and Inspection and Camshaft Actuator
System Description for additional information.

Poor Fuel Economy

 Heavy loads being carried or towed

 Acceleration rate too much or too often
 Inspect the brake system for brake drag.
 Inspect for incorrect operation of the speedometer.
 Verify that the engine coolant temperature (ECT) has not shifted in value. Allow the engine to run and
reach operating temperature. Observe the ECT Sensor parameter with a scan tool and compare the
reading to the parameter listed in the Engine Control Module Scan Tool Information (LF1,LFW) list.
If the reading is not in the range specified in the list, test the resistance of the ECT sensor. Refer to
Temperature Versus Resistance - Engine Coolant Temperature Sensor for resistance specifications.
Replace the ECT sensor if the resistance is not within specification. Refer to Engine Coolant
Temperature Sensor Replacement (LF1) . If the sensor is within the specification, test the ECT sensor
circuits for high resistance.
 Inspect the mass air flow (MAF) sensor for obstruction, contamination, and damage. Refer to Mass
Airflow Sensor with Intake Air Temperature Sensor Replacement .
 Observe scan tool the Throttle Body Idle Airflow Compensation parameter. A value greater than 80%
may indicate an excessive accumulation of deposits in the throttle bore. Inspect the throttle body and
clean, if necessary. Refer to Throttle Body Inspection and Cleaning .

Detonation/Spark Knock

 Inspect for excessive carbon buildup in the combustion chambers. Clean the chambers with Top Engine
Cleaner. Follow the instructions on the can.
 Test for an engine overheating condition. Refer to Engine Overheating .
 Verify that the engine coolant temperature (ECT) has not shifted in value. Allow the engine to run and
reach operating temperature. Observe the ECT Sensor parameter with a scan tool and compare the
reading to that parameter listed on the Engine Control Module Scan Tool Information (LF1,LFW) list.
If the reading is not in the range specified in the list, test the resistance of the ECT sensor. Refer to
Temperature Versus Resistance - Engine Coolant Temperature Sensor for resistance specifications.
Replace the ECT sensor if the resistance is not within specification. Refer to Engine Coolant
Temperature Sensor Replacement (LF1) . If the sensor is within the specification, test the ECT sensor
circuits for high resistance.
 If there are no engine mechanical faults, fill the fuel tank with a known high quality fuel that meets the
vehicle minimum octane requirements.

Lack of Power, Hesitation, or Cut Out

 Inspect the engine electrical system for correct operation. Refer to Symptoms - Engine Electrical .
 Verify that each injector harness is connected to the correct injector.
 Inspect the mass air flow (MAF) sensor for obstruction, contamination, and damage. Refer to Mass
Airflow Sensor with Intake Air Temperature Sensor Replacement .
 NOTE: The following actions may need to be repeated in order to verify an
intermittent intake or exhaust camshaft actuator condition.

 Engine warm and idling, verify the correct operation of the camshaft actuator system. Command the
intake and exhaust camshaft actuator for each cylinder bank form 0 degrees to 25 degrees and back to
zero while observing the appropriate scan tool Intake Camshaft Position Variance and exhaust Camshaft
Position Variance parameters. Each parameter should be less than 2 degrees in each of the commanded
states.
 If any of the parameters is greater than 2 degrees, inspect the suspect camshaft actuator and
camshaft actuator solenoid valve and valve bore for contamination, obstruction, and damage. Refer
to Camshaft Timing Drive Components Cleaning and Inspection and Camshaft Actuator
System Description for additional information.

Rough, Unstable, or Incorrect Idle and Stalling

 Observe the Throttle Body Idle Airflow Compensation parameter with a scan tool. A value greater than
80% may indicate an excessive accumulation of deposits in the throttle bore. Inspect the throttle body and
clean, if necessary. Refer to Throttle Body Inspection and Cleaning .
 Inspect the mass air flow (MAF) sensor for obstruction, contamination, and damage. Refer to Mass
Airflow Sensor with Intake Air Temperature Sensor Replacement .
 Inspect the engine mounts.
 Inspect the intake and exhaust manifolds for casting flash.

NOTE: The ECM uses the cylinder 1 intake camshaft position sensor to determine
injector and ignition system synchronization as well as to determine
camshaft to crankshaft relationship. If the cylinder 1 intake camshaft
position sensor signal to the ECM is intermittent, a stalling condition will
occur and a DTC will not set.

 Inspect all cylinder 1 intake camshaft position sensor wiring for poor connections. Start the engine and
observe for engine stalling while wiggling the cylinder 1 intake camshaft position sensor wiring harness.
Refer to Inducing Intermittent Fault Conditions for further diagnosis.

Surges/Chuggles

 Inspect the mass air flow (MAF) sensor for obstruction, contamination, and damage. Refer to Mass
Airflow Sensor with Intake Air Temperature Sensor Replacement .
 Test the heated oxygen sensors (HO2S). The HO2S should respond quickly to a change in throttle
position. If the HO2S do not respond to different throttle positions, inspect for contamination from fuel,
silicon, or the incorrect use of RTV sealant. The sensors may have a white powdery coating and result in
a high, but false, signal voltage, which gives a rich exhaust indication. The PCM reduces the amount of
fuel delivered to the engine, causing a driveability condition.
 Verify that each injector harness is connected to the correct injector.

Fuel Odor
  Saturated EVAP canister-Refer to Evaporative Emission Control System Description .
 A condition with the internal components of the fuel tank assembly-Refer to Fuel System Description
(LF1) .
 Inspect for damaged or deteriorated fuel lines.

ECM Commanded Reduced Engine Power

Review the scan tool Reduced Engine Power History parameter to determine the reason for the last reduced
engine power event and refer to Engine Control Module Scan Tool Information (LF1,LFW) for various
conditions that can cause reduced engine power.

MALFUNCTION INDICATOR LAMP (MIL) DIAGNOSIS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

CIRCUIT/SYSTEM DESCRIPTION

Ignition voltage is supplied to the malfunction indicator lamp (MIL). The engine control module (ECM) turns
the MIL ON by grounding the MIL control circuit.

DIAGNOSTIC AIDS

If the condition is intermittent, move the related harnesses and connectors with the engine operating. Monitor
the scan tool Circuit Test Status parameters for the component. The Circuit Test Status parameter will change
from OK or Not run to Fault if there is a condition with the circuit or a connection.

REFERENCE INFORMATION

Schematic Reference

 Instrument Cluster Schematics

 Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
  Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION

1. Ignition ON, observe the scan tool MIL Circuit Test Status parameters. Each of the MIL circuit test status
parameters should display OK or Not Run.
2. Ignition ON, command the MIL ON and OFF with a scan tool. The MIL should turn ON and OFF as
commanded.
3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You
may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure
Records data.

