Chevrolet Volt & Opel Ampera Service Manual (2012)

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Title Page
2012 Chevrolet Volt / Opel Ampera Service Manual
Volume 1
Foreword
This manual provides information on the diagnosis, service procedures, adjustments, and specifications for the 2012 Volt / Ampera.
The technicians who understand the material in this manual and in the appropriate Dealer Service Bulletins better serve the vehicle owners.
When this manual refers to a brand name, a part number, or a specific tool, you may use an equivalent product in place of the recommended item. All information, illustrations,
and specifications in this manual are based on the latest product information available at the time of publication approval. General Motors reserves the right to make changes
at any time without notice.
Published by
North American Operations
General Motors Corporation
Warren, Michigan 48090
©2010 GENERAL MOTORS
ALL RIGHTS RESERVED
The information cut-off date is 09/19/08.
LITHO IN U.S.A.
No part of this manual may be reproduced, stored in any retrieval system, or transmitted in any form or by any means including, but not limited to, electronic, mechanical,
photocopying, and recording without the prior written permission of General Motors. This applies to all text, illustrations, and tables.

© Copyright Chevrolet. All rights reserved
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Definition of Danger, Warning, Caution, and Note

The diagnosis and repair procedures in a GM Service Manual contain both general and specific Dangers, Warnings, Cautions, Notes or Importants. GM is dedicated to the
presentation of service information that helps the technician to diagnose and repair the systems necessary for the proper operation of the vehicle, however, certain
procedures may present a hazard to the technician if they are not followed in the recommended manner. Dangers, Warnings, Cautions and Notes or Importants are elements
designed to prevent these hazards, however, not all hazards can be foreseen. This information is placed at strategic locations within the service manual. This information is
designed to prevent the following from occurring:
• Serious bodily injury or death to the technician

• Damage to the vehicle
• Unnecessary vehicle repairs
• Unnecessary component replacement
• Improper repair or replacement of vehicle components.
• Any warning or caution that appears in this service category is referenced from the individual service categories.
DANGER Defined
When encountering a DANGER, you will be asked to take a necessary action or not to take a prohibited action. If a DANGER is not heeded, the following consequences may
occur:
• Serious bodily injury or death to the technician

• Serious bodily injury or death to other technicians in the workplace area
WARNING Defined
When encountering a WARNING, you will be asked to take a necessary action or not to take a prohibited action. If a WARNING is not heeded, the following consequences
may occur:
• Serious bodily injury to the technician

• Serious bodily injury to other technicians in the workplace area
• Serious bodily injury to the driver and/or passenger(s) of the vehicle, if the vehicle has been improperly repaired
CAUTION Defined
CAUTIONS call special attention to a necessary action or to a prohibited action. If a CAUTION is not heeded, the following consequences may occur:
• Damage to the vehicle

• Unnecessary vehicle repairs
• Unnecessary component replacement
• Improper operation or performance of the system or component under repair
• Damage to any systems or components which are dependent upon the proper operation of the system or component under repair
• Improper operation or performance of any systems or components which are dependent upon the proper operation or performance of the system or component under
repair
• Damage to fasteners, basic tools, or special tools
• The leakage of coolant, lubricant, or other vital fluids
NOTE or IMPORTANT Defined
NOTE and IMPORTANT statements emphasize a necessary characteristic of a diagnostic or repair procedure. NOTE or IMPORTANT statements are designed to do the
following:
• Clarify a procedure

• Present additional information for accomplishing a procedure
• Give insight into the reason or reasons for performing a procedure in the manner recommended
• Present information that will help to accomplish a procedure in a more effective manner
• Present information that gives the technician the benefit of past experience in accomplishing a procedure with greater ease

&#169© Copyright Chevrolet. All rights reserved

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ABS Component Handling Warning

Warning: Certain components in the Antilock Brake System (ABS) are not intended to be serviced individually. Attempting to remove or disconnect certain system
components may result in personal injury and/or improper system operation. Only those components with approved removal and installation procedures should be serviced.


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Actions to Take When Working with Fuel Warning

Warning: Fuel Vapours can collect while servicing fuel system parts in enclosed areas such as a boot. To reduce the risk of fire and increased exposure to vapours:
• Use forced air ventilation such as a fan set outside of the boot.
• Plug or cap any fuel system openings in order to reduce fuel vapour formation.
• Clean up any spilled fuel immediately.
• Avoid sparks and any source of ignition.
• Use signs to alert others in the work area that fuel system work is in process.


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Approved Equipment for Collision Repair Warning

Warning: To avoid personal injury when exposed to welding flashes or to galvanized (Zinc Oxide) metal toxic fumes while grinding/cutting on any type of metal or sheet
molded compound, you must work in a properly ventilated area, wearing an approved respirator, eye protection, earplugs, welding gloves, and protective clothing.


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Assistant Driving Warning

Warning: An assistant should drive the vehicle while the technician checks for the location of the reported condition. Otherwise, personal injury could result.


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Battery Disconnect Warning

Warning: Unless directed otherwise, the ignition and start switch must be in the OFF or LOCK position, and all electrical loads must be OFF before servicing any electrical
component. Disconnect the negative battery cable to prevent an electrical spark should a tool or equipment come in contact with an exposed electrical terminal. Failure to
follow these precautions may result in personal injury and/or damage to the vehicle or its components.
For Vehicles equipped with OnStar® (UE1) with Back Up Battery:
The Back Up Battery is a redundant power supply to allow limited OnStar® functionality in the event of a main vehicle battery power disruption to the VCIM (OnStar®module).
Do not disconnect the main vehicle battery or remove the OnStar® fuse with the ignition key in any position other than OFF. Retained accessory power (RAP) should be
allowed to time out or be disabled (simply opening the driver door should disable RAP) before disconnecting power. Disconnecting power to the OnStar® module in any way
while the ignition is On or with RAP activated may cause activation of the OnStar® Back-Up Battery (BUB) system and will discharge and permanently damage the back-up
battery. Once the Back-Up Battery is activated it will stay on until it has completely discharged. The BUB is not rechargeable and once activated the BUB must be replaced.


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Brake Dust Warning

Warning: Avoid taking the following actions when you service wheel brake parts:
• Do not grind brake linings.
• Do not sand brake linings.
• Do not clean wheel brake parts with a dry brush or with compressed air.
Some models or aftermarket brake parts may contain asbestos fibers which can become airborne in dust. Breathing dust with asbestos fibers may cause serious bodily harm.
Use a water-dampened cloth in order to remove any dust on brake parts. Equipment is available commercially in order to perform this washing function. These wet methods
prevent fibers from becoming airborne.


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Brake Fluid Irritant Warning

Warning: Brake fluid may irritate eyes and skin. In case of contact, take the following actions:
• Eye contact--rinse thoroughly with water.
• Skin contact--wash with soap and water.
• If ingested--consult a physician immediately.


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Checking Hot Transmission Fluid through Drain Plug Hole Warning

Warning: The engine must be running when the transmission fluid fill plug is removed, or excessive fluid loss will occur. Transmission fluid may be hot. Since the actual fluid
level is unknown, stand clear when removing the fill plug. Have a container ready to capture any lost fluid. Do not turn the engine off with the fill plug removed, as you can be
injured by hot transmission fluid being expelled out of the oil fill opening.


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Cleaning Solvent Warning

Warning: Bodily injury may occur if the cleaning solvent is inhaled or exposed to the skin.


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Collision Sectioning Warning

Warning: Sectioning should be performed only in the recommended areas. Failure to do so may compromise the structural integrity of the vehicle and cause personal injury if
the vehicle is in a collision.


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Cracked Window Warning

Warning: If a window is cracked but still intact, crisscross the window with masking tape in order to reduce the risk of damage or personal injury.


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Defroster Outlet Warning

Warning: If broken glass falls into the defroster outlets, it can be blown into the passenger compartment and cause personal injury.


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Exhaust Service Warning

Warning: In order to avoid being burned, do not service the exhaust system while it is still hot. Service the system when it is cool.


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Express Window Down Warning

Warning: Disconnect the power window switch when working inside the driver door. When operated, the Express Up/Down Feature allows the door window to move very
quickly, without stopping, which could cause personal injury.


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Eye Protection Warning

Warning: Approved safety glasses and gloves should be worn when performing this procedure to reduce the chance of personal injury.


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Foam Sound Deadeners Warning

Warning: Foam sound deadeners must be removed from areas within 152.4 mm (6 in) of where flame is to be used for body repairs. When reinstalling foam sound
deadeners, avoid inhaling fumes as bodily injury may result.


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Fuel and Evaporative Emission Pipe Warning

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.)


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SERVICE MANUAL
1. Preface
Preface
Introduction
Danger
Title Page
Dangers, Warnings, and Cautions
Introduction
Definition of Danger, Warning, Caution, and Note
ABS Component Handling Warning
Actions to Take When Working with Fuel Warning
Approved Equipment for Collision Repair Warning
Assistant Driving Warning
Battery Disconnect Warning
Brake Dust Warning
Brake Fluid Irritant Warning
Checking Hot Transmission Fluid through Drain Plug Hole Warning
Cleaning Solvent Warning
Collision Sectioning Warning
Cracked Window Warning
Defroster Outlet Warning
Exhaust Service Warning
Express Window Down Warning
Eye Protection Warning
Foam Sound Deadeners Warning
Fuel and Evaporative Emission Pipe Warning
Fuel gauge Leak Warning
Fuel Pipe Fitting Warning
Fuel Storage Warning
Fuel Vapour in Evaporative Emission Components Warning
Petrol/Petrol Vapours Warning
Glass and Sheet Metal Handling Warning
Halogen Bulb Warning
Bonnet Hold-Open Device Warning
Hot Exhaust System Warning
Moving Parts and Hot Surfaces Warning
Protective Goggles and Glove Warning
Relieving Fuel Pressure Warning
Road Test Warning
Safety Glasses and Compressed Air Warning
Safety Glasses Warning
Safety Goggles and Fuel Warning
SIR Deployed Inflator Modules Are Hot Warning
SIR Inflatable Module Deployment Outside Vehicle Warning
SIR Inflator Module Disposal Warning
SIR Inflator Module Handling and Storage Warning
SIR Seatbelt Pretensioner Handling Warning
SIR Special Tool Warning
SIR Warning
Steering Angle Sensor Initialisation Warning
Torque-to-Yield Fastener Warning
Window Retention Warning
Work Stall Test Warning
Air in the Power Steering System Caution
Avoid Chipping or Scratching the Coating Caution
Ball Stud Removal Caution
Belt Dressing Caution
Brake Calliper Caution
Brake Fluid Effects on Paint and Electrical Components Caution
Clearcoat/Ultraviolet Screeners Caution
Component Fastener Tightening Caution
Drive Axle Caution
Engine Coolant Thermostat Housing Caution
Exterior Trim Emblem Removal Caution
Fastener Caution
Filling the Master Cylinder Caution
Fuel and Evaporative Emission Hose/Pipe Connection Cleaning Caution
Heated Oxygen and Oxygen Sensor Caution
Heated Oxygen Sensor Resistance Learn Reset Caution
Installing Hoses without Twists or Bends Caution
Paint Damage Caution
Pipe Spanner Positioning Caution
Power Steering Hose Disconnected Caution
Silicon Contamination of Heated Oxygen Sensors Caution
Steering Column in Lock Position Caution
Steering Gear Preload Adjustment Caution
Steering Wheel in the Full Turn Position Caution
Steering Wheel Straight and Column Locked Caution
Test Probe Caution
Three-Way Catalytic Converter Damage Caution
Torque Reaction Against Timing Drive Chain Caution
Torque-to-Yield Fastener Caution
Transmission Fluid Vent Cap Removal Caution
Transmission Overfill Caution
Using Proper Power Steering Fluid Caution
Tappet Priming Caution
Window Edge Damage Caution
2. General Information
General Information
Specifications
Safety Regulations for Hybrid/Electric Vehicles
Introduction
Arrows and Symbols
Vehicle, Engine and Transmission ID and VIN Location, Derivative and Usage
Vehicle Certification, Tyre Placard, Anti-Theft, and Service Parts ID Label
RPO Code List
Fasteners
Thread Inserts
Registered and Non-Registered Trademarks
Lifting and Jacking the Vehicle
Diagnostic Information and Procedures
Customer Concern Verification Sheets
Special Tools and Equipment
Special Tools Ordering Information
Air/Wind Noise
Air/Wind Noise
Tracing Powder or Chalk Test
Air Pressure Test
Soap Suds or Bubble Test
Maintenance and Lubrication
Specifications
Approximate Fluid Capacities
Fluid and Lubricant Recommendations
Maintenance Items
Maintenance
GM Oil Life System Resetting
Vibration Diagnosis and Correction
Specifications
Tyre and Wheel Runout Specifications
Vibration Analysis - Hub and/or Axle Input
Vibration Analysis - Engine
Engine Order Classification
Vibration Analysis - Engine/Accessory Isolation
Vibration Analysis - Engine Balance
Vibration Diagnostic Aids - Vibration Intermittent or Not Duplicated
Brake Disc/Drum Balance Inspection
3. Body Hardware and Trim
Exterior Trim
Specifications
Fastener Tightening Specifications
Repair Instructions
Emblem/Nameplate Replacement
Body Panel Paint Protector Replacement — VGC
Front Side Door Window Frame Rear Applique Replacement
Tailgate Side Applique Replacement
Quarter Panel Tail Lamp Upper Moulding Replacement
Rear Side Door Window Frame Rear Applique Replacement
Radiator Grille Replacement
Bonnet Rear Reveal Moulding Replacement
Front Wing Upper Rear Moulding Replacement
Sill Panel Moulding Replacement
Roof Panel Joint Finish Molding Replacement
Rear End Spoiler Replacement
Special Tools
Floor Coverings and Headlinings
Specifications
Adhesives, Fluids, Lubricants, and Sealers
Repair Instructions
Eliminating Unwanted Odors in Vehicles
Floor Carpet Drying
Front Floor Panel Carpet Replacement
Front Side Door Opening Floor Carpet Retainer Replacement
Rear Side Door Opening Floor Carpet Retainer Replacement
Headlining Trim Panel Replacement
Instrument Panel and Console Trim
Specifications
Repair Instructions
Instrument Panel Lower Trim Panel Insulator Replacement
Steering Column Opening Lower Filler Replacement
Instrument Panel Side Trim Panel Replacement
Instrument Panel Upper Trim Panel Replacement
Instrument Panel Cluster Trim Plate Cover Replacement
Instrument Panel Cluster Trim Plate Replacement
Instrument Panel Upper Outer Trim Panel Replacement – Right Side
Instrument Panel Upper Outer Trim Panel Replacement – Left Side
Instrument Panel Lower Extension Trim Panel Replacement
Upper Trim Pad Retainer Replacement
Lower Trim Pad Retainer Replacement — Inner
Lower Trim Pad Retainer Replacement — Outer
Instrument Panel Upper Centre Compartment Replacement
Instrument Panel Lower Compartment Replacement
Instrument Panel Compartment Door Dampener Replacement
Instrument Panel Tie Bar Replacement
Instrument Panel Wiring Harness Replacement
Front Floor Console Compartment Door Hinge Replacement
Front Floor Console Compartment Door Latch Replacement
Front Floor Console Side Cover Replacement
Front Floor Console Extension Replacement - Right Side
Front Floor Console Extension Replacement - Left Side
Front Floor Console Retainer Replacement
Front Floor Console Replacement
Front Floor Rear Console Replacement
Front Floor Console Armrest Replacement
Front Floor Console Armrest Hinge Cover Replacement
Front Floor Console Trim Plate Replacement
Front Floor Console Applique Replacement
Front Floor Console Rear Cover Replacement
Roof Console Replacement
Interior Trim and Panelling
Specifications
Repair Instructions
Front Side Door Accessory Switch Mount Plate Replacement — Driver's Side Door
Front Side Door Accessory Switch Mount Plate Replacement — Passenger Side Door
Rear Side Door Accessory Switch Mount Plate Replacement
Front Side Door Trim Replacement
Rear Side Door Window Garnish Moulding Replacement
Front Side Door Window Garnish Moulding Replacement
Roof Rail Rear Assist Handle Replacement
Inside Rearview Mirror Mount Plate Cover Replacement
Sunshade Replacement
Sunshade Support Replacement
Windscreen Side Garnish Moulding Replacement
Centre Pillar Trim Panel Replacement
Body Lock Pillar Upper Trim Panel Replacement
Quarter Inner Trim Finish Panel Replacement
Rear End Trim Finish Panel Replacement
Rear Compartment Floor Stowage Compartment Cover Handle Replacement
Rear Compartment Floor Stowage Trim Compartment Replacement
Rear Compartment Floor Panel Trim Replacement
Rear Side Door Trim Replacement
Liftgate Window Side Garnish Moulding Replacement
Liftgate Window Upper Garnish Moulding Replacement
Tailgate Upper Trim Finish Panel Replacement
Tailgate Lower Trim Finish Panel Replacement
Body Side Air Outlet Deflector Replacement
4. Body Repair
Bolted Exterior Body Panels and Closures
Specifications
DTC B3006
DTC P257D-P257F
Symptoms - Bolted Exterior Body Panels and Closures
Bonnet Ajar Indicator/Message Malfunction
Repair Instructions
Front Suspension Strut Housing Brace Replacement
Bonnet Primary Catch Release Cable Replacement
Front Side Door Adjustment
Front Side Door Replacement
Rear Side Door Adjustment
Rear Side Door Replacement
Front Wing Replacement – Left Side
Front Wing Replacement – Right Side
Liftgate Adjustment
Liftgate Replacement
Front Side Door Upper Hinge and Lower Hinge Replacement
Bonnet Hinge Replacement — Volt
Tailgate Hinge Replacement
Rear Side Door Upper Hinge and Lower Hinge Replacement
Bonnet Adjustment
Bonnet Replacement — Volt
Bonnet Insulator Replacement — Volt
Bonnet Primary and Secondary Latch Replacement — Volt
Front Side Door Check Link Replacement
Rear Side Door Check Link Replacement
Fuel Tank Filler Door Replacement
Fuel Tank Filler Pipe Housing Replacement
Bonnet Hold-Open Rod Replacement
Bonnet Front Weatherstrip Replacement — Volt
Bonnet Rear Weatherstrip Replacement — Volt
Front Compartment Front Sight Shield Replacement — Volt
Front Compartment Side Sight Shield Replacement — Volt
Liftgate Strut Replacement
Front or Rear Side Door Lower Weatherstrip Replacement
Front Side Door Weatherstrip Replacement - Door Side
Front Side Door Weatherstrip Replacement - Body Side
Liftgate Weatherstrip Replacement
Rear Side Door Weatherstrip Replacement - Door Side
Rear Side Door Weatherstrip Replacement - Body Side
Description and Operation
Bonnet Ajar Indicator Description and Operation
Bumpers and Fascias
Specifications
Repair Instructions
Front Bumper Energy Absorber Replacement — Volt
Front Bumper Fascia Removal and Installation — Volt
Front Bumper Fascia Guide Replacement
Front Bumper Fascia Centre Support Replacement
Front Bumper Fascia Centre Support Bracket Replacement
Front Bumper Lower Fascia Replacement — Volt
Front Bumper Upper Fascia Replacement — Volt
Front End Panel Outer Deflector Replacement — Volt
Front End Panel Centre Deflector Replacement — Volt
Rear Bumper Fascia Removal and Installation — Volt
Rear Bumper Fascia Guide Replacement
Rear Bumper Fascia Inner Guide Replacement
Rear Bumper Fascia Outer Guide Replacement
Rear Bumper Upper Fascia Replacement — Volt
Rear Bumper Lower Fascia Replacement — Volt
Rear Bumper Energy Absorber Replacement — Volt
Rear Bumper Impact Bar Replacement
Collision Repair
Specifications
Dimensions - Body
Visual Identification
Structure Identification
Repair Instructions
Front Bumper Impact Bar Replacement
Headlamp Mount Panel Replacement
Front End Upper Tie Bar Support Replacement
Front Wheelhouse Front Panel Replacement
Front Wheel housing Panel Replacement
Front Compartment Upper Side Rail Replacement
Front Hinge Pillar Body Sectioning
Body Hinge Pillar Lower Reinforcement Replacement
Roof Outer Panel Replacement
Rocker Inner Panel Replacement
Rocker Outer Panel Sectioning
Body Side Outer Panel Reinforcement Replacement
Body Side Inner Panel Sectioning
Rear Compartment Floor Panel Sectioning
Rear Wheelhouse Panel Replacement
Quarter Outer Panel Sectioning
Body Rear End Panel Replacement
Front Wing Front Bracket Replacement
Front Rail Replacement
Centre Pillar Inner Panel Replacement
Centre Pillar Reinforcement Replacement
Centre Pillar Sectioning – Outer
Front Side Door Outer Panel Replacement
Rear Side Door Outer Panel Replacement
Rail Replacement – Rear Section
Rear End Lower Panel Reinforcement Replacement
Rear End Panel Replacement
Resistance Spot-Welded Full Panel Replacement
MIG-Welded Full Panel Replacement
Dual Phase Steel
High Strength Low Alloy Steel
Metal Panel Bonding
Mild Steel
Ultra High Strength Dual Phase Steel
Ultra High-Strength Steel
Frame and Underbody
Specifications
Repair Instructions
Underbody Front Air Deflector Replacement – Left Side
Underbody Front Air Deflector Replacement – Right Side
Underbody Rear Air Deflector Replacement
Drive train and Front Suspension Frame Replacement
Drivetrain and Front Suspension Frame Front Insulator Replacement
Front Wheelhouse Front Liner Replacement
Front Wheelhouse Rear Liner Replacement
Rear Wheel housing Panel Liner Replacement
Special Tools
5. Body Systems
Fixed and Movable Windows
Specifications
Schematic and Routing Diagrams
Moveable Window Schematics
Defogger Schematics
DTC B0283
DTC B316B, B317A, B318A, or B319A
DTC B3205
Symptoms - Fixed and Moveable Windows
Rear Window Defogger Malfunction
Power Windows Malfunction
Side Door Window Mechanical Diagnosis
Repair Instructions
Windscreen Replacement
Front Side Door Window Adjustment
Front Side Door Window Replacement
Rear Side Door Window Adjustment
Rear Side Door Window Replacement
Liftgate Upper Window Replacement
Liftgate Lower Window Replacement
Front Side Door Window Channel Replacement
Rear Side Door Window Rear Channel Replacement
Front Side Door Window Switch Replacement
Front Side Door Window and Multifunction Switch Replacement
Rear Side Door Window Switch Replacement
Front Side Door Window Regulator Replacement
Window Motor Programming - Express Function
Front Side Door Window Regulator Motor Replacement
Rear Side Door Window Regulator Replacement
Rear Side Door Window Regulator Motor Replacement
Rear Side Door Window Belt Reveal Moulding Replacement — Upper
Rear Side Door Window Belt Reveal Moulding Replacement — Lower
Front Side Door Window Belt Reveal Moulding Replacement — Upper
Front Side Door Window Belt Reveal Moulding Replacement — Lower
Front Side Door Window Outer Weatherstrip Replacement
Rear Side Door Window Outer Weatherstrip Replacement
Front Side Door Window Rear Channel Replacement
Power Windows Description and Operation
Rear Window Defogger Description and Operation
Stationary Window Description
Special Tools
Horns
Specifications
Horn Schematics
DTC B2750
Symptoms - Horns
Horns Malfunction
Repair Instructions
Horn Replacement
Steering Wheel Horn Contact Replacement
Horns System Description and Operation
Lighting
Specifications
Headlights/Daytime Running Lights (DRL) Schematics
Exterior Lamps Schematics
Interior Lights Schematics
Interior Lights Dimming Schematics
DTC B1395
DTC B1480
DTC B2545
DTC B257A
DTC B2580
DTC B2585 or B3867
DTC B2600 or B2605
DTC B2610
DTC B2615
DTC B2625
DTC B2645
DTC B2699
DTC B3588
DTC B3600
DTC B3650
DTC B3806
DTC B3884
DTC B3948 or B3949
DTC C0277 or C0890
DTC C0297
Symptoms - Lighting
Automatic Light Malfunction
Backup Lamps Malfunction
Courtesy Lamps Malfunction
Interior Lights Malfunction
Hazard Lamps Malfunction
Headlamps Malfunction
Interior Backlighting Malfunction
Lights On Indicator Malfunction
Park, License, and/or Tail Lamps Malfunction
Reading Lamps Malfunction
Stop Lamps Malfunction
Sunshade Illumination Malfunction
Indicator Lamps and/or Indicators Malfunction
Repair Instructions
Brake Pedal Position Sensor Calibration
Brake Pedal Position Sensor Replacement
Reading Lamp Replacement
Dome and Reading Lamp Replacement
Dome and Reading Lamp Bulb Replacement
Sun Visor Illuminated Mirror Lamp Bulb Replacement
Outside Rearview Mirror Direction Indicator Lamp Replacement
Headlamp Replacement — Volt
Headlamp Bulb Replacement
Headlamp Aiming
Front Direction Indicator Lamp Replacement — Volt
Rear Fog Lamp Replacement — Volt Ampera (T79)
Rear Fog Lamp Bulb Replacement — Volt Ampera (T79)
Rear Reflector Replacement — Volt
Front Direction Indicator Lamp Bulb Replacement — Volt
High Mount Brake lamp Replacement
Cargo Centre Courtesy Lamp Bulb Replacement
Reverse Lamp Replacement
Reverse Lamp Bulb Replacement
Rear Number plate Lamp Replacement
Rear Number Plate Light Bulb Replacement
Tail Lamp Replacement
Rear Compartment Courtesy Lamp Replacement
Exterior Lighting Systems Description and Operation
Interior Lighting Systems Description and Operation
Special Tools
Mirrors
Specifications
Inside Rearview Mirror Schematics
Outside Rearview Mirror Schematics
Symptoms - Mirrors
Heated Mirrors Malfunction
Automatic Day-Night Mirrors Malfunction
Power Mirror Folding Malfunction
Power Mirror Malfunction
Repair Instructions
Outside Rearview Mirror Applique Replacement
Outside Rearview Mirror Replacement
Outside Rearview Mirror Housing Cover Replacement
Outside Rearview Mirror Housing Bezel Replacement
Outside Remote Control Rearview Mirror Switch Replacement
Outside Rearview Mirror Inner Actuator Replacement
Outside Rearview Mirror Glass Replacement
Inside Rearview Mirror Replacement
Inside Rearview Mirror Bracket Installation
Automatic Day-Night Mirror Description and Operation
Outside Mirror Description and Operation
Vehicle Access
Specifications
Door Lock/Indicator Schematics
Release Systems Schematics — Release System Schematics
Release Systems Schematics — Liftgate Schematics
DTC B2500
DTC B3125, B3130, or B3135
DTC B3140 or B3150
DTC B3265
DTC B3618
DTC B3930
DTC P0CC6
DTC P0CC7, P0CC9, or P0CCA
DTC P0CCC, P0CCE, or P0CCF
DTC P0CD1
DTC P0CD2
DTC P04B6
DTC P04B8-P04BA or P04DC
DTC P04BB, P04BC, or P04C0
DTC P04C3-P04C6
DTC P04C8, P04CA, or P04CB
DTC P169D
Symptoms - Vehicle Access
Charger Door Ajar Indicator Malfunction
Charger Door Release Malfunction
Exterior Door Handle Switch Malfunction – DTC B1474, B1534, B1535, or B3849
Fuel Filler Door Ajar Indicator Malfunction
Fuel Filler Door Release Malfunction
Hatch Release Malfunction
Door Ajar Indicator Malfunction
Power Door Child Lock Malfunction
Power Door Lock Key Cylinder Switches Malfunction
Power Door Locks Malfunction
Rear Hatch/Gate Ajar Indicator Malfunction
Repair Instructions
Fuel Tank Filler Door Lock Actuator Replacement
Front Side Door Inside Handle Cable Replacement
Rear Side Door Inside Handle Cable Replacement
Front Side Door Lock Cylinder Replacement
Opening the Liftgate Without Electrical Power
Front Side Door Outside Handle Replacement — Base
Front Side Door Outside Handle Replacement — Pass Key Entry ATH
Front Side Door Outside Handle Bracket Replacement
Rear Side Door Outside Handle Bracket Replacement
Liftgate Catch Replacement
Rear Side Door Outside Handle Replacement
Front Side Door Lock Cylinder Opening Cover Replacement
Rear Side Door Lock Cylinder Opening Cover Replacement
Front Side Door Lock Replacement
Rear Side Door Lock Replacement
Front Side Door Locking Rod Replacement
Front Side Door Lock Cylinder Rod Replacement
Front Side Door Outside Handle Rod Adjustment
Front Side Door Outside Handle Rod Replacement
Rear Side Door Locking Rod Replacement
Rear Side Door Outside Handle Rod Adjustment
Rear Side Door Outside Handle Rod Replacement
Front Side Door Lock Striker Adjustment
Front Side Door Lock Striker Replacement
Liftgate Catch Striker Replacement
Rear Side Door Lock Striker Adjustment
Rear Side Door Lock Striker Replacement
Rear Compartment Lid and Fuel Filler Door Release Switch Replacement
Opening the Fuel Tank Filler Door when the Door Lock Malfunctions
Fuel Tank Filler Door Lock Release Switch Replacement
Charger Door Release Switch Replacement
Tailgate Release Switch Replacement
Charge Port Door Description and Operation
Door Ajar Indicator Description and Operation
Fuel Fill Door Description and Operation
Liftgate Ajar Indicator Description and Operation
Power Door Locks Description and Operation
Rear Hatch/Gate Description and Operation
Wipers and Washers
Specifications
Wiper/Washer Schematics
DTC B371A
DTC B3873
Symptoms - Wiper/Washer Systems
Windscreen Wiper System Malfunction
Washer Malfunction
Wiper Blade Element Check
Repair Instructions
Windscreen Wiper and Washer Switch Replacement
Windscreen Washer Nozzle Replacement
Windscreen Washer Pump Hose Replacement
Windscreen Washer Solvent Container Filler Tube Replacement
Windscreen Washer Solvent Container Grommet Replacement
Windscreen Washer Solvent Container Replacement
Windscreen Washer Pump Replacement
Windscreen Washer Solvent Level Sensor Replacement
Plenum Upper Panel Insulator Replacement
Plenum Drain Tube Replacement
Air Inlet Grille Panel Replacement
Air Inlet Grille Panel Extension Replacement
Windscreen Wiper Arm Replacement — Driver
Windscreen Wiper Arm Replacement — Passenger
Windscreen Wiper Blade Replacement — Driver
Windscreen Wiper Blade Replacement — Passenger
Windscreen Wiper Motor Replacement
Windshield Wiper Transmission Replacement
Windshield Glass Cleaning
Wiper Blade Element Cleaning
Wiper Chatter Repair
Wiper/Washer System Description and Operation
6. Brakes
Antilock Brake System
Specifications
Antilock Brake System Schematics
DTC C0035-C0050, C1207-C1210, C1221-C1228, or C1232-C1235
DTC C005A
DTC C0110, C12E0, C12E8, or C12E9
DTC C012A, C128B, C128E, or C12B2-C12B4
DTC C012B or C12B6-C12B8
DTC C012C, C121A, C128C, C128F, C12B9, C12BA, C12BB, or C12F7
DTC C012D, C120A, C128A, C128D, C12BC, or C12BE
DTC C012E or C12FE
DTC C012F, C12A7, C12DC, or C12DD
DTC C0161
DTC C0186, C0196, or C0287
DTC C0201, C120D, or C120E
DTC C0242 or P0856
DTC C0245, C122E
DTC C0252
DTC C0256, C12E6, or C12E7
DTC C0294, C120C, or C12F8
DTC C0299 or C12FF
DTC C029C, C120C, C129A-C129F, C12B1, or C12F8
DTC C0552
DTC C0561
DTC C056D, C121C-C121F, C123A-C1256, C126E-C127D, C12C2-C12DF, or C12F2-C12F6
DTC C0574
DTC C0710
DTC C0870 or C12E4
DTC C0880, C12E5, or C120F
DTC C0898
DTC C0914
DTC C1120 or C1121
DTC C1122 or C1123
Symptoms - Antilock Brake System
ABS Indicator Malfunction
Traction Control/Stability Control Indicator Malfunction
Repair Instructions
Antilock Brake System Automated Bleed
Steering Angle Sensor Centring
Electronic Brake Control Module Replacement
Electronic Brake Control Module with Brake Pressure Modulator Valve Replacement
Brake Control Brake Pedal Position Sensor Replacement
Electronic Brake Control Position Sensor Replacement
Brake Pressure Modulator Valve Pressure Sensor Calibration
Brake Pressure Modulator Valve Bracket Replacement
Front Wheel Speed Sensor Replacement
Rear Wheel Speed Sensor Replacement
Vehicle Yaw Sensor Learn
Vehicle Yaw Sensor with Vehicle Lateral and Longitudinal Accelerometer Replacement
ABS Description and Operation
Special Tools
Disc Brakes
Specifications
Disc Brake Component Specifications
Brake Disc Thickness Measurement
Brake Disc Thickness Variation Measurement
Brake Disc Surface and Wear Inspection
Brake Disc Assembled Lateral Runout Measurement
Brake Pad Inspection
Brake Calliper Inspection
Front Disc Brake Mounting and Hardware Inspection
Rear Disc Brake Mounting and Hardware Inspection
Repair Instructions
Front Disc Brake Pads Replacement
Rear Disc Brake Pads Replacement
Front Brake Calliper Replacement
Rear Brake Calliper Replacement
Front Brake Calliper Overhaul
Rear Brake Calliper Overhaul
Front Brake Calliper Hardware Replacement
Rear Brake Calliper Hardware Replacement
Front Brake Calliper Bracket Replacement
Rear Brake Calliper Bracket Replacement
Front Brake Disc Replacement
Rear Brake Rotor Replacement
Front Brake Shield Replacement
Rear Brake Shield Replacement
Brake Disc Assembled Lateral Runout Correction
Brake Rotor Assembled Lateral Runout Correction - Indexing
Brake Rotor Assembled Lateral Runout Correction - Correction Plates
Brake Rotor Assembled Lateral Runout Correction - On Vehicle Lathe
Brake Disc Refinishing
Disc Brake System Description and Operation
Special Tools
Hydraulic Brakes
Specifications
Brake Component Specifications
Brake System Specifications
Hydraulic Brake Schematics
DTC C0267
Symptoms - Hydraulic Brakes
Brake Warning Indicator Malfunction
Brake Pulsation
Brake System Noise
Braking Action Uneven - Pulls to One Side
Braking Action Uneven - Front to Rear
Brake Pedal Excessive Travel
Brake Pedal Excessive Effort
Brakes Drag
Brake System Slow Release
Brake Fluid Loss
Disc Brake System Diagnosis
Brake Hydraulic and Assist System Diagnosis
Brake System Vehicle Road Test
Brake Pedal Travel Measurement and Inspection
Brake System External Leak Inspection
Brake System Internal Leak Test
Hydraulic Brake Component Operation Visual Inspection
Brake Pipe and Hose Inspection
Repair Instructions
Master Cylinder Reservoir Filling
Master Cylinder Reservoir Replacement
Master Cylinder Replacement
Master Cylinder Bench Bleeding
Brake Fluid Level Indicator Switch Replacement
Brake Pedal Assembly Replacement
Brake Pipe Replacement
Brake Master Cylinder Reservoir Hose Replacement
Front Brake Hose Replacement
Rear Brake Hose Replacement
Hydraulic Brake System Bleeding — Pressure
Hydraulic Brake System Flushing
Brake System, Hydraulic, Assist, and Control Description and Operation
Brake Warning System Description and Operation
Hydraulic Brake System Description and Operation
Special Tools
Park Brake
Specifications
Park Brake System Schematics
DTC C028A
DTC C028B
DTC C028D
DTC C028F
DTC C0293
DTC C0298
DTC C0558
DTC C0561
DTC C0574
Symptoms - Park Brake
Park Brake Will Not Hold or Release
Park Brake System Diagnosis
Repair Instructions
Electronic Parking Brake Control Module Replacement
Parking Brake Switch Replacement
Handbrake Cable Replacement
Handbrake Rear Cable Replacement - Left Side
Handbrake Rear Cable Replacement - Right Side
Handbrake Cable Adjuster Disabling
Handbrake Cable Adjuster Enabling
Electronic Handbrake Control Module Description
Park Brake System Description and Operation
7. Diagnostic Overview, Starting Point, and Programming
Programming and Setup
Repair Instructions
Accessory DC Power Control Module Programming and Setup
Air Conditioning Compressor Control Module Programming and Setup
Audio Amplifier Programming and Setup
Battery Charger Programming and Setup
Battery Energy Control Module Programming and Setup
Body Control Module Programming and Setup
Control Solenoid Valve and Transmission Control Module Assembly Programming and Setup — 4ET50
Coolant Heater Control Module Programming and Setup
Drive Motor Generator Power Inverter Module Programming and Setup
Electronic Brake Control Module Programming and Setup
Electronic Handbrake Control Module Programming and Setup
Engine Control Module Programming and Setup
Fuel Pump Flow Control Module Programming and Setup
Heated Seat Control Module Programming and Setup
Hybrid Battery Interface Control Module Programming and Setup
Hybrid Powertrain Control Module 2 Programming and Setup
HVAC System Control Module Programming and Setup
Inflatable Restraint Sensing and Diagnostic Module Programming and Setup
Instrument Cluster Programming and Setup
Keyless Entry Control Module Programming and Setup
Mobile Telephone Control Module Programming and Setup
Object Alarm Module Programming and Setup
Passenger Presence System Programming and Setup
Power Steering Control Module Programming and Setup
Radio Control Programming and Setup
Radio Programming and Setup
Remote Control Door Lock Receiver Programming and Setup
Steering Column Lock Control Module Programming and Setup
Theft Deterrent Module Programming and Setup
Tyre Pressure Indicator Receiver Programming and Setup
Special Tools
Vehicle Diagnostic Information
Specifications
Body Control Module Scan Tool Information
Driver Seat and Passenger Seat Heater Control Module Scan Tool Information
Electronic Brake Control Module Scan Tool Information
Electronic Parking Brake Control Module Scan Tool Information
Engine Control Module Scan Tool Information
Fuel Pump Flow Control Module Scan Tool Information
Hybrid Powertrain Control Module 2 Scan Tool Information
Inflatable Restraint Passenger Presence System Scan Tool Information
Inflatable Restraint Sensing and Diagnostic Module Scan Tool Information
Instrument Cluster Scan Tool Information
Keyless Entry Control Module Scan Tool Information
Mobile Telephone Control Module Scan Tool Information
Object Alarm Module Scan Tool Information
Power Steering Control Module Scan Tool Information
Radio Scan Tool Information
Steering Column Lock Control Module Scan Tool Information
Transmission Control Module Scan Tool Information
Strategy Based Diagnosis
Diagnostic Procedure Instructions
Diagnostic System Check Instructions
Diagnostic Starting Point - Vehicle
Diagnostic System Check - Vehicle
Powertrain Diagnostic Trouble Code (DTC) Type Definitions
Engine Cranks But Does Not Run
Inspection/Maintenance System Check
Diagnostic Repair Verification
8. Driveline/Axle
Wheel Drive Shafts
Specifications
Symptoms - Wheel Drive Shafts
Click Noise In Turns
Clunk When Accelerating from Freewheel
Clunk Noise When Accelerating During Turns
Repair Instructions
Front Wheel Drive Intermediate Shaft Replacement
Front Wheel Drive Shaft Replacement
Front Wheel Drive Shaft Inner Joint Boot Replacement
Front Wheel Drive Shaft Outer Joint Boot Replacement
Wheel Drive Shafts Description and Operation
Special Tools
9. Driver Information and Entertainment
Mobile, Entertainment, and Navigation
Specifications
Radio/Navigation System Schematics
Cellular Telephone Schematics
DTC B0000
DTC B1020
DTC B1025, B1035, B1045, or B1055
DTC B125A
DTC B1265
DTC B1271
DTC B1278 or B1279
DTC B1287
DTC B2462
DTC B2470
DTC B2485
Symptoms - Cellular Communication
Symptoms - Entertainment
Auxiliary Audio Input Malfunction
Mobile Telephone Conversation Partner Does Not Hear You
Mobile Telephone Conversation Partner Cannot Be Heard
Mobile Telephone Charging Malfunction
Mobile Telephone Microphone Malfunction
No Global Positioning System (GPS) Reception
Wireless Communication Interface Aerial Malfunction — UHP
Radio Controls Malfunction
Radio Information Display Malfunction – DTC U0257
Radio Poor Reception
Speaker Replacement Reference
Speaker Malfunction
Repair Instructions
Mobile Telephone Microphone Replacement
Communication Centre Call Switch Replacement
Communication Interface Module Replacement
Wireless Communication Interface Antenna Replacement
Communication Interface Module Bracket Replacement
Radio Replacement
Radio Control Assembly Replacement
Audio Disc Player, USB, Auxiliary In, and Memory Card Receptacle Replacement
Radio Speaker Amplifier Replacement
Navigation Signal Splitter Replacement
Radio Antenna Base Replacement
Radio Aerial Replacement
Radio and Telephone Control Switch Replacement
Radio Windscreen Side Garnish Moulding Speaker Replacement
Radio Front Side Door Speaker Replacement
Radio Rear Side Door Speaker Replacement
Radio Rear Compartment Speaker Replacement
Cellular Telephone Description and Operation
Radio/Audio System Description and Operation
Special Tools
Displays and Gauges
Specifications
Ambient Air Temperature Sensor Resistance
Instrument Cluster Schematics
Driver Information System Schematics
Audible Warnings Schematics
DTC B0550
Symptoms - Displays and Gauges
Chime Malfunction
Driver Information Centre Switch Malfunction - DTC B3567
Engine Oil Pressure Indicator Malfunction – DTC P0520
Fuel Gauge Malfunction - DTC P0461-P0464
Instrument Cluster Gauges Malfunction
Instrument Cluster Display Malfunction
Speedometer and/or Odometer Malfunction
Repair Instructions
Driver Information Display Replacement
Driver Information Display and Multifunction Switch Replacement
Instrument Cluster Replacement
Battery Charge Indicator Replacement
Accessory Switch Replacement
Audible Warnings Description and Operation
Driver Information Centre (DIC) Description and Operation
Indicator/Warning Message Description and Operation
Instrument Cluster Description and Operation
Secondary and Configurable Customer Controls
Steering Wheel Secondary/Configurable Control Schematics
Symptoms - Secondary and Configurable Customer Controls
Steering Wheel Controls Malfunction
Steering Wheel Controls Description and Operation
10. Engine
Cruise Control
Cruise Control Schematics
DTC B3794
DTC P0564
DTC P0571
DTC P0703
Symptoms - Cruise Control
Cruise Control Indicator Malfunction
Cruise Control Malfunction
Repair Instructions
Cruise Control Switch Replacement
Cruise Control Description and Operation
Engine Controls/Fuel – 1.4L (LUU)
Specifications
Temperature Versus Resistance
Altitude Versus Barometric Pressure
Ignition System Specifications
Engine Controls Schematics
DTC P0010 or P0013
DTC P0011 or P0014
DTC P0016 or P0017
DTC P0030, P0036, P0053, P0054, P0135, or P0141
DTC P0101
DTC P0102 or P0103
DTC P0106
DTC P0107 or P0108
DTC P0111
DTC P0112, P0113, or P0114
DTC P0116
DTC P0117, P0118, or P0119
DTC P0121-P0123, P0222, P0223, or P2135
DTC P0128
DTC P0131, P0132, P0134, P0137, P0138, or P0140
DTC P0133, P013A, P013B, P013E, P013F, P1133, P2270, P2271, or P2A00
DTC P0171 or P0172
DTC P018B-P018D
DTC P0201, P0202, P0203, or P0204
DTC P0231, P0232, or P023F
DTC P025A
DTC P0300-P0304
DTC P0315
DTC P0324, P0326, or P06B6
DTC P0325, P0327, or P0328
DTC P0335 or P0336
DTC P0340 or P0365
DTC P0341 or P0366
DTC P0351-P0354
DTC P0420
DTC P043E, P043F, or P145F
DTC P0442 or P0455
DTC P0443, P0458, or P0459
DTC P0449, P0498, or P0499
DTC P0451-P0453
DTC P0497
DTC P0601-P0604, P0606, P062B, P062F, P0630, P16F3, or P2610 — ECM
DTC P0601-P0604, P0606, or P062F — Fuel Pump Control Module
DTC P0628 or P0629
DTC P0641 or P06A6 — Fuel Pump Control Module
DTC P0641, P0651, P0697, or P06A3 — ECM
DTC P0650
DTC P0685, P0689, P0690, or P1682
DTC P069E
DTC P0700
DTC P0AC4
DTC P1101
DTC P121B or P121C
DTC P1255 or P064A
DTC P1400
DTC P1458-P145A
DTC P145C or P145D
DTC P145E
DTC P1461
DTC P1516, P2101, P2119, or P2176
DTC P15F9
DTC P15FB
DTC P162D
DTC P1B12
DTC P1E00
DTC P2122, P2123, P2127, P2128, or P2138
DTC P219A
DTC P2400-P2402
DTC P2418-P2420
DTC P2422
DTC P2450
DTC P2534 — Fuel Pump Control Module
DTC P2537
DTC P2618 or P2619
DTC P2635 — Fuel Pump Control Module
Symptoms - Engine Controls
Poor Fuel Fill Quality
Malfunction Indicator Lamp (MIL) Diagnosis
Fuel System Diagnosis
Fuel Pump Electrical Circuit Diagnosis
Fuel Injector Solenoid Coil Test
Fuel Injector Balance Test
Alcohol/Contaminants-in-Fuel Diagnosis
Evaporative Emission Control System Diagnosis
Electronic Ignition System Diagnosis
Inspection/Maintenance Complete System Set Procedure
Inspection/Maintenance (I/M) Test DTC Table
Repair Instructions
Engine Control Module Replacement
Engine Control Module Bracket Replacement
Crankshaft Position System Variation Learn
Throttle/Idle Learn
Engine Coolant Temperature Sensor Replacement - Thermostat
Engine Coolant Temperature Sensor Replacement — Water Outlet
Mass Airflow Sensor with Inlet Air Temperature Sensor Replacement
Manifold Absolute Pressure Sensor Replacement
Heated Oxygen Sensor Replacement - Sensor 1
Accelerator Pedal Position Sensor Replacement
Throttle Body Assembly Replacement
Throttle Body Inspection and Cleaning
Fuel Pressure Gauge Installation and Removal
Fuel Tank Draining
Fuel Tank Replacement
Fuel Pressure Sensor Replacement - Fuel Feed Pipe
Fuel Tank Filler Pipe Replacement
Fuel Feed Pipe Replacement — Chassis
Fuel Feed Pipe Replacement — Engine Compartment
Fuel Tank Fuel Pump Module Replacement
Fuel Pump Flow Control Module Replacement
Fuel Tank Pressure Sensor Replacement
Fuel Level Sensor Replacement
Plastic Collar Quick Connect Fitting Service
Fuel Injection Fuel Rail Assembly Replacement
Fuel Injector Replacement
Evaporative Emission Canister Vent Solenoid Valve Replacement
Evaporative Emission Canister Replacement
Evaporative Emission Canister Purge Solenoid Valve Replacement
Evaporative Emission System Vacuum Leak Detection Pump Replacement
Evaporative Emission System Cleaning
Ignition Coil Replacement
Spark Plug Inspection
Spark Plug Replacement
Camshaft Position Actuator Solenoid Valve Replacement — Exhaust
Camshaft Position Actuator Solenoid Valve Replacement — Intake
Crankshaft Position Sensor Replacement
Camshaft Position Sensor Replacement — Exhaust
Camshaft Position Sensor Replacement — Intake
Knock Sensor Replacement
Air Cleaner Outlet Duct Replacement
Air Cleaner Resonator Outlet Duct Replacement
Air Cleaner Element Replacement
Air Cleaner Assembly Replacement
Camshaft Actuator System Description
Electronic Ignition System Description
Engine Control Module Description
Engine Maintenance and Fuel Monitor Description
Evaporative Emission Control System Description
Fuel System Description
Throttle Actuator Control (TAC) System Description
Special Tools — Diagnostic Tools
Engine Cooling
Specifications
Engine Cooling System Specifications
Engine Cooling Schematics
DTC P00B3 or P00B4
DTC P00B6
DTC P00B7
DTC P0597-P0599
DTC P1485-P1487
DTC P2181
Symptoms - Engine Cooling
Engine Overheating
Loss of Coolant
Thermostat Diagnosis
Engine Fails To Reach Normal Operating Temperature
Pressure Cap Testing
Cooling System Leak Testing
Repair Instructions
Cooling System Draining and Filling
Flushing
Radiator Cleaning
Coolant Recovery Reservoir Replacement
Radiator Inlet Hose Replacement
Radiator Outlet Front Hose Replacement
Radiator Upper Bracket Replacement
Cooling Fan and Shroud Replacement
Engine Coolant Thermostat Replacement
Engine Coolant Air Bleed Hose Connector Replacement
Water Outlet Replacement
Water Inlet Replacement
Water Pump Belt Replacement
Water Pump Replacement
Engine Coolant Temperature Sensor Replacement
Radiator Replacement
Radiator Air Lower Baffle and Deflector Replacement
Radiator Air Side Baffle Replacement – Left Side
Radiator Air Side Baffle Replacement – Right Side
Radiator Air Seal Replacement
Special Tools
Engine Electrical
Starting and Charging Schematics
DTC B1325, B1330, B1517, C0800, C0899, C0900, C12E1, C12E2, P0562, P0563, P1A0C, P1A0D, or P1EFC
DTC B1516
DTC B151A
DTC B1527
Symptoms - Engine Electrical
Battery Inspection/Test
Battery Charging
Battery Electrical Drain/Parasitic Load Test
Charging System Test
Repair Instructions
Battery Positive and Negative Cable Replacement
Battery Positive Cable Replacement
Battery Replacement
Battery Description and Operation
Charging System Description and Operation
Electrical Power Management Description and Operation
Starting System Description and Operation
Special Tools
Engine Exhaust
Specifications
Symptoms - Engine Exhaust
Restricted Exhaust
Exhaust Leakage
Exhaust Noise
Repair Instructions
Exhaust Manifold with Catalytic Converter Replacement
Exhaust System Replacement
Catalytic Converter Replacement
Catalytic Converter Brace Replacement
Exhaust Resonator Replacement
Exhaust Pipe Heat Shield Replacement — Front
Exhaust Pipe Heat Shield Replacement — Centre
Exhaust Pipe Heat Shield Replacement — Rear
Exhaust Rear Silencer Replacement
Exhaust System Description
Special Tools
Engine Mechanical – 1.4L (LUU)
Specifications
Engine Mechanical Specifications
Disassembled Views
Engine Identification
Symptoms - Engine Mechanical
Oil Consumption Diagnosis
Engine Noise Under Load
Engine Noise on Start-Up, but Only Lasting a Few Seconds
Base Engine Misfire without Internal Engine Noises
Base Engine Misfire with Abnormal Internal Lower Engine Noises
Base Engine Misfire with Abnormal Valve Train Noise
Base Engine Misfire with Coolant Consumption
Base Engine Misfire with Excessive Oil Consumption
Upper Engine Noise, Regardless of Engine Speed
Lower Engine Noise, Regardless of Engine Speed
Engine Will Not Crank - Crankshaft Will Not Rotate
Drive Belt Chirping, Squeal, and Whine Diagnosis
Drive Belt Rumbling and Vibration Diagnosis
Drive Belt Falls Off and Excessive Wear Diagnosis
Repair Instructions
Engine Mount Replacement - Right Side
Engine Mount Inspection
Engine Mount Bracket Replacement - Right Side
Inlet Manifold Replacement
Camshaft Timing Chain Replacement
Timing Chain Tensioner Replacement
Hydraulic Valve Lash Adjuster Arm Replacement
Hydraulic Valve clearance Adjuster Replacement
Camshaft Intake and Exhaust Sprocket Replacement
Cylinder Head Replacement
Oil Pan Replacement
Automatic Transmission Flex Plate Replacement
Crankshaft Balancer Replacement
Crankshaft Front Oil Seal Replacement
Crankshaft Rear Oil Seal Replacement
Engine Front Cover with Oil Pump Replacement
Engine Oil Pressure Indicator Switch Replacement
Engine Replacement
Engine Oil and Oil Filter Replacement
Camshaft Cover Replacement
Intake Camshaft Replacement
Exhaust Camshaft Replacement
Valve Stem Oil Seal and Valve Spring Replacement
Engine Mount Bracket Removal
Camshaft Timing Chain Inspection
Camshaft Timing Chain Adjustment
Draining Fluids and Oil Filter Removal
Engine Lift Bracket Removal
Exhaust Manifold Removal
Engine Coolant Thermostat Housing Removal
Water Outlet Removal
Air Conditioning Compressor Bracket Removal
Water Pump Pulley Removal
Crankshaft Balancer Removal
Water Pump Removal
Throttle Body Removal
Inlet Manifold Removal
Ignition Coil Removal
Camshaft Cover Removal
Camshaft Position Actuator Solenoid Valve Removal
Sump Removal
Engine Front Cover and Oil Pump Removal
Camshaft Timing Chain Removal
Timing Chain Tensioner Removal
Engine Front Cover Gasket Removal
Camshaft Sprocket Removal
Intake Camshaft Removal
Exhaust Camshaft Removal
Hydraulic Valve Lash Adjuster Arm Removal
Hydraulic Valve clearance Adjuster Removal
Cylinder Head Removal
Piston, Connecting Rod, and Bearing Removal
Crankshaft and Bearing Removal
Cylinder Head Disassemble
Cylinder Head Cleaning and Inspection
Cylinder Head Assemble
Engine Block Disassemble
Engine Block Assemble
Piston and Connecting Rod Disassemble
Piston, Connecting Rod, and Bearing Cleaning and Inspection
Piston and Connecting Rod Assemble
Intake Manifold Disassemble
Inlet Manifold Cleaning and Inspection
Intake Manifold Assemble
Crankshaft and Bearing Cleaning and Inspection
Engine Front Cover and Oil Pump Cleaning and Inspection
Engine Front Cover and Oil Pump Disassemble
Sump Cleaning and Inspection
Crankshaft and Bearing Installation
Piston, Connecting Rod, and Bearing Installation
Cylinder Head Installation
Hydraulic Valve clearance Adjuster Installation
Hydraulic Valve Lash Adjuster Arm Installation
Intake Camshaft Installation
Exhaust Camshaft Installation
Camshaft Sprocket Installation
Timing Chain Tensioner Installation
Engine Front Cover Gasket Installation
Camshaft Timing Chain Installation
Engine Front Cover and Oil Pump Installation
Sump Installation
Camshaft Position Actuator Solenoid Valve Installation
Camshaft Cover Installation
Ignition Coil Installation
Oil Filter Installation
Inlet Manifold Installation
Throttle Body Installation
Water Pump Installation
Crankshaft Balancer Installation
Water Pump Pulley Installation
Air Conditioning Compressor Bracket Installation
Water Pump Belt Installation
Water Outlet Installation
Engine Coolant Thermostat Housing Installation
Exhaust Manifold Installation
Engine Lift Bracket Installation
Engine Mount Bracket Installation
Engine Front Cover and Oil Pump Assemble
Water Pump Belt Removal
Automatic Transmission Flex Plate Removal
Engine Block Cleaning and Inspection
Automatic Transmission Flex Plate Installation
Engine Component Description
Lubrication Description
Special Tools
11. HVAC
Heating, Ventilation, and Air Conditioning
Specifications
Refrigerant System Specifications
Handling of Refrigerant Lines and Fittings
Leak Testing
Air Conditioning (A/C) System Performance Test
A/C Diagnostics Chart
Heating Performance Diagnostic
Defrosting Insufficient
Noise Diagnosis - Blower Motor
Air Conditioning Compressor Oil Diagnosis
Noise Diagnosis - HVAC Module
Odour Diagnosis
Repair Instructions
Odour Correction
Refrigerant Recovery and Recharging — High Voltage Electric Compressor
Flushing
Air Conditioning and Drive Motor Battery Cooling Compressor Replacement
Air Conditioning Compressor and Condenser Hose Replacement
Air Conditioning Compressor Front Hose Replacement
Air Conditioning Compressor and Evaporator Hose Replacement
Air Conditioning Evaporator Thermal Expansion Valve Tube Replacement
Air Conditioning Refrigerant Service Valve Core Replacement
Air Conditioning Refrigerant Desiccant Replacement
Air Conditioning Evaporator Thermal Expansion Valve Replacement — A/C Evaporator
Air Conditioning Evaporator Thermal Expansion Valve Replacement — Drive Motor Battery Coolant Cooler
Air Conditioning Refrigerant Pressure Sensor Replacement – Low Pressure
Air Conditioning Refrigerant Pressure Sensor Replacement – High Pressure
Air Conditioning Refrigerant Temperature Sensor Replacement
Ambient Air Temperature Sensor Replacement
Air Conditioning Condenser Replacement
Air Conditioning and Heater Module Assembly Removal and Installation
Air Conditioning Evaporator Replacement
Air Conditioning Evaporator and Fan Module Drain Hose Replacement
Heater Inlet Hose Replacement
Heater Inlet And Outlet Pipe Replacement
Heater Outlet Hose Replacement
Heater Core Outlet Tube Replacement
Heater Core Inlet Tube Replacement
Heater Inlet Pipe Adapter Replacement
Air Inlet Valve Actuator Gear Replacement
Passenger Compartment Air Filter Replacement
Air Inlet Replacement
Air Inlet Assembly Replacement
Blower Motor Control Module Replacement
Air Inlet Valve and Inside Air Valve Control Cam Replacement
Air Inlet Valve Lever Replacement
Blower Motor Replacement
Air Distributor Case Replacement
Instrument Panel Outer Air Outlet Replacement - Left Side
Instrument Panel Centre Air Outlet Replacement
Instrument Panel Outer Air Outlet Replacement - Right Side
Floor Front Air Outlet Duct Replacement – Right Side
Floor Front Air Outlet Duct Replacement – Left Side
Instrument Panel Centre Air Outlet Duct Replacement
Windscreen Defroster Nozzle Replacement
Side Window Defogger Outlet Duct Replacement – Left Side
Side Window Defogger Outlet Duct Replacement – Right Side
Heater and Air Conditioning Remote Control Replacement
Mode Control Cam Actuator Replacement
Mode Valve Lever Replacement
Heater Coolant Heater Heat Shield Replacement
Heater Core Replacement
Heater Coolant Heater Air Supply Hose Replacement
Heater Coolant Heater Replacement
Heater Water Auxiliary Pump Replacement
Accessory DC Power Control Module Cooling Air Inlet Duct Replacement
Accessory DC Power Control Module Cooling Air Duct Replacement
Accessory DC Power Control Module Cooling Fan Replacement
Heater Water Shutoff Valve Replacement
Heater Water Shutoff Valve Actuator Inlet Hose Replacement
Heater Water Shutoff Valve Inlet Hose Replacement
Heater Water Auxiliary Pump Inlet Hose Replacement
Heater Vent Hose Replacement
Heater Outlet Hose Vapour Vent Hose Replacement
Heating and Air Conditioning System Description and Operation
Special Tools
HVAC - Automatic
Specifications
Sensor Resistance Table
HVAC Schematics
HVAC Component Replacement Reference
DTC B0163
DTC B0173, B0178, or B3933
DTC B018A, B048C, B048F, or B1395
DTC B0183
DTC B0193
DTC B0223, B0233, B023A, or B0408
DTC B0468, B046B, or B046C
DTC B046A
DTC P0071-P0073
DTC P0531, P0532, or P0533
DTC P0534
DTC P0536-P0538 or P153B
DTC P0D69-P0D7F
DTC P151C or P2516-P2518
DTC P1ECA or P1EC9
DTC P1F0A-P1F0D
DTC P2681, P26A3, P26A6, P26A7, or P26A9
Symptoms - HVAC Systems - Automatic
HVAC System Malfunction
Actuator Recalibration
Repair Instructions
Air Inlet Valve Actuator Replacement
Temperature Valve Actuator Replacement
Duct Air Temperature Sensor Replacement – Upper
Duct Air Temperature Sensor Replacement – Lower
Inside Air Moisture and Windscreen Temperature Sensor Replacement
Sun Load Temperature and Headlamp Automatic Control Ambient Light Sensor Replacement
Automatic HVAC Description and Operation
12. Hybrid/EV
Hybrid/EV Controls
Specifications
Hybrid Controls Schematics
Component Locator
Hybrid Controls Electronic Component Views
DTC P0335 or P0336
DTC P0506 or P0507
DTC P0601-P0604, P0606, P062F, P1EB6, or P1EB7 — Hybrid Powertrain Control Module
DTC P061A or P061B
DTC P06AF
DTC P06B1, P06B2, P06B4, P06B5, P06E7, or P06E8
DTC P0A1B or P0A1C
DTC P0A2B-P0A2D or P0A31-P0A33
DTC P0A2F
DTC P0A35
DTC P0A3F, P0A40, P0C52, P0C53, P0C5C, P0C5D, or P1B03
DTC P0A45, P0A46, P0C57, P0C58, P0C61, P0C62, or P1B04
DTC P0A78 or P0A79
DTC P0A89
DTC P0A8D-P0A8F
DTC P0AB9
DTC P0AEE, P0AEF, P0AF0, P0AF3-P0AF5, P0BD2-P0BD4, P0BD7-P0BD9, P0BDC-P0BDE, or P0BE1-P0BE3
DTC P0B0D
DTC P0BE6-P0BE8, P0BEA-P0BEC, P0BEE, P0BEF, P0BF0, P0BF2-P0BF4, P0BF6-P0BF8, or P0BFA-P0BFC
DTC P0BFD or P0BFE
DTC P0C01 or P0C04
DTC P0C05 or P0C08
DTC P0C0B or P0C0E
DTC P0C17 or P0C18
DTC P0C19
DTC P0C1A
DTC P0C20
DTC P0C28
DTC P0C4E
DTC P0C4F
DTC P150D or P150E
DTC P15F0
DTC P15F1
DTC P15F2
DTC P16E0
DTC P16F2
DTC P16F3
DTC P16F4
DTC P16F6
DTC P179A
DTC P181C-P181F, P183A-P183E, P184A, or P184B
DTC P183F
DTC P1A4F, P1A50-P1A54, P1ADC, or P1ADD
DTC P1A71-P1A73
DTC P1A90-P1A92
DTC P1ABC or P1ABD
DTC P1ADE, P1ADF, P1AE0, or P1AE1
DTC P1AE8, P1AE9, P1AEA, or P1AEB
DTC P1AEC-P1AEF
DTC P1AF0 or P1AF2
DTC P1AF4-P1AF7
DTC P1B0B or P1B0C
DTC P1B0D or P1B0E
DTC P1B0F or P1B10
DTC P1B15
DTC P1B41 or P1B42
DTC P1B43 or P1B44
DTC P1BFF or P1E23-P1E25
DTC P1E0A or P1E0B
DTC P1E0E
DTC P1E15-P1E18
DTC P1E19 or P1E1A
DTC P1E1B-P1E1F
DTC P1E20-P1E22
DTC P1E27 or P1E28
DTC P1E29
DTC P1E2A-P1E2F or P1E30-P1E32
DTC P1E33
DTC P1E34-P1E36
DTC P1E37
DTC P1E38
DTC P1E39
DTC P1E3A
DTC P1E3E or P1E3F
DTC P1E40-P1E42
DTC P1E43 or P1E44
DTC P1E45
DTC P1E46-P1E49
DTC P1E4A or P1E4B
DTC P1EA9
DTC P1EB8
DTC P2797
Symptoms – Hybrid Controls
DC Power Conversion Test
Repair Instructions
Drive Motor Generator Power Inverter Module Cover Replacement
Drive Motor Generator Power Inverter Module Replacement
Accessory DC Power Control Module Replacement
Accessory DC Power Control Module Description and Operation
Drive Motor Generator Power Inverter Module Description and Operation
Electromagnetic Compatibility Description
High Voltage Monitoring Systems Description
Hybrid Modes of Operation Description
Special Tools
Hybrid/EV Cooling
Specifications
Hybrid Cooling System Specifications
Hybrid Cooling Schematics
DTC P0480 or P0483
DTC P0A7E
DTC P0A9C-P0A9E, P0AC6-P0ACD, P0AE9-P0AEB, P0BC3-P0BC5, P0C34-P0C36, P0C7D-P0C9A, or P0CA9-P0CBA
DTC P0C32
DTC P0C43-P0C45
Hybrid/EV Battery Pack Coolant Pump Malfunction – DTC P0C47, P0C4A, or P1F18
DTC P0CD6-P0CD8
DTC P0CE0, P0CE2, P0CE3, P1EC7, or P1EC8
DTC P0CE6 or P0CE7
Hybrid/EV Electronics Coolant Pump Malfunction – DTC P0CE9 or P0CED
DTC P0CEF-P0CF1
Cooling Fan Malfunction – DTC P148A-P148C
14 Volt Power Module Cooling Fan Malfunction – DTC P1EA6 or P1EA7
Hybrid/EV Battery Pack Coolant Heater Malfunction – DTC P1EC6
Hybrid Cooling System Pressure Cap Testing
Hybrid Cooling System Leak Test
Hybrid Battery Pack Coolant Passage Leak Test
Repair Instructions
Drive Motor Battery Cooling System Draining and Filling
Drive Motor Generator Power Inverter Module Cooling System Draining and Filling
Coolant Temperature Sensor Replacement
Generator Control Module Coolant Tank Hose Replacement
Drive Motor Generator Control Module Coolant Pump Hose Replacement
Drive Motor Generator Control Module Cooling Outlet Hose Replacement
Drive Motor Generator Control Module Radiator Outlet Hose Replacement
Generator Control Module Coolant Radiator Hose Replacement
Generator Control Module Coolant Pump Replacement
Radiator Grille Screen Replacement
Drive Motor Power Inverter Module Cooling Inlet Hose Replacement
Drive Motor Battery Coolant Cooler Replacement
Drive Motor Battery Coolant Radiator Replacement
Drive Motor Battery Coolant Filter Replacement
Drive Motor Battery Coolant Pump Replacement
Drive Motor Battery Coolant Pump Inlet Hose Replacement
Drive Motor Battery Radiator Surge Tank Replacement
Drive Motor Battery Coolant/Air Separator Replacement
Drive Motor Battery Coolant Cooler Outlet Hose Replacement
Drive Motor Battery Coolant Flow Control Valve Replacement
Drive Motor Battery Coolant Inlet Hose Replacement
Drive Motor Battery Coolant Outlet Hose Replacement
Drive Motor Battery Radiator Inlet Hose Replacement
Drive Motor Battery Radiator Outlet Hose Replacement
Drive Motor Battery Coolant Cooler Inlet Hose Replacement
Drive Motor Battery Coolant Cooler Inlet Hose Assembly Replacement
Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn
Drive Motor Battery Cooling Description
Drive Motor Generator Control Module Cooling System Description and Operation
Hybrid Cooling System Description and Operation
Special Tools
Hybrid/EV Energy Storage
Hybrid Energy Storage Schematics
High Voltage Safety
High Voltage Disabling
High Voltage Enabling
DTC P0601-P0604 or P0606 — Hybrid Powertrain Control Module 2
DTC P0641-P0643 or P0651-P0653
DTC P0A0C or P0A0D
DTC P0A80
DTC P0AA1, P0AD9, P0ADD, P0AE2, P0AE4, P0D0A, P0D11, P1EBC-P1EBF, P1EC0, or P1EC3-P1EC5
DTC P0AA6, P1AE6, or P1F0E
DTC P0ABB, P0ABC, or P0ABD
DTC P0AC1, P0AC2, P0B10, P0B11, P0B13, P1EBA, or P1EBB
DTC P0AF8
DTC P0AFA or P0AFB
DTC P0B3B-P0BBB, P1B16-P1B2D, P1B45-P1BFE, P1E01-P1E06, or P1E4C-P1E8A
DTC P0BBE
DTC P0C77 or P0C78
DTC P0D17 or P0D18
DTC P0D5E
DTC P1A07, P1E93, P1E99, P1E9F, or P1EA5
DTC P1E3D
DTC P1E92, P1E98, P1E9E, or P1EA4
DTC P1EAB or P1EAC
DTC P1F17
Loss of Isolation on the High Voltage Main Bus
Hybrid\EV Battery Voltage Present
Repair Instructions
High Voltage System Inspection
Battery Charger and 14 V Power Module Maxi 20 A Fuse Replacement
300-Volt Battery Positive and Negative Cable Replacement — Drive Motor Battery-to-Inverter
300-Volt Battery Positive and Negative Cable Replacement — Inverter-to-Compressor/Heater Module
300-Volt Battery Positive and Negative Cable Replacement — Drive Motor Battery-to-Charger
300-Volt Battery Positive and Negative Cable Replacement — Drive Motor Battery-to-APM Module
Drive Motor Battery Replacement and Shipping Preparation
Clear Secured High Voltage DTCs
Hybrid/EV Battery Pack Data Reset
Hybrid/EV Battery Pack Capacity Learn
Drive Motor Battery System Description
Special Tools
Plug-In Charging
Specifications
Plug-In Charging Schematics
DTC P0CF4-P0CF6
DTC P0CF9 or P0D01
DTC P0D1F
DTC P0D20, P0D22, P1EFA, or P1EFB
DTC P0D21, P0D23, P1EF0, or P1EF1
DTC P0D26
DTC P0D2A
DTC P0D2B or P0D2C
DTC P0D39-P0D3B, P0D49, P0D4E-P0D54, P1ECB-P1ECD, P1ED0-P1ED9, P1EDB, P1EDC, P1EDE-P1EED, or P1EFE-P1F02
DTC P0D3E or P0D3F
DTC P0D40, P1EDA, P1EDD, or P1F03-P1F05
DTC P0D43-P0D45
DTC P0D58 or P0D59
DTC P0D5B, P0D5C, P1ECE, or P1EFD
DTC P0D5E
DTC P1EE6
DTC P1EEF or P1EFE
DTC P1EF3-P1EF5
Repair Instructions
Charge Port Housing Bezel Replacement
Charge Port Door Replacement
Charge Port Housing Replacement
Charge Port Door Actuator Replacement
Charge Port Door Hinge Bezel Replacement
Charge Port Door Actuator Cable Replacement
Charge Port Door Actuator Seal Replacement
Charge Port Door Hinge Seal Replacement
Charge Port Door Ajar Indicator Switch Replacement
Drive Motor Battery Charger Replacement
Drive Motor Battery Charger Receptacle Replacement
Plug-In Charging System Description and Operation
Special Tools
13. Power and Signal Distribution
Data Communications
Data Communication Schematics
Body Control System Schematics
Control Module U Code List
DTC B1000
DTC B1001
DTC B1016
DTC B101D
DTC B101E
DTC C0550
DTC C056D
DTC C056E
DTC C078A
DTC P0601-P0604, P0606, or P062F
DTC P06E4
DTC P0A1F, P1A05, or P1A06
DTC P16B7
DTC P16B8-P16BA
DTC P16C1-P16C5
DTC P16C6
DTC P1E8E-P1E91
DTC P1E94-P1E97
DTC P1E9A-P1E9D
DTC P1EA0-P1EA3
DTC P1EB1
DTC P1EB2-P1EB5
DTC P1EB9
DTC P1EC1 or P1EC2
DTC P1EF8
DTC P1F06-P1F09
DTC P262B
DTC U0001
DTC U0002
DTC U0020
DTC U0073 or U2100
DTC U0074
DTC U0077
DTC U007A
DTC U0078
DTC U0100-U02FF
DTC U0300-U0336
DTC U0400-U05FF
DTC U1500-U15BF
DTC U1793
DTC U1795
DTC U179A
DTC U1803
DTC U1806
DTC U1807
DTC U180A
DTC U180B
DTC U180C
DTC U180D
DTC U1814
DTC U1817
DTC U1818
DTC U1821
DTC U182D
DTC U182E or U182F
DTC U1833
DTC U1838
DTC U1839
DTC U183B
DTC U183C
DTC U183E
DTC U1845 or U1846
DTC U1849
DTC U184A
DTC U184B
DTC U184C
DTC U184D
DTC U184E
DTC U1850
DTC U1858
DTC U185A
DTC U185B
DTC U185C
DTC U1860
DTC U1861
DTC U186A
DTC U186B
DTC U1876
DTC U1879
DTC U1885
DTC U18B9-U18BF
DTC U2099
DTC U2101
DTC U2103
DTC U2105-U2199
DTC U2401
DTC U2602
DTC U2603
DTC U2604
DTC U2605
DTC U2606
DTC U2608
DTC U2609
DTC U2611
DTC U2612
Symptoms - Data Communications
Scan Tool Does Not Power Up
Scan Tool Does Not Communicate with Chassis High Speed GMLAN Device
Scan Tool Does Not Communicate with High Speed GMLAN Device
Scan Tool Does Not Communicate with Low Speed GMLAN Device
Data Link References
Repair Instructions
Body Control Module Replacement
Hybrid Powertrain Control Module 2 Replacement
Body Control System Description and Operation
Data Link Communications Description and Operation
Power Outlets
Cigar Lighter/Power Outlet Schematics
Symptoms - Power Outlets
Power Outlet Receptacle Malfunction – DTC B1445
Repair Instructions
Accessory Power Receptacle Replacement
Power Outlets Description and Operation
Special Tools
Wiring Systems and Power Management
Specifications
Harness Routing Views
Electrical Schematic Symbols
Vehicle Zoning Strategy — Passenger Car
Power Distribution Schematics
Power Moding Schematics
Ground Distribution Schematics
Component Locator
Master Electrical Component List
Front of Vehicle/Engine Compartment Component Views
Powertrain Component Views
Instrument Panel/Centre Console Component Views
Passenger Compartment/Roof Component Views
Door Component Views
Luggage Compartment/Rear of Vehicle Component Views
Wheels/Vehicle Underbody Component Views
Ground Views
Electrical Centre Identification Views
Component Connector End Views
Splice Pack Connector End Views
Inline Harness Connector End Views
DTC B144B
DTC B1451
DTC C0847, C0848, C1240, or C1241
DTC C0857 or C1242
DTC P15B9, P15BA, P1A5E, P1A5F, P1EF6, P1EF7, P2534, or P2535
DTC P1A60
Symptoms - Wiring Systems
Power Mode Mismatch
Retained Accessory Power Malfunction
Vehicle ON/OFF Switch Indicator Malfunction – DTC B097C
Vehicle Will Not Change Power Mode – DTC B097B
General Electrical Diagnosis
Checking Aftermarket Accessories
Circuit Testing
Using Connector Test Adapters
Probing Electrical Connectors
Fault-finding with a Digital Multimeter
Fault-finding with a Test Lamp
Using Fused Jumper Wires
Measuring Voltage
Measuring Voltage Drop
Measuring Frequency
Testing Ground and Low Reference Circuits
Testing for Continuity
Testing for Short to Ground
Testing for a Short to Voltage
Testing for Intermittent Conditions and Poor Connections
Inducing Intermittent Fault Conditions
Testing for Electrical Intermittents
Scan Tool Snapshot Procedure
Circuit Protection - Fuses
Circuit Protection - Circuit Breakers
Circuit Protection - Fusible Links
Wiring Repairs
Repairing Damaged Wire Insulation
Flat Wire Repairs
Folded-Over Wire Repair
GMLAN Wiring Repairs
High Temperature Wiring Repairs
Heated Oxygen Sensor Wiring Repairs
Splicing Copper Wire Using Splice Sleeves
Splicing Twisted or Shielded Cable
Splicing Inline Harness Diodes
SIR/SRS Wiring Repairs
Connector Repairs
Connector Position Assurance Locks
Terminal Position Assurance Locks
AFL/EPC Connectors
Bosch Connectors - BSK
Bosch Connectors - 0.64
Bosch Connectors - 2.8 JPT
Bosch Connectors - ECM
Delphi Connectors - Weather Pack
Delphi Connectors - Push To Seat
Delphi Connectors - Pull To Seat
Delphi Connectors - Micro-Pack 100W
Delphi Connectors - Micro .64
Delphi Connectors - 12-Way
Delphi Connectors — Steering Gear
FCI Connectors — Lever Lock
FCI Connectors — SIR
FEP Connectors — Steering Gear
JST Connectors
Kostal Connectors - Glow Plug Control Module
Kostal Connectors - Transmission
Molex Connectors
Sumitomo Connectors
Tyco/AMP Connectors - CM 42-Way
Tyco/AMP Connectors - Sensor
Tyco/AMP Connectors - 0.25 Cap
Tyco/AMP Connectors - 43-Way
Tyco/AMP Connectors - Door Module
Tyco/AMP Connectors - 102-Way Inline
Tyco/AMP Connectors - Seat
Tyco/AMP Connectors - SIR
Yazaki Connectors - 2-Way
Yazaki Connectors - 16-Way
Repairing Connector Terminals — Terminated Lead Repair
Terminal Removal
Repair Instructions
Relay Replacement - Attached to Wire Harness
Relay Replacement - Within an Electrical Centre
Fuse Block Replacement
Accessory Wiring Junction Block Replacement
Ignition and Start Switch Replacement
Power Mode Description and Operation
Retained Accessory Power Description and Operation
Special Tools
15. Safety and Security
Immobilizer
Specifications
Immobilizer Schematics
DTC B2955
DTC B3031
DTC B3055
DTC B3060
DTC B389A
DTC B3902
DTC B3935
DTC B3976
DTC B3984
DTC P0513
DTC P0633
DTC P1631
Repair Instructions
Theft Deterrent Module Replacement
Immobilizer System Component Programming
Key with Integrated Transmitter Programming
Immobilizer Description and Operation
Object Detection
Object Detection Schematics
DTC B0954, B0955, B0956, or B0957
DTC B0958, B0959, B0960, or B0961
DTC B0967 or B0968
DTC B1015
DTC B1405
Symptoms - Object Detection
Parking Assist System Malfunction
Rear Vision Camera System Malfunction
Repair Instructions
Front and Rear Object Alarm Module Replacement
Front Parking Assist Alarm Sensor Replacement
Rear Parking Assist Alarm Sensor Replacement
Rearview Camera Image Display Module Replacement — Volt
Object Detection Description and Operation — UD5
Object Detection Description and Operation — UVC
Remote Functions
Remote Function Schematics
DTC B097B
DTC B3101
DTC B3105
DTC B3106
DTC B3109-B3113
DTC B310D-B310F
DTC B3119
DTC B3120
DTC B3121
DTC B3122
DTC B3123
DTC B3124
Symptoms - Remote Functions
No Remote Detected
Keyless Entry System Malfunction — Active
Keyless Entry System Malfunction — Passive
Remote Vehicle Start Malfunction
Repair Instructions
Ignition Lock Key Transmitter Antenna Replacement – Instrument Panel
Ignition Lock Key Transmitter Antenna Replacement – Floor Console — Front
Ignition Lock Key Transmitter Antenna Replacement – Floor Console — Rear
Keyless Entry Control Module Replacement
Remote Control Door Lock Receiver Replacement
Garage Door Opener Transmitter Replacement
Garage Door Opener Transmitter Pushbutton Replacement
Keyless Entry System Description and Operation
Seat Belts
Seat Belt Schematics
Symptoms - Seat Belts
Seat Belt Indicator Circuit Malfunction - Driver
Seat Belt Indicator Circuit Malfunction - Passenger
Seat Belt Indicator Circuit Malfunction - Rear
Repair Instructions
Front Seat Belt Buckle Replacement
Shoulder Belt Replacement - Rear
Rear Seat Shoulder Belt Buckle Replacement
Seat Belt System Description and Operation
Supplemental Inflatable Restraints
SIR Schematics
Component Locator
SIR Identification Views
DTC B0012 or B0013
DTC B0014, B0021, B0031, or B0038
DTC B0015, B001A, B001B, or B0022
DTC B0016, B0018, B0023, or B0025
DTC B0017 or B0024
DTC B0019 or B0020
DTC B0052
DTC B0083 or B0084
DTC B0085 or B0088
DTC B0086 or B0087
DTC B0098
DTC B067F or B0680
DTC B1001
DTC B1019
Symptoms - SIR
Air Bag Indicator Circuit Malfunction — Passenger
Air Bag Indicator Circuit Malfunction — Driver
SIR Disabling and Enabling
Introduction
SIR Service Precautions
Repair Instructions
Front End Inflatable Restraint Discriminating Sensor Replacement
Inflatable Restraint Side Impact Sensor Replacement
Inflatable Restraint Sensing and Diagnostic Module Replacement
Steering Wheel Inflatable Restraint Module Replacement
Steering Wheel Airbag Coil Replacement
Inflatable Restraint Steering Wheel Module Coil Centring
Instrument Panel Inflatable Restraint Module Replacement
Inflatable Restraint Instrument Panel Lower Module Replacement – Driver Side
Inflatable Restraint Instrument Panel Lower Module Replacement – Passenger Side
Driver or Passenger Seat Side Inflatable Restraint Module Replacement
Inflatable Restraint Rear Side Door Side Impact Sensor Replacement
Inflatable Restraint Instrument Panel Module Indicator Replacement
Roof Side Rail Inflatable Restraint Module Replacement
Front Seat Belt Anchor Plate Tensioner Replacement
Driver or Passenger Seat Retractor Side Belt Replacement
Inflatable Restraint Module Handling and Scrapping
Pretensioner Handling and Scrapping
SIR System Description and Operation
Special Tools
Theft Deterrent
Theft Deterrent System Schematics
Symptoms - Theft Deterrent
Content Theft Deterrent Malfunction
Inclination/Intrusion Sensor Malfunction
Theft Deterrent Alarm Malfunction
Theft Systems Description and Operation
16. Seats
Seat Hardware, Trim, and Upholstery
Repair Instructions
Driver or Passenger Seat Replacement
Driver or Passenger Seat Cushion Outer Finish Panel Replacement
Driver or Passenger Seat Wiring Harness Replacement – Seat Back
Driver or Passenger Seat Wiring Harness Replacement – Cushion
Driver or Passenger Seat Adjuster Vertical Actuator Handle Replacement
Driver or Passenger Seat Adjuster Handle Replacement
Front Seat Adjuster Track Finish Cover Replacement
Driver or Passenger Seat Head Restraint Replacement
Front Seat Head Restraint Adjust Rod Guide Replacement
Front Seat Head Restraint Adjust Knob Replacement
Driver or Passenger Seat Cushion Closeout Cover Replacement
Driver or Passenger Seat Outer Recliner Finish Cover Replacement
Driver or Passenger Seat Inner Recliner Finish Cover Replacement
Driver or Passenger Seat Cushion Frame Replacement
Front Seat Cushion Cover and Pad Replacement
Driver or Passenger Seat Cushion Pad Wire Replacement
Driver or Passenger Seat Backrest Cushion Cover and Pad Replacement
Driver or Passenger Seat Back Cushion Pad Wire Replacement
Driver or Passenger Seat Back Cushion Frame Replacement
Driver or Passenger Seat Recliner Handle Replacement
Driver or Passenger Seat Back Cushion Finish Panel Replacement
Rear Seat Latch Striker Bezel Replacement
Rear Seat Head Restraint Replacement
Rear Seat Head Restraint Guide Replacement
Rear Seat Back Cushion Pivot Support Replacement
Rear Seat Cushion Cover and Pad Replacement
Rear Seat Cushion Replacement
Rear Seat Latch Replacement
Rear Seat Back Cushion Replacement
Rear Seat Back Cushion Panel Replacement
Rear Seat Back Cushion Cover and Pad Replacement
Rear Seat Back Cushion Hinge Replacement
Rear Seat Back Cushion Latch Release Handle Bezel Replacement
Rear Seat Anchor Plate Bezel Replacement
Seat Heating and Cooling
Heated/Cooled Seat Schematics
DTC B1925 or B2170
DTC B2345
DTC B2425 or B2430
DTC B242A
Symptoms - Seat Heating and Cooling
Front Heated Seat Malfunction
Repair Instructions
Front Seat Heater Control Module Replacement
Driver or Passenger Seat Backrest Cushion Heater Replacement
Driver Seat Cushion Heater Replacement
Passenger Seat Cushion Heater Replacement
Heated Seats Description and Operation
17. Steering
Power Steering
Specifications
Power Steering Schematics
DTC C0176
DTC C044A
DTC C0456
DTC C0475
DTC C047A
DTC C0545
DTC C0565
DTC C0569
DTC C0710
Rattle, Clunk, or Shudder Noise from the Power Steering System
Repair Instructions
Steering Linkage Outer Track rod Replacement
Steering Gear Boot Replacement
Steering Gear Replacement
Steering Linkage Inner Track Rod Replacement
Steering Gear Drive Coupling Replacement
Power Steering Assist Motor Replacement
Power Steering Control Module Calibration
Power Steering System Description and Operation — Electronic Power Steering
Special Tools
Steering Wheel and Column
Specifications
Column Lock Schematics
DTC B1023
DTC B144C
DTC B2515
DTC B2897
DTC B2910
DTC B305A
Repair Instructions
Intermediate Steering Shaft Replacement
Steering Column Upper Trim Cover Replacement
Steering Column Lower Trim Cover Replacement
Steering Column Lock Control Module Replacement
Indicator Switch Bracket Replacement
Indicator Multifunction Switch Replacement
Steering Wheel Replacement
Steering Wheel Spoke Lower Cover Replacement
Steering Column Replacement
Steering Angle Sensor Replacement
Steering Wheel and Column Description and Operation
18. Suspension
Front Suspension
Specifications
Repair Instructions
Stabiliser Shaft Replacement
Stabilizer Shaft Link Replacement
Front Wheel Bearing and Hub Replacement
Steering Knuckle Replacement
Lower Control Arm Replacement
Front Lower Control Arm Bush Replacement
Wheel Stud Replacement
Strut Assembly Removal and Installation
Suspension Shock/Strut Disposal
Strut, Strut Component, or Spring Replacement
Front Suspension Description and Operation
Special Tools
Rear Suspension
Specifications
Repair Instructions
Rear Wheel Bearing and Hub Replacement
Shock Absorber Replacement
Shock Absorber Disposal
Rear Spring, Insulator, and Jounce Bumper Replacement
Rear Axle Replacement
Wheel Stud Replacement
Rear Suspension Description and Operation
Special Tools
Suspension General Diagnosis
Specifications
Trim Height Specifications
Body Leans or Sways in Corners
Torque Steer
Memory Steer
Trim Height Inspection
Tire Pressure Monitoring
Tyre Pressure Monitoring System Schematics
DTC C0569
DTC C0750, C0755, C0760, or C0765
DTC C0775
Symptoms - Tire Pressure Monitoring
Low Tyre Pressure Indicator Malfunction
Repair Instructions
Tire Pressure Indicator Sensor Replacement
Tire Pressure Monitor Description and Operation
Tyres and Wheels
Specifications
Repair Instructions
Tyre and Wheel Removal and Installation
Special Tools
Wheel Alignment
Specifications
Wheel Alignment Specifications
Repair Instructions
Wheel Alignment Measurement
Wheel Alignment - Steering Wheel Angle and/or Front Toe Adjustment
Rear Camber Adjustment
Rear Toe Adjustment
Caster Description
19. Transmission
Automatic Transmission – 4ET50
Specifications
Transmission General Specifications
Fluid Pump Selective Specifications
Taper Bearing Preload Selective Specifications
Range Reference
Shift Solenoid Valve State and Gear Ratio
Solenoid Valve Pressure Specifications
Transmission Internal Mode Switch Logic
Transmission Fluid Pressure Switch Logic
Automatic Transmission Controls Schematics
Component Locator
Disassembled Views
Component Location
Bushing, Bearing, and Washer Locations
Seal Locations
Ball Check Valve Locations
Fluid Passages
DTC P0601-P0606, P060B, P062F, P16F3, P16F7, P16F8, or P179B — TCM
DTC P0634
DTC P0667, P0668, or P0669
DTC P06AC, P06AD, or P06AE
DTC P0711, P0712, or P0713
DTC P0721
DTC P0751
DTC P0752
DTC P0756
DTC P0757
DTC P0776 or P0777
DTC P077B
DTC P0796 or P0797
DTC P079A
DTC P079B
DTC P079C
DTC P07A3
DTC P07A5
DTC P07A7
DTC P0961-P0963
DTC P0965-P0967
DTC P0969-P0971
DTC P0973 or P0974
DTC P0976 or P0977
DTC P1762
DTC P1824, P182A-P182F, P1838, or P1839
DTC P215B
DTC P215C
DTC P2534 or P2535
DTC P2537
DTC P2714 or P2715
DTC P2719-P2721
DTC P2728-P2730
Symptoms - Automatic Transmission
Drive Motor Generator Power Inverter Module Cable Inspection
Control Solenoid Valve and Transmission Control Module Assembly Inspection
Control Solenoid Valve and Transmission Control Module Assembly Output Shaft Speed Input Test
Control Solenoid Valve and Transmission Control Module Assembly Solenoid Performance Test
Control Valve Body Diagnostic Inspection
Transmission Fluid Level and Condition Check
Line Pressure Check
Road Test
Clutch Plate Diagnosis
Engine Coolant/Water in Transmission
Automatic Transmission Overheating
Case Porosity Repair
Transmission Fluid Cooler Flushing and Flow Test
Bushing and Mating Shaft Inspection
Main Fluid Pump Pressure High or Low
Auxiliary Fluid Pump Pressure High or Low
Automatic Transmission Fluid Leaks
Fluid Leak Diagnosis
Whine/Growl Noise That Changes with Vehicle Speed
Noise in Drive or Reverse Gear
Vibration
Noise and Vibration Analysis
No Park or Drive
No Drive in All Ranges
No Reverse Gear
No Drive or Reverse Gear
Harsh, Soft, Delayed or Slipping Drive or Reverse Gear
Stuck in Drive or Reverse Gear
Harsh Garage Shift
Repair Instructions
Auxiliary Fluid Pump Control Module Replacement
Transmission Control Lever Knob Replacement
Transmission Control Replacement
Automatic Transmission Range Selector Lever Replacement
Range Selector Lever Cable Replacement
Range Selector Lever Cable Adjustment
Range Selector Lever Cable Bracket Replacement
Transmission Fluid Replacement
Transmission Fluid Cooler Thermal Bypass Valve Replacement
Transmission Fluid Cooler Pipe Connector Replacement - Radiator
Transmission Fluid Cooler Hose/Pipe Quick-Connect Fitting Disconnection and Connection
Transmission Fluid Auxiliary Cooler Replacement
Transmission Fluid Cooler Outlet Pipe Replacement
Transmission Fluid Cooler Inlet Pipe Replacement
Automatic Transmission Fluid Pressure Test Hole Plug Replacement
Front Wheel Drive Shaft Seal Replacement - Left Side
Front Wheel Drive Shaft Seal Replacement - Right Side
Manual Shift Shaft Position Switch Replacement
Control Valve Body Cover Replacement
Control Valve Body Replacement
Control Solenoid Valve and Transmission Control Module Assembly Replacement
Transmission Mount Bracket Replacement - Rear
Transmission Mount Transmission-Side Bracket Replacement
Transmission Mount Replacement - Left Side
Transmission Rear Mount Replacement
Transmission Replacement
Holding Fixture Installation
Torque Dampener Removal
Control Valve Body Cover Removal
Control Solenoid Valve and Transmission Control Module Assembly Removal
Manual Shift Shaft Position Switch and Fluid Level Control Valve Removal
Control Valve Body and Channel Plate Removal
Output Shaft Removal
Torque Dampener and Differential Housing with Fluid Pump Removal
Front Differential Carrier Assembly Removal
1-3-Reverse Clutch, Input Clutch Hub, and Hub Shaft Removal
Drive Motor Generator Rotor and Stator Removal – Unit A
Automatic Transmission Wiring Harness and Output Speed Sensor Removal
Park Pawl and Manual Shift Shaft Removal
Front Differential Drive Pinion Gear with Transfer Gear Removal
Front Wheel Drive Shaft Seal Removal – Case Side
Case Extension Assembly Removal
Case Cover Removal
Drive Motor Generator Rotor and Stator Removal – Unit B
Output Sun Gear, Sun Gear Shaft, Carrier, and Carrier Shell Removal
Variable High and 2-3-4 Clutch Hub and Clutch Removal
Centre Support Assembly Removal
Drive Motor Power Inverter Module Cable Terminal Insulator Block Removal
Variable High and 2-3-4, Variable Low and 1-2 Reverse, and 1-3 Reverse Clutch Accumulator Piston Removal
Transmission Case Cleaning and Inspection
Manual Shift Shaft Seal Removal
Front Differential Drive Pinion Gear Bearing Cup Replacement – Case Side
Front Differential Drive Pinion Gear Roller Bearing and Lubricant Dam Replacement
Variable High and 2-3-4, Variable Low and 1-2 Reverse, and 1-3 Reverse Clutch Accumulator Piston Installation
Drive Motor Power Inverter Module Cable Terminal Insulator Block Installation
Torque Dampener and Differential Housing with Fluid Pump Disassemble
Torque Dampener and Differential Housing Cleaning and Inspection
Front Wheel Drive Shaft Seal Replacement – Torque Dampener Side
Front Differential Drive Pinion Gear Bearing Cup Removal – Torque Dampener Side
Front Differential Drive Pinion Gear Roller Bearing and Lubricant Dam Removal – Torque Dampener Side
Auxiliary Fluid Pump Motor and Fluid Pump Disassemble
Input Shaft Bearing Replacement
1-3-Reverse Clutch Housing Seal Replacement
Fluid Pump Body, Torque Dampener Fluid Seal, and Torque Dampener Bearing Disassemble
Fluid Pump Body Cleaning and Inspection
Fluid Pump Body, Torque Dampener Fluid Seal, and Torque Dampener Bearing Assemble
Fluid Pump Selective Measurement
Auxiliary Fluid Pump Motor and Fluid Pump Assemble
Torque Dampener and Differential Housing with Fluid Pump Assemble
Drive Motor Generator Position Sensor Stator Removal
Centre Support Assembly Disassemble
Variable Low and 1-2 Reverse Clutch Piston Removal
Variable Low and 1-2 Reverse Clutch Housing and Front Differential Transfer Drive Gear Disassemble
Input Sun Gear Thrust Bearing Replacement
Variable High and 2-3-4 Clutch Seal Installation
Variable Low and 1-2 Reverse Clutch Housing and Front Differential Transfer Drive Gear Assemble
Variable Low and 1-2 Reverse Clutch Piston Installation
Centre Support Assembly Assemble
Variable Low and 1-2 Reverse Clutch Piston Air Check
Drive Motor Generator Position Sensor Stator Installation
Variable High and 2-3-4 Clutch Disassemble
Centre Support Roller Bearing Replacement
Variable High and 2-3-4 Clutch Assemble
Variable High and 2-3-4 Clutch Piston Air Check
Centre Support Assembly Installation
Variable High and 2-3-4 Clutch and Hub Installation
Output Carrier Bearing Replacement
Output Carrier Shell, Carrier, Sun Gear, and Sun Gear Shaft Installation
Drive Motor Generator Rotor and Stator Installation – Unit B
Case Cover Assembly Disassemble
Case Cover Assembly Assemble
Case Cover Assembly Installation
Front Wheel Drive Shaft Bearing Replacement
Case Extension Assembly Installation
Front Differential Drive Pinion Gear with Transfer Gear Overhaul
Front Differential Carrier Bearing Replacement
Front Differential Carrier Cleaning and Inspection
Front Differential Drive Pinion Gear Bearing Thrust Washer and Front Differential Bearing Washer Measurement
Front Differential Drive Pinion Gear Bearing Cup Installation – Torque Dampener Side
Front Differential Drive Pinion Gear Roller Bearing and Lubricant Dam Installation – Torque Dampener Side
Front Differential Drive Pinion Gear with Transfer Gear Installation
Park Pawl and Manual Shift Shaft Installation
Manual Shift Shaft Seal Installation
Automatic Transmission Wiring Harness and Output Speed Sensor Installation
Drive Motor Generator Rotor and Stator Installation – Unit A
Input Clutch Hub and Shaft Installation
1-3-Reverse Clutch Disassemble
Input Shaft Seal Replacement
1-3-Reverse Clutch Assemble
1-3-Reverse Clutch Piston Air Check
1-3-Reverse Clutch Installation
Front Differential Carrier Installation
Torque Dampener and Differential Housing with Fluid Pump Installation
Front Differential Carrier Final Rotational Torque Measurement
Output Shaft Installation
Front Wheel Drive Shaft Seal Installation – Case Side
Control Valve Body Assembly Disassemble
Control Valve Body Cleaning and Inspection
Control Valve Body Assembly Assemble
Control Valve Body and Channel Plate Installation
Manual Shift Shaft Position Switch and Fluid Level Control Valve Installation
Control Solenoid Valve and Transmission Control Module Assembly Installation
Control Valve Body Cover Installation
Torque Dampener Installation
Holding Fixture Removal
Definitions and Abbreviations
Transmission Identification Information
Transmission General Description
Transmission Component and System Description
Hybrid Transmission Modes of Operation
Transmission Adaptive Functions
Transmission Indicators and Messages
Electronic Component Description
Park Engine Off
Park Engine On
Neutral Engine Off
Neutral Engine On
Engine Start
Reverse Output Split Engine Off
Reverse Output Split Engine On
Reverse Series Mode Engine Off
Reverse Series Mode Engine On
Drive Series Mode Engine Off
Drive Series Mode Engine On
Drive Output Split Engine Off
Drive Output Split Engine On
Power Off Default
Special Tools
Shift Lock Control
Shift Lock Control Schematics
DTC B270A
Symptoms - Automatic Transmission Shift Lock Control
Transmission Control Lever Malfunction
Automatic Transmission Shift Lock Control Description and Operation
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Volt

Fuel Gage Leak Warning

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 gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete.


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Fuel Pipe Fitting Warning

Warning: Always apply a few drops of clean engine oil to the male pipe ends before connecting the fuel pipe fittings. This will ensure proper reconnection and prevent a
possible fuel leak. Always replace O-rings.


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Fuel Storage Warning

Warning: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion.


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Fuel Vapour in Evaporative Emission Components Warning

Warning: Do not breathe the air through the EVAP component tubes or hoses. The fuel vapours inside the EVAP components may cause personal injury.


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Gasoline/Gasoline Vapors Warning

Warning: Fuel and fuel vapours are highly flammable. A fire could occur if an ignition source is present. Never drain or store petrol or diesel fuel in an open container, due to
the possibility of fire or explosion. Follow national legal regulations.


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Glass and Sheet Metal Handling Warning

Warning: When working with any type of glass or sheet metal with exposed or rough edges, wear approved safety glasses and gloves in order to reduce the chance of
personal injury.


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Halogen Bulb Warning

Warning: Halogen bulbs contain gas under pressure. Handling a bulb improperly could cause it to shatter into flying glass fragments. To help avoid personal injury:
• Turn off the lamp switch and allow the bulb to cool before changing the bulb.
• Leave the lamp switch OFF until the bulb change is complete.
• Always wear eye protection when changing a halogen bulb.
• Handle the bulb only by its base. Avoid touching the glass.
• Keep dirt and moisture off the bulb.
• Properly dispose of the used bulb.
• Keep halogen bulbs out of the reach of children.


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Bonnet Hold-Open Device Warning

Warning: When a bonnet hold open device is being removed or installed, provide alternate support to avoid the possibility of damage to the vehicle or personal injury.


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Hot Exhaust System Warning

Warning: While engine is operating, the exhaust system will become extremely hot. To prevent burns avoid contacting a hot exhaust system.


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Moving Parts and Hot Surfaces Warning

Warning: Avoid contact with moving parts and hot surfaces while working around a running engine in order to prevent physical injury.


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Protective Goggles and Glove Warning

Warning: Always wear protective goggles and gloves when removing exhaust parts as falling rust and sharp edges from worn exhaust components could result in serious
personal injury.


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Relieving Fuel Pressure 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.


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Road Test Warning

Warning: Road test a vehicle under safe conditions and while obeying all traffic laws. Do not attempt any maneuvers that could jeopardize vehicle control. Failure to adhere
to these precautions could lead to serious personal injury and vehicle damage.


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Safety Glasses and Compressed Air Warning

Warning: Wear safety glasses when using compressed air in order to prevent eye injury.


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Safety Glasses Warning

Warning: Wear safety glasses in order to avoid eye damage.


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Safety Goggles and Fuel Warning

Warning: Always wear safety goggles when working with fuel in order to protect the eyes from fuel splash.


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SIR Deployed Inflator Modules Are Hot Warning

Warning: After deployment, the metal surfaces of the SIR component may be very hot. To help avoid a fire or personal injury:
• Allow sufficient time for cooling before touching any metal surface of the SIR component.
• Do not place the deployed SIR component near any flammable objects.


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SIR Inflatable Module Deployment Outside Vehicle Warning

Warning: When you are deploying an inflator module for disposal, perform the deployment procedures in the order listed. Failure to follow the procedures in the order listed
may result in personal injury.


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SIR Inflator Module Disposal Warning

Warning: In order to prevent accidental deployment and the risk of personal injury, do not dispose of an undeployed inflator module as normal shop waste. Undeployed
inflator modules contain substances that could cause severe illness or personal injury if their sealed containers are damaged during disposal. Use the following deployment
procedures to safely dispose of an undeployed inflator module. Failure to observe the following disposal methods may be a violation of federal, state, or local laws.


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SIR Inflator Module Handling and Storage Warning

Warning: When carrying an undeployed inflater module:
• Do not carry the inflator module by the wires or connector.
• Make sure the air bag opening points away from you.
When storing an undeployed inflator module:
• Make sure the air bag opening points away from the surface on which the inflator module rests.
• Provide free space for the air bag to expand in case of an accidental deployment.
• When storing a steering column, do not rest the column with the air bag opening facing down and the column vertical. Lay the column on its side.
Failure to observe these guidelines may result in personal injury.


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SIR Seatbelt Pretensioner Handling Warning

Warning: When carrying an undeployed inflatable restraint seat belt retractor pretensioner:
• Do not carry the seat belt pretensioner by the seat belt webbing or pigtail connector, if equipped.
• Carry the seat belt pretensioner by the housing, keeping hands and fingers away from the seat belt webbing.
• Make sure the opening, from which the seat belt webbing extends, faces downward and the seat belt webbing hangs freely.
Failure to observe these guidelines may result in personal injury.


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SIR Special Tool Warning

Warning: Failure to observe the special tool recommendations and instructions could cause SIR deployment, personal injury, or unnecessary SIR system repairs.


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SIR Warning
Warning: This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure to follow the correct procedure could cause the following conditions:
• Air bag deployment
• Personal injury
• Unnecessary SIR system repairs
In order to avoid the above conditions, observe the following guidelines:
• Refer to SIR Component Views in order to determine if you are performing service on or near the SIR components or the SIR wiring.
• If you are performing service on or near the SIR components or the SIR wiring, disable the SIR system. Refer to Disabling the SIR System.


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Steering Angle Sensor Initialisation Warning

Warning: For vehicles with electric power steering (EPS) and without a vehicle stability enhancement program, the steering angle sensor MUST always be initialised after the
battery has been disconnected. Failure to initialise the steering angle sensor could limit the operation of the EPS system and result in personal injury.
To ensure proper initialisation of the EPS system, do the following:
1. The engine should be running with the vehicle stationary.

2. Turn the steering wheel anti-clockwise until it stops.
3. Turn the steering wheel clockwise until it stops.


Volt

Torque-to-Yield Fastener Warning

Warning: This component is equipped with torque-to-yield fasteners. Install a NEW torque-to-yield fastener when installing this component. Failure to replace the torque-to-
yield fastener could cause bodily injury and damage to the vehicle or component.


Volt

Window Retention Warning

Warning: When replacing stationary windows, only use a single component adhesive kit, or an adhesive system meeting GM Specifications, to maintain original installation
integrity. Failure to use the single component adhesive kit will result in poor retention of the window, which may allow unrestrained occupants to be ejected from the vehicle
resulting in personal injury.


Volt

Work Stall Test Warning

Warning: One or more of the following guidelines may apply when performing specific required tests in the work stall:
• When a test requires spinning the drive wheels with the vehicle jacked up, adhere to the following precautions:
- Do not exceed 56 km/h (35 mph) when spinning one drive wheel with the other drive wheel stopped. This limit is necessary because the speedometer indicates only
one-half the actual vehicle speed under these conditions. Personal injury may result from excessive wheel spinning.
- If all of the drive wheels are spinning at the same speed, do not exceed 112 km/h (70 mph). Personal injury may result from excessive wheel spinning.
- All persons should stay clear of the rotating components and the balance weight areas in order to avoid possible personal injury.
- When running an engine in the repair stall for an extended period of time, use care not to overheat the engine and the transmission.
• When a test requires jacking up the vehicle and running with the wheels and brake rotors removed, adhere to the following precautions:
- Support the suspension at normal ride height.
- Do not apply the brake with the brake rotors removed.
- Do not place the transmission in PARK with the drive axles spinning.
- Turn Off the ignition in order to stop the powertrain components from spinning.
• When running an engine in the work stall, use the exhaust removal system to prevent breathing dangerous gases.


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Air in the Power Steering System Caution

Caution: If the power steering system has been serviced, an accurate fluid level reading cannot be obtained unless air is bled from the steering system. The air in the fluid
may cause pump cavitation noise and may cause pump damage over a period of time.


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Avoid Chipping or Scratching the Coating Caution

Caution: Care should be taken to avoid chipping or scratching the coating when handling the suspension coil spring. Damage to the coating can cause premature failure.


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Ball Stud Removal Caution

Caution: Do not free the ball stud by using a pickle fork or a wedge-type tool. Damage to the seal or bushing may result.


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Belt Dressing Caution

Caution: Do not use belt dressing on the drive belt. Belt dressing causes the breakdown of the composition of the drive belt. Failure to follow this recommendation will
damage the drive belt.


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Brake Caliper Caution

Caution: Support the caliper with a piece of wire to prevent damage to the brake line.


Volt

Brake Fluid Effects on Paint and Electrical Components Caution

Caution: Avoid spilling brake fluid onto painted surfaces, electrical connections, wiring, or cables. Brake fluid will damage painted surfaces and cause corrosion to electrical
components. If any brake fluid comes in contact with painted surfaces, immediately flush the area with water. If any brake fluid comes in contact with electrical connections,
wiring, or cables, use a clean shop cloth to wipe away the fluid.


Volt

Clearcoat/Ultraviolet Screeners Caution

Caution: Removing more than 0.5 mils of the clearcoat can result in early paint failure. The clearcoat contains ultraviolet screeners. Do not finesse sand more than what is
required to remove the defect.


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Component Fastener Tightening Caution

Caution: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion
inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on
components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing
components in order to avoid damage.


Volt

Drive Axle Caution

Caution: Support the lower control arms in the normal horizontal position in order to avoid damage to the drive axles. Do not operate the vehicle in gear with the wheels
hanging down at full travel.


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Engine Coolant Thermostat Housing Caution

Caution: Use care when performing this procedure. Use of excessive force may damage the coolant thermostat.


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Exterior Trim Emblem Removal Caution

Caution: Use a plastic, flat-bladed tool to prevent paint damage when removing an emblem/name plate.


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Fastener Caution
Caution: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Do not use paints, lubricants, or
corrosion inhibitors on fasteners, or fastener joint surfaces, unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener.
Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. When using fasteners that are threaded
directly into plastic, use extreme care not to strip the mating plastic part(s). Use hand tools only, and do not use any kind of impact or power tools. Fastener should be hand
tightened, fully seated, and not stripped.


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Filling the Master Cylinder Caution

Caution: When filling the master cylinder, use only Super DOT-4 brake fluid, or equivalent DOT-4 brake fluid. Do not use a container which has been used for petroleum
based fluids, or a container which is wet with water. Petroleum based fluids will cause swelling and distortion of rubber parts in the hydraulic brake system, and water will mix
with brake fluid, lowering the boiling point. Keep all fluid containers capped to prevent contamination.


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Fuel and Evaporative Emission Hose/Pipe Connection Cleaning Caution

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


Volt

Heated Oxygen and Oxygen Sensor Caution

Caution: Do not remove the pigtail from either the heated oxygen sensor (HO2S) or the oxygen sensor (O2S). Removing the pigtail or the connector will affect sensor
operation.
Handle the oxygen sensor carefully. Do not drop the HO2S. Keep the in-line electrical connector and the louvered end free of grease, dirt, or other contaminants. Do not use
cleaning solvents of any type.
Do not repair the wiring, connector or terminals. Replace the oxygen sensor if the pigtail wiring, connector, or terminal is damaged.
This external clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors, or terminals could result in the
obstruction of the air reference and degraded sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
• Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor causing poor performance.
• Do not damage the sensor pigtail and harness wires in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor
and cause performance problems.
• Ensure the sensor or vehicle lead wires are not bent sharply or kinked. Sharp bends or kinks could block the reference air path through the lead wire.
• Do not remove or defeat the oxygen sensor ground wire, where applicable. Vehicles that utilize the ground wired sensor may rely on this ground as the only ground
contact to the sensor. Removal of the ground wire will cause poor engine performance.
• Ensure that the peripheral seal remains intact on the vehicle harness connector in order to prevent damage due to water intrusion. The engine harness may be repaired
using Packard's Crimp and Splice Seals Terminal Repair Kit. Under no circumstances should repairs be soldered since this could result in the air reference being
obstructed.


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Heated Oxygen Sensor Resistance Learn Reset Caution

Caution: When replacing the HO2S perform the following:
• A code clear with a scan tool, regardless of whether or not a DTC is set
• HO2S heater resistance learn reset with a scan tool, where available
Perform the above in order to reset the HO2S resistance learned value and avoid possible HO2S failure.


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Installing Hoses without Twists or Bends Caution

Caution: The inlet and outlet hoses must not be twisted during installation. Do not bend or distort the inlet or outlet hoses to make installation easier. Failure to follow these
procedures could result in component damage.


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Paint Damage Caution

Caution: To avoid paint damage, protect the area surrounding the part which you are removing or installing.


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Pipe Wrench Positioning Caution

Caution: The pipe wrench must be placed at the valve end of the steering gear and positioned up against the inner tie rod housing. Placing the pipe wrench in any other
location will cause damage to the steering gear.


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Power Steering Hose Disconnected Caution

Caution: Do not start the vehicle with any power steering gear inlet or outlet hoses disconnected. When disconnected, plug or cap all openings of components. Failure to do
so could result in contamination or loss of power steering fluid and damage to the system.


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Silicon Contamination of Heated Oxygen Sensors Caution

Caution: Contamination of the oxygen sensor can result from the use of an inappropriate RTV sealant (not oxygen sensor safe) or excessive engine coolant or oil
consumption. Remove the HO2S and visually inspect the portion of the sensor exposed to the exhaust stream in order to check for contamination. If contaminated, the portion
of the sensor exposed to the exhaust stream will have a white powdery coating. Silicon contamination causes a high but false HO2S signal voltage (rich exhaust indication).
The control module will then reduce the amount of fuel delivered to the engine, causing a severe driveability problem. Eliminate the source of contamination before replacing
the oxygen sensor.


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Steering Column in Lock Position Caution

Caution: With wheels of the vehicle facing straight ahead, secure the steering wheel utilising steering column anti-rotation pin, steering column lock, or a strap to prevent
rotation. Locking of the steering column will prevent damage and a possible malfunction of the SIR system. The steering wheel must be secured in position before
disconnecting the following components:
• The steering column
• The steering shaft coupling
• The intermediate shaft(s)
After disconnecting these components, do not rotate the steering wheel or move the front tires and wheels. Failure to follow this procedure may cause the SIR coil assembly
to become un-centered and cause possible damage to the SIR coil. If you think the SIR coil has became un-centered, refer to your specific SIR coil's centering procedure to
re-center SIR Coil.


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Steering Gear Preload Adjustment Caution

Caution: Do not change the steering gear preload adjustment before moving the inner tie rod from the steering gear. Changing the steering gear preload adjustment before
moving the inner tie rod could result in damage to the pinion and the steering gear.


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Steering Wheel in the Full Turn Position Caution

Caution: Do not hold the steering wheel in the full turn position longer than 5 seconds, as damage to the steering pump may result.


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Steering Wheel Straight and Column Locked Caution

Caution: With wheels of the vehicle facing straight ahead, secure the steering wheel utilising steering column anti-rotation pin, steering column lock, or a strap to prevent
• The steering gear
After disconnecting these components, do not rotate the steering wheel or move the front tires and wheels. Failure to follow this procedure may cause the SIR coil assembly
to become un-centered and cause possible damage to the SIR coil. If you think the SIR coil has became un-centered, refer to your specific SIR coil's centering procedure to
re-center SIR Coil.


Volt

Test Probe Caution

Caution: Do not insert test equipment probes (DMM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed
terminal will cause a poor connection, which will result in a system failure. Always use the EL-38125-580 GM Approved Terminal Release Tool Kit in order to front probe
terminals. Do not use paper clips or other substitutes to probe terminals.
When using the EL-38125-580 GM Approved Terminal Release Tool Kit , ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually
choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will
damage the terminal. Refer to the EL-38125-580 GM Approved Terminal Release Tool Kit label on the inside of the EL-38125-580 GM Approved Terminal Release Tool Kit
for the correct adapter along with the connector end view for terminal size.


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Three-Way Catalytic Converter Damage Caution

Caution: In order to avoid damaging the replacement three-way catalytic converter, correct the engine misfire or mechanical fault before replacing the three-way catalytic
converter.


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Torque Reaction Against Timing Drive Chain Caution

Caution: A wrench must be used on the hex of the camshaft when loosening or tightening in order to prevent component damage. Failure to prevent the torque reaction
against the timing drive chain can lead to timing drive chain failure.


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Torque-to-Yield Fastener Caution

Caution: This component is equipped with torque-to-yield fasteners. Install a NEW torque-to-yield fastener when installing this component. Failure to replace the torque-to-
yield fastener could cause damage to the vehicle or component.


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Transmission Fluid Vent Cap Removal Caution

Caution: The fluid vent cap must be removed before checking the fluid level, in order to ensure the proper level. Improper fluid level may damage the transmission.


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Transmission Overfill Caution

Caution: Check the transmission fluid level immediately after adding fluid and before vehicle operation. Do not overfill the transmission. An overfilled transmission may result
in foaming or fluid to be expelled out the vent tube when the vehicle is operated. Overfilling will result in possible damage to the transmission.


Volt

Using Proper Power Steering Fluid Caution

Caution: When adding fluid or making a complete fluid change, always use the proper power steering fluid. Failure to use the proper fluid will cause hose and seal damage
and fluid leaks.


Volt

Tappet Priming Caution

Caution: Ensure each tappet is filled with clean engine oil and the tappet does not tip over (plunger down) before the installation of the tappets. The loss of oil in the tappet
lower pressure chamber or the dry stroking/cycling of the tappet plunger will allow air to travel into the high pressure chamber of the tappet. Air in the high pressure chamber
of the tappet may not be purged causing extensive engine component damage.


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Window Edge Damage Caution

Caution: Avoid damage to the window from impacting objects due to an exposed edge. The window must be 1 mm (0.025 in) below the surface of the sheet metal to avoid
window damage.


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Safety Regulations for Hybrid/Electric Vehicles

General
Danger: Follow the safety regulations for hybrid/electric vehicles. The High Voltage Qualified Technician is responsible for the adherence to the manufacturer's service
instructions as well as current national legal regulations. Failure to follow the regulations exactly as written may result in serious injury or death.
• The handling of high voltage vehicles is subject to various national laws and standards which must be observed at all times. High voltage gloves, high voltage face
shields, and protective clothing are personal protective equipment. Their usage is dependent upon the kind of work being performed and the national laws and
regulations.
• Only trained and qualified personnel are allowed to work on high voltage vehicles. Depending upon the operation, the following levels of qualification are required:
— High Voltage Qualified Technician
— Electrically Aware Technician
• Furthermore, all qualifications require a vehicle-type specific training. In case of any questions regarding high voltage qualification training, please contact the GM
Academy.
• The enabling and disabling of high voltage systems shall only be performed by High Voltage Qualified Technicians. The enabling/disabling of a high voltage system must
be documented, and this documentation must be kept and filed with the accompanying vehicle documents.
• Only "Electrically Aware Technicians" are allowed to work on high voltage vehicles. Working alone on high voltage components is not allowed.
• High voltage components can be identified by orange-coloured wiring harnesses. In addition all high voltage components are tagged with warning labels.
• The High Voltage system incorporates the following components:
• (A4) Hybrid/EV Battery Pack
• (S15) Hybrid/EV Battery Pack High Voltage Manual Disconnect Lever
• (K1) 14V Power Module
• (T18) Battery Charger
• (X98) Hybrid/EV Battery Charger Receptacle
• (T6) Power Inverter Module
• (T12) Automatic Transmission Assembly
• (K10) Coolant Heater Control Module
• (K118) Electric A/C Compressor Control Module
• High voltage related wiring harness (orange insulation)
• The vehicle has a low front slope angle of 8°. Careful handling is recommended.
• The vehicle can be only towed with a lifted front axle.
• The 12V battery is located in the boot. There are additional ground and B+ terminals in the engine compartment. These terminals have to be used for external charging,
but cannot be used for jump-starting other vehicles.
• Installation of accessories to high voltage components or wiring harnesses is not permitted.
Transportation and Storage of Hybrid/EV Battery Packs
• Only instructed personnel are allowed to transport and store battery packs by adhering to the safety regulations.
• If the diagnostic procedure requires replacement of the battery pack, ensure that the following steps are followed:
— Inform the Technical Assistance Centre and ask them to confirm the battery pack replacement. Use the required form.
— Order the replacement battery pack. Use the standard parts ordering system.
— Prepare the defective battery pack for return.
• Use only the specially designed carrier (special tool) for removing, transporting, and storing battery packs.
• For transportation to another location, use only the special aftersales transport packaging including the covers for cooling and high voltage sockets. If not available, these
items must be ordered via Parts and Accessories.
• The carrier has to be ordered from SPX. The transportation case and covers have to be ordered from Parts and Accessories. If the battery pack needs to be replaced,
these parts will be used in a recycling process. When the new or refurbished high voltage battery pack has been delivered and installed, the transportation case, the
carrier, and the covers will be available for the next battery pack exchange.
• Until pickup or re-installation, the battery pack must be stored in a secure place. Storage with other hazardous materials (e.g., chemicals or paint) is prohibited. The
storage area must be identified with the correct hazard symbols and must have suitable fire prevention equipment.
Registration
The Technical Assistance Centre must agree to the replacement of high voltage batteries and their consent is required before the batteries can be exchanged. They will also
supply the necessary registration documents. Use the diagnostic tester to read out the high voltage battery's serial number.
Diagnostics
• If the high voltage components are in perfect working order, the display shows no error message after "Power on". Vehicles with an active DTC and an error message
regarding the high voltage system must not be handed over to the customer.
• While performing diagnostics on high voltage systems, strictly follow each diagnostic procedure. Do not use any other tools than the specified diagnostic tester and/or
special tools.
Repair Information
• While working on high voltage vehicles, strictly follow each service instruction and diagnostic procedure. Failure to follow the procedures may result in damage to
components, serious injury, or death!
• While working on a high voltage vehicle, the danger zone must be clearly identified with warning cones and warning tape on all sides of the vehicle. Warning cones are
available from the special tools programme.
• Disabling the high voltage system must only be performed by qualified personnel. The instructions for disabling / enabling high voltage systems are part of the service
manual.
• Always perform the high voltage disabling procedure prior to servicing any high voltage component or connection. To determine when this is necessary, consult the
relevant diagnostic or repair procedure. This is also valid for operations close to high voltage components, connectors or harnesses, if there is the risk of damage to these
components.
• If a disabling of the high voltage supply is not possible, contact the Technical Assistance Centre. Working on live high voltage systems is strictly prohibited. It is not
permitted to open the housing of high voltage components, wiring plugs, or the battery housing.
• Repairs on high voltage components are not permitted. These components must never be opened or modified. Defective components have to be replaced.
• Repair of high voltage cables and harnesses, including plugs and terminals, is not permitted. Defective wiring harnesses have to be replaced.
• High voltage battery and high voltage control units are sensitive to impact and must therefore be handled with special care. They must be replaced after an impact, e. g.,
in case a control unit falls to the ground.
• Do not expose the high voltage battery to an object temperature exceeding 60°C / 140°F and for a time of more than 60 minutes.
• For sheet metal, soldering, or welding operations always disconnect the ground cable from the 12 Volt battery.
• If the earth terminal of the welding equipment is too far away from the welding point, the welding current can destroy electric and electronic components. Therefore always
attach the earth terminal of the welding equipment as close as possible to the welding point. Remove control units and harnesses that are located close to the welding
point.
• Ensure availability of all necessary high voltage safety equipment and tools. Before performing measurements on high voltage systems, check all display segments of the
voltmeter and the test leads. In addition, a DC test probe (e. g., 12 Volts) is necessary. Defective components have to be replaced.
• High Voltage wiring harnesses must always be replaced if damage is evident. This is the case if
— the insulation is damaged (the shielding is visible)
— defective plug housings, terminals, or lock
— loss of plug-ability
— defective sealing
— fire damage
— heavily pinched (permanent deformation)
• After each accident a visual check is required by qualified personnel and special attention is required for damages to the fascia, at the underbody, and rear damage.
Defective components have to be replaced.
• Especially the battery pack has to be inspected for following damages:
— crack formation and deformation at the housing
— crack formation at attachment points
— damages to the 12 V connectors
— damages to the high voltage connectors including the socket of the manual disconnect lever
— crack formation and other damages at the coolant connectors
• If any of these defects are found, the battery pack must be replaced.
• Please contact the Technical Assistance Centre if you have any questions.


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Arrows and Symbols

This service manual uses various symbols in order to describe different service operations.
(1) Front of Vehicle

(2) View Detail
(2) View Detail
(3) Ambient Air Mixed with Another Gas or Indicate Temperature Change
(4) Motion or Direction
(5) View Angle
(6) Dimension (1:2)
(7) Ambient/Clean Air Flow or Cool Air Flow
(8) Lubrication Point -- Oil or Fluid
(9) Task Related
(10) Sectioning (1:3)
(11) Gas Other Than Ambient Air or Hot Air Flow
(12) Lubrication Point -- Grease or Jelly
(13) Multidirectional Arrow


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Vehicle, Engine and Transmission ID and VIN Location, Derivative and Usage
VIN Plate
The vehicle identification number (VIN) plate (1) is the legal identifier of the vehicle. The VIN plate is located on the upper left corner of the instrument panel (I/P) and can be
seen through the windshield from the outside of the vehicle.
VIN Body Stamping

The stamping is located on the front floor panel under the front right-hand floor mat. It can be seen under the VIN Plate Opening Access Cover (1).
Position Definition Character Description

1 Region of Build 1 United States
2 Manufacturer G General Motors
1 Chevrolet Passenger Car
3 Vehicle Brand/Type
0 Opel Passenger Car
R/8 Opel Ampera
4-5 Vehicle Line/Series
R/9 Volt Export
6 Body Style 6 68-Sedan, 4-Door, 6 Window, Plain Back, (Hatchback)
7 Restraint System E Active Manual Belts, Airbags-Driver & Passenger-Front (1st row), Front Seat Side (1st row), Roof Side (all seating rows)
8 Engine Type 4 LUU - Engine Petrol, 4 CYL, 1.4L, MFI, DOHC, E-Flex, FAM 0
9 Check Digit Varies Calculated Check Digit
10 Model Year C 2012
11 Plant Location U Hamtramck, MI GMNA
12-17 Production Sequence Number — Production Sequence Number
1.4L (LUU) Engine ID and VIN Derivative Location

Refer to Engine Identification .
Transmission ID and VIN Derivative Location
Refer to Transmission Identification Information .


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Vehicle Certification, Tyre Placard, Anti-Theft, and Service Parts ID Label

Callout Description
Vehicle Certification Label
The vehicle certification label is located on the left-hand side B pillar and displays the following assessments:
• Gross Vehicle Weight Rating (GVWR)

• Gross Axle Weight Rating (GAWR), front and rear
• The gross vehicle weight (GVW) is the weight of the vehicle and everything it carries. The gross vehicle weight must not exceed the Gross Vehicle Weight Rating.
Include the following items when figuring the GVW:
— The base vehicle weight (factory weight)
— The weight of all vehicles accessories
— The weight of the driver and the passengers
— The weight of the cargo
1 Name of Manufacturer
2 Gross Vehicle Weight Rating
3 Gross Axle Weight Rating (Front, Rear)
4 Canadian Safety Mark (w/RPO Z49)
5 Certification Statement
6 Vehicle Class Type (Pass Car, etc.)
7 Vehicle Identification Number
8 Date of Manufacture (Mo/Yr)
Tyre Placard
The tyre placard label is located on the left-hand side B pillar and displays the following assessments:
9 Specified Occupant Seating Positions
10 Maximum Vehicle Capacity Weight
11 Original Equipment Tires Size
12 Tire Pressure, Front, Rear, and Spare (Cold)
Service Parts ID Label
The vehicle service parts identification label is located in the rear compartment in the right-hand quarter stowage pocket. The label is use to help identify the vehicle original
parts and options.
13 Vehicle Identification Number
14 Engineering Model Number (Vehicle Division, Line, and Body Style)
15 Interior Trim Level and Decor
16 Exterior (Paint Color) WA Number
17 Paint Technology
18 Special Order Paint Colors and Numbers
19 Vehicle Option Content
Anti-Theft Label
The Federal law requires that General Motors label certain body parts on this vehicle with the VIN. The purpose of the law is to reduce the number of motor vehicle
thefts by helping in the tracing and recovery of parts from stolen vehicles.
Labels are permanently affixed to an interior surface of the part. The label on the replacement part contains the letter R, the manufacturer's logo, and the DOT
20
symbol.
The anti-theft label must be covered before any painting, rustproofing procedures, and uncovered after the procedures. Failure to follow the precautionary steps may
result in liability for violation of the Federal Vehicle Theft Prevention Standard and possible suspicion to the owner that the part was stolen.


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RPO Code List

RPO Description
01A Trim Colour Seat - Jet Black
01V Trim Colour Seat - Spice Red
03E Trim Colour Seat - Ceramic White / Jet Black
1B0 Trim Colour Door Panel Ceramic White MET
1B1 Trim Colour Door Panel Frosted Nickel
1CC Trim Colour Door Panel - Circuit
4B4 Interior Trim Jet Black / Ceramic White
4B6 Interior Trim Jet Black / Dark Titanium / Frosted Nickel
5A7 Wheel Spare - None
5AJ Accessory - Charge Cord Set - 220/230V with EURO Plug Type 1
5GM Tyre All - 215/55R17 SL 94H HW3
5JG Accessory - Bar - Car Towing
5WC Accessory - Charge Cord Set - 220/230V with EURO Plug Type 2
9L3 Tyre Spare - None
A51 Seat FRT BKT, Custom
AKF Restraint - Head, Front Seat, Up/Down, Fore/Aft Adjustment, Passive, Lockable
AY0 Restraint System Seat, Inflatable, Driver and Passenger Front, Seat Side Roof Side
C68 HVAC System - Air Conditioner Front, Auto, Electronic Controls
C99 Switch - INFL RST I/P MDL MAN Suppression
DEH Plant Code Detroit / Hamtramck, MI, USA
DWM Mirror O/S - LH & RH, RC, ELEC, Heat, AUX WFOV/DRVR, Manfold, CNVX/PAS, Turn SIG IND
EAL Trim Seat Leather, Soleil Keisel, Mini PERF
EVB PROP ENGY STOR PACK - Propulsion Battery, LI, 370V, 45AH, Underbody T
EXP Export
FE2 Suspension System Ride, Handling
FHO Vehicle Fuel - Petrol E10
FIF Trim Door Polycarbonate, Film
FIG Trim Door Plastic, Painted
FXW Ratio Transaxle Final Drive 2.16
GAN Primary Colour Exterior, Switchblade Silver Met (G) 636R
GAZ Primary Color - Exterior, Olympic White (G) 8624
GBA Primary Colour Exterior, Black (G)
GBE Primary Colour - Exterior, Crystal Claret Tintcoat (G) 505Q
GBN Primary Colour Exterior, White Diamond Tri-Coat (G) 800J
GBV Primary Colour Exterior, Cyber Gray Met (G) 637R
GLC Primary Colour Exterior, Urban Fresh Tri-coat 814T
GLF Primary Colour - Exterior, Space Blue Metallic 819T
GTS Primary Colour - Exterior, Luxo Blue MET (933L)
J60 Brake System - Power, Front and Rear Disc, ABS, 16"
KA1 Heater - Seat, Front
KTI Kit, Tyre - Inflator
LHD Vehicle Drive Left hand drive
LUU Engine - Petrol, 4 Cyl, 1.4L, MFI, DOHC, E-Flex, FAM 0
MKA Transmission - Automatic, Electronic Ratio Select, GM, Strong Hybrid, EVT, Plug In
N06 Lock Control - Steering Column, Electrical
N30 Steering Wheel - Deluxe
NE9 Emission System - EEC 09
RHD Vehicle Drive - Right-hand Drive
RSB Wheel - 17 X 7, J, Aluminium, Design 1
RVW Accessory - Bag - Boot/Cargo Area Organiser
RWW Accessory - Cargo Barrier - Interior
SAC Accessory - Charge Station - 220/240V
T79 Lamp - Fog, Rear
TVN Lamp - Tail & Brake, ECE
UBT Digital Audio System - Broadcast, Text
UD5 Sensor Indicator Parking Assist
UFW Radio - AM/FM Stereo, Single CD, MP3 (AUX IN), USB, GME
UFX Radio - AM/FM, DVD ROM & HDD, MP3 (AUX IN), USB, NAV
UH0 Indicator - Seat Belt Warning, LH
UH1 Indicator - Seat Belt Warning, RH
UJN Tyre Press Indicator - Auto Learn
UPJ Wireless Interface - Short Range, Voice REC, SMS, Embedded Phone
UQA Speaker System Premium Audio Branded with Amplifier
US3 Antenna - Diversity
UTP Alarm, Horn - Content Theft Deterrent
UTR Alarm, Horn - Content Theft Deterrent, Self Powered
UTT Theft Deterrent - Body Security Content
UTU Sensor, Vehicle - Inclination
UTV Sensor, Vehicle - Interior
UVC Camera Rear View
UZ6 Speaker System 6, Premium
VL4 License Plate Front - Front Mounting PKG, EEC
VP0 Hook - Tow, Closed Type
W2D Accessory - Cargo Net
XL8 Frequencies Rating - 433 MHZ
XQ2 Equipment - Vauxhall


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Fasteners
Table 1: Metric Prevailing Torque Fastener Minimum Torque Development
Table 2: English Prevailing Torque Fastener Minimum Torque Development
Metric Fasteners
This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements
using fasteners of the same nominal diameter, thread pitch, and strength.
A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive® or
Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive® recess head screws.
GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number
of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads
per inch replaced the English 1/4–20 and 1/4–28 screws. The thread pitch is midway between the English coarse and fine thread pitches.
Fastener Strength Identification

(1) English Bolt, Grade 2 (Strength Class)
(5) Metric Nut, Strength Class 9
(6) Metric Bolts, Strength Class Increases as Numbers Increase
The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength
classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is
2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification
number on the nut face.
The correct fasteners are available through GM SPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other
than the United States, and may exhibit the following:
• Lower strength

• No numbered head marking system
• Wrong thread pitch
The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications:
• M6.0 x 1
• 8 x 1.25
• M10 x 1.5
• M12 x 1.75
• M14 x 2.00
• M16 x 2.00
Prevailing Torque Fasteners
Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening.
All Metal Prevailing Torque Fasteners
These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener.
Nylon Interface Prevailing Torque Fasteners
These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads.
Adhesive Coated Fasteners
These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to
determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener.
(1) Prevailing Torque Nut, Centre Lock Type

(2) Prevailing Torque Nut, Top Lock Type
(3) Prevailing Torque Nut, Nylon Patch Type
(4) Prevailing Torque Nut, Nylon Washer Insert Type
(5) Prevailing Torque Nut, Nylon Insert Type
(6) Prevailing Torque Bolt, Dry Adhesive Coating Type
(7) Prevailing Torque Bolt, Thread Profile Deformed Type
(8) Prevailing Torque Bolt, Nylon Strip Type
(9) Prevailing Torque Bolt, Out-of-Round Thread Area Type
A prevailing torque fastener may be reused ONLY if:
• The fastener and the fastener counterpart are clean and not damaged
• There is no rust on the fastener
• The fastener develops the specified minimum torque against its counterpart prior to the fastener seating
Metric Prevailing Torque Fastener Minimum Torque Development
Specification
Application Metric English
6 mm 0.4 N·m 4 lb in
10 mm 1.4 N·m 12 lb in
12 mm 2.1 N·m 19 lb in
14 mm 3 N·m 27 lb in
16 mm 4.2 N·m 37 lb in
20 mm 7 N·m 62 lb in
24 mm 10.5 N·m 93 lb in
10 mm 1.1 N·m 10 lb in
12 mm 1.5 N·m 13 lb in
14 mm 2.3 N·m 20 lb in
16 mm 3.4 N·m 30 lb in
20 mm 5.5 N·m 49 lb in
24 mm
8.5 N·m 75 lb in
English Prevailing Torque Fastener Minimum Torque Development
Specification
1/4 in 0.5 N·m 4.5 lb in
5/16 in 0.8 N·m 7.5 lb in
3/8 in 1.3 N·m 11.5 lb in
7/16 in 1.8 N·m 16 lb in
1/2 in 2.3 N·m 20 lb in
9/16 in 3.2 N·m 28 lb in
5/8 in 4 N·m 36 lb in
3/4 in 7 N·m 54 lb in
1/4 in 0.3 N·m 3 lb in
5/16 in 0.6 N·m 5 lb in
3/8 in 1 N·m 9 lb in
7/16 in 1.3 N·m 12 lb in
1/2 in 1.8 N·m 16 lb in
9/16 in 2.5 N·m 22 lb in
5/8 in 3.4 N·m 30 lb in
3/4 in 5 N·m 45 lb in


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Thread Inserts
General Purpose Thread Repair Kits.
These kits are available commercially.
Repair Procedure
Warning: Refer to Safety Glasses Warning in the Preface section.
Note: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use.
Avoid any buildup of swarf. Back out the tap every few turns and remove the swarf.
1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth.
2. Drill out the damaged threads. Clean out any swarf.
3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads.
4. Thread the thread insert onto the mandrel of the installer. Engage the tab of the insert onto the end of the mandrel.
Note: The insert should be flush to one turn below the surface.
5. Lubricate the insert with light engine oil, except when installing in aluminium and install the insert.
6. If the tab of the insert does not break off when backing out the installer, break the tab off with a drift.


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Registered and Non-Registered Trademarks

Listed below are Registered Trademarks (®) or Non-Registered Trademarks (™) which may appear in this service manual.
A
AC®
ACCUTURN®
ACDelco®
Active Fuel Management™
Acuzinc®
Airbank®
Allison®
AMMCO®
AUTOFUSE®
AUTOTRAC®
B
Bendix®
BON-AMI®
Bosch®
Bose®
C
Catapillar®
CAT®
C-Quam®
D
Delco®
Delco Bose®
Delco Electronics®
Delco Freedom®
Delco LOC II®
Delco Moraine®
Delco Remy®
Delco Sound®
Delco Supreme®
Delco Tech®
DELCORE®
Delphi®
DEX-COOL®
DEXOIL®
DEXRON®
DEXSTEER™
DNR®
Dolby®
DR®
Duracell®
Duraguard®
Durastop®
Duramax™
E
Eaton Corporation®
EMD®
ETR®
F
FLO-LITE®
G
General Motors®
GM®
GM Goodwrench Service®
GM Optikleen®
GM Parts™
GM Pass®
GM Ultralite®
GMAC®
Goodwrench®
GTP®
H
Homelink™
HYDRA-MATIC®
I
Illumination®
INSTA-TRAC®
Intune®
L
LOCTITE™
M
MAGNASTEER®
Maxifuse®
Metripack®
Micropack®
Minifuse®
Mr Goodwrench®
N
Northstar®
O
OnStar®
Optikleen®
P
PASS-KEY®
PASS-KEYII®
PASSLOCK™
PK3®
Posidrive®
Pro®
Q
Quad 4®
R
RAINSENSE™
Rapid Fire®
S
ScotchBrite™
Scotchguard™
Signals®
Sikkens™
Soft-Ray®
Solar-Ray®
Stabilitrak®
Sunrayce®
Superlube®
Syclone®
T
Tech 2®
Techline®
Teflon®
Tefzel®
Theft-I®
Theftlock®
Tiltmaster®
TORX®
Transjel®
Transguide®
Twilight Sentinel®
U
Ultralite®
V
Velcro®
W
Weatherpack™


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Lifting and Jacking the Vehicle

Note: The use of a LOW PROFILE LIFT ARMS SYSTEM may be required to avoid unwanted contact with the vehicle's body and structure depending on lifting equipment
used. Refer to the manufacture's recommendation for their applications of low profile lift arms system for their lifting equipment.
Caution: Lifting the vehicle improperly can damage the vehicle and result in costly repairs not covered by the warranty.
Caution: Perform the following steps before beginning any vehicle lifting or jacking procedure:
• Remove or secure all of the vehicle contents in order to avoid any shifting or any movement that may occur during the vehicle lifting or jacking procedure.
• The lifting equipment or the jacking equipment weight rating must meet or exceed the weight of the vehicle and any vehicle contents.
• The lifting equipment or the jacking equipment must meet the operational standards of the lifting equipment or jacking equipment manufacturer.
• Perform the vehicle lifting or jacking procedure on a clean, hard, dry, level surface.
• Perform the vehicle lifting or jacking procedure only at the identified lift points. DO NOT allow the lifting equipment or jacking equipment to contact any other vehicle
components.
Failure to perform the previous steps could result in damage to the lifting equipment or the jacking equipment, the vehicle, and/or the vehicle contents.
Vehicle Lifting - Frame Contact Lift
Danger: To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist,
support the vehicle with jack stands at the opposite end from which the components are being removed and strap the vehicle to the hoist.
Note: The hoist pads must not contact the rocker panel mouldings or the underbody air deflectors. Additional clearance may be required for the lifting points.
Front Lift Pads
When lifting the vehicle with a frame-contact lift, place the front lift pads on the rocker outer panel weld flange, as shown
Rear Lift Pads
When lifting the vehicle with a frame-contact lift, place the rear lift pads on the rocker outer panel weld flange, as shown.
Vehicle Lifting - Service Jack

Danger: Do not use a service jack in locations other than those specified to lift this vehicle. Lifting the vehicle with a jack in other locations could cause the vehicle to slip off
the jack and roll; this could cause injury or death.
Danger: To avoid any vehicle damage, serious personal injury or death, always use the jackstands to support the vehicle when lifting the vehicle with a jack.
Caution: Lifting the vehicle improperly can damage the vehicle and result in costly repairs not covered by the warranty.
Caution: When you are jacking the vehicle at the front locations, be certain that the jack or the jack lift pad does not contact the front fascia, front fascia air dam, rocker
moulding, or the front wings. If such contact occurs, vehicle damage may result. When jacking at selected front locations additional clearance may be required for the jacking
points.
Note: It may be necessary to put ramps under the Volt's front tyres in order to provide necessary clearance for certain service jacks.
Front Service Jack Location

When lifting the vehicle with a service jack, place the lift pad on the front cradle rear mount bracket, as shown.
Rear Service Jack Location

When lifting the vehicle with a service jack, place the lift pad on the rear spring support, as shown.


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Customer Concern Verification Sheets

The GM Customer Concern Verification Sheets have been designed to improve communications between the service customer and the technician. The more clearly the
technician understands the concern and its symptoms, the more likely the concern will be fixed right the first time.
The GM-wide Customer Concern Verification Sheets are available in GM GlobalConnect. The Customer Concern Verification Sheets may be printed and reproduced locally.


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Special Tools Ordering Information

The special service tools shown in this service manual that have product numbers beginning with J, SA or BT are available for worldwide distribution from:
OE Tool and Equipment Group

Kent-Moore
28635 Mound Road
Warren, MI, U.S.A 48092-3499
Phone: 1-800-345-2233 or 586-574-2332
Monday through Friday
8:00 am-7:00 pm Eastern Standard Time
Fax: 1-800-578-7375 or 586-578-7321
The TECH 2 scan tool and accessories can be purchased through:
Dealer Equipment and Services

5775 Enterprise Dr.
Warren, MI, U.S.A 48092-3463
Phone: 1-800-GM-TOOLS or 586-574-2332
Monday through Friday
8:00 am-6:00 pm EST
Fax: 1-586-578-7205


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Air/Wind Noise
Warning: Refer to Assistant Driving Warning in the Preface section.
To analyse a reported wind noise condition, test drive the vehicle to determine the origin of the noise.
Choose a regular route with smooth and straight streets that run in all 4 directions: North, South, East, and West. The area should have little traffic or little noise in order to
eliminate interference with the test.
Note: Often there is one primary leak source and one or more secondary leaks that contribute to the noise condition. Repairing only one of the contributing leak sources may
not completely repair the total condition but only reduce the condition.
Drive the vehicle at the speed in which the noise was noticed, or until the noise is heard. Maintain safe and legal speeds.
Many of the water leak diagnosis tests are also used for the wind noise diagnosis.
Most wind noise is caused either by leaking seals or by misaligned body surfaces. You can diagnose the following types of windnoise.
• Wind whistle

• Wind roar
• Wind rush
When moving at motorway speeds, air pressure inside the vehicle becomes greater than the air pressure outside. When a leak occurs, the escaping air causes a hiss or a
whistle.
Wind roar occurs when air passes over or through an opening between the 2 body surfaces. To correct the condition, adjust the alignment to the body surfaces.
Wind rush occurs when air presses over the vehicle's body, and is related to the aerodynamics of the vehicle. Wind whistle and wind roar are repairable. Rule out wind whistle
and wind roar before concluding that the wind noise is due to wind rush.
Use the following inspections in order to aid in diagnosing wind whistle or wind roar:
1. Note the details for wind noise:

• The perceived location
• The location where the noise is loudest
• When the noise occurs
• The vehicle speed
• The interior fan speed
• The position of the windows
• What the noise sounds like
2. Inspect the vehicle for the possible cause of the wind noise.
3. Test drive the vehicle and determine if the wind noise is external or internal.
4. Perform a visual inspection of the following components:
• Loose fasteners
• Torn weatherstrips
• Broken weld joints
• Sealer and/or adhesive skips


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Tracing Powder or Chalk Test

Clean the weatherstrips and the contact surfaces with cleaning solvent.
1. Apply powder or chalk in an unbroken line to the contact surface of the weatherstrip surrounding the perimeter of the suspected areas.
2. Close the panel completely without slamming the panel. Closing the panel completely presses the weatherstrip firmly against the mating surface.
3. Inspect the applied line on the weatherstrip. The applied line is marred where contact is good. A corresponding imprint is on the mating surfaces.
4. Gaps or irregularities in the powder or the chalk line on the mating surfaces indicate the areas with a poor seal.


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Air Pressure Test

1. Mask off both the pressure relief valves.
2. Close all the windows.
3. Turn the vehicles ventilation fan to the on position, with the selector on high speed and in the defrost mode.
4. Unlock and close the doors.
5. Listen for escaping air along the door and the window seals with a stethoscope or a length of heater hose.


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Soap Suds or Bubble Test

1. Mask off the pressure relief valves.
2. Close all the windows and the doors.
3. Turn the vehicles ventilation fan to the on position, with the selector on high speed and in the defrost mode.
4. Unlock and close the doors.
5. Apply the soap solution to the potential leak areas.
6. Look for bubbles revealing escaping air.


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Approximate Fluid Capacities

The following approximate capacities are given in US English and metric conversions. Refer to Fluid and Lubricant Recommendations for more information. All capacities are
approximate. When adding, be sure to fill to the approximate level as recommended in this manual. Recheck fluid level after filling.
Specification
Application
Metric US English
Cooling Systems
Engine Cooling 6.3 L 6.7 qt
High Voltage Battery Pack Cooling 6.0 L 6.3 qt
Power Electronics Cooling 3.0 L 3.2 qt
Engine Oil with Filter 3.5 L 3.7 qt
Fuel Tank 35.2 L 9.3 gal
Electric Drive Unit Fluid 8.45 L 8.93 qt


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Fluid and Lubricant Recommendations

Usage Fluid/Lubricant
The engine requires engine oil approved to the dexos™ specification. Oils meeting this specification can be identified with the dexos™
Engine Oil certification mark. Look for and use only an engine oil that displays the dexos™ certification mark of the proper viscosity grade. SAE 5W-30 is
the best viscosity grade for the vehicle. Do not use other viscosity oils such as SAE10W-30, 10W-40, or 20W-50.
Engine Coolant 50/50 mixture of clean, drinkable water and use only DEX-COOL Coolant.
High Voltage Battery Cooling
Always use the pre-mixed 50/50 mixture of deionised water and DEX-COOL Coolant available at your dealer.
System
Power Electronics Cooling
Always use the pre-mixed 50/50 mixture of deionised water and DEX-COOL Coolant available at your dealer.
System
Hydraulic Brake System DOT 3 Hydraulic Brake Fluid GM P/N 88863461 (Canadian P/N 88863462)
Windscreen Washer Optikleen® Washer Solvent
Parking Brake Cable Guides Chassis Lubricant GM P/N 12377985 (Canadian P/N 88901242) or lubricant meeting requirements of NLGI #2, Category LB or GC-LB
Electric Drive Unit DEXRON®-VI Automatic Transmission Fluid
Key Lock Cylinders Multi-Purpose Lubricant, Superlube GM P/N 12346241 (Canadian P/N 10953474)
Bonnet Latch Assembly,
Secondary Latch, Pivots, Lubriplate Lubricant Aerosol GM P/N 89021668 (Canadian P/N 89021674) or lubricant meeting requirements of NLGI #2, Category LB or GC-
Spring Anchor, and Release LB
Pawl
Bonnet, Hatch, and Rear
Multi-Purpose Lubricant, Superlube GM P/N 12346241 (Canadian P/N 10953474)
Folding Seat Hinges
Weatherstrip Conditioning Weatherstrip Lubricant GM P/N 3634770 (Canadian P/N 10953518) or Dielectric Silicone Grease GM P/N 12345579 (Canadian P/N 992887)


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Maintenance Items
Part GM Part Number ACDelco Part Number
Engine Air Cleaner/Filter 20871244 A3148C
Engine Oil Filter 55352643 —
Spark Plugs 55564962 —
Wiper Blades
Driver Side - 65.0 cm (25.6 in) 22742323 —
Passenger Side - 65.0 cm (25.6 in) 22742324 —


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GM Oil Life System Resetting

This vehicle has a computer system that indicates when to change the engine oil and filter. This is based on a combination of factors which includes engine revs and engine
temperature, and miles driven. Based on driving conditions, the mileage at which an oil change is indicated may vary considerably. For the oil life system to work properly, the
system must be reset every time the oil is changed.
When the system has calculated that oil life has been diminished, it indicates that an oil change is necessary. A CHANGE ENGINE OIL SOON message comes on. Change
the oil as soon as possible within the next 1 000 km (600 miles). It is possible that, if driving under the best conditions, the oil life system might indicate that an oil change is
not necessary for up to two years. The engine oil and filter must be changed at least once every two years and, at this time, the system must be reset. Your dealer has trained
service personnel who will perform this work using genuine parts and reset the system. It is also important to check the oil regularly over the course of an oil drain interval and
keep it at the proper level.
If the system is ever reset accidentally, the oil must be changed at 5 000 km (3,000 miles) since the last oil change. Remember to reset the oil life system whenever the oil is
changed.
How to Reset the Engine Oil Life System
Reset the system whenever the engine oil change is changed so that the system can calculate the next engine oil change. To reset the system:
1. Use the SELECT knob to select OIL LIFE on the DIC menu.
2. Press SELECT to start the OIL LIFE reset procedure.
3. The DIC menu will display "Are you sure that you want to reset?" Use SELECT to choose YES to reset oil life or NO to exit and return to the previous menu.
4. If YES is selected, the DIC menu will display RESET OIL LIFE for a short time and then 100% OIL LIFE will be display when OIL LIFE is successfully reset.
If the Change Engine Oil Soon message comes back on when the vehicle is started, the engine oil life system has not reset. Repeat the procedure.


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Tyre and Wheel Runout Specifications

Specification
Tyre and Wheel Assembly - Lateral and Radial
Off-Vehicle 1.27 mm 0.050 in
On-Vehicle 1.52 mm 0.060 in
Wheel, Aluminium
Lateral 0.762 mm 0.030 in
Radial 0.762 mm 0.030 in
Wheel, Steel
Lateral 1.143 mm 0.045 in
Radial 1.015 mm 0.040 in
Wheel Hub/Axle Flange - Guideline 0.132 mm 0.0052 in
Wheel Stud - Guideline 0.25 mm 0.010 in


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Vibration Analysis - Hub and/or Axle Input

Test Description
The numbers below refer to the step numbers on the diagnostic table:
1. This test will determine the effect of turning input on the vibration.
5. This test will determine the effect of an initial heavy torque load on the vibration.
6. Damaged or worn wheel drive shafts may cause a noise or vibration that may be transferred into the passenger compartment.
7. Damaged or worn wheel bearings may cause a noise or vibration that may be transferred into the passenger compartment.
8. Damaged or worn suspension components may cause a noise or vibration that may be transferred into the passenger compartment.
9. Damaged or worn powertrain mounts and/or exhaust mounts may cause a noise or vibration that may be transferred into the passenger compartment.
10. Incorrect trim height may cause binding and/or interference between components that may produce a vibration.
Step Action Yes No

Warning: Refer to Road Test Warning in the Preface section.

1. Operate the vehicle at the speed of the vibration concern.
2. While maintaining the concern speed, drive the vehicle through slow, sweeping turns - first in one
direction, then in the other direction.
3. Observe the vehicle for changes in the vibration disturbance.
4. Select a smooth, level surface, such as an empty parking lot or a remote road.
1 5. While maintaining the vehicle at the concern speed if possible, drive the vehicle through sharp turns;
360 degrees - first in one direction, then in the other direction.
Go to
Did the characteristics of the vibration change significantly--become worse or go away--during these steps? Step 2 Go to Step 5
Did you hear a clicking noise and/or feel a shudder during these steps? Go to
2
Step 6 Go to Step 3
Did you hear a growling noise during these steps? Go to
3
Step 7 Go to Step 4
Did you hear a popping noise during these steps? Go to
4
Step 8 Go to Step 11
1. With the vehicle at a stand-still, apply the regular brake and place the transmission in the lowest forward
gear.
Note: Do not accelerate to the point of causing the drive wheels to squeal, slip or hop--this would
obscure the results of the test.
5
2. Release the regular brakes and accelerate aggressively to 32 km/h (20 mph).
Go to Go to Vibration Diagnostic Aids - Vibration
Did you feel a shudder or shaking during these steps? Step 6 Intermittent or Not Duplicated
1. Inspect the wheel drive shafts, if equipped, for damage, abnormal and/or excessive wear.
2. If the inspection indicated that a wheel drive shaft is damaged, abnormally and/or excessively worn,
6 replace the shaft.
Go to
Did you find and correct a condition? Step 11 Go to Step 8
1. Inspect the wheel bearings for wear and/or damage.
2. Replace any of the wheel bearings found to be worn and/or damaged.
7 Go to Go to Vibration Diagnostic Aids - Vibration
Did you find and correct a condition? Step 11 Intermittent or Not Duplicated
1. Inspect the following suspension components for wear, damage, looseness and/or possible contact with
other vehicle components:
• Struts/shock absorbers
• Springs
• Bushes
8
• Insulators
2. Replace any of the suspension components found to be worn, damaged, loose and/or contacting other
vehicle components.
Go to
1. Inspect the powertrain mounts--engine, transmission, transfer case, and direct-mount differential, if
equipped--and any powertrain braces for the following conditions:
• Loose and/or missing fasteners
• Improper alignment
Cracked, dry-rotted, and/or oil-soaked insulators
•
• Twisted, broken, torn, and/or collapsed insulators
• Bent, twisted, and/or deformed brackets
2. Replace powertrain mounts as necessary.
3. Inspect the exhaust system components for the following:
- Heat Shields
- Joints and/or couplings:
9 - Nuts, bolts, studs, clamps, straps
- Bracket and/or insulator mounting
• Inadequate clearance to body and/or chassis components
Inspect with the exhaust system both COLD and HOT; in NEUTRAL, FORWARD and REVERSE gears
• Disconnected and/or missing insulators
• Cracked, dry-rotted, and/or oil-soaked insulators
• Stretched, twisted, broken, torn, and/or collapsed insulators
• Bent, twisted, cracked, and/or deformed brackets
4. Repair, replace, and/or realign exhaust system components as necessary.
Go to
Inspect the vehicle trim height and adjust as necessary. Refer to Trim Height Inspection .
Go to Go to Vibration Diagnostic Aids - Vibration
10
Did you find and correct a condition? Step 11 Intermittent or Not Duplicated
Install or connect any components that were removed or disconnected during diagnosis.
11 Go to
Is the vibration still present? Step 1 System OK


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Vibration Analysis - Engine

Test Description
The numbers below refer to the step numbers on the diagnostic table.
1. If powertrain related DTCs are present, there may be a powertrain performance condition present which could be a contributing cause to the customer's concern.
4. Making comparisons of the customer's vehicle with an equally equipped, same model year and type, KNOWN GOOD vehicle will help determine if certain disturbances
may be characteristic of a vehicle design.
Step Action Yes No

Warning: Refer to Work Stall Test Warning in the Preface section.

Using a scan tool, determine if any DTCs are set.
Go to Diagnostic Starting
1
Were any DTCs set? Point - Vehicle Go to Step 2
1. Block the front wheels.
2. Apply BOTH the service brakes and the handbrake.
3. Install a scan tool.
4. Install a vibration analyser, if available.
5. Start the engine.
6. Place the transmission in NEUTRAL or PARK.
7. Slowly increase the engine RPM to the level at which the disturbance is most noticeable.
8. Record the engine RPM obtained on the scan tool and the most dominant frequency reading if
obtained on a vibration analyser.
2
9. Place the transmission in DRIVE.
12. If no frequency data was obtained, or if a vibration analyzer is not available, place the transmission
into REVERSE, then repeat steps 8 and 9. Reverse-loading of the powertrain may increase or
change the characteristics of the vibration. Go to Vibration Diagnostic
Aids - Vibration Intermittent or
Were you able to duplicate the customer's concern? Go to Step 3 Not Duplicated
Did a vibration analyser, detect a dominant frequency, or was a significant vibration present? Go to Vibration Analysis -
3
Engine/Accessory Isolation Go to Step 4
Compare the test results of the customer's vehicle to the results of the same tests run, at the same
engine RPM, on an equally-equipped, same model year and type, KNOWN GOOD vehicle.
1. Install a scan tool into the known good vehicle.

2. Install a vibration analyzer, if available, into the known good vehicle; place the sensor in exactly the
same location as it was placed in the customer's vehicle.
7. Slowly increase the engine RPM to the level at which the disturbance was most noticeable in the
customer's vehicle.
4 8. Record the engine RPM obtained on the scan tool and the most dominant frequency reading if
10. Slowly increase the engine RPM to the level at which the disturbance was most noticeable in the
customer's vehicle.
12. If no frequency data was obtained, or if a vibration analyser, is not available, place the transmission
into REVERSE, then repeat steps 10 and 11. Reverse-loading of the powertrain may increase or
change the characteristics of the vibration. Go to Vibration Diagnostic
Aids - Vibration Intermittent or Go to Vibration Analysis -
Did both of the vehicles exhibit the same characteristics? Not Duplicated Engine/Accessory Isolation


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Engine Order Classification

Engine First Order Classification
1. Convert the engine speed in revolutions per minute (RPM), recorded during duplication of the disturbance into Hertz , revolutions per second (RPS), by dividing the
RPM by 60 seconds. Refer to the following example:
1,200 RPM divided by 60 = 20 Hz (or RPS)
2. Compare the dominant frequency in Hz, recorded during duplication of the disturbance with the engine speed just converted into Hz, to determine if they are related.
3. If the dominant frequency in Hz, recorded during duplication of the disturbance and the engine speed, converted into Hz, ARE related, then an engine FIRST ORDER
related disturbance is present. Engine first order disturbances are usually related to an imbalanced component. Refer to the Engine Order Related Disturbances table.
4. If the dominant frequency in Hz, recorded during duplication of the disturbance and the engine speed, converted into Hz, are NOT related, then determine if the
disturbance is related to the engine's firing frequency. Proceed to Engine Firing Frequency Classification.
Engine Firing Frequency Classification
Engine firing frequency is a term used to describe the number of firing pulses (one firing pulse = one cylinder firing) that occur during ONE complete revolution of the
crankshaft, multiplied by the number of crankshaft revolutions per second, Hz.
1. Calculate the engine firing frequency.

• To determine the firing frequency of a 4-stroke engine during ONE complete revolution of the crankshaft, multiply the engine speed, converted into Hz, by HALF of the
total number of cylinders in the engine.
• For example: The engine speed, converted into Hz, was 20 Hz; if the vehicle was equipped with a V8 engine, 4 of the 8 cylinders would actually fire during ONE
complete revolution of the crankshaft.
- Multiply the converted engine speed (20 Hz) by 4 cylinders firing.
- 20 Hz X 4 = 80 Hz
- The engine firing frequency for a V8 engine at the original engine speed of 1,200 RPM, recorded during duplication of the disturbance, would be 80 Hz.
- In like manner, a 6-cylinder engine would have a firing frequency of 60 Hz at the same engine speed of 1,200 RPM.
- 20 Hz X 3 = 60 Hz
2. Compare the dominant frequency in Hz, recorded during duplication of the disturbance with the engine firing frequency in Hz, just calculated, to determine if they are
related.
3. If the dominant frequency in Hz, recorded during duplication of the disturbance and the engine firing frequency in Hz, just calculated ARE related, then an engine
FIRING FREQUENCY related disturbance is present. Engine firing frequency disturbances are usually related to improper isolation of a component. Refer to the Engine
Order Related Disturbances table.
4. If the dominant frequency in Hz, recorded during duplication of the disturbance and the engine firing frequency in Hz, just calculated are NOT related, then determine if
the disturbance is related to another engine order classification. Proceed to Other Engine Order Classification.
Other Engine Order Classification
1. Multiply the engine speed, converted into Hz, recorded during duplication of the disturbance by different possible order-numbers, other than 1 (first order) or the number
used to determine the firing frequency of the engine.
2. Compare the dominant frequency in Hz, recorded during duplication of the disturbance with the other possible engine orders just calculated, to determine if they are
related.
3. If the dominant frequency in Hz, recorded during duplication of the disturbance and one of the other engine order frequencies in Hz, just calculated ARE related, then an
engine related disturbance of that order is present. If an engine related disturbance is present that is NOT related to first order or firing frequency, then it could be related
to an engine driven accessory system. Proceed to Engine Driven Accessories Related to Engine Order.
Engine Driven Accessories Related to Engine Order
Engine driven accessory systems can be related to specific engine orders depending upon the relationship of the accessory pulley diameter to the crankshaft pulley diameter.
For example:
• If the crankshaft pulley measured 20 cm (8 in) in diameter and one of the engine driven accessory pulleys measured 10 cm (4 in) in diameter, then that accessory pulley
would rotate 2 times for every one rotation of the crankshaft pulley. If that accessory system was not isolated properly, or was not operating properly, it would be
identifiable as a 2nd order engine related disturbance.
• In like manner, if an engine driven accessory pulley measured 5 cm (2 in) in diameter, then that accessory pulley would rotate 4 times for every one rotation of the
crankshaft pulley. If that accessory system was not isolated properly, or was not operating properly, it would be identifiable as a 4th order engine related disturbance.
Engine driven accessories that contribute to, are excited by, or are the sole cause of a disturbance are usually doing so because of improper isolation that causes a transfer
path into the passenger compartment or to another major component of the vehicle body.
Using the EL-38792-VS Vibrate Software , accurately measuring the diameters of the accessory pulleys and the crankshaft pulley, and performing the appropriate diagnostic
procedures completely will lead to the specific accessory system which is either contributing to or causing the customer's concern.
Engine Order Related Disturbances
Engine Arrangement
L4 L4 90 Degree V6
Engine
Order W/O Balance Shaft With Balance Shaft L5 L6 60 Degree V6 With Balance Shaft 90 Degree V8
½ Order
Abnormal – Likely Abnormal – Likely Abnormal - Likely Single Abnormal - Likely Single Abnormal – Likely
Abnormal – Likely Abnormal – Likely
Single Cylinder Single Cylinder Cylinder Misfire and/or Cylinder Misfire and/or Single Cylinder
Torque Single Cylinder Misfire Single Cylinder Misfire
Misfire Misfire EGR/Fuel Variance EGR/Fuel Variance Misfire
Sensitive
Abnormal – Likely Abnormal – Likely Abnormal – Likely
1st Abnormal – Likely Abnormal – Likely Abnormal – Likely Abnormal – Likely
Component Component Component
Order Component Imbalance Component Imbalance Component Imbalance Component Imbalance
Imbalance Imbalance Imbalance
1½ Abnormal - Likely Bank to Abnormal - Likely Bank to
Order Possible Engine Possible Engine Possible Engine Possible Engine Bank EGR/Fuel Variance Bank EGR/Fuel Variance Possible Engine
Driven Accessory Driven Accessory Driven Accessory Driven Accessory Driven Accessory
Torque Related Related Related Related Possible Engine Driven Possible Engine Driven Related
Sensitive Accessory Related Accessory Related
2nd
Characteristic of Characteristic of Engine Characteristic of Engine
Order Possible Engine Possible Engine Possible Engine Possible Engine
Engine Arrangement Arrangement Arrangement
Driven Accessory Driven Accessory Driven Accessory Driven Accessory
Non
– Possible Powertrain Related Related Related – Possible Powertrain – Possible Powertrain Related
Torque
Isolation Related Isolation Related Isolation Related
Sensitive
Characteristic – Characteristic –
ENGINE FIRING ENGINE FIRING Abnormal - Likely
2nd FREQUENCY FREQUENCY Bank to Bank
Order Possible Engine Possible Engine EGR/Fuel Variance
– Possible Powertrain – Possible Powertrain Driven Accessory Driven Accessory Possible Engine Driven Possible Engine Driven
Isolation Related Isolation Related Accessory Related Accessory Related
Torque Related Related
Sensitive Possible Engine Possible Engine Possible Engine
Driven Accessory Driven Accessory Driven Accessory
Related Related Related
Characteristic –
ENGINE FIRING
FREQUENCY
2½
Order Possible Engine Possible Engine – Possible Possible Engine Possible Engine
Possible Engine Driven Possible Engine Driven
Driven Accessory Driven Accessory Powertrain Driven Accessory Driven Accessory
Accessory Related Accessory Related
Torque Related Related Isolation Related Related Related
Sensitive
Possible Engine
Driven Accessory
Related
Characteristic –
ENGINE FIRING Characteristic – ENGINE Characteristic – ENGINE
FREQUENCY FIRING FREQUENCY FIRING FREQUENCY
3rd
Order Possible Engine Possible Engine Possible Engine – Possible – Possible Powertrain – Possible Powertrain Possible Engine
Driven Accessory Driven Accessory Driven Accessory Powertrain Isolation Related Isolation Related Driven Accessory
Torque Related Related Related Related
Isolation Related
Sensitive
Possible Engine
Possible Engine Driven Possible Engine Driven
Driven Accessory
Accessory Related Accessory Related
Related
Characteristic –
Characteristic – Characteristic –
ENGINE FIRING
Minimal Amount – of Minimal Amount – of
FREQUENCY
4th Engine Arrangement Engine Arrangement
Order Possible Engine Possible Engine – Possible
– Possible Powertrain – Possible Powertrain Driven Accessory Driven Accessory Possible Engine Driven Possible Engine Driven
Accessory Related Accessory Related Powertrain Isolation
Torque Isolation Related Isolation Related Related Related Related
Sensitive
Possible Engine Possible Engine Possible Engine
Driven Accessory Driven Accessory Driven Accessory
Related Related Related


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Vibration Analysis - Engine/Accessory Isolation

Test Description
5. A loose, damaged, misaligned, or defective powertrain insulator and/or bracket may create a transfer path into the passenger compartment.
6. A loose, damaged, misaligned, or defective exhaust system insulator and/or bracket may create a transfer path into the passenger compartment.
7. Incorrectly seated and/or aligned powertrain components and/or exhaust system components may create a transfer path into the passenger compartment.
When loosening powertrain mounts in order to re-bed the powertrain observe the following:
Do not loosen the mount bracket-to-engine bolts/nuts, do not loosen the mount bracket-to-vehicle frame bolts/nuts if mount brackets are used.
Loosen the mount-to-mount bracket bolts/nuts if mount brackets are used, or loosen the mount-to-slotted holes in vehicle frame bolts/nuts if a direct-mount design is
used.
8. Non-rotating engine driven accessory component systems can no longer produce a unique disturbance.
9. Non-rotating engine driven accessory components can no longer produce a unique disturbance. If a disturbance is still present, but the characteristics have been
altered, it is possible that these component systems are acting as a transfer path for engine firing frequency or a first order engine disturbance.
If a disturbance is still present, but the characteristics have NOT been altered, it is NOT likely that these component systems are acting as a transfer path for engine
firing frequency or a first order engine disturbance.
10. If the mark placed on the face of an engine driven accessory pulley seems to stand still while running this test, then that accessory system is either responding to an
existing frequency, such as engine firing pulses, or creating a disturbance.
11. A loose, damaged, misaligned, or defective engine driven accessory system insulator and/or bracket may create a transfer path into the passenger compartment.
12. Removing the engine driven accessory and bracket, or brackets from the engine allows a thorough inspection to determine if any conditions are present that may create
a transfer path into the passenger compartment.
Step Action Yes No


Go to Vibration Analysis -
1 Were you sent here from the Vibration Analysis - Engine table?
Go to Step 2 Engine
2 Is a vibration analyser available? Go to Step 3 Go to Step 5
1. Using the engine RPM and frequency data recorded for the customer's vehicle, determine the order of engine
rotation to which the disturbance is related.
2. Determine the possible causes of the disturbance as it relates to a specific order of engine rotation.
3
Refer to Engine Order Classification .
Does the Engine Order Classification table indicate that the disturbance is of the same order as the engine firing
frequency? Go to Step 5 Go to Step 4
Does the Engine Order Classification table indicate that the disturbance is likely related to engine driven
4
accessories? Go to Step 8 Go to Step 5
Inspect the powertrain mounts--engine, transmission, transfer case, and direct-mount drive shaft, if equipped--and
any powertrain braces for the following conditions:

5 • Twisted, broken, torn, and/or collapsed insulators
• Bent, twisted, and/or deformed brackets
Realign or replace powertrain mounts as indicated by the inspection.
Did you find and correct a condition? Go to Step 13 Go to Step 6

Inspect the exhaust system components for the following:

- Heat Shields
Nuts, bolts, studs, clamps, straps
6 Inspect with the exhaust system both COLD and HOT; in NEUTRAL, FORWARD and REVERSE gears
• Stretched, twisted, broken, torn, and/or collapsed insulators
• Bent, twisted, cracked, and/or deformed brackets
Repair, replace, and/or realign exhaust system components as indicated by the inspection.

Perform the Powertrain Mount Balance Procedure if available or perform the following procedure to re-bed the
powertrain:
1. Loosen, but do not remove, all powertrain mounts and exhaust system hangers.
2. Ensure that the exhaust flexible coupling, if equipped, moves freely.
--
7 4. Settle the powertrain by shifting the transmission from DRIVE to REVERSE.
5. Place the transmission into NEUTRAL.
6. Turn OFF the ignition.
7. Tighten all of the loosened fasteners with the powertrain in a relaxed position.
Did you complete the operation? Go to Step 13

Caution: Do not run the engine for longer than 60 seconds with the accessory drive belt, or belts removed, or
overheating and/or damage may result.
1. Remove the engine accessory drive belt, or belts.

4. With the scan tool still installed, start the engine.
8
6. Increase the engine RPM to the level recorded during duplication of the disturbance.
7. Allow the engine to idle, then place the transmission in DRIVE.
8. Increase the engine RPM to the level recorded during duplication of the disturbance.
10. Install the engine accessory drive belt, or belts.
Was the disturbance significantly reduced or eliminated? Go to Step 10 Go to Step 9

Were the characteristics of the disturbance altered but still present?
9 Go to Step 11 Go to Step 15
1. Mark the face of the suspected accessory pulleys, including any related idler pulleys, near the outer edge
with a paint mark.
2. Install an inductive pickup timing light,if available, to the vibration analyser.
5. With the scan tool and the vibration analyser, still installed, start the engine.
6. Enter the recorded frequency of the disturbance as the initial frequency for strobe operation.
7. Have an assistant place the transmission in NEUTRAL or PARK.
8. Slowly increase the engine RPM to the level recorded during duplication of the disturbance, then maintain
that speed.
9. Using the inductive pickup timing light, check each of the suspected accessory pulleys to determine if any of
them is related to the frequency of the disturbance.
Check each of the accessory systems, both engaged and under maximum load and disengaged or under
10 minimum load.
10. Allow the engine to idle, then place the transmission in DRIVE.
11. Slowly increase the engine RPM to the level recorded during duplication of the disturbance, then maintain
that speed closely.
12. Using the inductive pickup timing light, check each of the suspected accessory pulleys to determine if any of
them is related to the frequency of the disturbance.
Check each of the accessory systems, both engaged and under maximum load and disengaged or under
minimum load.
13. Turn OFF the ignition. Go to Vibration Diagnostic Aids

- Vibration Intermittent or Not
Did you identify an engine driven accessory system as being related to the frequency of the disturbance? Go to Step 11 Duplicated
Inspect the components of the engine driven accessory system for the following:

- Heat Shields, if equipped
Nuts, bolts, studs, clamps, straps
Inspect with the accessory system both under a LOAD and NOT loaded
11 • Improper alignment
• Bent or damaged pulleys
• Cracked, dry-rotted, and/or oil-soaked component insulators
• Stretched, twisted, broken, torn, and/or collapsed component insulators
• Bent, twisted, cracked and/or deformed component brackets
Repair, replace, and/or realign the engine driven accessory system components as indicated by the inspection.
1. Remove the engine driven accessory and bracket, or brackets from the engine.
2. Thoroughly inspect the accessory bracket, or brackets, bolts/nuts/studs, and the accessory itself for signs of
the following:
Bent, twisted, cracked and/or deformed conditions

12
3. Replace any of the components found to exhibit any of these conditions.
4. Reinstall the components to the engine.

Check the vehicle to determine if the disturbance is now significantly reduced or eliminated. Perform the following
steps:
1. Install a scan tool into the customer's vehicle.

2. Install the vibration analyser, if available, into the customer's vehicle; place the sensor in exactly the same
location as it was originally placed in the vehicle.
7. Slowly increase the engine RPM to the level at which the disturbance was most noticeable.
13
8. Record the engine RPM obtained on the scan tool and the most dominant frequency reading if obtained on
the vibration analyzer, if available.
11. Record the engine RPM obtained on the scan tool and the most dominant frequency reading if obtained on
the vibration analyzer, if available.
12. If the disturbance has been significantly reduced or eliminated, confirm the results by placing the transmission
into REVERSE, then repeat steps 10 and 11. Reverse-loading of the powertrain may increase or change the
characteristics of the vibration.
Has the disturbance been significantly reduced or eliminated? Go to Step 18 Go to Step 14

14 Have you investigated powertrain isolation as a possible cause of the disturbance? Go to Step 15 Go to Step 5
Have you investigated engine driven accessories as a possible cause of the disturbance? Go to Vibration
15 Analysis - Engine
Balance Go to Step 16
Go to Vibration Diagnostic Aids
16 Is the vibration analyser available? - Vibration Intermittent or Not
Go to Step 8 Duplicated
Replace the engine driven accessory component causing the disturbance.
17 --
Did you complete the replacement? Go to Step 18
18
Is the disturbance still present? Go to Step 2 System OK


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Vibration Analysis - Engine Balance

Test Description
4. If sufficient clearance exists to separate the transmission torque converter from the engine flywheel/flexplate, then further tests can be used to isolate the transmission
from the engine.
5. An engine flywheel/flexplate that has excessive lateral runout, when combined with the mass of the transmission torque converter, can produce a disturbance.
6. An engine flywheel/flexplate that is loose at the engine crankshaft or that is cracked or damaged, when combined with the mass of the transmission torque converter,
can produce a disturbance.
7. This step is designed to isolate the transmission from the engine to determine if the disturbance is related to the engine ONLY.
9. Re-indexing the transmission torque converter to the engine flywheel/flexplate alters the balance relationship between the torque converter and the rear of the engine.
11. If an electronic vibration analyser, is available, place the sensor onto the underside of the engine oil pan along the FRONT and the REAR edge allows for a
determination to be made, which will help to narrow down the cause of the disturbance.
13. An engine flywheel that has excessive lateral runout, when combined with the extra mass of the clutch pressure plate and clutch driven plate, can produce a
disturbance.
14. The clutch pressure plate and the engine flywheel are marked for proper indexing of the heavy-spot of one to the light-spot of the other. Improper indexing of the
pressure plate to the flywheel can produce a disturbance.
15. An engine flywheel that is loose at the engine crankshaft or that is cracked, damaged and/or missing balance weights; and/or a clutch pressure plate and clutch driven
plate that has loose springs, cracks, warpage, damage and/or missing balance weights - can produce a disturbance when their mass is combined.
16. An engine flywheel that is loose at the engine crankshaft or that is cracked, damaged and/or missing balance weights; and/or a clutch pressure plate and clutch driven
plate that has loose springs, cracks, warpage, damage and/or missing balance weights - can produce a disturbance when their mass is combined.
17. Re-indexing the pressure plate to the engine flywheel alters the balance relationship between the pressure plate/flywheel assembly and the rear of the engine.
18. An engine flywheel/flexplate that is damaged, misaligned, and/or imbalanced, can produce a disturbance.
19. An engine crankshaft balancer that is damaged, misaligned, and/or imbalanced, can produce a disturbance.
Step Action Yes No


Go to Vibration Analysis -
1 Were you sent here from the Vibration Analysis - Engine/Accessory Isolation table?
Go to Step 2 Engine/Accessory Isolation
Is an electronic vibration analyser available? Go to Vibration Diagnostic
2 Aids - Vibration Intermittent or
Go to Step 3 Not Duplicated
3 Is the vehicle equipped with a manual gearbox? Go to Step 11 Go to Step 4
Danger: Do not use a service jack in locations other than those specified to lift this vehicle. Lifting
the vehicle with a jack in other locations could cause the vehicle to slip off the jack and roll; this could
cause injury or death.
1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
2. Remove the flywheel/flexplate-to-torque converter bolts access cover, if equipped.
4 3. Determine if sufficient clearance exists to separate the transmission torque converter away from the
engine flywheel/flexplate and safely secure the torque converter from accidentally engaging with the
flywheel/flexplate.
Is there sufficient clearance to separate and safely secure the transmission torque converter away from
the engine flywheel/flexplate? Go to Step 5 Go to Step 11
1. With the flywheel/flexplate-to-torque converter access cover still removed, and with the vehicle still
raised, mark the position of the transmission torque converter in relation to the engine
flywheel/flexplate.
2. Disconnect the torque converter and move it away from the flywheel/flexplate.
3. Secure the transmission torque converter away from the engine flywheel/flexplate to avoid accidental
engagement with the flywheel/flexplate.
5 4. Lower the vehicle, start the engine and allow the engine to idle.
6. Visually inspect the flywheel/flexplate for excessive lateral runout.
7. Lower the vehicle.
Did the flywheel/flexplate exhibit excessive lateral runout? Go to Step 8 Go to Step 6

2. Inspect the flywheel/flexplate for the following:
• Looseness at the engine crankshaft
6 • Cracks and/or damage
• Missing balance weights
Did the flywheel/flexplate exhibit any of the conditions listed? Go to Step 8 Go to Step 7
1. With the transmission torque converter still secured away from the engine flywheel/flexplate to avoid
accidental engagement with the flywheel/flexplate, lower the vehicle.
4. With the scan tool and the electronic vibration analyser still installed, start the engine.
7 6. Slowly increase the engine RPM to the level at which the disturbance is most noticeable.
obtained on a electronic vibration analyser.

1. If the flywheel/flexplate is loose at the engine crankshaft, tighten the flywheel/flexplate mounting
bolts in sequence and to specification.
2. If the flywheel/flexplate is cracked, damaged, and/or has missing balance weights, replace the
8 —
damaged flywheel/flexplate.
Did you complete the tightening or replacement? Go to Step 20

2. Re-index the transmission torque converter to the engine flywheel/flexplate, 120 degrees from its
original position.
3. Reconnect the transmission torque converter to the engine flywheel/flexplate.
7. With the scan tool and a electronic vibration analyser still installed, start the engine.
9 8. Place the transmission in NEUTRAL or PARK.
obtained on a electronic vibration analyser.
11. If the disturbance is still noticeable, re-index the torque converter again to obtain the least amount of
disturbance.

Replace the out-of-balance transmission torque converter.
10 —
2. Position the GE-38792-A Electronic Vibration Analyzer (EVA) 2 sensor onto the underside of the
engine sump, along the FRONT edge.
6. With the scan tool and the GE-38792-A Electronic Vibration Analyzer (EVA) 2 , still installed, start
the engine.
11 7. Place the transmission in NEUTRAL or PARK.
obtained on the GE-38792-A Electronic Vibration Analyzer (EVA) 2 from the underside of the engine
sump.
10. Repeat steps 1 through 9, placing the GE-38792-A Electronic Vibration Analyzer (EVA) 2 sensor
onto the underside of the engine sump, along the REAR edge.
Is the disturbance greater along the FRONT of the engine? Go to Step 19 Go to Step 12
12 Is the vehicle equipped with an automatic transmission? Go to Step 18 Go to Step 13
2. Remove the flywheel inspection cover.
3. Start the engine. Allow the engine to idle.
13 4. Visually inspect the engine flywheel clutch surface for excessive lateral runout.
Does the engine flywheel clutch surface exhibit excessive lateral runout? Go to Step 18 Go to Step 14
Inspect the clutch pressure plate to engine flywheel mounting for proper factory indexing.
14
Is the clutch pressure plate properly indexed to the engine flywheel? Go to Step 16 Go to Step 15
1. Remove the clutch pressure plate and clutch driven plate from the engine flywheel.
2. Inspect the engine flywheel for the following:
• Cracks, warpage and/or damage
3. Inspect the clutch pressure plate and clutch driven plate for the following:
15 • Loose and/or damaged clutch driven plate damper springs
• Loose and/or damaged clutch pressure plate diaphragm springs
Do any of the above conditions exist? Go to Step 18 Go to Step 17
1. Remove the clutch pressure plate and clutch driven plate from the engine flywheel.
2. Inspect the engine flywheel for the following:
3. Inspect the clutch pressure plate and clutch driven plate for the following:
16 • Loose and/or damaged clutch driven plate damper springs
• Loose and/or damaged clutch pressure plate diaphragm springs
• Missing balance weights Go to Vibration Diagnostic
Do any of the above conditions exist? Go to Step 18 Not Duplicated
Re-index the pressure plate to the engine flywheel.
--
17
Did you complete the re-indexing? Go to Step 20
Replace the engine flywheel/flexplate.
—
18
Replace the engine crankshaft balancer.
—
19
Check the vehicle to determine if the disturbance is now significantly reduced or eliminated. Perform the
following steps:
1. Install or connect any components that were removed or disconnected during diagnosis.
2. Install a scan tool into the customer's vehicle.
3. Install a electronic vibration analyser, if available, into the customer's vehicle; place the sensor in
exactly the same location as it was originally placed in the vehicle.
20 8. Slowly increase the engine RPM to the level at which the disturbance was most noticeable.
obtained on a electronic vibration analyser, if available.
obtained on a electronic vibration analyser, if available.
13. If the disturbance has been significantly reduced or eliminated, confirm the results by placing the
transmission into REVERSE, then repeat steps 11 and 12. Reverse-loading of the powertrain may
increase or change the characteristics of the vibration. Go to Vibration Diagnostic
Has the disturbance been significantly reduced or eliminated? Go to Step 21 Not Duplicated
Road test the vehicle. Go to Vibration Diagnostic
21 Aids - Vibration Intermittent
Is the disturbance still present? or Not Duplicated System OK


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Vibration Diagnostic Aids - Vibration Intermittent or Not Duplicated

If you have not been able to duplicate the vibration concern or have only been able to duplicate the concern intermittently, review the following information.
Most vibration concerns that cannot be duplicated are due to either specific conditions that are not present during the duplicating attempts, or due to not following the
procedures designed to duplicate concerns properly and in the sequence indicated.
Specific Conditions Can Affect the Condition
Consider the following conditions which may not have been present while attempts were made to duplicate the vibration concern. Attempt to obtain more specific information
from the customer as to the EXACT conditions that are present when they experience the vibration which they are concerned about. Attempt to duplicate the vibration
concern again while recreating the EXACT conditions necessary, except those which pose a safety concern or are outside the boundaries of normal operating conditions,
such as loading the vehicle beyond its designed weight ratings, etc.
Most attempts to duplicate a vibration concern are made after the vehicle has been driven to the repair facility and perhaps even sat inside the building for a time; the vehicle
may be too warm to detect the concern during duplication efforts. The opposite could also occur; perhaps the vehicle has sat out in the cold for a time and fails to reach full
operating temperatures during attempts to duplicate the concern.
Temperature, Ground-Out, Accessory Load
Flat Spots on tyres
Tyres which have sat and been cool for a time can develop flat spots.
Irregular Wear on tyre Treads
Tyres which have sat and been cool for a time will be stiffer and any irregular wear conditions will be more noticeable than they will be once the tyres have warmed and
softened.
Exhaust System Growth
Exhaust systems may exhibit a ground-out condition when cool which goes away once the system is hot. The opposite may be true that the exhaust system is fine when cool
but a ground-out condition occurs once the system reaches operating temperatures. Exhaust systems can grow by 2½–5 cm (1–2 in) when hot.
Engine-Driven Accessory Noises
Note: When a stethoscope equipped with a probe is used to assist in identifying possible vibrating components, the results must be compared to the sound quality of the
same accessory, in a equally-equipped, same model year and type, KNOWN GOOD vehicle, and under the same conditions.
A stethoscope equipped with a probe can be used as an additional means to assist in identifying accessories which may be causing or contributing to a vibration concern.
• Belt Whipping

An engine accessory drive belt, or belts could exhibit a whipping condition if a belt is deteriorating and deposits are building up on the underside of the belt.
• Loose Mounting Brackets or Component Ground-Out
Engine-driven accessories such as an alternator, a power steering pump, or an air conditioning compressor could exhibit noise conditions due to either loose mounting
brackets or due to related components of the system in a ground-out condition during certain operation of that accessory system.
• Cold or Hot
Accessories could exhibit noise conditions when cool which go away once they are fully warmed-up, or the opposite may be true.
• Load on an Accessory Component
Accessories could exhibit a noise condition while under a heavy load - perhaps when combined with a cool or fully warmed-up condition.
• Bent or Misaligned Pulleys
Bent or mis-aligned pulleys in one or more engine-driven accessory systems could contribute to a noise or vibration condition.
• Fluid Level in Accessory Systems
Accessories could exhibit a noise condition due to an abnormal amount of fluid contained in the system of which the accessory is a part. For example:
- An improper power steering fluid level could produce noises in the power steering system.
- An improper air conditioning refrigerant level or an excessive amount of refrigerant oil could produce noises or possibly vibrations in the air conditioning system.
• Incorrect Fluid Type in Accessory Systems
Accessories could exhibit a noise condition due to the incorrect type of fluid contained in the system of which the accessory is a part.
Vehicle Payload
The vibration concern may only occur when the vehicle is carrying heavy payloads or towing a trailer; the vehicle may have been empty during duplication efforts.
Heavy Payload
The vehicle may have been empty during attempts to duplicate the vibration concern, but the customer may actually experience the vibration concern while the vehicle is
carrying a large payload.
Trailer Towing
The customer may experience the vibration concern only while towing a trailer.
Roadway Selection
The selection of roadways used to perform the vibration duplication procedures is likely to be in the near vicinity of the repair facility and may not provide a road surface that is
similar enough to the surface on which the customer usually drives the vehicle.
The customer may only experience the vibration on a particular roadway. Perhaps the roadway is overly crowned or is very bumpy or rough.


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Brake Disc/Drum Balance Inspection

Danger: Do not use a service jack in locations other than those specified to lift this vehicle. Lifting the vehicle with a jack in other locations could cause the vehicle to slip
off the jack and roll; this could cause injury or death.
1. Support the vehicle drive axle on a suitable hoist. Refer to Lifting and Jacking the Vehicle .
2. Remove the tyre and wheel assemblies from the drive shaft. Refer to Tyre and Wheel Removal and Installation .
3. Reinstall the wheel nuts in order to retain the brake discs.

4. Run the vehicle at the concern speed while inspecting for the presence of the vibration.
Caution: Do not depress the brake pedal with the brake discs and/or the brake drums removed, or with the brake callipers repositioned away from the brake discs, or
damage to the brake system may result.
5. If the vibration is still present, remove the discs from the drive shaft, then run the vehicle back to the concern speed.
6. If the vibration is eliminated when the brake discs are removed from the drive shaft, repeat the test with one disc installed at a time. Replace the disc that is causing or
contributing to the vibration concern.
7. If a brake disc was replaced as a result of following the previous steps, or if necessary to confirm the results obtained during the previous steps, and/or to check the non-
drive shaft components, perform the following:
7.1. Mount the brake disc/drum on a balancer in the same manner as a tyre and wheel assembly.
Note: Check brake rotors/drums for static imbalance only; ignore the dynamic imbalance readings.
7.2. Inspect the disc/drum for static imbalance.
There is not a set tolerance for brake disc/drum static imbalance. However, any brake disc/drum measured in this same manner which is over 21 g (¾ oz) may have the
potential to cause or contribute to a vibration. Discs/drums suspected of causing or contributing to a vibration should be replaced. Any disc/drum that is replaced should be
checked for imbalance in the same manner.


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Specification
Bonnet Rear Reveal Moulding Nut 4.7 N·m 42 lb in
Tailgate Side Applique Nut 6 N·m 53 lb in
Rear End Spoiler Nut 6 N·m 53 lb in


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Emblem/Nameplate Replacement
Special Tools
EL-25070 Heat Gun
For equivalent regional tools, refer to Special Tools .
Caution: Refer to Exterior Trim Emblem Removal Caution in the Preface section.
1. The part and vehicle surface should be 21°C (70°F) prior to installation. The vehicle should remain inside in a temperature range of 21°C (70°F) for 1 hour after
assembly to allow the adhesive to develop sufficient bond strength.
2. Using masking tape, mark two sides of the placement where the old emblem/nameplate was placed.
3. Use a EL-25070 heat gun or equivalent, to heat the adhesive backed emblem/nameplates.
4. A flat-bladed plastic tool can assist in the removal process.
5. Wipe the vehicle surface area with a 50/50 solution by volume of isopropyl alcohol and clean drinkable water.
6. Dry the area with a clean lint-free cotton cloth.
7. Close any doors, tailgates, endgates and rear compartment lids where emblem/nameplates are to be placed.
8. When removing protective liners from adhesive backed emblem/nameplates, be careful not to touch the adhesive tape or allow the tape to come in contact with dirt or
any foreign matter prior to the placement and adhesion.
9. Remove the protective liner from the emblem/nameplate.
10. Position, align and press the emblem/nameplate to the previously marked location.
11. Using a clean towel and the palm of the hand, press firmly for approximately 30 seconds, the emblem/nameplate to the vehicle body panel surface.
12. Ensure the emblem/nameplate is attached firmly to the body panel surface.
13. Remove the masking tape and clean all tape residue from the vehicle body panel surface around the emblem/nameplate attachment location.


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Body Panel Paint Protector Replacement - VGC

1. The paint protective film and vehicle surface temperature should be 13-32°C (55-90°F) for best results.
2. Automatic car washes should be avoided for at least 24 hours after the paint protective film application.
3. Wipe the vehicle surface with isopropyl alcohol or flash naptha at the application area.
4. Dry the surface with a clean lint-free cloth.
5. Create a mixture of 25 percent isopropyl alcohol and 75 percent water and two drops of baby shampoo per 16 oz of fluid mixture.
6. Remove the backing liner from the protective film patch.
7. Use the solution to liberally spray the adhesive side of the protective patch, the mounting location along with your hands.
8. Position the paint protective film patch to the desired location on the vehicle.
9. Spray the surface of the film with the alcohol, water and soap solution.
10. Using a dampened squeegee, start at the centre of the protective patch, working outward in order to remove the air and solution from under the protective patch.
11. Release any air bubbles with a pin.
12. Dry the surface with a clean, lint-free cotton cloth.


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Front Side Door Window Frame Rear Applique Replacement

Stripes or Decals
The stripes and decals adhere to a painted surface using pressure sensitive adhesive.
The use of a wetting solution aids the technician in lifting and positioning the stripe or decal during the installation. The wetting solution ensures a better bond between the
stripe or decal and the panel assembly. Use a wetting solution when applying large stripe and decal packages.
Complete the following procedures before you apply a stripe or a decal:
• Metal repair or refinishing after a collision

• Painting the underlying surface
Maintain a temperature 21-38°C (70-100°F) on the body surfaces and the decals prior to installation. The decal requires auxiliary heat sources in order to warm the body
surfaces and decals. If the temperature is below 21°C (70°F) the decal may not adhere to the body surface properly.
Note: You may apply stripes or decals using the dry method. Use the wet method if the dry method does not result in a bubble free application. This may be the case in large
graphics packages.
Use the wet method in order to apply the stripes or decals that are applied on flexible surfaces (fascias, etc.). This will reduce the formation of bubbles under the decal due to
the outgassing potential of the flexible materials.
Use the following equipment and materials in order to apply a stripe or a decal:
• A wetting solution

A foaming type of window cleaner that does not contain ammonia.
• A silicone, wax and grease remover
• Varnish Makers and Painters (VM&P) naphtha
• Isopropyl alcohol
• A squeegee
- 75-100 mm (3-4 in) wide
- Made of plastic or hard rubber
Remove the burrs from any sharp or rough edges in order to prevent scratching of the stripe or decal.
• A water bucket and sponge or spray bottle
• Sandpaper
- 800 grit or finer
- Wet or dry type
• A heat gun or heat lamp
• A clean, lint-free wiping cloth
• A sharp knife or razor blade
• A pair of scissors
• A fine pin or needle
• A marking pencil
Stripe or Decal Removal
1. Remove the following components:

• Necessary mouldings or trim panel
• Moulding attaching clips
• Handles
• Sidemarker lamps
• Other stripe or decal overlapping parts
2. Clean the following areas as needed:
• The repair surfaces
• The adjacent panels
• The openings
3. Use 3M™ ScotchBrite moulding adhesive remover disk 3M™ P/N 07501 or equivalent in order to remove the stripe or decal from the body panel.
4. Use Varnish Makers and Painters (VM&P) naphtha in order to remove all traces of adhesive residue from the painted surfaces.
Stripe or Decal Installation -- Wet Method
1. Prepare the surface.
Note: Remove any imperfections that would appear through the stripe or decal if the area has been refinished.
2. Clean the painted surface using the following types of removers:

• Silicone
• Wax
• Grease
3. Clean the area where the stripe or decal will be applied using a 50/50 mixture of isopropyl alcohol and water.
4. Wipe the panel surface using a clean cloth while the solvent is still wet. Allow the panel surface to dry.
5. Apply the wetting solution to the area where you are installing the stripe or decal.
Application of a soapy wetting solution on the top side of the stripe or decal will ease the pull of the squeegee on the stripe or decal and help to eliminate damage.
Note: Do not touch the adhesive backing of the stripes.
6. Apply the wetting solution on the adhesive side of the stripe or decal.
Remove the backing material of the stripe or the decal as needed.
7. Apply the strip or decal to the panel. The wetting solution will allow movement for proper positioning on the panel surface.
8. Working from the centre where possible, squeegee the stripe or decal into position. Apply additional wetting solution as needed in order to ease installation.
9. Apply heat to the stripe or decal at the recessed areas. Press the stripe or decal into the recess in order to obtain a firm bond.
10. Use adequate light reflection in order to inspect the stripe or decal from a critical angle. This technique detects any irregularities that may have developed during the
installation.
Note: Do not use a razor blade or a knife edge in order to pierce the air bubbles.
11. Remove all air bubbles by piercing the bubble with one of the following items:
• A safety pin
• A needle
• A tool with the same size piercing tip
12. Pierce the bubble on the outer edge. Force the air out through the opposite edge using the blade of the squeegee.
13. Install any previously removed components. Clean the components as needed.


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Liftgate Side Applique Replacement
Callout Component Name

Preliminary Procedures
1. Open and suitably support the tailgate assembly.

2. Remove the liftgate lower trim finish panel. Refer to Liftgate Lower Trim Finish Panel Replacement .
Tailgate Side Applique Nut (Qty: 2)
Caution: Refer to Fastener Caution in the Preface section.

1
Tighten
6 N·m (53 lb in)
Liftgate Side Applique
Procedure
2
1. There is a tab type latch at the centre bottom of the applique that will need to be slightly moved to the left using a small flat bladed tool in order to release the
applique from the outer tailgate panel.
2. Lift the applique up from the tailgate and release the tab in order to remove.


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Quarter Panel Tail Lamp Upper Moulding Replacement

1. Open and support the tailgate assembly.

2. Remove the rear bumper fascia. Refer to Rear Bumper Fascia Removal and Installation : Volt → Ampera .
Quarter Panel Tail Lamp Moulding Screw (Qty: 3)

1
Tighten
2.5 N·m (22 lb in)
2 Rear Bumper Fascia Upper Retainer Grommet
Quarter Panel Tail Lamp Moulding
3
Tip
Lift the quarter panel tail lamp moulding from the tail lamp pocket.


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Rear Side Door Window Frame Rear Applique Replacement

Stripes or Decals
The stripes and decals adhere to a painted surface using pressure sensitive adhesive.
The use of a wetting solution aids the technician in lifting and positioning the stripe or decal during the installation. The wetting solution ensures a better bond between the
stripe or decal and the panel assembly. Use a wetting solution when applying large stripe and decal packages.
Complete the following procedures before you apply a stripe or a decal:
• Metal repair or refinishing after a collision

• Painting the underlying surface
Maintain a temperature 21-38°C (70-100°F) on the body surfaces and the decals prior to installation. The decal requires auxiliary heat sources in order to warm the body
surfaces and decals. If the temperature is below 21°C (70°F) the decal may not adhere to the body surface properly.
Note: You may apply stripes or decals using the dry method. Use the wet method if the dry method does not result in a bubble free application. This may be the case in large
graphics packages.
Use the wet method in order to apply the stripes or decals that are applied on flexible surfaces (fascias, etc.). This will reduce the formation of bubbles under the decal due to
the outgassing potential of the flexible materials.
Use the following equipment and materials in order to apply a stripe or a decal:
• A wetting solution

A foaming type of window cleaner that does not contain ammonia.
• A silicone, wax and grease remover
• Varnish Makers and Painters (VM&P) naphtha
• Isopropyl alcohol
• A squeegee
- 75-100 mm (3-4 in) wide
- Made of plastic or hard rubber
Remove the burrs from any sharp or rough edges in order to prevent scratching of the stripe or decal.
• A water bucket and sponge or spray bottle
• Sandpaper
- 800 grit or finer
- Wet or dry type
• A heat gun or heat lamp
• A clean, lint-free wiping cloth
• A sharp knife or razor blade
• A pair of scissors
• A fine pin or needle
• A marking pencil
Stripe or Decal Removal
1. Remove the following components:

• Necessary mouldings or trim panel
• Moulding attaching clips
• Handles
• Sidemarker lamps
• Other stripe or decal overlapping parts
2. Clean the following areas as needed:
• The repair surfaces
• The adjacent panels
• The openings
3. Use 3M™ ScotchBrite moulding adhesive remover disk 3M™ P/N 07501 or equivalent in order to remove the stripe or decal from the body panel.
4. Use Varnish Makers and Painters (VM&P) naphtha in order to remove all traces of adhesive residue from the painted surfaces.
Stripe or Decal Installation -- Wet Method
1. Prepare the surface.
Note: Remove any imperfections that would appear through the stripe or decal if the area has been refinished.
2. Clean the painted surface using the following types of removers:

• Silicone
• Wax
• Grease
3. Clean the area where the stripe or decal will be applied using a 50/50 mixture of isopropyl alcohol and water.
4. Wipe the panel surface using a clean cloth while the solvent is still wet. Allow the panel surface to dry.
5. Apply the wetting solution to the area where you are installing the stripe or decal.
Application of a soapy wetting solution on the top side of the stripe or decal will ease the pull of the squeegee on the stripe or decal and help to eliminate damage.
Note: Do not touch the adhesive backing of the stripes.
6. Apply the wetting solution on the adhesive side of the stripe or decal.
Remove the backing material of the stripe or the decal as needed.
7. Apply the strip or decal to the panel. The wetting solution will allow movement for proper positioning on the panel surface.
8. Working from the centre where possible, squeegee the stripe or decal into position. Apply additional wetting solution as needed in order to ease installation.
9. Apply heat to the stripe or decal at the recessed areas. Press the stripe or decal into the recess in order to obtain a firm bond.
10. Use adequate light reflection in order to inspect the stripe or decal from a critical angle. This technique detects any irregularities that may have developed during the
installation.
Note: Do not use a razor blade or a knife edge in order to pierce the air bubbles.
11. Remove all air bubbles by piercing the bubble with one of the following items:
• A safety pin
• A needle
• A tool with the same size piercing tip
12. Pierce the bubble on the outer edge. Force the air out through the opposite edge using the blade of the squeegee.
13. Install any previously removed components. Clean the components as needed.


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Radiator Grille Replacement

Warning: Use the proper eye protection when drilling to prevent metal chips from causing physical injury.
1. Remove the front bumper fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera .
2. Drill and remove the two upper rivets from the corners of the front bumper upper fascia.
3. Remove the two locking retainers from the rear of the radiator grille.
1 Rivet (Qty: 2)
Radiator Grille Assembly
Procedure
3
1. Remove the grille assembly from the rear of the front bumper fascia.
2. Transfer the radiator grille emblem. Refer to Emblem/Nameplate Replacement .


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Bonnet Rear Reveal Moulding Replacement

Preliminary Procedure
Open and suitably support the bonnet assembly.

Bonnet Rear Reveal Moulding Nut (Qty: 2)
1
Tighten
4.7 N·m (42 lb in)
Bonnet Rear Reveal Moulding Retainer (Qty: 8)
Procedure
2 1. Access the two nuts from the bottom of the bonnet assembly.
2. Using a trim-type release tool, insert the tool between the rear of the outer bonnet panel and rear reveal moulding.
3. Gently pry each retainer upward, one retainer at a time
4. Remove the moulding from the rear edge of the bonnet.
Bonnet Rear Reveal Moulding Assembly
Procedure
1. Using a plastic flat-bladed tool, clean any adhesive tape residue from the bonnet panel surface.
3 2. Use a 50 / 50 mixture by volume of isopropyl alcohol and clean drinkable water to clean any tape residue off the bonnet panel.
3. Dry the bonnet surface thoroughly before installing the new bonnet rear reveal moulding.
4. Peel the adhesive tape backing from the new bonnet rear reveal moulding.
5. Align the centre alignment pin to the centre bonnet hole.
6. Align and secure all of the retainers using a dry clean cotton shop towel and the palm of the hand.
7. Wet out the adhesive tape strip.
8. Secure the two outer nuts.


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Front Wing Upper Rear Moulding Replacement

Open the front door on the side the front wing upper rear moulding will be serviced.
W-clip Retainer (Qty: 4)
1
1. Ensure to apply two layers of masking tape around the front edge of the moulding to prevent any paint surface damage.
2. Using a trim-type release tool, disengage the w-clip from the wing.
Garnish Clip Retainer

Procedure
2 1. Begin at the forward edge and release the garnish retainer from the bodyside wing.
2. Release the three lower retainer clips.
3. Release the upper retainer clip using a trim-type release tool.
4. Remove the front wing upper rear moulding from the wing.
Adhesive Tape
Procedure
3
1. Clean any adhesive tape residue from the front wing using a 50 / 50 mixture by volume of isopropyl alcohol and clean drinkable water.
2. Dry the wing surface thoroughly with a lint-free cotton towel.
Front Wing Upper Rear Moulding Assembly
Procedure
4
1. Upon installation, align both lower alignment pins to the wing and then remove the adhesive tape backing.
2. Using the palm of the hand, secure each retainer location until fully seated to the wing.


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Sill Panel Moulding Replacement

Danger: Do not use a service jack in locations other than those specified to lift this vehicle. Lifting the vehicle with a jack in those other locations could cause the
vehicle to slip off the jack and roll; this could cause injury or death.
2. Open both doors on the side the lower rocker moulding will be serviced.
Front Wheelhouse Rear Screw (Qty: 2)

1
Tighten
2.5 N·m (22 lb in)
Rear Wheelhouse Front Screw (Qty: 2)
2
Tighten
2.5 N·m (22 lb in)
Rocker Panel Molding Retainer (Qty: 24)
Procedure
3 1. Begin with the six bottom retainers, using a trim-type release tool disengage the retainers from the rocker outer panel reinforcement.
2. Disengage one retainer from the hinge pillar lower reinforcement bracket.
3. Disengage two lower retainers from the bottom edge of the front wing.
4. Disengage the remainder of the retainers from the bodyside outer frame assembly.
Rocker Panel Moulding Assembly

4
Tip
Replace any damaged or broken retainers prior to installing the rocker panel moulding.


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Roof Panel Joint Finish Moulding Replacement

1. Begin at the rear edge of the roof panel joint finish moulding and carefully pry the moulding from the roof ditch clip.
2. Pull the moulding forward out of the ditch.
3. Carefully lift the front edge from the second roof ditch clip.
4. Clean any adhesive residue from the ditch using a 50 / 50 mixture by volume of isopropyl alcohol and clean drinkable water.
5. Dry the ditch with a lint free cotton towel.
Roof Panel Joint Finish Moulding
Procedure
1 1. Insert the front edge of the moulding to the edge of glass.

2. Using a roller-type tool, roll the moulding into the ditch front to rear to ensure full adhesion is made.
3. Tuck the rear lip of the finish moulding to the edge of the rear tailgate panel.
4. Inspect the moulding to roof ditch fit.


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Rear End Spoiler Replacement

1. Open and support the rear tailgate assembly.

2. Remove the liftgate trim finish panel. Refer to Liftgate Lower Trim Finish Panel Replacement
3. Disconnect the high mount brake lamp electrical connector from the tailgate main electrical harness.
1 High Mount Brake Lamp Electrical Connector
Rear End Spoiler Screw (Qty: 2)

2
Tighten
2.5 N·m (22 lb in)
Rear End Spoiler Nut (Qty: 6)
3
Tighten
6 N·m (53 lb in)
Rear End Spoiler Retainer (Qty: 4)
4
Tip
Replace any broken retainers and ensure the water management foam gaskets are all in place prior to securing the rear end spoiler to the tailgate.
Rear End Spoiler
5 Procedure
Transfer the high mount brake lamp. Refer to High Mount Brake lamp Replacement


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Special Tools
Illustration Tool Number/ Description
EL 25070
J-25070
Heat Gun - 500-700°F


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Application Type of Material GM Part Number
GM Vehicle Care Odour Eliminator Fluids Refer to Electronic Parts Catalogue.


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Eliminating Unwanted Odors in Vehicles

GM Vehicle Care Odour Eliminator, Refer to Adhesives, Fluids, Lubricants, and Sealers , may control or eliminate odours in the interior and luggage compartment areas of
GM vehicles. This non-toxic, biodegradable, odorless product has been shown to greatly reduce or remove the following types of odor:
• Objectionable smells of mold and mildew resulting from vehicle water leaks
• Customer created odors, such as smoke
You may safely use GM Vehicle Care Odor Eliminator on fabrics, vinyl, leather, carpet, and sound deadening materials. You may also induce this product into HVAC modules
and instrument panel ducts for the control of non-bacterial related odors.
Note: This product leaves no residual scent and should not be used as an air freshener.
This product may result in the permanent elimination of an odor and may be preferable to customers whose allergies make them sensitive to perfumes. This product may
effectively remove odors when directly contacting the odor source. In cases such as water leaks, use this product with diagnostic procedures to first eliminate the primary
cause of the odor. Then use further applications on the residual odor to permanently correct the vehicle condition.
How to Use this Product
• Spray GM Vehicle Care Odor Eliminator directly or as an additive with carpet shampoo in steam cleaners.
• Do not use on any interior surface that plain water would deteriorate, because this product will have the same effect. Also avoid letting this product come into contact with
vinegar or any acidic substance. Acid-based products will hamper the effectiveness of GM Vehicle Care Odor Eliminator.
• Complete eight page treatment sheets are enclosed within each case of GM Vehicle Care Odour Eliminator. These treatment instructions range from simple vehicle odor
elimination to full step by step procedures for odor removal from water leaks.
• Instructions and cautions are printed on the bottle, but additional help is available. If you encounter a persistent or recurring odour, you may call to obtain additional
information and usage suggestions.


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Floor Carpet Drying

If the carpet or the pad or insulator is wet, use the following criteria for drying or for replacing the components:
• For a 1-piece carpet assembly bonded to a cotton or a fibre padding, replace the entire assembly.
• For a 2-piece carpet assembly with a cotton or a fibre padding, replace the padding only. While the carpet is out of the vehicle, dry the carpet using the method described
below.
• For a 1-piece carpet assembly bonded to a foam padding or attached to a synthetic padding, dry the carpet using the method described below.
• For a 2-piece carpet assembly with a synthetic padding, dry the assembly using the method described below.
• For a 1-piece carpet assembly with a separate cotton or a fibre padding, replace the cotton or fibre padding. While the carpet is out of the vehicle, dry the carpet using the
method described below.
Drying Method
1. If you observe puddles of liquid on the carpet face, use a wet vacuum to remove the excess moisture.
2. Blot the face of the carpet with a towel in order to absorb as much moisture as possible.
3. Point a fan at the affected area and air dry the carpet.


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Front Floor Panel Carpet Replacement

1. Remove the front seat. Refer to Driver or Passenger Seat Replacement .

2. Remove the front floor console. Refer to Front Floor Console Replacement .
3. Remove the rear seat cushion. Refer to Rear Seat Cushion Replacement .
4. Remove the front side door opening floor carpet retainer. Refer to Front Side Door Opening Floor Carpet Retainer Replacement .
5. Remove the rear side door opening floor carpet retainer. Refer to Rear Side Door Opening Floor Carpet Retainer Replacement .
6. Remove the center pillar trim panel. Refer to Centre Pillar Trim Panel Replacement .
1 Front Floor Panel Carpet Assembly


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Front Side Door Opening Floor Carpet Retainer Replacement

Front Side Door Opening Floor Carpet Retainer Assembly
1 Procedure
Pull up at the rear edge first, then pull rearward to remove.


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Rear Side Door Opening Floor Carpet Retainer Replacement

Remove the rear seat cushion. Refer to Rear Seat Cushion Replacement .
Rear Side Door Opening Floor Carpet Retainer Assembly
1 Procedure
Pull up at the front edge first, then pull rearward to remove.


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Headlining Trim Panel Replacement

Warning: Do not attempt to repair or alter the head impact energy-absorbing material glued to the headliner or to the garnish trims. If the material is damaged, replace the
headliner and/or the garnish trim. Failure to do so could result in personal injury.
Caution: Use care when working around the head curtain inflator module. Sharp tools may puncture the curtain airbag. If the head curtain inflator module is damaged in any
way, it must be replaced.
Caution: If a vehicle is equipped with a head curtain inflator module ensure that the inflator module and tether are undamaged. If tether or curtain airbag are damaged in any
way, they must be replaced.
1. Disable the roof rail SIR system. Refer to SIR Disabling and Enabling .
2. Fold the rear seats down.
3. Move front seats to full forward position and recline fully.
4. Remove the windshield side garnish molding. Refer to Windscreen Side Garnish Molding Replacement .
5. Remove the sunshade supports. Refer to Sunshade Support Replacement .
6. Remove the sunshade assembly. Refer to Sunshade Replacement .
7. Remove the roof rail rear assist handle assembly. Refer to Roof Rail Rear Assist Handle Replacement .
8. Remove the roof console assembly. Refer to Roof Console Replacement .
9. Remove the center pillar trim panel. Refer to Centre Pillar Trim Panel Replacement .
10. Remove the body lock pillar upper trim panel. Refer to Body Lock Pillar Upper Trim Panel Replacement .
11. Remove the reading lamp. Refer to Reading Lamp Replacement .
12. Remove the inside rearview mirror mount plate cover. Refer to Inside Rearview Mirror Mount Plate Cover Replacement .
1 Headliner Trim Panel Retainer (Qty: 2)

Headliner Trim Panel Assembly
Procedure
1. Prior to removal, note the routing of the wire harness to aid in reassembly and to ensure proper installation.
2 2. Disconnect the electrical connectors.
3. Removal and installation of the headliner must be completed through the tailgate opening with the aid of an assistant to prevent kinking or damage to the
headliner.
Tip
When installing a new headliner, tape any unused connector to the headliner with a high adhesive tape.


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Specification
Front Floor Console Bolts 9 N·m 80 lb in
Instrument Panel Inflatable Restraint Module Fasteners 9 N·m 80 lb in
Instrument Panel Tie Bar to Brake Pedal Bracket Bolts 12 N·m 9 lb ft
Instrument Panel Tie Bar to Front Floor Tunnel Panel Nuts 22 N·m 17 lb ft
Instrument Panel Tie Bar to Vehicle Body Bolts 22 N·m 17 lb ft


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Instrument Panel Lower Trim Panel Insulator Replacement

Warning: Refer to SIR Warning in the Preface section.
Disable the SIR system. Refer to SIR Disabling and Enabling .

Instrument Panel Lower Trim Panel Insulator Fastener (Qty: 3)
1
2 Instrument Panel Lower Trim Panel Insulator Assembly


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Steering Column Opening Lower Filler Replacement

1. Remove the left instrument panel side trim panel. Refer to Instrument Panel Side Trim Panel Replacement .
2. Remove the left instrument panel lower inflatable restraint module. Refer to Inflatable Restraint Instrument Panel Lower Module Replacement - Driver Side .
Instrument Panel Steering Column Opening Lower Filler Fastener (Qty: 3)
1
2 Instrument Panel Steering Column Opening Lower Filler Tether Fastener (Qty: 2)
Instrument Panel Steering Column Opening Lower Filler Assembly
3 Procedure
Use a flat bladed plastic trim tool to aid in the removal of the lower filler assembly from the instrument panel.


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Instrument Panel Side Trim Panel Replacement

Instrument Panel Side Trim Panel - Left
1 Procedure
Use a flat bladed plastic trim tool to aid in the removal of the side trim panel from the instrument panel assembly.
Instrument Panel Side Trim Panel - Right
2 Procedure
Use a flat bladed plastic trim tool to aid in the removal of the side trim panel from the instrument panel assembly.


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Instrument Panel Upper Trim Panel Replacement

Instrument Panel Upper Trim Panel Assembly
Procedure
1
1. Use a flat bladed plastic trim tool to aid in the removal of the upper trim panel from the instrument panel assembly.
2. Disconnect the electrical connections.
3. When replacing the upper trim panel assembly, transfer all necessary components.


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Instrument Panel Cluster Trim Plate Cover Replacement

1. Remove the instrument panel cluster trim plate. Refer to Instrument Panel Cluster Trim Plate Replacement .
2. Remove the instrument cluster assembly. Refer to Instrument Cluster Replacement .
Instrument Panel Cluster Trim Plate Cover Fasteners (Qty: 4)
1
2 Instrument Panel Cluster Trim Plate Cover Assembly


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Instrument Panel Cluster Trim Plate Replacement

Note: The instrument panel cluster trim plate and the steering column upper trim cover must be removed as an assembly, do not attempt to separate.
Disable the SIR system. Refer to SIR Disabling and Enabling

Instrument Panel Cluster Trim Plate and Steering Column Upper Trim Cover Assembly
Procedures
1. Turn the steering wheel to the left in order to release the left tab securing the upper trim cover to the lower trim cover.
1 2. Release the retainers along the left side of the upper trim cover securing it to the lower trim cover.
3. While holding the left side of the trim cover up, turn the steering wheel enough to release the right retainer tab securing the right side of the upper trim cover to
the lower trim cover.
4. Release the retainers along the right side of the upper trim cover securing it to the lower trim cover.
5. Grasp the instrument panel cluster trim plate and steering column upper trim cover assembly and pull rearward releasing the clips securing the assembly to the
instrument panel.
2 Steering Column Upper Trim Cover

Instrument Panel Cluster Trim Plate Assembly
Procedure
3
When replacing either the instrument panel cluster trim plate or the steering column upper trim cover snap the two pieces together prior to installing them into the
vehicle.


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Instrument Panel Upper Outer Trim Panel Replacement - Right Side

Removal Procedure
Warning: Refer to SIR Warning in the Preface section.
1. Disable the SIR system. Refer to SIR Disabling and Enabling .

2. Remove the instrument panel lower compartment. Refer to Instrument Panel Lower Compartment Replacement .
3. Disconnect the electrical connection to the instrument panel inflatable restraint module.
4. Remove the 3 bolts (1) securing the instrument panel inflatable restraint module to the instrument panel tie bar assembly.
5. Use a flat bladed plastic trim tool to aid in the removal of the upper outer trim panel from the instrument panel assembly.
Note: When the instrument panel inflatable restraint module is to be replaced, both the inflatable restraint module and the upper outer trim panel needs to be purchased.
6. When the instrument panel inflatable restraint is to be reused follow the steps outlined below.
• Using a suitable sharp bladed tool, carefully cut the four tabs located on the rear side of the instrument panel upper outer trim panel.
• Using a suitable sharp bladed tool, carefully cut the five tabs located on the front side of the instrument panel upper outer trim panel.
• Remove the inflatable restraint module from the upper outer trim panel.
Installation Procedure
1. Install the instrument panel inflatable restraint module into the instrument panel upper outer trim panel. Refer to Instrument Panel Inflatable Restraint Module
Replacement .
2. Position the instrument panel upper outer trim panel assembly to the opening in the instrument panel assembly.
3. Push the trim panel downward ensuring the retainer tabs secure the trim panel to the instrument panel assembly.
4. Install the 3 bolts (1) securing the instrument panel inflatable restraint module to the instrument panel tie bar assembly and tighten to 9 N·m (80 lb in).
5. Connect the electrical connection to the instrument panel inflatable restraint module.
6. Install the instrument panel lower compartment. Refer to Instrument Panel Lower Compartment Replacement .
7. Enable the SIR system. Refer to SIR Disabling and Enabling .


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Instrument Panel Upper Outer Trim Panel Replacement - Left Side

Instrument Panel Upper Outer Trim Panel Assembly
Procedure
1
1. Use a flat bladed plastic trim tool to aid in the removal of the upper outer trim panel from the instrument panel assembly.
2. When replacing the upper outer trim panel assembly, transfer all necessary components.


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Instrument Panel Lower Extension Trim Panel Replacement

Instrument Panel Upper Trim Pad Retainer Assembly
1
Refer to Upper Trim Pad Retainer Replacement .
Instrument Panel Lower Extension Trim Panel
2 Procedure
Grasp the extension panel and pull it away from the retainer assembly releasing the clips securing the extension panel to the retainer assembly.


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Upper Trim Pad Retainer Replacement

1. Disable the SIR System. Refer to SIR Disabling and Enabling .

2. Remove the right and left windscreen side garnish mouldings. Refer to Windscreen Side Garnish Molding Replacement .
3. Remove the right and left instrument panel lower inflatable restraints. Refer to Inflatable Restraint Instrument Panel Lower Module Replacement - Passenger Side and
Inflatable Restraint Instrument Panel Lower Module Replacement - Driver Side .
4. Remove the right and left instrument panel upper outer trim panels. Refer to Instrument Panel Upper Outer Trim Panel Replacement - Right Side and Instrument Panel
Upper Outer Trim Panel Replacement - Left Side .
5. Remove the instrument panel upper centre compartment. Refer to Instrument Panel Upper Centre Compartment Replacement .
6. Remove the instrument panel upper trim panel. Refer to Instrument Panel Upper Trim Panel Replacement .
7. Remove the instrument panel cluster. Refer to Instrument Cluster Replacement .
8. Remove the left instrument panel side trim panel. Refer to Instrument Panel Side Trim Panel Replacement .
9. Remove the transmission control assembly. Refer to Transmission Control Replacement .
10. Remove the radio assembly. Refer to Radio Replacement .
11. Remove the HVAC remote control. Refer to Heater and Air Conditioning Remote Control Replacement .
12. Remove the right and left instrument panel outer air outlets. Refer to Instrument Panel Outer Air Outlet Replacement - Left Side and Instrument Panel Outer Air Outlet
Replacement - Right Side .
Instrument Panel Upper Trim Pad Retainer Fasteners (Qty: 14)

1
Instrument Panel Upper Trim Pad Retainer Assembly
Procedures
2 1. Prior to removing the instrument panel upper trim pad retainer note the location and routing of the instrument panel wiring harness to ensure proper
reinstallation.
2. With the aid of an assistant remove the instrument panel upper trim pad retainer from the vehicle.
3. When replacing the instrument panel upper trim pad retainer assembly, transfer all necessary components.


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Lower Trim Pad Retainer Replacement - Inner

Remove the instrument panel upper trim pad retainer assembly. Refer to Upper Trim Pad Retainer Replacement .
Instrument Panel Lower Trim Pad Retainer Screw (Qty: 4)
1
2 Instrument Panel Lower Trim Pad Retainer Fasteners (Qty: 8)
Instrument Panel Lower Trim Pad Retainer Assembly
Procedures
3 1. Prior to removing the instrument panel lower trim pad retainer, note the location and routing of the instrument panel wiring harness to ensure proper
reinstallation.
2. Remove the instrument panel lower trim pad retainer from the vehicle.
3. When replacing the instrument panel lower trim pad retainer assembly, transfer all necessary components.


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Lower Trim Pad Retainer Replacement - Outer

Remove the instrument panel upper trim pad retainer assembly. Refer to Upper Trim Pad Retainer Replacement .
Instrument Panel Lower Trim Pad Retainer Fasteners (Qty: 4)
1
Instrument Panel Lower Trim Pad Retainer Assembly
Procedures
2
1. Prior to removing the instrument panel lower trim pad retainer, note the location and routing of the instrument panel wiring harness to ensure proper
reinstallation.
2. When replacing the instrument panel lower trim pad retainer assembly, transfer all necessary components.


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Instrument Panel Upper Centre Compartment Replacement

Remove the radio control assembly. Refer to Radio Control Assembly Replacement .
Instrument Panel Upper Centre Compartment Fasteners (Qty: 2)
1
Instrument Panel Upper Centre Compartment Assembly
Procedures
2
2. When replacing the upper centre compartment, transfer all necessary components.


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Instrument Panel Lower Compartment Replacement

Remove the right lower instrument panel inflatable restraint module. Refer to Inflatable Restraint Instrument Panel Lower Module Replacement - Passenger Side .
Instrument Panel Lower Compartment Fasteners (Qty: 4)
1
2 Instrument Panel Lower Compartment Tether Fasteners (Qty: 2)
Instrument Panel Lower Compartment Assembly
Procedures
3
1. Disconnect the instrument panel compartment dampener.
2. When replacing the compartment assembly, transfer all necessary components.


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Instrument Panel Compartment Door Dampener Replacement

Remove the instrument panel lower compartment assembly. Refer to Instrument Panel Lower Compartment Replacement .
Instrument Panel Compartment Door Dampener
1 Procedure
Unsnap the dampener from the instrument panel assembly.


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Instrument Panel Tie Bar Replacement

Table 1: Preliminary Procedures
Table 2: Instrument Panel Electrical Centres Service Positioning
Table 3: Communication Interface Module Bracket Service Positioning
Table 4: Instrument Panel Tie Bar
Note: All procedures must be followed in the order shown to be able to remove the instrument panel tie bar assembly.
1. Remove the inner and outer instrument panel lower trim pad retainers. Refer to Lower Trim Pad Retainer Replacement : Outer → Inner .
2. Remove the instrument panel lower trim panel insulator. Refer to Instrument Panel Lower Trim Panel Insulator Replacement .
3. Remove the right and left front side door opening floor carpet retainers. Refer to Front Side Door Opening Floor Carpet Retainer Replacement .
4. Remove the steering column assembly. Refer to Steering Column Replacement .
5. Release the bonnet latch release handle from the tie bar assembly and position out of the way.
6. Release the data link connector from the instrument panel tie bar assembly, and position out of the way.
Instrument Panel Electrical Centres Service Positioning
Note: The instrument panel electrical centres are an integral part of the instrument panel wiring harness and are not a separate serviceable item.
Instrument Panel Electrical Centres Service Positioning

Right Instrument Panel Electrical Centre Fasteners (Qty: 2)
1
Right Instrument Panel Electrical Centre Assembly
2 Procedure
Position the electrical centre assembly out of the way.

3 Left Instrument Panel Electrical Centre Fasteners (Qty: 2)
Left Instrument Panel Electrical Centre Assembly
4 Procedure
Position the electrical centre assembly out of the way.
Communication Interface Module Bracket Service Positioning
Note: It is not necessary to disconnect the electrical wiring to the modules or remove the modules from the communications interface module bracket when following the
service positioning procedure.
Communication Interface Module Bracket Service Positioning

1 Communication Interface Module Bracket Fasteners (Qty: 4)
Communication Interface Module Bracket Assembly
2 Procedure
Position the communication interface module bracket assembly out of the way.
Instrument Panel Tie Bar
Instrument Panel Tie Bar

Instrument Panel Tie Bar to Brake Pedal Bracket Bolts (Qty: 4)
1
Tighten
12 N·m (9 lb ft)
2 Instrument Panel Tie Bar to HVAC Module Bolts (Qty: 2)
3 Instrument Panel Tie Bar to HVAC Module Nuts (Qty: 2)
Instrument Panel Tie Bar to HVAC Module Bolt
4
Tip
This bolt is driven from front of vehicle rearward.
Instrument Panel Tie Bar to Front Floor Tunnel Panel Nuts (Qty: 2)
5
Tighten
22 N·m (17 lb ft)
Instrument Panel Tie Bar to Vehicle Body Bolts (Qty: 4)
6
Tighten
22 N·m (17 lb ft)
Instrument Panel Tie Bar Assembly
Procedure
7 1. Note location and routing of the instrument panel wiring harness assembly in order to ensure proper reinstallation.
2. Remove all fasteners securing the instrument panel wiring harness to the tie bar assembly.
3. With the aid of an assistant, remove the tie bar assembly from the vehicle.
4. When replacing the tie bar assembly, transfer all necessary components.


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Instrument Panel Wiring Harness Replacement

Removal Procedure
Note: Arrange a place to embed the removed parts.
1. Install the MDI, start the ignition and read the diagnostic trouble codes.
1.1. Delete all diagnostic trouble codes and read diagnostic trouble codes again.
1.2. Notice ALL diagnostic trouble codes.
2. Disconnect the battery negative cable. Refer to Battery Negative Cable Disconnection and Connection .
3. Remove the inner and outer instrument panel lower trim pad retainer. Refer to Lower Trim Pad Retainer Replacement : Outer → Inner .
4. Remove the communication interface module. Refer to Communication Interface Module Replacement .
5. Remove the fasteners (1, 2), then remove the left and right instrument panel electrical centre assembly (3, 4).
6. Remove the fasteners (2), than remove the communication interface module bracket (1).
7. Release all mass cables from the tie bar and body weld studs.
8. Release the instrument panel wiring harness. Take pictures from the routing and fixing points of the instrument panel wiring harness for the orientation.
9. Disconnect all electrical connectors and unscrew ground cables.
9.1. Release all fixations.
9.2. Take care about destroyed cable straps and harness guidance regarding noises and rattles.
10. Remove the instrument panel wiring harness (1) from the instrument panel tie bar (2) and lay it on the floor. Unpack the new instrument panel wiring harness and
compare the old with the new harness concerning quantity of fixing points, cable straps, guides, part numbers and pin assignments.
1. After comparing the new with the old harness (1) install the harness on the tie bar (2).
• Check if there is no twisting and bending and fix the new wiring harness.
• Use new cable straps and pins. Connect all electrical connectors.
• Take care for the correct counterpart and the pin assignment.
• Use the pictures for orientation.
2. Tighten all mass cables to the weld studs to9 N·m (80 lb in).

3. Install the communication interface module bracket (1) and tighten the fasteners (2) to 2.5 N·m (22 lb in).
4. Install the left and right instrument panel electrical centre assembly (3, 4) and tighten the fasteners (1, 2) to 2.5 N·m (22 lb in).
5. Install the communication interface module. Refer to Communication Interface Module Replacement .
6. Install the inner and outer instrument panel lower trim pad retainer. Refer to Lower Trim Pad Retainer Replacement : Outer → Inner .
7. Connect the battery negative cable. Refer to Battery Negative Cable Disconnection and Connection .
8. Install the MDI, start the ignition and read the diagnostic trouble codes. Delete all diagnostic trouble codes and read trouble codes again.
9. Check all electrical functions and perform a test run.


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Front Floor Console Compartment Door Hinge Replacement

Remove the front floor console armrest assembly. Refer to Front Floor Console Armrest Replacement .
Front Floor Console Armrest Hinge Cover Fasteners (Qty: 6)
1
2 Front Floor Console Armrest Hinge Cover Assembly
Front Floor Console Armrest Hinge Assembly
3 Procedure
Transfer all remaining necessary components.


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Front Floor Console Compartment Door Latch Replacement

1
3 Front Floor Console Compartment Door Latch Assembly


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Front Floor Console Side Cover Replacement

Note:: Left Side Shown, Right Side Similar.
Remove the front floor console assembly. Refer to Front Floor Console Replacement .
Front Floor Console Rear Cover Assembly
1 Procedure
Grasp the rear cover assembly and pull rearward releasing the clips securing the rear cover to the console assembly.
Front Floor Console Side Cover Fastener (Qty: 2)
2 Procedures
1. Grasp the side cover and pull outward releasing the clips securing the side cover to the console assembly.
2. Disconnect the connectors securing the console wiring harness to the side cover, when applicable.
3 Front Floor Console Side Cover Assembly


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Front Floor Console Extension Replacement - Right Side

Move the right front seat to the full rearward position.

Front Floor Console Extension Assembly - Right
1 Procedure
Use a flat bladed plastic trim tool to aid in the removal of the extension assembly.


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Front Floor Console Extension Replacement - Left Side

Move the left front seat to the full rearward position.

Front Floor Console Extension Assembly - Left
1 Procedure
Use a flat bladed plastic trim tool to aid in the removal of the extension assembly.


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Front Floor Console Retainer Replacement

Front Floor Console Trim Plate Fasteners (Qty: 4)
1
2 Front Floor Console Trim Plate Assembly
3 Front Floor Console Retainer Assembly


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Front Floor Console Replacement

1. Remove the front floor rear console assembly. Refer to Front Floor Rear Console Replacement .
2. Remove the front floor console applique. Refer to Front Floor Console Applique Replacement .
3. Remove the left and right front floor console extensions. Refer to Front Floor Console Extension Replacement - Left Side and Front Floor Console Extension
Replacement - Right Side .
Front Floor Console Screw (Qty: 2)

1
Front Floor Console Bolt (Qty: 4)
2
Tighten
9 N·m (80 lb in)
Front Floor Console Assembly
Procedures
3
2. When replacing the front floor console assembly, transfer all necessary components.


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Front Floor Rear Console Replacement

1. Remove the rear seat cushions. Refer to Rear Seat Cushion Replacement .
2. Fold the rear seat backs down.
Front Floor Rear Console Assembly.
Procedure
1 1. Grasp the rear of the console assembly and pull upwards disengaging the clips securing the rear of the console to the vehicle.
2. Grasp the front of the console assembly and pull upwards disengaging the clips securing the front of the console to the vehicle.
4. When replacing the front floor rear console assembly, transfer all necessary components.