CIRCUIT/SYSTEM TESTING

1. If any other IPC indicators or gauges are inoperative, refer to Instrument Cluster Gauges Inoperative .
2. Ignition OFF, disconnect the ECM harness connectors. Ignition ON, the MIL should not illuminate.
 If the MIL is illuminated, test the MIL control circuit terminal 46-X1 for a short to ground. If the
circuit tests normal, replace the IPC.
3. Ignition ON, connect a 3 A fused jumper wire between the MIL control circuit terminal 46-X1 and
ground. The MIL should illuminate.
 If the MIL does not illuminate, test the MIL control circuit for a short to voltage, or an open/high
resistance. If the circuit test normal, replace the IPC/bulb.
4. If all circuits/connections test normal, replace the ECM.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Control Module References

 Instrument Cluster Replacement (Equinox) or Instrument Cluster Replacement (Terrain)

ENGINE CRANKS BUT DOES NOT RUN

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.
CIRCUIT/SYSTEM DESCRIPTION

This Engine Cranks but Does Not Run diagnostic is an organized approach to identify a condition which causes
the engine to crank but not start. This diagnostic directs the technician to the appropriate system diagnosis.

DIAGNOSTIC AIDS

Inspect for any of the following conditions:

 The Immobilizer system is not designed to have the key FOB folded 90 degrees when attempting to start
the engine. This may cause an intermittent no start condition. If you receive a customer complaint of an
intermittent no start condition, verify that the customer is not folding the key while attempting to start the
engine. The fob must be parallel to the key to function properly.
 The engine control module (ECM) uses the camshaft position sensors to determine engine speed and
position when there is a crankshaft position sensor condition.
 The engine will operate with a crankshaft position sensor condition only if the ECM has stored the
learned reference position of the camshafts in memory. With a crankshaft position sensor condition in the
signal circuit, the engine will go into a limp home mode after a hard restart. The ECM then calculates
engine speed from one of the camshaft position sensors.
 The fuel pump flow control module controls and monitors the operation of the in-tank fuel pump. If the
fuel pump flow control module detects a fault, a DTC sets in the fuel pump flow control module. The fuel
pump flow control module will then send a serial data message to the engine control module (ECM)
requesting the illumination of the malfunction indicator lamp (MIL).
 Insufficient fuel can cause a no start condition. Thoroughly inspect the fuel delivery system for sufficient
fuel volume to the fuel injectors. Inspect the fuel supply components for partial blockage or restrictions.
 Fuel injectors with partially blocked and restricted nozzles, or a malfunctioning solenoid, can cause a no
start condition. Refer to Fuel Injector Solenoid Coil Test.
 There may be fuel spray at the fuel injectors and the indicated fuel pressure may be correct, yet there may
not be enough fuel to start the engine. If the fuel injectors and the injector circuit are OK, and fuel spray
is detected, the fuel injector ON time may be inadequate. If the engine control module (ECM) receives
incorrect inputs from the various information sensors, the fuel delivered by the fuel injectors may be
inadequate to start the engine. Check all the engine data parameters with a scan tool and compare the
values indicated with the expected values or the values from a known good vehicle.
 Inspect the engine for good secure electrical grounds.
 Water or foreign material in the fuel can cause a no start or engine will not stay running condition. During
freezing weather water can freeze inside the fuel system. The engine may start after 30 min in a heated
repair shop. The malfunction may not recur until parked overnight in freezing temperatures. Extreme
weather conditions can cause contaminated fuel to prevent the vehicle from starting.
 A vehicle that starts and runs after being brought to the repair shop for a no start condition, may have an
ignition system that is susceptible to moisture. Spray water on the ignition system components and the
wiring in order to check for an engine starting or will not stay running concern.

REFERENCE INFORMATION

Schematic Reference
Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 CH 48027: Digital Pressure Gauge

 J 26792: Spark Tester
 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM VERIFICATION

NOTE: This diagnostic assumes the following:

 The battery is completely charged. Refer to Battery Inspection/Test .

 The engine cranking speed is acceptable. Refer to Engine Cranks Slowly .
 There is adequate fuel in the fuel tank.

1. Attempt to start the engine. Observe the DTC information with a scan tool. Verify that DTC P0116,
P0118, P0335, P0336, P0513, P0601, P0602, P0603-P0606, P062B, P0627, P0628, P0629, P0633,
P069E, P1631, P1649, or U0109 does not set.
 If any of the listed DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

2. Ignition ON, observe the Theft Deterrent parameter with a scan tool. The parameter should display
Disabled.
 If Enabled is displayed, refer to Diagnostic Trouble Code (DTC) List - Vehicle .

NOTE: A MAF sensor circuit condition may cause an Engine Cranks But Does Not
 Run condition without setting a DTC.

3. Engine cranking, observe the scan tool Mass Airflow Sensor parameter. The parameter should display
greater than 0 Hz.
 If the parameter is not the specified value, refer to DTC P0102 or P0103 for further diagnosis.

4. Test the ignition system for spark. Refer to Electronic Ignition System Diagnosis.
5. Ignition ON, command the fuel pump ON with a scan tool. You should hear the fuel pump turn ON.
 If the fuel pump does not turn ON, refer to Fuel System Diagnosis.

6. Ignition OFF, install the CH 48027: Digital Pressure Gauge.

NOTE:  The fuel pump may need to be commanded ON a few times, in order
to obtain the highest possible fuel pressure.
 Do NOT start the engine for this test.

7. Ignition ON, command an increase in the fuel line pressure with a scan tool. The fuel line pressure should
increase to greater than 410 kPa (60 psi) as commanded.
 If the fuel pressure is not within range, refer to Fuel System Diagnosis.

8. Verify that the following conditions do not exist:

 Collapsed air intake duct to the throttle body

 Restricted air filter element

 Spark plugs for being gas or coolant fouled

 A skewed engine coolant temperature (ECT) sensor-Refer to Temperature Versus Resistance -

Engine Coolant Temperature Sensor .
 Exhaust system restricted-Refer to Restricted Exhaust .

 Fuel contamination-Refer to Alcohol/Contaminants-in-Fuel Diagnosis.