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Front Floor Console Armrest Replacement

1. Remove the front floor console from the vehicle. Refer to Front Floor Console Replacement .
2. Remove the right and left front floor console side covers. Refer to Front Floor Console Side Cover Replacement .
1 Front Floor Console Armrest Hinge Pin Retainer
2 Front Floor Console Armrest Hinge Pin Washer
3 Front Floor Console Armrest Hinge Pin
4 Front Floor Console Armrest Assembly
5 Front Floor Console Compartment Door Spring


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Front Floor Console Armrest Hinge Cover Replacement

1

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Front Floor Console Trim Plate Replacement

Front Floor Console Trim Plate Fasteners (Qty: 4)
1
Front Floor Console Trim Plate Assembly
2 Procedure
Transfer any necessary components.


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Front Floor Console Applique Replacement

Front Floor Console Applique
1 Procedure
Starting at the rearward edge of the applique, use a flat bladed plastic trim tool and release the retainer clips securing the applique to the console assembly.


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Front Floor Console Rear Cover Replacement

Remove the front floor rear console assembly. Refer to Front Floor Rear Console Replacement .
Front Floor Console Rear Cover Assembly
1 Procedure
Grasp the rear cover assembly and pull rearward releasing the clips securing the rear cover to the console assembly.


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Roof Console Replacement

Roof Console Assembly
Procedures
1
1. Grasp the overhead console assembly on both sides and pull downward disengaging the clips securing the console to the headliner.
3. When replacing the roof console assembly, transfer all necessary components.


Volt


Specification
Load Floor Front Trim Panel Fastener 6 N·m 53 lb in
Roof Rail Rear Assist Handle Fastener 6 N·m 53 lb in


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Front Side Door Accessory Switch Mount Plate Replacement - Drivers Side Door

Front Side Door Accessory Switch Mount Plate
Procedure
1
1. Use the appropriate plastic trim tool to release the front side door accessory switch mount plate spring clips from the door trim panel.
2. Disconnect the electrical connector from the switch assembly.
3. Transfer parts as necessary.


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Front Side Door Accessory Switch Mount Plate Replacement - Passenger Side Door

Front Side Door Accessory Switch Mount Plate
Procedure
1
1. Use the appropriate plastic trim tool to release the front side door accessory switch mount plate spring clips from the door trim panel.


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Rear Side Door Accessory Switch Mount Plate Replacement

Rear Side Door Accessory Switch Mount Plate
Procedure
1
1. Use the appropriate plastic trim tool to release the rear side door accessory switch mount plate spring clips from the door trim panel.


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Front Side Door Trim Replacement

1 Front Side Door Inside Handle Bolt Finish Cap
Front Side Door Inside Handle Fastener
2
3 Front Side Door Armrest Opening Cover Assembly
4 Front Side Door Armrest Pull Cup Fastener (Qty: 2)
Front Side Door Trim Assembly
Procedure
5 1. Use the appropriate plastic trim tool to aid in the removal of the door trim.
2. Pull upwards on the door lock retainer cable to disengage.
3. Disconnect electrical connectors.
Tip
When the door trim is removed, all retainers should be replaced. Failure to replace the retainers may cause loss of retainer retention.


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Rear Side Door Window Garnish Moulding Replacement

Remove the rear side door trim. Refer to Rear Side Door Trim Replacement .
Rear Side Door Window Garnish Moulding Retainer (Qty: 2)
1 Procedure
Use a door trim panel removal tool or equivalent to aid in the removal of the retainers.
Rear Side Door Window Garnish Moulding Assembly
2 Procedure
Pull outward starting at the front and moving slowly rearward to remove the moulding.


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Front Side Door Window Garnish Moulding Replacement

Remove the front side door trim. Refer to Front Side Door Trim Replacement .
Front Side Door Window Garnish Moulding Retainer (Qty: 2)
1 Procedure
Use a door trim panel removal tool or equivalent to aid in the removal of the retainers.
Front Side Door Window Garnish Moulding Assembly
2 Procedure
Pull outward starting at the front and moving slowly rearward to remove the moulding.


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Roof Rail Rear Assist Handle Replacement

Roof Rail Rear Assist Handle Fastener (Qty: 2)
Procedure
1
1. Fold the assist handle downward and hold.
2. Use a small flat-bladed tool to open the assist handle covers to access the screws.
Tighten
6 N·m (53 lb in)
2 Roof Rail Rear Assist Handle Assembly


Volt


Procedure
1 1. From inside the vehicle, position the inside rearview up and away from the inside rearview mirror mount plate cover.
2. Grasp the top centre of the mounting plate cover push upward and pull rearward at the same time this will release the cover from the top retainers.
3. Pushing down until the cover fully releases from the mounting plate lower retainers.
Tip
The lower retainer must be engaged first before the two upper bars are attached.


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Sunshade Replacement

Lower the front of the headliner to access the sunshade electrical connector, if necessary. Refer to Headlining Trim Panel Replacement .
1 Visor Retainer Bolt Cover
Sunshade Fastener (Qty: 3)
2
Sunshade Assembly
Procedure
3
1. Squeeze the tabs at the base of the sunshade assembly to remove from the headliner.
2. Disconnect the electrical connector.


Volt

Sunshade Support Replacement

Sunshade Support Fastener

1
Tip
Pull the cover downward to access the fastener.
Sunshade Support Assembly
2 Procedure
Unclip the sunshade from the support and reposition.


Volt

Windscreen Side Garnish Molding Replacement

Disable the roof rail SIR system. Refer to SIR Disabling and Enabling .
1 Inflatable Restraint Airbag Plate
Windscreen Side Garnish Moulding Retainer Fastener
2
Windscreen Side Garnish Moulding Assembly
Procedure
3
1. Tabs must be installed prior to retainers.
2. Tabs to be fully seated in I/P upper trim pad retainer assembly.
3. Disconnect electrical connectors.


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Centre Pillar Trim Panel Replacement

1. Disable the roof rail SIR system. Refer to SIR Disabling and Enabling .
2. Pull up on forward edge of rear side door opening floor carpet retainer to disengage tab. Refer to Rear Side Door Opening Floor Carpet Retainer Replacement .
3. Pull up on rearward edge of front side door opening floor carpet retainer to disengage tab. Refer to Front Side Door Opening Floor Carpet Retainer Replacement .
4. Remove the seat belt tensioner fastener and feed seat belt through centre pillar trim panel. Refer to Driver or Passenger Seat Retractor Side Belt Replacement .
1 Inflatable Restraint Airbag Name Plate

Centre Pillar Upper Trim Panel Fastener
2
Centre Pillar Trim Panel Assembly
3 Procedure
Pull the trim panel toward the inside of the vehicle to disengage the retainers.


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Body Lock Pillar Upper Trim Panel Replacement

Disable the SIR system. Refer to SIR Disabling and Enabling .

Body Lock Pillar Upper Trim Panel
Procedure
1
1. Pull outward from the top front to release the upper portion of the moulding, then move upward to release the tabs.
2. Release the tether to remove.


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Quarter Inner Trim Finish Panel Replacement

1. Remove the rear side door opening floor carpet retainer. Refer to Rear Side Door Opening Floor Carpet Retainer Replacement .
2. Remove the rear seat cushion. Refer to Rear Seat Cushion Replacement .
3. Remove rear seat back. Refer to Rear Seat Back Cushion Replacement .
4. Remove the body lock pillar upper trim panel. Refer to Body Lock Pillar Upper Trim Panel Replacement .
5. Remove the rear compartment floor panel trim. Refer to Rear Compartment Floor Panel Trim Replacement .
6. Remove the rear compartment floor stowage trim compartment. Refer to Rear Compartment Floor Stowage Trim Compartment Replacement .
7. Remove the rear end trim finish panel. Refer to Rear End Trim Finish Panel Replacement .
8. Reposition the rear shoulder belt around the panel and through the opening in the panel. Refer to Shoulder Belt Replacement - Rear .
Quarter Inner Trim Finish Panel Fastener

1
2 Convenience Net Upper Retainer
Cargo Screen Retainer Assembly (Qty: 2)
Procedure
3
1. Turn the left front and right rear cargo screen retainer anticlockwise one quarter turn to disengage the 2 integral tabs.
2. Turn the left rear and right front cargo screen retainer clockwise one quarter turn to disengage the 2 integral tabs.
Quarter Inner Trim Finish Panel
Procedure
4 1. Use a trim tool or equivalent to aid in removal.

2. Remove the quarter trim panel cover.
3. Disconnect the electrical connector, if necessary.
Tip
After installation of the quarter inner trim panel, ensure the rear seat belt is not trapped under the trim panel. Pull up on the belt to verify full movement of the belt.


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Rear End Trim Finish Panel Replacement

1. Remove the rear compartment floor panel trim. Refer to Rear Compartment Floor Panel Trim Replacement .
3. Partially remove the tailgate weatherstrip. Refer to Tailgate Weatherstrip Replacement .
1 Cargo Tie Down Loop Trim Cover (Qty: 2)
Rear End Trim Finish Panel Assembly
2 Procedure
Tilt the rear compartment floor panel trim up to gain access to the panel.


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Rear Compartment Floor Stowage Compartment Cover Handle Replacement

Rear Compartment Floor Stowage Compartment Cover Handle Fastener

1
Procedure
Open cover to access fastener.
2 Rear Compartment Floor Stowage Compartment Cover Handle Assembly


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Rear Compartment Floor Stowage Trim Compartment Replacement

Remove the rear compartment floor panel trim. Refer to Rear Compartment Floor Panel Trim Replacement .
Load Floor Front Trim Panel Fastener (Qty: 4)
1
Tighten
6 N·m (53 lb in)
2 Rear Compartment Floor Stowage Trim Compartment Assembly


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Rear Compartment Floor Panel Trim Replacement

Rear Compartment Floor Panel Trim Assembly
Tip
1
1. Lift floor trim panel up to unsnap the clips, then slide the floor panel out to release the retainers.
2. The carpet flaps on the forward side of the floor panel trim are installed with the rear seats in the folded down position.
3. Please note the location of the 2 integral retainers and hooks.


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Rear Side Door Trim Replacement

1 Rear Side Door Inside Handle Bolt Cap
Rear Side Door Inside Handle Bolt Fastener

2
Procedure
Pull handle back to remove cap. Use suitable tool to unsnap.

3 Rear Side Door Armrest Pull Cup Cover
4 Rear Side Door Armrest Pull Cup Fastener (Qty: 2)
Rear Side Door Trim Panel
Procedure
5 1. Use the appropriate plastic trim tool to aid in the removal of the door trim.
2. Pull upwards on the door lock retainer cable to disengage.
Tip
When the door trim is removed, all retainers should be replaced. Failure to replace the retainers may cause loss of retainer retention.


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Liftgate Window Side Garnish Moulding Replacement

Remove the tailgate window upper garnish moulding. Refer to Tailgate Window Upper Garnish Moulding Replacement .
Tailgate Window Side Garnish Moulding Assembly
1 Procedure
Pull outward to disengage the retainers.


Volt

Tailgate Window Upper Garnish Moulding Replacement

Tailgate Window Upper Garnish Moulding Assembly
1 Procedure
Pull outward to disengage the retainers.


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Liftgate Upper Trim Finish Panel Replacement

1. Remove the liftgate window side garnish molding. Refer to Liftgate Window Side Garnish Moulding Replacement .
2. Remove the liftgate lower trim finish panel. Refer to Liftgate Lower Trim Finish Panel Replacement .
Tailgate Upper Trim Finish Panel Assembly
Procedure
1 1. Use a trim panel removal tool to aid in the removal of the trim panel from the tailgate assembly.
2. Disconnect the electrical connector, if equipped.
Tip
Remove the upper and lower tailgate trim finish panels together and then separate them.


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Liftgate Lower Trim Finish Panel Replacement

1. Remove the liftgate window side garnish molding. Refer to Liftgate Window Side Garnish Moulding Replacement .
2. Remove the tailgate window upper garnish moulding. Refer to Tailgate Window Upper Garnish Moulding Replacement .
1 Tailgate Inside Pull Handle Cover
Tailgate Inside Pull Handle Cover Fastener (Qty: 2)
2
3 Tailgate Latch Closeout Cover
Tailgate Lower Trim Finish Panel Assembly
Procedure
4 1. Use a trim panel removal tool to aid in the removal of the trim panel from the tailgate assembly.
2. Disconnect the electrical connector, if equipped.
Tip
Remove the upper and lower tailgate trim finish panels together and then separate them.


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Body Side Air Outlet Deflector Replacement

Remove the rear bumper fascia. Refer to Rear Bumper Fascia Removal and Installation : Volt → Ampera
1 Body Side Air Outlet Deflector Replacement

Volt


Specification
Front Wing Bolts 9 N·m 80 lb in
Front Side Door Check Link to Body Side Screw 22 N·m 16 lb ft
Front Side Door Check Link to Door Side Nuts 10 N·m 89 lb in
Front Side Door Hinge to Body Side Upper/Lower Bolts 30 N·m 22 lb ft
Front Side Door Hinge to Door Side Upper/Lower Bolts 30 N·m 22 lb ft
Front Suspension Strut Housing Brace Bolts 10 N·m 89 lb in
Bonnet Hinge Bolts 25 N·m 18 lb ft
Bonnet Hinge Nuts 25 N·m 18 lb ft
Bonnet Primary and Secondary Latch Bolts 25 N·m 18 lb ft
Liftgate Hinge and Striker Bolts 25 N·m 18 lb ft
Rear Compartment Lid Bolts 25 N·m 18 lb ft
Rear Compartment Lid Hinge Fastener 22 N·m 16 lb ft
Rear Side Door Check Link to Body Side Screw 22 N·m 16 lb ft
Rear Side Door Check Link to Door Side Nuts 10 N·m 89 lb in
Rear Side Door Hinge to Body Side Upper/Lower Bolts 30 N·m 22 lb ft
Rear Side Door Hinge to Door Upper/Lower Bolts 30 N·m 22 lb ft


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DTC B3006
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 B3006 01: Hood Ajar Circuit Short to Battery
DTC B3006 02: Hood Ajar Circuit Short to Ground
DTC B3006 04: Hood Ajar Circuit Open
Diagnostic Fault Information
Circuit Short to Ground Open/High Resistance Short to Voltage Signal Performance

Signal B3006 02 B3006 04 B3006 01 -
Ground - B3006 04 - -
Circuit/System Description
The body control module (BCM) applies B+ to the bonnet ajar signal circuit and monitors the voltage to determine the position of the bonnet. The bonnet ajar switch contains a
multiplexed resistor. This resistor will vary the voltage seen by the BCM by pulling down the applied voltage based on the position of the switch.
Conditions for Running the DTC
The BCM continuously monitors for this DTC
Conditions for Setting the DTC

B3006 01
The BCM detects that the bonnet ajar switch signal circuit is shorted to battery.
B3006 02
The BCM detects that the bonnet ajar switch signal circuit is shorted to ground.
B3006 04
The BCM detects that the bonnet ajar switch signal circuit is open.
Action Taken When the DTC Sets
• The bonnet ajar switch input will be ignored as a content theft deterrent trigger.
• Remote vehicle start will be disabled.
Conditions for Clearing the DTC
• A current DTC will clear when the conditions for setting the DTC are no longer present.
• A history DTC will clear after 40 malfunction free ignition cycles.
Reference Information
Schematic Reference
Immobiliser Schematics
Connector End View Reference
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. Vehicle in Service Mode.

2. Observe the scan tool Bonnet Ajar Switch parameter. With the bonnet open, the Bonnet Ajar Switch parameter should be Open. With the bonnet closed, the Bonnet Ajar
Switch parameter should be Closed.
If the parameter does not change
Refer to Circuit/System Testing.
If the parameter changes
3. All OK.
Circuit/System Testing
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B55 bonnet ajar switch. It may take up to 2 minutes for all vehicle systems to power
down.
2. Test for less than 10 Ω between the ground circuit terminal C and ground.
If 10 Ω or greater
2.1. Vehicle OFF
2.2. Test for less than 2 Ω in the ground circuit end to end.
If 2 Ω or greater, repair the open/high resistance in the circuit.
If less than 2 Ω, repair the open/high resistance in the ground connection.
If less than 10 Ω
4. Test for B+ between the signal circuit terminal B and ground.
If less than B+
4.1. Vehicle OFF, disconnect the harness connector at the BCM.
4.2. Test for infinite resistance between the B+ circuit and ground.
If less than infinite resistance, repair the short to ground on the circuit.
If Infinite resistance.
4.3. Test for less than 2 Ω in the B+ circuit end to end.
If less than 2 Ω, replace the BCM.
If B+
5. Vehicle OFF, disconnect the X4 and X7 harness connector at the K9 BCM. Vehicle in Service Mode.
6. Test for less than 1 V between the signal circuit terminal B and ground.
If 1 V or greater
Repair the short to voltage on the circuit.
If less than 1 V
7. Test or replace the B55 bonnet ajar switch.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
• Bonnet Primary and Secondary Catch Replacement : Volt → Ampera

• Control Module References for BCM replacement, programming and setup


Volt

DTC P257D-P257F
DTC Descriptors
DTC P257D: Bonnet Switch Performance
DTC P257E: Bonnet Switch Circuit Low Voltage
DTC P257F: Bonnet Switch Circuit High Voltage

Bonnet Ajar Switch Signal 1 B3006 02 B3006 04 B3006 01 -
Bonnet Ajar Switch Signal 2 P257E P257F P257F P257D
Ground - B3006 04, P257F - -
The hybrid powertrain control module 2 applies B+ to the bonnet ajar signal 2 circuit and monitors the voltage to determine the position of the bonnet. The bonnet ajar switch
contains a multiplexed resistor. This resistor will vary the voltage seen by the hybrid powertrain control module 2 by pulling down the applied voltage based on the position of
the switch.
Propulsion system is active.

P257D
The bonnet ajar switch signal 2 voltage as measured by the hybrid powertrain control module 2 is not within a valid voltage range.
P257E
The hybrid powertrain control module 2 detects a short to ground in the bonnet ajar signal input to the hybrid powertrain control module 2.
P257F
The hybrid powertrain control module 2 detects a short to voltage or an open/high resistance in the bonnet ajar signal input to the hybrid powertrain control module 2.
The engine will start and run whenever the vehicle is in Service Mode or the vehicle speed is less than 5 kph (3 mph).
DTCs P257D, P257E, and P257F are Type B DTCs.
Schematic Reference

• Circuit Testing
• Wiring Repairs
Scan Tool Reference

2. Observe the scan tool ECM Bonnet Position parameter. With the bonnet open, the Bonnet Position parameter should be Open. With the bonnet closed, the Bonnet
Position parameter should be Closed.
3. All OK.
down.
2.1. Vehicle OFF
If less than 10 Ω
4. Verify DTC P257F is set as current
If DTC P257F is not set as current
4.1. Vehicle OFF, disconnect the harness connector at the ECM.
4.2. Test for infinite resistance between the signal circuit and ground.
If infinite resistance, replace the ECM
If DTC P257F is set as current
5. Install a 5 A fused jumper wire between the signal circuit terminal A and earth.
6. Verify DTC P257E is set as current.
If DTC P257E is not set as current
6.1. Vehicle OFF, disconnect the harness connector at the ECM.
6.2. Test for less than 1 V between the signal circuit and earth.
If 1 V or greater, repair the short to voltage on the circuit.
If less than 1 V
6.3. Test for less than 2 Ω in the signal circuit end to end.
If DTC P257E is set as current
Repair Instructions

• Control Module References for hybrid powertrain control module 2 replacement, programming and setup


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Symptoms - Bolted Exterior Body Panels and Closures

Important: The following steps must be completed before using the symptom tables.
1. Perform the Diagnostic System Check - Vehicle before using the symptom tables in order to verify that all of the following are true:
• There are no DTCs set.
• The control modules can communicate via the serial data links.
2. Review the system operation in order to familiarise yourself with the system functions. Refer to Bonnet Ajar Indicator Description and Operation .
Visual/Physical Inspection
• Inspect for aftermarket devices which could affect the operation of the systems. Refer to Checking Aftermarket Accessories .
• Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom.
Intermittent
Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections .
Symptom List
Refer to Bonnet Ajar Indicator/Message Malfunction in order to diagnose the symptom.


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Bonnet Ajar Indicator/Message Malfunction


Signal B3006 02 B3006 04 B3006 01 -
Ground - B3006 04 - -
The body control module (BCM) applies B+ to the bonnet ajar signal circuit and monitors the voltage to determine the position of the bonnet. The bonnet ajar switch contains a
multiplexed resistor. This resistor will vary the voltage seen by the BCM by pulling down the applied voltage based on the position of the switch.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference

2. Observe the scan tool Bonnet Ajar Switch parameter. With the bonnet open, the Bonnet Ajar Switch parameter should be Open. With the bonnet closed, the Bonnet Ajar
Switch parameter should be Closed.
3. All OK.
down.
2.1. Vehicle OFF
If less than 10 Ω
4. Test for B+ between the signal circuit terminal B and ground.
If less than B+
4.1. Vehicle OFF, disconnect the harness connector at the BCM.
If Infinite resistance.
If B+
5. Vehicle OFF, disconnect the X4 and X7 harness connector at the K9 BCM. Vehicle in Service Mode.
6. Test for less than 1 V between the signal circuit terminal B and ground.
If 1 V or greater
If less than 1 V
Repair Instructions



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Front Suspension Strut Housing Brace Replacement

Remove the air inlet grille panel. Refer to Air Inlet Grille Panel Replacement .
Front Suspension Strut Housing Brace Push--In Retainer (Qty: 3)
1 Procedure
Remove the plenum upper panel insulator.

Front Suspension Strut Housing Brace Bolt (Qty: 4)
Caution : Refer to Fastener Caution in the Preface section.

2
Tighten
10 N·m (89 lb in)
3 Front Suspension Strut Housing Brace


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Bonnet Primary Catch Release Cable Replacement

1. Remove the front compartment side sight shield. Refer to Front Compartment Side Sight Shield Replacement : Volt → Ampera .
2. Remove the front fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera .
3. Remove the left headlamp. Refer to Headlamp Replacement : Volt → Ampera .
4. Remove the air inlet grille. Refer to Air Inlet Grille Panel Replacement .
Bonnet Primary Latch Cable
1 Procedure
Disconnect the bonnet primary latch release cable from the primary bonnet latch. Refer to Bonnet Primary and Secondary Catch Replacement : Volt → Ampera .
Bonnet Primary Latch Release Cable Retainer
2 Procedure
Disconnect the bonnet release cable retainers from the bonnet release cable.
Bonnet Primary Latch Release Cable Grommet
3 Procedure
Compress the grommet and press through the hole toward the passenger compartment.
Bonnet Primary Catch Release Cable
Procedure
4
1. Remove the bonnet primary latch release cable handle by pressing the release cable handle upward to release the retainers from the instrument panel bracket.
2. Pull the bonnet primary latch release cable out from the passenger compartment.


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Front Side Door Adjustment

Removal Procedure
Up/Down or In/Out Adjustment
1. Open the door.
Caution : Refer to Paint Damage Caution in the Preface section.
Note : The door side upper and lower hinge bolts must remain tight enough to retain door adjusted position.
2. Apply masking tape to the wing and the door edges.
Loosen the door side hinge bolts.
Do not remove the bolts from the door.
3. Adjust the door up or down by repositioning the door as needed.

4. Adjust the door in or out by repositioning the door as needed.
1. If doing this portion of the adjustment to the (Driver's Door Only) do the following: disable the high voltage system. Refer to High Voltage Disabling .
2. Remove the battery changer receptacle. Refer to Drive Motor Battery Charger Receptacle Replacement .
3. Remove the charger port door actuator. Refer to Charge Port Housing Replacement .
4. Install the door side hinge bolts.
Tighten
Tighten the bolts to 30 N·m (22 lb ft).
5. Inspect the door for proper operation and alignment.

6. Remove the masking tape.
Removal Procedure
Fore/Aft Adjustment
1. Apply masking tape to the wing and door edges.
Loosen the body side hinge bolts.
2. Adjust the door fore and aft by repositioning the door as needed.
1. Install the body side hinges bolts.
Tighten



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Front Side Door Replacement

Front Side Door Check Link Bolt
Procedure
1
2. Disconnect the door electrical connector.
3. Support the door before removing the hinge bolts.
Tighten
22 N·m (16 lb ft)
Front Side Door Upper Hinge to Door Bolts (Qty: 2)
2
Tighten
30 N·m (22 lb ft)
Front Side Door Lower Hinge to Door Bolts (Qty: 2)
3
Tighten
30 N·m (22 lb ft)
Front Side Door Assembly
Procedure
4
1. With the help of an assistant, remove the door.
2. When replacing the door it is necessary to transfer all of the internal components.
3. Inspect the door for proper operation and alignment. Refer to Front Side Door Adjustment .


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Rear Side Door Adjustment

Removal Procedure
Up/Down or In/Out Adjustment
1. Open the door.
2. Apply masking tape to the wing and the door edges.
Loosen the door side hinge bolts.
3. Adjust the door up or down by repositioning the door as needed.

4. Adjust the door in or out by repositioning the door as needed.
1. Install the door side hinge bolts.
Tighten

Removal Procedure
Fore/Aft Adjustment
Loosen the body side hinge bolts.
2. Adjust the door fore and aft by repositioning the door as needed.
1. Install the body side hinges bolts.
Tighten



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Rear Side Door Replacement

Rear Side Door Check Link Bolt
Procedure
1
2. Disconnect the door electrical connector.
3. Support the door before removing the hinge bolts.
Tighten
22 N·m (16 lb ft)
Rear Side Door Upper Hinge to Door Bolts (Qty: 2)
2
Tighten
30 N·m (22 lb ft)
Rear Side Door Lower Hinge to Door Bolts (Qty: 2)
3
Tighten
30 N·m (22 lb ft)
Rear Side Door
Procedure
4
1. With the help of an assistant, remove the door.
2. When replacing the door it is necessary to transfer all of the internal components.
3. Inspect the door for proper operation and alignment. Refer to Rear Side Door Adjustment .


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Front Wing Replacement - Left Side

Danger: Always perform the High Voltage Disabling procedure prior to servicing any High Voltage component or connection. Personal Protection Equipment (PPE) and
proper procedures must be followed.
The High Voltage Disabling procedure will perform the following tasks:
Identify how to disable high voltage.

•
• Identify how to test for the presence of high voltage.
• Identify condition under which high voltage is always present and personal protection equipment (PPE) and proper procedures must be followed.
Before working on any high voltage system, be sure to wear the following Personal Protection Equipment:
• Safety glasses with appropriate side shields when within 15 meters (50 feet) of the vehicle, either indoors or outdoors.
• Certified and up-to-date Class "0" Insulation gloves rated at 1000V with leather protectors.
- Visually and functionally inspect the gloves before use.
- Wear the Insulation gloves with leather protectors at all times when working with the high voltage battery assembly, whether the system is energised or not.
Failure to follow the procedures exactly as written may result in serious injury or death.
Danger: The Volt Battery Pack will utilise an exchange program. Please consult the most recent revision of bulletin/PI #PIP4841, available in Service Information (SI), for a
list of approved Volt Battery Pack service procedures. Components that may be removed and serviced without exchanging the complete battery pack are identified in the
bulletin/PI. Please contact the GM Technical Assistance Centre (1-877-446-8227) if you have any questions.
2. Remove the air inlet extension. Refer to Air Inlet Grille Panel Extension Replacement .
3. Remove the front wing upper rear moulding. Refer to Front Fender Upper Rear Moulding Replacement .
5. Remove the front wheelhouse front liner. Refer to Front Wheelhouse Front Liner Replacement .
6. Remove the front wheelhouse rear liner. Refer to Front Wheelhouse Rear Liner Replacement .
7. Remove the sill panel moulding. Refer to Sill Panel Moulding Replacement .
9. Disconnect all electrical connectors to remove the wing.
Left Wing Bolt (Qty: 7)

1
Tighten
9 N·m (80 lb in)
Front Wing
Procedure
2
1. Remove the wing slowly to ensure all electrical connectors are disconnected.
2. Remove the charge port housing, if required. Refer to Charge Port Housing Replacement .
3. Transfer additional parts as required.


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Front Wing Replacement - Right Side

2. Remove the air inlet extension. Refer to Air Inlet Grille Panel Extension Replacement .
3. Remove the front wing upper rear moulding. Refer to Front Fender Upper Rear Moulding Replacement .
7. Remove the sill panel moulding. Refer to Sill Panel Moulding Replacement .
8. Remove the right headlamp. Refer to Headlamp Replacement : Volt → Ampera .
Right Wing Bolt (Qty: 7)

1
Tighten
9 N·m (80 lb in)
Front Wing
2 Procedure
Transfer parts as needed.


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Liftgate Adjustment
1. Lower the rear headliner area to access the hinge bolts.
2. Loosen the striker.
3. Loosen the hinge-to-roof panel bolts for forward or rearward adjustments.
4. Move the tailgate within the tailgate opening to achieve the best alignment and operation.
5. Adjust the striker to achieve the best operation and alignment of the tailgate.
6. Inspect the seals for proper engagement.
7. Tighten the bolts when the proper adjustment is achieved. Tighten the liftgate hinge and striker bolts to 25 N·m (18 lb ft).


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Liftgate Replacement

1. Use a grease pencil to mark the liftgate hinge position.

2. Lower the rear of the headliner enough to access the hinge bolts. Refer to Headlining Trim Panel Replacement .
3. Disconnect the electrical connectors.
4. Disconnect the liftgate struts. Refer to Liftgate Strut Replacement .
Tailgate Hinge Bolt (Qty: 4)

1
Tighten
25 N·m (18 lb ft)
Liftgate
Procedure
2
1. Transfer parts as needed.
2. Adjust the tailgate if needed. Refer to Liftgate Adjustment .


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Front Side Door Upper Hinge and Lower Hinge Replacement

1. If replacing the driver side door hinges only, disable the high voltage system. Refer to High Voltage Disabling .
2. Remove the battery changer receptacle. Refer to Drive Motor Battery Charger Receptacle Replacement .
3. Remove the charger port door actuator. Refer to Charge Port Housing Replacement .
4. Remove the front side door. Refer to Front Side Door Replacement .
Front Side Door Upper Hinge to Body Bolts (Qty: 2)

1
Tighten
30 N·m (22 lb ft)
Front Side Door Upper Hinge to Door Bolts (Qty: 2)
2
Tighten
30 N·m (22 lb ft)
3 Front Side Door Upper Hinge
Front Side Door Lower Hinge to Body Bolts (Qty: 2)
Procedure
4
Front side door check link bolt. Refer to upper front hinge removal.
Tighten
30 N·m (22 lb ft)
Front Side Door Lower Hinge to Door Bolts (Qty: 2)
5
Tighten
30 N·m (22 lb ft)
Front Side Door Lower Hinge
6 Procedure
Inspect the door for proper operation and alignment. Refer to Front Side Door Adjustment .


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Bonnet Hinge Replacement - Volt

1. Remove the bonnet. Refer to Bonnet Replacement : Volt → Ampera .

Bonnet Hinge Bolt (Qty: 2)

1
Tighten
25 N·m (18 lb ft)
Bonnet Hinge
2 Procedure
Adjust the bonnet and hinge if needed.


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Tailgate Hinge Replacement

1. Remove the liftgate. Refer to Liftgate Replacement .

2. Use a grease pencil to mark the tailgate hinge position to the body prior to removal.
Tailgate Hinge Bolt (Qty: 2)

1
Tighten
25 N·m (18 lb ft)
Liftgate Hinge
2 Procedure
Adjust the tailgate if needed. Refer to Liftgate Adjustment .


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Rear Side Door Upper Hinge and Lower Hinge Replacement

Remove the rear side door. Refer to Rear Side Door Replacement .
Rear Side Door Upper Hinge to Body Bolts (Qty: 2)
1 Tighten:
30 N·m (22 lb ft).
Tip
Open the front door to access the rear door hinge bolts, keeping the rear door closed.
Rear Side Door Upper Hinge to Door Bolts (Upper) (Qty: 2)
2
Tighten
30 N·m (22 lb ft).
3 Rear Side Door Upper Hinge
Rear Side Door Lower Hinge to Body Bolts (Qty: 2)
4
Tighten
30 N·m (22 lb ft).
Rear Side Door Lower Hinge to Door Bolts (Qty: 2)
5
Tighten
30 N·m (22 lb ft).
Rear Side Door Lower Hinge
6 Procedure
Inspect the door for proper operation and alignment. Refer to Rear Side Door Adjustment .


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Bonnet Adjustment

Bonnet
Procedure
1. Loosen the 4 bonnet hinge nuts.
2. Adjust the bonnet in order to obtain an even gap on both sides between the bonnet and the wings, the headlamps and the front bumper fascia and so that the
bonnet is flush with both wings on the front edge, the front bumper fascia and the headlamps.
1
Adjustment:
• Bonnet to front wing (a) 3.0 mm ± 0.75 mm (0.12 in ± 0.03 in)

• Bonnet to front wing (b) 3.0 mm ± 0.75 mm (0.12 in ± 0.04 in)
• Bonnet to headlamp (c) 6.0 mm ± 1.5 mm (0.25 in ± 0.03 in)
Tighten
25 N·m (18 lb ft)


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Bonnet Replacement - Volt

Bonnet Hinge Nut (Qty: 4)
Procedure
1
Mark the location of the hinge to the bonnet with a grease pencil to help with alignment.
Tighten
25 N·m (18 lb ft)
Bonnet
Procedure
2
1. Disconnect the wiper washer hoses from the bonnet.
3. Adjust the bonnet if needed.


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Bonnet Insulator Replacement - Volt

1 Hood Insulator Plastic Retainer (Qty: 5)
Bonnet Insulator
2 Procedure
Ensure the 3 integral tabs are secured to the bonnet.


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Bonnet Primary and Secondary Catch Replacement - Volt

Remove the front compartment front sight shield. Refer to Front Compartment Front Sight Shield Replacement : Volt → Ampera .
Bonnet Primary and Secondary Latch Bolt (Qty: 2)
1
Tighten
25 N·m (18 lb ft)
Bonnet Primary and Secondary Catch
2 Procedure
Disconnect the bonnet release cable and the electrical connector.


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Front Side Door Check Link Replacement

Remove the front side door trim panel. Refer to Front Side Door Trim Replacement .
Front Side Door Check Link Bolt to Body
1
Tighten
22 N·m (16 lb ft)
Front Side Door Check Link Nut to Door (Qty: 2)
Procedure
2 1. Place the door in the full open position.

2. Place the window in the full up position.
3. Remove the front door speaker. Refer to Radio Front Side Door Speaker Replacement .
Tighten
10 N·m (89 lb in)
3 Front Side Door Check Link


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Rear Side Door Check Link Replacement

Remove the rear side door trim panel. Refer to Rear Side Door Trim Replacement .
Rear Side Door Check Link Bolt to Body
1
Tighten
22 N·m (16 lb ft)
Rear Side Door Check Link Nut to Door (Qty: 2)
Procedure
2 1. Place the door in the full open position.

3. Remove the rear door speaker. Refer to Radio Rear Side Door Speaker Replacement .
Tighten
10 N·m (89 lb in)
3 Rear Side Door Check Link


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Fuel Tank Filler Door Replacement

Fuel Tank Filler Door
Procedure
1
Position the fuel tank filler door to the full open position. Using light outward sliding pressure on the filler door, release the retainer on the fuel tank filler door from the
hinge.


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Fuel Tank Filler Pipe Housing Replacement

1. Remove the fuel tank filler door. Refer to Fuel Tank Filler Door Replacement .
2. Loosen the lower filler pipe bolt and remove the upper filler pipe bolt. Refer to Fuel Tank Filler Pipe Replacement .
Fuel Tank Filler Pipe Housing Retainer (Qty: 4)
1 Procedure
Using a flat-bladed tool, release the fuel tank filler pipe housing retainers through the wheelhouse opening.
Fuel Tank Filler Pipe Housing
Procedure
2
2. Ensure that the fuel filler door locking rod is in the lock position while removing the housing.


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Bonnet Hold-Open Rod Replacement

Bonnet Hold-Open Rod
Warning : When a bonnet hold open device is being removed or installed, provide alternate support to avoid the possibility of damage to the vehicle or personal
injury.
1
Procedure
Open the retainer and remove the bonnet hold-open rod.


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Bonnet Front Weatherstrip Replacement - Volt

1 Bonnet Front Weatherstrip Push-In Retainer (Qty: 15)
2 Bonnet Front Weatherstrip

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Bonnet Rear Weatherstrip Replacement - Volt

Bonnet Rear Weatherstrip
Procedure
1
Clean the area where the weatherstrip will be mounted. Use a suitable solvent with a mixture of 50 percent isopropyl alcohol and 50 percent water by volume, or high
flash naphtha.


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Front Compartment Front Sight Shield Replacement - Volt

1 Front Compartment Front Sight Shield Plastic Retainer (Qty: 10)
2 Front Compartment Front Sight Shield

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Front Compartment Side Sight Shield Replacement - Volt

1 Front Compartment Side Sight Shield Push-In Retainer
Front Compartment Side Sight Shield
Procedure
2
1. Reposition the bonnet rear bonnet weatherstrip.
2. Release the retainer on the bottom of the sight shield.
3. Slide the sight shield rearward and upward to remove the front compartment side sight shield.


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Liftgate Strut Replacement

Liftgate Strut
Warning : When a tailgate hold open device is being removed or installed, provide alternate support to avoid the possibility of damage to the vehicle or personal
injury.
Caution: Apply pressure only at the end of the liftgate/bonnet assist rod that you are removing or attaching. Do NOT apply pressure to the middle of the rod because
damage or bending will result.
1
Procedure
1. Release the locking tabs on the strut.

2. Ensure that the clip is fully seated when the strut is reinstalled. If the clip cannot be fully seated, a new strut should be installed.
3. Ensure that the arrow on the strut is pointing toward the roof structure.


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Front or Rear Side Door Lower Weatherstrip Replacement

Front and Rear Door Lower Weatherstrip Retainer (Qty: 15)
Procedure
1
1. Open both doors on the side that the weatherstrip is being serviced.
2. Use a suitable tool, removal of the weatherstrip retainers.
2 Front and Rear Door Lower Weatherstrip


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Front Side Door Weatherstrip Replacement - Door Side

1. Remove the front outside rearview mirror. Refer to Outside Rearview Mirror Replacement .
2. Remove the front side mirror applique. Refer to Outside Rearview Mirror Applique Replacement .
3. Remove the front door check link from the body. Refer to Front Side Door Check Link Replacement .
1 Front Side Door Weatherstrip Front Push-In Retainer (Qty: 3)
Front Side Door Weatherstrip Push-In Retainers (Qty: 27)
Procedure
2
1. Place the door in the full open position.
2. Place the window in the full down position.
3. Roll the upper rear corner of the weatherstrip to expose the upper push-in retainer.
3 Front Side Door Weatherstrip


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Front Side Door Weatherstrip Replacement - Body Side

Front Side Door Weatherstrip
Procedure
1
1. Starting in the centre bottom, pull the weatherstrip upward and away from the pinch-weld flange.
2. When installing start in the left upper corner of the pinch-weld flange, push inward on the flange until fully seated.
3. Inspect the door for proper operation.


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Liftgate Weatherstrip Replacement

Liftgate Weatherstrip
Procedure
1
Clean the area where the seal will be mounted. Use a suitable solvent with a mixture of 50 percent isopropyl alcohol and 50 percent water by volume, or high-flash
naphtha.


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Rear Side Door Weatherstrip Replacement - Door Side

1. Remove the rear side door trim panel. Refer to Rear Side Door Trim Replacement .
2. Remove the rear door check link from the body. Refer to Rear Side Door Check Link Replacement .
Rear Side Door Weatherstrip Front Retainer (Qty: 3)
1
Note : Though only one retainer is shown, there are also retainers at the upper front corner and at the upper rear corner of the door.
Rear Side Door Weatherstrip Retainers (Qty: 28)
2 Procedure
Ensure that all retainers are removed.

Rear Side Door Weatherstrip
3 Procedure
Inspect the door for proper operation.


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Rear Side Door Weatherstrip Replacement - Body Side

Rear Side Door Weatherstrip
Procedure
1
1. Starting in the centre bottom, pull the weatherstrip upward and away from the pinch-weld flange.
2. When installing start in the left upper corner of the pinch-weld flange, push inward on the flange until fully seated.


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Bonnet Ajar Indicator System Components
• Body control module (BCM)

• Hybrid Powertrain Control Module 2
• Driver information centre
• Bonnet ajar switch, part of the bonnet latch assembly
Bonnet Ajar Operation - Body Control Module
The BCM applies B+ to the bonnet ajar signal circuit and monitors the voltage to determine the position of the bonnet. The bonnet ajar switch contains a multiplexed resistor.
This resistor will vary the voltage seen by the BCM by pulling down the applied voltage based on the position of the switch.
Bonnet Ajar Operation - Hybrid Powertrain Control Module 2
The hybrid powertrain control module 2 applies B+ to the bonnet ajar signal circuit and monitors the voltage to determine the position of the bonnet. The bonnet ajar switch
contains a multiplexed resistor. This resistor will vary the voltage seen by the hybrid powertrain control module 2 by pulling down the applied voltage based on the position of
the switch.


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Specification
Front Bumper Fascia Centre Support Bracket Fastener 9 N·m 80 lb in
Front Bumper Fascia Upper/Lower Screws 3 N·m 27 lb in
Front Bumper Lower Fascia Screws 2.5 N·m 22 lb in
Front Bumper Upper Fascia Screws 2.5 N·m 22 lb in
Front End Panel Centre Deflector Bolts 3 N·m 27 lb in
Front End Panel Outer Deflector Bolts 3 N·m 27 lb in
Headlamp Bolt 2.5 N·m 22 lb in
Rear Bumper Fascia Upper/Lower Screws 3 N·m 27 lb in
Rear Bumper Impact Bar Nuts 40 N·m 30 lb ft
Rear Bumper Lower Fascia Screws 6 N·m 53 lb in
Rear Bumper Upper Fascia Screws 6 N·m 53 lb in


Volt

Front Bumper Energy Absorber Replacement - Volt

Remove the front fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera .
Front Bumper Fascia Energy Absorber
Procedure
1
1. Reposition the electrical harness from the front fascia energy absorber.
2. Release the absorber by pulling the absorber from the front fascia retainers.


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Front Bumper Fascia Removal and Installation - Volt

1. Remove the front end panel outer deflector. Refer to Front End Panel Outer Deflector Replacement : Volt → Ampera .
2. Remove the front compartment front sight shield. Refer to Front Compartment Front Sight Shield Replacement : Volt → Ampera .
3. Remove the windscreen washer solvent container filler tube. Refer to Windscreen Washer Solvent Container Filler Tube Replacement .
4. Remove the side four front screws from the front wheelhouse liners. Refer to Front Wheelhouse Front Liner Replacement .
1 Front Bumper Fascia Upper Push-In Retainer (Qty: 2)

Front Bumper Fascia Upper Screw (Qty: 4)

2
Tighten
3 N·m (27 lb in)
Front Bumper Fascia Lower Screw (Qty: 2)
3
Tighten
3 N·m (27 lb in)
4 Front Bumper Fascia Lower Push-In Retainer (Qty: 4)
Front Bumper Fascia
Procedure
5 1. Carefully push a small nylon wedge between the fascia and the front fascia retainers. Insert a small flat-bladed tool into the fascia slot and depress the snaps
one at a time and pull on the fascia at the same time to gradually remove the fascia from the front fascia retainers of the wing.
2. Disconnect any electrical connectors.
3. Transfer any parts as needed.


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Front Bumper Fascia Guide Replacement

Warning : Refer to Eye Protection Warning in the Preface section.
Remove the front bumper fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera .
1 Front Bumper Fascia Guide Rivet (Qty: 3)
Headlamp Bolt

2
Tighten
2.5 N·m (22 lb in)
3 Front Bumper Fascia Guide


Volt

Front Bumper Fascia Centre Support Replacement

Front Bumper Fascia Centre Support Bracket Bolt

1
Tighten
9 N·m (80 lb in)
2 Front Bumper Fascia Rivet (Qty: 2)
3 Front Bumper Fascia Centre Support


Volt

Front Bumper Fascia Center Support Bracket Replacement

Remove the front bumper fascia centre support. Refer to Front Bumper Fascia Centre Support Replacement .
Front Bumper Fascia Centre Support Bracket Fastener (Qty : 2)
1
Tighten
9 N·m (80 lb in)
2 Front Bumper Fascia Center Support Bracket


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Front Bumper Lower Fascia Replacement - Volt

2. Remove the front bumper lower fascia centre grille. Refer to Front Bumper Lower Fascia Centre Grille Replacement : Ampera .
Front Bumper Lower Fascia Screw (Qty: 2)
Procedure
1
1. Carefully push a small nylon wedge between the upper fascia and the lower fascia. Insert a small flat-bladed tool into the fascia slot and depress the tabs one
at a time and pull on the upper fascia at the same time to gradually remove the lower fascia from the upper fascia.
Tighten
2.5 N·m (22 lb in)
2 Front Bumper Lower Fascia


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Front Bumper Upper Fascia Replacement - Volt

2. Remove the front bumper lower fascia centre grille. Refer to Front Bumper Lower Fascia Centre Grille Replacement : Ampera .
Front Bumper Upper Fascia Screw (Qty: 2)
Procedure
1
1. Carefully push a small nylon wedge between the lower fascia and the upper fascia. Insert a small flat-bladed tool into the fascia slot and depress the tabs one
at a time and pull on the upper fascia at the same time to gradually remove the upper fascia from the lower fascia.
Tighten
2.5 N·m (22 lb in)
2 Front Bumper Upper Fascia


Volt

Front End Panel Outer Deflector Replacement - Volt

Front End Panel Outer Deflector Bolt (Qty: 4)

1
Tighten
3 N·m (27 lb in)
2 Front End Panel Outer Deflector


Volt

Front End Panel Centre Deflector Replacement - Volt

Front End Panel Centre Deflector Bolt (Qty: 6)

1
Tighten
3 N·m (27 lb in)
2 Front End Panel Centre Deflector


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Rear Bumper Fascia Removal and Installation - Volt

1. Remove the underbody rear air deflector to fascia bolts. Refer to Underbody Rear Air Deflector Replacement .
2. Remove the rear screws from the wheelhouse liner. Refer to Rear Wheelhouse Panel Liner Replacement .
Rear Bumper Fascia Upper Screw (Qty: 2)

1
Tighten
3 N·m (27 lb in)
Rear Bumper Fascia
Procedure
2 1. Reposition the lower liftgate weatherstrip to access the centre fascia guide.
2. Insert a small flat-bladed tool into the fascia centre guide and depress the snaps one at a time and pull on the fascia working from one side to the other to
remove the fascia from the rear fascia guides.


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Rear Bumper Fascia Guide Replacement

Remove the rear bumper fascia. Refer to Rear Bumper Fascia Removal and Installation : Volt → Ampera .
1 Rear Bumper Fascia Guide Rivet (Qty: 4)
2 Rear Bumper Fascia Guide


Volt

Rear Bumper Fascia Inner Guide Replacement

1 Rear Bumper Fascia Inner Guide Rivet (Qty: 2)
Rear Bumper Fascia Inner Guide Screw

2
Tighten
3 N·m (27 lb in)
3 Rear Bumper Fascia Inner Guide


Volt

Rear Bumper Fascia Outer Guide Replacement

1 Rear Bumper Fascia Outer Guide Rivet (Qty: 4)
2 Rear Bumper Fascia Outer Guide


Volt

Rear Bumper Upper Fascia Replacement - Volt

2. Remove the rear bumper fascia energy absorber. Refer to Rear Bumper Energy Absorber Replacement : Volt → Ampera .
Rear Bumper Upper Fascia Retainer (Qty: 2)
1
Rear Bumper Upper Fascia
Procedure
2
1. Carefully push a small nylon wedge between the upper fascia and the lower fascia. Insert a small flat-bladed tool into the fascia slot and depress the snaps one
at a time and pull on the fascia at the same time to gradually remove the lower fascia from the upper fascia.
2. Transfer part as necessary.


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Rear Bumper Lower Fascia Replacement - Volt

2. Remove the rear bumper fascia energy absorber. Refer to Rear Bumper Energy Absorber Replacement : Volt → Ampera .
Rear Bumper Lower Fascia Retainer (Qty: 2)
1
Rear Bumper Lower Fascia
Procedure
2
1. Carefully push a small nylon wedge between the upper fascia and the lower fascia. Insert a small flat-bladed tool into the fascia slot and depress the snaps one
at a time and pull on the fascia at the same time to gradually remove the lower fascia from the upper fascia.
2. Transfer part as necessary.


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Rear Bumper Energy Absorber Replacement - Volt

2. Remove the back-up lamp. Refer to Reverse Lamp Replacement .
Rear Bumper Energy Absorber Retainer (Qty: 4)
Procedure
1
1. Disconnect the electrical connector/harness.
2. Disengage the retainers.
2 Rear Bumper Energy Absorber


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Rear Bumper Impact Bar Replacement

Rear Bumper Impact Bar Nut (Qty: 6)
1
Tighten
40 N·m (30 lb ft)
Rear Bumper Impact Bar
2 Procedure
Transfer any parts as needed.


Volt

Dimensions - Body
Point-to-point measurements are for reference only. All measurements are given in millimeters. Use these measurements for diagnosing and estimating. Point-to-point
measurements are duplicated with tram bar pointers set at equal lengths. All die marks, holes, slots, and fasteners are measured to the centre. All dimensions are symmetrical
unless otherwise specified.
Point-to-Point Measurements
Front End
Engine Compartment
Front End Lower

Rear End Lower
Rear End
Side


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Structure Identification
Number Description Material Procedure
1 Bumper Impact Beam Aluminium Front Bumper Impact Bar Replacement
2 Front Compartment Upper Side Rail Mild Steel Front Compartment Upper Side Rail Replacement
• Front Wheel housing Panel Replacement
3 Front Wheelhouse Mild Steel
• Front Wheelhouse Front Panel Replacement
• Quarter Outer Panel Sectioning
• Front Hinge Pillar Body Sectioning
4 Outer Bodyside Panel Mild Steel
• Centre Pillar Sectioning - Outer
• Rocker Outer Panel Sectioning
5 Roof Outer Panel Mild Steel Roof Outer Panel Replacement
6 Rear Compartment Panel Mild Steel Rear Compartment Floor Panel Sectioning
7 Rear End Panel Mild Steel Body Rear End Panel Replacement
• Body Side Inner Panel Sectioning
8 Inner Bodyside Mild Steel
• Rear Wheelhouse Panel Replacement
9 Rear Compartment Lower Rail Ultra High Strength Dual Phase Steel Rail Replacement - Rear Section
10 Rear Door Inner Reinforcement Beam Ultra High Strength Steel Not Serviced
11 Rear Outer Door Panel Mild Steel Rear Side Door Outer Panel Replacement
12 Front Outer Door Panel Mild Steel Front Side Door Outer Panel Replacement
13 Front Door Inner Reinforcement Beam Ultra High Strength Steel Not Serviced
• Ultra High Strength Steel • Centre Pillar Reinforcement Replacement
14 Centre Pillar
• Dual Phase Steel • Centre Pillar Inner Panel Replacement
• Rocker Inner Panel Replacement
15 Rocker Panel Ultra High Strength Steel
• Body Side Outer Panel Reinforcement Replacement
16 Hinge Pillar High Strength Low Alloy Steel Body Hinge Pillar Lower Reinforcement Replacement
17 Front Compartment Lower Rail High Strength Low Alloy Steel Front Rail Replacement
18 Headlamp Support Panel Mild Steel Headlamp Mount Panel Replacement
19 Upper Tie Bar Support Mild Steel Front End Upper Tie Bar Support Replacement


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Front Bumper Impact Bar Replacement

• Identify how to disable high voltage.

Removal Procedure
Warning : Refer to Approved Equipment for Collision Repair Warning in the Preface section.
Warning : Refer to Glass and Sheet Metal Handling Warning in the Preface section.

2. Inspect the high voltage system. Refer to High Voltage System Inspection .
3. Remove all related panels and components.
4. Remove the 8 front bumper impact bar bolts (1).
5. Cut the front bumper impact bar (1) left and right.
6. Locate and mark all factory welds.
7. Drill all factory welds (1).
8. Remove the remaining parts of the front bumper impact bar (1).
Structural Rivet Method

Note : The original bumper impact bar bracket to lower rail welds are required to maintain structural integrity of the bumper system. However, as an alternative to MIG
plug-welding, structural rivets may be used as a one-to-one weld substitution.
1. Position the service front bumper impact bar (1) to the vehicle.

2. Drill 7 mm (17/64 in) holes (1) for the structural rivets as noted from the original spot weld locations.
3. Apply GM Super Lube or equivalent to drilled locations for corrosion protection.
4. Install structural rivets (1) - GM part number 11610245 or equivalent.

Note : Use only the original front bumper impact bar bolts. Replace bolts if damaged.
5. Install the 8 front bumper impact bar bolts (1) and tighten to 110 N·m (81 lb ft).
6. Install all related panels and components.
7. Enable the high voltage system. Refer to High Voltage Enabling .
MIG Welding Method

1. Drill 8 mm (5/16 in) plug weld holes (1) in the service part as necessary in the locations noted from the original panel.
2. Prepare all attachment surfaces as necessary.
3. Apply GM-approved weld-thru coating or equivalent to all mating surfaces. Refer to Anti-Corrosion Treatment and Repair .
4. Position the bumper impact bar (1) to the vehicle.

Note : Use only the original front bumper impact bar bolts. Replace bolts if damaged.
5. Install the 8 front bumper impact bar bolts (1) and tighten to 110 N·m (81 lb ft).
6. Plug weld (1) accordingly.
7. Clean and prepare all welded surfaces.
8. Apply the sealers and anti-corrosion materials to the repair area, as necessary. Refer to Anti-Corrosion Treatment and Repair .
9. Paint the repaired area. Refer to Basecoat/Clearcoat Paint Systems .
11. If disabled, enable the high voltage system. Refer to High Voltage Enabling .


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Headlamp Mount Panel Replacement


Removal Procedure

3. Disable the high voltage system. Refer to High Voltage Disabling .
5. Visually inspect the damage. Repair as much of the damage as possible.
6. Remove the sealers and anti-corrosion materials from the repair area, as necessary.
7. Locate and mark all the necessary factory welds of the headlamp mount panel (1).
8. Drill all factory welds. Note the number and location of welds for installation of the service assembly.
9. Remove the damaged headlamp mount panel (1).
1. Prepare all mating surfaces as necessary.

2. Clean and prepare the attaching surfaces for spot welding.
3. Apply structural adhesive (1) the attaching surfaces of the headlamp mount panel.
4. Position the headlamp mount panel (1) on the vehicle.
5. Verify the fit of the headlamp mount panel.
6. Clamp the headlamp mount panel into position.
7. Spot weld the headlamp mount panel (1) with 17 spot welds accordingly.
8. Apply the sealers and anti-corrosion materials to the repair area as necessary.
9. Paint the repaired area.


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Front End Upper Tie Bar Support Replacement

Removal Procedure


5. Remove the sealers and anti-corrosion materials from the repair area as necessary.
6. Locate and mark all the necessary factory welds of the front end sheet metal cross panel reinforcement (1).
7. Drill and grind all factory welds. Note the number and location of welds for installation of the service assembly.
8. Remove the front end sheet metal cross panel reinforcement (1).
9. Grind the factory welds of the front end upper tie bar support (1) from the inside.
10. Remove the front end upper tie bar support (1).

2. Clean and prepare the attaching surfaces for spot welding and brazing.
3. Position the front end upper tie bar support (1) on the vehicle.
4. Verify the fit of the front end upper tie bar support.
5. Clamp the front end upper tie bar support into position.
6. Braze the front end upper tie bar support - left side (1) accordingly.
6.1. Brace line (2) - 50 mm
7. Braze the front end upper tie bar support - right side (1) accordingly.
8. Spot weld the front end upper tie bar support (1) with 6 spot welds accordingly.
9. Position the front end sheet metal cross panel reinforcement (1) on the vehicle.
10. Verify the fit of the front end sheet metal cross panel reinforcement.
11. Clamp the front end sheet metal cross panel reinforcement into position.
12. Spot weld the front end sheet metal cross panel reinforcement (1) with 12 spot welds accordingly.
13. Use the factory slots (2) for brazing.
14. Install the brackets.
14.1. Bonnet front bumper bracket (2) - 3 spot welds.
Note: This applies to the left side ONLY.
14.2. Drive motor power inverter bracket (3) - 4 10 mm braze edge seams
14.3. Headlamp bracket (4) - 2 spot welds.


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Front Wheelhouse Front Panel Replacement

Removal Procedure


6. Locate and mark all the necessary factory welds of the front wheelhouse front panel (1).
8. Remove the damaged front wheelhouse front panel (1).

3. Apply structural adhesive (1).
5. Position the front wheelhouse front panel (1) on the vehicle.
6. Verify the fit of the front wheelhouse front panel.
7. Clamp the front wheelhouse front panel into position.
8. Spot weld the front wheelhouse front panel (1) with 10 spot welds accordingly.
9. Spot weld the front wheelhouse front panel (1) with 6 spot welds accordingly.


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Front Wheel housing Panel Replacement


Removal Procedure

5. Remove the sealers and anti-corrosion materials from the repair area, as necessary. Refer to Anti-Corrosion Treatment and Repair .
Note : Front wheelhouse rear panel brace (1) remains to the body.
6. Locate and mark all the necessary factory welds of the front wheelhouse panel (2).
7. Drill all factory welds of the front wheelhouse panel (1). Note the number and location of welds for installation of the service assembly.
8. Cut the adhesive in the front area (1) and where the front wheelhouse and the front compartment side rail overlap (2) with an appropriate tool.
9. Remove the front wheelhouse panel (1).
1. Remove the front wheelhouse rear panel brace (1) from service panel.
2. Drill 8 mm (5/16 in) for plug welding (1) instead of the adhesive noted from the front area of the original panel.
Note : Double the number of drills at the flange where front wheelhouse panel and front compartment side rail overlap (1).
3. Drill 8 mm (5/16 in) for plug welding along the edges of the front wheelhouse panel (2) as noted from the original panel.
4. Clean and prepare the attaching surfaces for welding.
5. Position the front wheelhouse panel (1) on the vehicle.
6. Verify the fit of the front wheelhouse.
7. Clamp the front wheelhouse into position.
8. Plug weld the front wheelhouse panel (1) accordingly.


Volt

Front Compartment Upper Side Rail Replacement


Removal Procedure

6. Locate and mark all the necessary factory welds and weld seams of the front compartment upper side rail (1).
8. Grind factory weld seams (1) of the front compartment upper side rail.
9. Remove the front compartment upper side rail (1).
1. Drill 8 mm (5/16 in) for plug welding along the edges of the front compartment upper side rail (1) as noted from the original panel.
3. Position the front compartment upper side rail on the vehicle.
4. Verify the fit of the front compartment upper side rail.
5. Clamp the front compartment upper side rail into position.
Note : Plug weld factory slots in the front hinge pillar body area (1) as noted from the original panel.
6. Plug weld the front compartment upper side rail (2) accordingly.



Volt

Front Hinge Pillar Body Sectioning


Removal Procedure
Warning : Refer to Collision Sectioning Warning in the Preface section.

7. Create cut lines on the front hinge pillar (1).
Note : Do not damage any inner panels or reinforcements.
8. Cut the front hinge pillar (1) where the sectioning is to be performed.

9. Locate and mark all the necessary factory welds of the front hinge pillar (1).
11. Remove the damaged front hinge pillar (1).
1. Cut the front hinge pillar (1) in corresponding locations to fit the remaining original panel. The sectioning joint should be trimmed to allow a gap of one-and-one-half-
times the metal thickness at the sectioning joint.
4. Create 31 5 x 18 mm (4/16 x 11/16 in) slots for MIG-brazing to the front hinge pillar (1).
5. Apply structural adhesive to windscreen frame (1) and front hinge pillar reinforcement (2).
6. Position the front hinge pillar (1) on the vehicle.
7. Verify the fit of the front hinge pillar.
8. Clamp the front hinge pillar into position.
9. Spot weld the front hinge pillar accordingly.
Flange front side door opening (1) - 26 spot welds.

10. Braze the front hinge pillar (1) accordingly.
10.1. Front hinge pillar / body side outer upper panel (2) - 185 mm.
10.2. Front hinge pillar / rocker outer panel (3) - 170 mm.
10.3. Front hinge pillar / front hinge pillar reinforcement - 31 5 x 18 mm (4/16 x 11/16 in) slot brazes.
11. To create a solid braze with minimum heat distortion, make 25 mm stitch brazes along the seam with 25 mm gaps between them. Then go back and complete the stitch
braze.


Volt

Body Hinge Pillar Lower Reinforcement Replacement


Removal Procedure

6. Section body side outer-hinge pillar area. Refer to Front Hinge Pillar Body Sectioning .
7. Locate and mark all the necessary factory welds of the body hinge pillar lower reinforcement (1).
Note : There is a hidden weld on the inside of the pillar reinforcement.
9. Remove hidden spot weld (1) with a chisel.

10. Remove the damaged body hinge pillar lower reinforcement (1).

2. Drill 8 mm (5/16 in) for plug welding along the edges of the body hinge pillar lower reinforcement (1) as noted from the original panel.
3. Remove weld tab portion (1) from inner bracket with appropriate tool.
5. Position the body hinge pillar lower reinforcement (1) on the vehicle.
6. Verify the fit of the body hinge pillar lower reinforcement.
7. Clamp the body hinge pillar lower reinforcement into position.
8. Plug weld the body hinge pillar lower reinforcement (1) accordingly.
10. Install the bodyside outer hinge pillar section. Refer to Front Hinge Pillar Body Sectioning .


Volt

Roof Outer Panel Replacement


Removal Procedure

7. Locate and mark all the necessary factory welds of the roof outer panel (1).
9. To remove the damaged roof outer panel (2) cut the adhesive (1) with a suitable tool.

3. Apply one-part urethane adhesive to the roof bows (1) and apply structural adhesive the attaching surfaces (2) of the roof outer panel.
4. Position the roof outer panel (2) on the vehicle.
5. Verify the fit of the roof outer panel.
6. Clamp the roof outer panel into position.
7. Spot weld the roof outer panel (1) accordingly.
7.1. Flange roof side (2) - 26 spot welds.
7.2. Flange liftgate opening (3) - 18 spot welds.
7.3. Flange roof side (4) - 26 spot welds.
7.4. Flange windscreen opening (5) - 19 spot welds.


Volt

Rocker Inner Panel Replacement


Removal Procedure

6. Create cut lines on the body side inner panel (1).
7. Cut the body side inner panel (1) where sectioning is to be performed.

8. Locate and mark all the necessary factory welds of the body side inner panel (1).
10. Remove the body side inner panel (1).
11. Locate and mark all the necessary factory welds of the rocker inner panel (1).
13. Remove the damaged rocker inner panel (1).
1. Align the rocker inner panel.

2. Drill 8 mm (5/16 in) for plug welding along the edges of the rocker inner panel (1) as noted from the original panel.
4. Position the rocker inner panel on the vehicle.
5. Verify the fit of the quarter outer panel.
6. Clamp the rocker inner panel into position.
7. Plug weld the sill inner panel (1) accordingly.
8. Plug weld the body side inner panel (1) accordingly.
9. To create a solid weld with minimum heat distortion, make 25 mm (1 in) stitch welds along the seam with 25 mm (1 in) gaps between them. Then go back and complete
the stitch weld.


Volt

Rocker Outer Panel Sectioning

Removal Procedure


6. Create cut lines on the rocker outer panel (1)
7. Cut the rocker outer panel (1) where the sectioning is to be performed.
8. Locate and mark all the necessary factory welds of the rocker outer panel (1).
10. Open the wheelhouse flanging of the rocker outer panel (1).
11. Remove the rocker outer panel (1) cut the adhesive (2) with a suitable tool.
1. Cut the body side outer panel (1) in corresponding locations to fit the remaining original panel. The sectioning joint should be trimmed to allow a gap of one and one half
2. Create 28 5x 8 mm slots for MIG-brazing to the rocker outer panel (1).
6. Position the rocker outer panel (1) on the vehicle.
7. Verify the fit of the rocker outer panel.
8. Clamp the rocker outer panel into position.
9. Spot weld the rocker outer panel (1) accordingly.
9.1. Flange front side door opening (2) - 18 spot welds
9.2. Flange rear side door opening (3) - 16 spot welds
10. Braze the rocker outer panel (1) accordingly.
10.1. Rocker outer panel / front hinge pillar (2) - 230 mm
10.2. Rocker outer panel / centre pillar (3) - 340 mm
10.3. Rocker outer panel / quarter outer panel (4) - 300 mm
10.4. Rocker outer panel (5) - 28 5x18 mm slot brazes
braze.

Volt

Body Side Outer Panel Reinforcement Replacement

Removal Procedure

2. Disable the high voltage system. Refer to High Voltage Disabling

6. Locate and mark all the necessary factory welds of the body side outer panel rear reinforcement (1).
8. Remove the body side outer panel rear reinforcement (1).
9. Locate and mark all the necessary factory welds of the body side outer panel reinforcement (1).
11. To remove the damaged body side outer panel reinforcement (1) cut the adhesive (2) with a suitable tool.

4. Position the body side outer panel reinforcement (1) on the vehicle.
5. Verify the fit of the body side outer panel reinforcement.
6. Clamp the body side outer panel reinforcement into position.
7. Spot weld the body side outer panel reinforcement (1) accordingly.
7.1. Flange front side door opening (2) - 9 spot welds
7.2. Flange rear side door opening (3) - 6 spot welds
7.3. Lower flange (4) - 32 spot welds
8. Position the body side outer panel rear reinforcement (1) on the vehicle.
9. Verify the fit of the body side outer panel rear reinforcement.
10. Clamp the body side outer panel rear reinforcement into position.
11. Install the body side outer panel rear reinforcement (1) with 10 Spot welds and 6 10 mm brazed edge seams accordingly.


Volt

Body Side Inner Panel Sectioning


Removal Procedure

6. Section quarter outer panel. Refer to Quarter Outer Panel Sectioning .
7. Create section line (1) on the quarter panel extension.
8. Cut the panel at the section joint (1).
Note: use a heat gun to facilitate removal in areas where structural adhesive is present.
9. Remove quarter panel extension (1).

10. Locate and drill factory welds on the body lock pillar upper reinforcement (1). Note the number and location of welds for installation.
11. Remove reinforcement (1) from quarter inner panel.
Note : Do not damage any other panels or reinforcements.
12. Create a cut line on the body side inner panel (1) 60 mm (2.35 in) above the rocker outer panel flange.
13. Cut the body side inner panel (1) where sectioning is to be performed.
14. Locate and drill out all factory welds on the body side inner panel (1). Note the number and location of the welds for installation of the service assembly.
15. Remove the damaged body side inner panel (1).
1. Cut the body side inner service assembly 65 mm (2.5 in) longer at the sectioned joint (1). It should overlap the remaining portion of the original panel.
2. Drill 8 mm (5/16 in) plug weld holes in the service part (1), as necessary, in the corresponding locations noted on the original panel and along sectioned joint.
4. Apply GM-approved Weld-Thru Coating or equivalent to all mating surfaces. Refer to Anti-Corrosion Treatment and Repair .
5. Position the quarter inner panel (1) to the vehicle using 3-dimensional measuring equipment. Clamp the panel in place.
6. Plug weld the body side inner panel (1) accordingly.
7. To create a solid weld with minimum heat distortion, make 25 mm (1 in) stitch welds along the seam (1) with 25 mm (1 in) gaps between them. Then go back and
complete the stitch weld.
9. Position the body lock pillar upper reinforcement (1) to the vehicle using 3-dimensional measuring equipment. Clamp the panel in place.
11. Plug weld the body lock pillar upper reinforcement (1) accordingly.
12. Grind to bare metal in areas (1) where structural adhesive was present on both attaching parts.
Note : The adhesive has a 40-50 minute working time.
13. Apply a 3-6 mm (1/8-1/4 in) bead of metal panel bonding adhesive (1) or equivalent, to both of the mating surfaces (1) to attach quarter panel extension.
14. Using a small brush, spread a coat of adhesive to cover all the bare metal surfaces to ensure corrosion protection.
15. Position the quarter panel extension (1) to the vehicle using 3-dimensional measuring equipment. Clamp the panel in place. If adjustments are needed, slide the panels
to realign. Do not pull apart.
16. To create a solid weld with minimum heat distortion, make 25 mm (1 in) stitch welds along the seam (1) with 25 mm (1 in) gaps between them. Then go back and
complete the stitch weld.
19. Complete sectioning quarter panel outer. Refer to Quarter Outer Panel Sectioning .


Volt

Rear Compartment Floor Panel Sectioning


Removal Procedure
Warning : Sectioning should be performed only in the recommended areas. Failure to do so may compromise the structural integrity of the vehicle and cause personal
injury if the vehicle is in a collision.

Note :
• The rear floor-pan service part comes as a pre-sectioned assembly. Make sure to follow these steps to prevent unnecessary repairs to the vehicle.
• In areas where structural adhesive is present, use heat to facilitate removal of the components.

5. Repair as much of the damaged area as possible. Refer to Dimensions - Body .
6. Locate welds, drill and remove wheelhouse inner braces (1).

7. Locate the rear edge of cross bar No. 5 (1) and inside edge of the frame rails (2) from under the vehicle.
8. Drill several 1/8 in holes in the floor pan only along the rear edge of cross bar No. 5 and inside frame rails. This will help to identify the location from the top side of the
floor pan.
9. Apply a piece of masking tape to the top surface of the rear compartment panel along the holes (1) drilled in the floor pan.
Note : Do not damage any adjacent panels or components when cutting or drilling out spot welds.
10. Cut slightly rearward of the tape along the holes (1) drilled in the floor pan.
11. Remove inner damaged portion of floor panel (1).
12. Cut across remaining portion of floor (1).
13. Chisel remaining portion (1) above frame rails and remove.
Note :
• If the location of the original plug weld holes cannot be determined, space the plug weld holes every 40 mm (1 ½ in) apart.
• Some panels may have structural weld-thru adhesive. It is necessary to replace the weld-thru adhesive with an additional spot weld between each factory spot weld.
1. Drill 8 mm (5/16 in) plug weld holes (1) in the service part as necessary in the corresponding locations noted on the original panel.
2. Lay out and drill an additional row (2) of 8 mm (5/16 in) plug weld holes on top of the no. 5 bar weld flanges.
3. Prepare all mating surfaces for welding as necessary.
5. Position the rear floor pan (1) to the vehicle using three-dimensional measuring equipment. Clamp the part in place.
6. Plug weld (1) accordingly.
7. Weld the seam (1) along the front cut edge of the floor panel service part. To create a solid weld along the front of the service part with a minimum of heat distortion,
make a stitch weld along the seam with 25 mm (1 in) gaps between each weld.
9. Apply sound deadening materials as necessary.


Volt

Rear Wheelhouse Panel Replacement


Removal Procedure

6. Locate and mark all the necessary factory welds of the rear inner wheelhouse panel (1).
7. Drill all factory welds.
Note : Note the number and location of welds for installation of the service assembly.
8. Remove the rear inner wheelhouse panel (1).
1. Drill 8 mm (5/16 in) for plug welding along the edges of the rear inner wheelhouse panel (1) as noted from the original panel.
Note : If the location of the original plug weld holes cannot be determined, space the plug weld holes every 40 mm (1 1/2 in).

3. Position the rear inner wheelhouse panel (1) on the vehicle.
4. Verify the fit of the rear inner wheelhouse.
5. Clamp the rear inner wheelhouse into position.
6. Plug weld the rear wheelhouse panel (1) accordingly.


Volt

Quarter Outer Panel Sectioning


Special Tools
• BO-6392 Flanging Tool Kit

• BO-6396 Bonding Pliers
Removal Procedure

7. Create cut lines on the quarter outer panel (1).

8. Cut the quarter outer panel (1) where the sectioning is to be performed.

9. Locate and mark all the necessary factory welds of the quarter outer panel (1).
11. Open the wheelhouse flanging of the quarter outer panel (1).
12. To remove the damaged quarter outer panel (2) cut the adhesive (1) with a suitable tool.
1. Cut the quarter outer panel (1) in corresponding locations to fit the remaining original panel. The sectioning joint should be trimmed to allow a gap of one-and-one-half-
4. Create 27 5 x 18 mm (4/16 x 11/16 in) (1) slots for MIG-brazing to the quarter outer panel (2).
5. Position the quarter outer panel on the vehicle.
7. Clamp the quarter outer panel into position.
8. Drill 8 4,2 mm holes (1) for rivets to quarter outer panel (2).
9. Remove quarter outer panel from the vehicle.
10. Apply structural adhesive to body side inner panel (1).
11. Apply structural adhesive to body side inner panel filler (1) on right side ONLY.
12. Position the quarter outer panel (1) on the vehicle.
14. Clamp the quarter outer panel into position.
15. Rivet (2) the quarter outer panel.
16. Spot weld the quarter outer panel (1) accordingly.
Flange rear side door opening (3) - 28 spot welds.

17. Braze the quarter outer panel (1) accordingly.
• Quarter outer panel / rocker outer panel (2) - 160 mm.
• Quarter outer panel / body side outer upper panel (3) - 215 mm.
• Quarter outer panel / body side inner panel - 27 5 x 18 mm (4/16 x 11/16 in) slot brazes.
braze.
19. Pre-flanging the flange with BO-6396 pliers and BO-6392 tool kit.
20. Finish closing the wheelhouse flanging.
21. Apply the sealers and anti-corrosion materials to the repair area, as necessary.


Volt

Body Rear End Panel Replacement


Removal Procedure

6. Locate and mark all the necessary factory welds of the body rear end outer panel (1).

8. Remove the body rear end panel (1).
9. Locate and mark all the necessary factory welds of the body rear end panel (1).

11. Remove the body rear end panel (1).
Note : If the location of the original plug weld holes cannot be determined, space the plug weld holes every 40 mm (1 1/2 in).
1. Drill 8 mm (5/16 in) for plug welding along the edges of the body rear end panel (1) as noted from the original panel.
3. Position the rear end panel (1) to the vehicle using 3-dimensional measuring equipment. Clamp the rear end panel into place.
4. Plug weld the body rear end panel (1) accordingly.
5. Position the rear end outer panel (1) to the vehicle using 3-dimensional measuring equipment. Clamp the rear end panel into place.
6. Plug weld the body rear end outer panel (1) accordingly.


Volt

Front Wing Front Bracket Replacement

Removal Procedure
1. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection .
4. Drill off the front wing front bracket (1).
5. Remove the front wing front bracket (1).
1. Align the front wing front bracket (1) and clamp into position.
2. Drill holes 4.2 mm for rivets to front wing front bracket (1) and front compartment upper side rail.
3. Clean and prepare the attaching surfaces.
4. Apply sealer part no.: 93165589 to attaching surfaces (1).
5. Rivet the front wing front bracket (1) with waterproof steel rivets part no.: 93174636.
6. Use sealer and seal the rivet heads.
10. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection .


Volt

Front Rail Replacement


Removal Procedure

4. Repair as much of the damage as possible to factory specifications. Refer to Dimensions - Body .
5. Note the location and remove the sealers and anti-corrosion materials from the repair area. Refer to Anti-Corrosion Treatment and Repair .
6. Locate and drill out all factory welds. Note the number and location of the welds for installation of the front rail (1).
7. Remove the damaged front rail (1).
Note: If the location of the original plug weld holes cannot be determined, space the plug weld holes every 40 mm (1½ in) apart.
Some panels may have structural weld-thru adhesive. Replace the weld-thru adhesive with an additional spot weld between each factory spot weld.
1. Drill 8 mm (5/16 in) plug weld holes in the service part front rail (1) as necessary in the locations noted from the original panel.
4. Position the front rail (1) to the vehicle using 3-dimensional measuring equipment. Clamp the rail in place.
5. Plug weld the front rail (1) accordingly.
9. Paint the repair area. Refer to Basecoat/Clearcoat Paint Systems .


Volt

Centre Pillar Inner Panel Replacement

Removal Procedure


6. Locate and mark all the necessary factory welds of the centre pillar inner panel (1).
8. Remove the damaged centre pillar inner panel (1).
1. Create 3 5x18 mm slots (2) for MIG-brazing to the centre pillar inner panel (1).
4. Position the centre pillar inner panel (1) on the vehicle.
5. Verify the fit of the center pillar inner panel.
6. Clamp the center pillar inner panel into position.
7. Install the centre pillar inner panel (1) accordingly.
7.1. Upper flange (2) - 3 5x18 mm slot brazes
7.2. Upper flange (3) - 2 spot welds
7.3. Lower flange (4) - 4 spot welds


Volt

Centre Pillar Reinforcement Replacement


Removal Procedure

7. Locate and mark all the necessary factory welds of the centre pillar reinforcement (1).
9. Remove the damaged centre pillar reinforcement (1).
1. Create 20 6 x 20 mm (4/16 x 11/16 in) slots for MIG-brazing to the centre pillar reinforcement (1).
4. Position the centre pillar reinforcement (1) on the vehicle.
5. Verify the fit of the centre pillar reinforcement.
6. Clamp the centre pillar reinforcement into position.
7. Spot weld the centre pillar reinforcement accordingly.
7.1. Flange front side door opening (1) - 22 spot welds.
7.2. Flange rear side door opening (2) - 21 spot welds.
8. Braze the centre pillar reinforcement (1) with 20 6 x 20 mm (4/16 x 11/16 in) slot brazes accordingly.


Volt

Centre Pillar Sectioning - Outer


Removal Procedure

7. Create cut lines on the centre pillar (1).
8. Cut the centre pillar (1) where the sectioning is to be performed.

9. Locate and mark all the necessary factory welds of the centre pillar (1).
11. Remove the damaged centre pillar (1).
1. Cut the centre pillar (1) in corresponding locations to fit the remaining original panel. The sectioning joint should be trimmed to allow a gap of one-and-one-half-times
the metal thickness at the sectioning joint.
4. Create 5 5 x 18 mm (4/16 x 11/16 in) slots for MIG-brazing to the centre pillar (1).
5. Apply structural adhesive to centre pillar reinforcement (1, 2).
6. Position the centre pillar (1) on the vehicle.
7. Verify the fit of the centre pillar.
8. Clamp the centre pillar into position.
9. Spot weld the centre pillar (1) accordingly.
9.1. Flange front side door opening (2) - 25 spot welds.
9.2. Flange rear side door opening (3) - 23 spot welds.
10. Braze the centre pillar accordingly.
10.1. Centre pillar / body side outer upper panel (1) - 750 mm.
10.2. Centre pillar / rocker outer panel (2) - 160 mm.
10.3. Centre pillar / rocker outer panel (3) - 170 mm.
braze.

Volt

Front Side Door Outer Panel Replacement


Removal Procedure
Note : Before beginning the repair, refer to Metal Panel Bonding for proper adhesive applicator preparations and general information.

3. Remove the door from the vehicle. Refer to Front Side Door Replacement .
4. Remove the outer door handle.
5. Remove the outside rearview mirror.
6. Grind the edges of the door outer panel (1) to separate the outer door panel from the door shell.
Warning : Inspection of the door guard beam for damage must be performed before replacement of the door outer panel. If damage to the door guard beam is found the
door must be replaced. Failure to do so may compromise the structural integrity of the vehicle and may cause personal injury if the vehicle is involved in a collision.
7. Remove the outer door panel (1).

9. Straighten the edges of the door shell.
1. Using a grinding disk, grind the surface of the door shell mating flanges (1) to bare steel.
2. Scuff the opposing mating surfaces of the door outer panel to remove the gloss of the E-Coat.
3. Clean the mating surfaces.
Note : The adhesive has a 40-50 minute working time. Do not allow the door to totally cure off the vehicle, as proper alignment of the door outer panel to the door shell
will be difficult.
4. Apply a 3-6 mm (1/8-1/4 in) bead of metal panel bonding adhesive (1) GM P/N 12378566/7 (Canadian P/N 88901674/5) or equivalent, to both of the mating surfaces.
5. Using a small acid brush, spread a coat of adhesive to cover all the bare metal surfaces to ensure corrosion protection.
Note : Do NOT pull the panels apart after joined together. If necessary, slide the panels against each other to realign the panels.
6. Install the door outer panel (1) to the door shell.

7. Clamp the door outer panel (1) into position, as required.
8. Using a hammer, re-hem the hem flanges around the door shell. Continue to hammer in stages along the hem flanges.
9. Using lacquer thinner remove the excess adhesive from the door panel area.
10. Install the door to the vehicle. Inspect the door outer panel for proper alignment. Adjust the alignment, as required. Refer to Front Side Door Replacement .
12. Apply Fusor super flexible anti-flutter foam-fast set, or equivalent, in 4-5 evenly spaced locations between the door outer panel and the inner safety beam (1).
13. Apply sealers and anti-corrosion materials to the repair area, as necessary. Refer to Anti-Corrosion Treatment and Repair .
15. Install the outer door handle.
16. Install the outside rearview mirror.
17. Install the door to the vehicle. Refer to Front Side Door Replacement .


Volt

Rear Side Door Outer Panel Replacement


Removal Procedure
Warning : To avoid personal injury when exposed to welding flashes or to galvanized (Zinc Oxide) metal toxic fumes while grinding/cutting on any type of metal or sheet
moulded compound, you must work in a properly ventilated area, wearing an approved respirator, eye protection, earplugs, welding gloves, and protective clothing.
Note : Before beginning the repair, refer to Metal Panel Bonding for proper adhesive applicator preparations and general information.
Warning : Refer to SIR Warning in the Preface section.

3. Remove the door from the vehicle. Refer to Rear Side Door Replacement .
4. Remove the outer door handle.
5. Grind the edges of the door outer panel to separate the outer door panel from the door shell.
Warning : Inspection of the door guard beam for damage must be performed before replacement of the door outer panel. If damage to the door guard beam is found the
door must be replaced. Failure to do so may compromise the structural integrity of the vehicle and may cause personal injury if the vehicle is involved in a collision.
6. Remove the outer door panel (1) from the door shell.

8. Straighten the edges (1) of the door shell.
1. Using a grinding disk, grind the surface of the door shell mating flanges (1) to bare steel.
2. Scuff the opposing mating surfaces of the door outer panel (1) to remove the gloss of the E-Coat.
3. Clean the mating surfaces.
Note : The adhesive has a 40-50 minute working time. Do not allow the door to totally cure off the vehicle, as proper alignment of the door outer panel to the door shell
will be difficult.
4. Apply a 3-6 mm (1/8-1/4 in) bead of metal panel bonding adhesive (1) GM P/N 12378566/7 (Canadian P/N 88901674/5) or equivalent, to both of the mating surfaces.
5. Using a small acid brush, spread a coat of adhesive to cover all the bare metal surfaces to ensure corrosion protection.
Note : Do NOT pull the panels apart after joined together. If necessary, slide the panels against each other to realign the panels.
6. Install the door outer panel (1) to the door shell.

7. Clamp the door outer panel into position, as required.
8. Using a hammer and dolly, re-hem the hem flanges around the door shell. Continue to hammer in stages along the hem flanges.
9. Using lacquer thinner, remove the excess adhesive from the door panel area.
10. Install the door to the vehicle. Inspect the door outer panel for proper alignment. Adjust the alignment, as required.
12. Apply Fusor super flexible anti-flutter foam-fast set, or equivalent in 4-5 evenly spaced locations between the door outer panel and the inner safety beam (1).
13. Apply sealers and anti-corrosion materials to the repair area, as necessary. Refer to Anti-Corrosion Treatment and Repair .
15. Install the outer door handle.
16. Install the door to the vehicle. Refer to Rear Side Door Replacement .


Volt

Rail Replacement - Rear Section


Removal Procedure
1. Disable the supplemental inflatable restraint (SIR) System. Refer to SIR Disabling and Enabling .
4. Repair as much of the damage as possible to factory specifications. Refer to Dimensions - Body .
5. Note the location and remove the sealers and anti-corrosion materials from the repair area, as necessary. Refer to Anti-Corrosion Treatment and Repair .
Note : To remove the rear rail-rear section, the rear spring seat, number five bar extension , and the rear suspension support bracket (1) will have to be removed to gain
access to the rail spot welds.
Note : Do not damage any inner panels or reinforcements. In areas where structural adhesive is present, heat the area to facilitate removing the components.
6. Locate and drill out all factory welds (1). Note the number and location of the welds for installation of the rear rail - rear section.
7. Remove the damaged rear rail - rear section (1).
Note :
• If the location of the original plug weld holes cannot be determined, space the plug weld holes every 40 mm (1 ½ in) apart.
• Some panels may have structural weld-thru adhesive. It is necessary to replace the weld-thru adhesive with an additional spot weld between each factory spot weld.

3. Position the rear rail-rear section (1) to the vehicle using 3-dimensional measuring equipment. Clamp the rear rail lower into place.
4. Plug weld accordingly (1).


Volt

Rear End Lower Panel Reinforcement Replacement

Removal Procedure


6. Locate and mark all the necessary factory welds of the rear end lower panel reinforcement (1).
8. Remove the damaged rear end lower panel reinforcement (1).

3. Create 3 5x18 mm (2, 3) slots for brazing to the rear end lower panel reinforcement (1).
4. Apply structural adhesive to rear end lower panel reinforcement (1).
5. Position the rear end lower panel reinforcement (1) on the vehicle.
6. Verify the fit of the rear end lower panel reinforcement.
7. Clamp the rear end lower panel reinforcement into position.
8. Spot weld the rear end lower panel reinforcement (1) accordingly.
8.1. Upper flanges rear end lower panel reinforcement (2) - 2 spot welds
8.2. Flanges to body side inner panel (3) - twice 5 spot welds
8.3. Flange to rear compartment filler (4) - 3 spot welds
8.4. Rear bumper energy anchor plate to rear rail (5) - 7 spot welds
8.5. Lower flange rear end lower panel reinforcement (6) - 7 spot welds
8.6. Rear bumper energy anchor plate to rear rail (7) - 7 spot welds
8.7. Flange to rear compartment filler (8) - 3 spot welds
9. Braze the rear end lower panel reinforcement (1) accordingly.

9.1. Rear end lower panel reinforcement / body side inner panel extension (2) - 3 5x18 mm
9.2. Rear end lower panel reinforcement / body side inner panel extension (3) - 3 5x18 mm


Volt

Rear End Panel Replacement


Removal Procedure

7. Locate and mark all the necessary factory welds of the rear end panel (1).
9. To remove the damaged rear end panel (2) cut the adhesive (1) with a suitable tool.

3. Apply structural adhesive to the attaching surfaces (1) of the rear end panel.
4. Position the rear end panel (1) on the vehicle.
5. Verify the fit of the rear end panel.
6. Clamp the rear end panel into position.
7. Spot weld the rear end panel (1) with 63 spot welds accordingly.
8. Apply the sealers and anti-corrosion materials to the repair area, as necessary.


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Resistance Spot Welded Full Panel Replacement

Note : Use this procedure for all panels that are replaced at the factory seams, unless a specific procedure exists in the Collision Repair section of this vehicle's service
information.
Removal Procedure

4. Repair as much of the damage as possible to factory specifications.
Warning : Refer to Foam Sound Deadeners Warning in the Preface section.
6. Locate and drill out all factory welds (1). Note the number and location of the welds for installation of the service part.
7. Remove the damaged part (1).
Note : If the location of the original plug weld holes cannot be determined, space the plug weld holes every 40 mm (1½ in) apart. Where structural adhesive was
present, space the plug weld holes every 20 mm (3/4 in) apart.

3. Position the service part. Clamp in place.
4. Apply welds accordingly (1).


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MIG-Welded Full Panel Replacement

Removal Procedure
Note : Use this procedure for all panels that are replaced at the factory seams, unless a specific procedure exists in the Collision Repair section of this vehicle's service
information.

4. Repair as much of the damage as possible to factory specifications.
Warning : Refer to Foam Sound Deadeners Warning in the Preface section.
6. Locate and drill out all factory welds (1). Note the number and location of the welds for installation of the service part.
7. Remove the damaged part (1).
Note : If the location of the original plug weld holes can not be determined, space the plug weld holes every 40 mm (1 1/2 in) apart. Where structural adhesive was
present, space the plug weld holes every 20 mm (3/4 in) apart.
1. Drill 8 mm (5/16 in) plug weld holes in the service part as necessary in the locations noted from the original panel (1).
2. Prepare all attachment surfaces as necessary.
5. Position the service part. Clamp in place.
6. Plug weld accordingly (1).


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Dual Phase Steel

This information provides repair recommendations and general guidelines for steel classified as Dual Phase Steel (Dual Phase Steel with a tensile strength up to and including
800 MPa), also known as DP.
General Motors recommends the following when repairing or replacing this type of steel during collision repair.
Note : The use of heat to repair damage is not recommended for this classification of steel.
Recommended Repairs
• Cold repairs can be performed on this type of steel, unless the damage includes kinks. If the damage includes kinks, the part should be replaced.
• Sectioning or partial replacement of this type of steel is recommended only at approved locations, in a specific sectioning procedure.
• This type of steel can be used as a sleeve, or backer plate, when recommended in a specific sectioning procedure.
• Squeeze Resistance Spot Welding can be used to replace factory spot welds, where applicable.
• MIG plug welding and MIG stitch welding can be used on this type of steel.
• MIG Brazing can be used on this type of steel.


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High Strength Low Alloy Steel

This information provides repair recommendations and general guidelines for steel classified as High Strength Low Alloy Steel, also known as HSLA. This type of steel
normally has a tensile strength range from 300-700 MPa.
Recommended Repairs
• Controlled use of heat can be used to repair damage, if the heat does not exceed 650°C (1200°F). The heat should be applied a maximum of 2 times, for up to
90 seconds.
• This type of steel can be used as a sleeve, or backer plate, during sectioning procedures.


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Metal Panel Bonding

This is intended to provide general guidelines for adhesive bonding of exterior panels as an alternative to Metal-Inert Gas (MIG) welding. Panel bonding may be seen as an
alternative to MIG welding to provide full panel replacement in regards to collision repair procedures. The benefits of panel bonding is:
• No heat or burn damage when additional welding is not required

• Corrosion protection
• Can act as a sealant
• Improved process for complicated shapes (wheelhouse area)
The General Motors specification for metal bonding adhesives is GM 6449G. The scope of this specification is intended to provide the performance guidelines of structural
adhesive systems used to repair (metallic) automotive bodies in the aftermarket. These types of adhesives are intended for use when bonding replacement body panels as an
option to welding as the attachment means. GM information outlines the use of room temperature cure acrylic adhesives that contain glass bead technology.
Bonding procedures in general are applicable only to a factory seams type approach.
Sectioning or partial panelling of full panels is not supported by General Motors unless specifically documented in a Service Bulletin or Manual.
Applicable components for this technology are EXTERIOR PANELS ONLY, including door skins, tail panels, roof outer panels and quarter panels.
Important: Do not use adhesives for vehicle underbody or upper body structure type repairs such as structural rails, shock/strut towers, floor pans, upper wing rails, body side
pillars, door rings--side or rear, rocker panels, unless specifically documented in a GM Service Bulletin or Manual. If in doubt, use only the procedures referenced in the
Service Manual for the specific vehicle being repaired.
Always follow the system manufacturer's instructions for application, handling, and curing.
Adhesives currently meeting the performance requirements include General Motors materials and products manufactured by Lord Adhesives. At this time, ONLY the adhesive
products listed below meet this guideline:
Manufacturer and Part Number Description

GM P/N 12378566 (US)
GM P/N 88901674 (Canada) Fast Set Panel Bonding Adhesive
Lord Fusor P/N 110B/111B
GM P/N 12378567 (US)
GM P/N 88901675 (Canada) Medium Set Panel Bonding Adhesive
Lord Fusor P/N 108B/109B
3M P/N 8116 Panel Bonding Adhesive
Ashland Plio Grip Panel 60 Panel Bonding Adhesive


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Mild Steel
This information provides repair recommendations and general guidelines for steel classified as Mild Steel. This type of steel normally has a tensile strength less than
270 MPa. This includes the common steel names of:
• Mild Steel

• Bake Hardenable Steel (BH)
• Solid Solution Strengthened Steel
Recommended Repairs:
• Controlled use of heat can be used to repair damage, if the heat does not exceed 650°C (1200°F). The heat should be applied a maximum of 2 times, for up to
90 seconds.
• This type of steel can be used as a sleeve, or backer plate, when recommended in a specific sectioning procedure.
• Squeeze Resistance Spot Welding can be used to replace factory spot welds, where applicable


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Ultra High Strength Dual Phase Steel

This information provides repair recommendations and general guidelines for steel classified as Ultra High Strength Dual Phase Steel (Dual Phase Steel with a tensile
strength greater than 800 MPa), also known as DPX.
Note :
• Repair of this type of steel is not recommended.
• This type of steel should be replaced at factory joints only. Sectioning or partial replacement is not recommended.
• The use of heat to repair damage is not recommended for this type of steel.
• Stitch Welding is not recommended for this type of steel.
• This classification of steel can not be used as a backing reinforcement or a sleeve for a sectioning joint, unless a specific procedure is available.
Recommended Repairs:
• MIG plug welding can be used to replace factory spot welds.
• MIG Brazing can be used to replace factory spot welds.


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Ultra High Strength Steel

This information provides repair recommendations and general guidelines for steel classified as Ultra High Strength Steel, also know as UHSS. This type of steel normally has
a tensile strength greater than 700 MPa.
This includes the common steel names of
• Ultra High Strength Steel (UHSS)

• Martensitic Steel (MS)
• Press Hardened Steel (PHS)
• Boron Steel
Note :
• Repair of this type of steel is not recommended.
• This type of steel should only be replaced at factory joints. Sectioning or partial replacement is not recommended.
• The use of heat to repair damage is not recommended for this type of steel.
• Stitch Welding is not recommended for this type of steel.
• This type of steel cannot be used as a backing reinforcement or a sleeve for a sectioning joint.
Recommended Repairs
• MIG plug welding can be used to replace factory spot welds.
• MIG Brazing can be used to replace factory spot welds.


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Specification
Drivetrain and Front Suspension Frame Bolt Front 160 N·m 118 lb ft
Drivetrain and Front Suspension Frame Bolt Rear 160 N·m 118 lb ft
Frame Reinforcement Bolts 58 N·m 43 lb ft
Front Stabiliser Shaft Link Nuts 65 N·m 48 lb ft
Power Steering Wiring Harness Bracket Bolt 9 N·m 80 lb in
Radiator Support Bracket Bolts 22 N·m 16 lb ft
Rear Transmission Mount Through Bolt 100 N·m 74 lb ft
Underbody Air Deflector Bolts 2.5 N·m 22 lb in
Underbody Front Air Deflector Bolt - Left or Right 2.5 N·m 22 lb in
Underbody Front Air Deflector Nut - Left or Right 9 N·m 80 lb in
Wheelhouse Panel Liner Nuts - Rear 2 N·m 18 lb in
Wheelhouse Panel Liner Screws - Front and Rear 3 N·m 27 lb in


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Underbody Front Air Deflector Replacement - Left Side

Danger: Do not use a service jack in locations other than those specified to lift this vehicle. Lifting the vehicle with a jack in those other locations could cause the vehicle to
slip off the jack and roll; this could cause injury or death.
Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle
Underbody Front Air Deflector Bolt (Qty 2)

1
Tighten
2.5 N·m (22 lb in)
Underbody Front Air Deflector Nut (Qty 4)
2
Tighten
9 N·m (80 lb in)
3 Underbody Front Air Deflector


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Underbody Front Air Deflector Replacement - Right Side

Remove the exhaust pipe heat shield front. Refer to Exhaust Pipe Heat Shield Replacement : Rear → Centre → Front
Underbody Front Air Deflector Bolt (Qty 3)

1
Tighten
2.5 N·m (22 lb in)
Underbody Front Air Deflector Nut (Qty 5)
2
Tighten
9 N·m (80 lb in)
3 Underbody Front Air Deflector


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Underbody Rear Air Deflector Replacement

Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle
Underbody Rear Air Deflector Bolt (Qty 9)

1
Tighten
2.5 N·m (22 lb in)
2 Underbody Rear Air Deflector


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Drivetrain and Front Suspension Frame Replacement

Removal Procedure
Caution: With wheels of the vehicle facing straight ahead, secure the steering wheel utilizing steering column anti-rotation pin, steering column lock, or a strap to prevent
• The steering gear
After disconnecting these components, do not rotate the steering wheel or move the front tyres and wheels. Failure to follow this procedure may cause the SIR coil
assembly to become un-centred and cause possible damage to the SIR coil. If you think the SIR coil has became uncentred, refer to your specific SIR coil's centring
procedure to re-centre SIR Coil.
3. Support the radiator and condenser from above using the condenser tabs on each side.
4. Install the engine support fixture. Refer to Engine Support Fixture .
5. Remove the lower steering intermediate shaft bolt. Refer to Intermediate Steering Shaft Replacement .
6. Raise the vehicle on a hoist. Refer to Lifting and Jacking the Vehicle .
7. Remove the catalytic converter. Refer to Catalytic Converter Replacement .
8. Remove the wheel speed sensor wiring harness (2) from the frame on both sides.
Remove the wiring harness retainers (3) from the frame and the lower control arm.
9. Remove the heater inlet and outlet pipe bolts from frame. Refer to Heater Inlet And Outlet Pipe Replacement .
10. Position the heater water auxiliary pump and support to the side. Refer to Heater Water Auxiliary Pump Replacement .
Caution: Electrostatic discharge (ESD) can damage many solid-state electrical components. ESD susceptible components may or may not be labelled with the ESD
symbol. Handle all electrical components carefully. Use the following precautions in order to avoid ESD damage:
• Touch a metal ground point in order to remove your body's static charge before servicing any electronic component; especially after sliding across the vehicle seat.
• Do not touch exposed terminals. Terminals may connect to circuits susceptible the ESD damage.
• Do not allow tools to contact exposed terminals when servicing connectors.
• Do not remove components from their protective packaging until required to do so.
• Avoid the following actions unless required by the diagnostic procedure:
- Jumpering or grounding of the components or connectors.
- Connecting test equipment probes to components or connectors. Connect the earth lead first when using test probes.
• Ground the protective packaging of any component before opening. Do not rest solid-state components on metal workbenches, or on top of TVs, radios, or other
electrical devices.
11. Disconnect the electrical connectors from the electronic power steering assembly. Refer to FEP Connectors : Steering Gear .
12. Remove the wire harness bracket and bolt from the power steering gear.
13. Remove the lower ball joints from the steering knuckles. Refer to Steering Knuckle Replacement .
14. Remove the stabiliser link nut from the strut, then discard the nut. Refer to Stabilizer Shaft Link Replacement .
15. Remove the outer track rods and track rod nuts from the steering knuckles. Refer to Steering Linkage Outer Track rod Replacement .
16. Remove the rear transmission mount to rear transmission mount bracket through bolt. Refer to Transmission Rear Mount Replacement .
17. Lower the vehicle until the drivetrain and front suspension frame contacts the engine support table.
18. Remove the frame front bolts (1).

19. Remove the frame rear bolts (2).
20. Remove the frame reinforcements (3).
21. Remove the frame (4) from the vehicle.
22. Remove the following components if replacing the frame:
• The lower control arms--Refer to Lower Control Arm Replacement .
• The stabilizer shaft--Refer to Stabilizer Shaft Replacement .
• The radiator support brackets
• The steering gear--Refer to Steering Gear Replacement .
• The rear transmission mount--Refer to Transmission Rear Mount Replacement .
1. Install the following components on the drivetrain and front suspension frame, if removed:
• The rear transmission mount--Refer to Transmission Rear Mount Replacement .
• The radiator support brackets--Tighten the fasteners to 22 N·m (16 lb ft).
• The stabilizer shaft--Refer to Stabilizer Shaft Replacement .
• The lower control arms--Refer to Lower Control Arm Replacement .
• The steering gear--Refer to Steering Gear Replacement .
2. Install the frame to the vehicle.
3. Install the frame rear bolts (2) and tighten to 160 N·m (118 lb ft).
4. Install the frame front bolts (1) and tighten to 160 N·m (118 lb ft).
5. Install the frame reinforcements (3) and tighten to 58 N·m (43 lb ft).
6. Install the rear transmission mount to rear transmission mount bracket through bolt. Refer to Transmission Rear Mount Replacement .
7. Install the outer track rods and track rod nuts to the steering knuckles. Refer to Steering Linkage Outer Track rod Replacement .
Caution: Electrostatic discharge (ESD) can damage many solid-state electrical components. ESD susceptible components may or may not be labelled with the ESD
symbol. Handle all electrical components carefully. Use the following precautions in order to avoid ESD damage:
• Touch a metal ground point in order to remove your body's static charge before servicing any electronic component; especially after sliding across the vehicle seat.
• Do not touch exposed terminals. Terminals may connect to circuits susceptible the ESD damage.
• Do not allow tools to contact exposed terminals when servicing connectors.
• Do not remove components from their protective packaging until required to do so.
• Avoid the following actions unless required by the diagnostic procedure:
- Jumpering or grounding of the components or connectors.
- Connecting test equipment probes to components or connectors. Connect the earth lead first when using test probes.
• Ground the protective packaging of any component before opening. Do not rest solid-state components on metal workbenches, or on top of TVs, radios, or other
electrical devices.
8. Install the wire harness bracket to the power steering gear. Tighten the wire harness bracket bolts to 9 N·m (80 lb in).
9. Connect the electrical connectors to the electronic power steering assembly. Refer to FEP Connectors : Steering Gear .
10. Install the stabiliser shaft link. Tighten the steering linkage tie rod nut stabiliser shaft link nuts to 65 N·m (48 lb ft).
11. Install the lower ball joints to the steering knuckles. Refer to Steering Knuckle Replacement .
12. Install the wheel speed sensor wiring harness (2) to the frame on both sides.
Install the wiring harness retainers (3) to the frame and the lower control arm.
13. Install the heater water auxiliary pump and support to the frame. Refer to Heater Water Auxiliary Pump Replacement .
14. Install the heater inlet and outlet pipe fasteners to the frame. Refer to Heater Inlet And Outlet Pipe Replacement .
15. Install the catalytic converter. Refer to Catalytic Converter Replacement .
17. Remove the support of the radiator and condenser.
18. Install the lower steering intermediate shaft. Refer to Intermediate Steering Shaft Replacement .
19. Remove the engine support fixture from the vehicle.
20. Install the front bumper fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera .
21. Check the wheel alignment. Refer to Wheel Alignment Measurement .


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Drivetrain and Front Suspension Frame Front Insulator Replacement

Special Tools
• CH-906-14 Adapter

• CH-906-42 Adapter
• CH-50342 Threaded Rod
For equivalent regional tools. Refer to Special Tools .
Removal Procedure
1. Remove the drivetrain and front suspension frame. Refer to Drivetrain and Front Suspension Frame Replacement .
2. Mark Installation position of insulator (2) at frame (1).
Note : Drilling holes into the insulator rubber to ease removal of the core.
3. Cut out frame insulator core (1) from frame insulator (2).

4. Remove frame insulator core (1) from outer frame insulator (2).
5. Remove the frame insulator (3) from drivetrain and front suspension frame (1) using a chisel (2) or equivalent.
1. Install the following components on the drivetrain and front suspension frame:
• CH-906-14 Adapter .
• CH-906-42 Adapter .
• CH-50342 Threaded Rod.
Note: Check marking of frame insulator.
• Align the insulator tab with the alignment marks (1) on the frame.
2. Carefully install the frame insulator in to the front suspension frame.
3. Install the drivetrain and front suspension frame. Refer to Drivetrain and Front Suspension Frame Replacement .


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Front Wheelhouse Front Liner Replacement

Remove the tyre and wheel assembly. Refer to Tyre and Wheel Removal and Installation .
1 Front Wheelhouse Liner Push-In Retainer - Front (Qty: 2)
Front Wheelhouse Liner Screw - Front (Qty: 4)
2
Tighten
3 N·m (27 lb in)
Front Wheelhouse Liner - Front Lower Screw (Qty: 3)
3
Tighten
3 N·m (27 lb in)
Front Wheelhouse Liner - Front Lower Front Screw (Qty: 5)
4
Tighten
3 N·m (27 lb in)
Front Wheelhouse Liner - Front
5 Procedure
Disengage the upper interlocking retainers.


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Front Wheelhouse Rear Liner Replacement

1 Front Wheelhouse Rear Liner Push-In Retainer (Qty: 3)
Front Wheelhouse Rear Liner Screw (Qty: 3)
2
Tighten
3 N·m (27 lb in)
Front Wheelhouse Rear Liner
3 Procedure
Disengage the upper interlocking retainers.


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Rear Wheelhouse Panel Liner Replacement

1 Rear Wheelhouse Panel Liner Push-In Retainer (Qty: 2)
Rear Wheelhouse Panel Liner Screw (Qty: 6)
2
Tighten
3 N·m (27 lb in)
Rear Wheelhouse Panel Liner Nut
3
Tighten
2 N·m (18 lb in)
4 Rear Wheelhouse Panel Liner


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Special Tools
CH 906-14
Adapter
CH 906-42
Adapter
CH 50342
Threaded Rod


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Specification
Front Side Door Weatherstrip Retainer Screws 2.5 N·m 22 lb in
Front Side Door Window Channel Bolts 11 N·m 97 lb in
Front Side Door Window Guide Nuts 10 N·m 89 lb in
Front Side Door Window Outer Weatherstrip Lower Screws 11 N·m 97 lb in
Front Side Door Window Outer Weatherstrip Upper Screws 2.5 N·m 22 lb in
Front Side Door Window Rear Channel Bolts 11 N·m 97 lb in
Front Side Door Window Regulator Bolts 11 N·m 97 lb in
Front Side Door Window Regulator Motor Screws 5 N·m 44 lb in
Front Side Door Window Upper Belt Reveal Molding Screw 2.5 N·m 22 lb in
Rear Side Door Weatherstrip Retainer Screws 2.5 N·m 22 lb in
Rear Side Door Window Channel Bolts 11 N·m 97 lb in
Rear Side Door Window Guide Nuts 10 N·m 89 lb in
Rear Side Door Window Outer Weatherstrip Lower Screws 11 N·m 97 lb in
Rear Side Door Window Outer Weatherstrip Upper Screws 2.5 N·m 22 lb in
Rear Side Door Rear Channel Bolts 11 N·m 97 lb in
Rear Side Door Window Regulator Bolt 11 N·m 97 lb in
Rear Side Door Window Regulator Motor Bolt 5 N·m 44 lb in
Rear Side Door Window Upper Belt Reveal Molding Screw 2.5 N·m 22 lb in


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Figure 1: Driver
Figure 2: Passenger
Figure 3: Rear


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Demister Schematics
Demister
| |
Rear Window Demister Description and Operation
F6UA, F9UA, F22UA, F23UA, F40UA, F41UA and F43UA Fuses
F6RA, F11RA, F14RA and F16RA Fuses
G103, G104 and G105
G403

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DTC B0283
DTC Descriptors
DTC B0283 02: Rear Defrost Circuit Short To Ground
DTC B0283 05: Rear Defrost Circuit High Voltage/Open

Outside Wing Mirror Heater Relay Control B0283 02 1 B0283 05 --
Rear Demister Relay Control B0283 02 1 B0283 05 --
1. Rear Demister Inoperative
When the HVAC control module receives a rear window demist request from the HVAC control faceplate, the HVAC control module will supply voltage to the relay coil.
Battery positive voltage is supplied at all times to the relay switched input and the relay coil is always grounded. This allows battery positive voltage from the relay switched
input to flow through the switch contacts and out the relay switched output to the rear window demister grid.
Battery voltage must be between 9-16 V.

B0283 02
The HVAC control module detects a short to ground on a relay control circuit for 1 second or greater.
B0283 05
The HVAC control module detects a short to voltage or an open/high resistance a relay control circuit for 1 second or greater.
B0283 02
The rear window demister will be inoperative.
B0283 05
The rear window demister will malfunction.
• The DTC will be current for as long as the fault is present.
• When the fault is no longer present, the DTC will be a history DTC.
• A history DTC will clear after 50 ignition cycles.
Schematic Reference
Demister Schematics

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle ON, command the Rear Demist ON and OFF with a scan tool, the upper and lower rear window demister grids should turn ON and OFF when changing between the
commanded states.
1. Vehicle OFF, disconnect the KR5 rear window demister relay.

2. Vehicle OFF, disconnect the KR4B outside wing mirror heater relay.
3. Connect a test lamp between the control circuit terminal 85 and the ground circuit terminal 86 of the KR4B outside wing mirror heater relay.
4. Vehicle ON, command the Rear Demist 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 K33 HVAC 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 K33 HVAC control module.
5. Vehicle OFF, connect the KR4B outside wing mirror heater relay.
6. Vehicle ON, command the Rear Demist ON and OFF with a scan tool, DTC B0283 should not reset.
If DTC B0283 is current, test or replace the KR4B outside wing mirror heater relay.
7. If all circuits test normal, test or replace the KR5 rear window demister relay.
Component Testing
Relay Test
1. Vehicle OFF, disconnect the appropriate relay.

2. Test for 60-180 Ω between terminals 85 and 86.
If not within the specified range, replace the relay.
3. Test for infinite resistance between the following terminals:
• 30 and 86
30 and 87
•
• 30 and 85
• 85 and 87
If not the specified value, replace the relay.
4. Install a 3A 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 Ω between
terminals 30 and 87.
If greater than the specified range, replace the relay.
Repair Instructions
• Relay Replacement : Within an Electrical Centre → Attached to Wire Harness

• Control Module References for HVAC control module replacement, programming and setup


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DTC B316B, B317A, B318A, or B319A

DTC Descriptors
DTC B316B 00: Driver Window Switch
DTC B316B 02: Driver Window Switch Short to Ground
DTC B316B 39: Driver Window Switch Internal Electronic Failure
DTC B317A 02: Right Front/Passenger Window Switch Short to Ground
DTC B318A 02: Left Rear Window Switch Short to Ground
DTC B319A 02: Right Rear Window Switch Short to Ground

Driver Window Motor Control B316B 02 1 1 --
1. Driver Window Malfunction
The body control module (BCM) monitors, receives and transmits serial data to each of the doors switches and window motors. When a window switch has been activated on
the driver window switch, a signal is sent to the BCM which sends a signal to the appropriate window motor and the window motor will move in the direction commanded.
B316B 00
The BCM has detected the driver right front or left rear or right rear window switch is active for greater than 60 seconds.
B316B 02
The BCM has detected the driver left front window switch is active for greater than 60 seconds.
B317A 02
The BCM has detected the passenger window switch is active for greater than 60 seconds.
B318A 02
The BCM has detected the left rear window switch is active for greater than 60 seconds
B319A 02
The BCM has detected the right rear window switch is active for greater than 60 seconds
The affected power window will malfunction.
B316B 00, B316B 02, B317A 02, B318A 02, B319A 02
• The DTC will change from current to history when the fault is no longer present.
• A history DTC will clear after 100 consecutive ignition cycles if the condition for the malfunction is no longer present.
B316B 39
If the DTC is current, the driver window switch must be replaced before the DTC can be cleared.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, command each window UP and DOWN by using each switch on the S79D window switch-driver and by using the S79P window switch-passenger,
the S79LR window switch-left rear and the S79RR window switch-right rear. Each window should perform the UP and DOWN functions from each switch.
If the driver window does not perform as specified, refer to Driver Window Malfunction.
If the passenger window, left rear window or right rear window does not perform as specified, refer to Passenger/Rear Window Malfunction.
Driver Window Malfunction
1. Vehicle Off, disconnect the harness connector at the S79D window switch-driver.
2. Vehicle in Service Mode, verify that the scan tool Driver Window Main Control Down Switch parameter is Inactive.
If not the specified value, test the control circuit terminal 3 for a short to ground. If the circuit tests normal, test or replace the M74D window motor-driver.
3. Verify that the scan tool Driver Window Main Control Up Switch parameter is Inactive.
4. Verify that the scan tool Driver Window Main Control Express Switch parameter is Inactive.
5. If all circuits test normal, test or replace the S79D window switch-driver.
Passenger/Rear Window Malfunction
1. Vehicle in Service Mode, verify that the scan tool Front Passenger Main Control Down Switch, Front Passenger Main Control Express Switch, Front Passenger Main
Control Up Switch, Left Rear Window Main Control Down Switch, Left Rear Window Main Control Express Switch, Left Rear Window Main Control Up Switch, Right Rear
Window Main Control Down Switch, Right Rear Window Main Control Express Switch, and Right Rear Window Main Control Up Switch parameters are inactive.
If any of the parameters are always Active, replace the S79D window switch-driver.
2. Verify that the scan tool Passenger Window Switch at Door parameter is Inactive.
If not the specified value, replace the S79P window switch-passenger.
3. Verify that the scan tool Left Rear Window Switch at Door parameter is Inactive.
If not the specified value, replace the S79LR window switch-left rear.
4. Verify that the scan tool Right Rear Window Switch at Door parameter is Inactive.
If not the specified value, replace the S79RR window switch-right rear.
Repair Instructions
• Rear Side Door Window Switch Replacement

• Front Side Door Window Switch Replacement
• Front Side Door Window and Multifunction Switch Replacement
• Front Side Door Window Regulator Motor Replacement


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DTC B3205
DTC Descriptors
DTC B3205 00: Driver Window Motor Circuit
DTC B3205 39: Driver Window Motor Circuit Internal Electronic Failure
DTC B3205 42: Driver Window Motor Circuit Calibration Data Set Not Programmed
DTC B3205 4B: Driver Window Motor Circuit Calibration Not Learned
The body control module (BCM) monitors, receives and transmits serial data to each of the doors switches and window motors. When a window switch has been activated on
the driver window switch, a signal is sent to the BCM which sends a signal to the appropriate window motor and the window motor will move in the direction commanded.
• The Vehicle in Service Mode.