 Engine mechanical condition, for example, worn timing chain and gears, low compression-Refer to
Symptoms - Engine Mechanical .
 If you find any of the above conditions, repair as necessary.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

FUEL PUMP ELECTRICAL CIRCUIT DIAGNOSIS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provide an overview of each diagnostic category.
DIAGNOSTIC FAULT INFORMATION

Short to Open or High Short to Signal

Circuit Ground Resistance Voltage Performance
Fuel Pump High Signal P0231 P023F P0232 P023F, P2635
Fuel Pump Low Signal - P023F - P023F, P2635

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is on. The voltage from the ECM to the fuel pump control module remains active for two seconds,
unless the engine is in crank or run. While this voltage is being received, the fuel pump control module closes
the ground switch of the fuel pump and also supplies a varying voltage to the fuel tank pump module in order to
maintain the desired fuel rail pressure.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

CIRCUIT/SYSTEM VERIFICATION
Ignition ON, command the fuel pump ON and OFF using the scan tool ECM output control. The fuel pump
should turn on and off.

CIRCUIT/SYSTEM TESTING

1. Ignition OFF, disconnect the harness connector at the G12 fuel pump.
2. Connect a test lamp between the control circuit terminal 1 and ground.
3. Ignition ON, command the G12 fuel pump ON and OFF using a scan tool ECM fuel pump output control.
The test lamp should turn ON and OFF, as commanded.
 If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests
normal, replace the K27 fuel pump control module.
 If the test lamp is always OFF, test the control circuit for a short to ground or an open/high
resistance. If the circuit tests normal, replace the K27 fuel pump control module.
4. Ignition OFF, connect a test lamp between the control circuit terminal 1 and the low reference circuit
terminal 2.
5. Ignition ON, command the G12 fuel pump ON using a scan tool. The test lamp should illuminate.
 If the test lamp does not illuminate, test the low reference circuit terminal 1 for a short to voltage or
an open/high resistance. If the circuit tests normal, replace the K27 fuel pump control module.
6. If all circuits test normal, replace the G12 fuel pump.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

Control Module References for fuel pump control module replacement, setup, and programming

FUEL SYSTEM DIAGNOSIS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies voltage to the fuel pump control module when the ECM detects that
the ignition is ON. The voltage from the ECM to the fuel pump control module remains active for 2 s, unless
the engine is in Crank or Run. While this voltage is being received, the fuel pump control module closes the
ground switch of the fuel pump and also supplies a varying voltage to the fuel tank module in order to maintain
the desired fuel rail pressure.

The fuel system is an electronic returnless on-demand design. A returnless fuel system reduces the internal
temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal
temperature of the fuel tank results in lower evaporative emissions.
An electric turbine style fuel pump attaches to the primary fuel pump module inside the fuel tank. The fuel
pump supplies fuel through the fuel feed pipe to the high pressure fuel pump. The high pressure fuel pump
supplies fuel to a variable-pressure fuel rail. Fuel enters the combustion chamber through precision multi-hole
fuel injectors. The high pressure fuel pump, fuel rail pressure, fuel injection timing, and injection duration are
controlled by the engine control module (ECM).

The primary fuel tank module also contains a primary jet pump and a secondary jet pump. Fuel pump flow loss,
caused by vapor expulsion in the pump inlet chamber, is diverted to the primary jet pump and the secondary jet
pump through a restrictive orifice located on the pump cover. The primary jet pump fills the reservoir of the
primary fuel tank module. The secondary jet pump creates a venturi action which causes the fuel to be drawn
from the secondary side of the fuel tank, through the fuel transfer pipe, to the primary side of the fuel tank.

REFERENCE INFORMATION

Description and Operation

Fuel System Description (LF1)

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 CH 48027: Digital Pressure Gauge

 J 37287: Fuel Line Shut-off Adapter

CIRCUIT/SYSTEM VERIFICATION

NOTE:  Repair all fuel system related DTCs before performing this diagnostic.
 Inspect the fuel system for damage or external leaks before proceeding.
 Verify that adequate fuel is in the fuel tank before proceeding.
 The Fuel Pump Enable may need to be commanded ON a few times in
order to obtain the highest possible fuel pressure.
 Before proceeding with this test review the User Manual CH 48027-5 for
Safety Information and Instructions.

1. Ignition OFF, all accessories OFF, install a CH 48027: Gauge. Refer to Fuel Pressure Gauge
 Installation and Removal .

NOTE: High fuel pressure readings may result due to hot soak fuel boiling. With
the engine OFF, the fuel pressure may increase to the setting of the
pressure relief regulator valve, approximately 580 kPa (84 psi).

2. Ignition ON, engine OFF, command the Fuel Pump Enable ON with a scan tool. Verify the fuel pressure
is between 276-448 kPa (40-65 psi) and does not decrease more than 34 kPa (5 psi) in 1 min.
3. Engine idling at normal operating temperature, verify the scan tool Fuel Pump Control Module Fuel
Pressure Sensor parameter is between 276-324 kPa (40-47 psi).

CIRCUIT/SYSTEM TESTING

NOTE:  The Fuel Pump Enable may need to be commanded ON a few times in
order to obtain the highest possible fuel pressure.
 DO NOT start the engine.
 High fuel pressure readings may result due to hot soak fuel boiling.
With the engine OFF, the fuel pressure may increase to the setting of
the pressure relief regulator valve, approximately 580 kPa (84 psi).

1. Ignition ON, engine OFF, command the Fuel Pump Enable ON with a scan tool and observe the fuel
pressure gauge while the fuel pump is operating. Verify the fuel pressure is between 276-448 kPa (40-65
psi).
 If the fuel pressure is less than the specified range, test, inspect, and repair the items listed below. If
all items test normal, replace the primary fuel tank module.
 Restricted fuel feed pipe

 Inspect the harness connectors and the ground circuits of the fuel pump for poor connections.

2. Verify that the fuel pressure does not decrease more than 34 kPa (5 psi) in 1 min.
 If the fuel pressure decreases more than the specified value, perform the following procedure:

1. Ignition OFF, relieve the fuel pressure. Refer to Fuel Pressure Relief .
2. Install the J 37287: Adapter between the chassis fuel feed hose and the engine compartment
fuel feed pipe.
3. Open the valve on the J 37287: Adapter.
4. Ignition ON, command the Fuel Pump Enable ON with a scan tool and bleed the air from the
CH 48027: Gauge.
5. Command the Fuel Pump Enable ON and then OFF with a scan tool.
6. Close the valve on the J 37287: Adapter.
7. Monitor the fuel pressure for 1 min.
 If the fuel pressure does not decrease more than 34 kPa (5 psi) within the specified
time, replace the primary fuel tank module.
3. Relieve the fuel pressure to 69 kPa (10 psi). Verify that the fuel pressure does not decrease more than 14
kPa (2 psi) in 5 min.
  If the fuel pressure decreases more than the specified value, replace the primary fuel tank module.
4. Operate the vehicle within the conditions of the customer's concern while monitoring the fuel pressure
with the CH 48027: Gauge. The fuel pressure should not drop off during acceleration, cruise or hard
cornering.
 If the fuel pressure drops off, test, inspect, and repair the items listed below. If all items test normal,
replace the primary fuel tank module.
 Restricted fuel feed pipe

 Inspect the harness connectors and the ground circuits of the fuel pump for poor connections

5. If the fuel system tests normal, refer to Symptoms - Engine Controls.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Feed Pipe Replacement (LF1)

 Fuel Tank Fuel Pump Module Replacement

FUEL COMPOSITION DIAGNOSIS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

CIRCUIT/SYSTEM DESCRIPTION

When an E85 compatible vehicle is built, an engine control module (ECM) or powertrain control module
(PCM) replaced, or when the learned alcohol content has been reset with a scan tool, the fuel system will need
to contain ASTM gasoline with 15 % or less ethanol content. If the fuel in the fuel system needs to be drained
and replaced with ASTM gasoline, the engine will need to run at operating temperature and consume at least 1
liter (0.3 gallon) of fuel before the system will recognize the correct alcohol content. Either ASTM gasoline or
ASTM E85 fuel can then be used. In order that the ECM/PCM recognizes a proper next fuel fill, the amount
must be 11 liters (3 gallons) or more, and the ethanol content must be between 0-85 %.

REFERENCE INFORMATION

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 J 44175: Fuel Composition Tester

  J 44175-A: Fuel Composition Tester

CIRCUIT/SYSTEM VERIFICATION

1. Observe the Fuel Composition Learn parameter using the scan tool. The Fuel Composition Learn
parameter should display Inactive.

IMPORTANT:  The key needs to be turned OFF for at least 30 s after the
parameter displays Inactive to properly store the ethanol
learned value in the ECM/PCM memory.
 The vehicle may need to be driven more than 11 km (7 mi) with
the engine at operating temperature.

If the Fuel Composition Learn parameter displays Active, drive the vehicle until the Fuel
Composition Learn parameter displays Inactive.
2. Record the ECM/PCM estimated value of the ethanol content using a scan tool.
3. Record the actual measured percentage of ethanol content using the J 44175: Tester or J 44175-A:
Tester. The ECM/PCM estimated value should be within 15 % of the ethanol content measured with the J
44175: Tester.
 If the ECM/PCM estimated value is not within 15 % of the ethanol content measured with the
J44175 Tester continue with Circuit/System Testing.

CIRCUIT/SYSTEM TESTING - J44175 ETHANOL CONTENT LESS THAN 15 %

1. Use the scan tool to reset the Fuel Alcohol Content parameter to 3 %.
2. Use the scan tool to reset the fuel trim values.

CIRCUIT/SYSTEM TESTING - J44175 ETHANOL CONTENT MORE THAN 15 %

1. Perform a complete key cycle, key ON, engine OFF, in order to ensure that the ECM/PCM recognizes a
refueling event.

IMPORTANT: It may be necessary to partially drain the fuel tank.

2. Key OFF, add at least 11 liters (3 gallons) of non-blended gasoline to the fuel tank.
3. Use the scan tool to reset the Fuel Alcohol Content parameter to 3 %.

NOTE: In order to ensure the non-blended gasoline has reached the fuel injectors,
the vehicle may need to be driven more than 11 km (7 mi) with the engine
at operating temperature.

4. Drive the vehicle until the Fuel Composition Learn parameter displays Inactive.
5. Use the scan tool to reset the fuel trim values.
REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel System Cleaning

 Fuel Tank Draining

FUEL INJECTOR SOLENOID COIL TEST

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

CIRCUIT/SYSTEM DESCRIPTION

The engine control module (ECM) supplies a separate high voltage supply circuit and a high voltage control
circuit for each fuel injector. The injector high voltage supply circuit and the high voltage control circuit are
both controlled by the ECM. The ECM energizes each fuel injector by grounding the control circuit. The ECM
controls each fuel injector with 65 V. This is controlled by a boost capacitor in the ECM. During the 65 V boost
phase, the capacitor is discharged through an injector, allowing for initial injector opening. The injector is then
held open with 12 V. A fuel injector coil winding resistance that is too high or too low will affect the engine
driveability. The fuel injector coil windings are affected by temperature. The resistance of the fuel injector coil
windings will increase as the temperature of the fuel injector increases.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

COMPONENT TESTING

NOTE:  The resistance test must be performed at the fuel injector or mis-diagnosis
will occur.
 The DMM and test leads must be calibrated to 0 ohms in order to prevent
mis-diagnosis.
 1. Test for 1.9-2.3 ohms at 20°C (68°F) between the high voltage supply circuit terminal 2 and the high
voltage control circuit terminal 1 at the Q17 fuel injector.
 If not within the specified range, replace the Q17 fuel injector.

2. Measure the resistance between each terminal at the Q17 fuel injector and the Q17 fuel injector
housing/case. The DMM should display OL ohms.
 If less than the specified value, replace the Q17 fuel injector.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel Injection Fuel Rail Assembly Replacement - Bank 1 (LF1)

 Fuel Injection Fuel Rail Assembly Replacement - Bank 2 (LF1)

ALCOHOL/CONTAMINANTS-IN-FUEL DIAGNOSIS
DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

TEST DESCRIPTION

Water contamination in the fuel system may cause driveability conditions such as hesitation, stalling, no start,
or misfires in one or more cylinders. Water may collect near a single fuel injector at the lowest point in the fuel
injection system and cause a misfire in that cylinder. If the fuel system is contaminated with water, inspect the
fuel system components for rust or deterioration.

Ethanol concentrations of greater than 10 percent can cause driveability conditions and fuel system
deterioration. Fuel with more than 10 percent ethanol could result in driveability conditions such as hesitation,
lack of power, stalling, or no start. Excessive concentrations of ethanol used in vehicles not designed for it may
cause fuel system corrosion, deterioration of rubber components, and fuel filter restriction.

REFERENCE INFORMATION

Special Tools

J 44175 Fuel Composition Tester

SYSTEM VERIFICATION

The fuel sample should be drawn from the bottom of the tank so that any water present in the tank will be
detected. The sample should be bright and clear.
  If the sample appears cloudy, or contaminated with water, as indicated by a water layer at the bottom of
the sample, perform the Particulate Contaminants in Fuel Testing Procedure.
 If alcohol contamination is suspected, perform the Alcohol in Fuel Testing procedure.

ALCOHOL IN FUEL TESTING WITH SPECIAL TOOL

1. Test the fuel composition using J 44175 and Instruction Manual.

2. If water appears in the fuel sample, clean the fuel system.
3. Subtract 50 from the reading on the DMM in order to obtain the percentage of alcohol in the fuel sample.
4. If the fuel sample contains more than 15 percent ethanol, add fresh, regular gasoline to the vehicle's fuel
tank.
5. Test the fuel composition.
6. If testing shows the ethanol percentage is still more than 15 percent, replace the fuel in the vehicle.