• Battery voltage must be between 9-16 V.
B3205 00
The BCM has detected that the compatibility code stored in the driver window motor does not match the compatibility code stored in the BCM.
B3205 39
An internal malfunction has been detected by the BCM in the driver window motor while commanding the window UP or DOWN.
B3205 42
The BCM will automatically attempt to download the calibration program into the driver window motor (As will occur when the window motor has been replaced), if the first
calibration program fails to load, the BCM will attempt to download the calibration program a second time. If this download fails, the BCM will set appropriate DTC.
B3205 4B
The BCM has detected that the driver window is not "normalised" and can set for the following reasons:
• When the battery has been disconnected

• When the battery has been replaced
• When the door wiring harness has been disconnected
• When the window motor has been disconnected.
The driver power window will malfunction.
B3205 00
Installing a compatible window motor for that specific make and model vehicle.
B3205 39
The driver window motor must be replaced before the DTC can be cleared.
B3205 42
The driver window motor must be replaced before the DTC can be cleared.
B3205 4B
The driver window motor must be normalised before the DTC can be cleared.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
B3205 00, B3205 39, B3205 42
1. Vehicle in Service Mode, command the driver window UP and DOWN with a scan tool. The driver window should perform the UP and DOWN functions.
Note: If the window performs the UP and DOWN functions, clear the DTC
2. Replace the M74D window motor--driver with a M74D window motor--driver compatible for that specific make and model vehicle.
B3205 4B
Note: The all doors must be completely closed prior to normalising the windows, a door that is open or ajar may cause the power window to function abnormally or it
may become inoperative during the normalisation procedure. If this occurs, verify that the door is completely closed then repeat the normalisation procedure.
1. Vehicle in Service Mode, starting with the window completely UP, press and hold the driver power window switch until the window is fully open and continue holding the
switch down for approximately 5 seconds after the window is completely open.
2. Pull the power window switch up until the window is fully closed and continue holding the switch up for approximately 5 seconds after the window is completely closed.
3. Command the window to express UP and express DOWN by pressing the window switch past the first detent and releasing and then pulling the window switch past the
first detent and releasing. The window should perform the express UP and express DOWN functions.
If the M74D window motor--driver does not perform as specified and the DTC resets, verify the vehicle doors are closed and repeat the normalisation procedure.
Repair Instructions



Volt

Symptoms - Fixed and Moveable Windows

Important Preliminary Checks Before Starting:
• The control modules can communicate via the serial data link.
2. Review the power window system operation or rear window demister system operation in order to familiarise yourself with the system functions. Refer to the following:
• Rear Window Demister Description and Operation
• Power Windows Description and Operation
• Inspect for aftermarket devices which could affect the operation of the rear window demister. Refer to Checking Aftermarket Accessories .
Intermittent
Note:
• Inspect for proper installation of electrical components if an intermittent condition exists. Inspect for aftermarket theft deterrent devices, lights, and mobile phones. Ensure
that no aftermarket equipment is connected to the class 2 circuit. If you can not locate an intermittent condition, a mobile phone signal may cause the condition. Faulty
electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections .
• The problem may or may not turn ON the SERVICE VEHICLE SOON indicator or store a DTC. Do not use the symptom tables to diagnose intermittent conditions. The
malfunction must be present in order to locate the problem.
Poor electrical connections or wiring cause most intermittent conditions. Perform a careful visual/physical check for the following conditions:
• Poor mating of the connector halves or a terminal not fully seated in the connector body
• An improperly formed or damaged terminal
• Reform or replace connector terminals in the problem circuit in order to ensure proper contact tension.
• Poor terminal to wire connection requires removing the terminal from the connector body in order to perform the check.
Use a scan tool in order to help detect intermittent conditions. The scan tool has several features that can be used to locate an intermittent condition. The snapshot feature can
capture and store data parameters within the scan tool when the malfunction occurs. This information can then be reviewed in order to see what caused the malfunction.
Symptom List
Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom:
• Rear Window Demister Malfunction

• Power Windows Malfunction


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Rear Window Demister Malfunction


Outside Wing Mirror Heater Relay B+ 2 2 -- --
Rear Demist Relay B+ 1 1 -- --
Outside Wing Mirror Heater Relay Control B0283 02 2 B0283 05 --
Rear Demist Relay Control B0283 02 1 B0283 05 --
Upper Rear Demister Grid Control 2 2 2 --
Lower Rear Demister Grid Control 1 1 1 --
Lower Rear Window Demister Grid Ground -- 2 -- --
Upper Rear Window Demister Grid Ground -- 1 -- --
Outside Wing Mirror Heater Relay Ground -- 2 -- --
Rear Demist Relay Ground -- 1 -- --
1. Upper Rear Demister Grid Malfunction
2. Lower Rear Demister Grid Malfunction
When the HVAC control module receives a rear window demist request from the HVAC control faceplate, the HVAC control module will supply voltage to the relay coil.
Battery positive voltage is supplied at all times to the relay switched input and the relay coil is always grounded. This allows battery positive voltage from the relay switched
input to flow through the switch contacts and out the relay switched output to the rear window demister grid.
Diagnostic Aids
Rear window demister indicator will still function when the switch is pressed but any of the following conditions may cause the rear window demister not to function:
• Ambient temperature at the HVAC control module must be less than 10°C (50°F).
• System voltage is out of range.
• A DTC is set that disables rear window demister functionality.
Schematic Reference
Demister Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle ON, observe the scan tool Rear Demister Switch parameter while pressing the heated rear window switch, the parameter should change from Inactive to Active.
If the value does not change, replace the A20 radio/HVAC control.
2. Command the Rear Demist Indicator ON and OFF with a scan tool. The indicator should turn ON or OFF while changing between the commanded states.
If the demister indicator is always ON or always OFF, replace the A20 radio/HVAC control.
3. Command the Rear Demist ON and OFF with a scan tool, the upper and lower rear window demister grids should turn ON and OFF when changing between the
commanded states.
If a single rear window demister grid does not turn ON and OFF when changing between the commanded states, refer to Single Rear Window Demist Grid
Malfunction.
If both rear window demister grids do not turn ON and OFF when changing between the commanded states, refer to Rear Window Demister Malfunction.
Single Rear Window Demist Grid Malfunction
1. Vehicle OFF, disconnect the harness connector at the appropriate E18 rear window demister grid.
2. Test for less than 10 Ω between the ground circuit terminal listed below and ground:
• Terminal A E18B rear demister grid-lower.
• Terminal 1 E18A rear demister grid-upper
If greater than the specified range, test the ground circuit for an open/high resistance.
3. Disconnect the appropriate KR4B outside wing mirror relay or the KR5 rear demister relay.
4. Test for less than 10 Ω between the ground circuit terminal listed below and ground.
• Terminal 40 KR5 rear demister relay.
• Terminal 86 KR4B outside wing mirror heater relay.
5. Vehicle ON, connect a 40A fused jumper wire between the circuit terminals listed below, verify the rear demister grid is activated:.
• B+ terminal 43 and control terminal 42 KR5 rear demister relay.
• B+ terminal 30 and control terminal 87 KR4B outside wing mirror heater relay.
If the rear demister grid does not activate and the circuit fuse is open, test the control circuit for a short to ground. If the circuit tests normal, test or replace the
E18 rear window demister grid.
If the rear demister grid does not activate and the circuit fuse is good, test the control circuit for an open/high resistance. If the circuit tests normal, test or replace the
E18 rear window demister grid.
6. If all circuits test normal, test or replace the relay.
Rear Window Demister Malfunction
1. Vehicle OFF, disconnect the KR5 rear window demister relay.

2. Vehicle OFF, disconnect the KR4B outside wing mirror heater relay.
3. Connect a test lamp between the control circuit terminal 85 and the ground circuit terminal 86 of the KR4B outside wing mirror heater relay.
4. Vehicle ON, command the Rear Demist 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 K33 HVAC 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 K33 HVAC control module.
5. Vehicle OFF, connect the KR4B outside wing mirror heater relay.
6. Vehicle ON, command the Rear Defog ON with a scan tool, the E18B rear demister grid-lower should turn ON.
If the E18B rear demister grid-lower does not turn ON, test or replace the KR4B outside wing mirror heater relay.
7. If all circuits test normal, test or replace the KR5 rear window demister relay.
Component Testing
Rear Window Demister Grid Test
1. Vehicle ON, turn on the E18 rear window demister grid.

2. Verify that a test lamp illuminates between each E18 rear window demister grid line and ground. The test lamp should be off when testing at the ground side of the grid
and get brighter as the test lamp moves closer to the voltage supply side of the grid. The test lamp should be dim when testing each grid line in the middle.
If the test lamp remains bright at the middle of the grid line, test for an open between the test point and the ground side of the grid.
If the test lamp remains off at the middle of the grid line, test for an open between the test point and the voltage supply side of the grid
Relay Test
1. Vehicle OFF, disconnect the appropriate relay.

2. Test for 60-180 Ω between terminals 1 and 2.
If the not within the specified range, replace the relay.
• 3 and 2
• 3 and 5
• 3 and 1
• 1 and 5
If not the specified value, replace the relay.
4. Install a 5 A fused jumper wire between relay terminal 2 and 12 V. Install a jumper wire between relay terminal 1 and ground. Test for less than 2 Ω between terminals 3
and 5.
If greater than the specified range, replace the relay.
Repair Instructions
• Tailgate Lower Window Replacement

• Tailgate Upper Window Replacement
• Control Module References for HVAC control module and radio/HVAC control replacement, programming and setup


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Power Windows Malfunction


Driver Window Switch B+ 1, 2, 4 1 -- --
Driver Window Motor B+ U1534 00 U1534 00 -- --
Passenger Window Switch B+ 1, 2, 4 2 -- --
Left Rear Window Switch B+ 1, 3 3 -- --
Right Rear Window Switch B+ 1, 2, 4 4 -- --
Driver Window Motor Down Control B316B 02 1 1 --
Driver Window Motor Express Control B316B 02 1 1 --
Driver Window Motor Up Control B316B 02 1 1 --
Left Rear Window Motor Control 3 3 3 --
Passenger Window Motor Control 2 2 2 --
Right Rear Window Motor Control 4 4 4 --
Driver Window Switch Ground -- 1 -- --
Driver Window Motor Ground -- U1534 00 -- --
Left Rear Window Switch Ground -- 3 -- --
Passenger Window Switch Ground -- 2 -- --
Right Rear Window Switch Ground -- 4 -- --
1. Driver Window Malfunction
2. Passenger Window Malfunction

3. Left Rear Window Malfunction
4. Right Rear Window Malfunction
The window motors are supplied with B+ voltage which is used to power the motor and also used as a reference voltage within the logic circuit. When the driver or passenger
window switch is pressed, a switch is closed causing the reference voltage in the appropriate circuit in the window motor to drop, the window motor responds by moving the
window in the direction commanded.
Diagnostic Aids
The loss of the express up and express down functions for the driver window may have occurred for the following reasons:
• The battery was disconnected

• The battery was replaced
• The door wiring harness was disconnected
• The window motor was disconnected
The driver window motor will need to be normalised in order to restore the express functions, refer to Window Motor Programming - Express Function for the proper
procedure.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, command the M74D window motor-driver UP, DOWN, express UP and express DOWN with a scan tool. The M74D window motor--driver
should perform the UP, DOWN, express UP and express DOWN commands.
If the M74D window motor--driver does perform as specified, refer to Driver Window Motor Malfunction.
2. Command the M74D window motor--driver UP, DOWN, express UP and express DOWN by using the S79D window switch-driver. The M74D window motor--driver
should perform the UP, DOWN, express UP and express DOWN commands.
If the M74D window motor-driver does perform as specified, refer to Driver Window Switch Malfunction.
3. Observe the scan tool Left Rear Main Control Down Switch, Left Rear Main Control Express Switch, Left Rear Main Control Up Switch, Right Rear Main Control Down
Switch, Right Rear Main Control Express Switch, Right Rear Main Control Up Switch, Front Passenger Main Control Down Switch, Front Passenger Main Control
Express Switch, and the Front Passenger Main Control Up Switch parameters while using the appropriate switches on the S79D window switch-driver. Each value
should change from Inactive to Active as the switch is used.
If the values do not change or if the value is No Communication, refer to Driver Window Switch Malfunction.
4. Command the passenger and rear windows UP and DOWN by using their respective S79 window switch, each window should perform the UP and DOWN functions
from each switch.
If a window does not perform as specified, refer to Passenger/Rear Window Malfunction.
5. Observe the scan tool Window Lockout Switch parameter while pressing the window lockout switch on the S79D window switch-driver, the value should change from
Inactive to Active each time the switch is pressed.
If the value does not change, replace the S79D window switch-driver.
Driver Window Motor Malfunction
1. Vehicle OFF, disconnect the harness connector at the M74D window motor-driver.
2. Test for less than 10 Ω between the ground circuit terminal 1 and ground.
3. Vehicle in Service Mode, verify that a test lamp illuminates between the B+ circuit terminal 2 and ground.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance.
4. Test for 5-10 V between the serial data circuit terminal 4 and ground.
If greater than the specified range, test the serial data circuit for a short to voltage.
If less than the specified range, test the serial data circuit for a short to ground or an open/high resistance.
5. If all circuits test normal, test or replace the M74D window motor-driver.
Driver Power Window Switch Malfunction
1. Vehicle OFF, disconnect the harness connector at the S79D window switch-driver.
If greater than the specified range, test the ground circuit for and open/high resistance.
4. Verify that the scan tool Driver Window Main Control Down Switch parameter is Inactive.
5. Connect a 5 A fused jumper wire between the control circuit terminal 3 and ground, verify that the scan tool Driver Window Main Control Down Switch parameter is
Active.
If not the specified value, test the control circuit for a short to voltage or an open/high resistance. If the circuit tests normal, test or replace the M74D window motor-
driver.
6. Verify that the scan tool Driver Window Main Control Up Switch parameter is Inactive.
7. Connect a 5 A fused jumper wire between the control circuit terminal 6 and ground, verify that the scan tool Driver Window Main Control Up Switch parameter is Active.
driver.
8. Verify that the scan tool Driver Window Main Control Express Switch parameter is Inactive.
9. Connect a 5 A fused jumper wire between the control circuit terminal 2 and ground, verify that the scan tool Driver Window Main Control Express Switch parameter is
Active.
driver.
10. If all circuits test normal, test or replace the S79D window switch-driver.
Passenger/Rear Window Malfunction
1. Vehicle OFF, disconnect the harness connector at the appropriate S79 window switch.
2. Test for less than 10 Ω between the ground circuit terminal listed below and ground.
• S79P window switch-passenger ground circuit terminal 1
• S79LR window switch-left rear ground circuit terminal 3
• S79LR window switch-left rear ground circuit terminal 5
• S79RR window switch-right rear ground circuit terminal 5
3. Vehicle in Service Mode, verify that a test lamp illuminates between the B+ circuit terminal listed below and ground.
• S79P window switch-passenger B+ circuit terminal 4
• S79LR window switch-left rear B+ circuit terminal 8
• S79RR window switch-right rear B+ circuit terminal 8
If the test lamp does not illuminate, test the ground circuit for a short to ground or an open/high resistance.
4. Test for 5-10 V between the serial data circuit terminal listed below and ground.
• S79P window switch-passenger serial data circuit terminal 5
• S79LR window switch-left rear serial data circuit terminal 1
• S79RR window switch-right rear serial data circuit terminal 1
If greater than the specified range, test the serial data circuit for a short to voltage.
If less than the specified range, test the serial data circuit for a short to ground or an open/high resistance.
5. Vehicle OFF, connect the harness connector at the S79 window switch and disconnect the harness connector at the appropriate M74 window motor.
6. Test for less than 15 Ω between the control circuit terminal A and ground.
If greater than the specified range, test the control circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the appropriate S79
window switch.
7. Test for less than 15 Ω between the control circuit terminal B and ground.
If greater than the specified range, test the control circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the appropriate S79
window switch.
8. Connect a test lamp between the control circuit terminal A and control circuit terminal B.
9. Vehicle in Service Mode, command the M74 window motor UP and DOWN by using the S79 window switch. The test lamp should briefly illuminate during the UP and
DOWN commands.
If the test lamp does not illuminate during the UP or DOWN command, test either control circuit for a short to ground. If the circuits tests normal, replace the S79
window switch.
10. If all circuits test normal, test or replace the M74 window motor.
Component Testing
Passenger/Rear Window Motor
1. Vehicle OFF, disconnect the harness connector at the appropriate M74 window motor.
2. Install a 25 A fused jumper wire between one of the control terminals and 12 V. Momentarily install a jumper wire between the other control terminal and ground.
Reverse the jumper wires at least two times, the M74 window motor should perform the UP and DOWN functions.
If it does not perform as specified, replace the M74 window motor.
Repair Instructions
• Rear Side Door Window Regulator Motor Replacement


Volt

Side Door Window Mechanical Diagnosis

Cause Correction
DEFINITION: A mechanical condition that requires a correction for proper operation of the side door window.
Refer to Symptoms - Fixed and Moveable Windows prior to beginning this table.
Check proper glass alignment/attachment and door seal installation.
Check switch and switch bezel to see if sticking.
Intermittent Operation Check wire harness for pinched/shorted wire.
THIS STEP APPLIES TO ALL TWO PIN MOTOR CONNECTORS ONLY. Perform electrical diagnostics, by first applying 12 volt
power supply to the regulator motor to verify motor function.
Check proper glass alignment/attachment.
Check for defective seal and/or proper seal installation.
Glass Binds
Check for debris in glass run channel.
Check for glass run channel position.
Check for loose fasteners and retorque if required.
Regulator/Glass Rattles
Check that the glass is in the channel and reinstall if not positioned correctly.
Check for other components in the glass path such as wire harness, impact foam, lock rods, or cables.
Noisy Operation
Check for proper glass alignment/attachment and door seal installation.
Windnoise Check seals, mirror patch, and glass alignment.
False glass reversal, the glass goes Check seals, reinitialise the glass and/or realign the glass.
down unexpectedly. Check for debris in the glass run channel.


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Windscreen Replacement
Special Tools
• BO-641 Suction Holder

• BO-46974 Glass Removal System
• Use an adhesive that is approved by GM
Warning: Refer to Cracked Window Warning in the Preface section.
Warning: Refer to Glass and Sheet Metal Handling Warning in the Preface section.
1. Open the bonnet.

2. Remove the windscreen wiper arms and blades. Refer to Windscreen Wiper Arm Replacement : Passenger → Driver .
3. Remove the air inlet grille panel. Refer to Air Inlet Grille Panel Replacement .
4. Remove the left and right side corner weatherstrip by the air inlet panel.
5. Remove the left and right windscreen side garnish moldings. Refer to Windscreen Side Garnish Molding Replacement .
6. Remove the rearview mirror. Refer to Inside Rearview Mirror Replacement .
7. Disconnect the rain sensor connector, if equipped.
Warning: If broken glass falls into the defroster outlets, it can be blown into the passenger compartment and cause personal injury.
8. Cover to protect the following parts from broken glass:

• Upper dash pad
• Demister outlets and A/C outlets
• Seats and carpeting
9. Use BO-46974 system .
10. Take the diagonal measurement of the windscreen.
11. Cut cutting wire into four times lengths.
Approx. 5200 mm (204.724 in), the circumference of the corresponding role of wire is approx. 1000 mm (39.369 in)
12. Heat the awl with a suitable tool.
Note: Ensure that the windscreen is not damaged in the process, otherwise stress cracks in the windscreen may occur.
13. Stick the awl (1) with adhesive bed in the area of the front wall.
14. Pull the wire through.
14.1. Thread the cutting wire into the hole of the awl and bend the end over.
14.2. Pull the cutting wire with the awl to the middle of the steering wheel in the interior.
Note: The cutting wire (1) should be rolled in beneath the rubber window seal (2) at the windscreen.
15. Lay the wire under the windscreen all the way around.
16. Pull the second wire end through.
16.1. Stick awl approx. 10 mm (0.393 in), overlapping the first entry place with adhesive bed.
16.2. Thread the cutting wire into the hole of the awl and bend it over.
16.3. Pull the rest of the wire into the interior using the awl.
Note: Ensure that the cutting wire is fitted correctly to the winch deflection roller.
17. Place the winch with two winding heads (2) on windscreen inside.
18. Position the winch in the right hand area of the windscreen inside.
19. Attach the cutting wire to the winch.
Note: In the area of the A-pillar/front wall, increased cutting effort is necessary. Arrow shows the path of cutting wire (1).
20. Cut out the windscreen.

20.1. Use the plastic sheet in order to protect the instrument panel assembly.
20.2. Insert transfer ratchet and apply tension to the cutting wire.
20.3. Cut out the windscreen until the cutting wire is on the same level with the winch.
21. Place the winch with two winding heads (2) on the inside of the windscreen near to the interior rear view mirror.
22. Insert the transfer ratchet and apply tension to the cutting wire.
Note: In the area of the A-pillar/roof frame, increased cutting effort is necessary. Arrow shows the path of the cutting wire (1).

23.1. Use the hold-down positioner and the plastic sheet to protect the sunroof.
24. Place the winch with one winding head (2) on the inside the windscreen in the position of the A-pillar an the driver side.
25. Attach the cutting wire (1) to the winch.
26. Insert transfer ratchet and apply tension to the cutting wire.
Note: Use lubricant on the winch deflection roller. In the area of the A-pillar/bulkhead, increased cutting effort is necessary. Arrow shows the path of cutting wire (1).

27.2. Use the plastic sheet in order to protect the instrument panel assembly.
28. Place the winch with one winding head (1) on the inside of the windscreen in the area of the roof frame (1).
Note: Use lubricant on the winch deflection roller. In the area of the A-pillar/roof frame, increased cutting effort is necessary. Arrow shows the path of cutting wire (2).

30.2. Use the plastic sheet in order to protect the headlining trim panel.
31. Position both cutting tools.
32. Shift the winch (1) with two winding heads downwards
33. Shift the winch with one winding head (2) in the headlining area so that the cutting wire (3) is crossed.
Note: Arrow shows the path of cutting wire (3).

35.1. Cut out windscreen until the cutting wire has cut through the adhesive bed completely.
35.2. Use the plastic sheet in order to protect the headlining trim panel.
36. Remove the glass removal system.
37. Install and lock the BO-641 holder onto the windscreen.
Note: A second technician is required.
38. Remove the windscreen from the vehicle.

39. Cut the adhesive tape with the provided knife (1) within a depth of 1 mm (0.039 in).
40. Repair any paint damage, using a touch-up pen that matches the vehicle color.
41. Replace the windscreen rubber if damaged.
42. Cut the adhesive tape on the glass pane with the provided knife within a depth of 1 mm (0.039 in).
1. Remove all mounds or loose pieces of urethane adhesive from the pinch-weld area.
2. Inspect for any of the following conditions in order to help prevent future breakage of the window:
• High weld
• Solder spots
• Hardened sealer
• Any other obstruction or irregularity in the pinch-weld flange
3. After repairing the windscreen opening as indicated, remove all traces of broken glass from the outer cowl panel, seats, floor, and defroster ducts.
4. Apply an adhesive bead (1).
Cut into the tip of the cartridge so that a bead of adhesive with a thickness approx. of 13 mm (0.511 in) is produced.
5. Insert the windscreen.

5.1. Insert windscreen, using the BO-641 holder .
5.2. Place the windscreen on the roof frames and lower it down.
6. Use fabric tape to secure the windscreen in position.
7. Remove any excessive urethane adhesive from the body, using a suitable cleaner.

8. Use a soft spray of warm water in order for a immediate water leak test.
9. Inspect the windscreen for leaks.
10. If any leaks are found, use a plastic paddle in order to apply extra urethane adhesive to the leak point.
11. Repeat the water leak test.
12. Maintain the following conditions in order to assure a proper cure of the urethane adhesive:
12.1. Lower a door window partially in order to prevent pressure buildups when closing the doors before the adhesive is cured.
12.2. DO NOT drive the vehicle until the adhesive is cured. Refer to the above curing times.
12.3. DO NOT use compressed air to dry the adhesive.
13. Install the air inlet grille panel. Refer to Air Inlet Grille Panel Replacement .
14. Install the windscreen wipers arms and blades. Refer to Windscreen Wiper Arm Replacement : Passenger → Driver .
15. Install the left and right windscreen garnish molding. Refer to Windscreen Side Garnish Molding Replacement .
16. Install the rearview mirror. Refer to Inside Rearview Mirror Replacement .
17. Connect the rain sensor connector, if equipped.
18. Remove the double layer of masking tape around the perimeter of the painted surfaces and the interior trim.
19. Close the bonnet.


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Front Side Door Window Adjustment

Causes of Slow Moving Window
Warning: Disconnect the power window switch when working inside the driver door. When operated, the Express Up/Down Feature allows the door window to move
very quickly, without stopping, which could cause personal injury.
Note: Owners may comment that the windows operate slowly when going up or down.
1. Listed below are conditions that may cause a slow moving window.
• The window run channel outboard lip at the rearview mirror is rolled over or the window run channel outboard lip at the rear of door frame (2).
• The window is not seated in the run channel.
• The window is misaligned in the opening.
• The regulator is misaligned causing misalignment of the window.
• Inspect the power window motor for being loose.
2. After inspecting the conditions above, do the following:
Remove the front door trim panel.
3. Remove the water deflector.

4. Ensure that the window guide is fully seated and clipped.
5. Ensure that the window is fully seated into the window guide run channel.
6. Inspect the window for equal distance between the front and rear run channels.
Adjustment Procedure
1. Inspect for the following conditions before making adjustments.

• Using a flat-bladed tool, straighten the run channel lip by pulling it out to its correct position.
• Use a flat-bladed tool to push the run channel rearward to seat it in the door frame.
• Inspect the window guide retainer to window for the proper alignment to the slots in the window.
• Inspect the window to be straight up and down position.
• Loosen the fasteners that attach the window regulator (1) to the inner door panel, in the specified sequence (2, 3, 4).
2. Tighten the fasteners that attach the front side door window regulator (1) to the inner door panel in the specified sequence (2, 3, 4) to 11 N·m (97 lb in).
3. Inspect the window for proper operation.
4. Install the water deflector.
5. Install the front door trim panel.


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Front Side Door Window Replacement

Caution: Refer to Paint Damage Caution in the Preface section.

1. Remove the front side door window front channel. Refer to Front Side Door Window Channel Replacement .
2. Remove the front side door window garnish molding. Refer to Front Side Door Window Garnish Molding Replacement .
Front Side Door Window Guide Retainer Nuts (Qty: 2)
Procedure
1. Apply masking tape to the outer applique and frame.

2. Remove the door trim panel bracket.
1 3. Remove the water deflector.
4. Use masking tape to tape the window in the full up position to the door frame.
5. Loosen the window guide retainer nuts through the access holes in the door.
6. Lower the window regulator full down.
7. Remove the masking tape from the window.
8. Tilt the window downward in the front, pull up on the back of the window and pull it out from the frame.
Tighten
10 N·m (89 lb in)
Front Side Door Window
2
Tip
Inspect the window for proper operation before installing the door trim panel.


Volt

Rear Side Door Window Adjustment

Causes of Slow Moving Window
Note: Owners may comment that the windows operate slowly when going up or down.
1. Listed below are conditions that may cause a slow moving window:
• The window run channel outboard lip at the rear of door frame.
• The window is not seated in the run channel.
• The window is misaligned in the opening.
• The regulator is misaligned causing misalignment of the window.
2. After inspecting the conditions above, do the following:
2.1. Remove the rear door trim panel.
2.2. Remove the water deflector.
2.3. Ensure that the window guide is fully seated and clipped.
Ensure that the window is fully seated in the window guide run channel.
2.4. Inspect the window for equal distance between the front and rear run channels.
2.5. Inspect the power window motor for being loose.
2.6. Inspect the window for alignment.
Adjustment Procedure
1. Remove the rear side door trim panel.

2. Inspect for the following conditions before making adjustments:
• Using a flat-bladed tool, straighten the run channel lip by pulling it out to its correct position.
• Use a flat-bladed tool to push the run channel rearward to seat it in the door frame.
• Inspect the window guide channel to window fasteners to ensure that they are in the proper slots and the window is not tilted forward.
• Inspect the window to be straight up and down position.
• Loosen the fasteners that attach the window regulator (1) to the inner door panel, in the specified sequence (2, 3, 4).
3. Loosen the fasteners that attach the rear side door window regulator (1) to the inner door panel in the specified sequence (2, 3, 4).
Tighten the fasteners to 11 N·m (97 lb in).
4. Inspect the window for proper operation.

6. Install the rear door trim panel.


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Rear Side Door Window Replacement

Caution: Refer to Paint Damage Caution in the Preface section.


2. Remove the rear side door window rear channel. Refer to Rear Side Door Window Rear Channel Replacement .
3. Remove the rear side door window upper garnish molding. Refer to Rear Side Door Window Garnish Molding Replacement .
Rear Side Door Window Guide Nuts (Qty: 2)
Procedure
1. Use masking tape to tape the window in the full up position to the door frame.
1 2. Remove the door trim panel bracket.
4. Loosen the window guide retainer nuts through the access holes in the door.
5. Lower the window regulator full down.
6. Remove the masking tape from the window.
7. Slide the window down in the door until the window is free from the rear window channel.
Tighten
10 N·m (89 lb in)
Rear Side Door Window
2
Tip
Inspect the window for proper operation before install the door trim panel.


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Tailgate Upper Window Replacement

Special Tools
• BO-641 Suction Holder

• BO-46974 Glass Removal System
Removal Procedure
1. Position the vehicle on level ground and move the front wheels to the straight-ahead position.
2. Open the tailgate.
3. Remove the tailgate lower trim finish panel. Refer to Tailgate Lower Trim Finish Panel Replacement .
4. Disconnect the electrical connectors from the tailgate window demister bus bar.
5. Remove the rear end spoiler. Refer to Rear End Spoiler Replacement .
Warning: Refer to Defroster Outlet Warning in the Preface section.
6. Cover the following parts to protect from broken glass:

• Upper dash pad
7. Use BO-46974 system .
8. Take the diagonal measurement (1) of the tailgate window.
9. Cut cutting wire into four times lengths.
Approx. 5200 mm (204.724 in), the circumference of the corresponding role of wire is approx. 1000 mm (39.369 in)
10. Heat the awl with a suitable tool.
Note: Ensure that the tailgate window is not damaged in the process. Otherwise, stress cracks could form in the tailgate window. Mask off the area with fabric tape (1).
11. Stick the awl through the adhesive bed in the area of the lower C-pillar.
12. Pull the wire through.
12.1. Thread both ends of the cutting wire (3) in the bores of the piercing awl (2) and bend them over.
12.2. Use the piercing awl (2) to pull the cutting wire to the centre of the tailgate window.
Note: The cutting wire (1) should be rolled in beneath the rubber window seal (2) at the tailgate window.
13. Lay the wire under the tailgate window all the way around.
14. Pull the remaining wire into the interior.
Note: Ensure that the cutting wire (1) is fitted correctly to the winch deflection roller.
15. Place the winch (2) with two winding heads on the tailgate window inside.
16. Position the winch vertically at the same height as the C-pillar.
17. Attach the cutting wire (1) to the winch (2).
Note: Arrow shows the path of the cutting wire (1).
19. Cut out the tailgate window until the cutting wire (1) is on the same level with the winch.
20. Place the winch (2) with two winding heads on the inside of the tailgate window, in the area of the roof frame.
Note: In the area of the tailgate window radius, increased cutting effort is necessary. Arrow shows the path of the cutting wire (1).
22. Cut out the tailgate window until the cutting wire is on the same level with the winch.
23. Place the winch (2) with two winding heads on the inside of the tailgate window, in the centre area of the tailgate window.
26. Place the winch (2) with one winding heads on the inside of the tailgate window, in the area of the lower C-pillar.
27. The winch (1) with 2 winding heads remains in the position.
30. Place the winch with one winding head on the inside of the tailgate window, in the area of the lower C-pillar.
34. Place the winch (1) with one winding head on the inside of the tailgate window.
35. Position winch (1) with one winding head next to winch with two winding heads so that the cutting wire (2) crosses.
38. Cut out the tailgate window until the cutting wire (2) has cut through the adhesive bead completely.
39. Remove the glass removal system.
40. Install and lock the BO-641 holder onto the tailgate window.
41. Remove the tailgate window from the vehicle.

42. Cut the adhesive tape with the provided knife (1) within a depth of 1 mm (0.039 in).
43. Repair any paint damage, using a touch-up pen that matches the vehicle color.
44. Replace the tailgate window rubber if damaged.
45. Cut the adhesive tape on the glass pane with the provided knife within a depth of 1 mm (0.039 in).
1. Remove all mounds or loose pieces of urethane adhesive from the pinch-weld area.
2. Inspect for any of the following conditions in order to help prevent future breakage of the window:
• High weld
• Solder spots
• Hardened sealer
• Any other obstruction or irregularity in the pinch-weld flange
3. After repairing the tailgate window opening as indicated, remove all traces of broken glass from the outer cowl panel, seats, and floor.
4. Apply an adhesive bead (1).
Cut into the tip of the cartridge so that a bead of adhesive with a thickness approx. of 13 mm (0.511 in) is produced.
5. Insert the tailgate window.

5.1. Insert tailgate window, using the BO-641 holder .
5.2. Place the tailgate window on the roof frames and lower it down.
6. Use fabric tape to secure the tailgate window in position.
7. Remove any excessive urethane adhesive from the body, using a suitable cleaner.

8. Use a soft spray of warm water in order for a immediate water leak test.
9. Inspect the tailgate window for leaks.
10. If any leaks are found, use a plastic paddle in order to apply extra urethane adhesive to the leak point.
11. Repeat the water leak test.
12. Maintain the following conditions in order to assure a proper cure of the urethane adhesive:
12.1. Lower a door window partially in order to prevent pressure buildups when closing the doors before the adhesive is cured.
12.2. DO NOT drive the vehicle until the adhesive is cured. Refer to the above curing times.
12.3. DO NOT use compressed air to dry the adhesive.
13. Install the rear end spoiler. Refer to Rear End Spoiler Replacement .
14. Connect the tailgate window demister electrical connectors to the bus bar.
15. Install the rear window radio antenna connects.
16. Install the tailgate lower trim finish panel. Refer to Tailgate Lower Trim Finish Panel Replacement .
18. Close the tailgate.


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Tailgate Lower Window Replacement

Special Tools
• BO-24402-A Glass Sealant Remover (Cold Knife)

• BO-39032 Stationary Glass Removal Tool
For equivalent regional tools, refer to Special Tools
Removal Procedure
Note: Before cutting out a stationary window, apply a double layer of masking tape around the perimeter of the painted surfaces and the interior trim.
1. Open the tailgate.

2. Remove the tailgate lower trim finish panel. Refer to Tailgate Lower Trim Finish Panel Replacement and Tailgate Lower Trim Finish Panel Replacement .
3. Remove the rear end spoiler. Refer to Rear End Spoiler Replacement .
Warning: Refer to Defroster Outlet Warning in the Preface section.
4. Cover the following parts to protect from broken glass:

• Upper dash pad
• Demister outlets and A/C outlets
Note: Keep the cutting edge of the tool against the window. Use care Not to damage the window corner retainers. If the window retainers get cut off when removing the
window it will be necessary to tape the window in place until cured.
5. Remove the window from the urethane adhesive.

• Leave a base of urethane approximately 2 mm (0.078 in) on the pinch-weld flange.
• The only suitable lubrication is clear water.
• BO-24402-A Glass Sealant Remover (Cold Knife)
• BO-39032 Stationary Glass Removal Tool
6. If necessary, use a long utility knife or similar tool to remove the bottom corners of the window from the urethane adhesive.
7. With an assistant, remove the window (1) from the vehicle, place the window on a clean soft surface.
1. Install the tailgate lower window into the opening using the appropriate urethane adhesive.
2. Install the rear end spoiler. Refer to Rear End Spoiler Replacement .
3. Install the tailgate lower trim finish panel. Refer to Tailgate Lower Trim Finish Panel Replacement and Tailgate Lower Trim Finish Panel Replacement .
5. Close the tailgate.


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Front Side Door Window Channel Replacement

1. Position the window to the full up position.
2. Remove the front side door trim panel. Refer to Front Side Door Trim Replacement .
Front Side Door Window Front Channel Bolts (Qty: 2)
Procedure
1
1. Reposition the water deflector.
2. Pull the weatherstrip from the front channel.
Tighten
11 N·m (97 lb in)
Front Side Door Window Front Channel
2
Tip


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Rear Side Door Window Rear Channel Replacement

Rear Side Door Window Rear Channel Bolts (Qty :2)
Procedure
1
1. Remove the door trim panel bracket.
3. Remove the weatherstrip from the channel.
Tighten
11 N·m (97 lb in)
Rear Side Door Window Rear Channel
2
Tip


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Front Side Door Window Switch Replacement

Remove the front side door accessory switch mount plate. Refer to Front Side Door Accessory Switch Mount Plate Replacement : Passenger Side Door → Drivers Side
Door .
Front Side Door Window Switch Assembly
1 Procedure
Disconnect the electrical connectors.


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Front Side Door Window and Multifunction Switch Replacement

Remove the front side door accessory switch mount plate. Refer to Front Side Door Accessory Switch Mount Plate Replacement : Passenger Side Door → Drivers Side
Door .
Front Side Door Window and Multifunction Switch Assembly
1 Procedure


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Rear Side Door Window Switch Replacement

Remove the rear side door accessory switch mount plate. Refer to Rear Side Door Accessory Switch Mount Plate Replacement .
Rear Side Door Window Switch Assembly
1 Procedure


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Front Side Door Window Regulator Replacement

1. Loosen the front side door window from the guide nuts. Do not remove the window from the door. Refer to Front Side Door Window Replacement .
2. Remove the front side door trim panel bracket.
Front Side Door Window Regulator Bolts (Qty: 5)
Procedure

2. Do Not to remove the window guides nuts from the window regulator.
3. After releasing the window from the guides tape the window to the upper door frame before removing the regulator bolts.
Tighten
11 N·m (97 lb in)
Front Side Door Window Regulator
Procedure
2 1. Remove the window regulator through the opening in the inner door panel.
2. Transfer all parts as necessary.
Tip


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Window Motor Programming - Express Function

Window Motor Normalised Procedure
A window motor that has not been normalised will no longer perform the express up and express down functions, this may occur during the following conditions:
• When a window motor has been disconnected

• When a door harness has been disconnected
• When the battery has been disconnected or replaced
Note: When DTC B3205 4B & 3210 4B are set, the following warnings will be displayed on the driver information centre:
Open, then Close Driver Window
Open, then Close Passenger Window
These warnings will clear once the windows have been "Normalised" and the respective DTC will clear.
To normalise the window motor, follow these steps:
Note: The doors must be completely closed prior to normalising the windows, a door that is open or ajar may cause the power window to function abnormally or to
become inoperative while performing the normalising procedure. If this occurs, verify that the door is completely closed then repeat the normalising procedure.

2. Starting with the window completely UP, press and hold the power window switch until the window is fully open and continue holding the switch down for approximately
5 seconds after the window is completely open.
The window should now be normalised and the window should perform the express up and express down functions.
Window Motor Relearn Procedure
A relearn procedure may need to be performed for any Local Interconnect Network (LIN) window motor for the following conditions:
• When the window glass is out of alignment

• When the window glass has been replaced
• When the door has been replaced
• When the window regulator has been replaced
Note: Prior to performing the relearn procedure the vehicle must have all 4 wheels properly inflated and mounted, the vehicle must be sitting on a level surface and all doors
must be completely closed.
To relearn the window motor, follow these steps:

2. With a scan tool, select Module Diagnosis, Body Control Module, Configuration/Reset Functions and then select the appropriate Clear Window Learn Values for the
window motor requiring the relearn procedure.
3. After the learn procedure, exit the scan tool learn procedure completely, the power window cannot be normalised and will not function until you exit the program.
4. Starting with the window completely UP, press and hold the power window switch until the window is fully open and continue holding the switch down for approximately
5 seconds after the window is completely open.
The window is now reprogrammed.


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Front Side Door Window Regulator Motor Replacement

Remove the front side door window regulator. Refer to Front Side Door Window Regulator Replacement .
Front Side Door Window Regulator Motor Screws (Qty: 3)

1
Tighten
5 N·m (44 lb in)
Front Side Door Window Regulator Motor
2
Tip


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Rear Side Door Window Regulator Replacement

Loosen the rear side door window from the guide nuts. Do not remove the window from the door. Refer to Rear Side Door Window Replacement .
Rear Side Door Window Regulator Bolts (Qty: 3)
Procedure
1 1. Remove the door trim panel bracket.

3. Do not remove the window guides nuts from the window regulator.
4. After releasing the window from the guides tape the window to the upper door frame before removing the regulator bolts.
Tighten
11 N·m (97 lb in)
Rear Side Door Window Regulator
Procedure
2 1. Remove the window regulator through the opening in the inner panel.
2. Transfer all parts as necessary.
Tip


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Rear Side Door Window Regulator Motor Replacement

Remove the rear side door window regulator. Refer to Rear Side Door Window Regulator Replacement .
Rear Side Door Window Regulator Motor Screws (Qty: 3)

1
Tighten
5 N·m (44 lb in)
Rear Side Door Window Regulator Motor
2
Tip


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Rear Side Door Window Belt Reveal Molding Replacement - Upper

1. Remove the rear side door window garnish molding. Refer to Rear Side Door Window Garnish Molding Replacement .
2. It will be necessary to remove the lower bright chrome reveal molding to expose the screws, refer to the lower molding. Refer to Rear Side Door Window Belt Reveal
Molding Replacement : Lower → Upper .
Rear Side Door Window Belt Reveal Molding Frame Screw Covers (Qty: 2)
Procedure
1
Place the door window in the full down position.
Tip
Two screws are located in the lower corner of the upper door frame under the covers.
Rear Side Door Window Belt Reveal Molding Frame Screws (Qty: 3)

2
Tighten
2.5 N·m (22 lb in)
Rear Side Door Window Belt Reveal Molding Screw (Qty: 5)
Procedure
3
One screw is located on the back side located in the front corner of the door frame.
Tighten
2.5 N·m (22 lb in)
Rear Side Door Window Belt Reveal Molding Push-In Retainers (Qty: 2)
4
Tip
Lift upward on the molding and sealing strip releasing it from the pinchweld flange.
Rear Side Door Window Belt Reveal Molding
5
Tip


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Rear Side Door Window Belt Reveal Molding Replacement - Lower

Rear Side Door Bright Molding
Procedure
1 1. Apply several layers of masking tape to the bottom and top edge of the rear side door bright molding in order to protect the painted finish.
2. Start at the lower rear edge of the bright lower molding. Use the tool in a twisting and lifting motion only.
3. Working from rear of the molding to the rear of the door.
4. Work the suitable tool (flat plastic) across the bottom edge of the molding releasing the clips from the molding.
Rear Side Door Bright Molding Clips (Qty: 8)
Procedure
2
1. The clips are removed by turning them halfway or a hundred and eighty degrees) counter clockwise or until the clip release the outer door panel.
2. Mark the location of the clips when removing.
Rear Side Door Bright Molding
1. Install the clips to the bright molding if any of the clips are damage, it will be necessary to be replace them.
3
2. Install the bright molding rubber seal to the molding after the clips have been reinstalled.
3. Place the clips to the location in the outer door panel and push inward until fully seated.


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Front Side Door Window Belt Reveal Molding Replacement - Upper

It will be necessary to remove the lower bright chrome reveal molding to expose the screws. Refer to Front Side Door Window Belt Reveal Molding Replacement :
Lower → Upper .
Front Side Door Window Belt Reveal Molding Frame Screw
Procedure
1 Place the door window in the full down position.
Tighten
2.5 N·m (22 lb in)
Tip
Do Not remove the outside wing mirror for this procedure.
Front Side Door Window Belt Reveal Molding Frame Screws (Qty: 5)
2
Tighten
2.5 N·m (22 lb in)
Front Side Door Window Belt Reveal Molding Push-In Retainers (Qty: 2)
3
Tip
Lift upward on the molding and sealing strip releasing it from the pinchweld flange.
Front Side Door Window Belt Reveal Molding
4
Tip


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Front Side Door Window Belt Reveal Molding Replacement - Lower

Front Side Door Bright Molding
Procedure
1 1. Apply several layers of masking tape to the bottom and top edge of the front side door bright molding in order to protect the painted finish.
2. Start at the lower rear edge of the bright lower molding. Use the tool in a twisting and lifting motion only.
3. Working from rear of the molding to the front of the door.
4. Work the suitable tool (flat plastic) across the bottom edge of the molding releasing the clips from the molding.
Front Side Door Bright Molding Clips (Qty: 9)
Procedure
2
1. The clips are removed by turning them halfway or a hundred and eighty degrees) counter clockwise or until the clip release the outer door panel.
2. Mark the location of the clips when removing.
Front Side Door Bright Molding
1. Install the clips to the bright molding if any of the clips are damage, it will be necessary to be replace them.
3
2. Install the bright molding rubber seal to the molding after the clips have been reinstalled.
3. Place the clips to the location in the outer door panel and push inward until fully seated.


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Front Side Door Window Outer Weatherstrip Replacement

1. Remove the front side door window. Refer to Front Side Door Window Replacement .
2. Remove the front side door mirror applique. Refer to Outside Wing Mirror Applique Replacement .
3. Remove the outside view mirror. Refer to Outside Rearview Mirror Replacement .
Front Side Door Window Outer Weatherstrip Upper Screw
Procedure
1
1. Use masking tape, tape off the upper belt reveal molding to protect the finish.
2. Remove the screw from the upper door frame, under the outer door weatherstrip. Reposition the door weatherstrip to access.
Tighten
2.5 N·m (22 lb in)
Front Side Door Window Outer Weatherstrip Lower Frame Bolts (Qty: 3)
2
Tighten
11 N·m (97 lb in)
Front Side Door Window Outer Weatherstrip
Procedure
3
Grasp the front top corner of the window and outer weatherstrip, pull rearward and down releasing the assembly from the door frame.
Tip


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Rear Side Door Window Outer Weatherstrip Replacement

1. Remove the upper rear side door belt reveal molding. Refer to Rear Side Door Window Belt Reveal Molding Replacement : Lower → Upper .
2. Remove the rear side door window. Refer to Rear Side Door Window Replacement .
Rear Side Door Window Upper Weatherstrip Screw
1 Tip
Reposition the door weatherstrip to access.
Rear Side Door Window Outer Weatherstrip Screw
Tighten
2 2 N·m (22 lb in)
Tip
The screw is located under the outer weatherstrip, in the lower fame.
Rear Side Door Window Weatherstrip Lower Bolt (Qty: 2)
3
Tighten
11 N·m (97 lb in)
Rear Side Door Window Weatherstrip
Procedure
4
Grasp the rear top corner of the outer window and weatherstrip, pull rearward and down releasing the assembly from the door frame.
Tip


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Front Side Door Window Rear Channel Replacement

Front Side Door Window Front Channel Bolts (Qty: 2)
Procedure
1
1. Reposition the water deflector.
2. Pull the weatherstrip from the front channel.
Tighten
11 N·m (97 lb in)
Front Side Door Window Front Channel
2
Tip


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Power Windows System Components
The power window system consists of the following components:
• Driver window switch

• Passenger window switch
• Left rear window switch
• Right rear window switch
• Window motors in each of the doors
• F24U 30A Fuse
• F55U 7.5A Fuse
• F21UA 30A Fuse
Driver Express Up and Express Down Power Window Motor
The driver door contains a window motor is smart motor that will detect excessive resistance while performing the express up function and automatically reverse direction to
prevent injury to any occupants that may become trapped between the closing window and the door frame. The automatic reverse safety feature can be overridden by pulling
and holding the window switch.
The logic circuit within the window motor monitors the up, down and express signal circuits which are normally equal to B+ voltage. When a switch is used on the driver
window switch, the contacts close causing a voltage drop within the appropriate signal circuit. The driver window motor will detect the voltage drop and will command the
window to move in the direction requested.
Passenger, Left Rear and Right Rear Express Down Window Motors
For the passenger, right rear and left rear doors, when their window switch is pressed in the down position, battery positive voltage is applied to their respective window motor
control circuit and ground to the other window motor control circuit causing that window to open. When the individual window switch is pulled in the up position, voltage and
ground is applied to the window motor in the opposite direction causing that window to close. The return path to ground is supplied through the inactive control circuit being
normally grounded through the window switch.
Each passenger and rear window switch communicates to the BCM by a serial data circuit. When the driver wishes to control the passenger, left rear or right rear window, the
driver will use the appropriate switch on the driver window switch. When this switch is used, a serial data message is sent to the BCM requesting a window motor command,
the BCM will then send a serial data message to the appropriate door window switch which will then command that window to move in the direction requested.
Lockout Switch Feature
The driver power window switch contains a window lockout switch, when the driver presses the window lockout switch, a serial data message is sent to the BCM which will
send a disable command to the rear window switches, deactivating them. The rear windows will still function normally from the switches on the driver window switch.


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Rear Window Demister System Components
The rear window demister system consists of the following components:
• HVAC Control Module

• HVAC Control Head
• Rear Window Demister Relay
• Rear Demister Grid
• F28UA 40A Fuse
Rear Window Demister Operation
The rear demist control system utilises a single zone backlight design, driven with a single relay configuration. Additionally, up to two outside rear view mirrors can be heated if
required. A switch for the customer to control the system is provided within the HVAC control head. Also included in the HVAC control head is an indicator to inform the
customer with the current state of the system. The system is only operational when engine is running or during remote start.
Pressing the heated rear window switch on the HVAC control face plate causes the HVAC control head to send a serial data message to the HVAC control module requesting
rear window demist operation. The HVAC control module upon receipt of the serial data message will provide voltage to the coil side of the rear window demister relay, this
will energise the relay causing the relay switch contacts to close allowing B+ voltage to flow through the rear demister grid control circuit to the rear demister grid.
When the rear heated window switch is pressed and the engine is running, the rear demist control system will remain active for 10 minutes. After the initial cycle has lapsed,
pressing the switch again will continue rear window demister operation, but the cycle will only last 5 minutes. The rear demist control system will function continuously if the
vehicle speed is greater than 70 kilometres per hour (45 mph).


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Stationary Window Description

Most stationary windows, specifically windscreens, are retained to the body with adhesive which adheres the window to the body, increasing structural integrity. The re-
installation of the windows with adhesive requires complete replacement of the adhesive bead, and is known as the full cut method. All stationary windows must use adhesive
systems which meet GM Specification GM 3651G


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Special Tools
BO-24402-A
J-24402-A
Glass Sealant Cold Knife Remover
BO-39032
J-39032
Stationary Glass Removal Tool

BO-39040
J-39040
Quarterlight Remover
S-0201964
Bonded-Glass Removing Device
Brazil - Use local equivalent


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Specification
Horn Nut 10 N·m 89 lb in
Steering Wheel Horn Contact Bolts 5.5 N·m 49 lb in


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Horn Schematics
Horns
| |
Master Electrical Schematic Icons
G204
G301 and G406
G101 and G102

G204


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DTC B2750
DTC Descriptors
DTC B2750 01: Horn Relay Coil Circuit Short to Battery
DTC B2750 02: Horn Relay Coil Circuit Short to Ground
DTC B2750 04: Horn Relay Coil Circuit Open

Horn Relay Control B2750 02 B2750 04 B2750 01 --
Horn Relay Ground - B2750 04 -- --
The body control module (BCM) controls the horn relay by providing system voltage to the control circuit of the horn relay coil energising the relay. When the horn relay is
energised, the horn relay contacts close applying voltage through the horn fuse and the horn control circuit to the horns.
The DTC can only set only when the output is actively being requested by the BCM.

B2750 01
The BCM detects a short to voltage in the horn relay control circuit for approximately 125 milliseconds.
B2750 02
The BCM detects a short to ground in the horn relay control circuit for approximately 125 milliseconds.
B2750 04
The BCM detects an open/high resistance in the horn relay control circuit for approximately 125 milliseconds.
B2750 02
The horns will sound continuously until the horns are disconnected or when the horns overheat and becomes inoperative
B2750 01, B2750 04
The horns will be inoperative.
• The DTC clears when the fault is no longer detected.

• The current DTC will become history when the request for the output is removed.
• The history DTC will clear after 50 consecutive fault-free ignition cycles have occurred.
Schematic Reference
Horn Schematics

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, command the Horn Relay ON and OFF with the scan tool. The horns should turn ON and OFF when changing between the commanded states.
1. Vehicle OFF, disconnect the KR3 horn relay.

2. Test for less than 10 Ω between the ground circuit terminal 6 and ground
If greater than the specified range, test the ground circuit for an open/high resistance
3. Connect a test lamp between the control circuit terminal 5 and the ground circuit terminal 6.
4. Vehicle in Service Mode, command the Horn 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 K9 BCM
If the test lamp is always OFF, test the control circuit for a short circuit to voltage or open/high resistance. If the circuit tests normal, replace the K9 BCM.
5. If all circuits test normal, test or replace the KR3 horn relay.
Repair Instructions


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Symptoms - Horns
Important: The following steps must be completed before using the symptom tables:
1. Perform Diagnostic System Check - Vehicle , before using the symptom tables in order to verify that all of the following are true:
• There are no DTCs set
• The control modules can communicate via the serial data link
2. Review the system operation in order to familiarise yourself with the system functions. Refer to Horns System Description and Operation .
• Inspect for aftermarket devices which could affect the operation of the horn system. Refer to Checking Aftermarket Accessories .
• Perform the following if a horn buzzes or has a harsh tone.
- Inspect for debris in the joint where the horn fastens to the vehicle.
- Test the torque of the horn mounting hardware. The horn mounting hardware should be tightened to a torque of 10 N·m (7 lb ft).
Intermittent
Symptom List
Refer to a symptom diagnostic procedure Horns Malfunction in order to diagnose the symptom.


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Horns Malfunction

Horn Relay B+ 2 2 -- --
Horn Switch Signal 1 2 2 --
Predestrian Friendly Alert Switch Signal 3 3 3 --
Horn Relay Control B2750 02 B2750 04 B2750 01 --
Horn Control 2 2 1 --
Horn Switch Ground -- 2 -- --
Horn Ground -- 2 -- --
Horn Relay Ground - B2750 04 -- --
1. Horn Always On
2. Horn Inoperative
3. Predestrian Friendly Alert Malfunction
Battery positive voltage is applied at all times to the horn relay coil and the horn relay switch. Pressing the horn switch provides system voltage to the switch contacts and the
horn relay control circuit to the coil side of the relay, energising the relay. Battery voltage is then applied through the switch side of the relay, the horn fuse, and the horn
control circuit to the horns. The body control module (BCM) may also apply system voltage to the horn relay control circuit as described above. The horns sound as long as
ground is applied to the horn relay control circuit.
Diagnostic Aids
A short to ground in the HORN relay control circuit or a short to voltage in the horn control circuit will cause the horns to sound continuously until the horns overheat and
become inoperative.
Rotate the steering wheel while pressing the horn pad to identify intermittent and poor connections within the steering column.
If diagnosing a Horn- Poor Tone condition, inspect the following:
• Debris or water in the horn assembly.

• Proper horn mounting hardware torque. Refer to Fastener Tightening Specifications .
• Debris in the joint where the horns attach to the vehicle.
• Debris in direct contact with the horn.
• Vehicle components vibrating while the horn is sounding.
Schematic Reference
Horn Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

1. Command the horns ON and OFF with the scan tool, the P12 horns should turn ON and OFF when changing between the commanded states.
If the P12 horns are always ON or always OFF, refer to Horns or Horn Command Malfunction.
If the sound emitted from the P12 horns are not clear and even, refer to Horn - Poor Tone.
2. Observe the scan tool Horn Switch parameter while pressing and releasing the horn pad. The parameter should change from Inactive to Active.
If the value does not change, refer to Horn Switch Malfunction.
3. Command the horns to sound the predestrian friendly alert function by pressing and releasing the predestrian friendly alert switch. The P12 horns should sound an
8 cycle horn chirp burst each time the switch is pressed.
If the P12 horns do not perform as specified, refer to Predestrian Friendly Alert Switch Malfunction.
Horns or Horn Command Malfunction
1. Vehicle OFF, disconnect the KR3 horn relay.

3. Vehicle in Service Mode, verify that a test lamp does not illuminates between the control circuit terminal 4 and ground.
If the test lamp illuminates, test the control circuit for a short to voltage.
4. Verify that a test lamp illuminates between the B+ circuit terminal 2 and ground.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit tests normal and the B+ circuit fuse is open, test
the control circuit terminal 4 for a short to ground.
5. Vehicle OFF, disconnect the harness connector at the P12 horn.
6. Vehicle OFF, test for less than 10 Ω between the ground circuit terminal 1 and ground
7. Connect the harness connector at the P12 horn.
8. Vehicle in Service Mode, connect a 15 A fused jumper wire between the B+ circuit terminal 2 and the control circuit terminal 4. Verify the P12 horn is activated.
If the P12 horn does not activate, test the control circuit for an open/high resistance. If the circuit tests normal, test or replace the P12 horn.
9. Connect a test lamp between the control circuit terminal 5 and the B+ circuit terminal 2.
10. Command the Horn 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 ground. If the circuit tests normal, replace the K9 BCM.
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 K9 BCM.
11. If all circuits test normal, test or replace the KR3 horn relay.
Horn - Poor Tone
1. Vehicle OFF, disconnect the harness connector at the appropriate P12 horn.

If greater than the specified range, test the ground circuit for a high resistance.
3. Disconnect the KR3 horn relay.
4. Test for less than 1 Ω between the control circuit terminal 4 at the KR3 horn relay and the control circuit terminal 2 at the P12 horn.
If greater than the specified range, test the control circuit for high resistance.
5. If all circuits test normal, test or replace the P12 horn.
Horn Switch Malfunction
1. Vehicle OFF, disconnect the X2 harness connector at the S33 horn switch.

3. Disconnect the X1 harness connector at the S33 horn switch.
4. Vehicle in Service Mode, test for greater than 10 V between the signal circuit terminal 1 and ground.
If less than the specified value, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K9 BCM.
5. If all circuits test normal, test or replace the S33 horn switch.
Predestrian Friendly Alert Switch Malfunction
1. Vehicle OFF, disconnect the harness connector at the S78 indicator/multifunction switch.

2. Vehicle in Service Mode, test for greater than 10 V between the signal circuit terminal 3 and ground.
3. If all circuits test normal, test or replace the S78 indicator/multifunction switch.
Component Testing
Horn Test
1. Vehicle OFF, disconnect the harness connector at the appropriate P12 horn.

2. Install a 15 A fused jumper wire between the control terminal 2 and 12 V. Install a jumper wire between the ground terminal 1 and ground. Verify the horn emits a clear
and even tone.
If the sound emitted is not clear and even, replace the P12 horn.
Repair Instructions

• Steering Wheel Horn Contact Replacement
• Horn Replacement
• Indicator Multifunction Switch Replacement


Volt

Horn Replacement

Remove the front wheelhouse front liner. Refer to Front Wheelhouse Front Liner Replacement .
Horn Nut
1
Tighten
10 N·m (89 lb in)
Horn
Tip
Left side shown, right side similar.
2
Procedure
Disconnect the electrical connector.


Volt

Steering Wheel Horn Contact Replacement

Remove the steering wheel inflatable restraint module. Refer to Steering Wheel Airbag Coil Replacement .
Steering Wheel Horn Contact Spring Retainer Bolt (Qty: 3)
1
Tighten
5.5 N·m(49 lb in)
Steering Wheel Horn Contact Assembly
2 Procedure


Volt


System Description
The horn system consists of the following components:
• 15 A fuse

• Horn relay
• Horn switch
• Indicator multifunction switch
• Left and right horns
System Operation
• The vehicle horn is activated whenever the horn switch is depressed.
• When the Predestrian Friendly Alert System is activated by pressing a button on the end of the indicator/multifunction stalk.
• The BCM commands the horns ON under any of the following conditions:
- When the content theft deterrent system detects a vehicle intrusion--For further information refer to Theft Systems Description and Operation .
- When the keyless entry system is used to lock the vehicle, a horn chirp may sound to notify the driver that the vehicle has been locked. The notification feature may be
enabled or disabled through personalisation. For further information refer to Keyless Entry System Description and Operation .
- When the hybrid powertrain control module 2 begins charging the vehicle. For further information refer to Plug-In Charging System Description and Operation .
- When the hybrid powertrain control module 2 detects that the vehicle charging has been interrupted for any reason before the vehicle is fully recharged. For further
information refer to Plug-In Charging System Description and Operation
- When the hybrid powertrain control module 2 detects a disconnect of the charge cord while the vehicle is locked. Refer to the appropriate section of the owner's manual
for further information.
Horn Operation
Normal Horn Operation

The BCM controls the horn operation, when the horn switch is pressed, it closes a switch pulling the horn signal circuit low. When the BCM detects the drop in voltage in the
horn switch signal circuit, it energises the horn relay which provides B+ voltage to the horn control circuit, sounding the horn.
When the vehicle is in the Off Power Mode the BCM will attempt to detect a stuck or continuously activated horn switch. When enabled, activation of the horn will be limited to
10 seconds to protect the horn from excessive use.
Predestrian Friendly Alert System
Extended Range Electric Vehicles (EREV) present a situation for visually impaired pedestrians who cannot hear an approaching EREV. The Predestrian Friendly Alert System
offers the driver the ability to warn a visually impaired pedestrian, in a non-startling manner, that the vehicle is approaching. When the driver presses the predestrian friendly
alert switch located on the end of the indicator/multifunction stalk, the BCM will command an 8 cycle horn chirp burst lasting 217.5 ms.


Volt


Specification
Reverse Lamp to Rear Bumper Fascia Bolt/Screw 2.5 N·m 22 lb in
Reverse Lamp to Rear Energy Absorber Bolt/Screw 2.5 N·m 22 lb in
Brake Pedal Position Sensor Bolt 9 N·m 80 lb in
Front Indicator Lamp Screw 2.5 N·m 22 lb in
Headlamp Bolt/Screw 2.5 N·m 22 lb in
High Mount Brake Lamp Screw 2.5 N·m 22 lb in
Rear Reflector Bolt 9 N·m 80 lb in
Tail Lamp Bolt/Screw 2.5 N·m 22 lb in
Tail Lamp Nut 4.7 N·m 42 lb in


Volt

Headlamps/Daytime Running Lamps (DRL) Schematics

Figure 1: Daytime Running Lamps and Dipped Beams
Figure 2: Main Beam


Volt


Figure 1: Sidelight, Tail and Number Plate Lamps
Figure 2: Front Indicators and Controls
Figure 3: Rear Indicators, Brake Lamps, Rear Fog Lamp and Reverse Lamp


Volt


Interior Lights
| |
F4DR, F5DR, F6DR, F7DR, F8DR, F9DR, F10DR, F11DR and F12DR Fuses
202


Volt


Figure 1: Display Dimming
Figure 2: Controls Dimming


Volt

DTC B1395
DTC Descriptors
DTC B1395 03: Control Module Voltage Reference Output 1 Circuit Low Voltage
DTC B1395 07: Control Module Voltage Reference Output 1 Circuit High Voltage
Short to Signal
Circuit Short to Ground Open/High Resistance Voltage Performance
C0890 03, B101E 43, B1395 03, B1517 07, C0890 03, B101E 43, B1395 03, B1517 07,
F10DL Fuse B+ Reference -- --
U0121 00, U0128 00, U0422 71 U0121 00, U0128 00, U0422 71
Instrument Panel Dimmer Switch
B1395 03, B3600 03 B3600 03 1 --
B+ Reference
B3600 03 B3600 03 B3600 07, 1 -
Signal
1 1 1 --
Low Reference
Driver Information Centre Switch
-- 1 -- --
Ground
1. Interior Backlighting Malfunction
The instrument panel dimmer switch is used to increase and decrease the brightness of the interior backlighting components. The instrument panel dimmer switch provides a
voltage signal to the body control module (BCM) that will increase as the brightness of the lights are increased and decrease as the brightness of the lights are decreased.
The body control module (BCM) provides a low reference, signal, and B+ voltage reference circuits to the instrument panel dimmer switch. When the instrument panel dimmer
switch is placed in the desired position, the dimmed voltage setting is applied from the instrument panel dimmer switch through the instrument panel dimmer switch signal
circuit to the BCM. The BCM interprets the signal and applies a pulse width modulated (PWM) voltage through the light emitting diode (LED) dimming control circuits
illuminating the interior backlighting to the requested level of brightness.

• Park lamps ON.
DTC B1395 03
• The BCM detects a short to ground in the instrument panel dimmer switch B+ reference circuit.
• The BCM detects a short to ground or an open/high resistance in the F10DL fuse B+ circuit.
DTC B1395 07
The BCM detects a short to voltage in the instrument panel dimmer switch B+ reference circuit.
The interior backlighting defaults to full bright.
• The condition responsible for setting the DTC no longer exists.
• A history DTC will clear once 100 consecutive malfunction-free vehicle ON/OFF switch cycles have occurred.
Diagnostic Aids
The instrument panel dimmer switch B+ reference circuit is a low current circuit that will not illuminate a test lamp.
Schematic Reference
• Interior Lights Dimming Schematics
• Body Control System Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, disconnect the harness connector at the S16 Driver Information Centre Switch.
2. Vehicle in Service Mode, verify that a test lamp illuminates between B+ and the low reference circuit terminal 12.
If the test lamp does not illuminate, test the low reference circuit for a short to voltage or an open/high resistance.
3. Test for B+ between the B+ reference circuit terminal 11 and ground.
If less than the specified range, test the B+ reference circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K9 Body Control
Module.
4. Verify that a test lamp does not illuminate between the B+ reference circuit terminal 11 and ground.
If the test lamp illuminates, test the B+ reference circuit for a short to voltage. If the circuit tests normal, replace the K9 Body Control Module.
5. Verify the scan tool LED Backlight Dimming Command parameter is greater than 40%.
If less than the specified range, test the signal circuit terminal 10 for a short to voltage. If the circuit tests normal, replace the K9 Body Control Module.
6. Vehicle OFF, install a 3 A fused jumper wire between the B+ reference circuit terminal 11 and the signal circuit terminal 10.
7. Vehicle in Service Mode, verify the scan tool LED Backlight Dimming Command parameter is less than 40%.
If greater than the specified range, test the signal circuit terminal 10 for a short to ground or an open/high resistance. If the circuit tests normal, replace the K9 Body
Control Module.
8. If all circuits test normal, replace the S16 Driver Information Centre Switch.
Repair Instructions
• Driver Information Display and Multifunction Switch Replacement



Volt

DTC B1480
DTC Descriptor
DTC B1480 02: Battery Rundown Protection Circuit Short to Ground

F7DR (interior lamps) Fuse B+ B2545 01, B2545 04, B2615 02 B2545 01, B2545 04, B2615 02 -- --
Courtesy Lamp Control - Terminal 2 X7 B1480 02 1 1 --
Dome/Reading Lamps - Front Ground -- 1 -- --
Sun Visor - Left Ground -- 1 -- --
Sun Visor - Right Ground -- 1 -- --
1. Courtesy Lamps Malfunction
The body control module (BCM) supplies battery voltage to the dome/reading lamps - front and left and right sun visor lamps via the courtesy lamp control circuit. When a sun
visor mirror is opened, the switch contact close allowing battery voltage to flow illuminating the respective lamps. The front reading lamps are controlled by individual switches
that are activated by the operator when additional cabin lighting is required. In the event that any of these courtesy lamps were to remain illuminated for more than 10 min with
the vehicle ON/OFF switch in the OFF position and no doors opened, the BCM will deactivate the courtesy lamp control circuit to prevent total battery discharge.

The BCM detects a short to ground in the courtesy lamp control circuit.
The BCM will disable the circuit and the sun visor lamps and front reading lamps will be inoperative.
• A history DTC will clear once 100 consecutive malfunction-free vehicle ON/OFF switch cycles have occurred.
Diagnostic Aids
When the F7DR (interior lamps) fuse is open, both dome lamps, sun visor lamps, reading lamps, and reverse lamps will be inoperative. DTC B2545 will also set for the
reverse lamps when the vehicle is placed in the reverse gear.
Schematic Reference
• Interior Lights Schematics

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: Each courtesy lamp component may need to be disconnected to isolate a short to voltage or a short to ground. Use the schematic to identify the following:
• Each components control and ground circuit terminals
• Courtesy lamp components the vehicle is equipped with
• Component locations on the courtesy lamp control circuit
1. Vehicle OFF, disconnect the harness connector at any component with inoperative courtesy lamps.
2. Connect a test lamp between the appropriate control circuit terminal listed below and ground:
• E37F Dome/Reading Lamps - Front terminal 1
• E31L Sun Visor Mirror Lamp - Left terminal A
• E31R Sun Visor Mirror Lamp - Right terminal A
3. Vehicle in Service Mode, command the Inadvertent Load 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 K9 Body Control Module.
If the test lamp is always OFF, test the control circuit for a short to ground or open/high resistance. If the circuit tests normal, replace the K9 Body Control Module.
4. If all circuits test normal, replace the inoperative courtesy lamp.
Repair Instructions
• Sun Visor Illuminated Mirror Lamp Bulb Replacement

• Dome and Reading Lamp Replacement


Volt

DTC B2545
DTC Descriptors
DTC B2545 01: Reverse Lamps Circuit Short to Battery
DTC B2545 02: Reverse Lamps Circuit Short to Ground
DTC B2545 04: Reverse Lamps Circuit Open

Reverse Lamp Control B2545 02 B2545 01, B2545 04 1 --
Reverse Lamp Ground -- 1 -- --
1. Reverse Lamps Malfunction
With the vehicle ON and the transmission in the REVERSE position, the transmission control module (TCM) sends a serial data message to the body control module (BCM).
The message indicates that the gear selector is in the REVERSE position. The BCM applies battery voltage to the reverese lamp control circuit illuminating the reverse lamps.
Once the driver moves the gear selector out of the REVERSE position, a message is sent by the TCM via serial data requesting the BCM to remove battery voltage from the
reverse lamps control circuit. The engine must be ON for the reverse lamps to operate.

• Vehicle ON.
• Transmission in REVERSE gear.
DTC B2545 01 and B2545 04
• The BCM detects an open/high resistance in the reverse lamp control circuit.
• The BCM detects a short to ground or an open/high resistance in the F7DR fuse B+ circuit.
DTC B2545 02
The BCM detects a short to ground in the reverse lamp control circuit.
The reverse lamp will not operate.
• A history DTC will clear once 100 consecutive malfunction free vehicle ON/OFF switch cycles have occurred.
Schematic Reference
• Exterior Lamps Schematics


• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, disconnect the X5 harness connector at the K9 Body Control Module.
3. Vehicle OFF, connect the X5 harness connector at the K9 Body Control Module.
4. Disconnect the harness connector at the E5 Reverse Lamp.
5. Vehicle OFF, exterior lamps OFF, test for less than 5 Ω between the ground circuit terminal B and ground.
6. Connect a test lamp between the control circuit terminal A and ground.
7. Vehicle in Service Mode, command the Reverse Lamps 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 OFF, test the control circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K9 Body Control Module.
8. If all circuits test normal, replace the E5 Reverse Lamp.
Repair Instructions
• Reverse Lamp Bulb Replacement



Volt

DTC B257A
DTC Descriptor
DTC B257A 00: Headlamp Switch Input Signals Correlation Malfunction

Indicator/Multifunction Switch Sidelights ON Signal 2 B257A 00 2 --
Indicator/Multifunction Switch Headlamps OFF Signal B257A 00 1 1 --
Indicator/Multifunction Switch Headlamps ON Signal B257A 00 1 1 --
Indicator/Multifunction Switch Ground -- 1 -- --
1. Headlamps Malfunction
2. Sidelight, Number Plate, and/or Tail Lamps Malfunction
For headlamp operation, the body control module (BCM) monitors three signal circuits from the indicator/multifunction switch. When the indicator/multifunction switch is in the
AUTO position, the three signal circuits are open and the BCM relies on the ambient light sensor input to turn the headlamps and daytime running lamps (DRL) ON and OFF.
When the indicator/multifunction switch is placed in the OFF position, the indicator/multifunction switch headlamps OFF signal circuit is grounded, indicating to the BCM that
the exterior lamps should be turned OFF. With the indicator/multifunction switch in the sidelights position, the indicator/multifunction switch sidelights ON signal circuit is
grounded, indicating that the sidelights have been requested. When the indicator/multifunction switch is in the headlamp position, both the indicator/multifunction switch
sidelights ON signal circuit and the indicator/multifunction switch headlamps ON signal circuit are grounded. The BCM responds by commanding the sidelights and headlamps
ON.
Battery voltage must be between 9-16V.
• The BCM detects an open/high resistance in the indicator/multifunction switch sidelights ON signal circuit.
• The BCM detects a short to ground in the indicator/multifunction switch headlamps ON signal circuit.
• The BCM detects a short to ground in the indicator/multifunction switch headlamps OFF signal circuit.
• When DTC B257A 00 is present on the indicator/multifunction switch headlamps OFF signal circuit, the dipped beam headlamps are always ON in the AUTO position.
The indicator/multifunction switch operates in all positions other than AUTO. The AUTO headlamp defeat is inoperative.
• When DTC B257A 00 is present on the indicator/multifunction switch headlamps ON signal circuit, the dipped beam headlamps are always ON. The BCM disregards all
indicator/multifunction switch inputs.
• When DTC B257A 00 is present on the indicator/multifunction switch sidelights ON signal circuit, the sidelights and dipped beam headlamps are inoperative in the
SIDELIGHTS and headlamps positions. Headlamps and sidelights operate in AUTO position.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, disconnect the harness connector at the S78 Indicator/Multifunction Switch.

2. Vehicle OFF, all doors closed, all accessories OFF, and wait 2 minutes. Test for less than 10 Ω between the ground circuit terminal 6 and ground.
If greater then the specified range, test the ground circuit for an open/high resistance.
3. Vehicle in Service Mode, verify the scan tool Automatic Headlamps Disable Switch parameter is Inactive.
If not the specified value, test the signal circuit terminal 9 for a short to ground. If the circuit tests normal, replace the K9 Body Control Module.
4. Verify the scan tool Sidelights Switch parameter is Inactive.
5. Verify the scan tool Headlamps On Switch parameter is Inactive.
6. Install a 3 A fused jumper wire between the signal circuit terminal 9 and ground. Verify the scan tool Automatic Headlamps Disable Switch parameter is Active.
If not the specified value, test the signal circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the K9 Body Control Module.
7. Install a 3 A fused jumper wire between the signal circuit terminal 7 and ground. Verify the scan tool Sidelights Switch parameter is Active.
8. Install a 3 A fused jumper wire between the signal circuit terminal 2 and ground. Verify the scan tool Headlamps On Switch parameter is Active.
9. If all circuits test normal, replace the S78 Indicator/Multifunction Switch.
Repair Instructions


Volt

DTC B2580
DTC Descriptors
DTC B2580 01: Main Beam Control Circuit Short to Battery
DTC B2580 02: Main Beam Control Circuit Short to Ground
DTC B2580 04: Main Beam Control Circuit Open

Headlamp Main Beam Relay Control B2580 02, B2580 04 B2580 02, B2580 04 B2580 01 --
Headlamp Main Beam Control - Left 1 1 1 --
Headlamp Main Beam Control - Right 1 1 1 --
Headlamp Ground - Left -- 1 -- --
Headlamp Ground - Right -- 1 -- --
When the dipped beam headlamps are on and the indicator/multifunction switch is placed in the main beam position, ground is applied to the body control module (BCM)
through the main beam signal circuit. The BCM responds to the main beam request by applying ground to the main beam relay control circuit which energises the headlamp
main beam relay. With the main beam relay energised, the switch contacts close allowing battery voltage to flow through the main beam fuses to the main beam control
circuits illuminating the main beam headlamps.

• Main beam headlamps ON.
DTC B2580 01
The BCM detects a short to voltage in the headlamp main beam relay control circuit.
DTC B2580 02 and B2580 04
The BCM detects a short to ground or an open/high resistance in the headlamp main beam control circuit.
• For an open/high resistance fault, the main beam headlamps and flash to pass function are inoperative. The main beam indicator on the instrument cluster operates
normally.
• For a short to ground fault, the main beam headlamps and main beam indicator on the instrument cluster are always ON with the headlamp switch in the AUTO or
headlamps positions.
• For a short to voltage fault, the main beam headlamps and flash to pass function are inoperative.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, disconnect the X1 harness connector at the X50A Fuse Block - Under-bonnet.
2. Connect a test lamp between the control circuit terminal 18 and B+.
3. Vehicle in Service Mode, command the Main Beams 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 K9 Body Control Module.
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 K9 Body Control Module.
4. If all circuits test normal, replace the X50A Fuse Block - Under-bonnet.
Repair Instructions
• Accessory Wiring Junction Block Replacement



Volt

DTC B2585 or B3867

DTC Descriptors
DTC B2585 01: Sidelights Control Circuit Short to Battery
DTC B2585 02: Sidelights Control Circuit Short to Ground
DTC B2585 04: Sidelights Control Circuit Open
DTC B3867 01: Right Sidelight Control Circuit Short to Battery
DTC B3867 02: Right Sidelight Control Circuit Short to Ground
DTC B3867 04: Right Sidelight Control Circuit Open

Sidelights Control B2585 02 B2585 04 B2585 01 -
Right Sidelight Control B3867 02 B3867 04 B3867 01 --
The body control module (BCM) energises the sidelights by applying voltage to the sidelight control circuit. When the sidelight control circuit is energised the sidelights are
illuminated.
B2585 01
The sidelights are turned OFF.
B2585 02 or B2585 04
The sidelights are turned ON
B3867 01
• The vehicle is OFF.

• Headlamp switch in OFF or AUTO position.
B3867 02 or B3867 04
Headlamp switch in sidelight or dipped beam position.
B2585 01 or B3867 01
The BCM detects a short to voltage on the control circuit.
B2585 02 or B3867 02
The BCM detects a short to ground on the control circuit.
B2585 04 or B3867 04
The BCM detects an open control circuit.
The sidelights are inoperative.

The condition for setting the DTC is not longer present.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, perform the appropriate Tail Lamp test. The appropriate sidelight should be ON/OFF
DTC B2585
2. Verify that a test lamp illuminates between the B+ circuit terminal 3 X2 and ground.
3. Connect the harness connector at the K9 Body Control Module and disconnect the harness connector at the appropriate inoperative tail lamp.
4. Test for less than 5 Ω between the appropriate tail lamp ground circuit harness connector listed below and ground.
• E4J Sidelight - Left Front harness connector terminal 1
• E5AA Tail/Brake Lamp - Left harness connector terminal 3
• E5E Tail Lamp - Left harness connector terminal 2
If greater than the specified value, test the ground circuit for an open/high resistance.
5. Connect a test lamp between the appropriate tail lamp control circuit harness connector listed below and ground.
• E4J Sidelight - Left Front harness connector terminal 2
• E5AA Tail/Brake Lamp - Left harness connector terminal 2
• E5E Tail Lamp - Left harness connector terminal 1
6. Command the appropriate Tail Lamp test 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 OFF, test the control circuit for a short to ground or an open/high resistance. If the circuits test normal, replace the K9 Body Control Module.
7. If all the circuits test normal, replace the appropriate inoperative tail lamp.
DTC B3867
2. Verify that a test lamp illuminates between the B+ circuit terminal 4 X1 and ground.
3. Connect the harness connector at the K9 Body Control Module and disconnect the harness connector at the appropriate inoperative tail lamp.
4. Test for less than 5 Ω between the appropriate tail lamp ground circuit harness connector listed below and ground.
• E4K Sidelight - Right Front harness connector terminal 1
• E5AB Tail/Brake Lamp - Right harness connector terminal 3
• E5F Tail Lamp - Right harness connector terminal 2
5. Connect a test lamp between the appropriate tail lamp control circuit harness connector listed below and ground.
• E4K Sidelight - Right Front harness connector terminal 2
• E5AB Tail/Brake Lamp - Right harness connector terminal 2
• E5F Tail Lamp - Right harness connector terminal 1
6. Command the appropriate Tail Lamp test ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the commanded states.
7. If all the circuits test normal, replace the appropriate inoperative tail lamp.
Repair Instructions
• Tail Lamp Replacement



Volt

DTC B2600 or B2605

DTC Descriptors
DTC B2600 01: Left Daytime Running Lamps Control Circuit Short to Battery
DTC B2600 02: Left Daytime Running Lamps Control Circuit Short to Ground
DTC B2600 04: Left Daytime Running Lamps Control Circuit Open
DTC B2605 01: Right Daytime Running Lamps Control Circuit Short to Battery
DTC B2605 02: Right Daytime Running Lamps Control Circuit Short to Ground
DTC B2605 04: Right Daytime Running Lamps Control Circuit Open

Ambient Light Sensor Signal B2645 03 B2645 07 B2645 07 --
Daytime Running Lamp Control - Left (T4F) B2600 02 B2600 04 B2600 01 -
Daytime Running Lamp Control - Right (T4F) B2605 02 B2605 04 B2605 01 -
Left Dipped Beam Headlamp Control (T4A) B2575 02 B2575 04 B2575 01 -
Right Dipped Beam Headlamp Control (T4A) B2699 02 B2699 04 B2699 01 --
Ambient Light Sensor Ground - B2645 07 2 --
Daytime Running Lamp Ground - Left (T4F) -- 2 -- --
Daytime Running Lamp Ground - Right (T4F) -- 2 -- --
Left Dipped Beam Ground (T4A) -- 1 -- --
Right Dipped Beam Ground (T4A) -- 1 -- --
2. Daytime Running Lamps Malfunction
The ambient light sensor is used to monitor outside lighting conditions. The ambient light sensor provides a voltage signal that will vary between 0.2-4.9 V depending on
outside lighting conditions. The body control module (BCM) provides a 5 V reference signal to the ambient light sensor which is permanently grounded. The BCM monitors the
ambient light sensor signal circuit to determine if outside lighting conditions are correct for either daytime running lamps (DRL) or automatic lamp control when the headlamp
switch is in the AUTO position. In daylight conditions, the BCM will command the DRL ON by applying a pulse width modulated (PWM) voltage to the left and right DRL
control circuits illuminating the DRL. Any function or condition that turns on the headlamps will cancel DRL operation.

• Headlamp switch in AUTO position.
B2600 01
The BCM detects a short to voltage in the left DRL control circuit.
B2600 02
The BCM detects a short to ground in the left DRL control circuit.
B2600 04
The BCM detects an open in the left DRL control circuit.
B2605 01
The BCM detects a short to voltage in the left DRL control circuit.
B2605 02
The BCM detects a short to ground in the left DRL control circuit.
B2605 04
The BCM detects an open in the left DRL control circuit.
The BCM will disable the appropriate DRL control circuit.
• A history DTC will clear once 100 consecutive malfunction free ignition cycles have occurred.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

1. Vehicle OFF, disconnect the harness connector at the appropriate daytime running lamp.
2. Vehicle OFF, exterior lamps OFF, test for less than 5.0 Ω between the ground circuit terminal 2 and ground.
3. Connect a test lamp between the control circuit terminal 1 and ground.
5. Command the Dedicated Daytime Running Lamp Command ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states
6. If all circuits test normal, replace the faulty daytime running lamp.
Repair Instructions
• Headlamp Replacement : Volt → Ampera



Volt

DTC B2610
DTC Descriptors
DTC B2610 01: Passenger Compartment Dimming 1 Circuit Short to Battery
DTC B2610 02: Passenger Compartment Dimming 1 Circuit Short to Ground
DTC B2610 04: Passenger Compartment Dimming 1 Circuit Open

LED Backlight Dimming Control Terminal 8 X2 B2610 02 B2610 04, 1 B2610 01, 1 -
The BCM provides a low reference, signal, and B+ voltage reference circuits to the instrument panel dimmer switch. When the instrument panel dimmer switch is placed in the
desired position, the dimmed voltage setting is applied from the instrument panel dimmer switch through the instrument panel dimmer switch signal circuit to the BCM. The
BCM interprets the signal and applies a pulse width modulated (PWM) voltage through the light emitting diode (LED) dimming control circuits illuminating the interior
backlighting to the requested level of brightness.

• Sidelights ON.
DTC B2610 01
The BCM detects a short to battery in the LED backlight dimming control circuit terminal 8 X2 or the LED backlight dimming control circuit terminal 9 X7.
DTC B2610 02
The BCM detects a short to ground in the LED backlight dimming control circuit terminal 8 X2 or the LED backlight dimming control circuit terminal 9 X7.
DTC B2610 04
The BCM detects an open/high resistance in the LED backlight dimming control circuit terminal 8 X2 or the LED backlight dimming control circuit terminal 9 X7.
The BCM will disable the LED backlight dimming control circuits.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: Each component supplied by the LED backlight dimming control circuits may need to be disconnected to isolate the short to ground. Use the schematics to identify the
following:
• Each component control and ground circuit terminals
• Component locations on the LED backlight dimming control circuits
1. Vehicle OFF, disconnect the harness connector at any component with inoperative backlighting.
2. Vehicle OFF, scan tool disconnected, all doors closed, all accessories OFF, and wait 2 minutes. Test for less than 10 Ω between the appropriate ground circuit terminal
listed below and ground:
• A20 Radio/HVAC Controls - terminal 17
• S16 Driver Information Centre Switch - terminal 4
• E37F Dome/Reading Lamps - Front - terminal 6
• S25 Garage Door Opener switch - terminal 3
• S48B Multifunction Switch - Overhead Console amber LED - terminal 6
• S70R Steering Wheel Controls Switch - Right - terminal 5
• S70L Steering Wheel Controls Switch - Left - terminal 7
• S91 Hand Brake Control Switch - terminal 8
• S48B Multifunction Switch - Overhead Console - terminal 2
• S52 Outside Wing Mirror Switch - terminal 11
• S113 Charge Port Door Open Request Switch - terminal 4
• S117 Refuel Request Switch - terminal 4
• S83 Vehicle On/Off Switch - terminal 4
• S25 Garage Door Opener switch - terminal 2
• S83 Vehicle On/Off Switch - terminal 8
4. Vehicle in Service Mode, command the LED Backlight Dimming ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
5. If all circuits test normal, replace the component with inoperative backlighting.
Repair Instructions

• Outside Remote Control Wing Mirror Switch Replacement
• Radio Control Assembly Replacement
• Radio and Telephone Control Switch Replacement
• Accessory Switch Replacement
• Garage Door Opener Transmitter Pushbutton Replacement
• Hand Brake Switch Replacement
• Fuel Tank Filler Door Lock Release Switch Replacement
• Charger Door Release Switch Replacement


Volt

DTC B2615
DTC Descriptor
DTC B2615 02: Passenger Compartment Dimming 2 Circuit Short to Ground

F7DR Fuse B+ B2545 01, B2545 04, B2615 02 B2545 01, B2545 04, B2615 02 -- --
Interior Lamps Control B2545 01, B2545 04, B2615 02 1 1 --
Dome Lamp - Front Ground -- 1 -- --
Dome Lamp - Middle Ground -- 1 -- --
1. Interior Lights Malfunction
The dome lamp switch has 3 positions: DOOR, OFF, and ON. The ON position provides a ground for continuous operation and the dome lamps will remain illuminated until
the switch is placed in either the DOOR or OFF position. When in the DOOR position, the dome lamps operation is controlled by the body control module (BCM). When any
door is opened, the door ajar switch contacts close and the BCM receives a door open input. The BCM illuminates the dome lamps when any door is opened or a door
lock/unlock request is activated with the key fob. After all doors have been closed, the dome lamps will remain illuminated approximately 3 s after the last door closes. When
the driver places the dome lamp switch in the OFF position, the dome lamps will be disabled. In the event that the dome lamps were to remain illuminated for more than
10 min with the vehicle ON/OFF switch in the OFF position and no doors opened, the BCM will deactivate the dome lamps control circuit to prevent total battery discharge.

• The BCM detects a short to ground in the dome lamps control circuit.
• The BCM detects a short to ground or an open/high resistance in the F7DR (interior lamps) fuse B+ circuit.
The front and middle dome lamps are inoperative.
Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: Each dome lamp may need to be disconnected to isolate the short to ground. Use the schematic to identify the following:
• Each dome lamps control and ground circuit terminals
• All dome lamps equipped on the vehicle
• Component locations on the dome lamps control circuits
2. Vehicle in Service Mode, verify that a test lamp illuminates between the F7DR (interior lamps) fuse B+ circuit terminal 4 and ground.
4. Disconnect the harness connector at the inoperative dome lamp.
5. Vehicle OFF, scan tool disconnected, all doors closed, all accessories OFF, and wait 2 min, then test for less than 10 Ω between the ground circuit terminal 6 and
ground.
7. Vehicle in Service Mode, command the Courtesy Lamps ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the commanded
states.
8. If all circuits test normal, replace the appropriate dome lamp.
Repair Instructions
• Reading Lamp Replacement


Volt

DTC B2625
DTC Descriptor
DTC B2625 02: Display Dimming Pulse Width Modulation Output Circuit Short to Ground

Garage Door Opener Switch Amber LED Control B2625 02 1 1 --
Garage Door Opener Switch Ground -- 1 -- --
BCM interprets the signal and applies a pulse width modulated (PWM) voltage through the garage door opener switch amber LED indicator control circuit illuminating the
garage door opener switch amber LED to the requested level of brightness.

• Sidelights ON.
The BCM detects a short to ground in the garage door opener switch amber LED control circuit.
The garage door opener switch amber LED is inoperative.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

1. Vehicle OFF, disconnect the harness connector at the S25 Garage Door Opener switch.
2. Vehicle OFF, scan tool disconnected, all doors closed, all accessories OFF, and wait 2 minutes. Test for less than 5 Ω between the ground circuit terminal 6 and ground.
commanded states.
5. If all circuits test normal, replace the S25 Garage Door Opener switch.
Repair Instructions



Volt

DTC B2645
DTC Descriptors
DTC B2645 03: Ambient Light Sensor Circuit Low Voltage
DTC B2645 07: Ambient Light Sensor Circuit High Voltage

Daytime Running Lamp Control - Left 2 2 2 --
Daytime Running Lamp Control - Right 2 2 2 --
Dipped Beam Headlamp Control - Left 1 1 1 --
Dipped Beam Headlamp Control - Right 1 1 1 --
Ambient Light Sensor Low Reference 2 B2645 07, B0163 05, B0183 05 2 --
Daytime Running Lamp Ground - Left -- 2 -- --
Daytime Running Lamp Ground - Right -- 2 -- --
Headlamp Ground - Left -- 1 -- --
Headlamp Ground - Right -- 1 -- --
2. Daytime Running Lamps Malfunction

The ambient light sensor is used to monitor outside lighting conditions. The body control module (BCM) provides a low reference ground and 5V reference signal to the
ambient light sensor. Depending on outside lighting conditions, the ambient light sensor provides a voltage signal to the BCM that will vary between 0.2-4.9 V. The BCM
monitors the ambient light sensor signal circuit to determine if outside lighting conditions are correct for either daytime running lamps (DRL) or automatic lamp control when
the headlamp switch is in the AUTO position. In daylight conditions, the BCM will command the DRL ON by applying voltage to the left and right DRL control circuits
illuminating the DRL. Any function or condition that turns on the headlamps will cancel DRL operation.
DTC B2645 03
The BCM detects a short to ground in the ambient light sensor signal circuit.
DTC B2645 07
• The BCM detects a short to voltage or an open/high resistance in the ambient light sensor signal circuit.
• The BCM detects an open/high resistance in the ambient light sensor low reference circuit.
• The BCM defaults to low light status and commands the dipped beam headlamps ON.
• Daytime running lamps are inoperative.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, disconnect the harness connector at the B10B Ambient Light/Sunload Sensor.
2. Vehicle OFF, scan tool disconnected, all doors closed, all accessories OFF, and wait 2 minutes. Test for less than 10 Ω between the low reference circuit terminal 6 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 K33 HVAC
Control Module.
3. Vehicle in Service Mode, verify the scan tool Ambient Light Sensor parameter is greater than 4.65 V.
If less than the specified range, test the signal circuit terminal 5 for a short to ground. If the circuit tests normal, replace the K9 Body Control Module.
4. Install a 3 A fused jumper wire between the signal circuit terminal 5 and the low reference circuit terminal 6. Verify the scan tool Ambient Light Sensor parameter is less
than 0.19 V.
If greater than the specified range, test the signal circuit for a short to voltage an open/high resistance. If the circuit tests normal, replace the K9 Body Control Module.
5. If all circuits test normal, replace the B10B Ambient Light/Sunload Sensor.
Repair Instructions
• Sun Load Temperature and Headlamp Automatic Control Ambient Light Sensor Replacement
• Control Module References for BCM or HVAC control module replacement, programming and setup


Volt

DTC B2699
DTC Descriptors
DTC B2699 01: Right Headlamp Control Circuit Short to Battery
DTC B2699 02: Right Headlamp Control Circuit Short to Ground
DTC B2699 04: Right Headlamp Control Circuit Open

Right Headlamp Control B2699 02 B2699 04 B2699 01 --
When the headlamp switch is placed in dipped beam position, the body control module (BCM) applies a voltage to the headlamps through their respective voltage supply
circuits.
B2699 01
The headlamps are turned OFF.

B2699 02 and B2699 04
The headlamps are turned ON.
B2699 01
The BCM detects a short to voltage on the control circuit.
B2699 02
The BCM detects a short to ground on the control circuit.
B2699 04
The BCM detects an open control circuit.
The right headlamp is inoperative.
The condition for setting the DTC is not longer present.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, command the right Headlamp Dipped Beam test. The headlamps should be ON/OFF.
1. Vehicle OFF, disconnect the harness connector at the right headlamp.

2. Test for less than 5 Ω between the E13R Headlamp - Right ground circuit harness connector terminal 3 and ground.
3. Connect a test lamp between the E13R Headlamp - Right signal circuit harness connector terminal 2 and ground.
4. Command the Right Headlamp Low Beam test 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 signal circuit for a short to voltage. If the circuit tests normal, replace the K9 Body Control Module.
If the test lamp is always OFF, test the Signal circuit for a short to ground or an open/high resistance. If the circuits test normal, replace the K9 Body Control Module.
5. If all the circuits test normal, replace the E13R Headlamp - Right.
Repair Instructions



Volt

DTC B3588
DTC Descriptor
DTC B3588 00: Rear Fog Lamp Switch Circuit Malfunction

Rear Fog Lamp Switch Signal -- -- -- B3588 00
The rear fog lamp switch signal circuit is grounded through a resistor momentarily by pressing the rear fog lamp switch. The body control module (BCM) energises the rear fog
lamp supply voltage circuit which illuminates the rear fog lamp.
• The ignition is turned ON.

• Dipped beam is illuminated.
• Rear fog lamp switch activated.
Rear Fog Lamp switch stuck.

The rear fog lamp is inoperative.
The condition for setting the DTC is no longer present.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Ignition ON, observe the scan tool Rear Fog Lamp Switch parameter. The reading should change between Active/Inactive when changing between pressed and released rear
fog lamp switch button.
1. Ignition OFF, disconnect the X1 and X3 harness connector at the K9 Body Control Module.
2. Ignition ON, test for less than 0.3 V at the K9 Body Control Module signal circuit harness connector X1 terminal 9 and ground.
If greater than the specified value, test the signal circuit for an short to voltage.
3. Test for less than 0.3 V at the K9 Body Control Module 12 V reference circuit harness connector X3 terminal 4 and ground.
If greater than the specified value, test the 12 V reference circuit for a short to voltage.
4. Ignition OFF, test for infinite resistance between the K9 Body Control Module signal circuit harness connector X1 terminal 9 and ground.
If lower than the specified value, test the signal circuit for a short to ground.
5. Test for infinite resistance between the K9 Body Control Module 12 V reference circuit harness connector X3 terminal 4 and ground.
If lower than the specified value, test the 12 V reference circuit for a short to ground.
6. Press and hold the front fog lamp switch button.
7. Test for 100-200 Ω between the K9 Body Control Module 12 V reference circuit harness connector X3 terminal 4 and the K9 Body Control Module signal circuit harness
connector X1 terminal 9.
If not within the specified range, test the 12 V reference circuit and the signal circuit for an open/high resistance. If the circuits test normal replace the S30 Headlamp
Switch
8. If all circuits test normal, replace the K9 Body Control Module.
Component Testing
Static Test
Ignition OFF, disconnect the harness connector at the S30 Headlamp Switch. Press and hold the rear fog lamp switch button, test for 100-200 Ω at the S30 Headlamp Switch
terminal 1 and terminal 12.
If not within the specified range replace the S30 Headlamp Switch.
Repair Instructions
• Indicator Multifunction Switch Replacement for headlamp switch replacement



Volt

DTC B3600
DTC Descriptors
DTC B3600 03: Passenger Compartment Dimming Request Signal Circuit Low Voltage
DTC B3600 07: Passenger Compartment Dimming Request Signal Circuit High Voltage

Instrument Panel Dimmer Switch B+ Reference B1395 03, B3600 03 B3600 03 1 B1395 07, 1
Instrument Panel Dimmer Switch Signal B3600 03 B3600 03 B3600 07, 1 -
Instrument Panel Dimmer Switch Low Reference 1 1 1 --
Driver Information Centre Switch Ground -- 1 -- --

• Sidelights ON.
DTC B3600 03
• The BCM detects a short to ground or an open/high resistance in the instrument panel dimmer switch B+ reference circuit.
• The BCM detects a short to ground or an open/high resistance in the instrument panel dimmer switch signal circuit.
DTC B3600 07
The BCM detects a short to voltage in the instrument panel dimmer switch signal circuit.
The interior backlighting defaults to full bright.
Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Module.
Control Module.
Repair Instructions


Volt

DTC B3650
DTC Descriptor
DTC B3650 08: Main Beam Request Signal Circuit Performance - Signal Invalid

Indicator/Multifunction Switch Flash To Pass Signal 3806 00 1 1 --
Indicator/Multifunction Switch Main Beam Signal B3650 08 1 1 --
the exterior lamps should be turned OFF. With the indicator/multifunction switch in the SIDELIGHTS position, the indicator/multifunction switch sidelights ON signal circuit is
grounded, indicating that the sidelights have been requested. When the indicator/multifunction switch is in the HEADLAMP position, both the indicator/multifunction switch
ON.
The BCM detects a short to ground in the indicator/multifunction switch main beam signal circuit.
The main beam headlamps will not operate.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

2. Vehicle OFF, scan tool disconnected, all doors closed, all accessories OFF, and wait 2 minutes. Test for less than 10 Ω between the ground circuit terminal 6 and
ground.
3. Vehicle in Service Mode, verify the scan tool Main Beam Select Switch parameter is Inactive.
4. Install a 3 A fused jumper wire between the signal circuit terminal 11 and ground. Verify the scan tool Main Beam Select Switch parameter is Active.
Repair Instructions



Volt

DTC B3806
DTC Descriptor
DTC B3806 00: Main Beam and Headlamp Flash Select Circuit Malfunction

Indicator/Multifunction Switch Flash To Pass Signal 3806 00 1 1 --
When the indicator/multifunction switch is momentarily placed in the flash to pass position, ground is applied to the body control module (BCM) through the flash to pass
signal circuit. The BCM responds to the flash to pass request by applying ground to the high beam relay control circuit which energises the main beam relay. With the main
beam relay energised, the switch contacts close allowing battery voltage to flow through the main beam fuses to the main beam control circuits illuminating the main beam
headlamps. The main beam headlamps will only illuminate for as long at the flash to pass switch is activated.
The BCM detects a short to ground in the indicator/multifunction switch flash to pass signal circuit.
The main beam lamps and the main beam indicator on the instrument panel cluster are always ON.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

ground.
3. Vehicle in Service Mode, verify the scan tool Headlamps Flash Switch parameter is Inactive.
4. Install a 3 A fused jumper wire between the signal circuit terminal 12 and ground. Verify the scan tool Headlamps Flash Switch parameter is Active.
Repair Instructions
• Turn Signal Multifunction Switch Replacement



Volt

DTC B3884
DTC Descriptors
DTC B3884 01: Centre High Mounted Brake Lamp Circuit Short to Battery
DTC B3884 02: Centre High Mounted Brake Lamp Circuit Short to Ground
DTC B3884 04: Centre High Mounted Brake Lamp Circuit Open

Centre High Mounted Brake lamp Control B3884 02 B3884 04 B3884 01 --
Centre High Mounted Brake Lamp Ground -- 1 -- --
1. Brake Lamps Malfunction
The brake pedal position (BPP) sensor is used to sense the action of the driver application of the brake pedal. The BPP sensor provides an analogue voltage signal that will
increase as the brake pedal is applied. The body control module (BCM) provides a low reference signal and a 5 V reference voltage to the BPP sensor. When the variable
signal reaches a voltage threshold indicating the brakes have been applied, the BCM will apply battery voltage to the left and right brake lamp control circuits as well as the
centre high mounted brake lamp control circuit illuminating the left and right brake lamps and the centre high mounted brake lamp.

• Brakes applied.
DTC B3884 01
The BCM detects a short to voltage in the Centre High Mounted Brake Lamp control circuit.
DTC B3884 02
The BCM detects a short to ground in the Centre High Mounted Brake Lamp control circuit.
DTC B3884 04
The BCM detects an open/high resistance in the Centre High Mounted Brake Lamp control circuit.
DTC B3884 01
Centre High Mounted Brake Lamp always ON.
DTC B3884 02 and B3884 04
Centre High Mounted Brake Lamp inoperative.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, disconnect the harness connector at the E6 Centre High Mounted Brake Lamp.
2. Vehicle OFF, exterior lamps OFF, test for less than 5 Ω between the ground circuit terminal 2 and ground.
4. Vehicle in Service Mode, command the Centre Brake Lamp ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
5. If all circuits test normal, replace the E6 Centre High Mounted Brake Lamp.
Repair Instructions
• High Mount Brake Lamp Replacement


Volt

DTC B3948 or B3949

DTC Descriptors
DTC B3948 01: Left Front Indicator Circuit Short to Battery
DTC B3948 02: Left Front Indicator Circuit Short to Ground
DTC B3948 04: Left Front Indicator Circuit Open
DTC B3949 01: Right Front Indicator Circuit Short to Battery
DTC B3949 02: Right Front Indicator Circuit Short to Ground
DTC B3949 04: Right Front Indicator Circuit Open

F6DR Fuse B+ B3867 01, B3867 04, B3949 01, B3949 04 B3867 01, B3867 04, B3949 01, B3949 04 -- --
F8DR Fuse B+ B3948 01, B3948 04 B3948 01, B3948 04 -- --
Brake/Indicator Control - Left Rear B3950 02 B3950 01, B3950 04 1 --
Brake/Indicator Control - Right Rear B3951 02 B3951 01, B3951 04 1 --
Indicator Control - Left Front B3948 02 B3948 01, B3948 04 1 --
Indicator Control - Right Front B3949 02 B3949 01, B3949 04 1 --
Sidelight/Indicator Lamp Ground - Left Front - B2585 01, B2585 04, B3948 01, B3948 04 -- --
Sidelight/Indicator Lamp Ground - Right Front - B3867 01, B3867 04, B3949 01, B3949 04 -- --
Tail Lamp Ground - Left -- 1 -- --
Tail Lamp Ground - Right -- 1 -- --
1. Indicator Lamps and/or Indicators Malfunction
Ground is applied at all times to the indicator/multifunction switch. The indicator lamps may only be activated with the vehicle ON/OFF switch in the SERVICE MODE or ON
positions. When the indicator/multifunction switch is placed in either the TURN RIGHT or TURN LEFT position, ground is applied to the body control module (BCM) through
either the right turn or left indicator switch signal circuit. The BCM responds to the indicator switch input by applying a pulsating voltage to the front and rear indicator lamps
through there respective control circuits. When a indicator request is received by the BCM, a serial data message is sent to the instrument panel cluster requesting the
respective indicator indicator be pulsed ON and OFF.
DTC B3948 01 and B3948 04
• The BCM detects an open/high resistance in the left front indicator control circuit.
• The BCM detects an open/high resistance in the left front indicator ground circuit.
DTC B3948 02
The BCM detects a short to ground in the left front indicator control circuit.
DTC B3949 01 and B3949 04
• The BCM detects an open/high resistance in the right front indicator control circuit.
• The BCM detects an open/high resistance in the right front indicator ground circuit.
DTC B3949 02
The BCM detects a short to ground in the right front indicator control circuit.
DTC B3948
• The left front indicator is inoperative.

• The left indicator indicator on the instrument panel cluster flashes rapidly.
DTC B3949
• The right front indicator is inoperative.

• The right indicator indicator on the instrument panel cluster flashes rapidly.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
DTC B3948
4. Disconnect the harness connector at the E4N Sidelight/Indicator Lamp - Left front.
7. Vehicle in Service Mode, command the Left Front Indicator Lamp ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
8. If all circuits test normal, replace the E4N Sidelight/Indicator Lamp - Left front.
DTC B3949
4. Disconnect the harness connector at the E4P Sidelight/Indicator Lamp - Right front.
7. Vehicle in Service Mode, command the Right Front Indicator Lamp ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
8. If all circuits test normal, replace the E4P Sidelight/Indicator Lamp - Right front.
Repair Instructions
• Front Indicator Lamp Replacement : Volt → Ampera



Volt

DTC C0277 or C0890

DTC Descriptors
DTC C0277 06: Brake Pedal Position Sensor Circuit Low Voltage/Open
DTC C0277 07: Brake Pedal Position Sensor Circuit High Voltage
DTC C0277 09: Brake Pedal Position Sensor Circuit Too Fast Transitions
DTC C0277 4B: Brake Pedal Position Sensor Circuit Calibration Not Learned
DTC C0890 03: Control Module Voltage Reference Output 3 Circuit Low Voltage
DTC C0890 07: Control Module Voltage Reference Output 3 Circuit High Voltage
Signal
Circuit Short to Ground Open/High Resistance Short to Voltage Performance
C0890 03, B101E 43, B1395 03, B1517 07, C0890 03, B101E 43, B1395 03, B1517 07,
F10DL Fuse B+ -- --
U0121 00, U0128 00, U0422 71 U0121 00, U0128 00, U0422 71
Brake Pedal Position Sensor C0277 07, C0890 07,
C0277 06, C0890 03, U0422 71, C0561 71 C0277 06, U0422 71, C0561 71 -
5V Reference U0422 71, C0561 71
C0277 06, U0422 71, C0561 71 C0277 06, U0422 71, C0561 71 C0277 09
Signal U0422 71, C0561 71
Centre High Mounted Brake
2 2 2 --
Lamp Control
Brake/Indicator Lamp
1 1 1 --
Control - Left
1 1 1 --
Control - Right
Brake Pedal Position Sensor
- C0277 06, U0422 71, C0561 71 1 --
Low Reference
-- 2 -- --
Lamp Ground
Tail/Brake Lamp Ground -
-- 1 -- --
Left
-- 1 -- --
Right
2. Centre High Mounted Brake Lamp Malfunction

• Brakes applied.
DTC C0277 06
• The BCM detects a short to ground or an open/high resistance in the BPP sensor 5 V reference circuit.
• The BCM detects a short to ground or an open/high resistance in the BPP sensor signal circuit.
• The BCM detects an open/high resistance in the BPP sensor low reference circuit.
DTC C0277 07
• The BCM detects a short to voltage in the BPP sensor 5 V reference circuit.
• The BCM detects a short to voltage in the BPP sensor signal circuit.
DTC C0277 09
The BCM detects the BPP sensor signal is changing faster than possible under normal operating conditions.
DTC C0277 4B
The DTC will set when the BPP sensor home position is not learned.
DTC C0890 03
• The BCM detects a short to ground in the BPP sensor 5 V reference circuit.
• The BCM detects a short to ground or an open/high resistance in the F10DL fuse B+ circuit.
DTC C0890 07
• The BCM detects a short to voltage in the BPP sensor 5 V reference circuit.
• The BCM detects a short to voltage in the BPP sensor low reference circuit.
DTC C0277 06 and C0890 03
• The vehicle will not start with a short to ground or an open/high resistance on the BPP sensor 5 V reference circuit or the BPP sensor signal circuit.
• The vehicle will start with an open/high resistance on the BPP sensor low reference circuit without applying the brake pedal.
DTC C0277 07 and C0890 07
The vehicle will not start with a short to voltage on the BPP sensor 5 V reference circuit or the BPP sensor signal circuit.
• For DTC C0277 4B a successful brake pedal position sensor calibration has been performed.
• A DTC will not clear the current status until the next ignition cycle.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
DTC C0277 06, C0277 07, C0890 03, and C0890 07
1. Vehicle OFF, disconnect the harness connector at the B22 Brake Pedal Position Sensor.
2. Vehicle in Service Mode, verify that a test lamp illuminates between B+ and the low reference circuit terminal C.
If the test lamp does not illuminate, test the low reference circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the K9 Body
Control Module.
3. 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 K9 Body 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 K9 Body Control Module.
4. Verify the scan tool Brake Pedal Applied parameter is Inactive.
If not the specified value, test the signal circuit terminal B for a short to voltage. If the circuit tests normal, replace the K9 Body Control Module.
5. Vehicle OFF, install a 3 A fused jumper wire between the 5 V reference circuit terminal A and signal circuit terminal B.
6. Vehicle in Service Mode, verify the scan tool Brake Pedal Applied parameter is Active.
If not the specified value, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K9 Body Control Module.
7. If all circuits test normal, replace the B22 Brake Pedal Position Sensor.
DTC C0277 4B
1. Verify that the DTC sets under the Conditions for Running and Setting.
2. Perform the brake pedal position sensor calibration procedure. Refer to Brake Pedal Position Sensor Calibration
3. Operate the vehicle within the Conditions for Running and Setting the DTC and verify the DTC does not reset.
If DTC C0277 4B resets as current, replace the B22 Brake Pedal Position Sensor.
DTC C0277 09
1. Replace the brake pedal position sensor.

2. Perform the brake pedal position sensor calibration procedure. Refer to Brake Pedal Position Sensor Calibration
3. Operate the vehicle within the Conditions for Running and Setting the DTC and verify the DTC does not reset.
If DTC C0277 09 resets as current, replace the K9 Body Control Module.
Repair Instructions
• Brake Pedal Position Sensor Calibration

• Brake Pedal Position Sensor Replacement


Volt

DTC C0297
DTC Descriptor
DTC C0297 02: Brake Applied Output Circuit Short-circuit to Ground

Brake Applied Signal C0297 02 C0297 02 1 --
1. Cruise Control Malfunction
The brake pedal position sensor is used to sense the action of the driver application of the brake pedal. The brake pedal position sensor provides an analogue voltage signal
that will increase as the brake pedal is applied. The body control module (BCM) provides a low reference signal and a 5 V reference voltage to the brake pedal position
sensor. When the variable signal reaches a voltage threshold indicating the brakes have been applied, the BCM will apply battery voltage to the right and left brake lamp
control circuits, engine control module (ECM), and centre high mounted brake lamp control circuit.

• Brakes applied.