ALCOHOL IN FUEL TESTING WITHOUT SPECIAL TOOL

1. Using a 100 ml (3.38 oz) specified cylinder with 1 ml (0.034 oz) graduation marks, fill the cylinder with
fuel to the 90 ml (3.04 oz) mark.
2. Add 10 ml (0.34 oz) of water in order to bring the total fluid volume to 100 ml (3.38 oz) and install a
stopper.
3. Shake the cylinder vigorously for 10-15 seconds.
4. Carefully loosen the stopper in order to release the pressure.
5. Re-install the stopper and shake the cylinder vigorously again for 10-15 seconds.
6. Put the cylinder on a level surface for approximately 5 minutes in order to allow adequate liquid
separation. If alcohol is present in the fuel, the volume of the lower layer, which would now contain both
alcohol and water, will be more than 10 ml (0.34 oz). For example, if the volume of the lower layer is
increased to 15 ml (0.51 oz), this indicates at least 5 percent alcohol in the fuel. The actual amount of
alcohol may be somewhat more because this procedure does not extract all of the alcohol from the fuel.

PARTICULATE CONTAMINANTS IN FUEL TESTING PROCEDURE

1. Using an approved fuel container, draw approximately 0.5 liter (0.53 qt) of fuel.
2. Place the container on a level surface for approximately 5 minutes in order to allow settling of the
particulate contamination. Particulate contamination will show up in various shapes and colors. Sand will
typically be identified by a white or light brown crystals. Rubber will appear as black and irregular
particles.
3. Observe the fuel sample. If any physical contaminants or water are present, clean the fuel system.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Fuel System Cleaning

 Fuel Tank Draining
EVAPORATIVE EMISSION SYSTEM DIAGNOSIS
OPERATING INSTRUCTIONS FOR THE EVAPORATIVE EMISSION SYSTEM TESTER (EEST)

Vehicle Setup

NOTE: A large difference between the vehicle temperature and shop temperature
will seriously affect the accuracy of the tests. Always allow enough time,
at least 15 minutes, for the vehicle temperature to adjust to the shop
temperature. Refer to Temperature Variation Instructions for more
information about vehicle versus shop temperatures.

1. Engine OFF, open the hood. Position a large fan to blow air under the vehicle onto the fuel tank area.
2. Connect the red battery clip from the tester to the positive battery terminal.

NOTE: The vehicle battery must be fully charged for optimum tester performance.

3. Connect the black battery clip from the tester to chassis ground.

FLOWMETER TEST - LEAK DETECTION

1. Open the Nitrogen tank valve and turn the NITROGEN/SMOKE valve on the front control panel to
NITROGEN.
2. Connect the hose to the correct test orifice on the bottom front of the tester. For orifice size, refer to the
GM Service manual for the vehicle being tested. The vehicle specific information can be found in service
procedures for DTCs that relate to evaporative emission (EVAP) system leaks.
3. Press and release the remote switch to activate the tester.
4. Position the sliding red flag on the flowmeter to align with the floating indicator. When the red flag is set,
press and release the remote switch to deactivate the tester.
5. Remove the hose from the test orifice and install the hose onto the vehicle. For proper connection
location, and the special tool numbers for any adapters that may be required, refer to the service
procedures for DTCs that relate to EVAP system leaks.
6. Ignition ON, seal the EVAP system per instructions in the service procedures for DTCs that relate to
EVAP system leaks. Most systems can be sealed using a scan tool output control for the EVAP canister
vent solenoid valve, other systems require that the vent system be plugged.

NOTE:  Larger volume fuel tanks, and/or those with lower fuel levels, may
require several minutes to fill with nitrogen.
 Static buildup may cause the float indicator to stick. It may be
necessary to tap on the flowmeter to free up the float.

7. Press and release the remote switch to activate the nitrogen flow and fill the system.
8. Compare the stable floating indicator position to the red flag.
 ABOVE the red flag, the result is UNACCEPTABLE, FAIL-Go to Smoke Procedure
  BELOW the red flag, the result is ACCEPTABLE, PASS-Test complete
9. Press and release the remote switch to deactivate the tester.

SMOKE PROCEDURE - LOCATE THE LEAK

NOTE: It is not recommended to use the tester in an outside repair bay area
because wind and sunlight may affect temperature and your ability to see
the smoke.

1. Turn OFF any fans that may cause air movement around or near the vehicle.

NOTE: Completely unwind the nitrogen/smoke hose from the bracket to optimize
the tester's performance.

2. Connect the nitrogen/smoke hose to the vehicle as directed in the service procedures. Some vehicles
require that the nitrogen/smoke hose be connected at the front of the EVAP system at the EVAP service
port. An adapter may be necessary. Other vehicles require the connection be made at the rear of the
system using an adapter at the fuel fill cap. Consult the service procedures for DTCs that relate to
evaporative emission (EVAP) system leaks for vehicle specific instructions regarding connection location
and adapters.
3. Open the nitrogen tank valve and turn the NITROGEN/SMOKE valve on the control panel to SMOKE.

NOTE: The remote switch operates in a push ON, push OFF fashion.

4. Press and release the remote switch to activate the tester and inject smoke into the EVAP system.
5. Verify smoke has filled the EVAP system by opening the system opposite the end where smoke is
injected. When injecting smoke at the service port, remove the fuel fill cap, or temporarily leave the
EVAP canister vent valve open, until smoke is observed. Then close the system and continue testing. If
using a special tool fuel fill cap adapter at the filler neck, vent the system at the service port until smoke is
observed then close the system to continue with the test.

NOTE: Inject smoke in less than 2-minute cycles for optimum tester performance.

6. Press and release the remote switch to deactivate the tester.

NOTE: For optimum visual smoke performance, deactivate the smoke flow and
allow the system pressure to drop. Allowing the smoke to exit small holes
at a low flow rate greatly enhances visibility.

7. Introduce smoke into the system for an additional 60 seconds. Continue introducing smoke at 15-second
intervals, as necessary.
8. Using the a high-intensity white light, inspect the entire EVAP system path, and look for the source of the
leak indicated by the exiting smoke. Introduce smoke at 15-second intervals, as needed, until leak source
is identified.
TEMPERATURE VARIATION INSTRUCTIONS

The Concern

Ideal circumstances for conducting the EVAP Flowmeter Test require equal temperatures between the nitrogen
gas and the vehicle EVAP system. Significant differences in temperature between them can result in a flow or
pressure change during testing, causing misleading results. Typically, the Evaporative Emissions System Tester
is stored indoors, approximately 21°C (70°F). Vehicles brought in for diagnosis may have an EVAP system at
significantly different temperatures -40 to +43°C (-40 to +110°F).

For Example

NOTE: With no temperature difference between the nitrogen gas and EVAP system, the
resulting vehicle EVAP system pressure will remain stable at 13 inches H2O
once pressurized, providing no leaks are present.

When the EVAP Flowmeter Tests are performed with significant differences in temperature between the
nitrogen gas and the vehicle EVAP system, the following results can occur:

 An increase in flow during the flowmeter test can be caused by a vehicle's warm EVAP system cooling
down.
 A decrease in flow during the flowmeter test can be caused by a vehicle's cool EVAP system warming up.

The Solution

When working on a vehicle with significant temperature differences between the vehicle EVAP system and the
nitrogen gas, allow the vehicle EVAP system temperature to stabilize as close as possible to the temperature of
the nitrogen gas before conducting the Flowmeter Test.

ELECTRONIC IGNITION SYSTEM DIAGNOSIS

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

CIRCUIT/SYSTEM DESCRIPTION

The ignition system on this engine uses individual ignition coils and ignition control circuits for each cylinder.
Ignition voltage is supplied to each bank of ignition coils. The engine control module (ECM) controls the
ignition system operation. The ECM controls each coil using the ignition control circuits. The ECM commands
the ignition control circuit low when a spark event is requested. The sequencing and timing are controlled by
the ECM.

DIAGNOSTIC AIDS
  The ignition coils for each bank are fused separately. If a fuse opens or the ignition voltage circuit opens
between the fuse and the splice, all the ignition coils for one bank of the engine would be inoperative. If
the ground circuit opens at the engine block, the ignition coils would be inoperative for one bank of the
engine.
 Inspect the ignition coils for aftermarket devices. An aftermarket device connected to the ignition coil
circuits, may cause a condition with the ignition coils.

REFERENCE INFORMATION

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

Electronic Ignition System Description

Electrical Information Reference

 Circuit Testing
 Connector Repairs
 Testing for Intermittent Conditions and Poor Connections
 Wiring Repairs

Scan Tool Reference

Control Module References for scan tool information

Special Tools

 EL 26792: Spark Tester

 For equivalent regional tools, refer to Special Tools .

CIRCUIT/SYSTEM TESTING

NOTE: Do not perform this diagnostic procedure if you were not sent here from a
misfire DTC or the Engine Cranks but Does Not Run diagnostic.

1. Ignition OFF, disconnect the harness connector of the affected T8 ignition coil.
2. Ignition ON, test for battery voltage between the ignition voltage circuit terminal D or 2 and ground.
 If less than B+, test the ignition voltage circuit for a short to ground or an open/high resistance. If
 the circuit tests normal and the ignition circuit fuse is open, test all the components connected to the
ignition voltage circuit and replace as necessary.
3. Crank or start the engine. Test for 200-400 mV between the appropriate ignition control circuit terminal C
or 1 and ground.
 If less than the specified value, test the ignition control circuit for a short to ground or an open/high
resistance. If the circuit/connection tests normal, replace the K20 ECM.
 If greater than the specified value, test the ignition control circuit for a short to voltage. If the
circuit/connection tests normal, replace the K20 ECM.
4. Ignition OFF, all vehicle systems OFF, this may take up to 2 min, test for less than 5 ohms between the
low reference circuit terminal B or 3 and the K20 ECM housing.
 If greater than the specified value, test for an open/high resistance in the low reference circuit. If the
circuit/connection tests normal, replace the K20 ECM.
5. Test for less than 5 ohms between the ground circuit terminal A or 4 and ground.
 If greater than the specified value, test for an open, or high resistance in the ground circuit.

6. Remove the T8 ignition coil from the engine. Connect the harness.
7. Remove the fuse for the fuel pump or the fuel pump control module, if equipped.
8. Crank the engine and test for strong spark using the EL 26792: Tester.
 If no spark or weak spark is observed, replace the T8 ignition coil.

REPAIR PROCEDURES

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

 Ignition Coil Replacement - Bank 1

 Ignition Coil Replacement - Bank 2
 Control Module References for ECM replacement, setup, and programming

INSPECTION/MAINTENANCE SYSTEM CHECK

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DESCRIPTION

Several states require that a vehicle pass on-board diagnostic (OBD) system tests and the
inspection/maintenance (I/M) emission inspection in order to renew license plates. This is accomplished by
viewing the I/M System Status display on a scan tool. Using a scan tool, the technician can observe the I/M
System Status in order to verify that the vehicle meets the criteria that complies with the local area
requirements. While testing in the I/M System Status mode, some DTCs may occur that are called I/M Test
DTCs. An I/M Test DTC is defined as a fault code that is currently commanding the MIL ON, and is stored in
non-volatile memory. The intended use of this data is to prevent vehicles from passing I/M inspection without
proper repair to the vehicle. These fault codes are not erasable from any scan tool command or erasable by
disconnecting power to the controller. The I/M Test DTCs will be supported by all emissions related ECUs such
as ECMs, TCMs, FPCMs, etc. An I/M Test DTC will not be stored or erased from the ECU except at the end of
trip processing which occurs 5 s after ignition OFF.

CONDITIONS FOR UPDATING THE I/M SYSTEM STATUS

Each system requires at least one, and sometimes several, diagnostic tests. The results of these tests are reported
by a diagnostic trouble code (DTC). A system monitor is complete when either all of the DTCs comprising the
monitor have Run and Passed, or any one of the DTCs comprising the monitor have illuminated the malfunction
indicator lamp (MIL). Once all of the tests are completed, the I/M System Status display will indicate YES in
the Completed column.

For example, when the HO2S Heater Status indicates YES, either all of the oxygen sensor heater tests have
passed or one of the tests has illuminated the MIL. If the vehicle has four heated oxygen sensors, either all four
heater circuit tests have passed or one of the heater circuit tests has illuminated the MIL. The I/M System Status
will indicate NO under the Completed column when any of the required tests for that system have not run. The
following is a list of conditions that would set the I/M System Status indicator to NO:

 The vehicle is new from the factory and has not yet been driven through the necessary drive conditions to
complete the tests.
 The battery has been disconnected or discharged below operating voltage.
 The control module power or ground has been interrupted.
 The control module has been reprogrammed.
 The control module DTCs have been cleared as part of a service procedure.