The BCM detects a short to ground or an open/high resistance on the brake applied signal circuit.
The cruise control system is disabled.
Diagnostic Aids
Verify that the brake pedal position sensor is properly calibrated.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

1. Vehicle OFF, disconnect the X1 harness connector at the K20 Engine Control Module.
2. Connect a test lamp between the signal circuit terminal 33 and ground.
3. Vehicle in Service Mode, observe the test lamp while pressing and releasing the brake pedal. The test lamp should turn ON and OFF as the brake pedal is pressed and
released.
If the test lamp is always ON, test the signal circuit for a short to voltage. If the circuit tests normal, replace the K9 Body Control Module.
If the test lamp is always OFF, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K9 Body Control Module.
4. If all circuits test normal, replace the K20 Engine Control Module.
Repair Instructions
• Brake Pedal Position Sensor Calibration

• Control Module References for BCM or ECM replacement, programming and setup


Volt

Symptoms - Lighting
Note: The following steps must be completed before using a symptom table.
• Perform the Diagnostic System Check - Vehicle before using a symptom table in order to verify that all of the following conditions are true:
- There are no DTCs set.
- The control modules can communicate via the serial data link.
• Review the system description and operation in order to familiarise yourself with the system functions. Refer to the following:
- Exterior Lighting Systems Description and Operation
- Interior Lighting Systems Description and Operation
• Inspect for aftermarket devices which could affect the operation of the lighting system. Refer to Checking Aftermarket Accessories .
Intermittent
Thoroughly inspect the wiring and connectors. An incomplete inspection of the wiring and connectors may result in misdiagnosis causing part replacement with the
reappearance of the malfunction. If an intermittent malfunction exists, refer to Testing for Intermittent Conditions and Poor Connections .
Symptom List
• Reverse Lamps Malfunction

• Courtesy Lamps Malfunction
• Interior Lights Malfunction
• Hazard Lamps Malfunction
• Headlamps Malfunction
• Interior Backlighting Malfunction
• Sidelight, Number Plate, and/or Tail Lamps Malfunction
• Brake Lamps Malfunction
• Indicator Lamps and/or Indicators Malfunction


Volt

Automatic Light Malfunction


Ground -- 1 -- --
1. Daytime Running Light Malfunction
DTC B2645 03 - Ambient Light Sensor Circuit Low Voltage
DTC B2645 07 - Ambient Light Sensor Circuit High Voltage
The ambient light/sunload sensor is used to monitor outside lighting conditions. The ambient light/sunload sensor provides a voltage signal that will vary between 1.4-4.5 V
depending on outside lighting conditions. The body control module (BCM) monitors the ambient light/sunload sensor signal circuit to determine if outside lighting conditions
are correct for either daytime running lights or automatic lamp control when the headlamp switch is in the AUTO position. In daylight conditions the BCM will command the
daytime running lights ON. During low light conditions the BCM will command the dipped beam headlamps ON.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool Ambient Light Sensor parameter. The reading should be between 1.4-4.5 V and change with ambient light changes.
If the reading is out of specified range, verify that DTC B2645 is not set. If the DTC is set, refer to DTC B2645 .
1. Vehicle OFF, disconnect the harness connector at the B10B Ambient Light/Sunload Sensor.
2. Test for less than 5 Ω between ground circuit harness connector terminal 6 and ground.
If greater than the specified range, test the low reference circuit for an open/high resistance.
3. Vehicle in Service Mode test for 4.8-5.2 V between B10B Ambient Light/Sunload Sensor signal circuit harness connector terminal 5 and ground.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the K9 Body Control Module.
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 K9 Body Control Module.
4. If all circuits test normal, replace the B10B Ambient Light/Sunload Sensor.
Component Testing
Static Test
1. Vehicle in Service Mode, observe the scan tool Ambient Light Sensor parameter. The reading should be between 1.4-4.5 V and change with ambient light changes.
2. Test the B10B Ambient Light/Sunload Sensor by varying the ambient light while monitoring the sensors voltage output.
3. Verify that the voltage output is within the range of the specification.
If not within the specified range, replace the B10B Ambient Light/Sunload Sensor.
Repair Instructions
• Sun Load Temperature and Headlamp Automatic Control Ambient Light Sensor Replacement


Volt

Reverse Lamps Malfunction


Reverse Lamp Control B2545 02 B2545 01, B2545 04 1 --
Reverse Lamp Ground -- 1 -- --
1. Reverse Lamps Malfunction
With the vehicle ON and the transmission in the REVERSE position, the transmission control module (TCM) sends a serial data message to the body control module (BCM).
The message indicates that the gear selector is in the REVERSE position. The BCM applies battery voltage to the reverese lamp control circuit illuminating the reverse lamps.
Once the driver moves the gear selector out of the REVERSE position, a message is sent by the TCM via serial data requesting the BCM to remove battery voltage from the
reverse lamps control circuit. The engine must be ON for the reverse lamps to operate.
Schematic Reference


• Circuit Testing

• Wiring Repairs
Scan Tool Reference
4. Disconnect the harness connector at the E5 Reverse Lamp.
5. Vehicle OFF, exterior lamps OFF, test for less than 5 Ω between the ground circuit terminal B and ground.
6. Connect a test lamp between the control circuit terminal A and ground.
7. Vehicle in Service Mode, command the Reverse Lamps ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the commanded
states.
8. If all circuits test normal, replace the E5 Reversing Light.
Repair Instructions
• Reverse Lamp Bulb Replacement



Volt

Courtesy Lamps Malfunction


Courtesy Lamp Control - Terminal 2 X7 B1480 02 1 1 --
Sun Visor Mirror Lamp - Left Ground -- 1 -- --
Sun Visor Mirror Lamp - Right Ground -- 1 -- --
1. Courtesy Lamps Malfunction
The body control module (BCM) supplies battery voltage to the dome/reading lamps - front and left and right sun visor lamps via the courtesy lamp control circuit. When a sun
visor mirror is opened, the switch contact close allowing battery voltage to flow illuminating the respective lamps. The front reading lamps are controlled by individual switches
that are activated by the operator when additional cabin lighting is required. In the event that any of these courtesy lamps were to remain illuminated for more than 10 min with
the vehicle ON/OFF switch in the OFF position and no doors opened, the BCM will deactivate the courtesy lamp control circuit to prevent total battery discharge.
Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, disconnect the harness connector at the inoperative courtesy lamp.
• E31L Sun Visor Mirror Lamp - Left terminal B
• E31R Sun Visor Mirror Lamp - Right terminal B
• E31L Sun Visor Mirror Lamp - Left terminal A
• E31R Sun Visor Mirror Lamp - Right terminal A
4. Vehicle in Service Mode, command the Inadvertent Load ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the commanded
states.
5. If all circuits test normal, replace the inoperative courtesy lamp.
Repair Instructions
• Sun Visor Illuminated Mirror Lamp Bulb Replacement



Volt



F7DR (interior lamps) Fuse B+ B2545 01, B2545 04, B3950 01, B3950 04 B2545 01, B2545 04, B3950 01, B3950 04 -- --
Interior Lamps Control B2545 01, B2545 04, B3950 01, B3950 04 1 1 --
Dome Lamp Switch Cancel Signal 2 2 2 --
Interior light Switch ON Signal 2 2 2 --
Dome Lamp Ground - Front -- 1, 2 -- --
Dome Lamp Ground - Middle -- 1 -- --
1. Interior Lights Malfunction
2. Dome Lamp Switch Malfunction
The dome lamp switch has 3 positions: DOOR, OFF, and ON. The ON position provides a ground for continuous operation and the dome lamps will remain illuminated until
the switch is placed in either the DOOR or OFF position. When in the DOOR position, the dome lamps operation is controlled by the body control module (BCM). When any
door is opened, the door ajar switch contacts close and the BCM receives a door open input. The BCM illuminates the dome lamps when any door is opened or a door
lock/unlock request is activated with the key fob. After all doors have been closed, the dome lamps will remain illuminated approximately 3 seconds after the last door closes.
When the driver places the dome lamp switch in the OFF position, the dome lamps will be disabled. In the event that the dome lamps were to remain illuminated for more
than 10 minutes with the vehicle ON/OFF switch in the OFF position and no doors opened, the BCM will deactivate the dome lamps control circuit to prevent total battery
discharge.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool Door Ajar Switch parameter for each door while opening and closing each vehicle door. The parameter should change
between Active and Inactive.
If the parameter does not change between the selected states, refer to Door Ajar Indicator Malfunction
2. Observe the scan tool Interior/Courtesy Lighting Master Switch parameter while placing the dome lamp switch in the Door, On, and Cancel positions. The parameter
should change between Door, On, and Cancel.
If the parameter does not change between the selected states, refer to Dome Lamp Switch Malfunction.
3. Command the Courtesy Lamps ON and OFF with a scan tool. The front and middle dome lamp should turn ON and OFF when changing between the commanded
states.
If one or both of the dome lamps do not turn ON and OFF when commanded, refer to Dome Lamps Malfunction.
Dome Lamp Switch Malfunction
1. Vehicle OFF, disconnect the harness connector at the E37F Dome/Reading Lamps - Front.
ground.
3. Vehicle in Service Mode, verify the scan tool Interior/Courtesy Lighting Master Switch parameter is Door.
If the scan tool Interior/Courtesy Lighting Master Switch parameter is Cancel, test the signal circuit terminal 4 for a short to ground. If the circuit tests normal, replace
the K9 Body Control Module.
If the scan tool Interior/Courtesy Lighting Master Switch parameter is On, test the signal circuit terminal 5 for a short to ground. If the circuit tests normal, replace the
K9 Body Control Module.
4. Install a 3 A fused jumper wire between the signal circuit terminal 4 and ground. Verify the scan tool Interior/Courtesy Lighting Master Switch parameter is Cancel.
5. Install a 3 A fused jumper wire between the signal circuit terminal 5 and ground. Verify the scan tool Interior/Courtesy Lighting Master Switch parameter is On.
6. If all circuits test normal, replace the E37F Dome/Reading Lamps - Front.
1. Vehicle OFF, disconnect the harness connector at the inoperative dome lamp.
ground.
4. Vehicle in Service Mode, command the Courtesy Lamps ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the commanded
states.
5. If all circuits test normal, replace the inoperative dome lamp.
Repair Instructions


Volt

Hazard Lamps Malfunction


Hazard Lamps Switch Signal 1 1 1 B3596 00
Hazard Lamps Switch Ground -- 1 -- --
1. Hazard Lamps Malfunction
The hazard flashers may be activated in any power mode. The hazard switch signal circuit is momentarily grounded when the hazard switch is pressed. The body control
module (BCM) responds to the hazard switch signal input by supplying battery voltage to all four indicator lamps in an ON and OFF duty cycle. When the hazard switch is
activated, the BCM sends a serial data message to the instrument panel cluster requesting both indicator indicators to be cycled ON and OFF.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool Hazard Lamps Switch parameter while turning the hazard lamp switch ON and OFF. The parameter should change
between Active and Inactive.
If the parameter does not change between the commanded states, refer to Circuit/System Testing.
2. Observe the right and left indicator lamps while turning the hazard lamps switch ON and OFF. The right and left indicator lamps should flash ON and OFF while the
hazard lamps switch is ON and remain OFF when the hazard lamps switch is OFF
If the indicator lamps do not cycle between the selected states, refer to Indicator Lamps and/or Indicators Malfunction .
1. Vehicle OFF, disconnect the harness connector at the A20 Radio/HVAC Controls.

ground.
3. Vehicle in Service Mode, verify the scan tool Hazard Lamps Switch parameter is Inactive.
4. Install a 3 A fused jumper wire between the signal circuit terminal 16 and the ground circuit terminal 17. Verify the scan tool Hazard Lamps Switch parameter is Active.
5. If all circuits test normal, replace the A20 Radio/HVAC Controls.
Repair Instructions



Volt

Headlamps Malfunction

F4DR Fuse B+ 1 1 -- --
F11DL Fuse B+ 1 1 -- --
Headlamp Main Beam Relay Control B2580 02, B2580 04 B2580 02, B2580 04 B2580 01 --
Dipped Beam Headlamp Control - Left 1 1 1 --
Dipped Beam Headlamp Control - Right 1 1 1 --
Main Beam Headlamp Control - Left 2 2 2 --
Main Beam Headlamp Control - Right 2 2 2 --
Indicator/Multifunction Switch Flash To Pass Signal B3806 00 3 3 --
Headlamp Ground - Left -- 1, 2 -- --
Headlamp Ground - Right -- 1, 2 -- --
Indicator/Multifunction Switch Ground - 3 -- --
1. Headlamps Malfunction - Dipped beam
2. Headlamps Malfunction - Main beam
3. Indicator/Multifunction Switch Malfunction

the exterior lamps should be turned OFF. With the indicator/multifunction switch in the PARK lamps position, the indicator/multifunction switch sidelights ON signal circuit is
grounded, indicating that the sidelights have been requested. When the indicator/multifunction switch is in the HEADLAMP position, both the indicator/multifunction switch
ON.
The main beam and flash to pass functions are contained within the indicator/multifunction switch. The BCM provides the indicator/multifunction switch with two signal circuits,
the main beam signal circuit and the flash to pass signal circuit. When the dipped beam headlamps are ON and the indicator/multifunction switch is placed in the main beam
position, ground is applied to the BCM through the main beam signal circuit. The BCM responds to the main beam request by applying ground to the main beam relay control
circuit which energises the main beam relay. With the main beam relay energised, the switch contacts close allowing battery voltage to flow through the main beam fuses to
the main beam control circuits illuminating the main beam headlamps.
When the indicator/multifunction switch is momentarily placed in the flash to pass position, ground is applied to the BCM through the flash to pass signal circuit. The BCM
responds by applying ground to the main beam relay control circuit which energises the main beam relay illuminating the main beams for a brief moment or until the flash to
pass switch is released.
Schematic Reference
• Headlamps/Daytime Running Lamps (DRL) Schematics

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool Headlamps On Switch parameter while turning the dipped beam headlamps ON and OFF with the indicator/multifunction
switch. The parameter should change between Active and Inactive.
If the parameter does not change between the commanded states, refer to Indicator/Multifunction Switch Malfunction.
2. Observe the scan tool Automatic Headlamps Disable Switch parameter while applying and releasing the automatic lamp control disable switch. The parameter should
change between Active and Inactive.
3. Observe the scan tool Main Beam Select Switch parameter while applying and releasing the main beam select switch. The parameter should change between Active
and Inactive.
4. Observe the scan tool Headlamps Flash Switch parameter while applying and releasing the flash to pass switch. The parameter should change between Active and
Inactive.
5. Command the Left Headlamp Dipped Beam ON and OFF with a scan tool. The left dipped beam headlamp should turn ON and OFF when commanded.
If the left dipped beam headlamp does not turn ON and OFF when commanded, refer to Headlamps Malfunction - Dipped Beam.
6. Command the Right Headlamp Dipped Beam ON and OFF with a scan tool. The right dipped beam headlamp should turn ON and OFF when commanded.
If the right dipped beam headlamp does not turn ON and OFF when commanded, refer to Headlamps Malfunction - Dipped Beam.
7. Dipped beam headlamps ON, command the Main Beams ON and OFF with a scan tool. The main beam headlamps should turn ON and OFF when commanded.
If the main beam headlamps do not turn ON and OFF when commanded, refer to Headlamps Malfunction - Main Beam.
8. Observe the main beam indicator while applying and releasing the main beam select switch. The main beam indicator should turn ON and OFF when changing between
the commanded states.
If the main beam indicator does not illuminate or remains illuminated at all times, replace the P16 Instrument Cluster.
Indicator/Multifunction Switch Malfunction

ground.
3. Vehicle in Service Mode, verify the scan tool Headlamps On Switch parameter is Inactive.
4. Verify the scan tool Automatic Headlamps Disable Switch parameter is Inactive.
5. Verify the scan tool Main Beam Select Switch parameter is Inactive.
6. Verify the scan tool Headlamps Flash Switch parameter is Inactive.
7. Install a 3 A fused jumper wire between the signal circuit terminal 2 and ground. Verify the scan tool Headlamps On Switch parameter is Active.
8. Install a 3 A fused jumper wire between the signal circuit terminal 9 and ground. Verify the scan tool Automatic Headlamps Disable Switch parameter is Active.
9. Install a 3 A fused jumper wire between the signal circuit terminal 11 and ground. Verify the scan tool Main Beam Select Switch parameter is Active.
10. Install a 3 A fused jumper wire between the signal circuit terminal 12 and ground. Verify the scan tool Headlamps Flash Switch parameter is Active.
Headlamps Malfunction - Dipped beam
5. Disconnect the harness connector at the inoperative headlamp.
8. Vehicle in Service Mode, command the appropriate Headlamp Dipped Beam ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing
between the commanded states.
9. If all circuits test normal, replace the inoperative headlamp.
Headlamps Malfunction - Main beam
1. Vehicle OFF, disconnect the X1 harness connector at the X50A Fuse Block - Under-bonnet.
2. Connect a test lamp between the control circuit terminal 18 and B+.
3. Vehicle in Service Mode, command the Main Beams 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 K9 Body Control Module.
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 K9 Body Control Module.
4. Vehicle OFF, connect the X2 harness connector at the X50A Fuse Block - Under-bonnet.
5. Disconnect the harness connector at the inoperative headlamp.
8. Vehicle in Service Mode, dipped beam headlamps ON, command the Main Beams ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing
If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests normal, replace the X50A Fuse Block - Under-bonnet.
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 X50A Fuse Block - Under-
bonnet.
9. If all circuits test normal, replace the inoperative headlamp.
Repair Instructions
Perform the Diagnostic Repair Verification
• Instrument Cluster Replacement

• Headlamp Bulb Replacement
• Accessory Wiring Junction Block Replacement


Volt



F5DR Fuse B+ B270A 01 B270A 01 -- --
Instrument Panel Dimmer Switch B+ Reference B1395 03, B3600 03 B3600 03 1 B1395 07, 1
Instrument Panel Dimmer Switch Signal B3600 03 B3600 03 B3600 07, 1 -
Garage Door Opener Switch Amber LED Control B2625 02 2 2 --
Vehicle ON/OFF Switch Dimming Control 3 3 3 --
Instrument Panel Dimmer Switch Low Reference 1 1 1 --
Charge Port Door Open Request Switch Ground -- 2 -- --
Driver Information Centre Switch Ground -- 2 -- --
Garage Door Opener Switch Ground -- 2 -- --
Multifunction Switch - Overhead Console Ground -- 2 -- --
Outside Wing Mirror Switch Ground -- 2 -- --
Hand Brake Control Switch Ground -- 2 -- --
Radio/HVAC Controls Ground -- 2 -- --
Refuel Request Switch Ground -- 2 -- --
Steering Wheel Controls Switch - Left Ground -- 2 -- --
Steering Wheel Controls Switch - Right Ground -- 2 -- --
Vehicle ON/OFF Switch Ground -- 3 -- --
1. Dimmer Switch Malfunction
3. Vehicle ON/OFF Switch Backlighting Malfunction
Diagnostic Aids
Schematic Reference
• Interior Lights Dimming Schematics

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, sidelights ON, observe the scan tool LED Backlight Dimming Command parameter while operating the dimmer switch from high to low. The
reading should change from a high percentage to a low percentage as the switch is activated.
If the reading does not change, refer to Dimmer Switch Malfunction.
2. Observe the function of the backlighting components while commanding the LED Backlight Dimming ON and OFF with a scan tool. The backlighting components should
turn ON and OFF while changing between the commanded states.
If the backlighting components do not turn ON and OFF, refer to Interior Backlighting Malfunction.
3. Observe the vehicle ON/OFF switch while adjusting the backlighting from low to high with the dimmer switch. The vehicle ON/OFF switch backlighting should change
from low to high as the dimmer switch is operated.
If the vehicle ON/OFF switch backlighting does not change from low to high as the dimmer switch is operated or is always OFF, refer to Vehicle ON/OFF Switch
Backlighting Malfunction.
Dimmer Switch Malfunction
Module.
Control Module.
Note: Each component with backlighting may need to be disconnected to isolate a short to voltage or short to ground. Use the schematics to identify the following:
• Backlighting components the vehicle is equipped with
• Each components control and ground circuit terminals
• Component locations on the backlighting control circuit
1. Vehicle OFF, disconnect the harness connector at any component with inoperative backlighting.
• S25 Garage Door Opener - terminal 3
• S25 Garage Door Opener - terminal 2
commanded states.
5. If all circuits test normal, replace the component with inoperative backlighting.
Vehicle ON/OFF Switch Backlighting Malfunction
1. Vehicle OFF, disconnect the harness connector at the S83 Vehicle On/Off Switch.
2. Vehicle OFF, scan tool disconnected, all doors closed, all accessories OFF, and wait 2 minutes. Test for less than 5 Ω between the ground circuit terminal 4 and ground.
4. Vehicle in Service Mode, sidelights ON, activate the dimmer switch from low to high. The test lamp intensity should change from low to high as the dimmer switch is
activated.
If the test lamp is always ON full intensity, test the control circuit for a short to voltage. If the circuit tests normal, replace the K9 Body Control Module.
5. If all circuits test normal, replace the S83 Vehicle On/Off Switch.
Repair Instructions

• Accessory Switch Replacement
• Hand Brake Switch Replacement

Volt


With the indicator/multifunction switch in the HEADLAMP or SIDELIGHT position, the appropriate indicator/multifunction switch signal circuit is grounded through the headlight
switch. The body control module (BCM) then sends a serial data message to the instrument cluster requesting the instrument cluster to illuminate the lights on indicator. With
the indicator/multifunction switch in the MAIN BEAM or FLASH-TO-PASS position the appropriate indicator/multifunction switch signal circuit is grounded through the
indicator/multifunction switch. The BCM then sends a serial data message to the instrument cluster requesting the instrument cluster to illuminate the main beam indicator.
The BCM will also request the instrument cluster to turn on the LIGHTS ON INDICATOR located in the driver information centre anytime the headlamps are ON and the
ignition is OFF or the driver door is opened.
Diagnostic Aids
This diagnostic procedure assumes that the headlamps operate as described in Exterior Lighting Systems Description and Operation .
Schematic Reference
• Instrument Cluster Schematics


• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, command the All Indicators test ON and OFF with the scan tool, verify that the lights on indicator changes between turn ON and OFF.
If the lights on indicator does not illuminate during the test or remains illuminated at all times, replace the P16 Instrument Cluster.
If the lights on indicator illuminates during the test, replace the K9 Body Control Module.
Main Beam Indicator Malfunction
Vehicle in Service Mode, command the All Indicators test ON and OFF with the scan tool, verify that the main beam indicator changes between turn ON and OFF.
If the main beam indicator does not illuminate during the test or remains illuminated at all times, replace the P16 Instrument Cluster.
If the main beam indicator illuminates during the test, replace the K9 Body Control Module.
Repair Instructions
Control Module References for BCM or instrument cluster replacement, programming and setup


Volt

Sidelight, Number Plate, and/or Tail Lamps Malfunction

Signal
B3867 01, B3867 04, B3949 01, B3867 01, B3867 04, B3949 01,
F6DR Fuse B+ -- --
B3949 04 B3949 04
Indicator/Multifunction Switch Sidelights ON
2 B257A 00 2 --
Signal
Number Plate Lamp Control B3883 02 B3883 01, B3883 04 B3883 01 --
B2585 01,
Sidelights Control - Left Front B2585 02 B2585 01, B2585 04 -
B2585 04
B3867 01,
Sidelights Control - Right Front B3867 02 B3867 01, B3867 04, -
B3867 04,
Sidelights Control - Left Rear 1 1 1 --
Sidelights Control - Right Rear 1 1 1 --
Number Plate Lamp Ground - Right -- 1 -- --
Number Plate Lamp Ground - Left -- 1 -- --
B2585 01, B2585 04, B3948 01,
Sidelight Ground - Left Front - -- --
B3948 04
B3867 01, B3867 04, B3949 01,
Sidelight Ground - Right Front - -- --
B3949 04
2. Sidelight Switch Malfunction
When the indicator/multifunction switch is placed in the HEADLAMP or SIDELIGHT position, ground is applied to the sidelights ON signal circuit to the body control module
(BCM). The BCM responds by applying voltage to the sidelights, tail lamps, and number plate lamps control circuits illuminating the sidelight, tail, and number plate lamps.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool Sidelights Switch parameter while turning the indicator/multifunction switch between the OFF and SIDELIGHT positions.
The parameter should change between Active and Inactive.
If the parameter does not change between the commanded states, refer to Sidelight Switch Malfunction.
2. Command the Left Front Sidelight ON and OFF with a scan tool. The left front sidelight should turn ON and OFF when changing between the commanded states.
If the left front sidelight does not turn ON and OFF when commanded, refer to Sidelights Malfunction.
3. Command the Left Rear Sidelight ON and OFF with a scan tool. The left rear sidelight should turn ON and OFF when changing between the commanded states.
If the left rear sidelight does not turn ON and OFF when commanded, refer to Sidelights Malfunction.
4. Command the Right Front Sidelight ON and OFF with a scan tool. The right front sidelight should turn ON and OFF when changing between the commanded states.
If the right front sidelight does not turn ON and OFF when commanded, refer to Sidelights Malfunction.
5. Command the Right Rear Sidelight ON and OFF with a scan tool. The right rear sidelight should turn ON and OFF when changing between the commanded states.
If the right rear sidelight does not turn ON and OFF when commanded, refer to Sidelights Malfunction.
6. Command the Number Plate Lamps ON and OFF with a scan tool. The number plate lamps should turn ON and OFF when changing between the commanded states.
If the number plate lamps do not turn ON and OFF when commanded, refer to Number Plate Lamps Malfunction.
Sidelight Switch Malfunction

2. Vehicle OFF, all doors closed, all accessories OFF, and wait 2 minutes. Test for less than 10 Ω between the ground circuit terminal 6 and ground.
3. Vehicle in Service Mode, verify the scan tool Sidelights Switch parameter is Inactive.
4. Install a 3 A fused jumper wire between the signal circuit terminal 7 and ground. Verify the scan tool Sidelights Switch parameter is Active.
Sidelights Malfunction
1. Vehicle OFF, disconnect the harness connector at the inoperative sidelight.

2. Vehicle OFF, exterior lamps OFF, test for less than 5 Ω between the appropriate ground circuit terminal listed below and ground:
• E4N Sidelight/Indicator Lamp - Left - terminal 1
• E4P Sidelight/Indicator Lamp - Right - terminal 1
• E42L Tail Lamp Assembly - Left - terminal 4
• E42R Tail Lamp Assembly - Right - terminal 4
4. Vehicle in Service Mode, command the appropriate Sidelight ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
5. If all circuits test normal, replace the inoperative park lamp.
Number Plate Lamps Malfunction
1. Vehicle OFF, disconnect the harness connector at the E7L Number Plate Lamp - Left and E7R Number Plate Lamp - Right.
2. Vehicle OFF, exterior lamps OFF, test for less than 5 Ω between each ground circuit terminal 2 and ground.
3. Connect a test lamp between the E7L Number Plate Lamp - Left control circuit terminal 1 and ground.
4. Vehicle in Service Mode, command the Number Plate Lamps ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
5. Vehicle OFF, connect a test lamp between the E7R Number Plate Lamp - Right control circuit terminal 1 and ground.
6. Vehicle in Service Mode, command the Number Plate Lamps ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
7. If all circuits test normal, replace the inoperative number plate lamp bulb.
Repair Instructions
• Rear Number Plate Lamp Replacement



Volt

Reading Lamps Malfunction


Reading Lamps B+ 1, 2 1 -- --
Reading Lamps Ground Terminal 6 -- 1 -- --
1. Reading Lamps Always OFF
2. Sun Visor Lamps Always OFF
The body control module (BCM) supplies the dome/reading lamps and sun visor lamps with battery voltage. When switching on the following components the concerning
lamps will illuminate:
• Dome/reading lamps - row

• Sun Visor - left Front
• Sun Visor - right Front
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, switch the dome/reading lamps or dome/reading lamps - row ON and OFF while observing the lamp. The concerning reading lamp should illuminate
when switched ON.
Reading Lamps Circuit Malfunction
1. Vehicle OFF, disconnect the harness connector at the E37F Dome/Reading Lamps - Front.
3. Vehicle in Service Mode and dome/reading lamps OFF, test for greater than 11 V between the circuit terminal 1 and ground circuit terminal 6.
If less than the specified range, test the circuits for a short to ground or an open/high resistance. If the circuits tests normal, replace the K9 Body Control Module.
7. If all circuits test normal, test or replace the E37F Dome/Reading Lamps - Front.
Repair Instructions



Volt

Brake Lamps Malfunction

Signal
C0890 03, B101E 43, B1395 03, B1517 07, C0890 03, B101E 43, B1395 03, B1517 07,
F10DL Fuse B+ -- --
U0121 00, U0128 00, U0422 71 U0121 00, U0128 00, U0422 71
C0277 06, C0890 03, U0422 71, C0561 71 C0277 06, U0422 71, C0561 71 -
5V Reference U0422 71, C0561 71
C0277 06, U0422 71, C0561 71 C0277 06, U0422 71, C0561 71 C0277 09
Signal U0422 71, C0561 71
2 2 2 --
Lamp Control
1 1 1 --
Control - Left
1 1 1 --
Control - Right
Brake Pedal Position Sensor
- C0277 06, U0422 71, C0561 71 1 --
Low Reference
-- 2 -- --
Lamp Ground
-- 1 -- --
Left
-- 1 -- --
Right
2. Centre High Mounted Brake Lamp Malfunction
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool Brake Pedal Applied parameter while pressing and releasing the brake pedal. The parameter should change between
Active and Inactive as the brake pedal is applied and released.
If the parameter does not change between the commanded states, refer to the Brake Pedal Position Sensor Malfunction.
2. Command the Left Rear Indicator/Brake Lamp ON and OFF with a scan tool. The left brake lamp should turn ON and OFF when changing between the commanded
states.
If the left brake lamp does not turn ON and OFF when changing between the commanded states, refer to Brake Lamps Malfunction.
3. Command the Right Rear Indicator/Brake Lamp ON and OFF with a scan tool. The right brake lamp should turn ON and OFF when changing between the commanded
states.
If the right brake lamp does not turn ON and OFF when changing between the commanded states, refer to Brake Lamps Malfunction.
4. Command the Centre Brake Lamp ON and OFF with a scan tool. The centre high mounted brake lamp should turn ON and OFF when changing between the
commanded states.
If the centre high mount brake lamp does not turn ON and OFF when changing between the commanded states, refer to Centre High Mount Brake Lamp Malfunction.
Brake Pedal Position Sensor Malfunction
1. Vehicle OFF, disconnect the harness connector at the B22 Brake Pedal Position Sensor.
2. Vehicle in Service Mode, verify that a test lamp does not illuminate between the low reference circuit terminal C and ground.
If the test lamp illuminates, test the low reference circuit for a short to voltage. If the circuit tests normal, replace the K9 Body Control Module.
3. If all circuits test normal, replace the B22 Brake Pedal Position Sensor.
Brake Lamps Malfunction
1. Vehicle OFF, disconnect the harness connector at the inoperative tail lamp assembly.
4. Vehicle in Service Mode, command the appropriate Rear Indicator/Brake Lamp ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing
5. If all circuits test normal, replace the inoperative tail lamp assembly.
Centre High Mount Brake Lamp Malfunction
1. Vehicle OFF, disconnect the harness connector at the E6 Centre High Mounted Brake Lamp.
4. Vehicle in Service Mode, command the Centre Brake Lamp ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
5. If all circuits test normal, replace the E6 Centre High Mounted Brake Lamp.
Repair Instructions

• High Mount Brake Lamp Replacement


Volt

Sun Visor Illumination Malfunction


Sun Visor Lamps B+ 1, 2 2 -- --
Sun Visor Lamps Ground -- 2 -- --
1. Reading Lamps Always OFF
2. Sun Visor Lamps Always OFF
The body control module (BCM) supplies the dome/reading lamps and sun visor lamps with battery voltage. When switching on the following components the concerning
lamps will illuminate:
• Dome/reading lamps

• Sun Visor - left Front
• Sun Visor - right Front
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, observe the lamp of the sun visor - left front/sun visor - right front while opening and closing. The lamp should illuminate when opened.
1. Vehicle OFF, disconnect the harness connector at the appropriate inoperative sun visor.
2. Test for less than 5 Ω between the ground circuit terminal B and ground.
3. Vehicle in Service Mode, test for greater than 11 V between voltage circuit terminal A and the ground circuit terminal B.
If less than the specified range, test the circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K9 Body Control Module.
4. If all circuits test normal, test or replace the inoperative sun visor.
Repair Instructions
• Sun visor Replacement

• Sun visor Support Replacement

Volt

Indicator Lamps and/or Indicators Malfunction


F6DR Fuse B+ B3867 01, B3867 04, B3949 01, B3949 04 B3867 01, B3867 04, B3949 01, B3949 04 -- --
F8DR Fuse B+ B3948 01, B3948 04 B3948 01, B3948 04 -- --
Indicator Switch Signal - Left 2 2 2 --
Tail Lamp Outage Detection Signal - Left 3 3 3 --
Tail Lamp Outage Detection Signal - Right 3 3 3 --
Indicator Switch Signal - Right 2 2 2 --
Brake/Indicator Control - Left Rear B3950 02 B3950 01, B3950 04 1 --
Brake/Indicator Control - Right Rear B3951 02 B3951 01, B3951 04 1 --
Indicator Control - Left Front B3948 02 B3948 01, B3948 04 1 --
Indicator Control - Right Front B3949 02 B3949 01, B3949 04 1 --
Sidelight/Indicator Lamp Ground - Left Front - B2585 01, B2585 04, B3948 01, B3948 04 -- --
Sidelight/Indicator Lamp Ground - Right Front - B3867 01, B3867 04, B3949 01, B3949 04 -- --
1. Indicator Lamps and/or Indicators Malfunction
2. Indicator/Multifunction Switch Malfunction
3. Tail Lamp Outage Detection Malfunction

Ground is applied at all times to the indicator/multifunction switch. The indicator lamps may only be activated with the vehicle mode switch in the SERVICE MODE or ON
positions. When the indicator/multifunction switch is placed in either the TURN RIGHT or TURN LEFT position, ground is applied to the body control module (BCM) through
either the right turn or left indicator switch signal circuit. The BCM responds to the indicator switch input by applying a pulsating voltage to the front and rear indicator lamps
through there respective control circuits. When a indicator request is received by the BCM, a serial data message is sent to the instrument panel cluster requesting the
respective indicator indicator be pulsed ON and OFF.
Diagnostic Aids
The tail lamp outage detection circuits are low current B+ circuits that will not illuminate a test lamp.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference

1. Vehicle in Service Mode, observe the scan tool Right Indicator Switch and Left Indicator Switch parameters while cycling the indicator/multifunction switch between the
right and left positions. The readings should change between Active and Inactive.
If the parameters do not change between the selected states, refer to Indicator/Multifunction Switch Malfunction.
2. Command the Left Front Indicator Lamp ON and OFF with a scan tool. The left front indicator should turn ON and OFF when changing between the commanded states.
If the left front indicator does not turn ON and OFF when changing between the commanded states, refer to Indicator Lamps Malfunction.
3. Command the Right Front Indicator Lamp ON and OFF with a scan tool. The right front indicator should turn ON and OFF when changing between the commanded
states.
If the right front indicator does not turn ON and OFF when changing between the commanded states, refer to Indicator Lamps Malfunction.
4. Command the Left Rear Indicator/Brake Lamp ON and OFF with a scan tool. The left rear indicator should turn ON and OFF when changing between the commanded
states.
If the left rear indicator does not turn ON and OFF when changing between the commanded states, refer to Indicator Lamps Malfunction.
5. Command the Right Rear Indicator/Brake Lamp ON and OFF with a scan tool. The right rear indicator should turn ON and OFF when changing between the commanded
states.
If the right rear indicator does not turn ON and OFF when changing between the commanded states, refer to Indicator Lamps Malfunction.
6. Observe the left and right indicator lamps and indicator indicators on the instrument panel cluster while activating the left and right indicators. The left and right indicator
lamps and indicators should illuminate and flash at a normal rate when turned ON.
If the left and right indicator lamps and indicators illuminate but flash in a rapid manner, refer to Tail Lamp Outage Detection Malfunction.
7. Command the Instrument Cluster Gauge Sweep Test ON and OFF with a scan tool. The left and right indicator indicators should turn ON and OFF when changing
If the left and right indicator indicators do not turn ON and OFF when commanded, refer to Indicator Indicators Malfunction.
Indicator/Multifunction Switch Malfunction

ground.
3. Vehicle in Service Mode, verify the scan tool Left Indicator Switch parameter is Inactive.
4. Verify the scan tool Right Indicator Switch parameter is Inactive.
5. Install a 3 A fused jumper wire between the signal circuit terminal 4 and ground. Verify the scan tool Left Indicator Switch parameter is Active.
6. Install a 3 A fused jumper wire between the signal circuit terminal 5 and ground. Verify the scan tool Right Indicator Switch parameter is Active.
Indicator Lamps Malfunction
1. Vehicle OFF, disconnect the harness connector at the inoperative indicator lamp.
2. Vehicle OFF, exterior lamps OFF, test for less than 5 Ω between the appropriate ground circuit terminal listed below and ground:
• E4Y Indicator Repeater Lamp - Left - terminal C
• E4Z Indicator Repeater Lamp - Right - terminal C
• E4Y Indicator Repeater Lamp - Left - terminal A
• E4Z Indicator Repeater Lamp - Right - terminal D
4. Vehicle in Service Mode, command the appropriate Indicator Lamp ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
5. If all circuits test normal, replace the inoperative indicator lamp.
Tail Lamp Outage Detection Malfunction
1. Vehicle OFF, disconnect the harness connector at the inoperative tail lamp assembly.
2. Vehicle in Service Mode, test for B+ between the signal circuit terminal 3 and ground.
If less than the specified value, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K9 Body Control Module.
3. Verify that a test lamp does not illuminate between the signal circuit terminal 3 and ground.
If the test lamp illuminates, test the signal circuit for a short to voltage. If the circuit tests normal, replace the K9 Body Control Module.
4. If all circuits test normal, replace the inoperative tail lamp assembly.
Indicator Indicators Malfunction

Vehicle in Service Mode, with a scan tool perform the Instrument Cluster Gauge Sweep Test and observe the left and right indicator indicators.
If the left and right indicator indicators illuminate during the test, replace the K9 Body Control Module.
If the left and right indicator indicators do not illuminate during the test or remain illuminated at all times, replace the P16 Instrument Cluster.
Repair Instructions

• Front Indicator Lamp Replacement : Volt → Ampera
• Control Module References for BCM or Instrument Cluster replacement replacement, programming and setup


Volt

Brake Pedal Position Sensor Calibration

Calibration Criteria
Note: Do not apply the brake pedal during the brake pedal position sensor calibration procedure. Any movement of the brake pedal during this procedure will cause the
calibration procedure to fail. If this occurs, the brake pedal position sensor calibration must be repeated.
Brake pedal position sensor calibration must be performed after the brake pedal position sensor or body control module (BCM) have been serviced. The calibration procedure
will set the brake pedal position sensor home value. This value is used by the BCM to determine the action of the driver applying the brake system and to provide this
information to the vehicle subsystems via serial data.
Calibration Procedure
1. Apply the handbrake.

2. Place the transmission in the PARK position for automatic transmission or NEUTRAL position for manual gearbox.
3. Install a scan tool.
4. Clear all BCM DTCs before proceeding.
5. Navigate to the Configuration/Reset Functions menu of the BCM.
6. Select the Brake Pedal Position Sensor Learn procedure and follow the directions displayed on the screen.


Volt

Brake Pedal Position Sensor Replacement

Removal Procedure
1. Disconnect the brake pedal position sensor electrical connector.
2. Remove the brake pedal position sensor bolt (1).

3. Remove the brake pedal position sensor (1) and spacer (2).
1. Align the locating pin on the brake pedal position sensor (1) to the hole on the spacer (2).
2. Align the locating pin on the brake pedal position sensor to the hole on the brake pedal assembly bracket.
3. Ensure the brake pedal position sensor fork is properly located on the brake pedal pin.

4. Install the brake pedal position sensor bolt (1) and tighten to 9 N·m (80 lb in).
5. Connect the brake pedal position sensor electrical connector.
6. Calibrate the brake pedal position sensor. Refer to Brake Pedal Position Sensor Calibration .


Volt

Reading Lamp Replacement

Reading Lamp
Procedure
1
1. Depress the front integral tabs using the appropriate tool to remove the reading lamp from the headlining trim panel.


Volt

Dome and Reading Lamp Replacement

Remove the roof console. Refer to Roof Console Replacement .

Dome and Reading Lamp
Procedure
1
1. Depress the integral four tabs and use the appropriate tool to remove the dome and reading lamp from the roof console.


Volt

Interior and Reading Lamp Bulb Replacement

Interior and Reading Lamp Lens
1 Procedure
Using the appropriate tool release the lens to gain access to the bulbs.
2 Dome and Reading Lamp Bulb (Qty: 3)


Volt

Sun Visor Illuminated Mirror Lamp Bulb Replacement

Sun Visor Illuminated Mirror Lamp Lens (Qty: 2)
1 Procedure
Carefully use a flat bladed tool, and release the tabs retaining the lamp lens to the sun visor assembly.
2 Sun Visor Illuminated Mirror Lamp Bulb (Qty: 2)


Volt

Outside Wing Mirror Indicator Lamp Replacement

Remove the outside wing mirror housing bezel. Refer to Outside Wing Mirror Housing Bezel Replacement .
Outside Wing Mirror Indicator Lamp Screw (Qty: 2)
1
Tighten
Hand tighten the screws.
Outside Wing Mirror Indicator Lamp
Procedure
2
1. Disconnect the electrical connector to the indicator lamp.
2. Rotate the top side of the lamp outward and the bottom inward to disenegage the lamp from the outside wing mirror shell.
3. Remove the outside wing mirror indicator lamp and electrical harness from the outside wing mirror shell.


Volt

Headlamp Replacement - Volt

3. Disconnect the headlamp electrical connection.
Headlamp Screw (Qty: 4)

1
Tighten
2.5 N·m (22 lb in)
Headlamp Assembly
Warning: Refer to Halogen Bulb Warning in the Preface section.
Procedure
2
1. Remove the headlamp assembly from the vehicle.
2. Transfer the headlamp bulb accessory cover and bulb socket as needed.
3. Align the headlamps after replacement. Refer to Headlamp Aiming .
Note: The drive motor battery charger is below the right front headlamp assembly.


Volt

Headlamp Bulb Replacement

1 Headlight Bulb Dust Cover
Headlamp Bulb

Procedure
2
1. Disconnect the electrical connector from the headlamp bulb socket.
2. Rotate the bulb socket a quarter turn counterclockwise and remove the bulb socket from the headlamp housing.
3. Install the bulb socket in the correct position as shown in the graphic.


Volt

Headlamp Alignment
Directive 76/756 EEC and ECE-Regulation 48 cover checking and alignment of headlights on vehicle. Correct alignment of headlamps of vehicles should enable optimal road
illumination by the low beam with minimal glare to oncoming traffic. For this purpose the inclination of the light beam in relation to the road surface and the angle of the beam
to the vertical longitudinal plane running through the vehicle centre must comply with the requirements laid down in the ECE regulation and EEC directive.
Glaring of the dipped beam is considered eliminated if the intensity of the illumination at a distance of 25 m (82 ft) from each individual headlight on the plane perpendicular to
the road and at the height of the headlight as well as above, is not greater than 1 lux. This requirement is generally satisfied if the headlight alignment is carried out according
to these alignment guidelines.
Main headlamp housing or retainer displays typically reference a 1.0 percent downward inclination for dipped beam alignment according to EEC 76/756 or ECE-R48
requirements.
Example for a display on a headlight with a 1.3% downward inclination for dipped beam alignment:
Reference 1.0 percent corresponds to the adjustment dimension of the headlamp with reference to the inclination of the light beam. The inclination at a distance of 10 m
(33 ft) from vehicle headlamp is therefore 10 cm (4 in). The inclination of the dipped beam headlamp is indicated by its light/dark boundary (cut-off line).
The alignment guideline is shown by the following three illustrations.
Abbreviations used:
A = Horizontal distance between headlamp centres
B = Central marking
C = Test surface
x = Kink of cut-off line for the left/right setting
y = Horizontal area of the cut-off line for up/down setting
1 = Halogen
2 = Xenon
3 = AFL+
C = Test surface
D = Road surface
E = Break point (kink of cut-off line)
e = Aiming dimension in cm, e = H - h (aiming dimension, dipped beam headlamps usually at 1.0 percent, e = 10 cm (4 in), front fog lamps 2.0 percent, e = 20 cm (8 in), main
beam headlamps (if separately amiable) at 0 percent, e = 0 cm (0 in).
H = Height of centre of headlamp over road surface
h = Height of light/dark boundary line (cut-off line) of dipped beam above road surface
The headlight alilgnment is performed according to the specifications, as shown in the illustrations, using an adjuster. When using a headlight adjuster, set up the height and
position of the adjuster according to the instructions in the operation manual. Ensure that the vehicle tyre surface that is in contact with the road and the surface for setting up
the adjuster are at the same level and parallel with each another.
X = Centre of adjuster lens (see arrow mark on adjuster housing) must be aligned on the same level as the dipped beam headlight and must be parallel to the ground.
1 = Use marking of the control mirror (1) to align the adjuster system in the correct angle to the vehicle, based on the information shown in the owner operating instructions.
The distance between the adjuster lens and the headlight must be within 0.5 and 0.8 metres (refer to operation instructions of the adjuster system)
The surface on which the measuring instrument (adjuster system) and the vehicle stand must be flat. The level of the ground must not vary by more than ± 0.5 mm / m.
• I = ± 0.1 mm / m
• II = ± 0.5 mm / m
Vehicle tyres must have specified air pressure. Blackened bulbs must be replaced before adjusting.
The adjustment is performed at vehicle curb weight plus one person or 75 kg (165 lb) on the driver's seat. (Curb weight = weight of vehicle ready for use with completely filled
fuel tank plus the weight of all equipment carried during use, e.g. spare wheel, tools, jack, first aid kit, emergency warning triangle, etc.).
For vehicle with a manual headlight levelling system switch the ignition on and position the adjuster wheel of the manual headlight range control at the light switch centre to
"0".
The intersection between the horizontal and the ascending parts of the cut-off line (break point) must lie on the perpendicular through the central marking.
For easier determination of the intersection point, headlamp halves can be alternately covered and uncovered.
The headlamp adjusting equipment used must comply with the existing guidelines and the manufacturer's operating instructions must be observed.
The headlamp adjuster must be regularly checked by manufacturer's maintenance service.
Example of a halogen dipped beam light pattern on a headlamp adjuster screen. Refer to the operating manual of the adjuster system.
The headlamp adjuster is set up according to manufacturer's guidelines and is adjusted to 1.0 percent downwards inclination for the dipped beam or 2.0 percent inclination for
the fog lamp or 0% for the main beam (if separately aimable). If not advised differently on the headlight.
According to the directive 76/756/EEC the 15 degree line is no longer required for the dipped beam on the measurement screen. The adjustment direction can also be
undertaken with headlight aiming equipment which shows the 15 degree line on the measurement screen (For all headlights).
Depending on the specific inner design of the headlamps, the movement of the light beam on the measurement screen is not exactly vertical or horizontal during the
alignment on the alignment screws. This is caused by the technical solution of the suspension of the reflectors in the headlamp housing. After alignment of one axis the
alignment of the other axis should be rechecked. For instance the vertical alignment could be changed a bit after the alignment of the horizontal axis. Therefore the vertical
axis must be checked and if necessary aligned again after the alignment of the horizontal axis.
If a headlamp shows a significant deviation from the correct alignment for both horizontal and vertical direction the alignment operation must be performed step by step for the
two directions. This means that in such a case the alignment of horizontal and vertical direction must be done alternately in small steps. Not more than one turn of an
alignment screw shall be performed at once. After one turn change to the other alignment screw. Repeat this procedure until the headlamp is correctly aligned.
Example of a main beam light pattern on a headlamp adjuster screen. Refer to the operating manual of the adjuster system.
In headlights where the main and dipped beam can be aimed, the centre of the main beam must lie within the boundary corners around the central mark.
Only Vehicles with AFL+
Turn headlamp switch into position II (dipped beam)
A= Break point for the side setting in line V
B= Setting of the height by means of cut-off line in this area usually at 1 percent (e = 10 cm or 4 in) downward inclination.
e = Aiming dimension.
Note: The headlamps can not be adjusted horizontally.
1. Adjust the vertical alignment screw of the headlamps to the specifications required by the state and the local authorities.
2. Repeat the alignment procedure for the passenger side headlamp while blocking the light from projecting onto the screen from the driver side headlamp. Headlights
must be alignment using a legally specified projection wall or with optical headlight adjuster.
For the vertical alignment (adjustment of height) the cut-off line on the left side of the adjustment cross must be parallel to the horizontal adjustment line.
Note: Carry out vertical alignment first, then lateral alignment. Check vertical alignment again after lateral alignment.
For the horizontal alignment (adjustment of the side) the cut-off line must be horizontal on the left side of the adjustment cross and rising upward on the right side of the
adjustment cross. The downward inclination is typically 1.0 percent.
Note: This description is valid for right hand traffic. For left hand traffic the light pattern of left and right side is mirrored.
The reference run must be performed for each single headlamp after alignment. During the reference run check for enough clearance between the projector module and the
reflector and that the module bezel is free from scratches. In case of a touch condition between the projector module and bezel during the reference run or visible scratches
on the bezel the headlamp alignment must be checked again. Conditions like these occur if the aiming differs extremely from the set position.
Note: DO NOT aim the headlamps when the headlamp switch is on position "AUTO" and the engine is running. In this case the headlights turn for 8° outward to go into the
play street mode.


Volt

Front Indicator Lamp Replacement - Volt

2. Disconnect the forward lamp harness electrical connector from the front indicator lamp socket.
3. Transfer the bulb and bulb socket as needed, rotate counter-clockwise in order to remove.
Indicator Lamp Screw (Qty: 4)

1
Tighten
2.5 N·m (22 lb in)
Indicator Lamp Assembly
2


Volt

Rear Fog Lamp Replacement - Volt Ampera (T79)

1. Remove the underbody rear air deflector. Refer to Underbody Rear Air Deflector Replacement .
2. Disconnect the electrical connector from the tail lamp harness.
3. Transfer the electrical connector jumper harness as needed.
Rear Bumper Fascia Lower Screw (Qty: 2)

1
Tighten
2.5 N·m (22 lb in)
Rear Energy Absorber Screw (Qty: 2)

2
Tighten
2.5 N·m (22 lb in)
3 Rear Fog Lamp


Volt

Rear Fog Lamp Bulb Replacement - Volt Ampera (T79)

Remove the underbody rear air deflector. Refer to Underbody Rear Air Deflector Replacement .
Rear Fog Lamp Bulb Socket
1 Procedure
Rotate the bulb socket a quarter turn counter-clockwise and remove from the fog lamp housing.
Rear Fog Light Bulb
2
Tip
Do not touch the bulb with bare fingers, use a cotton shop towel to cover when replacing the bulb.


Volt

Rear Reflector Replacement - Volt

Rear Reflector Bolt
1
Tighten
9 N·m (80 lb in)
Rear Reflector Retainer
2 Procedure
Compress the retainer tabs and press out from the fascia.
3 Rear Reflector


Volt

Front Indicator Lamp Bulb Replacement - Volt

Preliminary
Remove the front wheelhouse front liner. Refer to Front Wheelhouse Front Liner Replacement .
Front Indicator Bulb Socket
1 Procedure
Rotate the bulb socket a quarter tun counter-clockwise and remove the front indicator lamp assembly.
Front Indicator Bulb
2 Procedure
Pull the indicator lamp bulb from the front indicator lamp bulb socket.


Volt

High Mount Brake lamp Replacement

1. Open and support the tailgate assembly.

2. Remove the tailgate lower trim finish panel. Refer to Tailgate Lower Trim Finish Panel Replacement .
3. Disconnect the high mount brake lamp electrical connector from the main tailgate harness.
1 High Mount Brake Lamp Access Hole Cover (Qty: 2)
High Mount Stop Lamp Screw (Qty: 2)

2
Tighten
2.5 N·m (22 lb in)
High Mount Brake Lamp
3 Procedure
Remove the high mount brake lamp and harness connector from the rear end spoiler.


Volt

Cargo Centre Courtesy Lamp Bulb Replacement

Remove the rear compartment courtesy lamp. Refer to Rear Compartment Courtesy Lamp Replacement .
1 Cargo Lamp Bulb

Volt

Reverse Lamp Replacement

1. Remove the underbody rear air deflector. Refer to Underbody Rear Air Deflector Replacement .
2. Disconnect the electrical connector from the tail lamp harness.
3. Transfer the electrical connector jumper harness as needed.
Rear Bumper Fascia Lower Screw (Qty: 2)

1
Tighten
2.5 N·m (22 lb in)
Rear Energy Absorber Screw (Qty: 2)

2
Tighten
2.5 N·m (22 lb in)
3 Reverse Lamp


Volt

Reverse Lamp Bulb Replacement

Remove the underbody rear air deflector. Refer to Underbody Rear Air Deflector Replacement .
Reverse Lamp Bulb Socket
1 Procedure
Rotate the bulb socket a quarter turn counter-clockwise and remove from the lamp housing.
Reverse Lamp Bulb
2
Tip
Do not touch the bulb with bare fingers, use a cotton shop towel to cover when replacing the bulb.


Volt

Rear Number Plate Lamp Replacement

Number Plate Lamp
Procedure
1
1. Using a flat-bladed tool, insert the tool on the passenger side of the lamp and push inward and rotate downward to disengage the lamp from the rear bumper
fascia opening.
2. Rotate the bulb socket anticlockwise to remove from the lamp housing.
2 Number Plate Lamp Bulb Socket

3 Number Plate Lamp Bulb

Volt

Rear Number Plate Lamp Bulb Replacement

Number Plate Lamp
Procedure
1
Using a flat-bladed tool, insert the tool on the passenger side of the lamp and push inward and rotate downward to disengage the lamp from the rear bumper fascia
opening.
Number Plate Lamp Bulb Socket
2
Tip
Rotate the lamp socket a quarter turn counter-clockwise in order to remove.
Number Plate Lamp Bulb
3
Tip
Pull the lamp bulb from the bulb socket.


Volt

Tail Lamp Replacement

1. Remove either the LH or RH rear bumper fascia inner guide. Refer to Rear Bumper Fascia Inner Guide Replacement .
2. Remove the quarter panel tail lamp upper molding. Refer to Quarter Panel Tail Lamp Upper Molding Replacement .
3. Reposition the sound deadening material in order to access the tail lamp nuts.
Tail Lamp Nut (Qty: 2)

1
Tighten
4.7 N·m (42 lb in)
2 Tail Lamp Electrical Connector
Tail Lamp Assembly
Procedure
3
Upon removal, grasp the tail lamp and give a quick pull rearward in order to disengage the outer tail lamp locator pin from the tail lamp pocket.
Tip
The tail lamp is serviced as a unit, the tail lamp is (LED) Light Emitting Diode.


Volt

Rear Compartment Courtesy Lamp Replacement

Rear Compartment Courtesy Lamp Assembly
Procedure
1
1. Use the appropriate trim tool in order to release the lamp assembly from the rear quarter trim panel.
2. Disconnect the electrical connection.


Volt


Exterior Lamps
The exterior lighting system consist of the following lamps if equipped:
• Headlamps
• Front fog lamps
• Rear fog lamps:
• Sidelight, tail and number plate lamps
• Indicator lamps
• Hazard warning lamps
• Repeater lamps
• Brake lamps
• Reverse lamps
Dipped Beam Headlamps
The headlamps consist of one single bulb which provides dipped and main beam. The body control module (BCM) controls the headlamps based on the inputs of the
headlamp switch. When a dipped beam request is received, the BCM supplies a B+ to the dipped beam headlamps, illuminating the dipped beam headlamps. When a main
beam request is received, the BCM grounds the headlamp main beam relay control circuit.
Flash to Pass
When the dipped beam headlamps are on and the indicator/multifunction switch is momentarily placed in the flash to pass position, ground is applied to the
indicator/multifunction switch. The indicator/multifunction switch applies ground to the BCM through the flash to pass switch signal circuit. The BCM then applies ground to the
main beam relay control circuit. This energises the main beam relay, closing the switch side contacts of the main beam relay, applying battery voltage to the left and right
main beam fuses. Battery voltage is applied from the main beam fuses through the main beam voltage supply circuit to the main beam headlamp assemblies. This causes the
main beam headlamps to illuminate at full brightness momentarily or until the flash to pass switch is released.
Front Fog Lamps
The front fog lamp switch signal circuit is grounded momentarily by pressing the front fog lamp switch. The body control module (BCM) energises the front fog lamp relay by
applying ground to the front fog lamp relay control circuit. When the front fog lamp relay is energised, the relay switch contacts close and battery voltage is applied through the
front fog lamp fuse to the front fog lamp supply voltage circuit which illuminates the front fog lamps.
Rear Fog Lamps RPO T79
The rear fog lamp switch signal circuit is grounded through a resistor momentarily by pressing the rear fog lamp switch. The body control module (BCM) energises the rear fog
lamp supply voltage circuit which illuminates the rear fog lamp. With the rear fog lamp switch activated the BCM sends a message via serial data to the instrument cluster
requesting the instrument cluster to illuminate the rear fog indicator.
Sidelight, Tail and Number Plate Lamps
The sidelights, tail lamps and number plate lights are turned ON when the headlamp switch is placed in the SIDELIGHT or DIPPED BEAM position or anytime the headlamps
are requested. When the BCM receives a request from the headlamp switch to turn ON the sidelights the BCM a sends out a PWM signal, which illuminates the sidelights, tail
lamps and number plate lights.
Indicator Lamps
Ground is applied at all times to the indicator/multifunction switch. The indicator lamps may only be activated with the ignition switch in the ON or START position. When the
indicator/multifunction switch is placed in either the TURN RIGHT or TURN LEFT position, ground is applied to the BCM through either the right or left indicator switch signal
circuit. The BCM then applies a pulsating voltage to the front and rear indicator lamps through their respective voltage supply circuits. When a indicator request is received by
the BCM, a serial data message is sent to the instrument cluster requesting the respective indicator indicator be pulsed ON and OFF.
Repeater Lamps
The repeater lamps are located in the front wing. The repeater lamps are used as additional indicator lamps, and operate as described in the Indicator/Hazard Flasher Lamps
description.
Hazard Flasher Lamps
The hazard flashers may be activated in any power mode. The hazard switch is permanently grounded. When the hazard switch is placed in the ON position, ground is
applied through the hazard switch signal circuit to the BCM. The BCM supplies battery voltage to all indicator lamps in an ON and OFF duty cycle. When the hazard switch is
activated, the BCM sends a serial data message to the instrument cluster requesting both indicator indicators to be cycled ON and OFF.
Brake Lamps
increase as the brake pedal is applied. The BCM provides a low reference signal and a 5 V reference voltage to the BPP sensor. When the variable signal reaches a voltage
threshold indicating the brakes have been applied, the BCM will apply battery voltage to the brake lamp control circuit and centre high mounted brake lamp control circuit.
When the control circuit is energised the brake lamps are illuminated.
Reverse Lamps
When the transmission is placed in the reverse position, the engine control module (ECM) sends a serial data message to the BCM. The message indicates that the gear
selector is in the reverse position. The BCM applies battery voltage to the reverse lamps. The reverse lamps are permanently grounded. Once the driver moves the gear
selector out of the reverse position, a message is sent by the ECM via serial data requesting the BCM to remove battery voltage from the reverse lamp control circuit.
Battery Run Down Protection/Inadvertent Power
To provide battery run down protection, the exterior lamps will be deactivated automatically under certain conditions. The BCM monitors the state of the headlamp switch. If
the sidelight or headlamp switch is ON when the ignition switch is placed in either the CRANK or RUN position and then placed in the OFF position, the BCM initiates a
10 min timer. At the end of the 10 min, the BCM will turn off the control power output to the sidelight and headlamp relay coils, deactivating the exterior lamps. This feature will
be cancelled if any power mode other than OFF becomes active. The BCM will disable battery run down protection if any of the following conditions exist. The sidelight or
headlamp switch is placed in the ON to OFF position, and back to the ON position during battery run down protection. The BCM determined that the park or headlamp switch
was not active when the ignition was turned OFF.


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Interior Lamps
The interior lamps consist of 2 groups, those which can dim from the instrument panel cluster lamps dimmer switch and those that can not dim.
Courtesy/Illuminated Entry Lamps
The following lamps may be manually turned ON by placing the interior lamp switch in the ON position, or by opening a door while the switch is in the AUTO position.
• The interior light

• The tailgate lamps
• Courtesy lamps
The courtesy lamp supply voltage circuit of the body control module (BCM) supplies battery positive voltage to the interior light, the tailgate lamps and courtesy lamps. When
any door is opened, the door jamb switch contacts close providing a door open input to the BCM. The BCM then provides a B+ to the interior lamps with the switch in the
AUTO position. The interior lamps receive a ground when the switch is in the ON position.
Note: If the tailgate is opened after all the modules go to sleep, the dome light will not come on. The tailgate ajar switch input to the BCM will not wake up the BCM once it
has gone to sleep, so the dome light will not come on. Once the BCM gets an input to wake it up, from remote keyless entry or a door handle, the dome light will turn on when
the tailgate is opened.
If the driver inadvertently leaves any interior lamp ON, the BCM will turn it OFF after a 20 min time-out.
The courtesy lights will turn OFF immediately if the ignition switch is turned to the ON position or approximately 20 s after all doors are closed.
The courtesy lamps will normally turn OFF using the theater dimming feature.
Keyless Entry Interior Illumination
When the BCM receives a door unlock command from the remote keyless entry transmitter, the BCM will flash the indicator lamps several times, illuminate the courtesy and
sidelights, and illuminate the dipped beam headlamps at low intensity. The lamps will remain on until the ignition key is turned from the OFF position, a keyless entry
transmitter door lock command is received, or after an approximate 20 s delay through the theatre dimming feature.
Interior Lamps Dimming

This group includes lamps which may dim. This group may use a combination of vacuum fluorescent illumination, LEDs and incandescent lamps.
• HVAC control module, head assembly

• Rear HVAC control module, head assembly
• Radio
• Rear seat audio
• The instrument panel cluster
• The PRNDL lamp, with the exception of the current gear select position
• Power window switches
• Various switches
When the ignition switch is turned to the ON position, the vacuum fluorescent display, radio, turns ON at maximum brightness. When the park lamps are ON, all incandescent
back lighting turn ON at the dimming level indicated by the instrument panel cluster dimmer switch. At the same time all fluorescent display displays dim to match the
indicated dimming level. When the headlamp switch is placed in the PARK position, the park lamp supply voltage circuit provides an input to the BCM. The BCM then supplies
voltage to the instrument panel cluster dimmer switch through the dimming control circuit. The setting of the instrument panel cluster dimmer switch determines the amount of
voltage that the instrument panel cluster dimmer switch supplies to the BCM through the instrument panel cluster dimming lamps low reference circuit. The BCM then sends a
PWM voltage to all the interior lamps. All the fluorescent display and incandescent back lighting lamps are provided a specific voltage and are then grounded. When the
headlamp switch is turned to the park lamp or headlamp position, all incandescent back lighting turn ON at the dimming level indicated by the instrument panel cluster dimmer
switch. When the instrument panel cluster dimmer switch is moved from minimum to maximum, all fluorescent display displays, as well as all incandescent back lighting
respond from minimum intensity to maximum brightness in response to the instrument panel cluster dimmer switch.
Inadvertent Power
The BCM used in this vehicle controls the lighting system through circuits that enable the interior lamps. The BCM opens these enabling circuits shortly after the ignition
switch is turned OFF with no lamp switch activity. If the ignition switch is turned to any position other than OFF, or if a lamp switch is activated during this period, the timer will
reset itself.


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Special Tools
Illustration Tool Number/Description
DT 6459-B
DW240 090
Torque Wrench
GE 604-D
MKM 604-D
Torx Bit and Socket Set


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Specification
Inside Rearview Mirror Set Screw 1.8 N·m 16 lb in
Outside Wing Mirror Nuts 10 N·m 89 lb in
Outside Wing Mirror Inner Actuator/Motor Screws 3 N·m 27 lb in


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Inside Mirror Adhesive Kit Adhesive Refer to Electronic Parts Catalog


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Inside Rearview Mirror
| |
Rear Indicators, Brake Lamps, Rear Fog Lamp and Reverse Lamp
G204

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Outside Wing Mirror Schematics

Figure 1: Directional Controls and Motors
Figure 2: Mirror Heaters


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Symptoms - Mirrors
Note: The following steps must be completed before using the symptom tables.
1. Perform the Diagnostic System Check - Vehicle before using the Symptom Tables in order to verify that all of the following are true:
2. Review the system operation in order to familiarise yourself with the system functions. Refer to the following system descriptions:
• Outside Mirror Description and Operation
• Automatic Day-Night Mirror Description and Operation
• Inspect for aftermarket devices which could affect the operation of the system. Refer to Checking Aftermarket Accessories .
Intermittent
Symptom List
• Heated Mirrors Malfunction

• Automatic Day-Night Mirrors Malfunction
• Power Mirror Folding Malfunction
• Power Mirror Malfunction


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Heated Mirrors Malfunction


Heated Mirror Element Control 1 1 2 --
Ground -- 1 -- --
1. Heated Mirror Inoperative
2. Heated Mirror Always On
The rear demister relay supplies voltage to the outside wing mirror heater elements based on the current state of the rear window demister. The relay supplies B+ through the
driver/passenger mirror heating element control circuit when a request is seen.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Control Module References for scan tool information.
1. Vehicle ON, press the rear window demister switch. Verify the rear window demister turns ON and the rear window becomes warm.
If the rear window demister does not turn on, refer to Rear Window Demister Malfunction .
2. Verify both the left and right outside mirror glass become warm.
1. Vehicle OFF, disconnect the harness connector at the appropriate A9 outside wing mirror.
2. Wait 1 minute, test for less than 10 Ω between the appropriate ground circuit terminal and ground.
• Driver outside wing mirror terminal D
• Passenger outside wing mirror terminal E
3. Connect a test lamp between the heater element control circuit terminal F and ground.
4. Vehicle ON, operate the rear window demister ON and OFF with the rear demister switch. 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 test lamp is always OFF, test the control circuit for a short to ground or an open/high resistance.
5. If all circuits test normal, test or replace the outside wing mirror glass.
Repair Instructions
Outside Wing Mirror Glass Replacement


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Automatic Day-Night Mirrors Malfunction

• Review Strategy Based Diagnosis for an overview of the diagnostic approach
• Diagnostic Procedure Instructions provides an overview of each diagnostic category

Ignition 1 1 -- --
Reverse Lamp Control 1 1 1 --
Ground -- 1 -- --
1. Inside Electrochromic Mirror Malfunction
The inside rearview mirror uses 2 photocell sensors. One sensor is the rear light sensor, located on the face side of the mirror, facing the rear of the vehicle. The rear light
sensor is used to determine light conditions present at the mirror face. The other sensor is the front light sensor, located on the backside of the mirror, facing the front of the
vehicle. The front light sensor is used to determine the exterior light conditions at the front of the vehicle. With a low exterior light condition detected by the front light sensor
and a high light condition from the rear light sensor, the inside rearview mirror will automatically darken the face of the inside rearview mirror.
With the gear selector lever in the REVERSE position, reverse lamp control voltage is supplied as an input to the inside rearview mirror. The mirror monitors this input to
disable the automatic day-night feature. This allows the driver to see objects in the mirror clearly when backing up, regardless of the rear light sensor status.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, headlamps ON, vehicle in PARK, cover the front light sensor with a towel or other suitable item. Shine a torch at the rear light sensor while
observing the inside rearview mirror face. The inside rearview mirror face should dim.
2. Vehicle ON, hand brake applied, place the transmission in REVERSE. The inside rearview mirror face should transition from dim to bright.
1. Vehicle OFF, disconnect the harness connector at the A10 inside rearview mirror.
2. Wait 1 minute, test for less than 10 Ω between the ground circuit terminal 5 and ground.
3. Vehicle in Service Mode, verify that a test lamp illuminates between the ignition circuit terminal 2 and ground.
If the test lamp does not illuminate test the ignition circuit for an open/high resistance or short to ground.
4. Vehicle ON, hand brake applied, vehicle in REVERSE, verify that a test lamp illuminates between the reverse lamp control circuit terminal 1 and ground.
If the test lamp does not illuminate test the control circuit for an open/high resistance or short to ground. If the circuit tests normal, refer to Reverse Lamps Malfunction
.
5. If all circuits test normal, test or replace the A10 inside rearview mirror.
Repair Instructions


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Power Mirror Folding Malfunction


Folding Mirror Motor Retract Control 1 1 -- --
Folding Mirror Motor Extend Control 1 1 -- --
1. Power Folding Mirror Inoperative
The outside mirror switch controls the power folding or power extending functions of the outside wing mirrors. The folding mirror motors are controlled by using bi-directional
motor controls through the folding mirror motor retract control circuit and the folding mirror motor extend control circuit.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Vehicle in Service Mode, operate the mirror switch to the fold and extend positions. The outside wing mirrors should fold and extend.
1. Vehicle OFF, disconnect the harness connector at the appropriate A9 outside wing mirror.
2. Connect a test lamp between control circuit terminal D and control circuit terminal E.
3. Operate the mirror switch to the fold and extend positions. The test lamp should turn ON for 1 second when commanding the fold and extend states.
If the test lamp remains OFF during either of the commands, test for a short to voltage, short to ground, or an open/high resistance on either control circuit. If the
circuits test normal, replace the S52 outside mirror switch.
4. If all circuits test normal, test or replace the A9 outside wing mirror.
Repair Instructions

• Outside Wing Mirror Replacement


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Power Mirror Malfunction


Left/Right Mirror Motor Horizontal Control 1 1 -- --
Left/Right Mirror Motor Vertical Control 1 1 -- --
Left/Right Mirror Motor Common Control 1 1 -- --
1. Power Mirror Malfunction
The outside wing mirror switch controls the outside wing mirrors based on the position of the mirror selector switch and which movement position is selected. The outside wing
mirror switch has four positions: up, down, left, and right. B+ is applied to the switch from the power mirror fuse and when a movement position switch is selected, voltage is
sent to the commanded mirror via a mirror control circuit. The opposite mirror control circuit acts as a ground circuit for the bi-directional mirror motor. Ground is the applied
through the switch.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, with the mirror selector switch in the DRIVER position, command the mirrors UP, DOWN, LEFT, and RIGHT using the mirror directional switch.
The A9A driver outside wing mirror should move in the commanded direction.
2. With the mirror selector switch in the PASSENGER position, command the mirrors UP, DOWN, LEFT, and RIGHT using the mirror directional switch. The
A9B passenger outside wing mirror should move in the commanded direction.
1. Vehicle OFF, disconnect the harness connector at the S52 outside mirror switch.
2. Wait 1 minute, test for less than 10 Ω between the ground circuit terminal 11 and ground.
4. Vehicle OFF, connect the harness connector at the S52 outside mirror switch.
5. Disconnect the harness connector at the appropriate A9 outside rearview mirror.
6. Connect a test lamp between the control circuit terminal H and the control circuit terminal B.
7. Operate the vertical switch UP and DOWN. The test lamp should turn ON when commanding the UP and DOWN states.
If the test lamp remains OFF during either of the commands, test for a short to voltage, short to ground, or an open/high resistance on the control circuits. If the circuits
test normal, replace the S52 outside mirror switch.
8. Connect a test lamp between the control circuit terminal H and the control circuit terminal G.
9. Operate the horizontal switch LEFT and RIGHT. The test lamp should turn ON when commanding the LEFT and RIGHT states.
If the test lamp remains OFF during either of the commands, test for a short to voltage, short to ground, or an open/high resistance on the control circuits. If the circuits
test normal, replace the S52 outside mirror switch.
10. If all circuits test normal, test or replace the A9 outside wing mirror.
Repair Instructions
• Outside Wing Mirror Replacement



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Outside Wing Mirror Applique Replacement

Outside Wing Mirror Applique
Procedure
1 1. It's necessary to remove the outside wing mirror, loosen the bolts to allow the mirror to move. Refer to Outside Rearview Mirror Replacement .
2. Insert a plastic tool between the door frame and the edge of the mirror applique.
3. Push inward, turn clockwise releasing the retaining clips from the door frame.
4. It may be necessary to remove the old retaining clips from the door frame.
5. When reinstalling the applique, set the bottom of the applique in first then rotate the part into place clipping the top first then the bottom.


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Outside Rearview Mirror Replacement

Remove the front side door trim panel. Refer to Front Side Door Trim Replacement .
Outside Wing Mirror Nuts (Qty: 3)
Procedure
1
1. Remove the water deflector cover at the top of the door panel to expose the nuts.
Tighten
10 N·m (89 lb in)
Outside Wing Mirror Front Lower Base Retainer
Procedure
2
When pulling the mirror assembly off the vehicle it Must be pulled straight forward to prevent the retainer from falling in the door.
Note: If the retainer stay in the door when removing the mirror, remove and reinstall to the mirror base.
Outside Rearview Mirror
3
Tip
Inspect the outside wing mirror for proper operation before installing the door trim.


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Outside Wing Mirror Housing Cover Replacement

Remove the outside wing mirror housing bezel. Refer to Outside Wing Mirror Housing Bezel Replacement .
Outside Wing Mirror Housing Cover Retainers (Qty: 3)
Procedure
1
1. The housing cover has three molded retainers on the front edge that retains it to the housing.
2. Lift and slide the housing cover straight forward to release the retainers from the housing.
Note: The housing cover fits in the edge of the turning signal house and it must slid forward to release completely.
Outside Wing Mirror Housing Cover
Procedure
1. Reinstall the housing cover to the housing.

2 2. Inner actuator to housing, ensure proper operation.
3. Position the housing cover to the housing and indicator, push rearward until fully seated.
4. Place your hand on the back of the mirror housing. Using the flat part of your hand press inward until the mirror glass fully seats to the inner actuator retaining
tabs.
5. Inspect the outside wing mirror for proper operation.


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Outside Wing Mirror Housing Bezel Replacement

Remove the outside rearview mirror inner actuator. Refer to Outside Rearview Mirror Inner Actuator Replacement .
Outside Wing Mirror Housing Bezel
Procedure
1
Inspect the outside wing mirror inner actuator for proper operation before installing the mirror glass.
Note: When removing the housing bezel it Must be pulled up and turn from the lower inside corner only to release.


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Outside Remote Control Wing Mirror Switch Replacement

Remove the drivers side door accessory switch mount plate. Refer to Front Side Door Accessory Switch Mount Plate Replacement : Passenger Side Door → Drivers Side
Door .
Outside Remote Control Wing Mirror Switch Assembly
1 Procedure


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Outside Rearview Mirror Inner Actuator Replacement

Remove the outside rearview mirror glass. Refer to Outside Rearview Mirror Glass Replacement .
Outside Wing Mirror Inner Actuator Screws (Qty: 3)
Procedure
1
Tighten
3 N·m (27 lb in)
Outside Rearview Mirror Inner Actuator
2 Procedure
Inspect the outside wing mirror inner actuator for proper operation before installing the mirror glass.


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Outside Rearview Mirror Glass Replacement

Outside Wing Mirror Glass Retainers (Qty :6)
Procedure
1 1. Apply several layers of masking tape to the bottom and inner edge of the outside wing mirror housing in order to protect the painted finish.
2. DO Not use the tool (flat plastic) to pry with, it Must be used in a twisting motion counter clockwise only to release the mirror glass from the inner actuator.
3. Retain pressure on the top inner corner of the mirror glass (2).
4. Insert a suitable tool (flat plastic) between the two tabs (1) located behind the glass.
5. Twist the suitable tool (flat plastic) until the mirror glass releases from the inner actuator.
6. Disconnect electrical connectors from mirror glass.
Outside Rearview Mirror Glass
Procedure
2 1. Align the mirror glass retaining tabs with the inner actuator.
2. Place your hand on the back of the mirror housing.
3. Using the flat part of your hand press inward on the mirror glass until the tabs are fully seated on the inner actuator retainers.
4. Inspect the outside wing mirror for proper operation before installing the door trim.


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Inside Rearview Mirror Set Screw
Procedure
1
1. Adjust the mirror to the full upward position.
2. Loosen the set screw located at the base of the mirror.
3. Slide the mirror upward off of the rearview mirror button.
Tighten
1.8 N·m (16 lb in)
2 Inside Rearview Mirror


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Inside Rearview Mirror Bracket Installation

Note: If the windscreen is equipped with a black out area where the inside rearview mirror is located this procedure does not apply. If the black out area is damaged,
replace the windscreen.
1. Determine the location of the mirror mounting base by marking the outside of the windscreen with a marking pencil where the base was previously located. If it is not
clear where the base was mounted, use the following steps to determine where the base should be installed:
1.1. Using a measuring tape, measure the distance between the windscreen pillars from the base of the shade line.
1.2. Using a marking pencil, halfway between the windscreen pillars, draw a centre line (1) on the windscreen from the roof panel to the windscreen base.
1.3. Draw a perpendicular line intersecting the centre line (2) at that location.
The top center of the mirror mounting base will be at the intersection of these lines.
2. Scrape the inside windscreen glass thoroughly with a safety razor or utility knife in order to remove all old adhesive.
3. If reinstalling the original mounting base, place the mirror mounting base in a suitable holding device, such as a vice.
4. Scrape the mirror mounting base thoroughly with a safety razor or utility knife in order to remove all old adhesive.
5. Clean the inside windscreen glass and the mounting surface of the mirror mounting base thoroughly with a clean cloth saturated with naphtha or a 50/50 mixture (by
volume) of clean water and isopropyl alcohol.
6. Using the Inside Mirror Adhesive Kit, or equivalent to apply a small amount of activator to the mounting surface of the mirror mounting base. Refer to Adhesives, Fluids,
Lubricants, and Sealers for the recommended adhesive.
7. Apply a small amount of activator to the windscreen where the mounting base is to be installed.
8. Allow the activator to dry 5 minutes.
Note: Do not touch the mounting surface of the mirror mounting base or the glass.
9. Apply 1 drop of adhesive to the centre of the mirror mounting base.

10. Immediately apply the mounting base to the windscreen, ensuring that the mounting base aligns correctly to the marks made on the outside of the windscreen.
11. Hold the mounting base firmly in place for 1 minute.
12. Allow the adhesive to set for 15 minutes.
13. Install the mirror to the mirror mounting base and fasten, if necessary.
14. Connect the electrical connector and install the wire cover, if equipped.


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Inside Rearview Mirror with the Automatic Day-Night Feature System Operation
The inside rearview mirror uses 2 photocell sensors. One sensor is the headlamp sensor, located on the face side of the mirror. The headlamp sensor is used to determine
light conditions present at the mirror face. The other sensor is the ambient light sensor, located on the rear of the mirror or windscreen side. The ambient light sensor is used
to determine the exterior light conditions. With a low exterior light condition detected, and a high light condition from behind of the car, at the headlamp sensor, the inside
rearview mirror will automatically darken the face of the mirror.
In the daytime, the mirror is in a normal state because of the high exterior light condition that is indicated by the ambient light sensor. With the gear selector lever in the
REVERSE position, reverse lamp supply voltage is supplied as an input to the inside rearview mirror. The mirror monitors this input to disable the automatic day-night feature.
This allows the driver to see objects in the mirror clearly when backing up, even during the night.


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Power Mirror System Components
The power mirror system consists of the following components:
• Outside rearview mirror switch

• Mirror selector switch
• Driver outside rearview mirror
• Passenger outside rearview mirror
Each of the outside rearview mirror contains two motors. The vertical motor operates the mirror in the up and down directions, and the horizontal motor operates the mirror in
the left and right directions.
Power Mirror System Controls
The outside rearview mirror switch is a four position directional switch: Up, Down, Left and Right.
The mirror select switch is a three position switch: left, neutral/fold, and right.
Power Mirror System Operation
The outside wing mirror switch receives battery voltage from the under-bonnet fuse block The power mirror switch also receives a constant ground.
The four positions of the direction switch have dual switch contacts. Each of the contacts are connected to opposing sides of the appropriate power mirror motors through the
selector switch. The selector switch completes these circuits depending on the position of the selector switch, L or R.
If the selector switch is placed in the L position and the up switch is pressed, battery voltage will be supplied to the left outside wing mirror vertical motor through the left mirror
motor vertical control circuit and ground through the left mirror motor common control circuit. If the down switch is pressed, battery voltage will be supplied to the left outside
wing mirror vertical motor through the left mirror motor common control circuit and ground through the left mirror motor vertical control circuit.
The remainder of the mirror functions operate in the same manner as described above. Placing the power mirror switch in opposing positions, left/right or up/down, will
reverse the polarity to the mirror motor, reversing the direction of movement.
Heated Mirrors (If Equipped)

The heated mirrors are controlled through the rear demist relay. Whenever the rear window demister is turned on battery voltage is supplied to the mirror heater elements
through the left and right mirror heater element control circuits.


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Specification
Front Side Door Inside Door Handle Screw 3 N·m 27 lb in
Front Side Door Lock Cylinder Clamp Screw 5 N·m 44 lb in
Front Side Door Lock Screws 10 N·m 89 lb in
Front Side Door Outside Handle Bracket Screw 10 N·m 89 lb in
Front Side Door Striker Screws 22 N·m 16 lb ft
Tailgate Latch Bolts 10 N·m 89 lb in
Tailgate Latch Striker Bolts 25 N·m 18 lb ft
Tailgate Release Switch Screws 10 N·m 89 lb in
Rear Side Door Inside Door Handle Screw 3 N·m 27 lb in
Rear Side Door Lock Cylinder Clamp Screw 5 N·m 44 lb in
Rear Side Door Lock Screws 10 N·m 89 lb in
Rear Side Door Outside Handle Bracket Screw 10 N·m 89 lb in
Rear Side Door Striker Screws 22 N·m 16 lb ft


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Figure 1: Door Locks
Figure 2: Door Handle Switches
Figure 3: Door Ajar Switches


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Release Systems Schematics - Release System Schematics

Fuel Door
| |
F2RA, F3RA, F4RA, F5RA, F7RA, F8RA, F10RA, F12RA and F13RA Fuses
G405


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Release Systems Schematics - Tailgate Schematics

Tailgate Release
| |
F1DL, F2DL, F3DL, F4DL, F5DL, F6DL, F7DL, F10DL, F11DL and F15DL Fuses
G403

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DTC B2500
DTC Descriptor
DTC B2500 00: Driver Exterior Unlock Switch Circuit

Driver Door Key Switch Signal B2500 00 1 1 --
Driver Door Latch Ground -- 1 -- --
1. Key Cylinder Switch Inoperative
The driver window switch monitors the voltage level of the key switch unlock signal circuit. When the key is inserted into the driver door key cylinder and turned to the Unlock
position, a switch within the driver door latch closes causing the voltage to drop within the key switch unlock signal circuit. The driver window switch will detect the drop in
voltage and will send a serial data message to the BCM commanding all the doors to unlock.
The system voltage is 9-16 V
The BCM detects a short to ground on the driver door key switch signal circuit.
The BCM will ignore the unlock command from the key cylinder switch.
• This DTC will be current for as long as the fault is present
• When the fault is no longer present, the DTC will be a history DTC
• A history DTC will clear after 50 ignition cycles
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Insert the key into the driver door lock cylinder, turn the key to the unlock position while observing the scan tool BCM Driver Door Key Unlock Switch parameter, the value
should change from Inactive to Active.
1. Vehicle OFF, disconnect the harness connector at the A23D door latch assembly-driver.
2. Vehicle in Service Mode, verify the scan tool Driver Door Key Unlock Switch parameter is Inactive.
If not the specified value, test the signal circuit terminal 9 for a short to ground. If the circuits test normal, replace the S79D window switch - driver.
3. If all circuits tests normal, test or replace the A23D door latch assembly-driver.
Component Testing
2. Test for infinite resistance between terminal 8 and terminal 9 with the switch in the open position.
If not the specified value, replace the A23D door latch assembly-driver.
3. Test for less than 2 Ω between terminal 8 and terminal 9 with the switch in the unlock position.
If greater than the specified range, replace the A23D door latch assembly-driver.
Repair Instructions

• Front Side Door Lock Replacement


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DTC B3125, B3130, or B3135

DTC Descriptors
DTC B3125 02: Driver Door Only Unlock Circuit Short to Ground
DTC B3125 04: Driver Door Only Unlock Circuit Open
DTC B3130 02: All Doors Unlock Circuit Short to Ground
DTC B3130 04: All Doors Unlock Circuit Open
DTC B3135 02: All Doors Lock Circuit Short to Ground
DTC B3135 04: All Doors Lock Circuit Open

BCM B+ B3125 02, B3130 02, B3135 02 B3125 02, B3130 02, B3135 02 -- --
Door Lock Actuator Lock Control 2 B3125 02, B3130 02, B3135 02 B3125 04, B3130 04, B3135 04 1 --
Door Lock Actuator Lock Control B3125 02, B3130 02, B3135 02 B3125 04, B3130 04, B3135 04 1 --
Door Lock Actuator Unlock Control B3125 02, B3130 02, B3135 02 B3125 04, B3130 04, B3135 04 1 --
1. All Door Latches Inoperative
The body control module (BCM) controls the door lock, passenger door unlock and driver door unlock circuits. Voltage is applied to the appropriate circuit when the BCM
detects a door lock/unlock switch activation or a keyless entry lock or unlock command.
The system voltage is 9-16 V.
B3125 02, B3130 02, B3135 02
The BCM detects a short to ground on a door latch control circuit.
B3125 04, B3130 04, B3135 04
The BCM detects an open/high resistance on a door latch control circuit
All the power door locks will be inoperative.
• This DTC will be current for as long as the fault is present.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Command the door latches to LOCK and UNLOCK with a scan tool. Observe the operation of the door latches, each door should LOCK and UNLOCK when changing
1. Vehicle OFF, disconnect the X2 harness connector at the K9 BCM.

If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance
4. Disconnect the X1 harness connector at the X50A fuse block-under-bonnet.
5. Test for infinite resistance between the control circuit listed below and ground:
• Connector X1, terminal 11 at the X50A fuse block-under-bonnet
• Connector X6 terminal 1 at the K9 BCM
If not the specified value, test the appropriate control circuit for a short to ground. If the circuit tests normal, test or replace the appropriate A23 door latch assembly.
6. Connect the X1 harness connector at the X50A fuse block-under-bonnet.
7. Test for infinite resistance between the control circuit terminal 2 X6 at the K9 BCM and ground.
If not the specified value, test the control circuit for a short to ground. If the circuit tests normal, replace the X50A fuse block-under-bonnet.
8. If all circuits test normal, replace the K9 BCM.
Component Testing
1. Vehicle OFF, disconnect the harness connector at the appropriate A23 door latch assembly.
Reverse the jumper wires at least two times, the A23 door latch assembly should perform the LOCK and UNLOCK functions.
If it does not perform as specified, replace the A23 door latch assembly.
Repair Instructions

• Rear Side Door Lock Replacement
• Fuse Block Replacement


Volt

DTC B3140 or B3150

DTC Descriptors
DTC B3140 00: Driver Door Unlock Switch Circuit
DTC B3150 00: Left Front Door Lock Switch Circuit

Driver Door Lock Switch Lock Signal B3150 00 1 1 --
Driver Door Lock Switch Unlock Signal B3140 00 2 2 --
Driver Door Lock Switch Ground -- 3 -- --
1. Door Lock Switch Lock Function Inoperative
2. Door Lock Switch Unlock Function Inoperative
3. Door Lock Switch Lock and Unlock Functions Inoperative
The body control module (BCM) monitors the voltage level of the door lock and door unlock signal circuits. When the central door lock switch is in the open position, the
voltage level in the signal circuit will be near 12 V. When the central door lock switch is pressed to the lock or unlock position, the voltage level in the appropriate signal circuit
will drop to 0 V and the BCM will detect the voltage drop and command the door latches to perform the requested lock or unlock command.
B3140 00
The BCM detects short to ground in the unlock signal circuit for greater than 60 seconds.
B3150 00
The BCM detects a short to ground in the lock signal circuit for greater than 60 seconds.
B3140 00
The BCM will ignore the unlock signal and the doors will not unlock when using the central door lock switch.
B3150 00
The BCM will ignore the lock signal and the doors will not lock when using the central door lock switch.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool BCM Central Door Lock Switch on Console parameter. The reading should be Inactive and change to Lock and Unlock when
pushing the appropriate switch on the central door lock switch.
1. Vehicle OFF, disconnect the harness connector at the A20 radio/HVAC control.
3. Vehicle in Service Mode, verify the scan tool Central Door Lock Switch on Centre Console parameter is Inactive.
If the value is Lock , test the signal circuit terminal 12 for a short to ground. If the circuit tests normal, replace the K9 BCM.
If the value is Unlock , test the signal circuit terminal 13 for a short to ground. If the circuit tests normal, replace the K9 BCM.
4. Install a 3 A fused jumper wire between the signal circuit terminal 12 and ground. Verify the scan tool Central Door Lock Switch on Center Console parameter is Lock.
If not the specified value, test the signal circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the K9 BCM.
5. Install a 3 A fused jumper wire between the signal circuit terminal 13 and ground. Verify the scan tool Central Door Lock Switch on Centre Console parameter is Unlock.
6. If all circuits test normal, test or replace the A20 radio/HVAC control.
Component Testing
1. Vehicle OFF, disconnect the harness connector at the A20 radio/HVAC control.
2. Test for infinite resistance between the signal terminal 13 and the ground terminal 17 with the switch in the open position.
If not the specified value, replace the A20 radio/HVAC control.
If not the specified value, replace the A20 radio/HVAC control.
4. Test for less than 2 Ω between the signal terminal 12 and the ground terminal 17 with the switch in the lock position.
If greater than the specified range, replace the A20 radio/HVAC control.
5. Test for less than 2 Ω between the signal terminal 13 and the ground terminal 17 with the switch in the unlock position.
If greater than the specified range, replace the A20 radio/HVAC control.
Repair Instructions



Volt

DTC B3265
DTC Descriptor
DTC B3265 02: Boot Lid Unlatch Output Circuit Short to Ground

Tailboard Latch Relay Control B3265 02 1 1 --
Tailgate Release Relay Ground -- 1 -- --
1. Rear Hatch Release Malfunction
The body control module (BCM) applies battery positive voltage to the tailgate release relay control circuit, which energises the coil side of the tailgate release relay. The
switch side of the tailgate release relay then closes, supplying battery positive voltage through the relay and the relay controlled output circuit to the rear closure latch. The
rear closure latch then releases the rear hatch so that it may be manually raised to an open position.
When the rear closure latch is actively being requested by the BCM.
The BCM detects a short to ground in the tailgate release relay control circuit.
The rear closure latch will malfunction.
Schematic Reference
Release Systems Schematics : Tailgate Schematics → Release System Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, command the rear closure latch to UNLATCH with a scan tool. The rear closure latch should release the rear hatch.
1. Vehicle OFF, disconnect the KR95A tailgate release relay.

4. Vehicle in Service Mode, command the rear closure latch to UNLATCH with a scan tool, the test lamp should turn ON while commanding the UNLATCH state.
If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests normal, replace the K9 BCM.
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 K9 BCM.
5. If all circuits test normal, test or replace the KR95A tailgate release relay.
Component Testing

If not within the specified range, replace the KR95A tailgate release relay.
• 30 and 86
• 30 and 87
• 30 and 85
• 85 and 87
If less than the specified value, replace the KR95A tailgate release relay.
If greater than the specified range, replace the KR95A tailgate release relay.
Repair Instructions
• Relay Replacement : Within an Electrical Center → Attached to Wire Harness



Volt

DTC B3618
DTC Descriptor
DTC B3618 00: Exterior Tailgate Unlatch Switch Circuit Malfunction

Rear Closure Handle Switch Open Signal B3618 00 1 1 --
Ground -- 1 -- --
1. Tailgate Release Switch Inoperative
When the vehicle is in service mode, the body control module (BCM) supplies a signal to the tailgate handle switch through the rear closure handle switch open signal circuit.
When the tailgate handle switch is pressed, the voltage within the signal circuit is pulled low and in response, the BCM will energise the tailgate release relay.
The BCM detects a short to ground in the rear closure handle switch open signal circuit for greater than 60 seconds
The rear hatch will not open when the tailgate handle switch is pressed.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool Boot Lid/Tailgate Window Exterior Unlatch Switch parameter while pressing and releasing the S46 tailgate handle switch. The
parameter should change between Active and Inactive each time the switch is pressed and released.
1. Vehicle OFF, disconnect the harness connector at the S46 tailgate handle switch.
3. Vehicle in Service Mode, verify the scan tool Boot Lid/Tailgate Window Exterior Unlatch Switch parameter is Inactive.
If not the specified value, test the signal circuit terminal 1 for a short to ground. If the circuit tests normal, replace the K9 BCM.
4. Install a 3 A fused jumper wire between the signal circuit terminal 1 and the ground circuit terminal 2. Verify the scan tool Boot Lid/Tailgate Window Exterior Unlatch
Switch parameter is Active.
5. If all circuits test normal, test or replace the S46 tailgate handle switch.
Component Testing
Boot Release Switch
If not the specified value, replace the S46 tailgate handle switch.
3. Test for less than 2 Ω between the signal terminal 1 and the ground terminal 2 with the switch in the closed position.
If greater than the specified range, replace the S46 tailgate handle switch.
Repair Instructions
• Tailgate Release Switch Replacement



Volt

DTC B3930
DTC Descriptor
DTC B3930 02: Child Security Lock Motors Circuit Short to Ground

Door Lock Security Relay Control B3930 02 1 1 --
Under-bonnet Fuse Block Ground -- 1 -- --
1. Child Security Door Lock Malfunction
The child door lockout switch is on the driver door lock/window switch and controls the child locks on the rear doors as well as the rear window switches. When the BCM
receives a command from the window lockout switch, it will apply voltage to the door lock security relay coil, this will energise the relay and the contact within the relay will
then direct the voltage to lock the left rear and right rear child locks and then isolate them from the normal door lock system to prevent the rear doors from being opened by
using the interior rear door handles.

The BCM detects a short to ground in the child security lock relay circuit.
The interior rear door handles will continue to function when commanded to lockout.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, with all the doors locked, command the child security lockout by pressing the window lockout switch on the S79D window switch-driver, the interior
rear door handles should not open the doors when used.
1. Vehicle OFF, disconnect the X3 harness connector at the X50A fuse block-under-bonnet.

3. Vehicle OFF, connect the X3 harness connector and disconnect the X1 harness connector at the X50A fuse block-under-bonnet.
5. Vehicle in Service Mode, command the child security lockout by pressing the window lockout switch on the S79D window switch-driver. The test lamp should turn ON
and OFF when changing between the commanded states.
6. If all circuits test normal, replace the X50A fuse block-under-bonnet.
Repair Instructions



Volt

DTC P0CC6
DTC Descriptor
DTC P0CC6 00: Charge Port Door Open Request Switch Wake-Up Circuit

Charge Port Door Release Switch B+ P0CC6 00 P0CC6 00 -- --
Charge Port Door Open Request Switch Wake-Up Signal P0CC6 00 P0CC6 00 -- --
The hybrid powertrain control module 2 monitors the voltage values of the charge port wake-up signal circuit and the charge port request signal circuit. When the charge port
door release switch is pressed, the two switch contacts close and provides B+ voltage to the two signal circuits. This provides B+ to the Wake-up Circuit input of the hybrid
powertrain control module 2 and lowers the voltage on the fuel door request signal circuit input to the hybrid powertrain control module 2, The hybrid powertrain control
module 2 detects the voltage on the signal circuits and provides a 12 V pulse to the charge port relay, the relay briefly becomes energised which then allows B+ voltage to the
charge port door latch which activates and releases the charge port door.
Hybrid Powertrain Control Module 2 is awake

The hybrid powertrain control module 2 detects that the Charge Port Door Open Request Switch Wake-Up Circuit value does not match the expected corresponding value for
the Charge Port Door Open Request resistor ladder switch input.
The charge port door will not open if the hybrid powertrain control module 2 is asleep
DTC P0CC6 is a type B DTC
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle is Service Mode, command the charge port door OPEN by pressing the S113 charge port door open request switch. The M80 charge port door unlatch actuator
should unlatch and the charge port door should open
1. Vehicle OFF, disconnect the harness connector at the S113 charge port door open request switch.
3. Connect the harness connector at the S113 charge port door open request switch.
4. Disconnect the X2 harness connector at the K114B hybrid powertrain control module 2.
6. Observe the function of the test lamp while pressing and releasing the S113 charge port door open request switch. The test lamp should turn ON each time the switch is
pressed.
If the test lamp is always ON, test the signal circuit for a short to voltage. If the circuit tests normal, test or replace the S113 charge port door open request switch.
If the test lamp is always OFF, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, test or replace the S113 charge port
door open request switch.
7. If all circuits test normal, replace the K114B hybrid powertrain control module 2.
Component Testing
2. Test for infinite resistance between the signal terminal 2 and the B+ terminal 1 with the switch in the open position.
If not the specified value, replace the S113 charge port door open request switch.
3. Test for less than 2 Ω between the signal terminal 2 and the B+ terminal 1 with the switch in the closed position.
If greater than the specified range, replace the S113 charge port door open request switch.
Repair Instructions

• Control Module References for the hybrid powertrain control module 2 replacement, programming and setup


Volt

DTC P0CC7, P0CC9, or P0CCA

DTC Descriptors
DTC P0CC7 00: Charge Port Door Open Request Switch Circuit
DTC P0CC9 00: Charge Port Door Open Request Switch Circuit Low Voltage
DTC P0CCA 00: Charge Port Door Open Request Switch Circuit High Voltage
Circuit Short to Ground Open High Resistance Short to Voltage Signal Performance
Charge Port Door Release Switch B+ 1 1 P0CC6 00 -- --
Charge Port Door Request Signal P0CC9 00 P0CC9 00 P0CC7 00 P0CCA 00 -
Charge Port Release Switch Low Reference - P0CC9 00 P0CC7 00 P0CCA 00 -
1. Charge Port Door Switch Malfunction
door release switch is pressed, the switch contact closes and provides B+ voltage to the wake--up signal circuit. The hybrid powertrain control module 2 detects the voltage
on the signal circuits and provides a 12 V pulse to the charge port relay, the relay briefly becomes energised which then allows B+ voltage to the charge port door latch which
activates and releases the charge port door.

P0CC7 00
The hybrid powertrain control module 2 detects high resistance or an invalid high or invalid low voltage in the in the charge port door open request switch circuit.
P0CC9 00
The hybrid powertrain control module 2 detects a short to ground or an open/high resistance in the charge port door open request switch circuit.
P0CCA 00
The hybrid powertrain control module 2 detects a short to voltage in the charge port door open request switch circuit.
The charge port door will malfunction and the charge port door may not be able to be opened.
DTC P0CC7 00, P0CC9 00 and P0CCA 00 are type B DTCs
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, command the M80 charge port door actuator to UNLATCH with the scan tool, the M80 charge port door actuator should unlatch and the charge port
door should open.
2. Test for less than 10 Ω between the low reference circuit terminal 6 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 K114B hybrid
powertrain control module 2.
3. Vehicle in Service Mode, test for 4.75 -- 5.25 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 K114B hybrid powertrain
control module 2.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the K114B hybrid powertrain control module 2.
4. If all circuits test normal, test or replace the S113 charge port door open request switch.
Repair Instructions



Volt

DTC P0CCC, P0CCE, or P0CCF

DTC Descriptors
DTC P0CCC 00: Charge Port Door Position Sensor Circuit
DTC P0CCE 00: Charge Port Door Position Sensor Circuit Low Voltage
DTC P0CCF 00: Charge Port Door Position Sensor Circuit High Voltage
Charge Port Door Position Sensor Signal P0CCE 00 P0CCE 00 P0CCC 00 P0CCF 00 -
Charge Port Door Position Sensor Ground - P0CCE 00 P0CCC 00 -- --
The hybrid powertrain control module 2 provides a 5V signal through a pull-up resistor to the Charge Port Door Position Sensor Circuit. The other end of the Charge Port Door
Position Sensor Circuit is connected to the Charge Port Door Position Switch. The hybrid powertrain control module 2 monitors the voltage on the Charge Port Door Position
Sensor Circuit. In normal operation, the hybrid powertrain control module 2 sends a serial data message to the driver information centre in the instrument panel cluster to
display the Charge Door Open message.
Hybrid Powertrain Control Module 2 must be awake.

P0CCC 00
The hybrid powertrain control module 2 detects the charge port door position sensor signal circuit voltage is mid range between expected high and low voltage values
P0CCE 00
The hybrid powertrain control module 2 detects a short to ground in the charge port position sensor circuit.
P0CCF 00
The hybrid powertrain control module 2 detects a short to voltage or an open/high resistance in the charge port position sensor circuit.
The Charge Door Open message will not illuminate when the charge port door is open or ajar.
DTC P0CCC 00, P0CCE 00 and P0CCF 00 are type B DTCs
Schematic Reference

• Circuit Testing
• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool Charge Port Door parameter while opening and closing the charge port door, the value should change between Open and
Closed.
1. Vehicle OFF, disconnect the harness connector at the B197 charge port door position switch.
3. Vehicle in Service Mode, test for 4.75-5.25 V between the signal circuit terminal A and ground.
control module 2.
4. If all circuits test normal, test or replace the B197 charge port door position switch.
Component Testing
2. Test for 180 Ω--190 Ω between the signal terminal A and the ground terminal C with the switch in the open position.
If not within the specified range, replace the B197 charge port door position switch.
3. Test for 2040 Ω--2065 Ω between the signal terminal A and the ground terminal C with the switch in the closed position.
Repair Instructions
• Charge Port Door Ajar Indicator Switch Replacement



Volt

DTC P0CD1
DTC Descriptor
DTC P0CD1 00: Charge Port Door Unlock Control Circuit

Charge Port Relay Control P0CD1 00 P0CD1 00 1 --
Ground -- P0CD1 00 -- --
1. Charge Port Door Latch Malfunction
door release switch is pressed, the two switch contacts closes. The hybrid powertrain control module 2 detects the voltage on the signal circuits and provides a 12 V pulse to
the charge port relay, the relay briefly becomes energised which then allows B+ voltage to the charge port door latch which activates and releases the charge port doorr.
The hybrid powertrain control module 2 is awake
• The hybrid powertrain control module 2 detects a short to ground or an open/high resistance in the charge port door relay control circuit.
• The hybrid powertrain control module 2 detects an open/high resistance in the charge port door relay ground circuit
The charge port door latch will malfunction and the charge port door may not be able to be opened.
DTC P0CD1 00 is a type B DTC
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, command the charge port door to OPEN with the scan tool, the M80 charge port door actuator should release the charge port door allowing it to
open.
1. Vehicle OFF, disconnect the KR119 charge port door relay.

4. Vehicle in Service Mode, command the charge port door to OPEN with a scan tool. The test lamp should turn ON during the OPEN command.
If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests normal, replace the K114B hybrid powertrain control module 2.
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 K114B hybrid powertrain
control module 2.
5. If all circuits test normal, test or replace the KR119 charge port door relay.
Component Testing
Relay Test

If not within the specified range, replace the KR119 charge port door relay.
• 30 and 86
• 30 and 87
• 30 and 85
• 85 and 87
If not the specified value, replace the KR119 charge port door relay.
4. Install a 5 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 Ω between
If greater than the specified range, replace the KR119 charge port door relay.
Repair Instructions


Volt

DTC P0CD2
DTC Descriptor
DTC P0CD2 00: Charge Port Door Unlock Control Performance
When the vehicle is in the Service Mode, the hybrid powertrain control module 2 supplies a 5V signal to the charge door position sensor through the charge port door position
sensor signal circuit. The charge port door ajar switch contains a resistor ladder interface for switch position between two resistors for sensing used by the hybrid powertrain
control module 2 to determine if the charge port door is in the open position or the closed position.
The charge port door does not open when commanded.
• The charge port door has been commanded to open twice but the hybrid powertrain control module 2 has detected that the charge port door is still in the closed position
• The charge port door has been commanded to open but the hybrid powertrain control module 2 has detected that the charge port door is still in the closed position after 5
seconds.
The malfunction indicator lamp will be illuminated.

• When the fault is no longer present, the DTC will become a history DTC.
• A history DTC will clear after 50 ignition cycles
Diagnostic Aids
This DTC will set if the charge port door is stuck closed as may occur when ice and/or snow has accumulated around the charge port door or if any moisture on the charge
port door weatherstrip freezes to the charge port door. Placing the vehicle in a warm environment and allowing all the snow or ice to melt, the charge port door should
function normally and the DTC will become history.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, transmission selector in Park, command the Battery Charging System Receptacle Door to OPEN with the scan tool, the M80 charge port door unlatch
actuator should release the charge port door allowing it to be pulled open.
If the charge port door does not open, refer to Charger Door Release Malfunction .
2. Observe the scan tool Battery Charging System Receptacle Door parameter while opening and closing the charge port door, the value should change between Open
and Closed.
If the value is always Closed, refer to Charger Door Ajar Indicator Malfunction .


Volt

DTC P04B6
DTC Descriptor
DTC P04B6 00: Fuel Fill Door Stuck Closed
The hybrid powertrain control module 2 monitors the voltage values of the fuel fill door open request wake-up signal circuit and the fuel door request signal circuit. When the
refuel request switch is pressed, the two switch contacts close. This provide B+ to the Wake-up Circuit input of the hybrid powertrain control module 2 and lowers the voltage
on the fuel door request signal circuit input to the hybrid powertrain control module 2. The hybrid powertrain control module 2 detects the voltage on the signal circuits and
commands the fuel system to vent and sends a serial data message to the driver information centre to display the Wait to Refuel message. The hybrid powertrain control
module 2 then energises the fuel door lock/unlock actuator to unlock the fuel door.
• The hybrid powertrain control module 2 is awake

• The fuel tank is being filled.
The hybrid powertrain control module 2 has detected that the fuel level in the fuel tank has increased but detects that the fuel filler door was always in the closed position.
The driver information centre will display the Service Refuel System message.
DTC P04B6 is a type B DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Observe the scan tool Fuel Door Position parameter while opening and closing the fuel filler door, the value should change between Open and Closed as the fuel filler door is
opened and closed.
If the value is always Open or always Closed, refer to Fuel Filler Door Ajar Indicator Malfunction .


Volt

DTC P04B8-P04BA or P04DC

DTC Descriptors
DTC P04B8 00: Fuel Fill Door Position Sensor Circuit
DTC P04B9 00: Fuel Fill Door Position Sensor Circuit Low Voltage
DTC P04BA 00: Fuel Fill Door Position Sensor Circuit High Voltage
Fuel Door Open Signal P04B9 00 P04B9 00 P04B8 00 P04BA 00 --
Ground -- P04B9 00 P04B8 00 -- --
The hybrid powertrain control module 2 provides a 5V signal through a pull-up resistor to the Fuel Door Position Sensor Circuit. The other end of the Fuel Door Position
Sensor Circuit is connected to the Fuel Door Position Sensor in the Fuel Door Status Switch Assembly. The hybrid powertrain control module 2 monitors the voltage on the
Fuel Door Position Sensor Circuit. In normal operation, when the Fuel Door moves to the open position, the switch in the Fuel Door Lock Position closes and lowers the
voltage on the Fuel Door Lock Position Sensor Circuit.
Hybrid Powertrain Control Module 2 is awake.