CONDITIONS FOR CLEARING I/M TEST DTCS

1. Only the OBD II System can erase the I/M Test DTC. The OBD II system must determine that the
malfunction that caused the I/M Test DTC to be stored is no longer present and is not commanding the
MIL. Each of the following represents ways to clear an I/M Test DTC:
 If the MIL goes out due to 3 passing drive cycles, scan tool code clear is not used, the I/M Test
DTC is erased at power down of the last drive cycle.
 If a scan tool code clear is used to turn OFF the MIL, the I/M Test DTC is not erased, the DTC
must PASS and not FAIL. The I/M Test DTC is erased at power down of the drive cycle.
 If the controller is reflashed/reprogrammed, all I/M Test DTCs are erased.

2. For the OBD II System to run a single drive cycle for clearing an I/M Test DTC, all of the following
conditions must occur:
 Cumulative time of engine run time is greater than 600 s.

 Cumulative vehicle operation above 41 kPa (25 mph) for over 300 s.

 Continuous vehicle idle for greater than 30 s.

 Turn ignition OFF for 5 s and allow the code to clear.

MONITORED EMISSION CONTROL SYSTEMS

The OBD II system monitors all emission control systems that are on-board. Not all vehicles need every
possible emission control system. For example, a vehicle may not be equipped with secondary air injection
(AIR) or exhaust gas recirculation (EGR). The OBD II regulations require monitoring of the following; if
equipped:

 The air conditioning system

 The catalytic converter efficiency
 Comprehensive component monitoring-Emission related inputs and outputs
 The evaporative emission (EVAP) system
 The fuel delivery system
 Heated catalyst monitoring
 Misfire monitoring
 The oxygen sensor system (O2S or HO2S)
 The oxygen sensor heater system (HO2S heater)

For the specific DTCs required for each system, refer to Inspection/Maintenance System DTC Table.
Systems such as misfire and comprehensive components may not be listed in a system status list. These tests
run continuously and do not require an I/M System Status indicator.

DIAGNOSTIC AIDS

The I/M System Status display provides an indication of when the control module has completed the required
tests. This does not necessarily mean that the test has passed, only that a decision was made. If the diagnostic
fails, a DTC will indicate the failure. If a failure indication is present for a DTC associated with one of the I/M
regulated systems, it may prevent other required tests from running. For example, a DTC for the control circuit
of the EVAP purge solenoid may not be listed in the Inspection/Maintenance System DTC Table because it is a
continuous test. If this DTC is set, the Active Tests for the EVAP system may not run.

The I/M System Status information may be useful for a technician to determine if diagnostics have run when
verifying repairs.

CIRCUIT/SYSTEM VERIFICATION

Review the I/M System Status indicators. All I/M System Status indicators should report YES, and no I/M Test
DTCs should be present.

CIRCUIT/SYSTEM TESTING

NOTE: Many DTC related repairs will instruct the technician to clear the DTC
information. Clearing the DTC will reset the I/M System Status indicators to
NO. Performing the I/M Complete System Set Procedure will set each of
the I/M System Status indicators to YES.

1. Observe the Engine DTC information with a scan tool. Verify no DTCs are present.
 If a DTC is set that would prevent the I/M System Status tests from completing, diagnose that DTC
 before continuing. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Review applicable service bulletins for software updates that would prevent the I/M System Status tests
from completing.
 If a control module re-program or other repair is required, perform the Inspection/Maintenance
Complete System Set Procedure.
3. Observe the I/M System Status indicators.
 If any I/M System Status indicators report NO, perform the Inspection/Maintenance Complete
System Set Procedure.
4. Observe the I/M Test DTC information with a scan tool. Verify there are no I/M Test DTCs present.
 If an I/M Test DTC is set and all of the I/M System Status indicators are Yes, there is no need to
perform the Complete System Set Procedure. Diagnose the DTC using the Diagnostic Trouble
Code (DTC) List - Vehicle and refer to Conditions for Clearing the I/M Test DTCs.
 If an I/M Test DTC is set and the I/M System Status indicators are NO, diagnosis the DTC and
perform the Inspection/Maintenance Complete System Set Procedure.

INSPECTION/MAINTENANCE COMPLETE SYSTEM SET PROCEDURE

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DESCRIPTION

The purpose of the Inspection/Maintenance (I/M) complete system set procedure is to satisfy the enable criteria
necessary to execute all of the I/M readiness diagnostics and complete the trips for those particular diagnostics.
When all I/M monitored diagnostic tests are completed, the I/M System Status indicators are set to YES.
Perform the Inspection/Maintenance (I/M) Complete System Set Procedure if any I/M System Status indicators
are set to NO.

CONDITIONS FOR MEETING A COLD START

 The ignition voltage between 10 and 15 V.

 The barometric pressure (BARO) is more than 75 kPa (10.9 psi).
 The engine coolant temperature (ECT) at start-up is less than 42°C (108°F).
 The intake air temperature (IAT) is between 2-32°C (36-90°F).
 The engine is OFF for greater than 6 hours or the following conditions must be met:
 The start-up IAT minus start-up ECT are within 12°C (22°F).

 The start-up ECT minus start-up IAT are within 50°C (90°F).

 Fuel level is between 25 and 75 %.

CIRCUIT/SYSTEM VERIFICATION
Review the Inspection/Maintenance (I/M) System Status indicators. All I/M System Status indicators should
report YES, and no I/M Test DTCs should be present.

INSPECTION/MAINTENANCE (I/M) SYSTEM SET PROCEDURE

1. Ensure that the vehicle meets the conditions for a cold start listed above.
 If the EVAP I/M System Status indicator displays NO, perform the EVAP Service bay test if
applicable.
2. Turn OFF all accessories; HVAC system, other electrical loads, including aftermarket/add-on equipment,
etc., and open the hood.
3. Set the vehicle parking brake and ensure the vehicle is in park for automatic transmission or neutral for
manual transmission.
4. Start and idle the engine for 2 min.

WARNING: Refer to Road Test Warning .

5. Close the hood, release the parking brake and Accelerate at part throttle to 72-80 km/h (45-50 mph) with
this speed maintained until the engine reaches operating temperature, 8-10 min.
6. Continue operation under these conditions for an additional 6 min.
7. Accelerate at part throttle to 90 km/h (55 mph) with this speed maintained for 2 min.
8. Release the accelerator pedal for at least 10 s. This will allow the vehicle to enter the decel fuel cut off.

NOTE: Do NOT touch the accelerator pedal until told to do so. A change in TP
Sensor angle or an increase in engine speed may invalidate this portion of
the test.

9. Safely stop the vehicle, with the engine in drive for automatic or neutral with the clutch pedal depressed
and parking brake applied for manual. Allow the vehicle to idle for 2 min.
10. Shift the vehicle to park for automatic and neutral for manual. Turn OFF the ignition and exit the vehicle.
Do NOT disturb the vehicle for 45 min.
11. Observe the Inspection/Maintenance (I/M) System Status with a scan tool. All of the I/M System Status
indicators should display YES.
 If the EVAP I/M System Status indicator displays NO, turn OFF the ignition, ensure that the
vehicle meets the conditions for a cold start, and repeat steps 6-11 three more times, or until the
EVAP I/M System Status indicator transitions to YES. If the indicator continues to display NO,
refer to the Inspection/Maintenance System DTC Table to identify the DTCs that did not run.
 If any of the I/M System Status indicators display NO, refer to the Inspection/Maintenance
System DTC Table for the indicator which did not display YES. The I/M System DTC Table
identifies the DTCs associated with each I/M System Status Indicator.

NOTE: An I/M Test DTC will not be stored or erased from the ECU except at the
end of trip processing, which occurs 5 s after ignition OFF.
12. Observe the I/M Test DTC information with a scan tool. Verify there are no I/M Test DTCs present.
 If an I/M Test DTC is set, diagnose the DTC using the Diagnostic Trouble Code (DTC) List -
Vehicle and refer to Inspection/Maintenance System Check.
13. Observe the engine DTC information with a scan tool. Verify no DTCs are present.
 If a DTC is set, diagnose using the Diagnostic Trouble Code (DTC) List - Vehicle . After repairs,
perform the Inspection/Maintenance Complete System Set Procedure to verify no further DTCs
are set.

INSPECTION/MAINTENANCE SYSTEM DTC TABLE

System DTCs Required to Set System Status to YES

If an I/M System Status indicator did NOT update to YES during the Inspection/Maintenance
Complete System Set Procedure, review each indicator and reference this table to determine each DTC
associated with the I/M System Status Indicator. Each DTC listed below has specific conditions that must
be met for the diagnostic to run. Included within the conditions are additional DTCs, which if set, may
inhibit the DTCs listed below from running. Reviewing and operating the vehicle within the Conditions
for Running for each DTC listed below will allow the I/M System Status Indicators to transition to YES.
Catalyst DTC P0420 or P0430
EVAP  DTC P0442

 DTC P0446
 DTC P0451-P0454 (w/LF1, LFW)
 DTC P0455 (w/LF1, LFW)
 DTC P0496
Oxygen Sensor DTC P0131, P0132, P0137, P0138, P0151, P0152, P0157, P0158,

P2A00, P2A01, P2A03, or P2A04 (LF1)
 DTC P0133, P013A-P013F, P014A, P014B, P0153, P1133, or P1153
(LF1)
 DTC P0134, P0140, P0154, or P0160 (LF1)

 DTC P2270 or P2272 (w/LF1)

 DTC P2271 or P2273 (w/LF1)

Oxygen Sensor Heater DTC P0030, P0036, P0050, P0053, P0054, P0056, P0059, P0060, P0135,
P0141, P0155, or P0161 (LF1)
Camshaft System DTC P0011, P0014, P0021, or P0024 (LF1, LFW)

SERVICE BAY TEST

DIAGNOSTIC INSTRUCTIONS

 Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
 Review Strategy Based Diagnosis for an overview of the diagnostic approach.
 Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DESCRIPTION

The purpose of the evaporative emission (EVAP) Service Bay Test is to aid in resetting the EVAP
inspection/maintenance system status. For this vehicle that is equipped with the engine off natural vacuum
diagnostic, the Service Bay Test uses the scan tool to initiate the engine control module (ECM) regular
sequence of EVAP system DTC tests, but with different enable criteria. By using the Service Bay Test the
inspection/maintenance indicator can be set without the need for multiple cold soaks.

The scan tool displays for the Service Bay Test are based on the events that occur within the following three
categories:

 The engine running portion of the tests-The vehicle must remain at rest, in Park, or in Neutral, during this
portion of the test. This test inspects for large leaks, a leaking purge valve and/or vent system restrictions.
The scan tool will display test progress or the reason for an abort or failure.
 Drive cycle-The scan tool will display time and distance needed to warm the fuel.
 Ignition OFF-During this portion of the test, the engine controller will remain active for up to 45 minutes
when the ignition is turned OFF to allow control of the EVAP canister vent valve and run the engine off
natural vacuum test. The engine controller inspects for small leaks during this period by monitoring fuel
tank pressure or vacuum. If the system is sealed, there will be a pressure or vacuum change. Pressure or
vacuum changes that are less than the calibrated values indicate a leak.

When the EVAP diagnostics are initiated by the Service Bay Test, the scan tool will indicate if the enable
conditions listed below are not met, or will display a specific reason if the test aborts. When complete, the
display will indicate that the tests passed or failed.

CONDITIONS FOR RUNNING THE TEST

The following conditions must be met in order to enable the Service Bay Test:

 The battery voltage is between 11-18V.

 The engine coolant temperature (ECT) is less than 35°C (95°F) at start-up.
 The EVAP inspection/maintenance system status indicator is set to NO.
 The fuel level is 15-85 percent capacity and cannot be refueled during the tests.
 There are no DTCs displayed.
 The vehicle must be driven for the time and distance specified on the scan tool.
 The ambient air temperature is between 0-40°C (32-104°F).
 The ignition must remain OFF during the engine OFF portion of the test, and the vehicle must remain at
rest.

TEST PROCEDURE

NOTE: If the Service Bay Test aborts or fails, a DTC will NOT be set.

1. Install a scan tool.

2. Select the Service Bay Test with the scan tool.
 WARNING: Refer to Road Test Warning .

3. Follow the instructions on the scan tool.

 If the test aborts, correct the condition for running the test, then retest.

 If the test fails, repair the vehicle for the condition indicated by the failure message on the scan
tool.
4. Verify that the EVAP inspection/maintenance system status is set to YES.
 ENGINE PERFORMANCE

Firing Order & Cylinder Identification - GM, & Saturn - All Models

FIRING ORDER & CYLINDER IDENTIFICATION

NOTE: This information is intended as a quick reference for firing order and cylinder
identification only. The information provided covers many vehicles and may
include some information that does not apply to the vehicle you have currently
selected.

Engine Configuation Firing Order Cylinder Identification

In-Line 3 1-3-2

In-Line 4 1-3-4-2

In-Line 5 1-3-5-4-2

In-Line 6 1-5-3-6-2-4
V6
3.5L VIN 4 1-4-2-5-3-6

3.8L & 4.3L 1-6-5-4-3-2

All Others 1-2-3-4-5-6

V8

4.0L, 4.4L, 4.6L, 1-2-7-3-4-5-6-8

5.0L, 5.7L (VIN R & K),
1-8-4-3-6-5-7-2
7.4L

6.6L Diesel 1-2-7-8-4-5-6-3

All Others 1-8-7-2-6-5-4-3