P04B8 00
The hybrid powertrain control module 2 detects the fuel door position signal circuit voltage is mid range between expected high and low voltage values
P04B9 00
The hybrid powertrain control module 2 detects a short to ground in the fuel door open signal circuit.
P04BA 00
The hybrid powertrain control module 2 detects a short to voltage or an open or high resistance in the fuel door open signal circuit.
The driver information centre will continuously display the Wait To Refuel message after the refuel request switch is pressed.
DTC P04B8 00, P04B9 00 and P04BA 00 are type B DTCs
Schematic Reference

• Circuit Testing
• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, transmission selector in Park, observe the scan tool Fuel Door Position parameter while opening and closing the fuel filler door, the value should
change between Open and Closed.
1. Vehicle OFF, disconnect the harness connector at the B208 fuel door status switch assembly.
control module 2.
4. If all circuits test normal, test or replace the B208 fuel door status switch assembly.
Component Testing
2. Test for 180 Ω--190 Ω between the signal terminal 1 and the ground terminal 2 with the switch in the open position.
If not within the specified range, replace the B208 fuel door status switch assembly.
3. Test for 2040 Ω--2065 Ω between the signal terminal 1 and the ground terminal 2 with the switch in the closed position.
Repair Instructions
Control Module References for the hybrid powertrain control module 2 replacement, programming and setup


Volt

DTC P04BB, P04BC, or P04C0

DTC Descriptors
DTC P04BB 00: Fuel Fill Door Lock Control Circuit
DTC P04BC 00: Fuel Fill Door Lock Performance
DTC P04C0 00: Fuel Fill Door Unlock Performance

Fuel Door Lock Actuator Lock Control P04BB 00 P04BB 00 P04BB 00 P04BC 00
Fuel Door Lock Actuator Unlock Control P04BB 00 P04BB 00 P04BB 00 P04C0 00

P04BB 00
The hybrid powertrain control module 2 has detected a short to ground, short to voltage or an open/high resistance on either of the lock actuator control circuits
P04BC 00
The hybrid powertrain control module 2 provided a lock command with no correspoding lock status indication on the fuel door lock actuator input circuit
P04C0 00
The hybrid powertrain control module 2 provided an unlock command with no correspoding unlock status indication on the fuel door lock actuator input circuit
• The fuel door latch will malfunction and the fuel filler door may not be able to be opened.
• The Wait to Refuel message always be displayed on the driver information centre.
DTC P04BB 00, P04BC 00 and P04C0 00 are type B DTCs
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode command the fuel door to LOCK and UNLOCK with a scan tool, the M97 fuel door lock actuator should perform the LOCK and UNLOCK functions.
1. Vehicle OFF, disconnect the harness connector at the M97 fuel door lock actuator.
2. Vehicle in Service Mode, verify that a test lamp illuminates between the control circuit terminal 1 and ground.
If the test lamp is OFF, test the control circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K114B hybrid powertrain control
module 2.
3. Verify that a test lamp illuminates between the control circuit terminal 2 and ground.
module 2.
4. Connect a test lamp between the control circuit terminal 1 and the control circuit terminal 2
5. Vehicle in Service Mode, command the fuel door to LOCK and UNLOCK with a scan tool. The test lamp should briefly illuminate while changing between the
commanded states.
If the test lamp is always OFF, test both control circuits for a short to voltage. If the circuits test normal, replace the K114B hybrid powertrain control module 2.
6. If all circuits test normal, test or replace the M97 fuel door lock actuator.
Component Testing
Fuel Door Lock Actuator
Reverse the jumper wires at least two times, the M97 fuel door lock actuator should perform the LOCK and UNLOCK functions.
If it does not perform as specified, replace the M97 fuel door lock actuator.
Repair Instructions
• Fuel Tank Filler Door Lock Actuator Replacement



Volt

DTC P04C3-P04C6
DTC Descriptors
DTC P04C3 00: Fuel Fill Door Lock Position Sensor Circuit
DTC P04C4 00: Fuel Fill Door Lock Position Sensor Performance
DTC P04C5 00: Fuel Fill Door Lock Position Sensor Circuit Low Voltage
DTC P04C6 00: Fuel Fill Door Lock Position Sensor Circuit High Voltage
Fuel Door Lock Sensor Signal P04C5 00 P04C6 00 P04C3 00 P04C6 00 P04C4 00
Fuel Door Position Sensor Ground - P04C6 00 P04C3 00 -- --
The hybrid powertrain control module 2 provides a 5V signal through a pull-up resistor to the Fuel Door Lock Position Sensor Circuit. The other end of the Fuel Door Lock
Position Sensor Circuit is connected to the Fuel Door Lock Position Sensor in the Fuel Door Status Switch Assembly. The hybrid powertrain control module 2 monitors the
voltage on the Fuel Door Lock Position Sensor Circuit. In normal operation, when the Fuel Door Lock moves to the unlocked position, the switch in the Fuel Door Lock
Position closes and lowers the voltage on the Fuel Door Lock Position Sensor Circuit.
The hybrid powertrain control module 2 monitors the Fuel Door Lock Position Sensor Circuit for invalid and out of range voltages and for unexpected lock and unlock statuses
The hybrid powertrain control module 2 is awake.
P04C3 00
The hybrid powertrain control module 2 detects the fuel door position sensor signal circuit voltage is mid range between expected high and low voltage values.
P04C4 00
The hybrid powertrain control module 2 detects an unlock condition when there was not a corresponding unlock command.
P04C5 00
The hybrid powertrain control module 2 detects a short to ground in the fuel door lock sensor signal circuit.
P04C6 00
The hybrid powertrain control module 2 detects a short to voltage or an open/high resistance in the fuel door lock sensor signal circuit.
The fuel door lock actuator may malfunction.
DTC P04C3 00, P04C4 00, P04C5 00 and P04C6 00 are type B DTCs
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, with the fuel filler door unlocked, verify that the scan tool Fuel Door Lock parameter is UNLOCKED.
2. With the fuel filler door locked, verify that the scan tool Fuel Door Lock parameter is LOCKED.
control module 2.
Repair Instructions

Volt

DTC P04C8, P04CA, or P04CB

DTC Descriptors
DTC P04C8 00: Fuel Fill Door Open Request Switch Circuit
DTC P04CA 00: Fuel Fill Door Open Request Switch Circuit Low Voltage
DTC P04CB 00: Fuel Fill Door Open Request Switch Circuit High Voltage
Fuel Door Release Switch Signal P04CA 00 P04C8 00 P04C8 00 P04CB 00 -
Refuel Request Switch Low Reference - P04C8 00 P04C8 00 P04CB 00 --

The hybrid powertrain control module 2 is awake
P04C8 00
The hybrid powertrain control module 2 the fuel fill door open request switch circuit voltage is mid-range between expected high and low voltage values.
P04CA 00
The hybrid powertrain control module 2 detects a short to ground in the refuel request signal circuit.
P04CB 00
The hybrid powertrain control module 2 detects a short to voltage or an open/high resistance in the refuel request signal circuit.
The refuel request switch will still function normally.
DTC P04C8 00, P04CA 00 and P04CB 00 are type B DTCs
Schematic Reference

• Circuit Testing
• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, command the fuel filler door to UNLOCK by pressing the S117 refuel request switch, the M97 fuel door lock actuator should UNLOCK allowing the
fuel filler door to open.
1. Vehicle OFF, disconnect the harness connector at the S117 refuel request switch.
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 K114B hybrid
control module 2.
4. If all circuits test normal, test or replace the S117 refuel request switch.
Repair Instructions



Volt

DTC P169D
DTC Descriptor
DTC P169D 00: Fuel Fill Door Open Request Switch Wake-Up Circuit Performance

B+ P169D 00 P169D 00 -- --
Fuel Door Open Request Wake-Up Signal P169D 00 P169D 00 1 --
1. Fuel Door Switch Malfunction
refuel request switch is pressed, the two switch contacts close. This provides B+ to the Wake-up Circuit input of the hybrid powertrain control module 2 and lowers the voltage
on the fuel door request signal circuit input to the hybrid powertrain control module 2.
The hybrid powertrain control module 2 detects the voltage on the signal circuits and commands the fuel system to vent and sends a serial data message to the driver
information centre to display the Wait to Refuel message. The hybrid powertrain control module 2 then energises the fuel door lock/unlock actuator to unlock the fuel door
• The hybrid powertrain control module 2 is awake

• A refuel request has been commanded
The hybrid powertrain control module 2 detects that the Fuel Fill Door Open Request Switch Wake-Up Circuit value does not match the expected corresponding value for the
Fuel Fill Door Open Request resistor ladder switch input.
• The fuel filler door unlatch request will only function when the hybrid powertrain control module 2 is awake.
• The driver information centre will display the Service Refuelling System message.
DTC P169D 00 is a type B DTC
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

Vehicle in Service Mode, command the fuel filler door to UNLATCH by pressing the S117 refuel request switch. The M97 fuel door lock actuator should unlatch allowing the
fuel filler door to open
3. Connect the harness connector at the S117 refuel request switch.
6. Observe the function of the test lamp while pressing and releasing the S117 refuel request switch. The test lamp should turn ON each time the switch is pressed.
If the test lamp is always ON, test the signal circuit for a short to voltage. If the circuit tests normal, test or replace the S117 refuel request switch.
If the test lamp is always OFF, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, test or replace the S117 refuel request
switch.
Component Testing
2. Test for infinite resistance between the signal terminal 1 and the B+ terminal 2 with the switch in the open position.
If not the specified value, replace the S117 refuel request switch.
3. Test for less than 2 Ω between the signal terminal 1 and the B+ terminal 2 with the switch in the closed position.
If greater than the specified range, replace the S117 refuel request switch.
Repair Instructions



Volt

Symptoms - Vehicle Access

• There are no DTCs set
• The control modules can communicate via the serial data link
2. Review the system operation in order to familiarise yourself with the system functions. Refer to the following systems description:
• Door Ajar Indicator Description and Operation
• Rear Hatch/Gate Description and Operation
• Power Door Locks Description and Operation
• Tailgate Ajar Indicator Description and Operation
• Fuel Fill Door Description and Operation
• Charge Port Door Description and Operation
• Inspect for aftermarket devices which may affect the operation of the system. Refer to Checking Aftermarket Accessories .
• Inspect the easily accessible or visible system components for obvious damage or conditions which may cause the symptom.
Intermittent
Symptom List
• Power Door Lock Key Cylinder Switches Malfunction

• Door Ajar Indicator Malfunction
• Exterior Door Handle Switch Malfunction - DTC B1474, B1534, B1535, or B3849
• Power Door Locks Malfunction
• Power Door Child Lock Malfunction
• Hatch Release Malfunction
• Rear Hatch/Gate Ajar Indicator Malfunction
• Fuel Filler Door Release Malfunction
• Fuel Filler Door Ajar Indicator Malfunction
• Charger Door Release Malfunction
• Charger Door Ajar Indicator Malfunction


Volt

Charger Door Ajar Indicator Malfunction


Charge Port Door Sensor Signal P0CCC 00 P0CCE 00 P0CCF 00 --
Ground -- P0CCE 00 -- --
The hybrid powertrain control module 2 provides a 5V signal through a pull-up resistor to the Charge Port Door Position Sensor Circuit. The other end of the Charge Port Door
Position Sensor Circuit is connected to the Charge Port Door Position Switch. The hybrid powertrain control module 2 monitors the voltage on the Charge Port Door Position
Sensor Circuit. In normal operation, the hybrid powertrain control module 2 sends a serial data message to the driver information centre in the instrument panel cluster to
display the Charge Door Open message.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool Charge Port Door parameter while opening and closing the charge port door, the value should change between Open and
Closed.
3. Vehicle in Service Mode, test for 4.75-5.25 V between the signal circuit terminal A and ground.
control module 2.
4. If all circuits test normal, test or replace the B197 charge port door position switch.
Component Testing
2. Test for 180 Ω--190 Ω between the signal terminal A and the ground terminal C with the switch in the open position.
3. Test for 2040 Ω--2065 Ω between the signal terminal A and the ground terminal C with the switch in the closed position.
Repair Instructions
• Charge Port Door Ajar Indicator Switch Replacement



Volt

Charger Door Release Malfunction


Charge Port Relay B+ 2 2 -- --
Charge Port Door Release Switch B+ 1 1 -- --
Charge Port Door Wake-Up Signal P0CC6 00 1 1 --
Charge Port Door Request Signal P0CC9 00 P0CC7 00 P0CCA 00 -
Charge Port Relay Control P0CD1 00 2 2 --
Charge Port Door Release Actuator Control 2 2 2 --
Charge Port Release Switch Low Reference 1 P0CC7 00 P0CC7 00 -
Charge Port Door Release Actuator Ground -- 2 -- --
Charge Port Relay Ground -- 2 -- --
1. Charge Port Door Switch Malfunction
2. Charge Port Door Latch Malfunction
door release switch is pressed, the two switch contacts close and provides B+ voltage to the two signal circuits. This provides B+ to the Wake-up Circuit input of the hybrid
powertrain control module 2and lowers the voltage on the fuel door request signal circuit input to the hybrid powertrain control module 2, The hybrid powertrain control module
2 detects the voltage on the signal circuits and provides a 12V pulse to the charge port relay, the relay briefly becomes energised which then allows B+ voltage to the charge
port door latch which activates and releases the charge port door.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, command the M80 charge port door actuator to UNLATCH with the scan tool, the M80 charge port door actuator should unlatch and the
charge port door should open.
If the M80 charge port door actuator does not perform as specified, refer to Charge Port Door Actuator Malfunction.
2. Command the M80 charge port door actuator to UNLATCH by pressing the S113 charge port door open request switch, the M80 charge port door actuator should
unlatch and the charge port door should open.
If charge port door does not open, refer to Charge Port Door Switch Malfunction.
Charge Port Door Actuator Malfunction

3. Vehicle in Service Mode, verify that a test lamp does not illuminate between the control circuit terminal 30 and ground.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit tests normal and the B+ circuit fuse is open, test
the control circuit terminal 30 for a short to ground.
5. Vehicle OFF, disconnect the harness connector at the M80 charge port door actuator.
7. Connect the harness connector at the M80 charge port door actuator.
8. Vehicle in Service Mode, connect a 10 A fused jumper wire between the B+ circuit terminal 87 and the control circuit terminal 30. Verify the M80 charge port door
actuator is activated.
If the M80 charge port door actuator does not activate, test the control circuit for an open/high resistance. If the circuit tests normal, test or replace the M80 charge
port door actuator.
10. Command the Activate Charge Port Solenoid with a scan tool. The test lamp should turn ON while commanding the solenoid.
If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests normal, replace the K114B hybrid powertrain control module 2.
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 K114B hybrid powertrain
control module 2.
11. If all circuits test normal, test or replace the KR119 charge port door relay.
Charge Port Door Switch Malfunction
3. Connect the harness connector at the S113 charge port door open request switch.
6. Observe the function of the test lamp while pressing and releasing the S113 charge port door open request switch. The test lamp should turn ON each time the switch is
pressed.
If the test lamp is always ON, test the signal circuit for a short to voltage. If the circuit tests normal, test or replace the S113 charge port door open request switch.
If the test lamp is always OFF, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, test or replace the S113 charge port
door open request switch.
Component Testing
Charge Port Door Release Actuator
1. Vehicle OFF, disconnect the harness connector at the M80 charge port door actuator.
2. Install a 20 A fused jumper wire between the control terminal 2 and 12 V. Briefly install a jumper wire between the ground terminal 1 and ground. Verify the M80 charge
port door actuator activates.
If the actuator does not perform as specified, replace the M80 charge port door actuator.
Charge Port Door Release Switch
2. Test for infinite resistance between the B+ terminal 1 and the signal terminal 2 with the switch in the open position.
If not the specified value, replace the S113 charge port door open request switch.
3. Test for less than 2 Ω between the B+ terminal 1 and the signal terminal 2 while pressing the S113 charge port door open request switch.
If greater than the specified range, replace the S113 charge port door open request switch.
Relay Test

If not within the specified range, replace the KR119 charge port door relay.
• 30 and 86
• 30 and 87
• 30 and 85
• 85 and 87
If not the specified value, replace the KR119 charge port door relay.
If greater than the specified range, replace the KR119 charge port door relay.
Repair Instructions

• Charge Port Door Actuator Replacement
• Control Module References for hybrid powertrain control module 2 replacement, programming and setup


Volt

Exterior Door Handle Switch Malfunction - DTC B1474, B1534, B1535, or B3849
DTC Descriptors
DTC B1474 02: Passenger Exterior Door Handle Switch Circuit Short to Ground
DTC B1534 02: Left Rear Door Handle Switch Circuit Short to Ground
DTC B1535 02: Right Rear Door Handle Switch Circuit Short to Ground
DTC B3849 02: Driver Exterior Door Handle Switch Circuit Short to Ground

Driver Door Handle Switch Signal B3849 02 1 1 --
Passenger Door Handle Switch Signal B1474 02 2 2 --
Left Rear Door Handle Switch Signal B1534 02 3 3 --
Right Rear Door Handle Switch Signal B1535 02 4 4 -
Driver Door Handle Switch Ground -- 1 -- --
Passenger Door Handle Switch Ground -- 2 -- --
Left Rear Door Handle Switch Ground -- 3 -- --
Right Rear Door Handle Switch Ground -- 4 -- --
1. Driver Door Handle Switch Malfunction
2. Passenger Door Handle Switch Malfunction
3. Left Rear Door Handle Switch Malfunction
4. Right Rear Door Handle Switch Malfunction
The exterior door handle switch signal circuits provide inputs to the keyless entry control module when the exterior door handle switches are activated. These inputs allow the
keyless entry control module to detect a door unlock request. The keyless entry control module provides a 12 V signal to each exterior door handle switch via the door handle
switch signal circuits. When a door handle switch is pressed, the switch closes and the voltage signals from the keyless entry control module are pulled to ground.
Battery voltage is between 9-16 V.
B1474 02
The keyless entry control module detects the passenger exterior door handle switch signal circuit is shorted to ground or closed for greater than 180 s
B1534 02
The keyless entry control module detects the left rear exterior door handle switch signal circuit is short-circuited to ground or closed for more than 180 s.
B1535 02
The keyless entry control module detects the right rear exterior door handle switch signal circuit is short-circuited to ground or closed for more than 180 s.
B3849 02
The keyless entry control module detects the driver exterior door handle switch signal circuit is short-circuited to ground or closed for more than 180 s.
The keyless entry control module will ignore input from the affected door switch and the door will not unlock when the door handle switch is pressed.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool keyless entry control module Exterior Driver Door Handle Switch, Exterior Passenger Door Handle Switch, Exterior Left Rear
Door Handle Switch and Exterior Right Rear Door Handle Switch parameters while pressing and releasing each exterior door handle switch. The parameter for each should
change between Active and Inactive
1. Vehicle OFF, disconnect the harness connector at the appropriate exterior A24 door handle assembly.
3. Vehicle in Service Mode, verify the appropriate scan tool Exterior Door Handle Switch parameter is Inactive.
If not the specified value, test the signal circuit terminal 3 for a short to ground. If the circuit tests normal, replace the K84 keyless entry control module.
4. Install a 3 A fused jumper wire between the signal circuit terminal 3 and the ground circuit terminal 4. Verify the scan tool Exterior Door Handle Switch parameter is
Active.
If not the specified value, test the signal circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the K84 keyless entry control
module
5. If all circuits test normal, test or replace the A24 door handle assembly.
Component Testing
Exterior Door Handle Switch Test
1. Vehicle OFF, disconnect the harness connector at the appropriate exterior A24 door handle assembly.
2. With the switch in the open position, test for infinite resistance between the signal terminal 3 and the ground terminal 4.
If not the specified value, replace the exterior A24 door handle assembly.
3. With the switch in the closed position, test for less than 5 Ω between the signal terminal 3 and the ground terminal 4.
If greater than the specified range, replace the exterior A24 door handle assembly.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the repair.
• Front Side Door Outside Handle Replacement : Pass Key Entry ATH → Base
• Rear Side Door Outside Handle Replacement
• Control Module References for keyless entry control module replacement, programming and setup


Volt

Fuel Filler Door Ajar Indicator Malfunction


Fuel Door Position Sensor Signal P04B9 00 P04B9 00 P04BA 00 P04DC 00
Fuel Door Status Switch Ground - P04B9 00 -- --
The hybrid powertrain control module 2 provides a 5V signal through a pull-up resistor to the Fuel Door Position Sensor Circuit. The other end of the Fuel Door Position
Sensor Circuit is connected to the Fuel Door Position Sensor in the Fuel Door Status Switch Assembly. The hybrid powertrain control module 2 monitors the voltage on the
Fuel Door Position Sensor Circuit. In normal operation, when the Fuel Door moves to the open position, the switch in the Fuel Door Lock Position closes and lowers the
voltage on the Fuel Door Lock Position Sensor Circuit.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, transmission selector in Park, observe the scan tool Fuel Door Position parameter while opening and closing the fuel filler door, the value should
change between Open and Closed.
control module 2.
Component Testing
2. Test for 180 Ω--190 Ω between the signal terminal 1 and the ground terminal 2 with the switch in the open position.
3. Test for 2040 Ω--2065 Ω between the signal terminal 1 and the ground terminal 2 with the switch in the closed position.
Repair Instructions


Volt

Fuel Filler Door Release Malfunction


Refuel Request Switch B+ P04CA 00 P04CA 00 -- --
Fuel Fill Door Lock/Unlock Sensor Signal P04C5 00 P04C5 00 P04C6 00 P04C4 00
Refuel Request Wakeup Signal P169D 00 P169D 00 P169D 00 -
Refuel Request Signal P04CA 00 P04CA 00 P04CB 00 -
Fuel Fill Door Lock Control P04BB 00 P04BB 00 P04BB 00 P04BC 00
Fuel Fill Door Unlock Control P04BB 00 P04BB 00 P04BB 00 P04C0 00
Refuel Request Switch Low Reference - P04CA 00 -- --
Fuel Fill Door Position Sensor Ground - P04C5 00 -- --
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Command the fuel filler door to LOCK and UNLOCK with the scan tool, the M97 fuel door lock actuator should LOCK and UNLOCK while changing between the
commanded states.
If the fuel filler door does not perform as specified, refer to Fuel Filler Door Lock Malfunction.
2. Command the fuel filler door to UNLOCK by pressing the S117 refuel request switch, the M97 fuel door lock actuator should UNLOCK allowing the fuel filler door to
open.
If the fuel filler door does not perform as specified, refer to Refuel Request Switch Malfunction.
3. With the fuel filler door locked, verify that the scan tool Fuel Door Lock parameter is Locked.
If not the specified value, refer to Fuel Door Lock Position Sensor Malfunction.
4. With the fuel filler door unlocked, verify that the scan tool Fuel Door Lock parameter is Unlocked.
If not the specified value, refer to Fuel Door Lock Position Sensor Malfunction.
Fuel Filler Door Lock Malfunction
2. Vehicle in Service Mode, verify that a test lamp illuminates between the control circuit terminal 1 and ground.
module 2.
3. Verify that a test lamp illuminates between the control circuit terminal 2 and ground.
module 2.
4. Connect a test lamp between the control circuit terminal 1 and the control circuit terminal 2
5. Vehicle in Service Mode, command the fuel door to LOCK and UNLOCK with a scan tool. The test lamp should briefly illuminate while changing between the
commanded states.
If the test lamp is always OFF, test both control circuits for a short to voltage. If the circuits test normal, replace the K114B hybrid powertrain control module 2.
6. If all circuits test normal, test or replace the M97 fuel door lock actuator.
Refuel Request Switch Malfunction
3. Connect the harness connector at the S117 refuel request switch.
6. Observe the function of the test lamp while pressing and releasing the S117 refuel request switch. The test lamp should turn ON each time the switch is pressed.
If the test lamp is always ON, test the signal circuit for a short to voltage. If the circuit tests normal, test or replace the S117 refuel request switch.
If the test lamp is always OFF, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, test or replace the S117 refuel request
switch.
Fuel Door Lock Position Sensor Malfunction
control module 2.
Component Testing
1. Vehicle OFF, disconnect the harness connector at the M97 fuel door lock actuator
Reverse the jumper wires at least two times, the M97 fuel door lock actuator should perform the LOCK and UNLOCK functions.
If it does not perform as specified, replace the M97 fuel door lock actuator
Repair Instructions
• Fuel Tank Filler Door Lock Actuator Replacement



Volt

Hatch Release Malfunction


Tailgate Release Relay B+ 2 2 -- --
Rear Closure Handle Switch Open Signal B3618 00 1 1 --
Rear Closure Relay Control B3265 02 2 2 --
Tailgate Latch Control 2 2 2 --
Tailgate Handle Switch Ground -- 1 -- --
Tailgate Latch Ground -- 2 2 --
Tailgate Release Relay Ground -- 2 2 --
1. Rear Compartment Lid Release Switch Malfunction
2. Rear Compartment Lid Release Malfunction
The BCM supplies a reference voltage to the tailgate handle switch through the rear closure handle switch open signal circuit. When the tailgate handle switch is operated, the
rear closure handle switch open signal circuit is grounded through the tailgate handle switch ground circuit and the reference voltage is pulled low within the BCM. In
response, the BCM applies battery positive voltage to the tailgate release relay control circuit, which energises the coil side of the tailgate release relay. The switch side of the
tailgate release relay then closes, supplying battery positive voltage through the relay and the tailgate latch control circuit activating the latch so that the rear hatch may be
manually raised to an open position.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool Boot Lid/Liftglass Exterior Unlatch Switch parameter while pressing and releasing the S46 tailgate handle switch. The
parameter should change between Active and Inactive.
If the value does not change, refer to Tailgate Handle Switch Inoperative.
2. Command the rear hatch to release with a scan tool, the A23C tailgate latch assembly should release the rear hatch.
If the A23C tailgate latch assembly does not release the rear hatch, refer to Release Actuator Inoperative.
Tailgate Handle Switch Inoperative
3. Vehicle in Service Mode, verify the scan tool Boot Lid/Liftglass Exterior Unlatch Switch parameter is Inactive.
4. Install a 3 A fused jumper wire between the signal circuit terminal 1 and ground. Verify the scan tool Boot Lid/Liftglass Exterior Unlatch Switch parameter is Active.
5. If all circuits test normal, test or replace the S46 tailgate handle switch.
Release Actuator Inoperative

If the test lamp does not illuminate, test the B+ circuit for an open/high resistance.
5. Vehicle OFF, disconnect the harness connector at the A23C tailgate latch assembly.
7. Connect the harness connector at the A23C tailgate latch assembly.
8. Vehicle in Service Mode, connect a 10 A fused jumper wire between the B+ circuit terminal 46 and the control circuit terminal 45. Verify the A23C tailgate latch assembly
is activated.
If the A23C tailgate latch assembly does not activate and the circuit fuse is good, test the control circuit for an open/high resistance. If the circuit tests normal, test or
replace the A23C tailgate latch assembly.
If the A23C tailgate latch assembly does not activate and the circuit fuse is open, test the control circuit for a short to ground. If the circuit tests normal, test or replace
the A23C tailgate latch assembly.
10. Command the Boot Lid Unlatch to UNLATCH with a scan tool. The test lamp should turn ON during the UNLATCH command.
11. If all circuits test normal, test or replace the KR95A tailgate release relay.
Component Testing
Relay Test

If not within the specified range, replace the KR95A tailgate release relay.
• 30 and 86
• 30 and 87
• 30 and 85
• 85 and 87
If less than the specified value, replace the KR95A tailgate release relay.
If greater than the specified range, replace the KR95A tailgate release relay.
Rear Compartment Lid Latch
2. Install a 10 A fused jumper wire between the control terminal 3 and 12 V. Briefly install a jumper wire between the ground terminal 1 and ground. Verify the A23C tailgate
latch assembly activates.
If the latch does not perform as specified, replace the A23C tailgate latch assembly.
Tailgate Handle Switch
If not the specified value, replace the S46 tailgate handle switch.
If greater than the specified range, replace the S46 tailgate handle switch.
Repair Instructions

• Tailgate Latch Replacement
• Tailgate Release Switch Replacement


Volt

Door Ajar Indicator Malfunction

• Diagnostic Procedure Instructions provides an overview of each diagnostic category

Left Front Door Ajar Switch Signal 1 2 1 --
Left Rear Door Ajar Switch Signal 1 2 1 --
Right Front Door Ajar Switch Signal 1 2 1 --
Right Rear Door Ajar Switch Signal 1 2 1 --
Passenger Door Latch Ground -- 2 -- --
Left Rear Door Latch Ground -- 2 -- --
Right Rear Door Latch Ground -- 2 -- --
1. Ajar Indicator Always Illuminated
2. Ajar Indicator Inoperative
The driver window motor, the passenger window switch, left rear and right rear window switch each supplies a 12V signal to each of their respective door ajar switches. The
door ajar switches are integral to each door latch assembly. When a door is opened, the normally open door ajar switch closes. With the door ajar switch closed, ground is
provided to the door ajar switch signal circuit. The window motor and/or window switch interprets this and communicates door status via serial data to the BCM.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool Driver Door Ajar Switch parameter while opening and closing the driver door. The parameter should change between
Active and Inactive.
If the value does not change, refer to Driver Door Ajar Switch Malfunction.
2. Observe the scan tool Passenger Door Ajar Switch parameter while opening and closing the front passenger door. The parameter should change between Active and
Inactive.
If the value does not change, refer to Passenger Door Ajar Switch Malfunction.
3. Observe the scan tool Left Rear Door Ajar Switch and Right Rear Door Ajar Switch parameters while opening and closing the left and right rear doors. The value should
change between Inactive and Active.
If a value does not change, refer to Rear Door Ajar Switch Malfunction.
Driver Door Ajar Switch Malfunction
1. Vehicle OFF, disconnect the harness connector at the A23D door latch assembly - driver.
3. Vehicle in Service Mode, verify the scan tool Driver Door Ajar Switch parameter is Inactive.
If not the specified value, test the signal circuit terminal 6 for a short to ground. If the circuit tests normal, replace the M74D window motor - driver.
4. Install a 3 A fused jumper wire between the signal circuit terminal 6 and ground. Verify the scan tool Driver Door Ajar Switch parameter is Active.
If not the specified value, test the signal circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the M74D window motor - driver.
5. If all circuits test normal, test or replace the A23D door latch assembly - driver.
Passenger Door Ajar Switch Malfunction
1. Vehicle OFF, disconnect the harness connector at the A23P door latch assembly - passenger.
3. Vehicle in Service Mode, verify the scan tool Passenger Door Ajar Switch parameter is Inactive.
If not the specified value, test the signal circuit terminal 1 for a short to ground. If the circuit tests normal, replace the S79P Window Switch - Passenger.
4. Install a 3 A fused jumper wire between the signal circuit terminal 1 and ground. Verify the scan tool Passenger Door Ajar Switch parameter is Active.
If not the specified value, test the signal circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the S79P Window Switch -
Passenger.
5. If all circuits test normal, test or replace the A23P door latch assembly - passenger.
Rear Door Ajar Switch Malfunction
1. Vehicle OFF, disconnect the harness connector at the appropriate rear A23 door latch.
• Left rear door latch ground circuit terminal 8
• Right rear door latch ground circuit terminal 3
3. Vehicle in Service Mode, verify the appropriate scan tool Rear Door Ajar Switch parameter is Inactive.
If not the specified value, test the signal circuit terminal listed below for a short to ground. If the circuit tests normal, replace the rear S79 window switch.
• Left rear door ajar switch signal circuit terminal 6
• Right rear door ajar switch signal circuit terminal 1
4. Install a 3 A fused jumper wire between the signal circuit terminal listed below and ground. Verify the scan tool Rear Door Ajar Switch parameter is Active.
• Left rear door ajar switch signal circuit terminal 6
• Right rear door ajar switch signal circuit terminal 1
If not the specified value, test the signal circuit terminal listed below for an open/high resistance. If the circuit tests normal, replace the rear S79 window switch.
5. If all circuits tests normal, test or replace the rear A23 door latch.
Component Testing
Static Test
1. Vehicle OFF, disconnect the harness connector at the appropriate A23 door latch.
2. With the switch in the open position, test for infinite resistance between the signal and the ground terminals listed below:
• Driver door latch signal terminal 6 and ground terminal 8
• Left rear door latch signal terminal 6 and ground terminal 8
• Right rear door latch signal terminal 1 and ground terminal 3
• Passenger door latch signal terminal 1 and ground terminal 3
If not the specified value, replace the A23 door latch.
3. With the switch in the closed position, test for less than 5 Ω between the signal and the ground terminals listed below:
• Driver door latch signal terminal 6 and ground terminal 8
• Left rear door latch signal terminal 6 and ground terminal 8
• Right rear door latch signal terminal 1 and ground terminal 3
• Passenger door latch signal terminal 1 and ground terminal 3
If greater than the specified range, replace the A23 door latch.
Repair Instructions



Volt

Power Door Child Lock Malfunction


Door Lock Security Relay Control B3930 02 1 1 --
Left Rear Door Latch Control B3125 02, B3130 02, B3135 02 1 1 --
Right Rear Door Latch Control B3125 02, B3130 02, B3135 02 1 1 --
Under-bonnet Fuse Block Ground -- 1 -- --
1. Child Door Lockout Malfunction
The child door lockout switch is on the driver door lock/window switch and controls the child locks on the rear doors as well as the rear window switches. When the BCM
receives a command from the window lockout switch, it will apply voltage to the door lock security relay coil, this will energise the relay and the contact within the relay will
then direct the voltage to lock the left rear and right rear child locks and then isolate them from the normal door lock system to prevent the rear doors from being opened by
using the interior rear door handles.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool Window Lockout Switch parameter while pressing the window lockout switch on the S79D window switch-driver. The
value should change from Inactive to Active each time the switch is pressed.
If the value is always Inactive or always Active, replace the S79D window switch-driver.
2. Command the doors to LOCK and UNLOCK with the scan tool, all doors should LOCK and UNLOCK while changing between the commanded states.
If either rear door does not LOCK or UNLOCK, refer to Power Door Locks Malfunction .
3. With all the doors locked, command the child security lockout by pressing the window lockout switch on the S79D window switch-driver, the interior rear door handles
should not open the doors when used.
If both interior rear door handles continue to function, refer to Child Security Door Lockout Inoperative.
If the left or right interior rear door handles continue to function, refer to Child Security Door Lockout Malfunction.
Child Security Door Lockout Inoperative
1. Vehicle OFF, disconnect the X3 harness connector at the X50A fuse block-under-bonnet.

3. Vehicle OFF, connect the X3 harness connector and disconnect the X1 harness connector at the X50A fuse block-under-bonnet
5. Vehicle in Service Mode, command the child security lockout by pressing the window lockout switch on the S79D window switch-driver. The test lamp should turn ON
and OFF when changing between the commanded states.
6. If all circuits test normal, replace the X50A fuse block-under-bonnet.
Child Security Door Lockout Malfunction
1. Vehicle OFF, disconnect the harness connector at the appropriate A23 door latch assembly-rear.
• A23LR door latch assembly-left rear terminal 8
• A23RR door latch assembly-right rear terminal 3
3. Vehicle in Service Mode, test for greater than 10V between the signal circuit terminal listed below and ground:
• A23LR door latch assembly-left rear terminal 9
• A23RR door latch assembly-right rear terminal 4
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 K9 BCM.
4. Connect a test lamp between the control circuit terminals listed below:
• A23LR door latch assembly-left rear terminal 7 and terminal 4
• A23RR door latch assembly-right rear terminal 2 and terminal 9
5. Command the child security lockout by pressing the window lockout switch on the S79D window switch-driver, the test lamp should briefly illuminate while changing
If the test lamp is always OFF, test either control circuit for an open/high resistance between the connector and the circuit splice.
6. If all circuits test normal, test or replace the A23 door latch assembly-rear.
Component Testing
1. Vehicle OFF, disconnect the harness connector at the appropriate A23 door latch assembly-rear.
Reverse the jumper wires at least two times, the A23 door latch assembly-rear should perform the LOCK and UNLOCK functions.
If it does not perform as specified, replace the A23 door latch assembly-rear.
Repair Instructions



Volt

Power Door Lock Key Cylinder Switches Malfunction


Driver Door Key Switch Signal B2500 00 1 1 --
1. Key Cylinder Switch Inoperative
The driver window switch monitors the voltage level of the key switch unlock signal circuit. When the key is inserted into the driver door key cylinder and turned to the Unlock
position, a switch within the driver door latch closes causing the voltage to drop within the key switch unlock signal circuit. The driver window switch will detect the drop in
voltage and will send a serial data message to the BCM commanding all the doors to unlock.
Schematic Reference


• Circuit Testing
• Wiring Repairs
Scan Tool Reference
Vehicle OFF, insert the key into the drivers door lock cylinder, turn the key Unlock position while observing the scan tool BCM Driver Door Key Unlock Switch parameter, the
parameter should change between Inactive and Active.
3. Vehicle in Service Mode, verify the scan tool Driver Door Key Unlock Switch parameter is Inactive.
If not the specified value, test the signal circuit terminal 9 for a short to ground. If the circuit tests normal, replace the S79D window switch-driver.
4. Install a 3 A fused jumper wire between the signal circuit terminal 9 and ground, verify the scan tool Driver Door Key Unlock Switch parameter is Active.
If not the specified value, test the signal circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the S79D window switch-driver.
5. If all circuits tests normal, test or replace the A23D door latch assembly-driver.
Component Testing
2. Test for infinite resistance between terminal 8 and terminal 9 with the switch in the open position.
If not the specified value, replace the A23D door latch assembly-driver.
3. Test for less than 2 Ω between terminal 8 and terminal 9 with the switch in the Unlock position.
If greater than the specified range, replace the A23D door latch assembly-driver.
Repair Instructions



Volt

Power Door Locks Malfunction


BCM B+ B3125 02, B3130 02, B3135 02 B3125 02, B3130 02, B3135 02 -- --
Door Lock Switch Signal B3150 00 1 1 --
Door Unlock Switch Signal B3140 00 1 1 --
Driver Door Unlock Control B3125 02, B3130 02, B3135 02 2 2 --
Doors Lock Control B3125 02, B3130 02, B3135 02 2, 3, 4 2, 3, 4 --
Passenger Doors Unlock Control B3125 02, B3130 02, B3135 02 3, 4 3, 4 -
Central Door Lock Switch Ground -- 1 -- --
1. Central Door Lock Switch Malfunction
2. Driver Door Unlock Malfunction
3. Door Unlock Malfunction
4. Door Lock Malfunction
The body control module (BCM) powers the reversible door latch assemblies by providing battery positive voltage and ground to the appropriate lock and unlock control
circuits of the door latch assemblies. The lock and unlock control circuits of the rear doors and passenger door latch assemblies are all connected together. When the door
latch assemblies are not active, all actuator lock and unlock control circuits are at ground potential within the BCM. Transitioning of the lock actuators to the lock or unlocked
position depends upon which control circuits receive voltage and which control circuits receive ground.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool BCM Central Door Lock Switch on Console parameter. The reading should be Inactive and change to Lock and Unlock
when pushing the appropriate switch on the A20 radio/HVAC controls.
If the value does not change between commanded states, refer to Central Door Lock Switch Malfunction.
2. Command the doors to LOCK and UNLOCK with a scan tool, all doors should LOCK and UNLOCK while changing between the commanded states.
If a door does not LOCK or UNLOCK, refer to Door Lock Malfunction.
If all doors do not LOCK or UNLOCK, refer to All Door Locks inoperative.
Central Door Lock Switch Malfunction

1. Vehicle OFF, disconnect the harness connector at the A20 radio/HVAC controls.
3. Vehicle in Service Mode, verify the scan tool Central Door Lock Switch on Centre Console parameter is Inactive.
If the value is Lock , test the signal circuit terminal 12 for a short to ground. If the circuit tests normal, replace the K9 BCM.
If the value is Unlock , test the signal circuit terminal 13 for a short to ground. If the circuit tests normal, replace the K9 BCM.
4. Install a 3 A fused jumper wire between the signal circuit terminal 12 and ground. Verify the scan tool Central Door Lock Switch on Centre Console parameter is Lock.
5. Install a 3 A fused jumper wire between the signal circuit terminal 13 and ground. Verify the scan tool Central Door Lock Switch on Centre Console parameter is Unlock.
6. If all circuits test normal, replace the A20 radio/HVAC controls.
Door Lock Malfunction
2. Connect a test lamp between the control circuit terminals listed below:
• A23D door latch assembly-driver terminal 2 and terminal 3
• A23P door latch assembly-passenger terminal 7 and terminal 8
• A23LR door latch assembly-left rear terminal 2 and terminal 3
• A23RR door latch assembly-right rear terminal 7 and terminal 8
3. Vehicle in Service Mode, command the door to LOCK and UNLOCK by using the central door lock switch. The test lamp should briefly illuminate when commanding the
LOCK and UNLOCK states.
If the test lamp is always OFF for either the LOCK or UNLOCK command, test the control circuit for an open/high resistance between the connector and the circuit
splice.
4. If all circuits test normal, test or replace the A23 door latch assembly.
All Door Locks inoperative

If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance
4. Disconnect the X1 harness connector at the X50A fuse block-under-bonnet.
5. Test for infinite resistance between the control circuit listed below and ground:
If not the specified value, test the appropriate control circuit for a short to ground. If the circuit tests normal, test or replace the appropriate A23 door latch assembly.
6. Connect the X1 harness connector at the X50A fuse block-under-bonnet.
7. Test for infinite resistance between the control circuit terminal 2 X6 at the K9 BCM and ground.
If not the specified value, test the control circuit for a short to ground. If the circuit tests normal, replace the X50A fuse block-under-bonnet.
8. If all circuits test normal, replace the K9 BCM.
Component Testing
Door Catch
Reverse the jumper wires at least two times, the door latch should perform the LOCK and UNLOCK functions.
If it does not perform as specified, replace the A23 door latch assembly.
Central Door Lock Switch

If not the specified value, replace the A20 radio/HVAC controls.
If not the specified value, replace the S48C multifunction switch 1-instrument panel.
4. Test for less than 2 Ω between the signal terminal 12 and the ground terminal 17 with the switch in the lock position.
If greater than the specified range, replace the A20 radio/HVAC controls.
5. Test for less than 2 Ω between the signal terminal 13 and the ground terminal 17 with the switch in the unlock position.
If greater than the specified range, replace the A20 radio/HVAC controls.
Repair Instructions


Volt

Rear Hatch/Gate Ajar Indicator Malfunction


Rear Compartment Lid Ajar Switch Signal 1 2 2 --
Tailgate Latch Ground -- 3 -- --
1. Hatch Ajar Message Always Illuminated
2. Hatch Ajar Message Inoperative
3. Hatch Release Inoperative
The body control module (BCM) supplies a 12V signal to the rear compartment lid ajar switch signal circuit. When the tailgate latch releases the rear hatch, the rear
compartment lid ajar switch, which is internal to the tailgate latch, is supplied with ground which causes the rear hatch/gate ajar switch signal circuit to be pulled low. The BCM
interprets this and communicates via serial data to the driver information center which will display the Hatch Open message.
Schematic Reference

Tailgate Ajar Indicator Description and Operation
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool Rear Closure Ajar Switch parameter while opening and closing the rear hatch. The parameter should change between Inactive
and Active.
2. Vehicle in Service Mode, verify the scan tool Rear Closure Ajar Switch parameter is Inactive.
3. Install a 3 A fused jumper wire between the signal circuit terminal 2 and ground. Verify the scan tool Rear Closure Ajar Switch parameter is Active.
If not the specified value, test the signal circuit for a short to voltage or and open/high resistance. If the circuit tests normal, replace the K9 BCM.
4. If all circuits test normal, test or replace the A23C tailgate latch assembly.
Component Testing
Static Test
If not the specified value, replace the A23C tailgate latch assembly.
If greater than the specified range, replace the A23C tailgate latch assembly.
Repair Instructions
• Tailgate Latch Replacement



Volt

Fuel Tank Filler Door Lock Actuator Replacement

2. Remove the fuel tank filler pipe housing. Refer to Fuel Tank Filler Pipe Housing Replacement .
Fuel Tank Filler Door Lock Actuator
Procedure
1 1. Disconnect the actuator electrical harness from the fuel tank filler pipe housing.
2. Remove the actuator rod from the actuator shaft, with light pressure, pressing sideways on the rod at the shafts end, and rotating the rod outward from the
housing.
3. Release the 3 retainers while using light upward pressure on the actuator.


Volt

Front Side Door Inside Handle Cable Replacement

Remove the front side door lock. Refer to Front Side Door Lock Replacement .
Front Side Door Inside Handle Lock Cable Cover
Procedure
1
1. Release the cable retainer from the inner door panel.
2. Open the front side door inside handle cable cover to access and release cable end.
Front Side Door Inside Handle Cable
Procedure
2
Ensure that the lock cable cover is closed before installing the lock.
Tip
Inspect the door lock system for proper operation before installing the door trim panel.


Volt

Rear Side Door Inside Handle Cable Replacement

Remove the rear side door lock. Refer to Rear Side Door Lock Replacement .
Rear Side Door Inside Handle Lock Cable Cover
Procedure
1
1. Release the cable retainer from the inner door panel.
2. Open the rear side door inside handle cable cover to access and release the cable end
Rear Side Door Inside Handle Cable
Procedure
2
Ensure that the lock cable cover is closed before installing the lock.
Tip


Volt

Front Side Door Lock Cylinder Replacement

Front Side Door Lock Cylinder Screw Cover
Procedure
1
1. Do Not remove the inside door trim.
2. Use a flat-bladed tool to remove the cylinder opening access cover.
Front Side Door Lock Cylinder Screw
Procedure
2
1. Do Not remove the lock cylinder screw completely from the housing. Unscrew the screw to a hard stop, remove the lock cylinder.
2. It is not necessary to remove the outside door handle or housing to replace the lock cylinder.
Tighten
5 N·m (44 lb in)
Front Side Door Lock Cylinder
Procedure
3 1. Pull the lock cylinder from the housing.

2. Remove the lock cylinder bezel from the cylinder.
3. Use a suitable tool to release the lock cylinder bezel.
Note: Pull the outside handle to release the door lock cylinder.


Volt

Opening the Tailgate Without Electrical Power

1 Tailgate Access Cover
Tailgate Latch
Procedure
2
1. Insert a flat-bladed tool into the hole, rotate slightly counterclockwise.
2. Push open the tailgate from the inside.
3. Install the access cover.


Volt

Front Side Door Outside Handle Replacement - Base

Removal Procedure
1. Remove the cover cap that conceals the screw (1) from the inside edge of the door.
Using a small flat-bladed tool, release the cover cap from the door.
Note: The door outside handle (2) must now be secured in the pulled position.
2. Remove the door handle from the door.

2.1. Pull the door handle (2) outwards and hold.
2.2. Turn the fastener (1) counterclockwise ( left ) to the mechanical hard stop.
2.3. Remove the bezel with cylinder / cover with blank cylinder (1) from the door.
3. Remove the door handle (1) from the door as follows:
3.1. Slide the door handle rearward releasing it from the door handle bracket.
3.2. Open the door handle fully.
3.3. Remove the door handle from the door.
1. Install the door handle (1) to the door (2) as follows:
1.1. Insert the door handle into the door handle pocket.
1.2. Slide the door handle forward securing it into the door handle bracket.
Note: The door handle will snap back to a flush condition, continue to turn the fastener in a clockwise ( right ) direction to the mechanical hard stop.
2. Install the bezel with cylinder / cover with blank cylinder (1) in the door.
Hold the bezel or cover flush to the door sheet and turn the cylinder clamp screw (2) to a mechanical hard stop.
3. Install the cover cap that conceals the screw (1) to the inside edge of the door.
4. Ensure that the door lock system operates properly.


Volt

Front Side Door Outside Handle Replacement - Pass Key Entry ATH
Removal Procedure
2. Remove the door water deflector.
3. Move the window to the full up position.
4. Disconnect the electrical connector from the door handle for the pass key entry ( ATH ).
5. Remove the cover cap that conceals the screw (1) from the inside edge of the door.
Using a small flat-bladed tool, release the cover cap from the door.
Note: The door outside handle (2) must now be secured in the pulled position.
6. Remove the outside door handle from the door.

6.1. Pull the outside door handle (2) outwards and hold.
6.2. Turn the fastener (1) counterclockwise ( left ) to the mechanical hard stop.
7. Remove the bezel with cylinder / cover with blank cylinder (1) from the door.
8. Remove the door handle (1) from the door as follows:
8.1. Slide the door handle rearward releasing it from the door handle bracket.
8.2. Open the door handle fully.
8.3. Remove the door handle from the door.
1. Install the door handle (1) to the door (2) as follows:
1.1. Insert the door handle into the door handle pocket.
1.2. Slide the door handle forward securing it into the door handle bracket.
Note: The door handle will snap back to a flush condition, continue to turn the fastener in a clockwise ( right ) direction to the mechanical stop.
2. Install the bezel with cylinder / cover with blank cylinder (1) in the door.
Hold the bezel or cover flush to the door sheet and turn the cylinder clamp screw (2) to a mechanical hard stop.
3. Connect the electrical connector to the door handle for the pass key entry ( ATH ).
4. Install the cover cap that conceals the screw (1) to the inside edge of the door.
5. Vehicle with passive entry / passive start do the following:
5.1. Close all doors on the vehicle.
5.2. With the key fob, lock all the doors.
5.3. Put key fob in pocket.
5.4. Walk up to every door and open (Note: Each door should open, if door does not open then further diagnostic needs to be completed.
6. Install the door water deflector.
7. Install the front side door trim panel. Refer to Front Side Door Trim Replacement .


Volt

Front Side Door Outside Handle Bracket Replacement


3. Remove the front outside door handle. Refer to Front Side Door Outside Handle Replacement : Pass Key Entry ATH → Base .
Front Side Door Outside Handle Bracket Screw
Procedure
1. Remove arm rest support.

3. Remove the 2 rear front side door window outer weatherstrip bolts and reposition the weatherstrip. Refer to Front Side Door Window Outer Weatherstrip
Replacement .
4. Use a suitable to unclip the outside handle rod from the front side door lock.
5. If servicing the driver side, unclip the lock cylinder rod from the handle bracket.
Tighten
10 N·m (89 lb in)
Front Side Door Outside Handle Bracket
Procedure
2 1. In order to prevent outside handle lever pre-load, latch, outside handle, handle bracket and cover/cap shall be fully secured to the door prior to securing
integral latch clip to outside handle rod. Integral latch clip shall be in the full up position while securing to outside handle rod. Refer to Front Side Door Outside
Handle Rod Adjustment .
2. Inspect the door lock system for proper operation before installing the door trim panel.


Volt

Rear Side Door Outside Handle Bracket Replacement

1. Remove the outside door handle. Refer to Rear Side Door Outside Handle Replacement .
2. Remove the rear side door rear channel. Refer to Rear Side Door Window Rear Channel Replacement .
Rear Side Door Outside Handle Bracket Screw

1
Tighten
10 N·m (89 lb in)
Rear Side Door Lock Screws (Qty: 3)
Procedure
2
Unclip the outside handle rod from the lock.
Tighten
10 N·m (89 lb in)
Rear Side Door Outside Handle Bracket
Procedure
3 1. In order to prevent outside handle lever pre-load, latch, outside handle, handle bracket and cover/cap shall be fully secured to the door prior to securing
integral latch clip to outside handle rod. Integral latch clip shall be in the full up position while securing to outside handle rod. Refer to Rear Side Door Outside


Volt

Tailgate Latch Replacement

Remove the tailgate lower trim panel. Refer to Tailgate Lower Trim Finish Panel Replacement .
Tailgate Latch Screw (Qty: 2)
1
Tighten
10 N·m (89 lb in)
Tailgate Latch Assembly
Procedure
2
2. Adjust the tailgate if needed. Refer to Tailgate Adjustment .


Volt

Rear Side Door Outside Handle Replacement

Removal Procedure
1. Place the window to the full up position.

3. Remove the rear side door trim panel bracket.
5. Remove screw cover (1) from the inside edge of the side door.
Using a suitable tool, release the screw plug from the door.
6. Loosen the door blank cylinder clamp screw (1) to the left, Do Not remove the screw completely from blank cylinder clamp, just until the mechanical hard stop is
reached.
7. Remove the blank lock cylinder and cover (1).
8. Retighten the blank lock cylinder clamp screw to the right until the mechanical hard stop is reached.
Note: The follow step doesn't require the door handle rod or lock cylinder rod to be removed from the handle housing.
9. Reach inside the inner door panel, pull downward on the outside handle bracket cam and rod releasing the outside door handle from the handle bracket and cam. Refer
to Rear Side Door Outside Handle Rod Replacement for reference only.
10. Pull the outside door handle (1) to the rear of the door releasing it from the pocket.
1. Ensure that the blank cylinder gasket is in place when install the cylinder to the handle.
2. Position the door handle to the door.
3. Guide the outside door handle into the outside door handle pocket open.
Note: The follow step doesn't require the door handle rod or lock cylinder rod to be removed from the handle housing.
4. Reach inside the inner door panel, pull downward on the outside handle bracket cam allowing the handle to be install to the housing. Refer to Rear Side Door Outside
Handle Rod Replacement for reference only.
5. Loosen the door blank cylinder clamp screw to the left until the mechanical hard stop is reached.
6. Install the door blank cylinder and cover (1).
7. Install door blank cylinder clamp screw to the right until the mechanical hard stop is reached. Tighten to 5 N·m (44 lb in).
8. Install the screw plug (1) to the side door.
11. Install the rear side door trim panel bracket.
12. Install the rear side door trim panel. Refer to Rear Side Door Trim Replacement .


Volt

Front Side Door Lock Cylinder Opening Cover Replacement

Remove the front side door lock cylinder. Refer to Front Side Door Lock Cylinder Replacement .
Front Side Door Lock Cylinder Opening Cover Retainer
1 Procedure
Use a suitable tool to release the front side door lock cylinder cover.
Front Side Door Lock Cylinder Opening Cover
2
Tip


Volt

Rear Side Door Lock Cylinder Opening Cover Replacement

Rear Side Door Lock Cylinder Clamp Access Plug
1
Tip
Use a suitable tool to remove the cover.
Rear Side Door Lock Cylinder Clamp Screw
Procedure
2 Do Not remove the cylinder clamp screw completely from the housing, unscrew the screw to a hard stop, releasing the blank cylinder from the housing.
Tip
It is not necessary to remove the outside door handle or housing to replace the cylinder.
Tighten
5 N·m (44 lb in)
3 Rear Side Door Lock Cylinder Cover
Rear Side Door Lock Cylinder
Procedure
4
1. Ensure that the lock cylinder gasket is in place when installing the lock cylinder to the handle.


Volt

Front Side Door Lock Replacement

1. Release tension on the window by lowering the window slightly.

2. Reposition the rear half of the front side door window regulator. Refer to Front Side Door Window Regulator Replacement .
3. Reposition the front side door rear channel of the front side door window outer weatherstrip. Refer to Front Side Door Window Outer Weatherstrip Replacement .
Front Side Door Lock Screws (Qty: 3)
Procedure
1
Disconnect the door lock electrical connector.
Tighten
10 N·m (89 lb in)
Front Side Door Lock
Procedure
1. Unclip the outside handle rod from the door lock.

2. Turn the lock assembly releasing the lock cylinder rod from the lock.
2 3. Transfer components as necessary.
4. In order to prevent outside handle lever pre-load, latch, outside handle, handle bracket and cover/cap shall be fully secured to the door prior to securing
integral latch clip to outside handle rod. Integral latch clip shall be in the full up position while securing to outside handle rod. Refer to Front Side Door Outside
Tip


Volt

Rear Side Door Lock Replacement

1. Remove the rear side door rear channel. Refer to Rear Side Door Window Rear Channel Replacement .
Rear Side Door Lock Screws (Qty: 3)
Procedure
1
1. Disconnect the door lock electrical connector.
2. Unclip the outside handle rod from the lock.
Tighten
10 N·m (89 lb in)
Rear Side Door Lock
Procedure
2 1. Transfer components as necessary.

2. In order to prevent outside handle lever pre-load, latch, outside handle, handle bracket and cover/cap shall be fully secured to the door prior to securing
integral latch clip to outside handle rod. Integral latch clip shall be in the full up position while securing to outside handle rod. Refer to Rear Side Door Outside


Volt

Front Side Door Locking Rod Replacement

Front Side Door Locking Rod
Procedure
1
Unhook the lock rod from the lock assembly.
Tip


Volt

Front Side Door Lock Cylinder Rod Replacement

Front Side Door Lock Cylinder Rod
Procedure
1
Unhook the rod from the door lock.
Tip


Volt

Front Side Door Outside Handle Rod Adjustment


Front Side Door Outside Handle Rod Clip
Procedure
1. Remove arm rest support.

3. Remove the 2 rear front side door window outer weatherstrip bolts and reposition the weatherstrip. Refer to Front Side Door Window Outer Weatherstrip
Replacement .
Tip
Use a suitable tool to open the clip from the threaded rod connecting the lock to the outside handle.
Front Side Door Outside Handle Rod
Procedure
2 In order to prevent outside handle lever pre-load, latch, outside handle, handle bracket and cover/cap shall be fully secured to the door prior to securing integral latch
clip to outside handle rod. Integral latch clip shall be in the full up position while securing to outside handle rod.
Tip


Volt

Front Side Door Outside Handle Rod Replacement

Remove the front side door outside handle bracket. Refer to Front Side Door Outside Handle Bracket Replacement .
Front Side Door Outside Handle Rod
Procedure
1
Unhook the rod from the handle bracket.
Tip


Volt

Rear Side Door Locking Rod Replacement

Remove the rear side door lock. Refer to Rear Side Door Lock Replacement .
Rear Side Door Locking Rod
Procedure
1
Unhook the locking rod from the lock.
Tip


Volt

Rear Side Door Outside Handle Rod Adjustment

Remove the rear side door window rear channel. Refer to Rear Side Door Window Rear Channel Replacement .
Rear Side Door Outside Handle Rod Clip
Procedure
1
Open the handle rod clip at the end of the handle rod.
Tip
Use a suitable tool to open the clip from the threaded rod connecting the lock to the outside handle.
Rear Side Door Outside Handle Rod
Procedure
2 In order to prevent outside handle lever pre-load, latch, outside handle, handle bracket and cover/cap shall be fully secured to the door prior to securing integral latch
clip to outside handle rod. Integral latch clip shall be in the full up position while securing to outside handle rod.
Tip


Volt

Rear Side Door Outside Handle Rod Replacement

Remove the rear side door outside handle bracket. Refer to Rear Side Door Outside Handle Bracket Replacement .
Rear Side Door Outside Handle Rod
Procedure
1
Unclip the rod from the outside handle bracket.
Tip


Volt

Front Side Door Lock Striker Adjustment
Note: To determine if the striker adjustment is required, proceed as follows.
1. Ensure that the door is properly aligned with the door opening before proceeding with the striker adjustment.
2. Open and close the door on the striker (2). Note if the door drags on the striker causing the door to move upward or downward upon contact with the striker. Also note
the closing effort to fully engage the latch.
3. The striker plate weld nuts (1) are welded in place. Using a soft marker, mark around the striker (2) for reference of the original position. Loosen the striker screws just
enough to allow the movement of the door striker and shims if equipped.
4. Adjust the door striker up or down and inboard or outboard as required.

5. Move the striker to eliminate drag on the striker and door latch and to achieve proper door position within door opening. Start with up/down position, then position the
striker to achieve proper alignment to the door opening. Set the in/out adjustment for proper door seal engagement ensuring that the door closing efforts are correct.
Tighten
22 N·m (16 lb ft).
6. Adjust the striker and add spacers as required.

8. Close the door.


Volt

Front Side Door Lock Striker Replacement

Front Door Lock Striker Screws (Qty: 2)

1
Tighten
22 N·m (16 lb ft)
Front Door Lock Striker
2 Procedure
Ensure the alignment of the striker. Refer to Front Side Door Lock Striker Adjustment .


Volt

Tailgate Latch Striker Replacement

Remove the rear end trim finish panel. Refer to Rear End Trim Finish Panel Replacement .
Tailgate Latch Striker Bolt (Qty: 2)
Procedure
1
Mark the location of the striker with a grease pencil to ensure proper alignment during installation.
Tighten
25 N·m (18 lb ft)
Tailgate Latch Striker
2 Procedure
Adjust the tailgate if needed. Refer to Tailgate Adjustment .


Volt

Rear Side Door Lock Striker Adjustment
Note: To determine if the striker adjustment is required, proceed as follows.
1. Ensure that the door is properly aligned with the door opening before proceeding with the striker adjustment.
2. Open and close the door on the striker (2). Note if the door drags on the striker causing the door to move upward or downward upon contact with the striker. Also note
the closing effort to fully engage the latch.
3. The striker plate weld nuts (1) are welded in place. Using a soft marker, mark around the striker (2) for reference of the original position. Loosen the striker screws just
enough to allow the movement of the door striker and shims if equipped.
4. Adjust the door striker up or down and inboard or outboard as required.

5. Move the striker to eliminate drag on the striker and door latch and to achieve proper door position within door opening. Start with up/down position, then position the
striker to achieve proper alignment to the door opening. Set the in/out adjustment for proper door seal engagement ensuring that the door closing efforts are correct.
6. Adjust the striker and add spacers as required.
Tighten
Tighten the screws to 24 N·m (18 lb ft).

8. Close the door.


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Rear Side Door Lock Striker Replacement

Rear Side Door Lock Striker Screws (Qty: 2)

1
Tighten
22 N·m (16 lb ft)
Rear Side Door Lock Striker
2 Procedure
Ensure the alignment of the striker. Refer to Rear Side Door Lock Striker Adjustment .


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Rear Compartment Lid and Fuel Filler Door Release Switch Replacement

Remove the fuel tank filler door lock actuator. Refer to Fuel Tank Filler Door Lock Actuator Replacement .
Rear Compartment Lid and Fuel Filler Door Release Switch
Procedure
1
1. Disconnect the release switch electrical harness from the fuel tank filler pipe.
2. Remove the release switch from the housing by lifting up and out.


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Opening the Fuel Tank Filler Door when the Door Lock Malfunctions
1. Remove the right rear wheelhouse panel liner. Refer to Rear Wheelhouse Panel Liner Replacement .
2. Reach in behind the fuel filler pipe housing and manually slide the actuator rod forward, using light pressure, to override the actuator to release the fuel tank filler door.


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Fuel Tank Filler Door Lock Release Switch Replacement

Remove the driver door trim panel. Refer to Front Side Door Trim Replacement
Fuel Tank Filler Door Lock Release Switch
Procedure
1
1. Push in on the integral tabs from the inside of the door trim panel. Push outward to release the switch from the door trim panel.


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Charger Door Release Switch Replacement

Remove the driver door trim panel. Refer to Front Side Door Trim Replacement
Charger Door Release Switch
Procedure
1
1. Push in on the integral tabs from the inside of the door trim panel. Push outward to release the switch from the door trim panel.


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Tailgate Release Switch Replacement

Remove the tailgate lower trim finish panel. Refer to Tailgate Lower Trim Finish Panel Replacement .
Tailgate Release Switch Screw
Procedure
1
Open the screw cover caps.
Tighten
10 N·m (89 lb in)
Tailgate Release Switch
2 Procedure


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Charge Port System Components
The charge port system consists of the following components:
• Charge port door release switch

• Charge port door position sensor
• Charge port door motor
• Charge port door relay
• Hybrid powertrain control module 2
Charge System Overview
This alternative propulsion vehicle has the ability to store electrical energy from an electrical outlet, using a high voltage onboard charger, in a Rechargeable Energy Storage
System (RESS). An RESS has a larger capacity than other alternative propulsion vehicle's Energy Storage System (ESS) allowing this vehicle to have fuel economy gains
over their ESS equipped counterparts. Fuel economy gains are only realized when the customer uses the plug-in charging function; however, the customer is not required to
use this feature for the vehicle to function. It continues to operate as an Extended Range Electric Vehicle if this functionality is not exercised.
The purpose of the plug in charging function is to provide the operator a means to charge their vehicle's RESS. This function is designed to safely transfer energy from the
electrical power grid in order to complete a charge process in a time period not to exceed 12 hours.
Charge Port System Operation
High Voltage Battery Charging is initiated when the operator has completed all of the following steps:
• Transmission Shift Lever Position is in PARK

• Ignition Switch (Key) is in OFF position
• Pressing the charge port door release switch
• Opening the charge port door
• Charging cord has been plugged into a powered wall outlet
• Charging cord has been connected to the vehicle
door release switch is pressed, the switch contact closes and provides B+ voltage to the two signal circuits. The hybrid powertrain control module 2 detects the voltage on the
signal circuits and provides a 12 V pulse to the charge port relay, the relay briefly becomes energised which then allows B+ voltage to the charge port door latch which
activates and releases the charge port door.
Charge Port Ajar Message
When the ignition is ON, the hybrid powertrain control module 2 supplies a 5V signal to the charge port door position switch through the charge port door sensor signal circuit.
The charge port door position switch contains a resistor ladder interface for switch position between two resistors for sensing used by the hybrid powertrain control module 2
to determine if the charge port door is in the open position or the closed position. The hybrid powertrain control module 2 sends a serial data message to the driver
information centre in the instrument panel cluster to display the Charge Door Open message.


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Door Ajar Indicator System Components
The door ajar indicator system consists of the following components:

• Instrument cluster
• Driver door latch
• Passenger door latch
• Left rear door latch
• Right rear door latch
• Driver window motor
• Passenger window switch
• Left rear window switch
• Right rear window switch
Driver Door Ajar
The driver window motor supplies a 12 volt signal to the door ajar switch within the door latch, when the driver door is open the door ajar switch closes pulling the 12 volts
signal low. When the driver window motor detects the drop in the 12 volt signal circuit, it will then communicate this status to the BCM via local interconnect network (LIN) bus.
The BCM communicates with the instrument cluster via serial data message. The instrument panel cluster, upon receipt of this serial data message, will illuminate the driver
door ajar indicator and also send a serial data message to the radio to activate the door ajar audible warning when the vehicle speed is greater then 8 km/h (5 MPH).
All Passenger Doors Ajar
The passenger window motor, the left rear window switch and right rear window switches each supplies a 12 volt signal to their respective door ajar switch within the door
latch, when the a door is open the door ajar switch closes pulling the 12 volts signal low. When the passenger window motor, the left rear window switch or right rear window
detects the drop in the 12 volt signal circuit, it will then communicate this status to the BCM via local interconnect network (LIN) bus. The BCM communicates with the
instrument cluster via serial data message. The instrument panel cluster, upon receipt of this serial data message, will illuminate the appropriate door ajar indicator and also
send a serial data message to the radio to activate the door ajar audible warning when the vehicle speed is greater then 8 km/h (5 MPH).

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Refuelling System Components
The refuelling system consists of the following components:
• Refuel request switch

• Fuel door position sensor
• Fuel door latch
Refuelling System Overview
To effectively manage evaporative fuel emissions, hybrid vehicles with extended electrical range capability must be equipped with a "pressurised" fuel system that can be
sealed from atmosphere when the internal combustion engine is not operating.
When the fuel system is sealed, the internal pressure will vary with changes in temperature, such as the natural variation in ambient temperature that occurs throughout the
day. To maintain evaporative emissions compliance, vehicle refuelling can only be permitted once the fuel system has been adequately vented to atmosphere through the
carbon canister. The Refuelling Management feature described in this document provides the necessary means to regulate customer access to the fuel cap and manage
venting of the fuel system in order to facilitate vehicle refuelling without compromising evaporative emissions compliance.
Refuelling System Operation
When the refuel request switch is pressed, a 5 V signal is sent to the hybrid powertrain control module 2 which will then command the fuel system to vent and will send a
serial data message to the driver information centre to display the Wait To Refuel message.
After the system has been vented, the hybrid powertrain control module 2 will send a command to unlock the fuel filler door and will send a serial data message to the driver
information centre to display the Ready To Refuel message. After the vehicle has been refueled, the hybrid powertrain control module 2 will send a serial data message to the
driver information centre to display the Close Fuel Door message until the fuel filler door is closed. The hybrid powertrain control module 2 will then command the fuel filler
door to lock 5 seconds after the fuel filler door is closed or the vehicle speed exceeds 40 km/h (25 mph).

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Tailgate Ajar Indicator Description and Operation

Hatch Open Indicator
The body control module (BCM) monitors the voltage level of the rear hatch ajar signal circuit which is normally at the system voltage when the hatch is closed. When the
hatch is ajar or open, a switch within the rear hatch latch closes providing a path to ground for the hatch ajar signal circuit. The voltage within the signal circuit will then drop to
0 volts, the BCM will then detect the voltage drop and will send a serial data message to the instrument panel cluster (IPC). The IPC will then display an icon of the vehicle
with the hatch open.


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Door Lock System Components
The power door lock system consists of the following components:
• Central door lock switch (located with the radio/HVAC controls)
• Rear window/door lockout switch (located on the driver window switch)
• Driver door latch
• Passenger door latch
• Left rear door latch
• Right rear door latch
• Door lock security PCB relay
Door Lock and Unlock Operation
When a door lock switch is activated in the lock or unlock position the BCM will receive a ground signal on either the door lock switch lock or unlock signal circuits.
The BCM, upon receipt of a lock switch lock or unlock signal, will supply battery voltage to the door lock actuator lock or unlock control circuits. Since the opposite side of the
lock actuator is connected to ground through the other lock actuator control circuit, the doors will then lock or unlock as commanded.
The following three circuits are used to operate the lock:
• Driver door unlock

• Passenger door unlock
• All door lock
The driver door lock actuator is isolated so it can be unlocked by itself using the keyless entry transmitter.
Child Door Lockout Operation
The operator has the option to disable the interior rear door handles to prevent the unauthorised opening of the rear door doors while still retaining normal driver and
passenger door handle functions. The driver door window switch has a lockout switch that will disable the interior rear door handles and the rear window switches. The rear
door latches contain switches that are open when the rear doors are unlocked and closed when the rear doors are locked. The operator will first lock all the doors by pressing
the central door lock switch. When the lockout switch is pressed, the BCM will confirm that the rear doors have been locked, if the rear doors are locked the BCM will then
command the child lockout latches. The driver and passenger doors will still function normally by pressing the central door lock switch which will unlock the doors but the child
lockout latches will continue to disable the interior rear door handles. Pressing the lockout switch again will signal a command to the BCM to unlatch the rear doors, restore
normal interior rear door handle functions and restore normal function of the rear window switches. If the lockout indicator flashes while trying to lockout the rear door handles
means one or both rear door latches are not locked and the child lockout system will not function.


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Rear Hatch Release System Components
• Tailgate Latch

• Tailgate Release Switch
• Tailgate Relay
• Body Control Module
• 15 A Fuse
Rear Hatch Release Operation
The rear hatch can be released by placing the transaxle in park, unlocking all the doors and then pressing the touchpad located at the rear of the vehicle above the number
plate.
Pressing the touchpad closes a contact providing a ground for the rear closure handle switch open signal circuit. The body control module (BCM) will detect the voltage drop
and will pulse 12 V to one side of the relay coil and provide a ground for the other side of the relay coil, this will briefly energise the tailgate relay closing the switch contacts
and provide B+ voltage to the tailgate latch. When the doors are locked, the BCM will disable the rear hatch release system by ignoring the tailgate release switch input
command and not providing 12 V for the tailgate relay.


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Specification
Windscreen Washer Solvent Container Nut 9 N·m 80 lb in
Windscreen Wiper Arm Nut 42 N·m 31 lb ft
Windscreen Wiper Motor to Transmission Bolt 9 N·m 80 lb in
Windscreen Wiper Transmission Bolt 9 N·m 80 lb in


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Windscreen Wiper/Washer
| |
G103, G104 and G105

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DTC B371A
DTC Descriptor
DTC B371A 39: Windscreen Wiper Motor Internal Malfunction
B+ voltage and ground are supplied to the windscreen wiper motor. Whenever the ignition is ON or in accessory position, the body control module (BCM) sends the
wiper/washer switch status through the LIN communication bus. If a fault occurs at any time in the windscreen wiper motor, the BCM will set the DTC.
The 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.
The BCM receives an invalid signal from the windscreen wiper motor.
The module refuses all additional inputs.

A current DTC clears when the diagnostic runs and passes.
Diagnostic Aids
Diagnose any communication DTCs (U-Codes) before attempting any diagnosis.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
If DTC B371A is set, replace the M75 windscreen wiper motor.
Repair Instructions


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DTC B3873
DTC Descriptors
DTC B3873 01: Front Washer Relay Circuit Short to Battery
DTC B3873 02: Front Washer Relay Circuit Short to Ground
DTC B3873 04: Front Washer Relay Circuit Open

Windscreen Washer Switch Signal 2 1 1 --
Windscreen Washer Fluid Pump Control 1 1 2 --
Windscreen Washer Relay Control B3873 02 1 2 -
Windscreen Washer Fluid Pump Ground -- 1 1 --
1. Front Washer Inoperative
2. Front Washer Always ON
The body control module (BCM) controls the windscreen washer fluid pump based on an input from the indicator/multifunction switch. The BCM monitors the washer switch
through the windscreen washer switch signal circuit. When the wash switch is closed, ground is supplied to the front washer switch signal circuit. When this is the case, the
BCM will command the windscreen washer fluid pump and the low speed wipers on.
• Vehicle in Service Mode

• The system voltage is between 9–16 V.
• A short to ground or an open/high resistance is detected in the windscreen washer relay control circuit.
• A short to voltage is detected in the windscreen washer relay control circuit.
Washer operation is suspended.
A current DTC clears when the diagnostic runs and passes.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, Retained Accessory Power OFF, disconnect the harness connector X4 at the K9 Body Control Module.
2. Test for 120-160 Ω between control terminal 14 and ground.
If less than the specified value, test the control circuit for a short to ground. If the circuit tests normal, replace the X50A under-bonnet fuse block.
If greater than the specified value, test the control circuit for an open/high resistance or a short to voltage. If the circuit tests normal, replace the X50A under-bonnet
fuse block.
3. If all circuits test normal, test or replace the K9 Body Control Module.
Repair Instructions
• Windscreen Washer Pump Replacement

• Control Module References for BCM replacement, setup and programming


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Symptoms - Wiper/Washer Systems

Note: The following steps must be completed before using the symptom tables:
1. Perform Diagnostic System Check - Vehicle , in order to verify that all of the following conditions are true:
• No DTCs are set.
2. Refer to Wiper/Washer System Description and Operation in order to familiarise yourself with the system functions.
• Inspect for aftermarket devices which may affect the operation of the windscreen wiper/washer system. Refer to Checking Aftermarket Accessories .
• Inspect the washer fluid reservoir for the proper fluid level.
Intermittent
Symptom List
• Windscreen Wiper System Malfunction

• Washer Malfunction


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Windscreen Wiper System Malfunction


Windscreen Wiper Motor B+ 1 1 -- --
Windscreen Wiper Motor LIN 1 Bus Signal U1515, 1 U15175, 1 U1515, 1 B371A
Windscreen Wiper Motor Ground -- 1 1 --
12V Reference Voltage Right Steering Wheel Switch S70R 2 -- -- --
1. Wiper Motor Inoperative
2. Wipers Always ON
The Body Control Module (BCM) controls the wiper motor based on input from the windscreen wiper/washer switch. The BCM monitors the wiper/washer switch through two
separate signal circuits and a ground circuit. The windscreen wiper switch high signal circuit is used to determine high speed wiper operation, the windscreen wiper switch low
signal is used to determine low speed, intermittent, and mist operation through the use of a resistor ladder, and the windscreen washer switch signal circuit is used to
determine washer operation. The BCM controls the windscreen wiper motor low, high, and intermittent operations through a serial data Local Interconnect Network 1 (LIN)
Bus control circuit.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, S82 Windscreen Wiper/Washer Switch in the OFF position, verify the scan tool Windscreen Washer Switch parameter is INACTIVE.
If not the specified value, refer to Washer Malfunction .
2. S82 Windscreen Wiper/Washer Switch in the OFF position, verify the scan tool Windscreen Wiper Switch parameter is OFF.
If not the specified value, refer to Windscreen Wiper/Washer Switch Circuit Test.
3. S82 Windscreen Wiper/Washer Switch in the OFF position, verify the scan tool Windscreen Wiper High Speed Switch parameter is INACTIVE.
4. S82 Windscreen Wiper/Washer Switch in the LOW position, verify the scan tool Windscreen Wiper Switch parameter is LOW.
5. S82 Windscreen Wiper/Washer Switch in the HIGH position, verify the scan tool Windscreen Wiper High Speed Switch parameter is ACTIVE.
6. S82 Windscreen Wiper/Washer Switch in the INT position, cycling the delay adjustment switch from long delay to short delay, observe the scan tool Windscreen Wiper
Switch parameter while cycling the delay adjustment switch from long delay to short delay. The parameter should cycle between Delay 1 through Delay 5 as each delay
position is selected.
Windscreen Wiper/Washer Switch Circuit Test
1. Vehicle OFF, Retained Accessory Power OFF, disconnect the X1 harness connector at the S82 Windscreen Wiper/Washer Switch.
2. Verify a test lamp illuminates between terminal 2 and B+.
If the test lamp does not illuminate, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the K9 BCM.
3. Vehicle in Service Mode, test for 9-11 V between the signal circuit terminal 3 and ground.
If greater than the specified value, test the signal circuit for a short to voltage. If the circuit tests normal, replace the K9 BCM.
4. Test for B+ between the signal circuit terminal 1 and ground.
5. Disconnect the X3 harness connector at the K9 BCM.
6. Test for less than 1 V between terminal 20 and ground.
If greater than the specified value, test for a short to voltage.
7. Vehicle OFF, disconnect the harness connector at the S70R steering wheel control switch - right.
8. Vehicle in Service Mode, test for B+ between the voltage reference circuit terminal 1 and ground.
If less than the specified value, test the voltage reference circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K9 BCM.
9. If all circuits test normal, test or replace the S82 Windscreen Wiper/Washer Switch.
Repair Instructions
• Windscreen Wiper Motor Replacement

• Windscreen Wiper and Washer Switch Replacement
• Control Module References for BCM replacement, setup, and programming


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Washer Malfunction

Windscreen Washer Switch Signal 2 1 1 --
Washer Fluid Level Switch Signal 4 3 3 --
Windscreen Washer Fluid Pump Control 1 1 2 --
Windscreen Washer Relay Control B3873 02 1 2 --
Washer Fluid Level Switch Ground -- 3 -- -
Windscreen Washer Fluid Pump Ground -- 1 -- --
1. Front Washer Inoperative.
2. Front Washer Always ON.
3. Washer Fluid Level Indicator Inoperative.
4. Washer Fluid Level Indicator Always ON.
The body control module (BCM) controls the windscreen washer fluid pump based on an input from the wiper/washer switch. The BCM monitors the washer switch through
the windscreen washer switch signal circuit. When the wash switch is closed, ground is supplied to the windscreen washer switch signal circuit. When this is the case, the
BCM will command the windscreen washer fluid pump and the low speed wipers on.
On some vehicles, warning information (wash fluid low) will be conveyed via the GMLAN to the controls and displays subsystem (responsible for display). This subsystem will
provide visual feedback to the customer while in the RUN power mode.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool Windscreen Washer Switch parameter while pressing and releasing the S82 Windscreen Wiper/Washer Switch. The
parameter should change between INACTIVE and ACTIVE.
If the reading does not change between INACTIVE and ACTIVE, refer to Windscreen Washer Switch Circuit Test.
2. Command the Windscreen Washer Relay Command ON and OFF with a scan tool. The windscreen washers should turn ON and OFF when changing between the
commanded states.
If the windscreen washers do not turn ON and OFF, refer to Washer Pump Circut Test
3. Verify the washer fluid level is above the minimum level.
If not above the minimum level, fill the reservoir and inspect for leaks. If the low washer fluid indicator is still ON, refer to Low Washer Fluid Indicator Test.
Note: You must perform the Circuit/System Verification before proceeding with Circuit/System Testing.
Windscreen Washer Switch Circuit Test
1. Vehicle OFF, disconnect the harness connector at the S82 Windscreen Wiper/Washer Switch.
2. Verify that a test lamp illuminates between low reference circuit terminal 2 and B+.
If the test lamp does not illuminate, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the K9 BCM.
3. Vehicle in Service Mode, verify the scan tool Windscreen Washer Switch parameter is INACTIVE.
4. Install a 3 A fused jumper wire between the signal circuit terminal 5 and ground. Verify the scan tool Windscreen Washer Switch parameter is ACTIVE.
5. If all circuits test normal, test or replace the S82 windscreen wiper/washer switch.
Washer Pump Circuit Test
1. Vehicle OFF, disconnect the X1 harness connector at the X50A under-bonnet fuse block.
2. Connect a test lamp between the control circut terminal 35 and ground.
3. Vehicle in Service Mode, command the Windscreen Washer Relay Command ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing
If the test lamp is always OFF, test the control circuit for a short to ground or open/high resistance. If the circuit tests normal, replace the K9 BCM.
4. Vehicle OFF, connect the X1 harness at the X50A under-bonnet fuse block and disconnect the harness connector at the G24 Windscreen Washer Pump.
6. Connect a test lamp between control circuit terminal 1 and ground.
7. Vehicle in Service Mode, command the Windscreen Washer Relay Command On and OFF with a scan tool. The test lamp should turn ON and OFF when changing
If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests normal, replace the X50A underbonnet fuse block.
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 X50A underbonnet fuse
block.
8. If all circuits test normal, test or replace the G24 Windscreen Washer Pump.
Low Washer Fluid Indicator Malfunction
1. Vehicle OFF, disconnect the harness connector at the B118B windscreen washer fluid level sensor.
2. Test for less than 5 Ω between the ground terminal 2 and ground.
3. Vehicle in Service Mode, verify the scan tool Washer Fluid Level Switch parameter is OFF.
If not the specified value, test the signal circuit terminal 1 for a short to ground. If the circuit tests normal, replace the P16 instrument cluster.
4. Install a 3 A fused jumper wire between the signal circuit terminal 1 and ground. Verify the scan tool Washer Fluid Level Switch parameter is ON.
If not the specified value, test the signal circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the P16 instrument cluster.
5. If all circuits test normal, test or replace the B118B windscreen washer fluid level sensor.
Component Testing
Washer Switch Test
1. Vehicle OFF, disconnect the harness connector at the S82 Windscreen Wiper/Washer Switch.
2. Test for less than 5 Ω between the switch terminals 2 and 5 while activating the washer function.
If not the specified value, replace the S82 Windscreen Wiper/Washer Switch.
Washer Pump Test
1. Vehicle OFF, disconnect the harness connector at the G24 Windscreen Washer Pump.
2. Install a 10A fused jumper wire between the control terminal 1 and 12V. Install a jumper wire between the ground terminal 2 and ground.
3. Verify the G24 Windscreen Washer Pump is activated.
If the G24 Windscreen Washer Pump does not activate, replace the G24 Windscreen Washer Pump.
Relay Test
1. Vehicle OFF, Retained Accessory Power OFF, disconnect the harness connector X4 at the K9 Body Control Module.
2. Test for 120-160 Ω between the control circuit terminal 14 and ground.
If less than the specified value, test the control circuit for a short to ground.
If greater than the specified value, test the control circuit for an open/high resistance or a short to voltage.
3. If all circuits test normal, test or replace the K9 Body Control Module.
Low Washer Fluid Switch Test
1. Vehicle OFF, remove the B118B Windscreen Washer Fluid Level Switch.

2. B118B Windscreen Washer Fluid Level Switch open, test for infinite resistance between the signal circuit terminal 1 and the ground terminal 2.
If not the specified value, replace the B118B Windscreen Washer Fluid Level Switch.
3. B118B Windscreen Washer Fluid Level Switch closed, test for less than 5 Ω between the signal circuit terminal 1 and the ground terminal 2.
If not the specified range, replace the B118B Windshield Washer Fluid Level Switch.
Repair Instructions
• Windscreen Wiper and Washer Switch Replacement
• Windscreen Washer Pump Replacement
• Control Module References for BCM replacement, setup, and programming


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Wiper Blade Element Check
1. Remove the wiper blade from the wiper arm. Refer to Windscreen Wiper Blade Replacement : Passenger → Driver .
2. Look down the entire length of the blade element.
3. The rubber part of the element (2) that contacts the window must be on the centre line of the blade plus or minus 15 degrees (1).
4. Replace the blade element (2) if the element exceeds 15 degrees from the centre line of the blade, or if the element is cracked or torn. Refer to Windscreen Wiper Blade
Replacement : Passenger → Driver
5. Install the wiper blade onto the windscreen wiper arm.


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Windscreen Wiper and Washer Switch Replacement

Remove the upper trim cover and the lower trim cover from the steering column. Refer to Steering Column Lower Trim Cover Replacement .
Windscreen Wiper and Washer Switch
Procedure
1
1. Disconnect any electrical connectors as necessary.
2. Release the plastic retaining tabs and remove the windscreen wiper and washer switch from the indicator switch bracket.


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Windscreen Washer Nozzle Replacement

1. Open and suitably support the bonnet assembly.

2. Remove the bonnet insulator. Refer to Bonnet Insulator Replacement : Volt → Ampera .
3. Disconnect the windscreen washer pump hose from the washer nozzle being serviced.
Windscreen Washer Nozzle
Procedure
1
1. Pinch the windscreen washer nozzle tabs and push the nozzle upward and outward from the bonnet assembly.
2. Remove the windscreen washer nozzle.


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Windscreen Washer Pump Hose Replacement

2. Place a suitable clean container under the windscreen washer container before disconnecting the washer pump hose from the washer pump spout.
3. Disengage the washer hose from the front side of the windscreen washer solvent container.
4. Remove the bonnet insulator. Refer to Bonnet Insulator Replacement : Volt → Ampera .
5. Remove the left side front compartment side sight shield. Refer to Front Compartment Side Sight Shield Replacement : Volt → Ampera .
Windscreen Washer Pump Hose
Procedure
1 1. Disconnect two washer hose retainers from the front wheelhouse panel inner front brace.
2. Disconnect the washer hose retainer from the bonnet hinge.
3. Disconnect the two washer hose retainers from the bonnet inner panel.
4. Disconnect the washer hose from both windscreen washer nozzles.
5. Carefully pull and remove the washer hose from the engine compartment.


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Windscreen Washer Solvent Container Filler Tube Replacement


2. Remove the front compartment sight shield. Refer to Front Compartment Front Sight Shield Replacement : Volt → Ampera .
Windscreen Washer Solvent Container Filler Tube
1 Procedure
Pull upward on the filler tube in order to disconnect the filler tube from the windscreen washer solvent container grommet.


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Windscreen Washer Solvent Container Grommet Replacement

1. Open and suitably support the bonnet.

2. Remove the front compartment front sight shield. Refer to Front Compartment Front Sight Shield Replacement : Volt → Ampera .
3. Remove the windscreen washer solvent container filler tube. Refer to Windscreen Washer Solvent Container Filler Tube Replacement .
Windscreen Washer Solvent Container Grommet
Procedure
1 1. Carefully squeeze the grommet while using a flat-bladed tool to pry upward under the edge of the grommet.
2. When installing a new grommet, use full strength windscreen washer fluid as a lubricant on the grommet.
3. Place the grommet to the windscreen washer solvent container.
4. Use the palm of the hand to seat the grommet into the windscreen washer solvent container.


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Windscreen Washer Solvent Container Replacement

2. Remove the windscreen washer container filler tube. Refer to Windscreen Washer Solvent Container Filler Tube Replacement .
3. Disconnect the electrical connectors to the washer pump and level sensor.
Windscreen Washer Solvent Container Nut (Qty: 4)

1
Tighten
9 N·m (80 lb in)
Electronic Control Module Bracket
2 Tip
Reposition the electronic control module (ECM) bracket in order to remove the windscreen washer solvent container from the mounting studs. Refer to Engine
Control Module Bracket Replacement .
Windscreen Washer Pump Hose
Procedure
3
Disconnect the windscreen washer pump hose from the washer pump spout and disengage the washer hose from the side of the windscreen washer solvent
container.
Windscreen Washer Solvent Container
Procedure
4 1. Remove the container and drain into a suitable clean container.

2. Transfer the windscreen washer pump.
3. Transfer the level sensor.
4. Re-fill the washer container with clean washer solvent once the installation has been completed.


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Windscreen Washer Pump Replacement

2. Place a clean suitable drain pan under the windscreen washer solvent container to contain any lost windscreen washer solvent.
Windscreen Washer Pump
Procedure
1 1. Disconnect the electrical connector for the windscreen washer pump.

2. Disconnect the windscreen washer pump hose.
3. Using two flat-bladed tools underneath the washer pump grommet, turn the flat-blades in opposite directions to disengage the washer pump from the washer
pump grommet.
4. Remove the washer pump grommet and discard.


Volt

Windscreen Washer Solvent Level Sensor Replacement

1. Remove the left front wheelhouse front liner. Refer to Front Wheelhouse Front Liner Replacement .
2. Disconnect the electrical connector from the windscreen washer level sensor.
3. Place a clean suitable drain pan under the windscreen washer solvent container to secure the windscreen washer solvent when the level sensor and seal are removed.
Windscreen Washer Solvent Level Sensor
Procedure
1
1. Using two flat-bladed tool, place the ends of the flat-blades under each side of the windscreen washer solvent level sensor seal.
2. Twisting in opposite directions, pry outward, the level sensor from the washer solvent container.
3. Remove and discard the windscreen washer level sensor grommet.


Volt

Plenum Upper Panel Insulator Replacement

Remove the front suspension strut housing support. Refer to Front Suspension Strut Housing Brace Replacement .
Plenum Upper Panel Insulator Cover
1 Procedure
Remove the plenum upper panel insulator cover from the plenum lower flange.


Volt

Plenum Drain Tube Replacement


2. Remove the front suspension strut housing brace. Refer to Front Suspension Strut Housing Brace Replacement .
4. Remove the heater coolant heater. Refer to Heater Coolant Heater Replacement .
Plenum Drain Tube Nut

1
Procedure
Remove the nut from the master wiring electrical harness to the plenum drain tube tab and remove the tab from the auxiliary heater stud.
Plenum Drain Tube
Procedure
2
1. Disconnect the plenum drain tube from under the dash outer panel insulator.
2. Remove the plenum drain tube from the bottom front side of the dash panel outer insulator.
3. Pull the plenum drain tube upward and outward from the engine compartment side.


Volt

Air Inlet Grille Panel Replacement

1. Remove the windscreen wiper arms. Refer to Windscreen Wiper Arm Replacement : Passenger → Driver .
2. Remove the air inlet grille panel extensions. Refer to Air Inlet Grille Panel Extension Replacement .
3. Remove the bonnet rear weatherstrip. Refer to Bonnet Rear Weatherstrip Replacement : Volt → Ampera .
1 Air Inlet Grille Panel Push-In Retainer (Qty: 6)
Air Inlet Grille Panel
Procedure
2
1. Lift the forward edge grille panel high enough to clear the windscreen wiper transmission pivot shafts.
2. Use an appropriate plastic flat-bladed tool to release and remove the panel perpendicular from the lower retainers below the windscreen.
3. Remove the grille panel forward and out from the vehicle.


Volt

Air Inlet Grille Panel Extension Replacement

Air Inlet Grille Panel Extension
1 Procedure
Grasp the extension and disengage the tabs from the rear edge of the bumper and rear edge of the air inlet panel.


Volt

Windscreen Wiper Arm Replacement - Driver


Windscreen Wiper Arm Finish Cap
1
Tip
Use a small flat-bladed tool in order to remove the cap from the wiper arm.
Windscreen Wiper Arm Nut

2
Tighten
42 N·m (31 lb ft)
Windscreen Wiper Arm Assembly
Procedure
1. When the wiper arm is removed from the pivot shaft, clean the pivot shaft knurls with a soft wire brush.
3 2. Grasp the rear of the wiper arm, place the arm over the pivot shaft.
3. Align the tip of the wiper blade to the small transparent circle in the lower centre windscreen blackout area.
4. Hold the wiper arm in that position.
5. Install the windscreen wiper arm nut.
6. Hold the windscreen wiper arm in position and torque the wiper arm nut as specified above.
7. Cycle the wiper arm with a spray of solvent, PARK the wiper arms and re-check the alignment of the wiper blade tip to the windscreen transparent circle.


Volt

Windscreen Wiper Arm Replacement - Passenger


Windscreen Wiper Arm Finish Cap
1
Tip
Use a small flat-bladed tool in order to remove the cap from the wiper arm.
Windscreen Wiper Arm Nut

2
Tighten
42 N·m (31 lb ft)
Windscreen Wiper Arm Assembly
Procedure
1. When the wiper arm is removed from the pivot shaft, clean the pivot shaft knurls with a soft wire brush.
3 2. Grasp the rear of the wiper arm, place the arm over the pivot shaft.
3. Align the tip of the wiper blade to the small transparent circle in the lower centre windscreen blackout area.
4. Hold the wiper arm in that position.
5. Install the windscreen wiper arm nut.
6. Hold the windscreen wiper arm in position and torque the wiper arm nut as specified above.
7. Cycle the wiper arm with a spray of solvent, PARK the wiper arms and re-check the alignment of the wiper blade tip to the windscreen transparent circle.


Volt

Windscreen Wiper Blade Replacement - Driver

Windscreen Wiper Blade
Procedure
1
1. Lift the windscreen wiper arm from the windscreen.
2. Depress the small square tab on the topside of the wiper arm.
3. Rotate the blade downward and slide the wiper blade from the wiper arm.


Volt

Windscreen Wiper Blade Replacement - Passenger

Windshield Wiper Blade
Procedure
1
1. Lift the windscreen wiper arm from the windscreen.
2. Depress the small square tab on the topside of the wiper arm.
3. Rotate the blade downward and slide the wiper blade from the wiper arm.


Volt


Remove the windscreen wiper transmission. Refer to Windscreen Wiper Motor Replacement .
Crank Arm Nut
1 Procedure
Separate the windscreen wiper motor crank arm from the wiper motor pivot shaft.
Windscreen Wiper Motor Bolt (Qty: 3)

2
Tighten
9 N·m (80 lb in)
3 Windscreen Wiper Motor


Volt



Windscreen Wiper Module Bolt (Qty: 3)

1
Tighten
9 N·m (80 lb in)
Windscreen Wiper Transmission Assembly
Procedure
2 1. Lift the front edge of the assembly and pull slightly forward in order to disengage the centre support from the backside of the plenum.
2. Disconnect the electrical connection from the windscreen wiper motor.
3. Remove the transmission assembly from the plenum.
4. Remove the windscreen wiper motor. Refer to Windscreen Wiper Motor Replacement .


Volt

Windscreen Glass Cleaning

Clean the windscreen with windscreen cleaner. Refer to the electronic parts catalog or use equivalent cleaner. The cleaner should not harm the paint finish or scratch the
glass. The glass is clean when the water no longer beads, but sheets across the entire glass surface.


Volt

Wiper Blade Element Cleaning

Lift each blade assembly off of the windscreen and clean the element with a cloth saturated with full strength washer solvent. Hold the blade in one hand and wipe the element
with the saturated cloth until the black residue disappears. Then rinse the blade assembly elements with clean drinkable water.


Volt

Wiper Chatter Repair

Some vehicles may exhibit a condition where the windscreen wipers chatter and/or wipe unevenly. Several items may contribute to this condition. To completely repair this
condition, ALL of the items listed should be inspected and corrected as necessary.
1. Inspect the wiper blade element set. Refer to Wiper Blade Element Check
2. Clean the wiper blade elements. Refer to Wiper Blade Element Cleaning
3. Clean the windscreen. Refer to Windscreen Glass Cleaning


Volt


Wiper/Washer System Components
The wiper/washer system consists of the following electrical components:
• Windscreen Washer Pump Relay

• Windscreen Washer Fluid Pump
• Windscreen Wiper Motor
• Window Wiper/Washer Switch
• Windscreen Wiper Motor Fuse
• Windscreen Washer Fluid Pump Fuse
• Body Control Module (BCM)
• Windscreen Washer Fluid Level Switch
Windscreen Wiper System
On Wiper System Smart equipped vehicles, the body control module (BCM) will command front wiper operations via local interconnect network (LIN) serial data
communications instead of via ON/OFF and HIGH/LOW Wiper Motor Relay Drive Outputs. In front wiper systems using the Wiper System Smart - Single configuration, the
Driver's side and Passenger's side Wiper Arm are connected by a mechanical linkage with a single integrated Front Wiper Motor/Controller operating them. The Front Wiper
Motor/Controller contains the necessary electronics, motor, and position sensors to execute front wiper commands from the Body Control Module. These internal electronics
are integrated into the cover of the wiper motor gear housing and are not considered a serviceable item. The Front Wiper Motor/Controller wipes the front windscreen by
controlling the up and down wiper arm movement by the use of a reversing motor and an internal position sensor. The sensor keeps track of the gear wheel position and when
the Controller determines that the wiper arms are at a position to reverse direction, it reverses the motor supply voltage by use of its internal motor control circuitry. The
interface between the BCM and the Front Wiper Motor/Controller utilises a Master/Slave configuration using a LIN serial data system for communication. The BCM is
designated as the master, and the Front Wiper Motor/Controller is configured as the slave. As the System Master, the BCM uses the LIN communication bus to command
Front Wiper operation, and communicate vehicle information to the Wiper Motor controller. The Front Wiper Motor/Controller provides system status and diagnostic
information to the BCM for diagnostic reporting and operational purposes. The Body Control Module (BCM) also provides a hardwired redundant output that switches Battery
power to the Wiper Motor upon activation of its low assertion High Speed Wiper Switch input. The BCM will do this, even if the module has lost all microprocessor control. The
Front Wiper Motor/Controller gives priority to its LIN input over this Redundant Control Input, however, in the event that LIN communications are lost between the BCM and
the Front Wiper Motor/Controller this redundant signal is used to command the required fail-soft wiper actions including Power Mode. While under Redundant Input control the
Front Wiper Motor/Controller shall provide Continuous Low Speed Wiper operation when the input is Active, and will park the Wipers and go to Low Power Mode when the
Redundant Input is Inactive.
While the Front Wiper Switch is either held in the MIST position (momentary contact switch) or is in its LOW position (latching switch), the BCM provides continuous Low
Speed Wiper operation by commanding uninterrupted Low Speed Wiper operation by setting the transmitted LIN signal to Low Speed Wipe.
The BCM shall command the Wiper System Smart to perform Intermittent Wipes as follows:
1. Perform one immediate wipe by issuing a LIN signal set to Low Wipes. The Front Wiper Motor/Controller shall initiate Low Speed Wiper Operation and send a LIN signal
back set to Low Wiping.
2. Upon the wipers leaving their PARKED position, the Front Wiper Motor/Controller shall send a LIN signal indicating the wipers are no longer in park.
3. Upon receipt of the Wiper out of Park LIN signal, the BCM shall transition the Front Wiper Command LIN signal to Park. While the wiper system smart is in the process
of moving the wipers to their parked position, it shall set the value of its Wiper Front Status LIN signal to Parking.
4. The current wipe cycle will be completed and the wipers parked. Upon parking the wipers, the wiper system smart sends the Wiper Front Status LIN signal set to
Parked.
5. Upon the transition of the LIN signal from Parking to Parked, the BCM pauses the Wipers in their Park Position for the time duration associated with the current
intermittent delay interval switch setting and repeats the process
As called out above, the wipe delay interval is a function of the INTERMITTENT Delay Interval Switch setting. When enabled, the Intermittent with Speed feature affects each
of the 5 normal Intermittent Delay Intervals as a function of vehicle Speed. The Delay Intervals shall be biased to a shorter delay period with faster vehicle speeds and to a
longer delay period with a slower vehicle speed.
Windscreen Washer System
The BCM controls the windscreen wash operation and windscreen wash activated wiper operation. When the BCM detects the activation of the momentary windscreen wash
control switch, it activates its washer pump relay drive output which supplies battery power to the coil of the washer pump relay. This energises the relay, which switches
battery power to the pump motor. The BCM will also activate continuous low speed windscreen wipes as described above. Upon deactivation of the windscreen wash control
switch, the wiper control module (BCM) shall deactivate the wash motor and will also park the wiper motor as described above unless the drip wipe feature is enabled. On
some vehicles the drip wipe feature will be enabled and cause the system to provide additional wiping of the windscreen after the switch has been released and fluid is no
longer being applied. The front wash feature may attempt to detect a stuck switch. When enabled, activation of the wash feature shall be limited to 10 seconds.
On vehicles with the Rear Wash feature a single reversing wash motor may be utilised for both the front and rear wash operation. In this system the wash motor is operated in
one direction to spray fluid on the front windscreen and then operated in the reverse direction to spray fluid on the rear window. The BCM Controls the reversing wash motor
through two High Side Drive outputs. One controls the Front Wiper Motor Relay and one controls the Rear Wiper Relay.


Volt


Specification
Brake Control Brake Pedal Position Sensor Bolt 9 N·m 80 lb in
Brake Pipe Fitting 23 N·m 17 lb ft
Brake Pipe Fitting - Secondary 19 N·m 14 lb ft
Brake Pressure Modulator Valve (BPMV) Bolt 8 N·m 71 lb in
BPMV Bracket Bolt 22 N·m 16 lb ft
BPMV Bracket Nut 22 N·m 16 lb ft
Electronic Brake Control Module (EBCM) Bolt 3 N·m 27 lb in
Electronic Brake Control Position Sensor Bolt 9 N·m 80 lb in
Front Wheel Speed Sensor Bolt 10 N·m 89 lb in
Rear Wheel Speed Sensor Bolt 9 N·m 80 lb in
Yaw Sensor Nut 9 N·m 80 lb in


Volt


Figure 1: Power, Ground, Data Communication and Brake Pedal Control
Figure 2: Wheel Speed Signals
Figure 3: Vehicle Stability


Volt

DTC C0035-C0050, C1207-C1210, C1221-C1228, or C1232-C1235

Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DTC Descriptors
DTC C0035 04: Left Front Wheel Speed Sensor Circuit Open
DTC C1232 00: Left Front Wheel Speed Sensor Circuit Low Input
DTC C0035 26: Left Front Wheel Speed Sensor Circuit Low Frequency
DTC C1221 00: Left Front Wheel Speed Sensor Circuit Malfunction
DTC C0035 27: Left Front Wheel Speed Sensor Circuit High Frequency
DTC C1225 00: Left Front Wheel Speed Sensor Circuit Performance
DTC C0035 0E: Left Front Wheel Speed Sensor Circuit Low Resistance
DTC C1207 00: Left Front Wheel Speed Sensor Circuit High Input
DTC C0035 1F: Left Front Wheel Speed Sensor Circuit Erratic
DTC C1221 00: Left Front Wheel Speed Sensor Circuit Malfunction
DTC C0040 04: Right Front Wheel Speed Sensor Circuit Open
DTC C1233 00: Right Front Wheel Speed Sensor Circuit Low Input

DTC C0040 0E: Right Front Wheel Speed Sensor Circuit Low Resistance
DTC C1208 00: Right Front Wheel Speed Sensor Circuit High Input
DTC C0040 1F: Right Front Wheel Speed Sensor Circuit Erratic
DTC C1222 00: Right Front Wheel Speed Sensor Circuit Malfunction
DTC C0040 26: Right Front Wheel Speed Sensor Circuit Low Frequency
DTC C1222 00: Right Front Wheel Speed Sensor Circuit Malfunction
DTC C0040 27: Right Front Wheel Speed Sensor Circuit High Frequency
DTC C1226 00: Right Front Wheel Speed Sensor Circuit Performance
DTC C0045 04: Left Rear Wheel Speed Sensor Circuit Open
DTC C1234 00: Left Rear Wheel Speed Sensor Circuit Low Input
DTC C0045 0E: Left Rear Wheel Speed Sensor Circuit Low Resistance
DTC C1209 00: Left Rear Wheel Speed Sensor Circuit High Input
DTC C0045 1F: Left Rear Wheel Speed Sensor Circuit Erratic
DTC C1223 00: Left Rear Wheel Speed Sensor Circuit Malfunction
DTC C0045 26: Left Rear Wheel Speed Sensor Circuit Low Frequency
DTC C1223 00: Left Rear Wheel Speed Sensor Circuit Malfunction
DTC C0045 27: Left Rear Wheel Speed Sensor Circuit High Frequency
DTC C1227 00: Left Rear Wheel Speed Sensor Circuit Performance
DTC C0050 04: Right Rear Wheel Speed Sensor Circuit Open
DTC C1235 00: Right Rear Wheel Speed Sensor Circuit Low Input
DTC C0050 0E: Right Rear Wheel Speed Sensor Circuit Low Resistance

DTC C1210 00: Right Rear Wheel Speed Sensor Circuit High Input
DTC C0050 1F: Right Rear Wheel Speed Sensor Circuit Erratic
DTC C1224 00: Right Rear Wheel Speed Sensor Circuit Malfunction
DTC C0050 26: Right Rear Wheel Speed Sensor Circuit Low Frequency
DTC C1224 00: Right Rear Wheel Speed Sensor Circuit Malfunction
DTC C0050 27: Right Rear Wheel Speed Sensor Circuit High Frequency
DTC C1228 00: Right Rear Wheel Speed Sensor Circuit Performance

Left Front Wheel Speed Sensor Ignition C0035 04, C1232 00 C0035 04, C1232 00 - C0035 1F C1221 00, C0035 26 C1221 00, C0035 27 C1225 00
Left Front Wheel Speed Sensor Signal C0035 04, C1232 00 C0035 04, C1232 00 C0035 0E, C1207 00 C0035 1F C1221 00, C0035 26 C1221 00, C0035 27 C1225 00
Right Front Wheel Speed Sensor Ignition C0040 04, C1233 00 C0040 04, C1233 00 - C0040 1F C1222 00, C0040 26 C1222 00, C0040 27 C1226 00
Right Front Wheel Speed Sensor Signal C0040 04, C1233 00 C0040 04, C1233 00 C0040 0E, C1208 00 C0040 1F C1222 00, C0040 26 C1222 00, C0040 27 C1226 00
Left Rear Wheel Speed Sensor Ignition C0045 04, C1209 00 C0045 04, C1234 00 - C0045 1F C1223 00, C0045 26 C1223 00, C0045 27 C1227 00
Left Rear Wheel Speed Sensor Signal C0045 04, C1234 00 C0045 04, C1234 00 C0045 0E, C1209 00 C0045 1F C1223 00, C0045 26 C1223 00, C0045 27 C1227 00
Right Rear Wheel Speed Sensor Ignition C0050 04, C1235 00 C0050 04, C1235 00 - C0050 1F C1224 00, C0050 26 C1224 00, C0050 27 C1228 00
Right Rear Wheel Speed Sensor Signal C0050 04, C1235 00 C0050 04, C1235 00 C0050 0E, C1210 00 C0050 1F C1224 00, C0050 26 C1224 00, C0050 27 C1228 00
Component Condition DTC Symptom Bytes
• Physical damage
• Debris on the wheel speed sensor or the tone ring
• Loose or worn wheel bearing
Wheel Speed Sensor 26, 27, 1F
• Loose or improperly mounted sensor
• Air gap between the wheel speed sensor and the tone ring too large
• Water intrusion in the wiring harness
The wheel speed sensor receives ignition voltage from the electronic brake control module and provides a DC square wave signal back to the module. As the wheel spins, the
electronic brake control module uses the frequency of the square wave signal to calculate the wheel speed.
• Vehicle On or Vehicle in Service Mode

• Ignition voltage is greater than 10 V.
C0035 04 - C0050 04 or C1232 00 - C1235 00
• An open or a high resistance is detected on a wheel speed sensor ignition circuit.
• A short to ground or an open/high resistance is detected on a wheel speed sensor signal circuit.
C0035 0E - C0050 0E or C1207 00 - C1210 00
• A short to ground is detected on a wheel speed sensor ignition circuit.

• A short to voltage is detected on a wheel speed sensor signal circuit.
C0035 26 - C0050 26, C0035 27 - C0050 27, C0035 1F - C0050 1F, C1221 00 - C1224 00, or C1225 00 - C1228 00
• Incorrectly mounted wheel speed sensor

• Water intrusion in the wiring harness
• Debris on the wheel speed sensor or the tone ring
• Missing tooth or teeth on the wheel speed sensor tone ring
• The tone ring may be demagnetised
• Air gap between the wheel speed sensor and the tone ring too large
• Electrical magnetic interference with the wheel speed sensor harness
Actions Taken when the DTC Sets
• The ABS indicator turns ON.

• The traction control/stability control indicator turns ON.
• The Service Brake Assist and Service StabiliTrak messages are displayed on the driver information centre.
• The electronic brake control module disables the antilock brake system, he traction control system and the electronic stability program for the duration of the drive cycle.

• The condition for setting the DTC is no longer present.
• The history DTC will clear after 40 consecutive fault-free drive cycles have occurred.
Diagnostic Aids
• Do not use a magnet to clean the tone ring.

• Inspect the wheel hub bearing tone ring for rust or corrosion.
• If two or more wheel speed sensors are inoperative, diagnose each wheel speed sensor individually.
• If the customer comments that the ABS indicator is ON only during moist environmental conditions (rain, snow, vehicle wash, etc.), inspect the wheel speed sensor wiring
for signs of water intrusion.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Test drive the vehicle in a straight line at a speed greater than 20 km/h (13 mph).
2. Verify all scan tool Wheel Speed Sensor parameters are within 1.6 km/h (1 mph) of each other.
If any parameter is not within 1.6 km/h (1 mph) of each other
If each parameter is within 1.6 km/h (1 mph) of each other
3. All OK.
Note: If any of the symptom codes 26, 27, or 1F are set, refer to the Diagnostic Fault Information table for possible mechanical faults or conditions.
1. Vehicle OFF, disconnect the harness connector at the appropriate B5 wheel speed sensor, vehicle in service mode.
2. Test for greater than 11 V between the ignition circuit terminal 1 and ground.
If 11 V or less
2.1. Vehicle OFF, disconnect the harness connector at the K17 electronic brake control module.
2.2. Test for infinite resistance between the ignition circuit and ground.
If infinite resistance
2.3. Test for less than 2 Ω in the ignition circuit end to end.
If less than 2 Ω, replace the K17 electronic brake control module.
If greater than 11 V
3. Install a 3 A fused jumper wire at the ignition circuit terminal 1, vehicle in service mode.
4. Verify the scan tool Wheel Speed Sensor parameter changes while rapidly tapping the fused jumper wire to the signal circuit terminal 2.
4.1. Vehicle OFF, disconnect the harness connector at the K17 electronic brake control module, vehicle in service mode.
4.2. Test for less than 1 V between the signal circuit and ground.
If less than 1 V
4.3. Vehicle OFF.
5. Replace the B5 wheel speed sensor.
Repair Instructions
• Front Wheel Speed Sensor Replacement

• Rear Wheel Speed Sensor Replacement
• Control Module References for electronic brake control module replacement, programming and setup


Volt

DTC C005A
DTC Descriptor
DTC C005A 00: Simultaneous Malfunction of Both Wheel Speed Sensors on One Axle Malfunction
The wheel speeds are detected by active wheel speed sensors and encoder rings. The encoder ring consists of permanent magnets. Each wheel speed sensor receives
ignition voltage from the electronic brake control module and provides an alternating current square wave signal to the electronic brake control module. As the wheel spins,
the module uses the frequency of the square wave signal to calculate the wheel speed.
• Vehicle in Service Mode or Vehicle ON

• Two wheel speeds are greater than 5 km/h (3 MPH).
Simultaneous dropout of both wheel speed sensors on the same axle.

• The red brake indicator turns ON.
• The electronic brake control module disables the antilock brake system, the dynamic rear proportioning, the traction control system and the electronic stability program for
the duration of the drive cycle.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

2. Verify that DTC C005A is not set.
If the DTC is set
Refer to DTC C0035-C0050, C1207-C1210, C1221-C1228, or C1232-C1235 .
If the DTC is not set
3. All OK.


Volt

DTC C0110, C12E0, C12E8, or C12E9

DTC Descriptors
DTC C0110 00: Pump Motor Circuit Malfunction
DTC C0110 61: Pump Motor Stuck
DTC C12E0 00: ABS Pump Motor Performance
DTC C12E8 00: ABS Pump Motor Stuck
DTC C12E9 00: ABS Pump Motor Stuck On

B+ C0110 00 C0110 00 -- C0110 61, C12E8 00, C12E9 00
Ground -- C0110 00 -- --
Component Condition DTCs
• Wear
Pump Motor • Damage C0110 61
• Lock
The pump motor is a bi-directional motor and is an internal part of the brake pressure modulator. There are three solid state relays in the electronic brake control module that
operate the pump. The pump motor runs every few brake stops in order to fill the high pressure accumulator with brake fluid.
• Vehicle ON or Vehicle in Service Mode.

• The system enable relay is ON.
• The pump motor has been commanded ON, OFF and ON again.
• Brake system hydraulic leak.

• Excessive brake pedal applies.
• Improper hydraulic brake system bleed.
• The electronic brake control module detects a short to ground or an open/high resistance on the B+ circuit.
• The electronic brake control module detects an open/high resistance on the ground circuit.
• The electronic brake control module detects the pump motor runs continuously.
• The electronic brake control module detects the pump motor is binding or stalled.
• The brake pressure accumulator is not charging.
• If in the Vehicle in Service Mode for an unspecified length of time, the high pressure accumulator may relieve brake pressure enough to set this DTC.

• The electronic brake control module disables the antilock brake system, the traction control system and the electronic stability program for the duration of the drive cycle.

Diagnostic Aids
• Check for hydraulic leaks, air in the brake system or incorrect brake bleed.
• DTC C0110 may set if the vehicle has been in the Service Mode for an extended period of time.
• Find out from the customer the conditions under which the DTC was set. This information may help duplicate the concern like the specific number of brake pedal applies
in a row prior to the fault set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: DTC C0110 may set if the vehicle has been in the Service Mode for an extended period of time.

2. Verify that DTC C029C is not set.
If the DTC is set
If the DTC is set, refer DTC C029C, C120C, C129A-C129F, C12B1, or C12F8 .
3. Perform a brake hydraulic system test, refer to Brake Hydraulic and Assist System Diagnosis .
If the brake hydraulic system test does not pass
Repair as necessary.
If the brake hydraulic system tests normal
4. Refer to Circuit/System Testing.
Note: DTC C0110 may set if the vehicle has been in the Service Mode for an extended period of time.
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the K17 electronic brake control module. It may take up to 2 minutes for all vehicle
systems to power down.
2. Test for less than 10 Ω between the ground circuit terminal 13 and ground:
2.1. Vehicle OFF.
If less than 10 Ω
If the test lamp does not illuminate and the circuit fuse is good
4.1. Vehicle OFF.
If less than 2 Ω, verify the fuse is not open and there is voltage at the fuse.
If the test lamp does not illuminate and the circuit fuse is open
4.1. Vehicle OFF.
If infinite resistance, replace the Q5 brake pressure modulator.
If the test illuminates
5. Replace the Q5 brake pressure modulator.
Repair Instructions
• Electronic Brake Control Module with Brake Pressure Modulator Valve Replacement


Volt

DTC C012A, C128B, C128E, or C12B2-C12B4

DTC Descriptors
DTC C012A 00: Brake Master Cylinder Pressure Sensor Malfunction
DTC C128E 00: ABS Master Cylinder Pressure Sensor Raw Offset Error
DTC C012A 01: Brake Master Cylinder Pressure Sensor Low Voltage/Open
DTC C12B3 00: ABS Master Cylinder Pressure Sensor Circuit Short To Battery
DTC C012A 06: Brake Master Cylinder Pressure Sensor Short to Ground or Open
DTC C12B2 00: ABS Master Cylinder Pressure Sensor Circuit Open or Short To Ground
DTC C012A 11: Brake Master Cylinder Pressure Sensor High Input
DTC C128B 00: ABS Master Cylinder Pressure Sensor Offset Error
DTC C012A 0F: Brake Master Cylinder Pressure Sensor Signal Erratic
DTC C12B4 00: ABS Master Cylinder Pressure Sensor Performance
The electronic brake control module uses input from the master cylinder pressure sensor for more accurate control during a vehicle stability enhancement system event. The
master cylinder pressure sensor is internal to the brake pressure modulator.
• The brake pedal is not applied.

C012A 00, C128E 00 or C128B 00
• The Electronic Brake Control Module Learn was not successful.
• The master cylinder pressure sensor raw offset is out of specified range.
• An internal electronic or mechanical fault is detected in the master cylinder pressure sensor.
C012A 01 or C12B3 00
A short to battery is detected on the sensor signal circuit.
C012A 06 or C12B2 00
A short to ground or open is detected on the sensor signal circuit.
C012A 11
Improper learn procedure performed.
C012A 0F or C12B4 00
The signal is erratic and changes to fast.


Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

2. Perform the Electronic Brake Control Module Learn procedure with a scan tool.
3. Verify none of the DTCs listed below are set:
• DTC C012A
• DTC C128B
• DTC C128E
• DTC C12B2
• DTC C12B3
• DTC C12B4
If any of the DTCs are set
3.1. Replace Q5 brake pressure modulator.
3.2. Verify the DTC does not set while operating the vehicle under the Conditions for Running the DTC.
If the DTC sets, replace K17 electronic brake control module.
If the DTC does not set
3.3. All OK.
If none of the DTCs are set
4. All OK.
Repair Instructions


Volt

DTC C012B or C12B6-C12B8

DTC Descriptors
DTC C012B 01: High Pressure Accumulator Pressure Sensor Short to Battery
DTC C12B7 00: ABS High Pressure Accumulator Pressure Sensor Circuit Short to Battery
DTC C012B 06: High Pressure Accumulator Pressure Sensor Low Voltage/Open
DTC C12B6 00: ABS High Pressure Accumulator Pressure Sensor Circuit Open or Short To Ground
DTC C012B 0F: High Pressure Accumulator Pressure Sensor Signal Erratic
DTC C12B8 00: ABS High Pressure Accumulator Pressure Sensor Erratic
The high pressure accumulator is attached to the brake pressure modulator and provides up to 18,000 kPa (2,600 psi) for use when applying the brakes. The electronic brake
control module uses input from the high pressure accumulator sensor for more accurate control during braking and vehicle stability enhancement system event.


C012B 01 or C12B7 00
C012B 06 or C12B6 00
A short to ground or open is detected on signal circuit.
C012B 0F or C12B8 00
The signal is erratic and changes to fast.


Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference

• DTC C012B
• DTC C12B6
• DTC C12B7
• DTC C12B8
3.1. Replace the Q5 brake pressure modulator.
If the DTC sets, replace the K17 electronic brake control module.
3.3. All OK.
4. All OK.
Repair Instructions

Volt

DTC C012C, C121A, C128C, C128F, C12B9, C12BA, C12BB, or C12F7

DTC Descriptors
DTC C12F7 00: ABS Boost Pressure Sensor and Regenerative Axle Pressure Sensor Not Plausible
DTC C128F 00: ABS Regenerative Axle Pressure Sensor Raw Offset Error
DTC C012C 01: Regenerative Axle Pressure Sensor Short to Battery
DTC C12BA 00: ABS Regenerative Axle Pressure Sensor Circuit Short To Battery
DTC C012C 06: Regenerative Axle Pressure Sensor Low Voltage/Open
DTC C12B9 00: ABS Regenerative Axle Pressure Sensor Circuit Open or Short To Ground
DTC C012C 11: Regenerative Axle Pressure Sensor High Input
DTC C128C 00: ABS Regenerative Axle Pressure Sensor Offset Error
DTC C012C 0F: Regenerative Axle Pressure Sensor Signal Erratic
DTC C12BB 00: ABS Regenerative Axle Pressure Sensor Erratic
DTC C121A 00: ABS Regenerative Axle Pressure Performance
The electronic brake control module uses input from the regenerative axle pressure sensor for more accurate control during a brake and vehicle stability enhancement system
event. The regenerative axle pressure sensor is internal to the brake pressure modulator.
• Vehicle in Service Mode.

C012C 01 or C12BA 00
C012C 06 or C12B9 00
A short to ground or open is detected signal circuit.
C012C 11, C121A 00, C12F7 00, C128C 00 or C128F 00
Internal sensor failure is detected.
C012C 0F or C12BB 00
Signal is erratic and changes to fast.


Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

• DTC C012C
• DTC C121A
• DTC C128C
• DTC C128F
• DTC C12B9
DTC C12BA
•
• DTC C12BB
• DTC C12F7
3.1. Replace the Q5 brake pressure modulator.
If the DTC sets, replace the K17 electronic brake control module.
3.3. All OK.
4. All OK.
Repair Instructions


Volt

DTC C012D, C120A, C128A, C128D, C12BC, or C12BE

DTC Descriptors
DTC C012D 00: Brake Boost Regulation Pressure Sensor Malfunction
DTC C012D 01: Brake Boost Regulation Pressure Sensor Short to Battery
DTC C012D 06: Brake Boost Regulation Pressure Sensor Low Voltage/Open
DTC C012D 0F: Brake Boost Regulation Pressure Sensor Signal Erratic
DTC C012D 11: Brake Boost Regulation Pressure Sensor High Input
DTC C012D 5A: Brake Boost Regulation Pressure Sensor Not Plausible
DTC C120A 00: ABS Pump Pressure Performance
DTC C128A 00: ABS Boost Pressure Sensor Offset Error
DTC C128D 00: ABS Boost Pressure Sensor Offset Error
DTC C12BC 00: ABS Boost Pressure Sensor Circuit Open or Short to Ground
DTC C12BE 00: ABS Boost Pressure Sensor Erratic
The electronic brake control module uses input from the boost pressure sensor for more accurate control during brake and vehicle stability enhancement system event. The
boost pressure sensor is internal to the brake pressure modulator valve assembly.

• The ignition voltage is greater than 10 V.
C012D 00, C128D 00, C012D 11 or C128A 00
Internal sensor failure is detected.
C012D 01
C012D 06 or C12BC 00
A short to ground or open is detected signal circuit.
C012D 5A or C120A 00
The boost pressure being commanded is not being achieved.
C012D 0F or C12BE 00
Signal is erratic and changes faster than physically allowed.
• The electronic brake control module disables the ABS and vehicle stability enhancement system for the duration of the drive cycle.
• A driver information centre message and/or a warning indicator may be displayed.

• The electronic brake control module clears the history DTC when a current DTC is not detected in 40 consecutive drive cycles.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

2. Verify that no other electronic brake control module DTCs are set.
If any DTC are set
Refer to Diagnostic Trouble Code (DTC) List - Vehicle
If none DTCs are set
4. Verify that DTC C012D, C120A, C128A, C128D, C12BC, or C12BE is not set.
If any listed DTCs are set
4.1. Replace the Q5 Brake Pressure Modulator.
4.2. Verify the DTC does not reset.
If the DTC resets, replace the K17 Electronic Brake Control Module.
If none of the listed DTCs are set
5. All OK.
Repair Instructions


Volt

DTC C012E or C12FE

DTC Descriptors
DTC C012E 00: Hydraulic Brake Boost Pressure Loss Malfunction
DTC C12FE 00: ABS Pump Pressure Loss
DTC C012E 12: Hydraulic Brake Boost Pressure Loss Low Input
The boost pressure valve is internal to the brake pressure modulator. The electronic brake control module monitors the boost pressure. The boost valve controls the amount
of hydraulic boost required during braking or a vehicle stability event.
When a boost fault condition is detected, the boost control will continue applying as much pressure as possible until boost pressure is no longer available.

• Brake pedal was applied.
• A boost valve fault.

• Brake system hydraulic leak.
• Excessive brake pedal applies.
• Improper brake hydraulic system bleed.
• Master cylinder pressure is greater than boost pressure.


Diagnostic Aids
Excessive brake pedal applies (10 or more applies in 30 seconds) may cause the DTC to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: The 12 V battery must be able to maintain a charge during this brake sensor performance procedure. It is recommended that a charger/maintainer or equivalent be used
to maintain proper battery voltage during this procedure.
1. Vehicle in Service Mode with the transmission in PARK.
Note: Do not depress the brake pedal during the Electronic Brake Control Module Learn.
Note: To ensure the complete brake modulator and high pressure accumulator pressure relief procedure is allowed to occur; the brake controller must see 1 pedal apply
with the propulsion system enabled, followed by a proper shutdown without applying the brake pedal.
3. Vehicle ON, apply and release the brake pedal.
Note: Vehicle OFF, without applying the brake pedal ensure the brake modulator and high pressure accumulator pressure relief occurs. This process will take
approximately 1-3 minutes.
4. Vehicle OFF, without applying the brake pedal.

5. Remove the remote keyless entry transmitter and close all of the vehicle doors. Wait approximately 1-3 minutes until the brake modulator and the high pressure
accumulator pressure relief is complete and the vehicle powers down.
6. Vehicle ON, brakes not applied.
7. Verify the scan tool parameters listed below are within the specified range:
• Brake Controls Brake Pedal Position Sensor 5 V Supply Voltage - Between 4.75-5.25 V.
• Brake Controls Brake Pedal Position Sensor Circuit 1 - Between 1.4-1.7 V
• Brake Controls Brake Pedal Position Sensor Circuit 2 - Between 58-78%
If any of the parameters are not within the specified range
Refer to DTC C029C, C120C, C129A-C129F, C12B1, or C12F8 .
If all of the parameters are within the specified range
9. Verify the scan tool parameters listed below are less the specified range:
• Brake Master Cylinder Pressure Sensor - Less than 100 kPa (15 psi)
• Brake Pressure Sensor - Less than 100 kPa (15 psi)
• High Pressure Accumulator Sensor - Less than 800 kPa (116 psi)
If any parameter is greater than the specified range
Replace the Q5 brake pressure modulator.
If all of the parameters are less than the specified range
12. Verify the DTC does not set while operating the vehicle under the Conditions for Running the DTC.
If the DTC sets
Replace the K17 electronic brake control module
13. All OK.
Repair Instructions


Volt

DTC C012F, C12A7, C12DC, or C12DD

DTC Descriptors
DTC C012F 00: Brake Boost Solenoid Valve Circuit Malfunction
DTC C12A7 00: ABS Brake Boost Solenoid Valve Circuit Performance
DTC C12DC 00: ABS Brake Boost Solenoid Valve Circuit Malfunction
The brake boost solenoid valve is used to control the amount of brake fluid flow from the high pressure accumulator, which provides brake assist and an improved brake
pedal feel. The brake boost solenoid valve is an internal part of the brake pressure modulator.

• The Vehicle ON or Vehicle in Service Mode.
Solenoid feedback current is greater than 25% of commanded current.


Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
4. Vehicle OFF, without applying the brake pedal,

• Brake Controls Brake Pedal Position Sensor Circuit 2 - Between 58 78%
If any parameter is not within the specified range
If all parameters are within the specified range
If all parameters are less than the specified range
If the DTC sets
K17 electronic brake control module.
13. All OK.
Repair Instructions


Volt

DTC C0161
DTC Descriptor
DTC C0161 04: Antilock Braking System Brake Pedal Position Sensor Circuit Open
DTC C0161 0E: Antilock Braking System Brake Pedal Position Sensor Circuit Low Resistance
The body control module monitors the brake pedal position sensor and sends a serial data message to the electronic brake control module when the brake pedal is applied.
The electronic brake control module compares the correlation between the brake pedal positions and the brake control brake pedal position sensor to sense the driver's
application of the brake pedal.
C0161 04
• Vehicle ON
• The brake pedal is applied.
C0161 0E
• Vehicle ON
• The vehicle speed is greater than 15 km/h (9 mph).
• The accelerator pedal position is greater than 20 percent.
C0161 04
The brake pedal position sensor signal is not applied while the brake control brake pedal position sensor indicates the brake pedal is applied.
C0161 0E
The brake control brake pedal position sensor signal is showing the brakes applied while the vehicle speed is greater than 15 km/h (9 mph).
A driver information centre message and/or a warning indicator will not be displayed.

Diagnostic Aids
The DTC C0161 may set if the brake pedal is applied while accelerating.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Control Module References
Note: Diagnose all other brake lamp DTCs or Symptoms prior to performing this diagnostic procedure.
1. Vehicle ON.
2. Verify that DTC C0277 or C0890 is not set.
If either DTC is set
Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
If either DTC is not set
3. Verify the brake pedal position sensor or the brake pedal is not binding causing residual brake pressure to be detected.
If a condition is found
Repair or replace the applicable component.
If a condition is not found
4. Verify the scan tool electronic brake control module Brake Pedal Position Sensor Signal parameter changes between Applied and Released when applying and releasing
the brake pedal.
Refer to Symptoms - Lighting .
5. Replace the K17 electronic brake control module.
Repair Instructions
Control Module References for electronic brake control module replacement, programming and setup

Volt

DTC C0186, C0196, or C0287

DTC Descriptors
DTC C0186 00: Lateral Acceleration Sensor Signal Malfunction
DTC C0186 09: Lateral Acceleration Sensor Signal Too Fast Transitions
DTC C0186 11: Lateral Acceleration Sensor Signal High Input
DTC C0186 18: Lateral Acceleration Sensor Signal Low Signal Amplitude
DTC C0196 00: Yaw Rate Signal Malfunction
DTC C0196 09: Yaw Rate Signal Too Fast Transitions
DTC C0196 0A: Yaw Rate Signal Too Slow Transitions
DTC C0196 11: Yaw Rate Signal High Input
DTC C0196 18: Yaw Rate Circuit Signal Low Signal Amplitude
DTC C0287 00: Longitudinal Acceleration Sensor Circuit Malfunction
DTC C0287 09: Longitudinal Acceleration Sensor Circuit Too Fast Transitions
DTC C0287 11: Longitudinal Acceleration Sensor High Input

DTC C0287 18: Longitudinal Acceleration Sensor Circuit Low Signal Amplitude

Ignition U0125 U0125 -- --
Ground -- U0125 -- --
The yaw rate, lateral acceleration and longitudinal acceleration sensors are combined into one multi-axis acceleration sensor, external to the electronic brake control module.
The electronic brake control module supplies ignition voltage to the multi-axis acceleration sensor. The multi-axis acceleration sensor communicates with the electronic brake
control module via serial data. The electronic brake control module activates the stability control function depending on multi-axis acceleration sensor input.

C0186 00, C0186 11, C0186 18, C0196 0A, C0287 00, C0287 09, C0287 11 or C0287 18
The multi-axis acceleration sensor fails an internal self test.
C0196 00, C0196 11, or C0196 18
The yaw sensor is out of specified range.
C0186 09, C0196 09, C0287 00, C0287 09 or C0287 11
The multi-axis acceleration sensor is not mounted properly.
• The stability control indicator turns ON.

• The Service StabiliTrak message is displayed on the driver information centre.
• The electronic brake control module disables the electronic stability system for the duration of the ignition cycle.
• In order for the DTC to clear the electronic stability control system must be initialised. Perform the steps listed below to initialise the system:
1. Vehicle OFF, open the driver door and remove all keyless entry transmitters from the vehicle and secure in a place outside the vehicle.
2. Close the driver door and let the vehicle sit for 3 minutes.
3. Vehicle ON, leave the vehicle in Park for greater than 10 seconds.
4. Drive the vehicle in a straight line at a speed greater than 32 km/h (20 mph) for 30 seconds.
Diagnostic Aids
DTC C0196 may have been improperly set due to the vehicle being transported on a flat bed truck, car hauler, or by train without it being completely shut down. The electronic
stability control system may need to be initialised before the DTC will clear. Refer to Conditions for Clearing the DTC above.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: DTC C0196 may have been improperly set due to the vehicle being transported on a flat bed truck, car hauler, or by train without it being completely shut down. The
electronic stability control system may need to be initialised before the DTC will clear. Refer to Conditions for Clearing the DTC.

2. Verify that DTC U0125 is not set.
If the DTC is set
3. Verify the B119 multi-axis acceleration sensor is installed correctly.
If loose or incorrect installation
Correct the installation of the component.
If installed correctly
4. Perform the Vehicle Yaw Sensor Learn .
If the DTC sets
6. All OK.
Note: DTC C0196 may have been improperly set due to the vehicle being transported on a flat bed truck, car hauler, or by train without it being completely shut down. The
electronic stability control system may need to be initialised before the DTC will clear. Refer to Conditions for Clearing the DTC.
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B119 multi-axis acceleration sensor. It may take up to 2 minutes for all vehicle
2.1. Vehicle OFF.
If less than 10 Ω
4. Verify that a test lamp illuminates between the ignition circuit terminal 5 and ground.
If the test lamp does not illuminate
If the test lamp illuminates
5. Replace the B119 multi-axis acceleration sensor.
If the DTC sets
Replace the K17 electronic brake control module.
7. All OK.
Repair Instructions
• Vehicle Yaw Sensor with Vehicle Lateral and Longitudinal Accelerometer Replacement


Volt

DTC C0201, C120D, or C120E

DTC Descriptors
DTC C0201 04: Antilock Brake System Enable Relay Primary Circuit Open
DTC C120D 00: Traction Control Power Switch Circuit Open
DTC C0201 0E: Antilock Brake System Enable Relay Contact Circuit Low Resistance
DTC C120E 00: Traction Control Power Switch Circuit Shorted

B+ C0201 04 C0201 04 -- --
Ground Terminal 13 - C056D 00, C12DA 00, C12D7 00 -- --
Ground Terminal 38 - U0129 00, U1833 00 -- --
Battery positive voltage is supplied to the electronic brake control module at all times through a 40 A fuse located in the under-bonnet fuse block. The electronic brake control
module uses this voltage to power the pump motor. The pump motor is an integral part of the brake pressure modulator, while the pump motor relay is integral to the
electronic brake control module. The pump motor relay is not engaged during normal system operation. When the antilock brake system or traction control system operation is
required the electronic brake control module activates the pump motor relay and turns the pump motor ON.
C0201 04 or C120D 00

• The solenoid relay is commanded ON.
C0201 0E or C120E 00

• The solenoid relay is commanded OFF.
C0201 04 or C120D 00
• The electronic brake control module detects an open in the B+ circuit.
• The engine control module detects the traction control power switch circuit is open.
C0201 0E or C120E 00
• The electronic brake control module detects an internal power switch shorted.
• The engine control module detects the traction control power switch circuit is shorted.

• The electronic brake control module disables the traction control and the electronic stability control for the duration of the drive cycle.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF all vehicle systems OFF, disconnect the harness connector at the K17 electronic brake control module. It may take up to 2 minutes for all vehicle systems
to power down.
2. Test for less than 10 Ω between the ground circuit terminals listed below and ground:
• Terminal 13
• Terminal 38
2.1. Vehicle OFF.
If less than 10 Ω
3. Vehicle in Service Mode, verify a test lamp illuminates between the B+ circuit terminal 25 and ground.
3.1. Vehicle OFF.
3.3. Vehicle OFF.
If infinite resistance, replace the K17 electronic brake control module.
If the DTC sets
6. All OK.
Repair Instructions


Volt

DTC C0242 or P0856

DTC Descriptors
DTC C0242 00: Powertrain Control Module Indicated Traction Control Malfunction
DTC P0856: Engine Control Module (ECM) Traction Control Torque Request Circuit
The electronic brake control module and the engine control module simultaneously control the traction control. The electronic brake control module sends a serial data
message to the engine control module requesting torque reduction. When certain engine control module DTCs are set, the engine control module will not be able to perform
the torque reduction for traction control. A serial data message is sent to the electronic brake control module indicating that traction control is not allowed.

The engine control module diagnoses a condition preventing the engine control portion of the traction control function and sends a serial data message to the electronic brake
control module indicating that torque reduction is not allowed.

• The MIL indicator may be on or flashing.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
2. Verify that no other DTCs are set except for C0242 or P0856.
If any other DTCs are set
If no other DTCs are set
3. Replace the K20 engine control module.
4. Verify that DTC C0242 or P0856 does not set while operating the vehicle under the Conditions for Running the DTC. You may also operate the vehicle under the
conditions that you observed from the Freeze Frame/Failure Records data.
If DTC C0242 or P0856 sets
If DTC C0242 or P0856 does not set
5. All OK.
Repair Instructions
Control Module References for electronic brake control module or engine control module replacement, programming and setup


Volt

DTC C0245, C122E

DTC Descriptors
DTC C0245 00: Wheel Speed Sensor Frequency Error
DTC C122E: Tyre Size Mismatch
The wheel speeds are detected by active wheel speed sensors. Each wheel speed sensor receives ignition voltage from the electronic brake control module and provides an
alternating current square wave signal to the electronic brake control module. As the wheel spins, the module uses the frequency of the square wave signal to calculate the
wheel speed.
• Vehicle On or Vehicle in Service Mode.

• Vehicle must be moving at a speed less than 14.5 km/h (9 mph).
• No wheel speed sensor faults are set.
• Brake is not applied.
• Vehicle is not cornering.
• No wheel spinning is detected.

• Missing tooth or teeth on the wheel speed sensor tone ring.
• The wheel speed differences between one wheel and the others is greater than 25 percent.


Diagnostic Aids
• A faulty wheel speed sensor will not set this DTC.
• A vehicle using a space saver spare will not set this DTC.
Schematic Reference

• Circuit Testing
• Wiring Repairs
Scan Tool Reference
1. Verify that all tyres have the proper air pressure.

If not the proper air pressure
Adjust the air pressure in all tyres to the stated cold air pressure as identified on the tyre placard or specification.
If the proper air pressure
2. Verify that all tyres are of uniform size and matching brand.
If not of uniform size or matching brand
2.1. Replace the mis-sized or non-matching brand tyre.
2.2. Vehicle in Service Mode.
If the DTC is set, replace the K17 electronic brake control module.
2.4. All OK.
If all tyres are of uniform size or matching brand
3. All OK.


Volt

DTC C0252
DTC Descriptor
DTC C0252 00: Vehicle Stability Control Module Sensors Correlation Malfunction
The electronic brake control module controls the vehicle stability control system by monitoring the inputs from the multi-axis acceleration sensor, wheel speed sensors, and
the steering wheel angle sensor. All of the sensors need to correlate to the vehicle dynamics during the initial drive off in order to enable vehicle stability control. Normally this
takes place within 100 metres (110 yards).

• The steer wheel angle sensor has been centered.
• The vehicle stability control system has not been initialised.
• The direction (understeer or oversteer) of the yaw rate error has not changed.
• Vehicle is moving.
• Vehicle is driven in a straight line without centering or initialisation the stability control system.
• The yaw rate has not changed and the lateral acceleration is less than 0.5 g.

• The electronic brake control module disables the electronic stability control for the duration of the drive cycle.

Diagnostic Aids
• The DTC C0252 can be set if the vehicle has been driven above 8 km (5 mph) on a winding road prior to the vehicle stability control system initialisation with the brake
pedal applied and while accelerating.
• Driving off with constant steering wheel input or brake switch activation.
• An improperly mounted or loose combination multi-axis acceleration sensor.
• Stuck brake pedal position sensor.
• Improper steering wheel alignment or tyre pull.
• An internal multi-axis acceleration sensor failure.
• An electronic brake control module internal failure.
Schematic Reference

• Circuit Testing
• Wiring Repairs
Scan Tool Reference

2. Verify that DTC C0186, C0196 or C0710 is not set.
3. Verify the B119 multi-axis acceleration sensor is installed correctly.
Correct the installation of the component, refer to Vehicle Yaw Sensor with Vehicle Lateral and Longitudinal Accelerometer Replacement .
4. Verify the DTC does not set while operating the vehicle under normal driving conditions.
If the DTC sets
4.1. Replace the K17 electronic brake control module.
4.2. Verify the DTC does not set while operating the vehicle under normal driving conditions.
If the DTC sets, replace the Q5 brake pressure modulator.
4.3. All OK.
5. All OK.
Repair Instructions

Volt

DTC C0256, C12E6, or C12E7

DTC Descriptors
DTC C0256 04: Valve Relay Primary Circuit Open
DTC C12E6 00: ABS Switch Circuit Open
DTC C0256 0E: Valve Relay Primary Circuit Low Resistance
DTC C12E7 00: ABS Switch Circuit Shorted

B+ C0256 04, C12E5 00 C0256 04, C12E5 00 -- --
Battery positive voltage is supplied to the electronic brake control module at all times through a 60 A fuse located in the under-bonnet fuse block. The electronic brake control
module uses this voltage to power the pump motor. The pump motor is an integral part of the brake pressure modulator, while the pump motor relay is integral to the
electronic brake control module. The pump motor relay is not engaged during normal system operation. When the antilock brake system or traction control system operation is
required the electronic brake control module activates the pump motor relay and turns the pump motor ON.

C0256 04 or C12E6 00
• The electronic brake control module detects an open in the B+ circuit.
• The engine control module detects the antilock brake system switch circuit is open.
C0256 0E or C12E7 00
• The electronic brake control module detects an internal power switch shorted.
• The engine control module detects the antilock brake system switch circuit is shorted.


Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the K17 electronic brake control module. It may take up to 2 minutes for all vehicle
2. Test for less than 10 Ω between each ground circuit terminal listed below and ground:
• Terminal 13
• Terminal 38
2.1. Vehicle OFF.
If less than 10 Ω
4. Verify a test lamp illuminates between the B+ circuit terminal 1 and ground.
4.1. Vehicle OFF.
4.1. Vehicle OFF.
If infinite resistance, replace the Q5 brake pressure modulator.
If the DTC sets
7. All OK.
Repair Instructions


Volt

DTC C0294, C120C, or C12F8

DTC Descriptors
DTC C0294 00: Brake Switch and Brake Pedal Position Sensor Correlation Malfunction
DTC C120C 00: Brake Pedal Position Sensor 4 Plausibility
DTC C12F8 00: Brake Pedal Position Sensor 3 Plausibility
Signal
C0110 00, C0880 00,
C0110 00, C0880 00, C0880 02, C029C 5A, C0110 00, C029C 03, C129A 00, C029 07, C12B1 00,
5 V Reference C029C 5A, C12E0 00,
C120F 00, C12E0. 00, C12E5 00 C029C 5A, C129E 00, C12E0 00 C12F8 00
C12E5 00
C0110 00, C0880 00,
Brake Control Brake Pedal Position C12B1 00,
C029C 03, C129A 00 C029C 03, C129A.00 C029C 5A, C12E0 00,
Sensor Circuit 1 Terminal 4 C12F8 00
C12E5 00
Brake Control Brake Pedal Position C0110 00, C029C 07, C12B1 00,
C029C 03, C129D 00 C0110 00, C029C 07, C129E 00, C12E0 00
Sensor Circuit 2 Terminal 6 C129E 00, C12E0 00 C12F8 00
C0110 00, C0294 00, C029C 07, C12B1 00,
Low Reference - -
C029C 5A, C129E 00, C12E0 00, C12F8 00 C12F8 00
The electronic brake control module uses input from the brake control brake pedal position sensor and the brake pedal position sensor to determine when the brake pedal is
being applied and with how much force. These inputs are used to determine the driver's braking intent which is used to control the amount of pressure applied to the wheels.

• The electronic brake control module detects an open in the low reference circuit.
• The electronic brake control module detects that the two signal circuits do not match each other.

• The electronic brake control module disables the antilock brake system, the dynamic rear proportioning, the traction control system and the electronic stability control for

Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
4. Vehicle OFF, without applying the brake pedal,

Brake Controls Brake Pedal Position Sensor Circuit 2 - Between 58 78%
•
If the DTC sets
K17 electronic brake control module.
13. All OK.
1. Perform the brake hydraulic check, refer to Brake Hydraulic and Assist System Diagnosis .
2. Vehicle OFF, disconnect the harness connector at the B201 brake control brake pedal position sensor.
If 5 Ω or greater
3.2. Test for less than 2 Ω in the low reference circuit end to end.
If less than 5 Ω
5. Test for 4.8-5.2 V between the 5 V reference circuit terminal 5 and ground.
If less than 4.8 V
5.1. Ignition OFF, disconnect the harness connector at the K17 electronic brake control module.
5.2. Test for infinite resistance between the 5 V reference circuit and ground.
5.3. Test for less than 2 Ω in the 5 V reference circuit end to end.
If greater than 5.2 V
5.2. Test for less than 1 V between the 5 V reference circuit and ground.
If less than 1 V, replace the K17 electronic brake control module.
If between 4.8-5.2 V
6. Verify the scan tool Brake Controls Brake Pedal Position Sensor Circuit 1 parameter is less than 1 V.
If 1 V or greater
6.2. Test for less than 1 V between the signal circuit terminal 4 and ground.
If less than 1 V
7. Install a 3 A fused jumper wire between the signal circuit terminal 4 and the 5 V reference circuit terminal 5.
8. Verify the scan tool Brake Controls Brake Pedal Position Sensor Circuit 1 parameter is greater than 4.5 V.
If 4.5 V or less
8.2. Test for infinite resistance between the signal circuit terminal 4 and ground.
9. Verify the scan tool Brake Controls Brake Pedal Position Sensor Circuit 2 parameter is greater than 80%.
If 80% or less
If greater than 80%
10. Install a 3 A fused jumper wire between the signal circuit terminal 6 and the low reference circuit terminal 1.
11. Verify the scan tool Brake Controls Brake Pedal Position Sensor Circuit 2 is less than 10%.
If 10% or greater
If less than 1 V
11.3. Vehicle OFF.
If less than 10%
12. Replace the B201 brake control brake pedal position sensor.
Repair Instructions
• Electronic Brake Control Position Sensor Replacement



Volt

DTC C0299 or C12FF

DTC Descriptors
DTC C0299 00: Brake Booster Performance Malfunction
DTC C12FF 00: Electronic Brake Control Module Non-Volatile RAM Malfunction
DTC C0299 31: Brake Booster Performance Internal Checksum Error
The electronic brake control module uses inputs from the brake master cylinder piston position sensor and the brake pedal position sensor to determine when the brake pedal
is being applied and with how much force. These inputs determine the driver's braking intent which is used to control the amount of pressure applied to the wheels.

• The brake pedal is sensed as applied for 6 minutes.


• The electronic brake control module disables the antilock brake system, the dynamic rear proportioning, the traction control system and the electronic stability control for

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

2. Place the transmission in PARK.
5. Vehicle OFF, without applying the brake pedal, remove the remote keyless entry transmitter and close all of the vehicle doors.
6. Wait approximately 1-3 minutes until the brake modulator and the high pressure accumulator pressure relief is complete and the vehicle powers down. Vehicle ON,
brakes not applied
10. Perform a brake hydraulic check, refer to Brake Hydraulic and Assist System Diagnosis .
If the DTC sets
13. All OK.
Repair Instructions


Volt

DTC C029C, C120C, C129A-C129F, C12B1, or C12F8

DTC Descriptors
DTC C029C 00: Brake Control Brake Pedal Position Sensor Circuit
DTC C029C 03: Brake Control Brake Pedal Position Sensor Circuit Low Voltage
DTC C129A 00: Brake Pedal Position Sensor 3 Circuit Low Input
DTC C129D 00: Brake Pedal Position Sensor 4 Circuit Low Input
DTC C029C 07: Brake Control Brake Pedal Position Sensor Circuit High Voltage
DTC C129B 00: Brake Pedal Position Sensor 3 Circuit High Input
DTC C129E 00: Brake Pedal Position Sensor 4 Circuit High Input
DTC C029C 1A: Brake Control Brake Pedal Position Sensor Circuit Performance Bias Level Out of Range
DTC C129C 00: Brake Pedal Position Sensor 3 Circuit Calibration
DTC C129F 00: Brake Pedal Position Sensor 4 Circuit Calibration
DTC C029C 5A: Brake Control Brake Pedal Position Sensor Circuit Not Plausible
DTC C12B1 00: ABS Master Cylinder Pressure Sensor and Brake Pedal Position Sensor Not Plausible
DTC C12F8 00: Brake Pedal Position Sensor 3 Not Plausible
DTC C120C 00: Brake Pedal Position Sensor 4 Not Plausible
Signal
C0110 00, C0880 00,
C0110 00, C0880 00, C0880 02, C029C 5A, C0110 00, C029C 03, C129A 00, C029C 07, C12B1 00,
5 V Reference C029C 5A, C12E0 00,
C120F 00, C12E0. 00, C12E5 00 C029C 5A, C129E 00, C12E0 00 C12F8 00
C12E5 00
C0110 00, C0880 00,
Brake Control Brake Pedal Position C12B1 00,
C029C 03, C129A 00 C029C 03, C129A.00 C029C 5A, C12E0 00,
Sensor Circuit 1 Terminal 4 C12F8 00
C12E5 00
Brake Control Brake Pedal Position C0110 00, C029C 07, C12B1 00,
C029C 03, C129D 00 C0110 00, C029C 07, C129E 00, C12E0 00
Sensor Circuit 2 Terminal 6 C129E 00, C12E0 00 C12F8 00
C0110 00, C0294 00, C029C 07, C029C 5A, C12B1 00,
Low Reference - -
C129E 00, C12E0 00, C12F8 00 C12F8 00
The electronic brake control module uses inputs from the electronic brake control brake pedal position sensor to determine when the brake is applied and how much force is
used. The electronic brake control module monitors when the drivers foot is on the brake and locks the offset. The offset is locked when 3 out of the 4 inputs indicate the
brake pedal is applied. The 4 inputs are brake pedal travel 1, brake pedal travel 2, master cylinder pressure sensor, and the brake pedal position sensor. These inputs are
used to determine the driver's braking intent which is used to the control amount of pressure applied to the wheels.

C029C 00
• The electronic brake control module detects improper offset learn.
• Foot on brake pedal during the electronic brake control module learn procedure.
• The brake pedal position sensor voltage is out of range.
C029C 03, C129A 00, or C129D 00
The electronic brake control module detects voltage below threshold on signal circuit.
C029C 07, C129B 00, or C129E 00
The electronic brake control module detects voltage above threshold on signal circuit.
C029C 1A, C129C 00, or C129F 00
The electronic brake control pedal position sensor learn procedure has not been performed.
C029C 5A, C12B1 00, C12F8 00, or C120C 00
• The electronic brake control module detects the brake pressure is high when the electronic brake control pedal position sensor is reading low travel.
• The electronic brake control module detects the brake pressure is low when the electronic brake control pedal position sensor is reading high travel.

• The condition for setting he DTC is no longer present.

Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference

If the DTC sets
13. All OK.
1. Perform the brake hydraulic check, refer to Brake Hydraulic and Assist System Diagnosis .
If 5 Ω or greater
If less than 5 Ω
If less than 4.8 V
If 1 V or greater
If less than 1 V
If 4.5 V or less
If 80% or less
If greater than 80%
If 10% or greater
If less than 1 V
11.3. Vehicle OFF.
If less than 10%
Repair Instructions



Volt

DTC C0552
• Diagnostic Procedure Instructions provide an overview of each diagnostic category.
DTC Descriptor
DTC C0552 00: Improper Shutdown Malfunction
The electronic brake control module monitors the number of Vehicle in Service Mode and Vehicle OFF cycles. When it detects that a Vehicle OFF cycle was incomplete or
nonexistent this fault will set. This means the fault reports a problem that occurred at the end of the previous ignition cycle. If this occurs during an electronic brake control
module service operation, any calibrations or offsets learned during that service operation may not be properly stored in memory.

• The electronic brake control module is initialising.
A Vehicle OFF cycle was interrupted before completion. Or power was removed from the module; with the Vehicle ON, the vehicle moving, and the brake applied.
• The electronic brake control module disables the antilock brake system, traction control and the vehicle stability enhancement system for the duration of the drive cycle.
• The condition for the DTC is no longer present.

Diagnostic Aids
This DTC can set if battery voltage drops below 8 V with the Vehicle ON or Vehicle in Service Mode.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the K17 Electronic Brake Control Module. It may take up to 2 min for all vehicle systems
to power down.
• Terminal 13
• Terminal 38
2.1. Vehicle OFF.
If less than 10 Ω
4.1. Vehicle OFF.
If 2 Ω or greater, repair the open/high resistance or the short to ground in the circuit.
5. Cycle the Vehicle OFF then to Vehicle in Service Mode.
6. Verify DTC C0552 or C121D is not set.
If the DTC sets
Replace the K17 Electronic Brake Control Module.
7. All OK.
Repair Instructions


Volt

DTC C0561
DTC Descriptors
DTC C0561 4B: System Disabled Information Stored Calibration Not Learned
DTC C0561 54: System Disabled Information Stored High Temperature
The electronic brake control module receives data from other modules; engine control module, body control module, 14 V accessory power module, hybrid powertrain control
module 1, and hybrid powertrain control module 2. The multi-axis acceleration sensor and the steering wheel angle sensor are needed to perform brake control functions. The
module must ensure that all serial data and sensor inputs are properly received and learned.

DTC C0561 4B
• Air in the hydraulic brake system or incorrect brake bleed.

• This diagnostics detects if one or more of the module learning steps was not performed or failed during a new component replacement or with a reprogrammed module.
DTC C0561 54
This diagnostics detects an over temperature condition with one of the twelve solenoids due to an extended antilock brake system, traction control and the vehicle stability
enhancement system event lasting more than 45 seconds.

• It may take two Vehicle ON cycles to clear this DTC.

Diagnostic Aids
DTC C0561 4B
• This DTC may set during a battery disconnect.

• Check for hydraulic leaks, air in the brake system or incorrect brake bleed.
• The module set up was not performed after a programming event or the electronic brake control module learn failed.
DTC C0561 54
Excessive traction control event for greater than 45 seconds.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
DTC C0561 4B
Note: The 12 V battery must be able to maintain a charge during this brake sensor performance procedure. It is recommended that a charger/maintainer or equivalent be
used to maintain proper battery voltage during this procedure.
Note: Do not depress the brake pedal during the Electronic Brake Control Module Learn procedure.

• Brake Controls Brake Pedal Position Sensor 5 V Supply Voltage - Between 4.75-5.25 V
If the DTC sets
13. All OK.
DTC C0561 54
Note: This diagnostic detects an over temperature condition with 1 of the 12 solenoids due to an extended anti lock, traction control and the vehicle stability
enhancement system event lasting more than 45 seconds. This does not indicate a failure with the electronic brake control module.
1. Verify DTC C0561 54 does not set while operating the vehicle under normal driving conditions.
If the DTC sets
2. All OK.
Repair Instructions


Volt

DTC C056D, C121C-C121F, C123A-C1256, C126E-C127D, C12C2-C12DF, or C12F2-C12F6

DTC Descriptors
DTC C056D 00: Electronic Control Unit Hardware Performance Malfunction
DTC C056D 3C: Electronic Control Unit Hardware Performance Internal Communication Malfunction
DTC C121C 00: Electronic Brake Control Module Internal Communication Malfunction
DTC C121D 00: Electronic Brake Control Module Internal Malfunction
DTC C121E 00: Electronic Brake Control Module Malfunction
DTC C121F 00: Electronic Brake Control Module Supervision Software Malfunction
DTC C123A 00: Electronic Brake Control Module RAM Watchdog
DTC C123B 00: Electronic Brake Control Module RAM Program Overflow
DTC C123C 00: Electronic Brake Control Module RAM Malfunction
DTC C123D 00: Electronic Brake Control Module Solenoid Valve Timeout
DTC C123E 00: Electronic Brake Control Module RAM Periodic Interrupt
DTC C123F 00: Electronic Brake Control Module Serial Peripheral Interface Malfunction

DTC C1255 00: Electronic Control Unit Performance
DTC C1256 00: Control Module Programming Checksum Error
DTC C126E 00: Electronic Brake Control Module Supervision Software Malfunction
DTC C126F 00: Electronic Brake Control Module Serial Peripheral Interface Performance
DTC C127A 00: Electronic Brake Control Module RAM Performance
DTC C127B 00: Electronic Brake Control Module Processor Performance
DTC C127C 00: Electronic Brake Control Module Self-Test Malfunction
DTC C127D 00: Electronic Brake Control Module Internal Malfunction
DTC C12C2 00: ABS Left Front Isolation Solenoid Valve Driver Shorted
DTC C12C5 00: ABS Right Front Dump Solenoid Valve Driver Shorted
DTC C12CC 00: ABS Left Front Dump Solenoid Valve Driver Shorted
DTC C12CF 00: ABS Right Front Dump Solenoid Valve Driver Shorted
DTC C12D0 00: ABS Left Rear Dump Solenoid Valve Circuit Open
DTC C12D1 00: ABS Left Rear Dump Solenoid Valve Circuit Shorted
DTC C12D2 00: ABS Left Rear Dump Solenoid Valve Driver Shorted
DTC C12D3 00: ABS Right Rear Dump Solenoid Valve Circuit Open
DTC C12D4 00: ABS Right Rear Dump Solenoid Valve Circuit Shorted
DTC C12D5 00: ABS Right Rear Dump Solenoid Valve Driver Shorted
DTC C12D6 00: ABS Normally Open Base Brake Solenoid Valve Circuit Open
DTC C12D7 00: ABS Normally Open Base Brake Solenoid Valve Circuit Shorted
DTC C12D8 00: ABS Normally Closed Base Brake Solenoid Valve Driver Shorted

DTC C12D9 00: ABS Normally Closed Base Brake Solenoid Valve Circuit Open
DTC C12DA 00: ABS Normally Closed Base Brake Solenoid Valve Circuit Open
DTC C12DB 00: ABS Normally Closed Base Brake Solenoid Valve Driver Shorted
DTC C12DF 00: Dynamic Rear Proportioning Solenoid Valve Driver Shorted
DTC C12F2 00: ABS Left Rear Isolation Solenoid Valve Circuit Shorted
DTC C12F3 00: ABS Left Rear Isolation Solenoid Valve Performance
DTC C12F4 00: Dynamic Rear Proportioning Solenoid Valve Performance
DTC C12F5 00: ABS Right Rear Isolation Solenoid Valve Circuit Shorted
DTC C12F6 00: ABS Right Rear Isolation Solenoid Valve Performance

B+ Terminal 1 C0256 04, C12E5 00 C0256 04, C12E5 00 -- --
B+ Terminal 25 C0201 04 C0201 04 -- --
The electronic brake control module detects an internal malfunction.

• Ignition voltage is between 8-16 V.

• An open electronic brake control module ground circuit.
• The electronic brake control module detects an internal malfunction.
• The electronic brake control module disables the antilock brake system, traction control and the vehicle stability enhancement system for the duration of the ignition cycle.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

to power down.
• Terminal 13
• Terminal 38
2.1. Vehicle OFF.
If less than 10 Ω
4. Verify that a test lamp illuminates between the B+ circuit terminals listed below and ground.
• Terminal 1
• Terminal 25
4.1. Vehicle OFF.
Replace the K17 Electronic Brake Control Module.
Repair Instructions


Volt

DTC C0574
DTC Descriptors
DTC C0574 08: Printed Circuit Board Temperature Sensor Performance - Signal Invalid
DTC C0574 11: Printed Circuit Board Temperature Sensor High Input
The electronic brake control module monitors the internal temperature sensor.

C0574 08
The electronic brake control module detects an internal temperature sensor failure.
C0574 11
The temperature sensor value is greater than 284° F for greater than 1 second.
No indicators or warning messages are displayed.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: Diagnose all other electronic brake control module system related faults first, if DTC C0574 goes into history after a 15 minute cool down period. Other electronic brake
control module faults may cause the circuit board to overheat.
2. Verify DTC C0574 is not set.
If the DTC is set
3. All OK.
Repair Instructions


Volt

DTC C0710
DTC Descriptor
DTC C0710 00: Steering Position Signal Malfunction
DTC C0710 09: Steering Position Signal Too Fast Transitions
DTC C0710 0A: Steering Position Signal Too Slow Transitions
DTC C0710 11: Steering Position Signal High Input
DTC C0710 18: Steering Position Signal Low Signal Amplitude
DTC C0710 19: Steering Position Signal High Signal Amplitude
DTC C0710 4B: Steering Position Signal Calibration Not Learned

Ignition U0125, U0126 U0125, U0126 -- --
Ground -- U0126 -- --
The steering wheel angle sensor receives ignition voltage from the electronic brake control module. The electronic brake control module receives serial data message inputs
from the steering wheel angle sensor identifying the position and direction of the steering wheel rotation. The electronic brake control module utilises this signal to calculate
the driver intended driving direction.
• Vehicle ON.

• Vehicle speed is greater than 15 km/h (10 MPH).
C0710 00 or C0710 11
• The steering wheel angle sensor fails internally.

• The steering wheel alignment may be out of the specified range.
• The steering wheel angle sensor may not be properly mounted.
C0710 09
The steering wheel angle sensor detects an error of 30° or more.
C0710 0A
The steering wheel angle sensor signal does not vary.
C0710 18
The steering wheel angle sensor signal has a low amplitude signal.
C0710 19
The steering wheel angle sensor signal has a high amplitude signal or greater value than physically possible.
C0710 4B
The steering wheel angle sensor is not calibrated or learned.

• The traction control/stability control-active indicator turns ON.
• The electronic brake control module disables the traction control and the vehicle stability control for the duration of the ignition cycle.
• In order for the DTC to clear the electronic stability control system must be initialised. Perform the steps listed below to initialise the system:
1. Vehicle OFF, open the driver door and remove all keyless entry transmitters from the vehicle and secure in a place outside the vehicle.
2. Close the driver door and let the vehicle sit for 3 minutes.
3. Vehicle ON, leave the vehicle in Park for greater than 10 seconds.
4. Drive the vehicle in a straight line at a speed greater than 32 km/h (20 mph) for 30 seconds.
Diagnostic Aids
• Confirm that all tyres are of the proper size and that all are matching brands. Check and adjust all tyres to the stated cold air pressure as identified on the tyre placard. If a
mis-sized or non-matching brand tyre is present, inform the customer that in order for the vehicle stability enhanced system to function normally, tyres need to be a
uniform size and rolling diameter.
• The car should not pull in either direction causing the steering wheel to be off centre while driving in a straight line on a level surface.
• Improperly mounted or loose sensor.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

• DTC U0125
• DTC U0126
• DTC C0035
• DTC C0040
• DTC C0045
• DTC C0050
3. Verify that DTC C0186, C0196, or C0287 is not set.
Refer to DTC C0186, C0196, or C0287 .
4. Verify that DTC C0710 4B is not set.
If DTC C0710 4B is set
Perform the Steering Angle Sensor Centring procedure.
If DTC C0710 4B is not set
5. Verify the B99 steering wheel angle sensor is installed correctly.
Correct the installation of the component.
6. Refer to Circuit/System Testing.
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B99 steering wheel angle sensor. It may take up to 2 minutes for all vehicle systems
to power down.
2.1. Vehicle OFF.
If less than 10 Ω
4. Verify a test lamp illuminates between the ignition circuit terminal 5 and ground.
5. Replace the B99 steering wheel angle sensor.
6. Verify that DTC C0710 does not set while operating the vehicle under the Conditions for Running the DTC.
If the DTC sets
7. All OK.
Repair Instructions
• Steering Angle Sensor Replacement



Volt

DTC C0870 or C12E4

DTC Descriptors
DTC C0870 00: Control Module Voltage Reference Output 1 Circuit Malfunction
DTC C12E4 00: ABS Sensor Reference Output Circuit
The electronic brake control module supplies a shared 5 V reference to multiple sensors.

The electronic brake control module detects an internal 5 V supply failure.


Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

2. Verify that DTC C0870 or C12E4 is not set.
If either DTC is set
If either DTC is not set
3. All OK.
Repair Instructions


Volt

DTC C0880, C12E5, or C120F

DTC Descriptors
DTC C0880 00: Control Module Voltage Reference Output 2 Circuit Malfunction
DTC C12E5 00: Brake Pedal Position Sensor Reference Circuit
DTC C0880 02: Control Module Voltage Reference Output 2 Circuit Short to Ground
DTC C120F 00: Brake Pedal Position Sensor Supply Circuit Low Input
Signal
C0110 00, C0880 00, C0880 02, C029C 5A, C0110 00,C029C 03, C029C 07, C029C 5A, C0110 00, C0880 00, C029C 5A, C12B1 00,
5 V Reference
C120F 00, C12E0. 00, C12E5 00 C129A 00, C129E 00, C12E0 00 C12E0 00, C12E5 00 C12F8 00
Brake Pedal Travel C0110 00, C0294 00, C029C 03, C029C 5A, C0110 00, C0880 00, C029C 5A, C12B1 00,
C029C 03, C129A 00
Sensor 1 Signal Terminal 4 C129A.00, C12E0 00, C12F8 00 C12E0 00, C12E5 00 C12F8 00
Brake Pedal Travel C0110 00, C029C 07, C129E 00, C12B1 00,
C029C 03, C129D 00 C0110 00, C029C 07, C129E 00, C12E0 00
Sensor 2 Signal Terminal 6 C12E0 00 C12F8 00
C0110 00, C0294 00, C029C 07, C029C 5A, C12B1 00,
Low Reference - -
C129E 00, C12E0 00, C12F8 00 C12F8 00
The electronic brake control module supplies a 5 V reference to the brake control brake pedal position sensor.

• A short to ground or a short to voltage on the 5 V reference circuit to the brake control brake pedal position sensor.
• A short to voltage on the sensor 1 signal circuit to the brake control brake pedal position sensor.


Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference

2. Verify that DTC C029C is not set.
If the DTC is set
If 5 Ω or greater
If less than 5 Ω
If less than 4.8 V
If 1 V or greater
If less than 1 V
If 4.5 V or less
If 80% or less
If greater than 80%
If 10% or greater
If less than 1 V
12.3. Vehicle OFF.
If less than 10%
Repair Instructions



Volt

DTC C0898
DTC Descriptors
DTC C0898 00: Control Module Power and Ground Circuits Malfunction
DTC C0898 03: Control Module Power and Ground Circuits Low Voltage
The electronic brake control module monitors two different blocks of memory to determine its capability to control the system shutdown process.
Vehicle ON or Vehicle in Service Mode.
• Keep alive voltage regulator not functional.

• Processor loses complete power (Ignition and Battery).
• Battery voltage is under 9 V and the vehicle is not moving.
• The electronic brake control module disables the antilock brake system/traction control system/vehicle stability enhancement system for the duration of the drive cycle.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Check to ensure battery shunt is not opened.
to power down.
• Terminal 13
• Terminal 38
2.1. Vehicle OFF.
If less than 10 Ω
4. Verify that a test lamp illuminates between the B+ circuit terminals listed below and ground.
• Terminal 1
• Terminal 25
4.1. Vehicle OFF.
6.1. Vehicle OFF.
7. Replace the K17 Electronic Brake Control Module.
Repair Instructions

Volt

DTC C0914
DTC Descriptor
DTC C0914 06: Control Module Voltage Output 1 Circuit Low Voltage/Open

Ignition Voltage U0125 00, U0126 00, C0914 06 U0125 00, U0126 00, C0914 06 -- --
Ground -- U0125 00 -- --

The electronic brake control module has detected a short to ground or open on the yaw and lateral accelerometer sensor ignition circuit.
• The electronic brake control module disables the traction control and the vehicle stability enhancement system for the duration of the ignition cycle.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B119 Multi-axis Acceleration Sensor. It may take up to 2 min for all vehicle systems
to power down.
2.1. Vehicle OFF.
If less than 10 Ω
4.1. Vehicle OFF, disconnect the harness connector at the K17 Electronic Brake Control Module.
If less than 2 Ω, replace the K17 Electronic Brake Control Module.
5. Replace the B119 Multi-axis Acceleration Sensor. Verify the DTC does not set.
If the DTC sets
Replace the K17 Electronic Brake Control Module
6. All OK.
Repair Instructions


Volt

DTC C1120 or C1121

DTC Descriptors
DTC C1120 00: ABS Left Front Hydraulic Circuit Blocked
DTC C1121 00: ABS Left Front Hydraulic Circuit Leak Detected
The electronic brake control module activates the valve relay to supply voltage to the valve solenoids. This voltage is referred to as the system voltage. The electronic brake
control module activates individual valve solenoids by grounding the valve solenoid control circuits. This verification is used to perform hydraulic checks at the normally open
base brake valve, the front hydraulic circuit and the block.

• Accumulator pressure is less than 9,000 kPa (1,305 psi).
• The electronic brake control module performs a hydraulic system check every third drive cycle.
• Brake pedal was depressed.
C1120 00
This diagnostic detects if the left front circuit is blocked by actively applying pressure and monitoring the accumulator pressure change. The pressure change of the
accumulator indicates the value of fluid used which is then compared to expected fluid used during a brake apply. Too little fluid usage indicates a blocked circuit.
C1121 00
This diagnostic detects if the left front circuit is leaking by actively applying pressure and monitoring the accumulator pressure change. The pressure change of the
accumulator indicates the volume of fluid used which is then compared to expected fluid used during a brake apply. Too much fluid usage indicated a leaking circuit.


Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

If the DTC sets
13. All OK.
Repair Instructions


Volt

DTC C1122 or C1123

DTC Descriptors
DTC C1122 00: ABS Right Front Hydraulic Circuit Blocked
DTC C1123 00: ABS Right Front Hydraulic Circuit Leak Detected
The electronic brake control module activates the valve relay to supply voltage to the valve solenoids. This voltage is referred to as the system voltage. The electronic brake
control module activates individual valve solenoids by grounding the valve solenoid control circuits. This verification is used to perform hydraulic checks at the normally open
base brake valve, the front hydraulic circuit and the block.
• Vehicle ON or Vehicle in Service Mode

• Accumulator pressure is less than 9,000 kPa (1,305 psi).
• The electronic brake control module performs a hydraulic system check every third drive cycle.
• Brake pedal was depressed.
C1122 00
This diagnostic detects if the left front circuit is blocked by actively applying pressure and monitoring the accumulator pressure change. The pressure change of the
accumulator indicates the value of fluid used which is then compared to expected fluid used during a brake apply. Too little fluid usage indicates a blocked circuit.
C1123 00
This diagnostic detects if the left front circuit is leaking by actively applying pressure and monitoring the accumulator pressure change. The pressure change of the
accumulator indicates the volume of fluid used which is then compared to expected fluid used during a brake apply. Too much fluid usage indicated a leaking circuit.


Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

If the DTC sets
13. All OK.
Repair Instructions


Volt

Symptoms - Antilock Brake System

2. Review the system description and operation in order to familiarize yourself with the system functions. Refer to ABS Description and Operation .
• Inspect for aftermarket devices which could affect the operation of the ABS. Refer to Checking Aftermarket Accessories .
• Inspect the easily accessible or visible system components for obvious damage or conditions that could cause the symptom.
Intermittent
Symptom List
• ABS Indicator Malfunction

• Traction Control/Stability Control Indicator Malfunction
• Brake Warning Indicator Malfunction


Volt

ABS Indicator Malfunction

The instrument cluster turns ON the ABS indicator for 5 seconds after Vehicle in Service Mode or when the electronic brake control module detects a fault and sends a serial
data message to the instrument cluster commanding the indicator ON.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

2. Verify that no DTCs are set.
If any DTCs are set
If no DTCs are set
3. Verify the instrument cluster ABS indicator turns ON and OFF when commanding the All Indicators ON and OFF with a scan tool.
If ABS indicator does not turn ON and OFF
Replace the P16 instrument cluster.
If the ABS indicator turns ON and OFF
4. Verify the ABS indicator turns OFF 5 seconds after the ignition is turned ON.
If the ABS indicator does not turn OFF
If the ABS indicator turns OFF
5. All OK.
Repair Instructions
Control Module References for electronic brake control module or instrument cluster replacement, programming and setup


Volt

Traction Control/Stability Control Indicator Malfunction

Circuit Description
The instrument cluster illuminates the Stabilitrak indicator during the instrument cluster bulb check or when the electronic brake control module detects a fault and sends a
serial data message to the instrument cluster commanding the indicator ON.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
When the ignition is turned ON, the stabilitrak indicator lamp should illuminate, then after 5 seconds it should turn OFF.

2. Verify the instrument cluster traction control/stability control-active indicator turns ON and OFF when commanding the All Indicators ON and OFF with a scan tool.
If the indicator does not turn ON and OFF
Replace the P16 instrument cluster.
If the indicator turns ON and OFF
3. All OK.
Repair Instructions
Control Module References for instrument cluster replacement, programming and setup


Volt

Antilock Brake System Automated Bleed

Special Tools
• CH-29532-A Brake Pressure Bleeder

• CH-35589-A Brake Bleeder Adapter
Warning: At times during this brake bleed procedure brake fluid will be under higher pressures than during typical brake bleed procedures. Ensure the bleeder hose attached
to the bleeder valve is securely maintained in position whenever the bleeder valve is opened. Failure to maintain the bleeder hose securely to the valve when opened, may
allow the hose to blow off and brake fluid to spray out of the bleeder valve, possibly resulting in personal injury.
Caution: Only use products that comply with GM specifications and check manufacturer information respectively. We recommend the use of GM genuine products.
Instructions must be followed at all times. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage
to the internal rubber seals and/or rubber linings of hydraulic brake system components.
Caution: Refer to Brake Fluid Effects on Paint and Electrical Components Caution in the Preface section.
Note:
• Do not pressurise the brake pressure bleeder CH-29532-A Brake Pressure Bleeder and thereby the master cylinder reservoir until instructed to do so by the scan tool.
Portions of the automated bleed process require the master cylinder reservoir not be pressurised through the CH-29532-A Brake Pressure Bleeder .
• Do not apply the brake pedal until instructed to do so by the scan tool. Applying the brake pedal before instructed by the scan tool may result in setting a DTC and may
require the sensor and boost valve calibration and electronic brake control module (EBCM) learn procedures to be repeated manually.
Note: The transmission must be in the PARK position, the power button in the OFF position, and the brakes not applied to ensure the brake modulator and high
pressure accumulator (HPA) pressure relief occurs. This process will take approximately 1 to 3 minutes.

2. Place the power button in the OFF position.
3. Wait approximately 3 minutes for the HPA pressure relief to occur.
Danger: Do not use a service jack in locations other than those specified to lift this vehicle. Lifting the vehicle with a jack in those other locations could cause the vehicle
to slip off the jack and roll; this could cause injury or death.
5. Remove the tyre and wheel assemblies. Refer to Tyre and Wheel Removal and Installation .
6. Inspect the brake system for leaks and visual damage. Refer to Symptoms - Hydraulic Brakes . Repair or replace components as necessary.
7. Lower the vehicle to allow for entry and exit while bleeding the brake corners and other components.
8. Connect a battery charger with 20 amp output to the 12V battery. The battery charger must remain connected and maintain 12V 20 amp for the entire automated bleed
procedure. Refer to Battery Charging .
9. Install a scan tool to the vehicle.
Note: The power button must remain ON during this entire procedure.
10. Place the power button in the ON position.
Note: Do not pressurise the pressure bleeder CH-29532-A Brake Pressure Bleeder , and thereby the master cylinder reservoir, until instructed to do so by the scan tool.
11. Using the scan tool, perform the following steps:

11.1. Select Diagnostics
11.2. Select the appropriate vehicle information
11.3. Select Chassis
11.4. Select Electronic Brake Control Module (EBCM)
11.5. Select Special Functions
11.6. Select Automated Bleed
12. Press Start to begin the automated bleed procedure. Ensure the CH-29532-A Brake Pressure Bleeder has not yet been installed to the vehicle.
The travel and pressure sensors are being calibrated and learned by the EBCM during this step.
13. Press Start to continue.
Note: Approximately 2.5-3.0 L (2.6-3.2 qt) of brake fluid will be used throughout this procedure. Ensure there is an adequate supply of brake fluid in the CH-29532-A
Brake Pressure Bleeder .
14. Inspect the fluid level in the CH-29532-A Brake Pressure Bleeder . Clean the outside of the CH-29532-A Brake Pressure Bleeder and add GM approved or equivalent
DOT-3 brake fluid from a clean, sealed brake fluid container, as necessary.
15. Clean the outside of the master cylinder reservoir on and around the reservoir cap prior to removing the cap and diaphragm.
Note: Do not pressurise the CH-29532-A Brake Pressure Bleeder and thereby the master cylinder reservoir until instructed to do so by the scan tool.
16. Install the CH-35589-A Brake Bleeder Adapter and the CH-29532-A Brake Pressure Bleeder to the vehicle.
Note: Ensure a MINIMUM of 200 kPa (30 psi) of pressure is MAINTAINED in the CH-29532-A Brake Pressure Bleeder throughout this procedure, except as instructed.
17. Set the pressure regulator of the CH-29532-A Brake Pressure Bleeder to 207 to 414 kPa (30 to 60 psi).
18. Open the CH-29532-A Brake Pressure Bleeder fluid tank valve to allow pressurised brake fluid to enter the brake system.
19. Wait approximately 30 seconds, then inspect the entire hydraulic brake system to ensure there are no existing external brake fluid leaks.
20. Secure bleeder hoses to all 4 brake calliper bleeder valves.
21. Bleed each of the 4 brake corners using the CH-29532-A Brake Pressure Bleeder in the following sequence. Ensure the brake fluid is clear and free of air bubbles at
each corner.
21.1. Left front
21.2. Right front
21.3. Left rear
21.4. Right rear
22. Ensure each of the 4 brake calliper bleeder valves are tightened securely.
23. Press Start to begin the system automated bleed steps.
Follow all instructions on the scan tool. Only apply the brake pedal when instructed to do so by the scan tool.
24. When instructed, firmly apply and release the brake pedal using smooth, consistent full brake pedal strokes.
The brake pedal will go fully to the floor with some pedal feedback felt. The master cylinder reservoir supply circuit is being flushed through these steps.
25. Continue the brake applications until instructed by the scan tool.
The scan tool will instruct to perform 10 brake applies.
26. When instructed by the scan tool, stop performing the brake applications and press Enter.
27. When instructed by the scan tool, press Start to continue.
Note: The hydraulic brake system will be under high pressure during the next bleed sequence. Ensure the bleeder hose is maintained securely to the bleeder valve, and
open the bleeder valve slowly.
28. Following the instructions on the scan tool, open the right rear (RR) brake calliper bleeder valve.
29. With the bleeder valve open and the bleeder hose maintained firmly in place, press Start to begin the bleeding process.
This process will run in a 30-second cycle. The pump and HPA circuits are being flushed during these steps.
30. Press Enter when instructed to repeat the bleeding process 3 more times on the scan tool.
31. Press Enter when instructed at the end of the 4th bleeding process.
32. Ensure the RR brake calliper bleeder valve is tightened securely.
33. Following the instructions on the scan tool, open the left rear (LR) brake calliper bleeder valve.
34. With the bleeder valve open and the bleeder hose maintained firmly in place, press Start to begin the bleeding process.
36. Press Enter when instructed at the end of the 4th bleeding process.
37. Ensure the LR brake calliper bleeder valve is tightened securely.
38. Reduce the charge in the air tank of the CH-29532-A Brake Pressure Bleeder to 0 kPa (0 psi).
39. Press Start to continue.
This sequence will run in a 20-second cycle. The brake pedal simulator circuit is being flushed through this step.
41. Set the pressure regulator of the CH-29532-A Brake Pressure Bleeder to 207 to 414 kPa (30 to 60 psi).
42. Press Enter to continue.
This sequence will run in a 120-second cycle. The boost side of the secondary master cylinder is being flushed through this step.
43. Open the right rear (RR) brake calliper bleeder valve.
44. Press Enter when instructed to repeat the bleeding process 1 more time on the scan tool.
46. Following the instructions on the scan tool, press Start to begin the next bleed sequence.
47. Open the right rear (RR) brake calliper bleeder valve.
Ensure the RR bleeder valve is fully bled and securely tightened before the 60-second cycle is completed. Do not leave the bleeder valve open for longer than 60-
seconds.
48. If the RR bleeder valve was not fully bled within the 60-second cycle time, press Start to repeat Step 46 until the brake fluid is clear of any air.
50. Following the instructions on the scan tool, press Start to begin the next bleed sequence.
51. Open the left rear (LR) brake calliper bleeder valve.
Ensure the LR bleeder valve is fully bled and securely tightened before the 60-second cycle is completed. Do not leave the bleeder valve open for longer than 60-
seconds.
52. If the RR bleeder valve was not fully bled within the 60-second cycle time, press Start to repeat Step 50 until the brake fluid is clear of any air.
54. Secure bleeder hoses to all 4 brake calliper bleeder valves.
55. Bleed each of the 4 brake corners using the CH-29532-A Brake Pressure Bleeder , in the following sequence. Ensure the brake fluid is clear and free of air bubbles at
each corner.
55.1. Left front
55.2. Right front
55.3. Left rear
55.4. Right rear
56. Ensure each of the 4 brake calliper bleeder valves are tightened securely.
58. Remove the CH-35589-A Brake Bleeder Adapter and the CH-29532-A Brake Pressure Bleeder from the vehicle.
Note: The system is active and pressurised, therefore the brake fluid level in the master cylinder reservoir cannot be allowed to be higher than the MAX mark of the
operating range.
59. Ensure the master cylinder reservoir is filled no higher than the MAX operating range line. Add or remove brake fluid as necessary. Refer to Master Cylinder Reservoir
Filling .
61. Press Start to continue the final sequence.
The pump and the HPA circuits are being flushed, and the boost valve is being calibrated and learned by the EBCM through this step.
62. Continue to follow the instructions on the scan tool.

63. Allow the engine to idle for 1 minute to allow the system to recalibrate.
64. Place the power button in the OFF position, then place the power button in the ON position.
65. Clear any DTCs from the EBCM.
66. The brake control modulator is an OBDII compliant module. As such, brake related DTCs may be stored in the powertrain control modules. After addressing any other
stored DTCs, clear any brake related DTCs stored in the powertrain control modules.
67. Place the power button in the OFF position, without applying the brake pedal.
68. Allow the vehicle to remain OFF for at least 1 minute before applying the brake pedal or performing a test drive.
This waiting period is essential to complete the sensor and boost valve calibration and EBCM learn processes, and to allow the HPA to depressurise to allow for a
deactivated system pedal feel check.
69. Remove the scan tool from the vehicle.

70. Before activating the power button, firmly apply the brake pedal several times.
Observe the brake pedal feel.
71. If the brake pedal feels spongy, perform the following:

71.1. Repeat the base hydraulic brake system bleeding procedure. Refer to Hydraulic Brake System Bleeding : Pressure .
71.2. If the brake pedal feel is now firm, repeat the automated bleeding procedure.
71.3. If the brake pedal stills feels spongy after repeating the base hydraulic brake system bleeding procedure, inspect the brake system for external leaks. Refer to
Brake System External Leak Inspection .
72. If the brake pedal stills feels spongy, an if no external brake fluid leaks are found, inspect the brake system for internal leaks and inspect the brake pedal travel. Refer to
Brake System Internal Leak Test and Brake Pedal Travel Measurement and Inspection .
73. If internal leaks are found, replace the master cylinder. Refer to Master Cylinder Replacement .
74. If the brake pedal travel exceeds specification and there is no damage to the pedal system or pushrod, replace the master cylinder. Refer to Master Cylinder
Replacement .
Observe if the brake system warning lamp remains illuminated.
76. If the brake system warning lamp remains illuminated, DO NOT allow the vehicle to be driven until the brake system is diagnosed and repaired. Refer to Symptoms -
Hydraulic Brakes .
77. Firmly apply the brake pedal several times.

78. If the brake pedal feels spongy, repeat the automated bleeding procedure until a firm brake pedal is obtained.
79. Drive the vehicle to a speed above 13 km/h (8 mph) to allow ABS initialisation to occur.
80. If the brake pedal feels spongy, repeat the automated bleeding procedure until a firm brake pedal is obtained.


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Steering Angle Sensor Centreing

The external column mounted steering angle sensor does not require centring often. Centring of the steering wheel angle sensor might be required after certain service
procedures are performed. Some of these procedures are as follows:
• Electronic brake control module replacement

• Steering column replacement
• Steering gear replacement
• Steering wheel angle sensor replacement
• Steering linkage inner tie rod replacement
• Steering linkage outer tie rod replacement
• Collision or other physical damage
The external column mounted steering angle sensor centring procedure can be completed with a scan tool using the following steps:
1. Using the steering wheel, align the front wheels forward.

2. Apply the hand brake, or set the transmission in the P position.
3. Install the scan tool to the data link connector.
4. Vehicle in Service Mode, engine OFF.
5. Select Steering Wheel Angle Sensor Reset in the Steering Wheel Angle Sensor Module Configuration/Reset Functions list.
6. Follow the scan tool directions to complete the Reset procedure.
7. Select Steering Wheel Angle Sensor Learn in the Steering Wheel Angle Sensor Module Configuration/Reset Functions list.
8. Follow the scan tool directions to complete the Learn procedure.
9. Clear any DTCs that may be set.
10. Select Power Steering Softstops Reset in the Electric Power Steering Control Module Configuration/Reset Functions list.
11. Follow the scan tool directions to complete the Reset procedure.
12. Select Power Steering Softstops Learn in the Electric Power Steering Control Module Configuration/Reset Functions list.
13. Follow the scan tool directions to complete the Learn procedure.


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Electronic Brake Control Module Replacement

Removal Procedure
Warning: Refer to Brake Fluid Irritant Warning in the Preface section.
Caution: Always connect or disconnect the wiring harness connector from the EBCM/EBTCM with the ignition switch in the OFF position. Failure to observe this precaution
could result in damage to the EBCM/EBTCM.

3. Remove the remote keyless entry (RKE) transmitter and close all of the vehicle doors.
6. Disconnect the electronic brake control module (EBCM) electrical connector.
7. Remove the brake pressure modulator valve (BPMV) bracket bolt (1).
8. Without disconnecting the connectors, remove the fasteners and position the drive motor generator power inverter module aside. Refer to Drive Motor Generator Power
Inverter Module Replacement .
9. Remove the bolt and position aside the engine wiring junction block.
10. Disconnect the BPMV return hose quick connect (1).
11. Cap the BPMV outlet port and plug the return hose to prevent brake fluid loss and contamination.
12. Disconnect the BPMV supply hose quick connect (1).
13. Cap the BPMV inlet port and plug the supply hose to prevent brake fluid loss and contamination.
Note: Mark the location of the brake pipe fittings at the BPMV to ensure correct installation.
14. Disconnect the right rear (1) and left rear (2) brake pipe fittings from the BPMV.
15. Cap the brake pipe fittings and the BPMV outlet ports to prevent brake fluid loss and contamination.
Note: Mark the location of the brake pipe fittings at the BPMV to ensure correct installation.
16. Disconnect the left front (1) and right front (2) secondary brake pipe fittings from the BPMV.
17. Cap the brake pipe fittings and the BPMV outlet ports to prevent brake fluid loss and contamination.
18. Disconnect the master cylinder primary brake pipe fitting (1).
19. Cap the brake pipe fitting and the BPMV inlet port to prevent brake fluid loss and contamination.
20. Remove the BPMV bracket nut (1).
21. Remove the BPMV bracket bolt (1).
22. Remove the brake master cylinder. Refer to Master Cylinder Replacement .
23. Carefully move the front brake pipes and remove the hydraulic control unit and bracket assembly.
24. Remove the EBCM bolts (1).
Note: Do not pry the EBCM from the BPMV. The EBCM must be pulled back evenly.
25. Carefully separate the EBCM (1) and seal (2) from the BPMV. Do not pry or force the components apart.
1. Clean the sealing surfaces of the EBCM and the BPMV with denatured alcohol or equivalent and allow to dry.
2. Install the EBCM (1) and seal (2) to the BPMV.

3. Install the EBCM bolts (1) and tighten to 3 N·m (27 lb in).
4. Carefully move the front brake pipes and install the hydraulic control unit and bracket assembly.
5. Install the BPMV bracket bolt (1) and tighten to 22 N·m (16 lb ft).
6. Install the BPMV bracket nut (1) and tighten to 22 N·m (16 lb ft).
7. Install the brake master cylinder. Refer to Master Cylinder Replacement .
8. Install the master cylinder primary brake pipe and tighten the fitting (1) to 23 N·m (17 lb ft).
9. Install the left front (1) and right front (2) secondary brake pipes and tighten the fittings to 19 N·m (14 lb ft).
10. Install the right rear (1) and left rear (2) brake pipes and tighten the fittings to 23 N·m (17 lb ft).
11. Connect the BPMV supply hose quick connect (1).
12. Ensure the supply hose quick connect is fully engaged by attempting to pull the supply hose from the inlet fitting.
13. Connect the BPMV return hose quick connect (1).
14. Ensure the return hose quick connect is fully engaged by attempting to pull the return hose from the outlet fitting.
15. Install the engine wiring junction block and bolt.
16. Install the drive motor generator power inverter module. Refer to Drive Motor Generator Power Inverter Module Replacement .
18. Connect the EBCM electrical connector.
19. Install the front suspension strut housing brace. Refer to Front Suspension Strut Housing Brace Replacement .
20. If installing a new EBCM, the EBCM must be programmed. Refer to Control Module References .
21. Perform the Antilock Brake System Automated Bleed . Follow the procedure completely to ensure the sensor and boost valve calibration and EBCM learn processes
have been completed.


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Electronic Brake Control Module with Brake Pressure Modulator Valve Replacement
Removal Procedure
1. Remove the electronic brake control module (EBCM). Refer to Electronic Brake Control Module Replacement .
2. Remove the 2 brake pressure modulator valve (BPMV) bolts (1).

3. Remove the BPMV (1) from the bracket (2).
1. Install the BPMV assembly (1) to the bracket (2).

2. Install the 2 BPMV bolts (1) and tighten to 8 N·m (71 lb in).
3. Install the EBCM. Refer to Electronic Brake Control Module Replacement .


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Brake Control Brake Pedal Position Sensor Replacement

Removal Procedure
1. Disconnect the brake control brake pedal position sensor electrical connector.
2. Remove the brake control brake pedal position sensor bolt (1).

3. Remove the brake control brake pedal position sensor (1).
1. Align the locating pin on the brake control brake pedal position sensor (1) to the hole on the brake pedal assembly bracket.
2. Ensure the brake control brake pedal position sensor fork is properly located on the brake pedal pin.

3. Install the brake control brake pedal position sensor bolt (1) and tighten to 9 N·m (80 lb in).
4. Connect the brake control brake pedal position sensor electrical connector.
5. Perform the Diagnostic System Check - Vehicle .


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Electronic Brake Control Position Sensor Replacement

Removal Procedure
1. Remove the driver side inflatable restraint lower module. Refer to Inflatable Restraint Instrument Panel Lower Module Replacement - Driver Side .
2. Disconnect the electronic brake control position sensor electrical connector.
3. Remove the 2 electronic brake control position sensor bolts (1).

4. Remove the electronic brake control position sensor (1).
Note: Ensure the electronic brake control position sensor arm is properly located on the pin of the brake pedal.
1. Install the electronic brake control position sensor (1).

2. Install the 2 electronic brake control position sensor bolts (1) and tighten to 9 N·m (80 lb in).
3. Connect the electronic brake control position sensor electrical connector.
4. Install the driver side inflatable restraint lower module. Refer to Inflatable Restraint Instrument Panel Lower Module Replacement - Driver Side .
5. Inspect the battery state of charge. Refer to Battery Inspection/Test .
6. If necessary, connect a battery charger to the 12V battery. Refer to Battery Charging .
Note: The power button must remain in the ON position during this procedure.

9.3. Select Chassis
9.5. Select Module Setup
9.6. Select Electronic Brake Control Position Relearn and follow the instructions on the scan tool


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Brake Pressure Modulator Valve Pressure Sensor Calibration

The brake pressure sensor does not require calibration often. Calibration of the brake pressure sensor might be required after certain service procedures are performed.
Some of these procedures are as follows:
• Electronic brake control module (EBCM) replacement.

• Brake pressure modulator valve assembly replacement
The Brake Pressure Sensor Calibration procedure can be completed with a scan tool using the following steps:
1. Place the power button in the ON/RUN position.

2. Place the transmission in PARK
3. Release the brake pedal.
5. Select Brake Pressure Sensor Calibration in the EBCM Configuration/Reset Functions list.
6. Follow the scan tool directions to complete the calibration procedure.


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Brake Pressure Modulator Valve Bracket Replacement

Removal Procedure
1. Without separating the brake pressure modulator valve (BPMV) from the electronic brake control module (EBCM), remove the EBCM. Refer to Electronic Brake Control
Module Replacement .
2. Remove the 2 BPMV bolts (1).

3. Remove the bracket (1) from the BPMV/EBCM assembly.
1. Install the bracket (1) to the BPMV/EBCM assembly.

2. Install the 2 BPMV bolts (1) and tighten to 8 N·m (71 lb in).
3. Install the BPMV/EBCM assembly. Refer to Electronic Brake Control Module Replacement .


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Front Wheel Speed Sensor Replacement

Removal Procedure
Warning: Refer to Brake Dust Warning in the Preface section.
2. Remove the tyre and wheel assembly. Refer to Tyre and Wheel Removal and Installation .
3. Remove the 11 lower fasteners securing the front wheelhouse liner front liner to the frame. Refer to Front Wheelhouse Front Liner Replacement .
4. Pull the front wheelhouse liner away from the frame to access the wheel speed sensor electrical connector.
5. Disconnect the wheel speed sensor electrical connector (1) and release the connector from the frame.
6. Release the harness clip (2) from the frame.
7. Release the harness clips (3) from the lower control arm.
8. Clean the wheel speed sensor mounting area on the steering knuckle of any accumulated dirt and debris.
9. Remove the wheel speed sensor bolt (1).
10. Remove the wheel speed sensor (1) from the steering knuckle.
11. Release the harness clip (2) from the steering knuckle and remove the wheel speed sensor.
1. Install the wheel speed sensor (1) to the steering knuckle.
2. Install the harness clip (2) to the steering knuckle.

3. Install the wheel speed sensor bolt (1) and tighten to 10 N·m (89 lb in).
4. Connect the wheel speed sensor electrical connector (1) and secure the connector to the frame.
5. Install the harness clip (2) to the frame.
6. Install the harness clips (3) to the lower control arm.
7. Install the 11 lower fasteners securing the front wheelhouse liner front liner to the frame. Refer to Front Wheelhouse Front Liner Replacement .
8. Install the tyre and wheel assembly. Refer to Tyre and Wheel Removal and Installation .


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Rear Wheel Speed Sensor Replacement

Removal Procedure
3. Clean the wheel speed sensor mounting area on the suspension knuckle of any accumulated dirt and debris.
4. Remove the wheel speed sensor bolt (1).
5. Remove the wheel speed sensor (1) from the suspension knuckle.
6. Release the wheel speed sensor harness from the rear brake hose retainers (1) and the brake hose bracket (2).
7. Remove the lower forward wheelhouse liner pushpin, lift the wheelhouse liner away from the body slightly and disconnect the wheel speed sensor electrical
connector (1).
8. Release the wheel speed sensor harness retainer (2) from the frame rail and remove the wheel speed sensor.
1. Install the wheel speed sensor (1) to the suspension knuckle.

2. Install the wheel speed sensor bolt (1) and tighten to 9 N·m (80 lb in).
3. Install the wheel speed sensor harness to the rear brake hose retainers (1) and the brake hose bracket (2).
4. Lift the wheelhouse liner away from the body slightly and connect the wheel speed sensor electrical connector (1).
5. Install the forward lower wheelhouse liner pushpin.
6. Install the wheel speed sensor harness retainer (2) to the frame rail.


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Vehicle Yaw Sensor Learn

The yaw sensor does not require calibration often. Calibration of the yaw rate sensor might be required after certain service procedures are performed. Some of these
procedures are as follows:
• Electronic brake control module (EBCM) replacement

• Yaw rate sensor replacement
The Yaw Rate Sensor Learn procedure can be completed with a scan tool using the following steps:
1. Place vehicle on a level surface

2. Apply the hand brake, or set the transmission in the P position.
4. Vehicle in Service Mode, engine OFF
5. Select Yaw Rate Sensor Reset in the Multi-axis Acceleration Sensor Module Configuration/Reset Functions list.
7. Select Yaw Rate Sensor Learn in the Multi-axis Acceleration Sensor Module Configuration/Reset Functions list.
9. Select Yaw Rate Sensor Learn in the EBCM Configuration/Reset Functions list.


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Vehicle Yaw Sensor with Vehicle Lateral and Longitudinal Accelerometer Replacement

1. Turn the ignition OFF.

Yaw Sensor Nut

1
Tighten
9 N·m (80 lb in)
Vehicle Yaw Sensor with Vehicle Lateral and Longitudinal Accelerometer
Procedure
2
2. After the installation is complete, perform the Vehicle Yaw Sensor Learn


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This vehicle is equipped with a TRW ABS/SCB/TC/VSC module.
This module provides the following vehicle performance enhancement systems:
• Antilock Brake System (ABS)

• Slip Control Boost (SCB)
• Master Cylinder Assembly
• Electronic Brake Distribution
• Traction Control (TC)
• Vehicle Stability Control (VSC)
The following components are involved in the operation of the above systems:
• Electronic brake control module (EBCM)--The EBCM controls the system functions and detects failures.
The EBCM contains the following components:
- System relay--The system relay is internal to the EBCM. The system relay is energised when the power button is placed in ON/RUN or a remote function actuation
(RFA) commands remote START. The system relay supplies battery positive voltage to the valve solenoids and to the ABS pump motor. This voltage is referred to as
system voltage.
- Solenoids--The solenoids are commanded ON and OFF by the EBCM to operate the appropriate valves in the brake pressure modulator valve.
• Brake pressure modulator valve--The brake pressure modulator valve uses a 4-circuit configuration to control hydraulic pressure to each wheel independently.
The brake pressure modulator valve contains the following components:
- ABS pump motor and pump
- Isolation valves
- Dump valves
- High pressure accumulator
- Electronic hydraulic control unit
• Steering angle sensor - The EBCM receives serial data message inputs from the steering angle sensor. The steering angle sensor signal is used to calculate the desired
yaw rate.
• Traction control switch - Traction control and stability control are manually disabled or enabled by pressing the traction control switch.
• Multi-axis acceleration sensor--The yaw rate, lateral acceleration and longitudinal acceleration sensors are combined into one multi-axis acceleration sensor, external to
the EBCM. The EBCM receives serial data message inputs from the yaw rate, lateral acceleration and longitudinal acceleration sensor and activates stability control
depending on multi-axis acceleration sensor input.
• Wheel speed sensors--The wheel speeds are detected by active wheel speed sensors and encoder rings. The encoder ring consists of permanent magnets. Each wheel
speed sensor receives ignition voltage from the electronic brake control module (EBCM) and provides a DC square wave signal back to the module. As the wheel spins,
the EBCM uses the frequency of the square wave signal to calculate the wheel speed.
Slip Control Boost Overview
The slip control boost system is a hydraulic braking system which is capable of supplying boosted braking, slip control functions, and regenerative brake blending.
The system is made up of two major assemblies, the master cylinder assemble (no vacuum booster is used), and the electro-hydraulic control unit. Also included are various
internal and external sensors used for system control and fault isolation.
The master cylinder assembly is made up of a reservoir and a master cylinder with primary and secondary pistons.
The electro-hydraulic control unit is used to electronically control pressure at the wheels. A pump and accumulator supply hydraulic brake fluid pressure to perform braking
applications. A proportional supply valve controls the flow and pressure of fluid from the accumulator to the brakes. Standard digital slip control valves and, in some cases,
proportional versions of them, are used to control pressures at the brakes independently for slip control. The regenerative axle isolation valves along with the proportional
relief valve are used in regenerative brake blending situations. A simulator, consisting of a plunger, spring, orifice, and check valve provide the force and travel feedback to
the driver through the master cylinder. There are four internal pressure transducers, master cylinder pressure, high pressure accumulator, boost pressure, and regenerative
axle circuit pressure sensors.
General Operation
The driver applies the pedal and thereby builds pressure in the primary chamber of the master cylinder with the primary piston. The fluid from the primary chamber is
transmitted from the master cylinder by the brake tube to the electro-hydraulic control unit through the orifice and check valve and into the simulator chamber. With the slip
control boost system active and working normally, the fluid from the primary master cylinder chamber does not get applied to the wheel brakes but to the simulator. The pedal
simulator spring, the orifice, and the check valve combine to affect a force/travel characteristic that feels smooth, normal, and controllable to the driver. A pressure transducer
on the primary master cylinder chamber/pedal simulator (Master Cylinder Pressure), a pedal travel sensor on the input piston assembly, and the brake switch are inputs into
the electronic control unit. These inputs are used to determine the driver's braking intent which is used to control the torque applied to the wheels.
Base Brakes (Friction Braking)
The braking torque applied to the wheels in proportion to the driver's braking intent is achieved with a combination of regenerative braking from the powertrain and
hydraulically applied friction braking controlled by the electro-hydraulic control unit. The friction braking is achieved by the electro-hydraulic control unit controlling a
combination of valves in a way that allows accumulator pressure to be used to actuate the wheel brakes. The accumulator is maintained at pressure during normal operation
by the pump and motor, independent of the brake being applied. The pressure built in the braking circuits by the electro-hydraulic control unit by means of the boost valve is
applied directly to the rear brakes. The front circuit pressure, however, are applied to the master cylinder secondary pistons, and they in turn apply pressure to the front while
brakes. The slip control boost system is designed and used with its electro-hydraulic control unit and master cylinder primary and secondary pistons configured as they are for
fail-safe purposes.
Fail-Safe System Operation (Four or Two Wheel Push Through)
With the system active, and working normally, the normally open and normally closed valves become active when the driver steps on the pedal, and friction braking is desired.
This opens up the simulator to the fluid input from the master cylinder, and allows the boost valve to build pressure in the boost circuit that will actuate the wheel brakes. If the
brake is applied with no power, or if the system detects a critical failure, these valves are not energised, resulting in a fail-safe system operation (push through) that allows the
driver to push primary chamber fluid directly into the braking/boost circuits of all four wheels (four wheel push through). If a hydraulic failure occurs in the boost circuit a further
pedal input will result in the primary piston of the master cylinder directly contracting the secondary pistons and applying pressure to the front hydraulic circuits (two wheel
push through). Slip control functions are done by controlling the four isolation valves and the four dump valves in a manner common to how slip control functions are done in
standard systems and is not described here.
Regenerative Brake Blending
Regenerative brake blending is done by using the driver braking intent information to request a powertrain braking torque, by receiving feedback about how much powertrain
torque is applied, and controlling wheel brake pressures to fulfill the braking desired along with the powertrain regenerative pressure applied. To maximise the regenerative
powertrain energy recovery during braking (while still maintaining suitable brake balance), the rear brake pressures may be reduced as compared proportionally to the fronts
brakes. This pressure reduction is achieved by controlling the rear isolation valves in conjunction with the pressure reducing valve, which both controlled proportionally.
Feedback from a pressure transducer (regenerative axle pressure) is used for this control. The boost valve itself controls the pressure applied to the front wheel brakes during
regenerative brake blending.
Accumulator and Pump Motor Operations
The accumulator is charged independently of the brakes being applied, meaning that the motor may run at any time when the vehicle is powered. The pressure transducer
(High Pressure Accumulator) is used by the EBCM to determine when the accumulator pressure is low. The EBCM controls the motor such that it runs from the time when the
accumulator pressure is seen to be low until the high pressure accumulator is fully charged. A dual pump arrangement is used and is driven by an electronically commutator
motor.
EBCM Controls
The EBCM controls the current to the boost valve so that pressure can be applied to the wheel brakes. The boost valve is a spool type valve which is referenced to the
controlled pressure so that for a given current applied, a specific pressure is expected. The boost valve controls the pressure apply from the accumulator through the rear
isolation valves directly to the rear wheel brakes, and through the front isolation valves, to the individual front pressure chambers behind the secondary pistons in the master
cylinder, which in turn apply pressure to the front wheel brakes.
Base Brake Valves (Normal Open)
The normally open base brake valve is used to keep boost pressure from feeding back to the master cylinder which would increase the force back to the pedal. It closes off a
passage which is used to apply pressure to the wheel brakes from the master cylinder in the case of a system failure. In this case the system failure referred to is one which
results in a control mode known as push through. In normal operation the normally open base brake valve is on (closed) during a boost pressure apply event, and is left off
(open) during failed system operation.
Base Brake Valves (Normal Closed)
The normally closed base brake valve is used to close off a passage which allows fluid from the back side (spring side) of the simulator and from the tank port of the boost
valve to exit to the reservoir. In normal braking, turning this valve on (opening) allows the simulator to compress the spring and function normally. During failed system
operation (push-through) the valve is left off (closed) keeping fluid from exiting the back side of the simulator, which in turn keeps master cylinder fluid from entering the front
side of the simulator. In this way, fluid from the master cylinder during failed system, and push through operation is applied only to the wheel brakes, and not lost in the
simulator. In normal operation the valve is turned on (opened).
Vehicle Stability Control
Stability control provides added stability during aggressive manoeuvres. Yaw rate is the rate of rotation about the vehicle's vertical axis. The stability control is activated when
the EBCM determines that the desired yaw rate does not match the actual yaw rate as measured by the yaw rate sensor.
The desired yaw rate is calculated by the EBCM using the following inputs:
• Steering wheel position

• Vehicle speed
• Lateral acceleration
The difference between the desired yaw rate and the actual yaw rate is the yaw rate error, which is a measurement of oversteer or understeer. When a yaw rate error is
detected, the EBCM attempts to correct the vehicle's yaw motion by applying brake pressure to one or more of the wheels. The amount of applied brake pressure varies,
depending on the correction required.
Power-up Self-Test
The electronic brake control module (EBCM) is able to detect many malfunctions whenever the ignition is ON. However, certain failures cannot be detected unless active
diagnostic tests are performed on the components. Shorted solenoid coil or motor windings, for example, cannot be detected until the components are commanded ON by the
EBCM. Therefore, a power-up self-test is required at the beginning of each ignition cycle to verify correct operation of components before the various control systems can be
enabled. The EBCM performs the power-up self-test when the ignition is first turned ON. The system relay, solenoids and the antilock brake system (ABS) pump motor are
commanded ON and OFF to verify proper operation and the EBCM verifies the ability to return the system to base braking in the event of a failure. The power-up self-test may
be heard by the driver, depending on how soon the engine is cranked and started after turning ON the ignition.
United Nations Economic Commission for Europe Regulation Number 13 (ECE 13) Response
The electronic brake control module (EBCM) illuminates the antilock brake system (ABS) indicator when a malfunction which disables ABS is detected. Usually, the ABS
indicator is turned OFF during the following ignition cycle unless the fault is detected during that ignition cycle. However, the setting of a wheel speed sensor related DTC may
cause the ABS indicator to remain illuminated during the following ignition cycle until the vehicle is operated at a speed greater than 13 km/h (8 mph) or, occasionally, 64 km/h
(40 mph), depending on which DTC sets. This allows the EBCM to verify that no malfunction exists, before turning OFF the ABS indicator. It is important to verify that United
Nations Economic Commission for Europe regulation number 13 (ECE 13) is not the cause of an ABS indicator which is illuminated when no DTCs are set, before attempting
to diagnose other possible causes.
Driver Information Indicators
The following indicators are used to inform the driver of several different factors.
Brake Warning Indicator
The instrument panel cluster illuminates the brake warning indicator when the following occurs.
• The body control module (BCM) detects that the hand brake is engaged. The instrument panel cluster receives a serial data message from the BCM requesting
illumination. The brake warning indicator flashes at a rate of approximately twice per second when the hand brake is engaged.
• The body control module (BCM) detects a low brake fluid condition or a base brake pressure differential and sends a serial data message to the instrument panel cluster
requesting illumination.
• The instrument panel cluster performs the bulb check.
• The EBCM detects an antilock brake system (ABS)-disabling malfunction which also disables electronic brake distribution and sends a serial data message to the
instrument panel cluster requesting illumination.
ABS Indicator
The instrument panel cluster illuminates the ABS indicator when the following occurs:
• The electronic brake control module (EBCM) detects an ABS-disabling malfunction and sends a serial data message to the instrument panel cluster requesting
illumination.
• The instrument panel cluster detects a loss of serial data communication with the EBCM.
• A DTC is set during the previous ignition cycle which requires a United Nations Economic Commission for Europe regulation number 13 (ECE 13) response at the
beginning of the current ignition cycle. The EBCM sends a serial data message to the instrument panel cluster requesting illumination.
Traction Control/Stability Control Indicator
The instrument cluster turns the traction control/stability control indicator ON when the following occurs:
• The electronic brake control module (EBCM) detects an ABS-disabling malfunction and sends a serial data message to the instrument panel cluster requesting
illumination.
• The instrument panel cluster detects a loss of serial data communication with the EBCM.
• A DTC is set during the previous ignition cycle which requires a United Nations Economic Commission for Europe regulation number 13 (ECE 13) response at the
beginning of the current ignition cycle. The EBCM sends a serial data message to the instrument panel cluster requesting illumination.

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Special Tools
CH 29532-A
J 29532-A
Pressure Brake Bleeder

CH 35589-A
J 35589-A
Brake Pressure Bleeder Adapter


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Specification
Brake Calliper Bleeder Bolt - Front and Rear 17 N·m 13 lb ft
Brake Calliper Bracket Bolt - Front
First Pass 100 N·m 74 lb ft
Second Pass 60 Degrees
Final Pass 15 Degrees
Brake Calliper Bracket Bolt - Rear
Final Pass 60 Degrees
Brake Calliper Guide Pin Bolt - Front and Rear 28 N·m 21 lb ft
Brake Hose Fitting Bolt - Front and Rear 40 N·m 30 lb ft
Brake Disc Bolt - Front and Rear 9 N·m 80 lb in


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Disc Brake Component Specifications

Specification
Front Brakes
Brake Pad Minimum Thickness 2.0 mm 0.078 in
Disc Diameter 300.0 mm 11.810 in
Disc Discard Thickness* 23.0 mm 0.905 in
Disc Maximum Allowable Assembled Lateral Runout 0.06 mm 0.002 in
Disc Maximum Allowable Scoring 1.50 mm 0.059 in
Disc Maximum Allowable Thickness Variation 0.025 mm 0.001 in
Disc Minimum Allowable Thickness After Refinish 23.2 mm 0.913 in
Disc Thickness New 26.0 mm 1.023 in
Rear Brakes
Brake Pad Minimum Thickness 2.0 mm 0.078 in
Disc Diameter 292.0 mm 11.496 in
Disc Discard Thickness* 10 mm 0.393 in
Disc Maximum Allowable Assembled Lateral Runout 0.05 mm 0.002 in
Disc Maximum Allowable Thickness Variation 0.025 mm 0.001 in
Disc Maximum Allowable Scoring 1.50 mm 0.059 in
Disc Minimum Allowable Thickness After Refinish 10.2 mm 0.402 in
Disc Thickness New 12.0 mm 0.472 in
* All brake discs have a minimum thickness dimension cast into them. Replace any disc that is worn or machined below this specification.


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Hydraulic Brake System DOT 3 Brake Fluid Refer to Electronic Parts Catalogue


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Brake Disc Thickness Measurement

1. If the inboard friction surface of the brake disc is not accessible, reposition and support the calliper with the brake pads. Refer to Front Disc Brake Pads Replacement
and/or Rear Disc Brake Pads Replacement .
2. Clean the friction surfaces of the brake disc with methylated spirit, or an equivalent approved brake cleaner.
3. Using a micrometer calibrated in thousandths-of-a-millimetre, or ten-thousandths-of-an-inch, measure and record the thickness of the brake disc at four or more points,
evenly spaced around the disc.
Ensure that the measurements are only taken within the friction surfaces and that the micrometer is positioned the same distance from the outer edge of the disc, about
13 mm (½ in), for each measurement.
4. Compare the lowest thickness measurement recorded specifications. Refer to Disc Brake Component Specifications .
5. If the lowest thickness measurement of the brake disc is above the minimum allowable thickness after refinishing specification, the disc may be able to be refinished,
depending upon surface and wear conditions which may be present.
6. If the lowest thickness measurement of the brake disc is at or below the minimum allowable thickness after refinishing specification, the disc may not be refinished.
7. If the lowest thickness measurement of the brake disc is at or below the discard thickness specification, the disc requires replacement.


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Brake Disc Thickness Variation Measurement

Note: Any disc brake disc that exhibits thickness variation exceeding the maximum acceptable level must be refinished or replaced. Thickness variation exceeding the
maximum acceptable level can cause brake pulsation.
3. Using a micrometer calibrated in thousandths-of-a-millimeter, or ten-thousandths-of-an-inch, measure and record the thickness of the brake disc at 4 or more points,
evenly spaced around the disc.
Ensure that the measurements are only taken within the friction surfaces and that the micrometer is positioned the same distance from the outer edge of the disc, about
13 mm (½ in), for each measurement.
4. Calculate the difference between the highest and lowest thickness measurements recorded to obtain the amount of thickness variation.
5. Compare the thickness variation measurement to the following specification:
Specification
Brake disc maximum allowable thickness variation: 0.025 mm (0.001 in)
Note: Whenever a brake disc is refinished or replaced, the assembled lateral runout (LRO) of the disc must be measured to ensure optimum performance of the disc
brakes.
6. If the brake disc thickness variation measurement exceeds the specification, the disc requires refinishing or replacement.


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Brake Disc Surface and Wear Inspection

3. Inspect the friction surfaces of the brake disc for the following Braking Surface Conditions:
• Heavy rust and/or pitting
Light surface rust can be removed with an abrasive disc. Heavy surface rust and/or pitting must be removed by refinishing the disc.
• Cracks and/or heat spots
• Excessive blueing discolouration
4. If the friction surfaces of the brake disc exhibit one or more of the Braking Surface Conditions, the disc requires refinishing or replacement.
5. Using a micrometer calibrated in thousandths-of-a-millimeter, or ten-thousandths-of-an-inch, measure and record the scoring depth of any grooves present on the disc
friction surfaces.
6. Compare the groove scoring depth recorded to the following specification:
Specification
Brake disc maximum allowable scoring: 1.50 mm (0.059 in)
7. If the brake disc scoring depth exceeds the specification, or if an excessive amount of scoring is present, the disc requires refinishing or replacement.


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Brake Disc Assembled Lateral Runout Measurement

Special Tools
• CH-41013 Disc Resurfacing Kit

• CH-42450-A Wheel Hub Resurfacing Kit
• CH-45101 Hub and Wheel Runout Gauge
• CH-45101-100 Conical Brake Disc Washers
Note:
• Brake disc assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake disc over time, usually
between 4,800-11,300 km (3,000-7,000 mi).
• Brake disc thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level
can cause brake pulsation. Refer to Brake Disc Thickness Variation Measurement .
1. Matchmark the position of the brake disc to the wheel studs if this has not been done already.
Note: Whenever the brake disc has been separated from the hub/axle flange, any rust or contaminants should be cleaned from the hub/axle flange and the brake disc
mating surfaces. Failure to do this may result in excessive assembled lateral runout (LRO) of the brake disc, which could lead to brake pulsation.
2. Inspect the mating surface of the hub/axle flange and the brake disc to ensure that there are no foreign particles, corrosion, rust, or debris remaining. If the wheel
hub/axle flange and/or if the brake disc mating surfaces exhibit these conditions, perform the following steps:
2.1. Remove the brake disc from the vehicle. Refer to Front Brake Disc Replacement and/or Rear Brake Disc Replacement .
2.2. Using the CH-42450-A wheel hub resurfacing kit, thoroughly clean any rust or corrosion from the mating surface of the hub/axle flange.
2.3. Using the CH-41013 disc resurfacing kit, thoroughly clean any rust or corrosion from the mating surface of the brake disc.
2.4. Clean the friction surfaces of the brake disc with methylated spirit, or an equivalent approved brake cleaner.
3. Install the disc to the hub/axle flange using the matchmark made prior to removal.
4. Hold the disc firmly in place against the hub/axle flange and install one of th CH-45101-100 conical brake disc washers (1), and one lug nut (2) onto the upper-most
wheel stud.
5. Continue to hold the disc secure and tighten the wheel nut firmly by hand.
6. Install the remaining CH-45101-100 conical brake disc washers and lug nuts onto the wheel studs and tighten the nuts firmly by hand in a star-pattern.
7. Tighten the lug nuts in a star-pattern to specification. Refer to Tyre and Wheel Removal and Installation .
8. If the brake disc has been REFINISHED or REPLACED with a new disc, proceed to step 14.
9. If the brake disc meets the following criteria, proceed to step 10.
• The disc is within specifications and is being REUSED.
• The disc has NOT been refinished.
• The disc does NOT exhibit thickness variation exceeding the maximum allowable level.
10. Mount a dial indicator, CH-45101 hub and wheel runout gauge, or equivalent, to the steering knuckle and position the indicator button so it contacts the brake disc
friction surface at a 90 degree angle, approximately 13 mm (0.5 in) from the outer edge of the disc.
11. Measure and record the assembled LRO of the brake disc.
11.1. Rotate the disc until the lowest reading is displayed on the indicator dial, then set the dial to zero.
11.2. Rotate the disc until the highest reading is displayed on the dial.
11.3. Mark the location of the high spot relative to the nearest wheel stud, or studs.
11.4. Measure and record the amount of LRO.
12. Compare the brake disc assembled LRO to the following specification:
Specification
• Front brake disc maximum allowable assembled lateral runout: 0.05 mm (0.002 in)
• Rear brake disc maximum allowable assembled lateral runout: 0.05 mm (0.002 in)
13. If the brake disc assembled LRO is within specifications, proceed to step 18.
If the brake disc assembled LRO exceeds the specification, refinish the disc to ensure true parallelism. Refer to Brake Disc Refinishing . After refinishing the disc,
proceed to step 14.
14. Mount a dial indicator, CH-45101 hub and wheel runout gauge, or equivalent, to the steering knuckle and position the indicator button so it contacts the brake disc
friction surface at a 90 degree angle, approximately 13 mm (0.5 in) from the outer edge of the disc.
15. Measure and record the assembled LRO of the brake disc.
15.1. Rotate the disc until the lowest reading is displayed on the indicator dial, then set the dial to zero.
15.2. Rotate the disc until the highest reading is displayed on the dial.
15.3. Mark the location of the high spot relative to the nearest wheel stud, or studs.
15.4. Measure and record the amount of LRO.
16. Compare the brake disc assembled LRO to the following specification:
Specification
• Front brake disc maximum allowable assembled lateral runout: 0.05 mm (0.002 in)
• Rear brake disc maximum allowable assembled lateral runout: 0.05 mm (0.002 in)
17. If the brake disc assembled LRO measurement exceeds the specification, bring the LRO to within specifications. Refer to Brake Disc Assembled Lateral Runout
Correction .
18. If the brake disc assembled LRO measurement is within specification, install the brake calliper and depress the brake pedal several times to secure the disc in place
before removing the CH-45101-100 conical brake disc washers and the lug nuts.


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Brake Pad Inspection

1. Inspect the disc brake pads at regular intervals, or whenever the tyre and wheel assemblies are removed from the vehicle.
2. If replacement is necessary, always replace disc brake pads in axle sets.
3. Inspect both edges of the disc brake pad friction surfaces (3). The highest rate of wear normally occurs at the trailing edge of the disc brake pads.
4. Inspect the thickness of the disc brake pads (3) in order to ensure that they have not worn prematurely. The disc brake pad wear should be approximately even per axle
set.
5. Both front and rear disc brake pads have integral, audible wear sensors (1). When the disc brake pad wear reaches the minimum allowable thickness, the wear sensor
contacts the disc brake disc (2). The wear indicator will then produce an audible, high-pitched warning noise during wheel rotation.
6. Replace the disc brake pads when the friction surface (3) is worn to within 0.76 mm (0.030 in) of the mounting plates.
7. Remove the brake callipers and inspect the friction surfaces of the inner and outer disc brake pads to ensure that they are level. Place the disc brake pad friction
surfaces together and measure the gap between the surfaces. If more than 0.13 mm (0.005 in) gap exists midway between the length of the disc brake pads, replace
the disc brake pads.
8. Verify that any disc brake pad shims that may be required are in place and not damaged or excessively corroded. Replace any missing or damaged shims in order to
preserve proper disc brake performance.
9. Replace the disc brake pads if any have separated from the mounting plates.
10. Inspect the disc brake pads friction surfaces for cracks, fractures, or damage which may cause noise or otherwise impair disc brake performance.


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Brake Calliper Inspection

1. Inspect the brake calliper housing (1) for cracks, excess wear, and/or damage. If any of these conditions are present, the brake calliper requires replacement.
2. Inspect the calliper piston dust boot seal (2) for cracks, tears, cuts, deterioration and/or improper seating in the calliper body. If any of these conditions are present, the
brake calliper requires overhaul or replacement.
3. Inspect for brake fluid leakage around the calliper piston dust boot seal (2) and on the disc brake pads. If there is any evidence of brake fluid leakage, the brake calliper
requires overhaul or replacement.
4. Inspect for smooth and complete travel of the calliper pistons into the calliper bores:
The movement of the calliper pistons into the calliper bores should be smooth and even. If the calliper piston is seized or difficult to bottom, the calliper requires overhaul
or replacement.
• For single piston calliper applications, insert a discarded inner brake pad (2) or block of wood in front of the piston. Using a large C-clamp (1) installed over the body of
the calliper (3) and against the brake pad or block of wood, slowly bottom the piston in the bore.
• For dual piston calliper applications, insert a discarded inner brake pad (2) or block of wood in front of the pistons. Using 2 large C-clamps (1) installed over the body
of the calliper (3) and against the brake pad or block of wood, slowly bottom the pistons evenly into the bores.


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Front Disc Brake Mounting and Hardware Inspection

1. Inspect the fluid level in the brake master cylinder reservoir.

2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level then no brake fluid needs to be removed from the reservoir before
proceeding.
3. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level then remove brake fluid to the midway point before
proceeding.
4. Raise and support the vehicle. Refer Lifting and Jacking the Vehicle .
6. Grasp the brake calliper housing and try to move the brake calliper housing up/down and forward/reverse in relation to the brake calliper mounting bracket. If excessive
looseness is observed the brake calliper bracket bushes and/or the brake calliper mounting bolts may need to be replaced.
7. Compress the front calliper pistons.
• Install a large C-clamp over the top of the calliper housing and against the back of the outboard pad.
• Slowly tighten the C-clamp until the pistons are pushed completely into the calliper bores.
• Remove the C-clamp from the calliper.
8. With the pistons compressed into the calliper bores, grasp the brake calliper housing and slide it back and forth on the brake calliper mounting bolts. Check for smooth
operation. If the brake calliper housing slide force is high or the brake calliper housing does not slide smoothly, inspect the brake calliper mounting bolts and/or the
brake calliper mounting bracket bushes for wear or damage. If wear or damage conditions are found, replacement of the brake calliper mounting bolts and/or the brake
calliper mounting bracket bushes is necessary.
9. Remove the brake calliper mounting bolts from the brake calliper mounting bracket and support the brake calliper using heavy mechanics wire. Do Not remove the
hydraulic brake hose from the calliper. Refer to Front Brake Calliper Replacement .
10. Remove the disc brake pads from the brake calliper mounting bracket.
11. Inspect the disc brake pad mounting hardware for the following:
• Missing mounting hardware
• Excessive corrosion
• Bent mounting tabs
• Looseness at the brake calliper mounting bracket
• Looseness at the disc brake pads
• Excessive contaminants in the brake calliper mounting bracket surface and threads.
12. If any of the conditions listed are found, the disc brake pad mounting hardware requires replacement.
13. Ensure the disc brake pads are held firmly in place on the brake calliper mounting bracket, yet slide easily on the mounting hardware without binding.
14. Inspect the calliper bolts (1) for the following:

• Binding
• Seizing
• Looseness in the brake calliper mounting bracket (3)
• Bent or damaged brake calliper mounting bolts
• Cracked or torn boots (4)
• Missing boots
• Bent or damaged brake calliper mounting bracket (3)
15. If any of the conditions listed are found then the brake calliper mounting hardware requires replacement.
16. Install the disc brake pads to the brake calliper mounting bracket.
17. Install the disc brake calliper to the brake calliper mounting bracket. Refer to Front Brake Calliper Replacement .


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Rear Disc Brake Mounting and Hardware Inspection

1. Remove the disc brake calliper from the calliper mounting bracket.
2. Remove the disc brake pads from the calliper mounting bracket.
3. Inspect the disc brake pad mounting hardware for the following:
• Missing mounting hardware
• Excessive corrosion
• Bent mounting tabs
• Looseness at the calliper mounting bracket
• Looseness at the disc brake pads
4. If any of the conditions listed are found, the disc brake pad mounting hardware requires replacement.
5. Ensure the disc brake pads are held firmly in place on the calliper mounting bracket, yet slide easily on the mounting hardware without binding.
6. Install the disc brake pads to the calliper mounting bracket.
7. Install the disc brake calliper to the mounting bracket.


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Front Disc Brake Pads Replacement

Removal Procedure

2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, no brake fluid needs to be removed before proceeding.
3. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, remove brake fluid to the midway point before
proceeding.
6. Place a large C-clamp over the brake calliper body and against the outer brake pad.
7. Using the C-clamp, compress the brake calliper piston fully into the brake calliper bore.
Note:
• DO NOT use any air tools to remove or install the guide pin bolts. Use hand tools ONLY.
• Install an open end wrench to hold the calliper guide pin in line with the brake calliper while removing or installing the calliper guide pin bolt. DO NOT allow the open
end wrench to come in contact with the brake calliper. Allowing the open end wrench to come in contact with the brake calliper will cause a pulsation when the
brakes are applied.
8. Using a backup wrench to hold the brake calliper guide pin stationary, remove the lower brake calliper guide pin bolt (1).
Caution: Support the brake calliper with heavy mechanic wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still
connected. Failure to support the calliper in this manner will cause the flexible brake hose to bear the weight of the calliper, which may cause damage to the brake hose
and in turn may cause a brake fluid leak.
9. Rotate the brake calliper upward and support with heavy mechanics wire or equivalent.
Note: Note the location of the brake pad wear sensor for correct installation.
10. Remove the inner brake pad (1).

11. Remove the outer brake pad (2).
12. Remove the upper and lower brake pad springs (1).
13. If installing new brake pads, discard the brake pad springs.
1. Thoroughly clean the contact surfaces of the brake calliper bracket of any corrosion or debris.
Note: If installing new brake pads, install new brake pad springs.
2. Install the upper and lower brake pad springs (1).

3. Install the inner brake pad (1).

4. Install the outer brake pad (2).
5. Position the brake calliper over the brake pads and to the calliper bracket.

6. Using a backup wrench to hold the brake calliper guide pin stationary, install the lower brake calliper guide pin bolt (1) and tighten to 28 N·m (21 lb ft).
8. With the engine OFF, gradually apply the brake pedal to approximately 2/3 of its travel distance.
9. Slowly release the brake pedal.
10. Wait 15 seconds, then repeat steps 8-9 until a firm brake pedal is obtained. This will properly seat the brake calliper piston and brake pads.
11. Fill the master cylinder reservoir. Refer to Master Cylinder Reservoir Filling .


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Rear Disc Brake Pads Replacement

Removal Procedure

2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, no brake fluid needs to be removed before proceeding.
3. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, remove brake fluid to the midway point before
proceeding.
Note:
brakes are applied.
6. Using a backup wrench to hold the brake calliper guide pin stationary, remove the lower brake calliper guide pin bolt (1).
7. Rotate the brake calliper upward and support with heavy mechanics wire or equivalent.

10. Remove the upper and lower brake pad springs (1).
11. If installing new brake pads, discard the brake pad springs.
1. Using a brake calliper piston spanner tool, rotate the brake calliper piston clockwise while applying pressure to the face of the calliper piston to compress the piston into
the calliper bore.
2. Thoroughly clean the contact surfaces of the brake calliper bracket of any corrosion or debris.
Note: If installing new brake pads, install new brake pad springs.
3. Install the upper and lower brake pad springs (1).



7. Using a backup wrench to hold the brake calliper guide pin stationary, Install the lower brake calliper guide pin bolt (1) and tighten to 28 N·m (21 lb ft).
9. With the engine OFF, gradually apply the brake pedal to approximately 2/3 of its travel distance.
10. Slowly release the brake pedal.
11. Wait 15 seconds, then repeat steps 9-10 until a firm brake pedal is obtained. This will properly seat the brake calliper piston and brake pads.


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Front Brake Calliper Replacement

Removal Procedure
3. Remove the brake hose fitting bolt (1).
Note: Do not reuse the brake hose fitting gaskets.
4. Remove and discard the brake hose fitting gaskets (2) from the brake hose fitting (3).
5. Cap the brake hose fitting to prevent brake fluid loss and contamination.
Note:
brakes are applied.
6. Using a backup wrench to hold the brake calliper guide pin stationary, remove the brake calliper guide pin bolts (1).
7. Remove the brake calliper.
2. Using a backup wrench to hold the brake calliper guide pin stationary, install the brake calliper guide pin bolts (1) and tighten to 28 N·m (21 lb ft).
Note: Install new brake hose fitting gaskets.
3. Assemble the brake hose fitting bolt (1) and the 2 new brake hose fitting gaskets (2) to the brake hose fitting (3).
4. Install the brake hose assembly and tighten the brake hose fitting bolt to 40 N·m (30 lb ft).
5. Bleed the hydraulic brake system. Refer to Hydraulic Brake System Bleeding : Pressure .


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Rear Brake Calliper Replacement

Removal Procedure
3. Disable the hand brake cable adjuster. Refer to Hand brake Cable Adjuster Disabling .
4. Disconnect the hand brake cable (1) from the actuator lever.
5. Compress the hand brake cable conduit retainers (2).
6. Remove the hand brake cable from the cable bracket and position the hand brake cable aside.
Note: Do not reuse the brake hose fitting gaskets.
8. Remove and discard the brake hose fitting gaskets (2) from the brake hose (3).
9. Plug the brake hose fitting to prevent brake fluid loss and contamination.
Note:
• DO NOT use any air tools to remove or install the guide pin bolts. Use hand tools ONLY
brakes are applied.
10. Using a backup wrench to hold the brake calliper guide pin (1) stationary, remove the brake calliper guide pin bolts (2).
11. Remove the brake calliper.
2. Using a backup wrench to hold the brake calliper guide pin (1) stationary, install the brake calliper guide pin bolts (2) and tighten to 28 N·m (21 lb ft).
3. Assemble the brake hose fitting bolt (1) and the 2 new brake hose fitting gaskets (2) to the brake hose (3).
4. Install the brake hose assembly to the brake calliper and tighten the fitting bolt to 40 N·m (30 lb ft).
5. Insert the hand brake cable through the hand brake cable bracket on the brake calliper.
6. Connect the hand brake cable (1) to the actuator lever and engage the hand brake cable conduit retainers (2) to the cable bracket.
7. Enable the hand brake cable adjuster. Refer to Hand brake Cable Adjuster Enabling .


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Front Brake Calliper Overhaul

Disassembly Procedure
Warning: Do not place fingers in front of the calliper piston(s) in an attempt to catch or protect it when applying compressed air. The piston(s) can fly out with force and
could result in serious bodily injury.
Caution: Use clean cloths to pad interior of calliper housing during piston removal. Use just enough air to ease the pistons out of the bores. If the pistons are blown out,
even with the padding provided, it may be damaged.
1. Remove the brake calliper from the vehicle. Refer to Front Brake Calliper Replacement .
2. Remove the brake calliper piston from the calliper bore by directing low pressure compressed air into the calliper (1) through the fluid inlet hole.
3. Remove the piston dust boot seal (1) from the seal counterbore in the calliper (4). Discard the boot seal.
4. Using a small wooden or plastic tool, remove the piston seal (3) from the calliper bore. Discard the piston seal.
5. Remove the bleeder valve cap (6).
6. Remove the bleeder valve (5).
Note: Do not use abrasives to clean the brake calliper piston.
7. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the calliper bore, replace the calliper assembly.
8. If light rust or light corrosion are present in the calliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace
the calliper assembly.
9. Clean the brake calliper piston bore and seal counterbore, and the calliper piston with methylated spirit, or equivalent.
10. Dry the calliper piston bore and counterbore, and the piston with non-lubricated, filtered, compressed air.
11. Inspect the calliper piston for cracks, scoring, and/or damage to the plating. Replace the calliper piston if any of these conditions exist.
12. Inspect the calliper mounting holes for cracks, scoring, pitting, rust and/or excessive corrosion. Replace the calliper assembly if any of these conditions exist.
Assembly Procedure
1. Lubricate the new piston seal (3) with brake fluid from a clean, sealed brake fluid container. Refer to Adhesives, Fluids, Lubricants, and Sealers for the recommended
brake fluid.
2. Install the lubricated, new piston seal (3) into the calliper bore.
3. Apply a thin coat of brake fluid from a clean, sealed brake fluid container. Refer to Adhesives, Fluids, Lubricants, and Sealers for the recommended brake fluid.
4. Install the bottom half of the calliper piston (2) into the calliper bore.
5. Install the new piston dust boot seal (1) over the calliper piston (2).
6. Compress the calliper piston (2) to the bottom of the calliper bore.
7. Fully seat the piston dust boot seal (1) into calliper counterbore.
8. Install the bleeder valve (5) to the calliper and tighten the valve to 17 N·m (13 lb ft).
9. Install the bleeder valve cap (6).
10. Install the brake calliper to the vehicle. Refer to Front Brake Calliper Replacement .


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Rear Brake Calliper Overhaul

Disassembly
1. Remove the rear brake calliper from vehicle. Refer to Rear Brake Calliper Replacement .
2. Drain the brake fluid from the calliper assembly.
Note: If the brake calliper was leaking brake fluid from the REAR of the calliper past the integral hand brake actuator shaft seal, replace the brake calliper assembly.
The hand brake integral mechanism contains a non-serviceable seal which may be allowing brake fluid to leak past it and into the non-serviceable integral hand brake
mechanism.
3. Firmly clamp the calliper assembly (1) in a soft-jawed vice.

4. Using a small wooden or plastic tool, carefully remove the brake calliper piston dust boot seal retaining ring from the groove in the calliper seal counterbore.
5. Carefully rotate the calliper piston (2) counter-clockwise and remove the calliper piston from the brake calliper housing.
6. Remove the brake calliper piston dust boot seal (3) from the brake calliper housing.
7. Using a small wooden or plastic tool, remove the piston seal from the calliper bore and discard the piston seal.
8. Inspect the operation of the integral hand brake mechanism: Rotate the hand brake lever back and forth while observing the movement of the hand brake mechanism
actuator assembly in the calliper bore.
Note: The hand brake lever, lever return spring and actuator shaft seal are not serviceable components of the integral hand brake mechanism. Do not disassemble the
integral hand brake mechanism.
9. If the integral hand brake mechanism was not operating properly, binding or seized, replace the brake calliper assembly.
Note: Do not use abrasives to clean the brake calliper piston.
10. If cracks, scoring, pitting, and/or excessive corrosion are present in the calliper bore, replace the calliper assembly.
11. If light corrosion is present in the calliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the calliper
assembly.
12. Clean the brake calliper piston bore and seal counterbore, the calliper piston, and the calliper sleeves with denatured alcohol, or equivalent.
13. Dry the calliper piston bore and counterbore, the piston, and the sleeves with non-lubricated, filtered compressed air.
14. Inspect the calliper piston for cracks, scoring, damage to the plating, and/or damage to the integral adjusting mechanism. Replace the calliper piston if any of these
conditions exist.
15. Inspect the calliper mounting holes for cracks, scoring, pitting, and/or excessive corrosion. Replace the calliper assembly if any of these conditions exist.
Assembly
1. Lubricate the new piston seal with GM approved brake fluid from a clean, sealed brake fluid container. Refer to Adhesives, Fluids, Lubricants, and Sealers .
2. Install the new piston seal into the calliper bore.
3. Ensure the piston seal is seated squarely into the groove in the calliper bore and is not twisted.
4. Install the new dust boot seal (1) onto the calliper piston (2).
5. With the calliper housing (1) firmly secured in a soft-jawed vise, insert the calliper piston (2) into the calliper housing.
6. Using a spanner type wrench, rotate the piston clockwise while pushing the piston into the calliper housing bore.
7. When the calliper piston is fully seated into the calliper housing, align the notches in the calliper piston face to the pins on the inboard brake pad.
8. Fully seat the piston dust boot seal (3) in the calliper counterbore.
9. Install the piston dust boot seal retaining ring to the groove in the calliper counterbore.
10. Install the brake calliper to the vehicle. Refer to Rear Brake Calliper Replacement .
Inspect the brake calliper for brake fluid leaks while performing the hydraulic brake system bleeding procedure after the calliper has been installed to the vehicle. If the
brake calliper leaks brake fluid from the FRONT of the calliper past the piston dust boot seal, replace the calliper piston assembly. The piston integral adjustment
mechanism contains a non-serviceable seal which may be allowing brake fluid to leak past it through a bleed hole near the end of the calliper piston.


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Front Brake Calliper Hardware Replacement

Removal Procedure
Note:
brakes are applied.
3. Hold the brake calliper guide pin stationary and remove the brake calliper guide pin bolts (1).
4. Remove the brake calliper and support with heavy mechanics wire or equivalent.
Note: The upper brake calliper guide pin is equipped with a bushing and must be installed in the same location.
5. Remove the upper brake calliper guide pin (1).

6. Remove the lower brake calliper guide pin (2).
7. Remove the 2 brake calliper guide pin seals.
1. Apply a light coat of high temperature silicone brake lubricant to the brake calliper guide pins.
2. Install the 2 brake calliper guide pin seals.
3. Ensure the brake calliper guide pin seal is fully seated in the groove of the brake calliper bracket.
4. Install the upper brake calliper guide pin (1).

5. Install the lower brake calliper guide pin (2).
6. Ensure the brake calliper guide pin seal is fully seated in the groove of the brake calliper guide pins.



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Rear Brake Calliper Hardware Replacement

Removal Procedure
Note:
brakes are applied.
Note: The lower brake calliper guide pin is equipped with a bushing, and must be installed in the same location in the calliper bracket.

7. Remove the brake calliper guide pin seals (1).
1. Install the brake calliper guide pin seals (1).
2. Ensure the brake calliper guide pin seals are fully seated in the groove of the brake calliper bracket.

5. Ensure the brake calliper guide pin seals are fully seated in the groove of the brake calliper guide pins.

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Front Brake Calliper Bracket Replacement

Removal Procedure
Note:
brakes are applied.
3. Hold the brake calliper guide pin stationary and remove the brake calliper guide pin bolts (1).
Note: Note the location of the wear sensor for correct installation.

7. Remove the brake pad springs (1).

10. Remove the 2 brake calliper guide pin seals.
Note: Do not reuse the brake calliper bracket bolts.
11. Remove and discard the brake calliper bracket bolts (1).

12. Remove the brake calliper bracket (1).
1. Install the brake calliper bracket (1).

2. Install 2 new brake calliper bracket bolts (1).
2.1. Tighten the bolts a first pass to 100 N·m (74 lb ft).
2.2. Tighten the bolts a second pass an additional 60 degrees.
2.3. Tighten the bolts a final pass an additional 15 degrees.
3. Install the brake pad springs (1).
4. Install the 2 brake calliper guide pin seals.

Note: Note the location of the wear sensor for correct installation.



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Rear Brake Calliper Bracket Replacement

Removal Procedure
Note:
brakes are applied.

7. Remove the brake pad springs (1).

10. Remove the brake calliper guide pin seals (1).

12. Remove the brake calliper bracket (1).
1. Install the brake calliper bracket (1).

3. Install the brake calliper guide pin seals (1).

8. Install the brake pad springs (1).



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Front Brake Disc Replacement

Special Tools

Removal Procedure
4. Remove the brake calliper and bracket as an assembly and support with heavy mechanics wire or equivalent.
5. Remove the brake disc bolt (1).
6. Remove the brake disc (1).
1. If installing a new brake disc, clean the friction surfaces of the brake disc with denatured alcohol or equivalent.
2. Using the CH-42450-A Wheel Hub Resurfacing Kit , thoroughly clean any rust or corrosion from the mating surface of the hub/axle flange.
3. Using the CH-41013 Disc Resurfacing Kit , thoroughly clean any rust or corrosion from the mating surface of the disc to the hub/axle flange.
4. Install the brake disc (1).

5. Install the brake disc bolt (1) and tighten to 9 N·m (80 lb in).
6. Position the brake calliper and bracket assembly over the brake disc and to the steering knuckle.

7.2. Tighten the bolts a second pass an additional 60 degrees.


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Rear Brake Disc Replacement

Special Tools

Removal Procedure
4. Remove the brake calliper and bracket as an assembly and support with heavy mechanics wire or equivalent.
5. Remove the brake disc bolt (1).
6. Remove the brake disc (1).
1. If installing a new brake disc, clean the friction surfaces of the brake disc with denatured alcohol or equivalent.
3. Using the CH-41013 Disc Resurfacing Kit , thoroughly clean any rust or corrosion from the mating surface of the disc to the hub/axle flange.
4. Install the brake disc (1).

5. Install the brake disc bolt (1) and tighten to 9 N·m (80 lb in).
6. Position the brake calliper and bracket assembly over the brake disc and to the suspension knuckle.
7. Instal 2 new brake calliper bracket bolts (1).



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Front Brake Shield Replacement

Removal Procedure
2. Remove the front tyre and wheel assembly. Refer to Tyre and Wheel Removal and Installation .
3. Remove the front wheel bearing and hub assembly. Refer to Front Wheel Bearing and Hub Replacement .
4. Remove the front brake shield (1).
1. Install the front brake shield (1).
2. Install the front wheel bearing and hub assembly. Refer to Front Wheel Bearing and Hub Replacement .


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Rear Brake Shield Replacement

Removal Procedure
3. Remove the rear wheel bearing and hub assembly (1). Refer to Rear Wheel Bearing and Hub Replacement .
4. Remove the rear brake shield (1).
1. Install the rear brake shield (1).
2. Install the rear wheel bearing and hub assembly (1). Refer to Rear Wheel Bearing and Hub Replacement .


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Brake Disc Assembled Lateral Runout Correction

Note:
• Brake disc thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level
can cause brake pulsation. Refer to Brake Disc Thickness Variation Measurement .
• Brake disc assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake disc over time, usually
between 4 800-11 300 km (3,000-7,000 mi). Refer to Brake Disc Assembled Lateral Runout Measurement .
Review the following acceptable methods for bringing the brake disc assembled LRO to within specifications. Determine which method to use for the specific vehicle being
repaired.
• The indexing method of correcting assembled LRO is most effective when the LRO specification is only exceeded by a relatively small amount: 0.025-0.127 mm (0.001-
0.005 in). Indexing is used to achieve the best possible match of high spots to low spots between related components. Refer to Brake Disc Assembled Lateral Runout
Correction - Indexing .
• The correction plate method of correcting assembled LRO involves the addition of a tapered plate between the brake disc and the hub/axle flange. The correction plate
method can be used to correct LRO that exceeds the specification by up to 0.23 mm (0.009 in). Refer to Brake Disc Assembled Lateral Runout Correction - Correction
Plates .
• The on-vehicle brake lathe method is used to bring the LRO to within specifications through compensating for LRO while refinishing the brake disc. Refer to Brake Disc
Assembled Lateral Runout Correction - On Vehicle Lathe .
If the assembled LRO cannot be corrected using these methods, then other components must be suspected as causing and/or contributing to the LRO concern.


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Brake Disc Assembled Lateral Runout Correction -- Indexing

Special Tools
CH-45101-100 Conical Brake Disc Washers
Note:
• Brake disc thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable
level can cause brake pulsation. Refer to Brake Disc Thickness Variation Measurement .
• Brake disc assembled LRO exceeding the maximum allowable specification can cause thickness variation to develop in the brake disc over time, usually between
4,800-11, 300 km (3,000-7,000 mi). Refer to Brake Disc Assembled Lateral Runout Measurement .
1. Remove the CH-45101-100 Conical Brake Disc Washers and the lug nuts that were installed during the assembled LRO measurement procedure.
2. Inspect the mating surface of the hub/axle flange and the brake disc to ensure that there are no foreign particles or debris remaining.
3. Index the brake disc in a different orientation to the hub/axle flange.
4. Hold the disc firmly in place against the hub/axle flange and install one of the CH-45101-100 Conical Brake Disc Washers (1) and one lug nut (2) onto the upper-most
wheel stud.
6. Install the remaining CH-45101-100 Conical Brake Disc Washers and lug nuts onto the wheel studs and tighten the nuts firmly by hand in a star-pattern.
7. Tighten the lug nuts in a star-pattern to specification, in order to properly secure the disc. Refer to Tyre and Wheel Removal and Installation .
8. Measure the assembled LRO of the brake disc. Refer to Brake Disc Assembled Lateral Runout Measurement .
9. Compare the amount of change between this measurement and the original measurement.
10. If this measurement is within specifications, proceed to step 14.
11. If this measurement still exceeds specifications, repeat steps 1-9 until the best assembled LRO measurement is obtained.
12. Matchmark the final location of the disc to the wheel studs if the orientation is different than it was originally.
13. If the brake disc assembled LRO measurement still exceeds the maximum allowable specification, refer to Brake Disc Assembled Lateral Runout Correction .
14. If the brake disc assembled LRO is within specification, install the brake calliper and depress the brake pedal several times to secure the disc in place before removing
the CH-45101-100 Conical Brake Disc Washers and the lug nuts.


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Brake Disc Assembled Lateral Runout Correction -- Correction Plates

Special Tools

Note:
4,800-11,300 km (3,000-7,000 mi). Refer to Brake Disc Assembled Lateral Runout Measurement .
1. Rotate the brake disc to position the high spot, identified and marked during the brake disc assembled LRO measurement procedure, to face upward.
2. Remove the CH-45101-100 Conical Brake Disc Washers and the lug nuts that were installed during the assembled LRO measurement procedure and/or the indexing
correction procedure.
3. Inspect the mounting surface of the hub/axle flange and the brake disc to ensure that there are no foreign particles or debris remaining.
4. Select the correction plate, following the manufacturer's instructions, which has a specification closest to the assembled LRO measurement.
For example: If the assembled LRO measurement was 0.076 mm (0.003 in), the 0.076 mm (0.003 in) correction plate would be used. If the measurement was 0.127 mm
(0.005 in), the 0.152 mm (0.006 in) correction plate would be used.
5. Determine the positioning for the correction plate (1) using the high spot mark (3) made during the brake disc assembled LRO measurement procedure.
Note:
• Do NOT install used correction plates in an attempt to correct brake disc assembled LRO.
• Do NOT stack up, or install more than one correction plate onto one hub/axle flange location, in an attempt to correct brake disc assembled LRO.
6. Install the correction plate (1) onto the hub/axle flange, with the V-shaped notch (2) orientated to align with the high spot mark (3), that was positioned to face upward.
7. Install the brake disc to the hub/axle flange. Use the matchmark made prior to removal for proper orientation to the flange.
8. Hold the disc firmly in place against the hub/axle flange and install one of the CH-45101-100 Conical Brake Disc Washers (1) and one lug nut (2) onto the upper-most
wheel stud.
10. Install the remaining CH-45101-100 Conical Brake Disc Washers and lug nuts onto the wheel studs and tighten the nuts firmly by hand in a star-pattern.
11. Tighten the lug nuts in a star-pattern to specification, in order to properly secure the disc. Refer to Tyre and Wheel Removal and Installation .
14. If the brake disc assembled LRO measurement is within specification, install the brake calliper and depress the brake pedal several times to secure the disc in place
before removing the CH-45101-100 Conical Brake Disc Washers and the lug nuts.


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Brake Disc Assembled Lateral Runout Correction -- On Vehicle Lathe

Special Tools
Note:
4 800-11 300 km (3,000-7,000 mi). Refer to Brake Disc Assembled Lateral Runout Measurement .
1. Ensure that the calliper and calliper bracket that are already being supported, are clear from contacting any rotating components, such as the brake disc.
2. Remove the CH-45101-100 Conical Brake Disc Washers and the lug nuts that were installed during the assembled LRO measurement procedure and/or the indexing
correction procedure.
3. Inspect the mounting surface of the hub/axle flange and the brake disc to ensure that there are no foreign particles or debris remaining.
4. Set up the lathe, following the manufacturer's instructions.
5. Refinish the brake disc, following the brake lathe manufacturer's instructions.
6. After each successive cut, inspect the brake disc thickness. Refer to Brake Disc Thickness Measurement .
7. If at any time the brake disc exceeds the minimum allowable thickness after refinish specification, the brake disc must be replaced. After replacing the disc, proceed to
step 10.
8. After refinishing the brake disc, use the following procedure in order to obtain the desired non-directional finish:
8.1. Follow the brake lathe manufacturer's recommended speed setting for applying a non-directional finish.
8.2. Using moderate pressure, apply the non-directional finish:
• If the lathe is equipped with a non-directional finishing tool, apply the finish with 120-grit aluminium oxide sandpaper.
• If the lathe is not equipped with a non-directional finishing tool, apply the finish with a sanding block and 150-grit aluminium oxide sandpaper.
8.3. After applying a non-directional finish, clean each friction surface of the brake disc with methylated spirit, or an equivalent approved brake cleaner.
9. Remove the lathe from the vehicle.
12. If the brake disc assembled LRO is within specification, install the brake calliper and depress the brake pedal several times to secure the disc in place before removing
the CH-45101-100 Conical Brake Disc Washers and the lug nuts.


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Brake Disc Refinishing

Special Tools

Note:
• The disc brake discs do not require refinishing as part of routine brake system service. New disc brake discs do not require refinishing.
Do not refinish disc brake discs in an attempt to correct the following conditions:
-- Brake system noise - squeal, growl, groan
-- Uneven and/or premature disc brake pad wear
-- Superficial or cosmetic corrosion/rust of the disc brake disc friction surface
-- Scoring of the disc brake disc friction surface less than the maximum allowable specification
• Before refinishing a brake disc, the disc MUST first be checked for adequate thickness to allow the disc to be refinished and remain above the minimum allowable
thickness after refinish specification. Refer to Brake Disc Thickness Measurement .
Disc brake discs should only be refinished if they have adequate thickness to be refinished and if one or more of the following conditions exist:
-- Thickness variation in excess of the maximum allowable specification
-- Excessive corrosion/rust and/or pitting
-- Cracks and/or heat spots
-- Excessive blueing discolouration
-- Scoring of the disc brake disc surface in excess of the maximum allowable specification
• Disc brake discs may need to be refinished as part of the process for correcting brake disc assembled lateral runout (LRO) that exceeds the maximum allowable
specification.
Note: If the vehicle is equipped with cross-drilled discs, use a lathe with positive rake tooling. This setup requires less cutting pressure, which will result in less vibration, and a
better surface finish. Also, use a vibration dampener when cutting. Otherwise, refinish according to the following instructions.
Note: Whenever the brake disc has been separated from the hub/axle flange, clean any rust or contaminants from the hub/axle flange and the brake disc mating
surfaces. Failure to do this may result in increased assembled lateral runout (LRO) of the brake disc, which could lead to brake pulsation.
2. Using the CH-41013 Disc Resurfacing Kit , thoroughly clean any rust or corrosion from the mating surface and mounting surface of the brake disc.
3. Inspect the mating surfaces of the hub/axle flange and the disc to ensure that there are no foreign particles or debris remaining.
4. Mount the brake disc to the brake lathe according to the lathe manufacturer's instructions, ensuring that all mounting attachments and adapters are clean and free of
debris.
5. Ensure that any vibration dampening attachments are securely in place.
6. With the brake lathe running, slowly bring in the cutting tools until they just contact the brake disc friction surfaces.
7. Observe the witness mark on the brake disc. If the witness mark extends approximately three-quarters or more of the way around the brake disc friction surface on each
side, the brake disc is properly mounted to the lathe.
8. If the witness mark does not extend three-quarters or more of the way around the brake disc, re-mount the disc to the lathe.
9. Following the brake lathe manufacturer's instructions, refinish the brake disc.
10. After each successive cut, inspect the brake disc thickness. Refer to Brake Disc Thickness Measurement .
11. If at any time the brake disc exceeds the minimum allowable thickness after refinish specification, the brake disc must be replaced.
12. After refinishing the brake disc, use the following procedure in order to obtain the desired non-directional finish:
12.1. Follow the brake lathe manufacturer's recommended speed setting for applying a non-directional finish.
12.2. Using moderate pressure, apply the non-directional finish:
• If the lathe is equipped with a non-directional finishing tool, apply the finish with 120-grit aluminium oxide sandpaper.
• If the lathe is not equipped with a non-directional finishing tool, apply the finish with a sanding block and 150-grit aluminium oxide sandpaper.
12.3. After applying a non-directional finish, clean each friction surface of the brake disc with methylated spirit, or an equivalent approved brake cleaner and wipe each
friction surface using a clean workshop towel to remove metal particles remaining from machining. Repeat the cleaning process if necessary to remove all metal
particles.
13. Remove the brake disc from the brake lathe.
14. Measure the assembled LRO of the brake disc to ensure optimum performance of the disc brakes. Refer to Brake Disc Assembled Lateral Runout Measurement .
15. If the brake disc assembled LRO measurement exceeds the specification, bring the LRO to within specifications. Refer to Brake Disc Assembled Lateral Runout
Correction .


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Disc Brake System Description and Operation

System Component Description
The disc brake system consists of the following components:
Disc Brake Pads: Applies mechanical output force from the hydraulic brake callipers to friction surfaces of brake discs.
Disc Brake Discs: Uses mechanical output force applied to friction surfaces from the disc brake pads to slow speed of tyre and wheel assembly rotation.
Disc Brake Pad Hardware: Secures disc brake pads firmly in proper relationship to the hydraulic brake callipers; enables a sliding motion of brake pads when mechanical
output force is applied.
Disc Brake Calliper Hardware: Provides mounting for hydraulic brake calliper and secures the calliper firmly in proper relationship to calliper bracket. Enables a sliding
motion of the brake calliper to the brake pads when mechanical output force is applied.
System Operation
Mechanical output force is applied from the hydraulic brake calliper pistons to the inner brake pads. As the pistons press the inner brake pads outward, the calliper housings
draw the outer brake pads inward. This allows the output force to be equally distributed. The brake pads apply the output force to the friction surfaces on both sides of the
brake discs, which slows the rotation of the tyre and wheel assemblies. The correct function of both the brake pad and brake calliper hardware is essential for even
distribution of braking force.


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Special Tools
CH 41013
J 41013
Disc Resurfacing Kit
CH 42450-A
J 42450-A
Wheel Hub Resurfacing Kit
CH 45101
J 45101
Hub and Wheel Runout Gauge
CH 45101-100
J 45101-100
Conical Brake Disc Washers


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Specification
Brake Hose Bracket Bolt 9 N·m 80 lb in
Brake Hose Fitting Bolt - Front and Rear 40 N·m 30 lb ft
Brake Pedal Assembly Bolt 12 N·m 106 lb in
Brake Pedal Assembly Nut 23 N·m 17 lb ft
Brake Pipe Fitting 23 N·m 17 lb ft
Master Cylinder Nut 22 N·m 16 lb ft
Master Cylinder Reservoir Bolt 8 N·m 71 lb in
Power Brake Booster Pump High Pressure Accumulator (HPA) 30 N·m 22 lb ft


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Brake Component Specifications

Specification
Brake Calliper Bleeder Bolt - Front and Rear 17 N·m 13 lb ft


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Brake System Specifications

Specification
Maximum Brake Master Cylinder (BMC) Primary Piston Travel* 18 mm 0.71 in
*Measured at a brake pedal apply force (with the power button ON and the brake cool) of 5000 kPa (725 psi).


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Hydraulic Brake System DOT 3 Brake Fluid Refer to the Electronic Parts Catalogue


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Hydraulic Brakes
| |
G106, G109, G110, G112, G113 and G117


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DTC C0267
DTC Descriptor
DTC C0267 00: Low Brake Fluid Indicated

Signal C0267 00 C0267 00 1 --
Ground -- C0267 00 -- --
1. Brake Warning Indicator Malfunction
The brake fluid level switch monitors the level of brake fluid in the brake fluid reservoir.
Vehicle in Service Mode.
• A short to ground detected on the brake fluid level signal circuit for 60 seconds.
• Low brake fluid level is detected for 60 seconds.
One or more of the following actions may occur:
• The vehicle stability enhancement system (VSES) and traction control system (TCS) is disabled.
• A DIC message and/or a warning indicator may be displayed.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Inspect for proper brake fluid level. The fluid level should be above the minimum level.
If low, refer to Brake Fluid Loss .
2. Vehicle in Service Mode, observe the scan tool Brake Fluid Level Sensor parameter. The reading should be OK.
1. Vehicle OFF, disconnect the harness connector at the B20 brake fluid level switch.
3. Vehicle in Service Mode, test for 12.0-12.8 V between the sensor signal circuit terminal A and ground.
If outside specified range, test the signal circuit terminal A for a short to ground.
Note: The parameter may take up to 60 seconds to switch from OK to Low.
4. Install a 3 A fused jumper wire between the signal circuit terminal A and ground circuit terminal B. Verify the scan tool Brake Fluid Level Sensor parameter is Low.
If not the specified value, test the signal circuit for an open/high resistance. If the circuit tests normal, replace the K17 electronic brake control module (EBCM).
5. If all circuits test normal, test or replace the B20 brake fluid level switch.
Component Testing
1. Vehicle OFF, disconnect the harness connector at the B20 brake fluid level switch.
2. Test for 9.5-10.5 KΩ between the ground circuit terminal B and the signal circuit terminal A with the switch in the open position.
If outside the specified range, replace the B20 brake fluid level switch.
3. Test for less than 5 Ω between the signal terminal A and ground terminal B with the switch in the closed position.
If greater than the specified range, replace the brake fluid level switch.
Repair Instructions
• Master Cylinder Reservoir Replacement

• Control Module References for EBCM replacement, programming and setup


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Symptoms - Hydraulic Brakes

1. Perform the Brake System Vehicle Road Test before using the hydraulic brake symptom tables in order to duplicate the customer's concern.
2. Review the system operation in order to familiarise yourself with the system functions. Refer to the following:
• Hydraulic Brake System Description and Operation
• Brake System, Hydraulic, Assist, and Control Description and Operation
• Hydraulic Brake Component Operation Visual Inspection
• Inspect for aftermarket devices which could affect the operation of the Hydraulic Brake System. Refer to Checking Aftermarket Accessories .
Intermittent
Symptom List
• Brake Pulsation

• Brake System Noise
• Braking Action Uneven - Pulls to One Side
• Braking Action Uneven - Front to Rear
• Brake Pedal Excessive Travel
• Brake Pedal Excessive Effort
• Brakes Drag
• Brake System Slow Release
• Brake Fluid Loss
• Brake Hydraulic and Assist System Diagnosis


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Brake Warning Indicator Malfunction


Brake Fluid Level Signal C0267 00 1 -- --
Ground -- 1 -- --
1. Brake Warning Indicator Malfunction
The brake fluid level switch monitors the level of brake fluid in the master cylinder. When the electronic brake control module (EBCM) sees the brake fluid level switch input
grounded, it sends a serial data message to the instrument panel cluster to turn ON the Red Brake Warning indicator.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Verify the brake fluid is at or above the minimum level.

If low, refer to Brake Fluid Loss .
2. Command the instrument panel cluster lamp test with a scan tool, the warning indicator should turn ON.
If the red brake warning indicator does not illuminate, replace the P16 Instrument Cluster.
3. Vehicle in Service Mode, observe the scan tool Brake Fluid Level Sensor parameter. The reading should be OK.
1. Vehicle OFF, disconnect the harness connector at the B20 Brake Fluid Level Switch.
3. Vehicle in Service Mode, verify the scan tool Brake Fluid Level Sensor parameter is OK.
If not the specified value, test the signal circuit terminal A for a short to ground. If the circuit tests normal, replace the K17 Electronic Brake Control Module.
Note: The parameter may take up to 60 seconds to switch from OK to Low.
4. Install a 3 A fused jumper wire between the signal circuit terminal A and ground circuit terminal B. Verify the scan tool Brake Fluid Level Sensor parameter is Low.
If not the specified value, test the signal circuit for an open/high resistance. If the circuit tests normal, replace the K17 Electronic Brake Control Module.
5. If all circuits test normal, test or replace the B20 Brake Fluid Level Switch.
Component Testing
Static Test
1. Vehicle OFF, disconnect the harness connector at the B20 Brake Fluid Level Switch.
2. Test for infinite resistance between the ground terminal B and the signal terminal A with the switch in the open position.
If less than the specified value, replace the B20 Brake Fluid Level Switch.
3. Test for less than 5 Ω between the signal terminal A and ground terminal B with the switch in the closed position.
If greater than the specified range, replace the B20 Brake Fluid Level Switch.
Repair Instructions
• Master Cylinder Reservoir Replacement

• Control Module References for instrument panel cluster, and control module replacement, programming and setup


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Brake Pulsation
Step Action Yes No
DEFINITION:
• Fluctuation or pulsation is felt through the brake pedal, steering wheel, seat, floor, and/or in the vehicle ONLY when braking.
• Notchy or uneven brake pedal feel during brake apply.
• Kickback is felt through the brake pedal during brake apply and release.
Were you sent here from the Hydraulic Brake Symptom table? Go to Go to Symptoms -
1
Step 2 Hydraulic Brakes
1. Inspect the disc brake system for the following conditions:
• Excessive thickness variation of disc friction surfaces
• Excessive assembled lateral runout (LRO) of disc friction surfaces
• Hard spots, heat checks, bluing discoloration of disc friction surfaces; possibly due to brake drag
• Excessive corrosion of disc friction surfaces; including red, gray or black oxidation
2 • Loose, damaged or missing calliper or lining hardware
• Bent or damaged calliper or mounting component
• Excessive LRO of wheel hub/axle flange; due to damage and/or loose or excessively worn bearings
2. Perform the disc brake system diagnostic procedure. Refer to Disc Brake System Diagnosis .
3. Adjust, repair or replace components as necessary.
Go to
1. Inspect the brake hydraulic and assist systems for the following conditions:
• Lack of lubrication, binding, excessively worn and/or damaged brake pedal pushrod, pin and/or pedal pivot bushings.
• Bent or damaged pedal pushrod, pedal, or pedal bracket.
• Restricted brake master cylinder reservoir-to-brake pressure modulator valve (BPMV) feed and/or return hoses.
3
2. Perform the entire brake and hydraulic assist system diagnostic procedure. Refer to Brake Hydraulic and Assist System
Diagnosis .
Go to
Go to
4 Does the brake pedal feel notchy or uneven during brake apply?
Step 6 Go to Step 5
Go to Go to Symptoms -
5 Is kickback felt through the brake pedal during brake apply and release?
1. Replace the brake master cylinder for sticking or improperly functioning pistons. Refer to Master Cylinder Replacement .
2. Pressure bleed the hydraulic brake system. Refer to Hydraulic Brake System Bleeding : Pressure .
6 3. Perform the entire Antilock Brake System Automated Bleed .
Did you find and correct a condition? Step 8 Hydraulic Brakes
1. Replace the brake pressure modulator valve (BPMV) for an improperly functioning boost circuit. Refer to Electronic Brake
Control Module with Brake Pressure Modulator Valve Replacement .
7
3. Perform the entire Antilock Brake System Automated Bleed .
1. Install or connect components that were removed or disconnected during diagnosis.
2. Road test the vehicle in order to confirm proper operation. Refer to Brake System Vehicle Road Test .
8
Go to
Is the condition still present? Step 2 System OK


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Brake System Noise

Step Action Yes No
DEFINITION: Vehicle exhibits abnormal noise when braking; vehicle may exhibit abnormal noise during motion just after brake pedal release.
Were you sent here from the Hydraulic Brake Symptom table? Go to Go to Diagnostic Starting Point -
1
Step 2 Vehicle
1. Inspect the disc brake system for the following conditions.
• Lining wear indicator contact with disc
• Debris trapped between disc and splash shield or backing plate; and/or debris trapped between disc and
linings
• Contaminated linings
• Aftermarket linings
• Glazed linings
• Distorted, cracked or damaged linings
• Excessively worn linings
2 • Damaged or excessively worn calliper hardware and/or lining hardware
• Incorrectly installed, loose or missing calliper hardware and/or lining hardware
• Lack of lubrication or excessive corrosion on metal to metal contact surfaces
• Bent or damaged splash shield or backing plate
• Hard spots, heat checks, blueing discolouration of disc friction surfaces
• Glazed disc friction surfaces
2. Adjust, repair or replace components as necessary. Refer to Disc Brake System Diagnosis .
Go to
1. Inspect the brake apply system for the following conditions.
• Lack of lubrication or excessively worn pushrod or pedal pivots or pivot bushes
3 • Bent or damaged pedal pushrod, pedal, or pedal bracket
2. Adjust, repair or replace components as necessary. Refer to Brake Hydraulic and Assist System Diagnosis .
Go to
1. Inspect the hydraulic brake system for the following conditions.
• Improper operation of calliper pistons
4 • Contaminated brake fluid
Go to
Inspect the hand brake system for proper operation. Refer to Hand brake System Diagnosis .
5 Go to Go to Diagnostic Starting Point -
Did you find and correct a condition? Step 6 Vehicle
6
Go to


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Braking Action Uneven -- Pulls to One Side

Test Description
4. Suspension components that are not operating properly may cause a disturbance to the vehicle during application of the brake system.
5. Steering components that are not operating properly may cause a disturbance to the vehicle during application of the brake system.
Step Action Yes No

DEFINITION: Vehicle pulls to one side only when braking.
Were you sent here from the Hydraulic Brake Symptom table? Go to Go to Symptoms - Hydraulic
1
Step 2 Brakes
1. Inspect the brake hydraulic and assist systems for the following conditions:
• Kinked, pinched or damaged brake pipe or flexible brake hose
• Sticking or improperly operating calliper piston
• Brake fluid leak
2
2. Perform the entire brake and hydraulic assist system diagnostic procedure. Refer to Brake Hydraulic and Assist
System Diagnosis .
Go to
1. Inspect the disc brake system for the following conditions.
• Glazed linings
• Distorted, cracked or damaged linings on one side
• Loose, damaged or missing calliper hardware and/or lining hardware
• Incorrect linings on one side
3
• Hard spots, heat checks, blueing discolouration of disc friction surfaces; possibly due to brake drag
2. Perform the disc brake system diagnostic procedure. Refer to Disc Brake System Diagnosis .
Go to
1. Inspect the suspension system for the following conditions.
• Incorrect tyre pressures
• Loose suspension component connections
4 • Excessively worn or damaged suspension components
Go to
1. Inspect the steering system for the following conditions.
• Loose steering component connections
• Excessively worn or damaged steering components
5
Go to
1. Replace the brake master cylinder for an improperly functioning secondary circuit. Refer to Master Cylinder
Replacement .
6
Go to Go to Symptoms - Hydraulic
Did you find and correct a condition? Step 7 Brakes
7
Go to


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Braking Action Uneven -- Front to Rear

Test Descriptions
The number below refers to the step number on the diagnostic table.
4. Suspension components that are not operating properly may cause a disturbance to the vehicle during application of the brake system.
Step Action Yes No

DEFINITION: Braking action or stopping force sensitive or grabbing and/or more pronounced at the front or at the rear axle. Sensitive or grabbing brakes: Excessive brake
jump-in force relative to brake pedal input.
Were you sent here from the Hydraulic Brake Symptom table? Go to
1
Step 2 Go to Diagnostic Starting Point - Vehicle
1. Inspect the hydraulic brake system for the following conditions:
• Kinked, pinched or damaged brake pipe or flexible brake hose
• Brake fluid leak
2 • Improperly functioning proportion valve, if equipped
• Improper operation of dynamic rear proportion (DRP) system, if equipped
Go to
• Glazed linings
• Distorted, cracked or damaged linings
3 • Aftermarket linings
• Damaged or excessively worn calliper hardware and/or lining hardware
Go to
1. Inspect the suspension system for the following conditions:
• Loose suspension component connections
• Excessively worn or damaged suspension components
4
2. Adjust, repair or replace components as necessary. Refer to Diagnostic Starting Point - Vehicle .
Go to
1. Inspect the brake apply system for the following conditions:
• Binding, bent or damaged pedal pushrod, pedal, or pedal bracket
• Binding, bent or damaged brake pedal
5 • Binding, bent or damaged brake pedal bracket
Go to
Did you find and correct a condition? Step 6 Go to Diagnostic Starting Point - Vehicle
6
Go to


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Brake Pedal Excessive Travel

Step Action Yes No
DEFINITION: Brake pedal travels further than expected to obtain firm pedal and/or firm pedal cannot be obtained, pedal fades away, or pedal is spongy.
1
Inspect the travel and feel of brake pedal applies. Perform the following:
1. Ensure the ignition is OFF for at least 60 seconds to depressurise and deplete the power reserve.
2. With the ignition OFF, apply the brake pedal several times to verify the power reserve is fully depleted.
3. With power reserve depleted, apply the brake pedal with light, steady pressure and hold for 15 seconds. Observe pedal travel
2 and feel. --
4. Apply the brake pedal with light, steady pressure, then without pumping the pedal, reduce pressure and reapply pressure
several times. Observe pedal travel and feel for each apply.
5. Apply the brake pedal slowly, then release and apply the pedal quickly. Observe pedal travel and feel for each apply.
Go to
Did you complete the brake pedal travel and feel inspections? Step 3
1. Inspect the hydraulic brake system for the conditions listed, based on the following symptoms observed during the pedal travel
and feel inspections:
• Pedal feel was spongy
- Air in hydraulic system
- External brake fluid leaks
- Soft, weak or damaged hydraulic hoses; expanding under pressure
• Pedal fell away and/or traveled to or almost to floor
- External brake fluid leaks
- Poor brake fluid quality; low boiling point
- Internal brake fluid leaks; improperly functioning master cylinder
3 • Pedal was somewhat firm then dropped slightly, or pedal rose with successive applies, or pedal travel was different between
slow and quick applies
- Poor brake fluid quality; low boiling point
• Pedal returned to rest slowly after any of the applies
- Internally damaged flexible brake hoses; hindering fluid return
- Binding calliper pistons
2. Repair or replace components as necessary. Refer to Brake Hydraulic and Assist System Diagnosis .
3. Re-inspect brake pedal apply travel and feel.
Go to
• Cracked, excessively worn or damaged linings
• Cracked, excessively worn or damaged discs
• Improperly operating, binding or damaged calliper hardware and/or lining hardware
• Loose or missing calliper hardware and/or lining hardware
4
• Excessive assembled lateral runout (LRO) of disc friction surfaces
3. Re-inspect brake pedal apply travel and feel.
Go to
Inspect for proper brake pedal travel. Refer to Brake Pedal Travel Measurement and Inspection .
5 Go to
Is the brake pedal travel distance within the acceptable limits? Step 8 Go to Step 6
1. Inspect for worn, missing, misaligned, bent or damaged brake pedal system components.
2. Inspect the brake pedal bushes for binding, excessive wear and/or damage and inspect the brake pedal for a misaligned, bent,
and/or damaged condition.
6
3. Replace the brake pedal system components that are worn, missing, misaligned, bent or damaged.
Go to
Did you find and replace any worn, missing, misaligned, bent or damaged brake pedal system components? Step 9 Go to Step 7
1. Replace the brake master cylinder assembly.
2. Inspect the brake pedal travel. Refer to Brake Pedal Travel Measurement and Inspection .
7
Go to
1. Inspect the brake assist system for the following conditions:
• Internal fluid leaks and/or restrictions within the brake modulator assembly
8 • Damaged or improperly operating brake modulator assembly
9
Go to


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Brake Pedal Excessive Effort

Step Action Yes No
DEFINITION: Brake pedal requires an increased amount of input from the driver to obtain good braking action and/or stopping distance is increased.
1 Were you sent here from the Hydraulic Brake Symptom table? Go to Step 2 Go to Diagnostic Starting Point - Vehicle
1. Inspect the brake assist system for the following conditions:
• Lack of lubrication, binding or excessively worn pushrod or pedal pivots or pivot bushes
2 • Bent or damaged pedal pushrod, pedal, or pedal bracket

1. Inspect the hydraulic brake system for the following conditions:
• Binding calliper pistons
• Internally damaged flexible brake hoses; hindering fluid flow
• External brake fluid leaks
3 • Kinked or damaged flexible brake hoses and/or pipes
• Internal brake fluid leaks; improperly operating master cylinder
• Poor brake fluid quality; low boiling point

• Glazed linings
• Cracked, distorted or damaged linings
• Binding, damaged or excessively worn calliper hardware and/or lining hardware
4 • Lack of lubrication or excessive corrosion on metal to metal contact surfaces
• Excessively worn or corroded disc friction surfaces
Did you find and correct a condition? Go to Step 5 Go to Diagnostic Starting Point - Vehicle
5
Is the condition still present? Go to Step 2 System OK


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Brakes Drag
Step Action Yes No
DEFINITION: Brake system does not fully release or has delayed release; vehicle motion may be hindered by brake system without applying brakes.
1
Go to
2 Is the vehicle equipped with an adjustable stop lamp switch and/or an adjustable cruise control release switch?
Step 3 Go to Step 4
1. Inspect the stop lamp switch for proper adjustment to ensure that the brake pedal is fully releasing.
2. Inspect the cruise control release switch, if equipped, for proper adjustment to ensure that the brake pedal is fully releasing.
3
Go to
Go to
4 Is the vehicle equipped with a drum-in-disc type of hand brake system?
Step 5 Go to Step 7
Ensure the hand brake shoes are not adjusted too tightly, possibly causing drag under certain conditions.
5 Go to
Are the hand brake shoes adjusted too tightly? Step 6 Go to Step 7
1. Clean and inspect the hand brake shoes for excessive wear and/or damage.
2. Inspect the drum portion of the discs for excessive wear, blueing discolouration and heat spots.
3. If any of these conditions are present, replace the affected components.
6
4. Adjust the hand brake system.
Go to
7 Go to
• Binding, incorrectly installed or missing calliper hardware and/or lining hardware--Ensure free movement of linings and of
calliper, if equipped with sliding type calliper
• Lack of lubrication or excessive corrosion on metal to metal contact surfaces
• Distorted or damaged linings
8
Go to
1. Separate the brake pushrod from the brake pedal.
2. Inspect the brake corners to determine if the brake drag condition is still present.
9
Go to
Do the brake corners still exhibit the brake drag condition? Step 11 Go to Step 10
1. Inspect the pushrod for improper positioning and/or damage. Correctly position or replace the pushrod if necessary.
2. Inspect the brake pedal assembly for damage and replace if necessary.
10 --
Go to
Did you complete the repair or replacement? Step 14
1. For vacuum boost systems, disconnect the vacuum check valve from the booster to relieve vacuum reserve.
2. Separate the master cylinder from the brake booster. Do not disconnect any brake pipes.
11 3. Inspect the brake corners to determine if the brake drag condition is still present.
Go to
Do the brake corners still exhibit the brake drag condition? Step 13 Go to Step 12
Replace the master cylinder assembly.
12 Go to --
Did you complete the replacement? Step 14
1. Inspect the hydraulic brake system for the following conditions.
• Contaminated brake fluid
13 • Internally damaged flexible brake hoses; hindering brake release
• Damaged or improperly operating master cylinder
14
Go to


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Brake System Slow Release

Step Action Yes No
DEFINITION: Brake system releases and returns to rest slowly; vehicle motion is hindered by brake system briefly after release of brake pedal.
1 Were you sent here from the Hydraulic Brake Symptom table? Go to Step 2 Go to Symptoms - Hydraulic Brakes
1. Inspect the hydraulic brake and assist system for the following conditions:
• Internally damaged flexible brake hoses; hindering brake release
• Contaminated brake fluid
2 • Damaged or improperly operating master cylinder
• Damaged or improperly operating hydraulic booster, if equipped
• Binding, bent or damaged pedal pushrod, pedal, or pedal bracket

• Distorted or damaged linings
3 • Lack of lubrication or excessive corrosion on metal to metal contact surfaces
Did you find and correct a condition? Go to Step 4 Go to Symptoms - Hydraulic Brakes
4


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Brake Fluid Loss

Step Action Yes No
DEFINITION: Brake fluid level is low not related to lining wear.
1 Were you sent here from the Hydraulic Brake Symptom table? Go to Step 2 Go to Symptoms - Hydraulic Brakes
1. Inspect the following hydraulic brake system components for brake fluid leaks:
• Flexible brake hose connections; threaded and bolted
• Flexible brake hose crimp joints
• Brake pipe fittings
• Calliper piston seals
2 • Wheel cylinder piston seals, if equipped
• Master cylinder reservoir
• Master cylinder reservoir low pressure hose, if equipped
• Brake pressure modulator valve (BPMV) assembly, if equipped
2. Repair or replace components as necessary. Refer to Brake Hydraulic and Assist System Diagnosis .

3 Is the vehicle equipped with a vacuum brake booster? Go to Step 4 Go to Step 6
1. Disconnect the vacuum check valve from the booster to relieve vacuum reserve.
2. Separate the master cylinder from the vacuum brake booster. Do not disconnect any brake pipes.
3. Inspect the rear of the master cylinder for a brake fluid leak.
4
4. Inspect for brake fluid in the vacuum brake booster.
Did you find a brake fluid leak? Go to Step 5 Go to Symptoms - Hydraulic Brakes
Replace the brake master cylinder and the vacuum brake booster.
5 --
1. Wipe clean the external surface of the master cylinder to hydraulic brake booster area, if equipped.
2. Separate the master cylinder from the hydraulic brake booster, if equipped. Do not disconnect any brake pipes.
6 3. Inspect the rear of the master cylinder for a brake fluid leak.
Did you find a brake fluid leak? Go to Step 7 Go to Symptoms - Hydraulic Brakes
Replace the brake master cylinder.
7 --
2. Road test the vehicle to confirm proper operation. Refer to Brake System Vehicle Road Test .
8


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Disc Brake System Diagnosis

Test Description
The numbers below refer to the step numbers on the diagnostic table:
9. Lubricant leaks from non-brake system components may come in contact with and contaminate brake system components.
10. Lubricant leaks from non-brake system components may come in contact with and contaminate brake system components.
12. Disc brake disc shields/backing plates that come in contact with disc brake discs may cause brake system noise.
15. Disc brake disc thickness variation that exceeds the maximum acceptable level can cause brake pulsation.
19. Disc brake disc thickness variation that exceeds the maximum acceptable level can cause brake pulsation.
22. Disc brake disc assembled lateral runout (LRO) that exceeds the maximum acceptable level can lead to thickness variation.
Step Action Yes No

DEFINITION: This diagnostic table is designed to diagnose ONLY the components of the DISC brake system in order to determine if the DISC brake system is operating
properly. You will be directed by the appropriate Symptom table to go to other brake system diagnostic tables as appropriate.
Were you sent here from a Brake Symptom table? Go to
Diagnostic
1
Go to Starting Point
Step 2 - Vehicle
Visually inspect the disc brake pads for the following conditions:
Refer to Brake Pad Inspection .
• Lining thickness below specifications

2 • Uneven and/or abnormal wear - edge-to-edge and/or side-to-side
• Looseness or damage - including pad hardware
• Evidence of contamination from an external substance
Go to
Did you find any conditions to indicate a concern with any of the front and/or rear disc brake pads? Step 3 Go to Step 12
Are any of the front and/or rear disc brake pads contaminated? Go to
3
Step 8 Go to Step 4
Are any of the front and/or rear disc brake pads worn unevenly? Go to
4
Step 7 Go to Step 5
Are any of the front and/or rear disc brake pads and/or pad hardware loose or damaged? Go to
5
Step 7 Go to Step 6
1. Remove and inspect the worn disc brake pads for glazing, looseness, heat spots or damage.
2. Replace the worn disc brake pads as a complete axle set. Refer to Front Disc Brake Pads Replacement and/or Rear Disc Brake Pads
6 Replacement . --
Go to
Did you complete the inspection and replacement? Step 12
Caution: Support the brake calliper with heavy mechanic wire, or equivalent, whenever it is separated from its mount and the hydraulic
flexible brake hose is still connected. Failure to support the calliper in this manner will cause the flexible brake hose to bear the weight of
the calliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak.
Note: Do NOT disconnect the hydraulic brake flex hoses from the callipers.
1. Remove the front and/or rear disc brake callipers, as appropriate, from the mounting brackets or from the suspension knuckles and
support the callipers. Refer to Front Brake Calliper Replacement and/or Rear Brake Calliper Replacement .
2. Inspect the disc brake calliper mounting bracket and the mounting/sliding hardware for the following conditions:
Refer to Front Disc Brake Mounting and Hardware Inspection and/or Rear Disc Brake Mounting and Hardware Inspection .
7 --
• Binding or seized hardware
• Worn, damaged or missing hardware components
• Loose, bent, cracked, or damaged calliper mounting bracket
3. Replace components as required. Refer to the following procedures, as required:
• Front Brake Calliper Bracket Replacement
• Rear Brake Calliper Bracket Replacement
4. Replace the unevenly-worn, loose or damaged disc brake pads as a complete axle set. Refer to Front Disc Brake Pads Replacement
Go to
Did you complete the inspection and replacement? Step 12
1. Inspect the disc brake callipers, brake hoses and brake pipes for evidence of an external brake fluid leak.
2. Replace any components found to be leaking brake fluid. Refer to the following procedures as required:
• Front Brake Calliper Replacement
• Rear Brake Calliper Replacement
8 • Front Brake Hose Replacement
• Rear Brake Hose Replacement
• Brake Pipe Replacement
Go to
Did you find and correct the source of the leak causing contamination of the pads? Step 11 Go to Step 9
1. Inspect the wheel drive shaft outer seals for damage and evidence of a grease leak.
2. Replace any wheel drive shaft seal that is found to be leaking grease which may be the source of the contamination to the pads.
9 Go to
Did you find and correct the source of the leak causing contamination of the pads? Step 11 Go to Step 10
1. Inspect the automatic transmission cooling system lines, if equipped, for damage and evidence of an external fluid leak which may be
the source of the contamination to the pads.
2. Inspect the power steering system hoses for damage and evidence of an external fluid leak which may be the source of the
contamination to the pads. --
10
3. Replace any components found to be leaking fluid which may be the source of the contamination to the pads.
Go to
Did you find and correct the source of the leak causing contamination of the pads? Step 11
1. Clean the remaining disc brake system components to remove any traces of the contaminant.
Caution: Support the brake calliper with heavy mechanic wire, or equivalent, whenever it is separated from its mount and the hydraulic
flexible brake hose is still connected. Failure to support the calliper in this manner will cause the flexible brake hose to bear the weight of
the calliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak.
Note: Do NOT disconnect the hydraulic brake flex hoses from the callipers.
2. Remove the front and/or rear disc brake callipers, as appropriate, from the mounting brackets and support the callipers. Refer to Front
Brake Calliper Replacement and/or Rear Brake Calliper Replacement .
11 3. Inspect the disc brake calliper mounting/sliding hardware for the following conditions: --
Front Disc Brake Mounting and Hardware Inspection and/or Rear Disc Brake Mounting and Hardware Inspection .
• Binding or seized hardware

• Distorted, worn, damaged or missing hardware components
4. Replace the calliper mounting/sliding hardware components as required.
5. Replace the contaminated disc brake pads as a complete axle set. Refer to Front Disc Brake Pads Replacement and/or Rear Disc Brake
Pads Replacement .
Go to
Did you complete the cleaning, inspection and replacement? Step 12
Visually inspect each of the rear disc brake disc shields/backing plates, if equipped, for evidence of contact with the brake discs.
Go to
12
Are any of the brake disc shields/backing plates contacting the brake discs? Step 13 Go to Step 14
Repair or replace the disc brake disc shields/backing plates as required. Refer to Front Brake Shield Replacement or Rear Brake Shield
13 Replacement . --
Go to
Did you complete the repair or replacement? Step 14
1. Check the thickness of each of the disc brake discs.
Note: Make the following determination AND ANSWER the question INDIVIDUALLY for EACH disc.
14 2. Make a determination for each brake disc if the disc can be REFINISHED and REMAIN ABOVE the minimum requirements.
Refer to Brake Disc Thickness Measurement .

Go to
Does the disc brake disc meet the minimum requirements for REFINISHING? Step 15 Go to Step 18
Note: Perform the following inspection AND ANSWER the question INDIVIDUALLY for EACH disc.
Inspect each of the disc brake discs for thickness variation that exceeds the maximum acceptable level. Refer to Brake Disc Thickness
15 Variation Measurement .
Go to
Does the brake disc exhibit thickness variation that exceeds the maximum acceptable level? Step 17 Go to Step 16
1. Inspect each of the disc brake discs for the following surface and wear conditions:
Refer to Brake Disc Surface and Wear Inspection .

16 • Deep or excessive scoring beyond maximum acceptable level
2. Make a determination for each brake disc if the disc requires refinishing based upon the results of the inspection.
If the brake disc exhibits any of the conditions listed previously, it requires refinishing.
Go to
Does the brake disc require REFINISHING? Step 17 Go to Step 22
1. Refinish the brake disc. Refer to Brake Disc Refinishing .
2. Inspect the brake disc thickness. Refer to Brake Disc Thickness Measurement .
17
Go to
Were you able to REFINISH the brake disc within the minimum requirements? Step 22 Go to Step 21
Is the brake disc at or below the DISCARD requirements? Go to
18
Inspect each of the disc brake discs for thickness variation that exceeds the maximum acceptable level. Refer to Brake Disc Thickness
19 Variation Measurement .
Go to
Does the brake disc exhibit thickness variation that exceeds the maximum acceptable level? Step 21 Go to Step 20
1. Inspect each of the disc brake discs for the following surface and wear conditions:
Refer to Brake Disc Surface and Wear Inspection .

20 • Deep or excessive scoring beyond maximum acceptable level
2. Make a determination for each brake disc if the disc requires replacement based upon the results of the inspection.
If the brake disc exhibits any of the conditions listed previously, it requires replacement.
Go to
Does the brake disc require REPLACEMENT? Step 21 Go to Step 22
Note: Whenever a brake disc is replaced, the assembled lateral runout (LRO) of the disc must be measured to ensure optimum performance
of the disc brakes.
21 --
Replace the brake disc. Refer to Front Brake Disc Replacement or Rear Brake Disc Replacement .
Go to
Did you complete the replacement? Step 24
Inspect each of the disc brake discs for assembled LRO that exceeds the maximum acceptable level. Refer to Brake Disc Assembled Lateral
22 Runout Measurement .
Go to
Does the brake disc exhibit assembled LRO that exceeds the maximum acceptable level? Step 23 Go to Step 24
Correct the LRO for each brake disc that was determined to have LRO exceeding the maximum acceptable level. Refer to Brake Disc
23 Assembled Lateral Runout Measurement . --
Go to
Did you complete the operation? Step 24
Install or connect components that were removed or disconnected during diagnosis. Disc
Brake
Did you complete the operation? System
OK
24 --
Return to
Symptom
Table


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Brake Hydraulic and Assist System Diagnosis

Step Action Yes No
DEFINITION: This diagnostic table is designed to diagnose ONLY the components of the brake HYDRAULIC and ASSIST systems in order to determine if the HYDRAULIC
and ASSIST systems are operating properly. You will be directed by the appropriate Symptom table to go to other brake system diagnostic tables as appropriate.
Were you sent here from a Brake Symptom table or from an electrical diagnostic procedure? Go to
Symptoms -
1
Hydraulic
Go to Step 2 Brakes
1. Inspect the brake fluid for the following conditions, indicating brake fluid contamination:
• Fluid separation, indicating two types of fluid are present
-- Swirled appearance - oil-based substance
-- Layered appearance - silicone-based substance
• Fluid discolouration
2
- Cloudy appearance - moisture
-- Dark appearance/suspended particles in fluid - dirt, rust, corrosion, brake dust
2. Inspect the master cylinder reservoir cap diaphragm and the reservoir-to-master cylinder grommets for swelling, indicating
fluid contamination.
Do any of the above fluid contamination conditions exist? Go to Step 3 Go to Step 4

1. Flush the hydraulic brake system and repair or replace components as directed based upon the type of fluid contamination
present. Refer to Hydraulic Brake System Flushing .
3 --
3. Perform the Antilock Brake System Automated Bleed .
Did you complete the operation and any required repairs and/or replacements? Go to Step 4
1. Inspect the following hydraulic brake system components for external fluid leaks:
• Hydraulic brake hoses
• Hydraulic brake pipes
• Brake master cylinder reservoir to brake pressure modulator valve (BPMV) feed and return hoses
• Brake callipers
• Brake master cylinder
• BPMV
2. Inspect the hydraulic brake pipes, master cylinder reservoir hoses, and flexible brake hoses for signs of a fluid restriction, such
as being bent, kinked, pinched, or damaged. Refer to Brake Pipe and Hose Inspection .
3. Repair or replace any of the hydraulic components found to be leaking brake fluid.
4. Replace any of the hydraulic brake pipes, master cylinder reservoir hoses, and/or flexible brake hoses found to be bent,
kinked, pinched, or damaged.
4 Refer to the appropriate procedures: -
• Master Cylinder Replacement

Brake master cylinder reservoir cap diaphragm
• Front Brake Hose Replacement
• Brake Pipe Replacement
• Brake Master Cylinder Reservoir Hose Replacement
• Front Brake Calliper Overhaul or Front Brake Calliper Replacement
• Rear Brake Calliper Overhaul or Rear Brake Calliper Replacement
Did you complete the inspections and any necessary repairs or replacements? Go to Step 5
Perform the system deactivation and vehicle preparation steps:
Note: To ensure the complete brake modulator and high pressure accumulator (HPA) pressure relief procedure is allowed to occur;
the brake controller must see 1 pedal apply with the propulsion system enabled, followed by a proper shutdown without applying the
brake pedal.
1. Enable the propulsion system.

2. Apply and release the brake pedal.
Note: The power button must be in the OFF position, and without applying the brake pedal to ensure the brake modulator and
high pressure accumulator (HPA) pressure relief occurs. This process will take approximately 1-3 minutes.
5 4. Place the power button in the OFF position, without applying the brake pedal. --
6. Wait approximately 1-3 minutes until the brake modulator and HPA pressure relief is complete.
7. Inspect and adjust the brake fluid level in the brake master cylinder reservoir. Refer to Master Cylinder Reservoir Filling .
8. Connect a battery charger to the 12V battery. Refer to Battery Charging .
Note: The power button must remain in the ON/RUN position, with the engine OFF during the remainder of this diagnostic
procedure, unless otherwise instructed.

11. Ensure the scan tool is communicating with the vehicle.
Did you complete the system deactivation and vehicle preparation steps? Go to Step 6
6 Have you already performed the brake sensor performance data checks as part of an electrical DTC diagnostic procedure? Go to Step 8 Go to Step 7
Perform the brake sensor performance data check procedure.

Note: Do not depress the brake pedal during the EBCM relearn.
3. Using the scan tool, perform the EBCM relearn. Do not depress the brake pedal.
3.1. Select Diagnostics.
3.2. Select the appropriate vehicle information.
3.3. Select Chassis.
3.4. Select EBCM.
3.5. Select Module Setup.
3.6. Select EBCM Relearn and follow the scan tool instructions.
Note: To ensure the complete brake modulator and high pressure accumulator (HPA) pressure relief procedure is allowed to
occur; the brake controller must see 1 pedal apply with the propulsion system enabled, followed by a proper shutdown without
applying the brake pedal.
4. Enable the propulsion system.

5. Apply and release the brake pedal.
Note: The power button must be in the OFF position, and without applying the brake pedal to ensure the brake modulator and
high pressure accumulator (HPA) pressure relief occurs. This process will take approximately 1-3 minutes.
Note: The power button must remain in the ON/RUN position, with the engine OFF during the remainder of this diagnostic
7 procedure, unless otherwise instructed. --
9. Place the power button in the ON position, engine OFF, and do not apply the brake pedal.
10. Using the scan tool, select Data Display for the EBCM, scroll through the data list, select and accept the following:
• Master Cylinder Pressure Sensor
• Rear Brake Pressure Sensor
• Brake Pressure Sensor
• Accumulator Pressure Sensor
• Brake Master Cylinder (BMC) Primary Piston Position Sensor 5V reference
• BMC Primary Piston Sensor A
• BMC Primary Piston Sensor B
11. Power button ON, engine OFF, brakes not applied, verify the following sensor parameters are within the specified values:
• Master Cylinder Pressure Sensor - Less than 100 kPa (15 psi)
• Rear Brake Pressure Sensor - Less than 100 kPa (15 psi)
• Accumulator Pressure Sensor - Less than 800 kPa (116 psi)
12. If any of the sensor parameters on the scan tool are not within the specified ranges, replace the BPMV. Refer to Electronic
Brake Control Module with Brake Pressure Modulator Valve Replacement .
13. With the power button ON, engine OFF, brakes not applied, verify the following sensor parameters are within the specified
values:
• BMC Primary Piston Position Sensor 5V Reference - Between 4.75V and 5.25V
• BMC Primary Piston Position Sensor A - Less than 0.8V
• BMC Primary Piston Position Sensor B - Greater than 4.2V
14. If any of the sensor parameters are not within the specified ranges, see DTC C0277 for further diagnostic information.
Did you complete the operation and any required repairs and/or replacements? Go to Step 8
Inspect for proper brake pedal travel. Refer to Brake Pedal Travel Measurement and Inspection .
8
Was the brake pedal travel within specification? Go to Step 10 Go to Step 9
1. Inspect for worn, missing, misaligned, bent or damaged brake pedal system components.
2. Inspect the brake pedal bushings for excessive wear and/or damage and inspect the brake pedal for a misaligned, bent and/or
damaged condition.
3. Replace the brake pedal system components that are worn, missing, misaligned, bent or damaged.
9
5. Re-inspect for proper brake pedal travel. Refer to Brake Pedal Travel Measurement and Inspection .
Is the brake pedal now within specification? Go to Step 10 Go to Step 20

Perform the brake master cylinder (BMC) primary circuit test:
Note: The power button must remain in the ON position, engine OFF during this entire procedure.
1. Ensure the power button is ON, engine OFF.

2. Using the scan tool, select Data Display for the EBCM, scroll through the Data list, select and accept the following:
• Master Cylinder Pressure Sensor
10 • Brake Master Cylinder (BMC) Primary Piston Reference Position
3. While observing the master cylinder pressure and the BMC primary piston position sensors on the scan tool data display,
using moderate speed and moderate effort, apply and maintain the brake pedal to a force of 2500 kPa (363 psi).
4. Wait for 10 seconds for the system to settle.
5. While ensuring 2500 kPa (363 psi) of force is maintained, observe pedal operation for an additional 30 seconds.
Note: The brake pedal should remain firm and steady while maintaining the apply force during the observation period.
Did the brake pedal remain firm and steady during the observation period? Go to Step 11 Go to Step 20
Ensure the brake corners are functioning properly:
Danger: Do not use a service jack in locations other than those specified to lift this vehicle. Lifting the vehicle with a jack in
those other locations could cause the vehicle to slip off the jack and roll; this could cause injury or death.
Note: The aid of an assistant will be necessary.
1. Raise and support the vehicle. Allow the tyre and wheel assemblies to rotate freely. Refer to Lifting and Jacking the Vehicle .
2. Ensure the power button is in the ON position, engine OFF.

3. Verify the hand brake is released.
4. Place the transmission in NEUTRAL.
11 5. Continue observing the master cylinder pressure sensor on the scan tool data display.
6. Using moderate speed and moderate effort, apply and maintain the brake pedal to a force of 2500-3000 kPa (363-435 psi).
7. While maintaining the brake apply force, wait 10 seconds, then have an assistant attempt to rotate the rear wheels.
8. If the rear wheels are locked, maintain that amount of apply force.
9. If the rear wheels are not locked, increase the apply force just enough to lock the rear wheels. Maintain that amount of apply
force.
10. Have an assistant attempt to rotate the front wheels.
11. Inspect any suspect brake corners for possible component hydraulic restriction and/or mechanical binding.
12. Release the brake pedal and have an assistant rotate each of the wheels again to check for possible brake drag.
Note: None of the wheels should be able to be rotated during the brake apply. None of the wheels should exhibit drag after brake
release.
Did the brake corners apply and release properly? Go to Step 14 Go to Step 12
Determine if the brake calliper is restricting the flow of brake fluid and/or not operating properly.
1. Remove the appropriate tyre and wheel assembly. Refer to Tyre and Wheel Removal and Installation .
2. Inspect the hydraulic function of the brake calliper for proper operation. Refer to Hydraulic Brake Component Operation Visual
Inspection .
12 3. Open the suspected calliper bleeder valve.
4. Using a large C-clamp or clamps, evenly compress the calliper piston or pistons. Observe for an unrestricted flow of brake
fluid and for free movement of the calliper piston or pistons.
5. Close the calliper bleeder valve.
Was the flow of brake fluid unrestricted and did the calliper piston or pistons move freely? Go to Step 13 Go to Step 19
Determine if the brake hose is restricting the flow of brake fluid.
1. Carefully inspect the flexible brake hose at the restricted location for signs of a fluid restriction, such as being bent, kinked,
pinched, or damaged. Refer to Brake Pipe and Hose Inspection .
13 2. Replace the brake hose if it is found to be damaged. Refer to the appropriate procedure: --
Did you complete the inspection and any necessary replacement? Go to Step 14
Perform the BMC secondary circuit test.
Note: The aid of an assistant will be necessary.
1. Reinstall the tyre and wheel assembly, if removed previously to verify brake corner function.
2. With the vehicle still supported at a working height, allow the tyre and wheel assemblies to rotate freely.
3. Ensure the power button is ON, engine OFF and the transmission is in NEUTRAL.
4. Continue observing the master cylinder pressure sensor on the scan tool data display.
14 5. Using moderate speed and moderate effort, apply and maintain the brake pedal to a force of 2500-3000 kPa (363-435 psi).
6. While maintaining the brake pedal apply force, wait 10 seconds, then have an assistant attempt to rotate the rear wheels.
7. If the rear wheels are locked, maintain that amount of apply force.
8. If the rear wheels are not locked, increase the apply force just enough to lock the rear wheels. Maintain that amount of apply
force.
9. Wait 20 seconds, then attempt to rotate the front wheels.
10. Attempt to rotate the rear wheels again.
Note: None of the wheels should be able to be rotated during the brake apply.
Could any of the wheels be rotated during the brake apply? Go to Step 15 Go to Step 18
15 Were either of the front wheels able to be rotated during the brake apply? Go to Step 20 Go to Step 16
Perform the brake modulator motor, HPA, and fluid control solenoid test:
1. Using the scan tool data display, scroll through the Data List, select and accept Accumulator Pressure Sensor.
2. While observing the accumulator pressure sensor data, start the engine and allow it to idle to activate and pressurise the
brake system.
16
3. Observe the accumulator pressure sensor data for 40 seconds.
Note: The accumulator pressure sensor data should rise from 0 kPa (0 psi) to 17,000 kPa (2466 psi) within 40 seconds.
Did the brake modulator provide the specified amount of pressure within the allotted time period? Go to Step 18 Go to Step 17
1. Perform the entire brake system automated bleed procedure. Refer to Antilock Brake System Automated Bleed .
Note: The ignition must be OFF, without pausing at ACCESSORY, and without applying the brake pedal to ensure the brake
modulator and high pressure accumulator (HPA) pressure relief occurs. This process will take approximately 1-3 minutes.
17 5. Again perform the brake modulator motor, HPA, and fluid control solenoid test:
5.1. Using the scan tool data display, scroll through the Data List, select and accept Accumulator Pressure Sensor.
5.2. While observing the accumulator pressure sensor data, activate the propulsion system to activate and pressurise the
brake system.
5.3. Observe the accumulator pressure sensor data for 40 seconds.
Note: The accumulator pressure sensor should rise from 0 kPa (0 psi) to 17,000 kPa (2466 psi) within 40 seconds.
Did the brake modulator provide the specified amount of pressure within the allotted time period? Go to Step 18 Go to Step 21
Perform the brake pedal simulator test:
1. Activate the propulsion system to activate and pressurise the brake system.
2. Continue observing the master cylinder pressure and the BMC primary piston position sensors on the scan tool data display.
3. Using moderate speed and moderate effort, apply and maintain the brake pedal to a force of 2500 kPa (363 psi).
18
4. Observe both pedal operation and master cylinder pressure for a period of 20 seconds.
Note: The brake pedal should remain firm and steady and master cylinder pressure should remain constant.
Did the brake pedal remain firm and steady, and did the master cylinder pressure remain constant? Go to Step 22 Go to Step 21
Repair or replace any brake calliper that was not operating properly. Refer to the appropriate procedure:
• Front Brake Calliper Replacement or Front Brake Calliper Overhaul

19 --
• Rear Brake Calliper Replacement or Rear Brake Calliper Overhaul
Did the brake pedal remain firm and steady, and did the master cylinder pressure remain constant? Go to Step 22
1. Replace the brake master cylinder. Refer to Master Cylinder Replacement .
20 3. Perform the entire brake system automated bleed procedure. Refer to Antilock Brake System Automated Bleed . --
Did you complete the replacement and repair procedures? Go to Step 22

1. Replace the BPMV. Refer to Electronic Brake Control Module with Brake Pressure Modulator Valve Replacement .
21 --
3. Perform the entire brake system automated bleed procedure. Refer to Antilock Brake System Automated Bleed .
Go to Step 22
Install or connect any components that were removed or disconnected during diagnosis. Brake Hydraulic
and Assist
Did you complete the operation? System OK
22 --
Return to
Symptom Table


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Brake System Vehicle Road Test

Preliminary Inspections
1. Visually inspect easily accessible brake system components for obvious damage and/or leaks which may indicate that the vehicle should not be driven until further
inspections have been completed.
2. Inspect the brake master cylinder reservoir fluid level and adjust only if necessary for brake system road testing. Refer to Master Cylinder Reservoir Filling .
3. Inspect the tyre inflation pressures and adjust as necessary.
4. Inspect the tyre tread patterns to ensure that they are the same or very similar, especially per axle.
5. Ensure that the vehicle is not loaded unevenly prior to brake system road testing.
Road Testing Procedure
Warning: Road test a vehicle under safe conditions and while obeying all traffic laws. Do not attempt any manoeuvres that could jeopardise vehicle control. Failure to adhere
to these precautions could lead to serious personal injury and vehicle damage.
1. Start the engine and allow it to idle.

2. Check to see if the brake system warning lamp remains illuminated.
3. If the brake system warning lamp remains illuminated, DO NOT proceed to test drive the vehicle until it is diagnosed and repaired. Refer to Symptoms - Hydraulic Brakes
.
4. Select a smooth, dry, clean and level road or large lot that is as free of traffic and obstacles as possible for brake system low speed road testing.
5. With the transmission in PARK, lightly apply the brake pedal. Observe both the pedal feel and the pedal travel.
6. If the brake pedal apply felt spongy, or the pedal travel was excessive, DO NOT drive the vehicle until it is repaired.
7. If the brake pedal apply did not feel spongy and the pedal travel was not excessive, proceed to step 8.
8. Release and apply the brakes.
9. While continuing to apply the brakes, shift the transmission into DRIVE, release the brakes and allow the engine to idle the vehicle away from the stopped position.
Observe for a slow release of the brake system.
10. With the aid of an assistant to observe the vehicle's performance from outside of the vehicle, drive the vehicle at a low speed and lightly apply the brakes while driving
past the assistant. Have the assistant observe for brake system noise from the side of the vehicle closest to them, while you observe both the pedal effort and the pedal
travel.
11. If the brake pedal apply effort was excessive, or the pedal travel was excessive, DO NOT continue to test drive the vehicle until it is repaired.
12. If the brake pedal apply effort was not excessive and the pedal travel was not excessive, proceed to step 13.
13. Drive the vehicle in the opposite direction, at the same low speed and lightly apply the brakes while driving past the assistant. Have the assistant observe for brake
system noise from the side of the vehicle closest to him.
14. Drive the vehicle at a low speed and shift the transmission into NEUTRAL without applying the brakes. Observe for a rapid deceleration in vehicle speed, indicating
possible brake drag.
15. Select a smooth, dry, clean and level road that is as free of heavy traffic as possible for brake system moderate speed road testing.
16. Drive the vehicle at a moderate speed. Observe for a pull and/or incorrect tracking of the vehicle without the brakes applied.
17. While continuing to drive the vehicle at a moderate speed, perform several light applies of the brakes. Observe the pedal effort and the pedal travel, observe for brake
system noise, pulsation and/or brake drag.
19. If the brake pedal apply effort was not excessive and the pedal travel was not excessive, proceed to step 20.
20. While continuing to drive the vehicle at a moderate speed, perform several moderate applies of the brakes. Observe the pedal effort and the pedal travel, observe for
brake system pulsation and/or uneven braking action - either side to side, or front to rear.
A small amount of vehicle front end dip is expected during a moderate apply of the brakes.


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Brake Pedal Travel Measurement and Inspection

Special Tools
CH-28662 Brake Pedal Effort Gauge
Note: The brake corners must be cool to obtain the most accurate measurement.
Note: The ignition must be OFF, without pausing at ACCESSORY, and without applying the brake pedal to ensure the brake modulator and high pressure accumulator
(HPA) pressure relief occurs. This process will take approximately 1-3 minutes.
2. Turn the ignition OFF, without pausing at ACCESSORY, and without applying the brake pedal.
Remove the ignition key.
4. Inspect the battery state of charge. Refer to Battery Inspection/Test .
5. If necessary, connect a battery charger to the 12V battery. Refer to Battery Charging .
6. Install the CH-28662 Brake Pedal Effort Gauge to the brake pedal.
Note: The ignition switch must remain ON, engine OFF during this entire procedure.
8. Turn the ignition ON with the engine OFF.

9.3. Select Chassis
9.5. Select Data Display
9.6. Scroll through the Data List, select and accept Brake Master Cylinder (BMC) Primary Piston Reference Position, and Master Cylinder Pressure Sensor
10. While observing the master cylinder pressure on the scan tool data display, using moderate speed and moderate effort, press the brake pedal to a force of 5000 kPa
(725 psi).
11. Record the distance displayed on the scan tool that the BMC primary piston has travelled at a pedal apply force of 5000 kPa (725 psi).
13. Wait 15 seconds, then repeat steps 10-12 to obtain a second measurement.
14. Compute the average of the first and second measurements recorded during the brake applies.
Specification
Maximum brake master cylinder (BMC) primary piston travel, (measured with the ignition ON, engine OFF and the brakes cool), at a brake pedal apply force
of 5000 kPa (725 psi): 18 mm (0.71 in)


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Brake System External Leak Inspection

1. In order to inspect for external brake fluid leaks, first check the fluid level in the master cylinder.
While a slight brake fluid level drop can be considered a normal condition due to brake lining wear, a very low level may indicate a brake fluid leak in the hydraulic
system.
If the fluid level is abnormally low, adjust the brake fluid level. Refer to Master Cylinder Reservoir Filling .
2. Start the engine and allow it to idle.

3. Apply constant, moderate foot pressure to the brake pedal.
If the brake pedal gradually falls away while under foot pressure, there may be a brake fluid leak.

5. Visually inspect the following brake system components for brake fluid leaks, excessive corrosion, and damage. Give particular attention to all brake pipe and flexible
hose connections to ensure that there are not any slight brake fluid leaks - even though the brake pedal may feel firm and hold steady:
• Master cylinder brake pipe fittings
• All brake pipe connections
• Brake pipes
• Brake hoses and connections
• Brake callipers and/or wheel cylinders, if equipped
6. While slight dampness around the master cylinder reservoir can be considered acceptable, brake fluid leaking from any of the brake system components requires
immediate attention. If any of these components exhibit signs of brake fluid leakage, repair or replace those components. After the repair or replacement, reinspect the
hydraulic brake system to assure proper function.


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Brake System Internal Leak Test

1. Ensure is ignition is OFF for at least 60 seconds to allow the system to depressurise and deplete the power reserve.
2. Apply the brake pedal several times to verify the power reserve is fully depleted.
3. Apply light, steady pressure to the brake pedal. Observe both the brake pedal feel and travel.
5. If the brake pedal apply felt spongy, but the brake pedal travel was not excessive, perform the following steps:
5.1. Inspect the brake system for external leaks. Refer to Brake System External Leak Inspection .
5.2. Pressure bleed the brake system in order to purge any air that may be trapped in the system. Refer to Hydraulic Brake System Bleeding : Pressure .
6. If the brake pedal apply did not feel spongy, but the brake pedal travel was excessive, perform the following steps:
6.1. Loosen the master cylinder-to-adapter mounting nuts.
6.2. Carefully pull the master cylinder away from the adapter just enough to inspect the mounting surface of the master cylinder.
6.3. Inspect the master cylinder mounting surface at the primary piston (2) for brake fluid leaks.
7. If the master cylinder exhibits any leakage around the primary piston (2), then the primary piston primary seal (4) and/or secondary seal (3) is leaking and the master
cylinder requires replacement.
8. If the master cylinder primary piston (2) does not exhibit any leakage, install the master cylinder to the adapter and pressure bleed the brake system. Refer to Hydraulic
Brake System Bleeding : Pressure .
9. If the brake pedal apply did not feel spongy, and the brake pedal travel was initially steady and not excessive, but then gradually fell, then the master cylinder requires
replacement due to an internal leak past a piston seal.
10. If the brake pedal apply did not feel spongy, and the brake pedal travel was initially steady and not excessive, then fell slightly, then became steady again, then the
brake pressure modulator valve (BPMV) may be leaking internally, and may require replacement.


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Hydraulic Brake Component Operation Visual Inspection

1. With the tyre and wheel assemblies removed and the brake discs retained by wheel nuts, visually inspect the calliper piston dust boot (2) sealing area to ensure that
there are no brake fluid leaks.
2. If any evidence of a brake fluid leak is present, the brake calliper requires overhaul or replacement.
3. While the brake system is at rest (4), observe the position of the calliper piston (1) in relation to the calliper housing.
4. Have an assistant apply and release the brake pedal several times while you observe the operation of the hydraulic brake calliper.
4.1. Observe the calliper piston (1) for unrestricted and even movement during each apply of the brake system (5).
4.2. Observe the calliper piston (1) for an unrestricted and even return motion during each release of the brake system (6).
5. If the calliper piston (1) did not exhibit unrestricted and even movement during brake system apply and/or release, the piston square seal (3) may be worn or damaged
and the calliper may require overhaul or replacement.

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Brake Pipe and Hose Inspection

1. Visually inspect all of the brake pipes for the following conditions:
• Kinks, improper routing, missing or damaged retainers
• Leaking fittings, excessive corrosion
2. If any of the brake pipes exhibited any of the conditions listed, then the identified pipe, or pipes, require replacement.
3. Ensure that the vehicle axles are properly supported at ride height in order to maintain the proper relationship of the flexible brake hoses to the chassis.
4. Visually inspect all of the flexible brake hoses for the following conditions:
• Kinks (1), improper routing, twists, chafing, missing or damaged retainers
• Leaking connections, cracking, dry-rot, blisters, bulges
5. If any of the flexible brake hoses exhibited any of the conditions listed, then the identified flexible brake hose, or hoses require replacement.
6. Squeeze the flexible brake hoses with firm finger pressure to check for soft spots (2), indicating an internal restriction. Check the entire length of each flexible brake
hose.
7. If any of the flexible brake hoses were found to have soft spots (2), then the identified flexible brake hose, or hoses require replacement.


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Master Cylinder Reservoir Filling

1. Visually inspect the brake fluid level through the brake master cylinder reservoir.
2. If the brake fluid level is at or below the half-full point during routine fluid checks, the brake system should be inspected for wear and possible brake fluid leaks.
3. If the brake fluid level is at or below the half-full point during routine fluid checks, and an inspection of the brake system did not reveal wear or brake fluid leaks, the
brake fluid may be topped-off up to the maximum-fill level.
4. If brake system service was just completed, the brake fluid may be topped-off up to the maximum-fill level.
5. If the brake fluid level is above the half-full point, adding brake fluid is not recommended under normal conditions.
6. If brake fluid is to be added to the master cylinder reservoir, clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm.
Use only Delco Supreme 11®, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.


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Master Cylinder Reservoir Replacement

Removal Procedure
2. Remove the brake master cylinder reservoir bolts (1).

3. Carefully pull the master cylinder reservoir (1) straight upward and remove the master cylinder reservoir from the master cylinder.
4. Remove and discard the brake master cylinder reservoir seals (1).
1. Lightly lubricate the master cylinder reservoir seals with GM approved brake fluid from a clean, sealed brake fluid container. Refer to Adhesives, Fluids, Lubricants, and
Sealers .
2. Install the brake master cylinder reservoir seals (1).
3. Carefully install the master cylinder reservoir (1) to the master cylinder.

4. Install the brake master cylinder reservoir bolts (1) and tighten to 8 N·m (71 lb in).


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Master Cylinder Replacement

Removal Procedure

Note: During the pressure relief process, the fluid level in the master cylinder reservoir will rise. Do not remove the master cylinder reservoir cap during the pressure
relief process.

8. Remove the brake fluid from the master cylinder reservoir and discard into an approved container.
9. Disconnect the brake fluid level indicator electrical connector.
10. Remove the brake master cylinder reservoir supply and return hoses. Refer to Brake Master Cylinder Reservoir Hose Replacement .
11. Remove the left front brake pipe (1) and the right front brake pipe (2) from the master cylinder.
12. Cap the brake pipe fittings and plug the master cylinder outlet ports to prevent brake fluid loss and contamination.
13. Remove the left front secondary brake pipe (1) from the master cylinder.
14. Cap the brake pipe fitting and plug the master cylinder outlet port to prevent brake fluid loss and contamination.
15. Remove the right front secondary brake pipe (1) from the master cylinder.
17. Remove the master cylinder primary brake pipe (1) from the master cylinder.
Note: Do not reuse the master cylinder nuts.
19. Remove and discard the 2 master cylinder nuts (1).

20. Remove the brake master cylinder.
1. Bench bleed the brake master cylinder. Refer to Master Cylinder Bench Bleeding .
2. Install the brake master cylinder to the vehicle.

Note: Install new master cylinder nuts.
3. Install 2 new master cylinder nuts (1) and tighten to 22 N·m (16 lb ft).

4. Install the master cylinder primary brake pipe (1) and tighten the fitting to 23 N·m (17 lb ft).
5. Install the right front secondary brake pipe (1) and tighten the fitting to 23 N·m (17 lb ft).
6. Install the left front secondary brake pipe (1) and tighten the fitting to 23 N·m (17 lb ft).
7. Install the left front brake pipe (1) and the right front brake pipe (2) and tighten the fittings to 23 N·m (17 lb ft).
8. Install the brake master cylinder reservoir supply and return hoses. Refer to Brake Master Cylinder Reservoir Hose Replacement .
9. Connect the brake fluid level indicator electrical connector.


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Master Cylinder Bench Bleeding

1. Secure the mounting flange of the brake master cylinder in a bench vice so that the rear of the primary piston is accessible.
2. Remove the master cylinder reservoir cap and diaphragm.
3. Install suitable fittings to the master cylinder ports that match the type of flare seat required and also provide for hose attachment.
4. Install transparent hoses to the fittings installed to the master cylinder ports, then route the hoses into the master cylinder reservoir.
5. Fill the master cylinder reservoir to at least the half-way point with GM approved brake fluid from a clean, sealed brake fluid container. Refer to Master Cylinder
Reservoir Filling .
6. Ensure that the ends of the transparent hoses running into the master cylinder reservoir are fully submerged in the brake fluid.
7. Using a smooth, round-ended tool, depress and release the primary piston as far as it will travel, a depth of about 25 mm (1 in), several times. Observe the flow of fluid
coming from the ports.
As air is bled from the primary and secondary pistons, the effort required to depress the primary piston will increase and the amount of travel will decrease.
8. Continue to depress and release the primary piston until fluid flows freely from the ports with no evidence of air bubbles.
9. Remove the transparent hoses from the master cylinder reservoir.
10. Install the master cylinder reservoir cap and diaphragm.
11. Remove the fittings with the transparent hoses from the master cylinder ports. Wrap the master cylinder with a clean workshop cloth to prevent brake fluid spills.
12. Remove the master cylinder from the vice.


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Brake Fluid Level Indicator Switch Replacement

2. Loosen, but do not remove, the right side front suspension strut housing brace bolts.
3. Remove the left side front suspension strut housing brace bolts and gently lift the brace upward.
Brake Fluid Level Indicator Switch
Procedure
1
2. Carefully spread the locking tabs and lift the brake fluid level indicator switch upward.
3. After the installation is complete, install the front suspension strut housing brace bolts. Refer to Front Suspension Strut Housing Brace Replacement .


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Brake Pedal Assembly Replacement

Removal Procedure
1. Remove the air cleaner resonator outlet duct. Refer to Air Cleaner Resonator Outlet Duct Replacement .
Note: Do not reuse the master cylinder nuts.

4. Remove and discard the 2 master cylinder nuts (1).
5. Remove the brake pressure modulator valve (BPMV) bracket nut (1).

Note: Do not bend the brake pipes.
8. Carefully remove and position aside the master cylinder and the BPMV and bracket assembly. Support the components with heavy mechanics wire or equivalent.
9. Remove the brake pedal assembly nuts (1).
11. Remove the left side floor front air outlet duct. Refer to Floor Front Air Outlet Duct Replacement - Left Side .
12. Remove the steering column. Refer to Steering Column Replacement .
13. Remove the accelerator pedal position sensor. Refer to Accelerator Pedal Position Sensor Replacement .
14. Disconnect the brake pedal position sensor electrical connector.
15. Disconnect the electronic brake pedal travel sensor electrical connector.
16. Remove the left upper brake pedal assembly bolts (1).
17. Remove the right upper brake pedal assembly bolts (1).
18. Without removing the instrument panel tie bar assembly, remove the fasteners retaining the tie bar assembly to the vehicle. Refer to Instrument Panel Tie Bar
Replacement .
19. With the aid of an assistant, pull the instrument panel and tie bar assembly rearward and upward approximately 25 mm (1 in) and remove the brake pedal assembly.
1. With the aid of an assistant, pull the instrument panel and tie bar assembly rearward and upward approximately 25 mm (1 in) and install the brake pedal assembly.
2. Install the fasteners retaining the tie bar assembly to the vehicle. Refer to Instrument Panel Tie Bar Replacement .

3. Install the right upper brake pedal assembly bolts (1) and tighten to 12 N·m (106 lb in).
4. Install the left upper brake pedal assembly bolts (1) and tighten to 12 N·m (106 lb in).
5. Connect the brake pedal position sensor electrical connector.
6. Connect the electronic brake pedal travel sensor electrical connector.
7. Install the accelerator pedal position sensor. Refer to Accelerator Pedal Position Sensor Replacement .
8. Install the steering column. Refer to Steering Column Replacement .
9. Install the left side floor front air outlet duct. Refer to Floor Front Air Outlet Duct Replacement - Left Side .
10. Install the front floor console. Refer to Front Floor Console Replacement .
11. Install the brake pedal assembly nuts (1) and tighten to 23 N·m (17 lb ft).
12. Apply silicone brake lubricant to the brake master cylinder pushrod tip.
Note: Do not bend the brake pipes.
13. Carefully reposition the master cylinder and the BPMV and bracket assembly to the vehicle.
16. Install the BPMV bracket nut (1) and tighten to 22 N·m (16 lb ft).
Note: Install new master cylinder nuts.
17. Install 2 new master cylinder nuts (1) and tighten to 22 N·m (16 lb ft).

20. Install the air cleaner resonator outlet duct. Refer to Air Cleaner Resonator Outlet Duct Replacement .
21. Calibrate the brake pedal position sensor. Refer to Brake Pedal Position Sensor Calibration .


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Brake Pipe Replacement

Special Tools
CH-45405 Brake Pipe Flaring Kit
Warning: Always use double walled steel brake pipe when replacing brake pipes. The use of any other pipe is not recommended and may cause brake system failure.
Carefully route and retain replacement brake pipes. Always use the correct fasteners and the original location for replacement brake pipes. Failure to properly route and
retain brake pipes may cause damage to the brake pipes and cause brake system failure.
Note: When servicing the brake pipes, note the following:

• If sectioning the brake pipe, use replacement pipe of the same type and outside diameter.
• Use fittings of the appropriate size and type.
• Only create flares of the same type or design as originally equipped on the vehicle.
1. Inspect the area of brake pipe to be repaired or replaced.

2. Release the brake pipe to be replaced from the retainers, as required.
3. Select an appropriate location to section the brake pipe, if necessary.
• Allow adequate clearance in order to manoeuvre the CH-45405 Brake Pipe Flaring Kit .
• Avoid sectioning the brake pipe at bends or mounting points.
4. Using a string or wire, measure the length of the pipe to be replaced including all pipe bends.
5. Add to the measurement taken the appropriate additional length required for each flare to be created.
Specification
• 6.35 mm (0.250 in) for 4.76 mm (3/16 in) diameter pipe

Note: Ensure that the brake pipe end to be flared is cut at a square, 90 degree angle to the pipe length.
6. Using the pipe cutter included in the CH-45405 Brake Pipe Flaring Kit , carefully cut the brake pipe squarely to the measured length.
7. Remove the sectioned brake pipe from the vehicle.
8. Select the appropriate size of brake pipe and tube nuts, as necessary. The brake pipe outside diameter determines brake pipe size.
9. Strip the nylon coating from the brake pipe end to be flared, if necessary.
• Select the appropriate blade on the coating stripping tool included in the CH-45405 Brake Pipe Flaring Kit , by unthreading the blade block from the stripping tool and
installing the block with the desired blade facing the tool rollers.
Specification
• 6.35 mm (0.250 in) blade for 4.76 mm (3/16 in) diameter pipe

• 9.50 mm (0.374 in) blade for 6.35 mm (1/4 in) and 7.94 mm (5/16 in) diameter pipe
• Insert the brake pipe end to be flared into the stripping tool to the depth of the ledge on the tool rollers.
• While holding the brake pipe firmly against the stripping tool roller ledges, rotate the thumbwheel of the tool until the blade contacts the brake pipe coated surface.
Note: Do not gouge the metal surface of the brake pipe.
• Rotate the stripping tool in a clockwise direction, ensuring that the brake pipe end remains against the tool roller ledges.
• After each successive revolution of the stripping tool, carefully rotate the thumbwheel of the tool clockwise, in order to continue stripping the coating from the brake
pipe until the metal pipe surface is exposed.
• Loosen the thumbwheel of the tool and remove the brake pipe.
Note: Ensure that all loose remnants of the nylon coating have been removed from the brake pipe.
• Inspect the stripped end of the brake pipe to ensure that the proper amount of coating has been removed.
Specification

• 9.50 mm (0.374 in) for 6.35 mm (1/4 in) and 7.94 mm (5/16 in) diameter pipe
10. Chamfer the inside and outside diameter of the pipe with the de-burring tool included in the CH-45405 Brake Pipe Flaring Kit .
11. Install the tube nuts on the brake pipe, noting their orientation.
12. Clean the brake pipe and the CH-45405 Brake Pipe Flaring Kit of lubricant, contaminants, and debris.
13. Loosen the die clamping screw of theCH-45405 Brake Pipe Flaring Kit .
14. Select the corresponding die set and install the die halves into the die cage with the full, flat face of one die facing the clamping screw, and the counterbores of both dies
facing the forming ram.
15. Place the flat face of an unused die (1) against the die halves in the clamping cage and hold firmly against the counterbored face of the dies.
16. Insert the prepared end of the pipe to be flared through the back of the dies until the pipe is seated against the flat surface of the unused die (1).
17. Remove the unused die (1).
18. Ensure that the rear of both dies are seated firmly against the enclosed end of the die cage.
19. Firmly hand tighten the clamping screw (2) against the dies.
20. Select the appropriate forming mandrel and place into the forming ram.
21. Rotate the hydraulic fluid control valve clockwise to the closed position.
22. Rotate the body of the CH-45405 Brake Pipe Flaring Kit until it bottoms against the die cage.
23. While guiding the forming mandrel into the exposed end of pipe to be flared, operate the lever of the CH-45405 Brake Pipe Flaring Kit until the forming mandrel bottoms
against the clamping dies.
24. Rotate the hydraulic fluid control valve anticlockwise to the open position to allow the hydraulic forming ram to retract.
25. Insert the finishing cone into the forming ram.
26. Rotate the hydraulic fluid control valve clockwise to the closed position.
27. Rotate the body of the CH-45405 Brake Pipe Flaring Kit until it bottoms against the die cage.
28. While guiding the finishing cone into the exposed end of pipe to be flared, operate the lever of the CH-45405 Brake Pipe Flaring Kit until the finishing cone bottoms
against the dies.
29. Rotate the hydraulic fluid control valve anticlockwise to the open position to allow the hydraulic forming ram to retract.
30. Loosen the die clamping screw and remove the dies and pipe.
31. If necessary, lightly tap the dies until the die halves separate.
32. Inspect the brake pipe flare for correct shape and diameter (a).
Specification
• 6.74-7.10 mm (0.265-0.279 in) flare diameter for 4.76 mm (3/16 in) diameter pipe
• 8.57-9.27 mm (0.344-0.358 in) flare diameter for 6.35 mm (1/4 in) diameter pipe
• 10.42-10.79 mm (0.410-0.425 in) flare diameter for7.94 mm (5/16 in) diameter pipe
33. If necessary, using the removed section of brake pipe as a template, shape the new pipe with a suitable brake pipe bending tool.
Note: When installing the pipe, maintain a clearance of 19 mm (3/4 in) from all moving or vibrating components.
34. Install the pipe to the vehicle with the appropriate brake pipe unions, as required.
35. If previously released, secure the brake pipe to the retainers.
37. With the aid of an assistant, inspect the brake pipe flares for leaks by starting the engine and applying the brakes.


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Brake Master Cylinder Reservoir Hose Replacement

Removal Procedure

Note: During the pressure relief process, the fluid level in the master cylinder reservoir will rise. Do not remove the master cylinder reservoir cap during the pressure
relief process.

6. Disconnect the brake master cylinder reservoir supply hose quick connects (1).
7. Remove the brake master cylinder reservoir supply hose.
8. Cap the brake pressure modulator valve (BPMV) inlet port to prevent brake fluid loss and contamination.
9. Disconnect the brake master cylinder reservoir return hose quick connects (1).
10. Remove the brake master cylinder reservoir return hose.
11. Cap the BPMV outlet port to prevent brake fluid loss and contamination.
1. Install the brake master cylinder reservoir return hose.
2. Connect the brake master cylinder reservoir return hose quick connects (1).
3. Ensure the brake master cylinder reservoir return hose quick connects are fully engaged by attempting to pull the return hose from the fittings.
4. Install the brake master cylinder reservoir supply hose.
5. Connect the brake master cylinder reservoir supply hose quick connects (1).
6. Ensure the brake master cylinder reservoir supply hose quick connects are fully engaged by attempting to pull the supply hose from the fittings.
8. Fill the brake master cylinder reservoir. Refer to Master Cylinder Reservoir Filling .


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Front Brake Hose Replacement

Removal Procedure
3. Remove the brake pipe fitting (1) from the front brake hose.
4. Cap the brake pipe fitting to prevent brake fluid loss and contamination.
5. Remove the brake hose retainer (1).
6. Release the brake hose grommet (1) from the strut bracket.
9. Remove the brake hose.
1. Assemble the brake hose fitting bolt (1) and the new brake hose fitting gaskets (2) to the brake hose fitting (3).
3. Install the brake hose grommet (1) to the strut bracket.
4. Install the brake hose to the wheelhouse bracket and install the retainer (1).
5. Install the brake pipe fitting (1) to the front brake hose and tighten the fitting to 23 N·m (17 lb ft).


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Rear Brake Hose Replacement

Removal Procedure
3. Remove the rear brake pipe fitting (1) from the rear brake hose.
4. Cap the brake pipe fitting to prevent brake fluid loss and contamination.
5. Remove the rear brake hose retainer (1).
6. Remove the rear brake hose bracket bolt (1).
9. Remove the rear brake hose.
1. Assemble the brake hose fitting bolt (1) and the new fitting gaskets (2) to the brake hose fitting (3).
3. Install the rear brake hose bracket bolt (1) and tighten to 9 N·m (80 lb in).
4. Install the rear brake hose retainer (1).
5. Install the rear brake pipe fitting (1) to the rear brake hose and tighten the fitting to 23 N·m (17 lb ft).


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Hydraulic Brake System Bleeding - Pressure

Special Tools
• CH-29532-A Brake Pressure Bleeder, or equivalent

• CH-35589-A Brake Pressure Bleeder Adapter

4. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills.
5. With the power button OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster
power reserve.
6. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the
following steps:
6.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary add Delco Supreme 11®, GM P/N 12377967 (Canadian P/N 992667),
or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.
If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal.
6.2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder.
6.3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder.
6.4. Reconnect the brake pipe to the master cylinder port and tighten securely.
6.5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal.
6.6. Loosen the same brake pipe to purge air from the open port of the master cylinder.
6.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal.
6.8. Wait 15 seconds, then repeat steps 6.2-6.7 until all air is purged from the same port of the master cylinder.
6.9. With the front brake pipe installed securely to the master cylinder, after all air has been purged from the front port of the master cylinder, loosen and separate the
rear brake pipe from the master cylinder, then repeat steps 6.2-6.8.
6.10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened.
7. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11®, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid
from a clean, sealed brake fluid container.
Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm.
8. Install the CH-35589-A Brake Pressure Bleeder Adapter to the brake master cylinder reservoir.
9. Check the brake fluid level in the CH-29532-A Brake Pressure Bleeder, or equivalent . Add Delco Supreme 11®, GM P/N 12377967 (Canadian P/N 992667), or
equivalent DOT-3 brake fluid from a clean, sealed brake fluid container as necessary to bring the level to approximately the half-full point.
10. Connect the CH-29532-A Brake Pressure Bleeder, or equivalent , to the CH-35589-A Brake Pressure Bleeder Adapter .
11. Charge the CH-29532-A Brake Pressure Bleeder, or equivalent , air tank to 175-205 kPa (25-30 psi).
12. Open the CH-29532-A Brake Pressure Bleeder, or equivalent , fluid tank valve to allow pressurised brake fluid to enter the brake system.
13. Wait approximately 30 seconds, then inspect the entire hydraulic brake system in order to ensure that there are no existing external brake fluid leaks.
Any brake fluid leaks identified require repair prior to completing this procedure.
14. Install a proper ring spanner onto the RIGHT REAR wheel hydraulic circuit bleeder valve.
15. Install a transparent hose over the end of the bleeder valve.
16. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme 11®, GM P/N 12377967 (Canadian P/N 992667), or
equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.
17. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. Allow fluid to flow until air bubbles stop flowing from the bleeder, then tighten the bleeder valve.
18. With the right rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right rear hydraulic circuit, install a proper box-end
wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve.
19. Install a transparent hose over the end of the bleeder valve, then repeat steps 16-17.
20. With the left rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left rear hydraulic circuit, install a proper ring spanner
onto the RIGHT FRONT wheel hydraulic circuit bleeder valve.
22. With the right front wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right front hydraulic circuit, install a proper box-end
wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve.
24. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened.
25. Close the CH-29532-A Brake Pressure Bleeder, or equivalent , fluid tank valve, then disconnect the CH-29532-A Brake Pressure Bleeder, or equivalent , from the CH-
35589-A Brake Pressure Bleeder Adapter .
26. Remove the CH-35589-A Brake Pressure Bleeder Adapter from the brake master cylinder reservoir.
27. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11®, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid
28. Slowly depress and release the brake pedal. Observe the feel of the brake pedal.
29. If the brake pedal feels spongy perform the following steps:
29.1. Inspect the brake system for external leaks. Refer to Brake System External Leak Inspection .
29.2. Using a scan tool, perform the antilock brake system automated bleeding procedure to remove any air that may have been trapped in the brake pressure
modulator valve (BPMV). Refer to Antilock Brake System Automated Bleed .
30. Turn the power button ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated.
Note: If the brake system warning lamp remains illuminated, DO NOT allow the vehicle to be driven until it is diagnosed and repaired.
31. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes .


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Hydraulic Brake System Flushing

1. Inspect the brake fluid for the following conditions, indicating brake fluid contamination:
• Fluid separation, indicating two types of fluid are present; a substance other than the recommended brake fluid has been introduced into the brake hydraulic system
-- Swirled appearance - oil-based substance
-- Layered appearance - silicone-based substance
• Fluid discolouration, indicating the presence of moisture or particles that have been introduced into the brake hydraulic system
- Cloudy appearance - moisture
-- Dark appearance/suspended particles in fluid - dirt, rust, corrosion, brake dust
2. Inspect the master cylinder reservoir cap diaphragm and the reservoir-to-master cylinder grommets for swelling, indicating brake fluid contamination.
3. If the brake fluid WAS contaminated with an oil-based or a silicone-based substance, indicated by fluid separation and/or a swollen master cylinder reservoir cap
diaphragm and/or swollen reservoir-to-master cylinder grommets, perform the following:
3.1. Remove ALL of the following components listed from the vehicle. Each component contains internal rubber seals/linings which have been contaminated by the
contaminated brake fluid in the brake hydraulic system.
Refer to the procedures indicated as applicable:
• Master Cylinder Replacement

• Front Brake Calliper Replacement
• Rear Brake Calliper Replacement
3.2. Clean out all the hydraulic brake pipes using methylated spirit, or equivalent.
3.3. Dry the brake pipes using non-lubricated, filtered air.
3.4. Repair or replace ALL of the following components listed and install them to the vehicle. Each component contains internal rubber seals/linings which have been
contaminated by the contaminated brake fluid in the brake hydraulic system.
Refer to the procedures indicated as applicable:
• Master Cylinder Replacement ; also perform the following:

• Clean the brake master cylinder reservoir using methylated spirit, or equivalent, then dry the reservoir using non-lubricated, filtered air. Inspect the reservoir for
cracks and/or damage and replace if necessary. Refer to Master Cylinder Reservoir Replacement .
• Replace the brake master cylinder reservoir cap diaphragm.
• Front Brake Calliper Overhaul or Front Brake Calliper Replacement
• Rear Brake Calliper Overhaul or Rear Brake Calliper Replacement
4. If the brake fluid was NOT contaminated with an oil-based or a silicone-based substance, but WAS contaminated with water or dirt, rust, corrosion, and/or brake dust,
replace the brake master cylinder reservoir cap diaphragm. The diaphragm may have allowed the moisture or particles to enter the hydraulic system.
5. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11®, GM P/N 12377967 (Canada P/N 992667) or equivalent, DOT-3 brake fluid
6. Pressure bleed the hydraulic brake system. Begin the procedure with the pressure bleeder reservoir filled to the maximum-fill level with the correct brake fluid as
indicated. Refer to Hydraulic Brake System Bleeding : Pressure .


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The hydraulic brake system consists of the following:
Hydraulic Brake Master Cylinder Fluid Reservoir: Contains supply of brake fluid for the hydraulic brake system. Provides for brake fluid to be drawn back into and vented
back from the master cylinder primary piston and secondary pistons. Also provides for brake fluid to be drawn into the motor driven pump and high pressure accumulator
(HPA) areas of the brake modulator assembly, and vented back from various areas of the modulator assembly as needed. Provides markings for both the MIN and MAX
parameters of the pressurised or operating range; and for the maximum depressurised or system OFF level.
Hydraulic Brake Master Cylinder: Converts mechanical input force into hydraulic output pressure. During normal operation, hydraulic output pressure is distributed from the
primary piston of the master cylinder through hydraulic circuits to the pedal feel simulator within the brake modulator assembly. Hydraulic pressure for the wheel apply circuits
is generated by a motor driven pump and stored by a high pressure accumulator (HPA) within the modulator assembly. This pressurised fluid is distributed through valves to
the rear apply circuits and to the secondary pistons of the master cylinder which, in turn, distribute pressurised fluid to the front wheel apply circuits.
Hydraulic Brake Pipes and Flexible Brake Hoses: Carries brake fluid to and from hydraulic brake system components.
Hydraulic Brake Wheel Apply Components: Converts hydraulic input pressure into mechanical output force.
The brake assist system consists of the following:
Brake Pedal: Receives, multiplies and transfers brake system input force from the driver.
Brake Pedal Pushrod: Transfers multiplied input force received from the brake pedal to the brake booster.
Hydraulic Brake Modulator Assembly: Contains several high pressure sensors, valves, solenoids and filters as well as a motor driven pump, high pressure accumulator
(HPA), high pressure filter, pedal feedback or pedal simulator and the electronic brake control module (EBCM). The assembly monitors various sensor, control module and
driver inputs to determine and command the optimal amount of brake fluid pressure needed for a given situation. The modulator assembly then blends and delivers the
pressurised fluid to the wheel apply circuits as appropriate for correct braking balance and performance.
System Operation
When the power button is placed in ON/RUN or a remote function actuation (RFA) commands remote START, the brake modulator assembly activates and pressurises brake
fluid for use at the wheel apply circuits as needed.
The brake modulator assembly incorporates a motor driven pump which is activated as required to draw brake fluid directly from the master cylinder reservoir, lowering the
brake fluid level in the reservoir into the pressurised, or operating, range. The pump pressurises and delivers the brake fluid to the high pressure accumulator (HPA) to store
for use as necessary. Sensor data of HPA fluid pressure is used by the modulator to operate the pump to maintain the pressure of the brake fluid at the HPA within operating
range. Working pressure of the HPA stored fluid is 140-180 bar (2030-2610 psi). Peak allowed pressure is 200 bar (2900 psi). Pressure relief is vented back to the master
cylinder reservoir.
Brake system mechanical input force from the driver is multiplied by the brake pedal and transferred by the pedal pushrod to the hydraulic brake master cylinder. This
mechanical force is converted into hydraulic pressure by the primary piston of the master cylinder. The pressurised brake fluid from the primary piston is delivered to the brake
modulator assembly and is directed within the modulator to the brake pedal feel simulator.
To allow operation of the pedal feel simulator, the brake modulator assembly energises and then closes the normally open (NO) valve to direct brake fluid only to the pedal
feel simulator. The brake modulator also energises and opens a normally closed (NC) valve to allow brake fluid to escape from the backside of the brake pedal feel simulator
to the master cylinder reservoir, allowing the simulator piston to move. The pedal feel simulator incorporates a spring which causes increasing brake pedal effort and feedback
through the master cylinder, providing brake pedal feel to the driver.
The brake modulator assembly uses sensor data of the brake pedal and pushrod travel and the master cylinder input fluid pressure to determine the amount of braking
performance requested by the driver.
Based on the amount of braking action requested by the driver and sensor data inputs of fluid pressure throughout the brake modulator assembly passageways, the
modulator uses a boost valve to continuously provide the optimal fluid pressure for use by the wheel apply circuits. The modulator assembly uses the boost valve to both build
and relieve pressure within the wheel apply circuits. The boost valve meters the flow of pressurised brake fluid from the HPA to build pressure and relieves pressure as
needed by venting fluid through the energised, and open, NC valve to the master cylinder reservoir. The brake modulator assembly also controls various valves in a way
similar to a traditional brake modulator, to blend and modulate delivery of brake fluid to the wheel apply circuits, to achieve optimal balance and brake system output
performance. The brake modulator delivers brake fluid to the wheel apply circuits as follows:
• Through isolation valves directly to the rear wheel apply circuits
• Through isolation valves directly to the secondary pistons of the master cylinder
• The secondary pistons of the master cylinder then delivers pressurised brake fluid directly to the front wheel apply circuits
Pressurised brake fluid is delivered to the wheel apply hydraulic components through the brake pipes and flexible hoses. The wheel apply components then convert the
hydraulic pressure back into mechanical force which presses the brake linings against rotating brake system components to slow the vehicle through friction braking.
When the power button is placed in the OFF position and the brake pedal is not applied, the system will deactivate and depressurise. As the system begins to depressurise,
brake fluid will discharge from the HPA and vent back into the master cylinder reservoir. This will cause the brake fluid level in the master cylinder reservoir to rise to the
depressurised or system OFF range. The system may take up to 3 minutes to fully depressurise.
If the brake pedal is applied before the system has fully depressurised, the brake modulator will maintain the pressure available at the moment of the brake apply until the
brake pedal is released. This will increase the amount of time required for the system to depressurise.
Regenerative Braking Function: During a regenerative braking event, the powertrain is used to create drag or torque braking through the drive axle, against the forward
motion of the vehicle, while providing a charging function for the batteries.
The brake modulator assembly and the powertrain system controllers are in constant communication with each other. Each system is monitoring various system, sensor data,
and driver inputs. Working together, a determination is made as to when the most appropriate opportunity for regenerative braking will occur. The brake modulator will request
from the powertrain controllers the amount of torque braking that is available from the powertrain to be delivered through the drive axle. If the powertrain controllers in
conjunction with the brake modulator have determined to perform a regenerative braking event, the brake modulator will request a specific amount of regenerative or torque
braking to be provided from the powertrain.
Simultaneously, the brake modulator continuously evaluates and provides the correct blend of friction braking from the non-drive axle, and provides the correct blend of
regenerative or torque braking and friction braking from the drive axle to provide the most efficient amount of regenerative braking and charging for the needs of the
powertrain. All the while, providing optimal braking balance and providing the correct blend and amount of overall vehicle braking action requested by the driver through a
brake pedal apply.
Deactivated System: If the brake modulator assembly is powered down either by placing the power button in the OFF position and not applying the brake pedal, or through a
system power source failure or if the modulator detects certain critical faults, the system will operate as follows:
Brake system mechanical input force from the driver is multiplied by the brake pedal and transferred by the brake pedal pushrod to the hydraulic brake master cylinder. This
mechanical force is converted into hydraulic pressure by the primary piston of the master cylinder.
The pressurised brake fluid from the primary piston is delivered to the brake modulator assembly and is directed within the brake modulator to the wheel apply passageways,
rather than to the pedal simulator.
Since the modulator is not energising the normally open (NO) valve to cause it to close and direct pressurised fluid only to the pedal simulator, the NO valve is open and
directing fluid to both the pedal simulator and the wheel apply circuit passageways. To prevent any loss of pressure through the pedal simulator, or through the boost valve,
the normally closed (NC) valve is closed since it is not energised by the modulator. Since the NC valve is closed, no fluid can escape from the backside of the simulator, thus
preventing any movement of the piston within the pedal simulator and any subsequent loss of pressure. The same is true with the boost valve, since the NC valve is closed,
no fluid can escape from the pressure relief side of the boost valve, thus preventing loss of pressure. The pressurised fluid is now delivered through the wheel apply circuit
passageways within the modulator as follows:
• Through de-energised, open isolation valves directly to the rear wheel apply circuits
• Through de-energised, open isolation valves directly to the secondary pistons of the master cylinder
• The secondary pistons of the master cylinder then deliver pressurised brake fluid directly to the front wheel apply circuits
If a hydraulic failure occurs in the boost circuit of the modulator during further pedal apply, the system will operate as follows:
The mechanical input force is applied further as the primary piston of the master cylinder directly contacts the secondary pistons, which then convert the mechanical force into
hydraulic pressure. The pressurised brake fluid from the secondary pistons is delivered directly to the front wheel apply circuits.


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Brake Warning Indicator
The instrument cluster turns the brake warning indicator ON when the following occurs:
• The instrument cluster performs the bulb check. The brake warning indicator illuminates for 5 seconds.
• When the EBCM detects a too low brake fluid level it sets DTC C0267 and sends a serial data message to the instrument cluster, which will illuminate.
Electronic brake control module (EBCM) monitors the brake fluid level in the brake fluid reservoir. When the fluid within the brake fluid reservoir is below the MIN level,
contacts within the brake fluid level switch closes causing the voltage within the signal circuit to drop. The electronic brake control module (EBCM) will detect the voltage drop
and will send a serial data message to the instrument cluster commanding the brake warning indicator to illuminate.


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Hydraulic Brake System Description and Operation

The hydraulic brake system consists of the following:
Hydraulic Brake Master Cylinder Fluid Reservoir: Contains supply of brake fluid for the hydraulic brake system.
Hydraulic Brake Master Cylinder: Converts mechanical input force into hydraulic output pressure. Hydraulic output pressure is distributed from the master cylinder through 2
hydraulic circuits, supplying diagonally-opposed wheel apply circuits.
Hydraulic Brake Pressure Balance Control System: Regulates brake fluid pressure delivered to hydraulic brake wheel circuits, in order to control the distribution of braking
force. Pressure balance control is achieved through dynamic rear proportioning (DRP), which is a function of the ABS modulator.
Hydraulic Brake Pipes and Flexible Brake Hoses: Carries brake fluid to and from hydraulic brake system components.
Hydraulic Brake Wheel Apply Components: Converts hydraulic input pressure into mechanical output force.
System Operation
Mechanical force is converted into hydraulic pressure by the master cylinder, regulated to meet braking system demands by the pressure balance control system, and
delivered to the hydraulic brake wheel circuits by the pipes and flexible hoses. The wheel apply components then convert the hydraulic pressure back into mechanical force
which presses linings against rotating brake system components.


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Special Tools
CH 28662
J 28662
Brake Pedal Effort Gauge
CH 29532-A
J 29532-A
Pressure Brake Bleeder

CH 35589-A
J 35589-A
Brake Pressure Bleeder Adapter

CH 45405
J 45405
Brake Pipe Flaring Kit


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Specification
Electronic Hand brake Control Module Nut 10 N·m 89 lb in
Hand brake Cable Bracket Bolt 10 N·m 89 lb in
Hand Brake Cable Bracket Nut 10 N·m 89 lb in
Hand brake Cable Nut 6 N·m 53 lb in


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Hand brake System Schematics

Hand brake
| |
Hand brake System Description and Operation
G403

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DTC C028A
DTC Descriptors
DTC C028A 01: Hand brake Motor Circuit Short to Battery
DTC C028A 02: Hand brake Motor Circuit Short to Ground
DTC C028A 04: Hand Brake Motor Circuit Open Circuit
DTC C028A 08: Hand brake Motor Circuit Performance-Signal Invalid
DTC C028A 28: Hand brake Motor Circuit Performance-Incorrect Frequency
The hand brake control module has an internal motor, apply actuator, release actuator, and temperature sensor. The hand brake control module also contains the logic for
applying and releasing the hand brake when commanded by the hand brake switch. When the hand brake control module receives a signal from the switch the internal circuit
board temperature is checked to verify it is within operating range before the control module performs the requested operation. The hand brake control module will also
diagnose the internal hand brake motor circuit to verify it is functioning properly. The hand brake motor circuit is used to command motor operation, apply and release tension
on the hand brake cable, which will apply and release the hand brake.
The hand brake will self diagnose the internal Hand brake Motor Circuit. This circuit is used to drive the motor, which pulls on the hand brake cable, ultimately applying and
releasing the hand brake.

• Ignition OFF, ACCESSORY, or RUN mode.
• Battery voltage is between 9 -16V
The hand brake control module detects an internal motor malfunction.
• The electric hand brake is disabled.

• A message and/or a warning indicator may be displayed.
• The hand brake control module clears the history DTC when a current DTC is not detected in 40 ignition cycles.
Schematic Reference
Electronic Hand brake Control Module Description
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Verify that DTC C028A is not set.
If DTC is set, program the hand brake control module. If the DTC resets, replace the K83 Hand brake Control Module.
Repair Instructions
• Electronic Hand brake Control Module Replacement

• Control Module References


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DTC C028B
DTC Descriptors
DTC C028B 08: Hand brake Motor Position Sensor Signal Performance-Signal Invalid
DTC C028B 26: Hand brake Motor Position Sensor Signal Low Frequency
DTC C028B 29: Hand brake Motor Position Sensor Signal Too Few Pulses
DTC C028B 2A: Hand brake Motor Position Sensor Signal Too Many Pulses
applying and releasing the hand brake when commanded by the hand brake switch. When the hand brake control module receives a signal from the switch the internal circuit
board temperature is checked to verify it is within operating range before the control module performs the requested operation. The hand brake control module also contains
an internal hand brake motor position sensor which monitors the hand brake motor position.
The Hand brake Motor Position Sensor is an internal sensor to the hand brake control module, this sensor is used to monitor the hand brake motor position.
Ignition OFF, ACCESSORY, or RUN mode.

The hand brake control module detects an internal motor position sensor signal malfunction.
• The electric hand brake is disabled, one release allowed.

• Calibrate the hand brake control module.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Verify DTC C028B is not set.
If DTC is set, perform the Hand brake Calibration procedure in Configuration/Reset Functions. If the DTC resets replace the K83 Hand brake Control Module.
Repair Instructions



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DTC C028D
DTC Descriptors
DTC C028D 00: Replace Hand brake Pad Malfunction
applying and releasing the hand brake when commanded by the hand brake control switch. When the hand brake control module receives a signal from the switch, the
internal circuit board temperature is checked to verify it is within operating range before the control module performs the requested operation.
The hand brake control module has an internal counter which keeps track of dynamic applies. When the counter reaches the threshold value this DTC will set.
A message and/or a warning indicator may be displayed.

• The hand brake control module clears the history DTC when a current DTC is not detected in 100 consecutive drive cycles.
• Adjust or replace the hand brake pads.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Verify DTC C028D is not set.
If DTC is set, replace the rear brake pads and perform the Hand brake Calibration procedure.
Repair Instructions
• Rear Disc Brake Pads Replacement



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DTC C028F
DTC Descriptors
DTC C028F 01: Hand brake Solenoid Actuator Circuit Short to Battery
DTC C028F 02: Hand brake Solenoid Actuator Circuit Short to Ground
DTC C028F 08: Hand brake Solenoid Actuator Circuit Performance-Signal Invalid
applying and releasing the hand brake when commanded by the hand brake control switch. When the hand brake control module receives a signal from the switch the internal
circuit board temperature is checked to verify it is within operating range before the control module performs the requested operation. The hand brake control module contains
an internal hand brake solenoid actuator, and performs diagnostics on the solenoid actuator circuitry to verify it is functioning properly
The hand brake control module detects an internal hand brake solenoid malfunction.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Verify that DTC C028F is not set.
If DTC is set, program the hand brake control module. If the DTC resets, replace the K83 Hand brake Control Module.
Repair Instructions



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DTC C0293
DTC Descriptors
DTC C0293 01: Hand brake Switch Control Short to Battery
DTC C0293 06: Hand brake Switch Control Low Voltage/Open
DTC C0293 08: Hand brake Switch Control Performance-Signal Invalid
applying and releasing the hand brake when commanded by the hand brake control switch. The hand brake control module will perform diagnostics on the hand brake control
switch and its wiring harness to verify it is functioning properly. When the hand brake control module receives a signal from the switch the internal circuit board temperature is
checked to verify it is within operating range before the control module performs the requested operation.
The hand brake control switch diagnostic checks for failure conditions in the hand brake switch and associated wiring into the hand brake control module.
Vehicle OFF, Vehicle in Service Mode, Vehicle ON, or Engine Running.
The hand brake control module detects a short to battery, short to ground, open circuit, or an internal hand brake switch control malfunction.
• The electric hand brake is disabled.

• A DIC message and/or a warning indicator may be displayed.
• The hand brake control module clears the history DTC when a current DTC is not detected in 40 consecutive drive cycles.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Circuit/System Test
C0293 01 or C0293 06
1. Vehicle OFF, disconnect the harness at the S91 Electric Hand Brake Switch.
2. Verify that a test lamp illuminates between the B+ circuit terminal listed below and ground:
• Terminal 4
• Terminal 5
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K83 Electric Hand brake
Control Module.
3. Reconnect the harness at the S91 Electric Hand brake Switch. Disconnect the harness at the K83 Electric Hand brake Control Module.
4. Test for less than 1 V between the circuit terminal listed below and ground:
• Terminal R
• Terminal S
If greater than the specified range, test the circuit for a short to voltage. If the circuit tests normal, replace the S91 Electric Hand Brake Switch.
5. Vehicle in Service Mode, test for less than 1 V between the following signal circuit terminals at the electric hand brake switch harness connector and ground:
• Terminal 2
• Terminal 3
• Terminal 7
If greater than the specified range, test the signal circuit for a short to voltage.
6. Test for infinite resistance between the signal circuits listed below and ground:
• Terminal 2
• Terminal 3
• Terminal 7
If less than the specified value, test the signal circuit for a short to ground.
7. Test for less than 5 Ω between the following signal circuit terminals:
• Electric hand brake switch harness terminal 1 and the electric hand brake control module terminal N
• Electric hand brake switch harness terminal 2 and the electric hand brake control module terminal C
• Electric hand brake switch harness terminal 3 and the electric hand brake control module terminal B
• Electric hand brake switch harness terminal 7 and the electric hand brake control module terminal D
If greater than the specified range, test the signal circuit for an open/high resistance.
8. If all circuits test normal, test or replace the S91 Electric Hand brake Switch. If DTC resets, replace the K83 Electric Hand brake Control Module.
C0293 08
Remove the electric hand brake fuse and reinstall. Verify DTC C0293 08 is not set.
If DTC C0293 08 is set, replace the S91 Electric Hand brake Switch.

Component Testing
1. Vehicle OFF, disconnect the harness connector at the hand brake control switch.
2. Test for infinite resistance between the terminals listed below with the switch in the inactive state:
• B+ terminal 4 and the hand brake control switch signal terminal 1
• Hand brake control switch signal terminal 3 and the hand brake control switch signal terminal 1
If less than the specified range, replace the S91 hand brake control switch.
3. Test for less than 5 Ω between the terminals listed below with the switch in the inactive state:
• Hand brake control switch signal terminal 1 and terminal 2
• B+ terminal 4 and hand brake control switch signal terminal 7
If greater than the specified range, replace the S91 hand brake control switch.
4. Test for less than 5 Ω between the terminals listed below with the switch in the apply position:
• Hand brake switch signal terminal 1 and terminal 2
• B+ terminal 4 and hand brake switch signal terminal 1
5. Test for less than 5 Ω between the terminals listed below with the switch in the apply position:
• Hand brake control switch signal terminal 1 and terminal 2
Repair Instructions
• Hand brake Switch Replacement
• Control Module References for hand brake module replacement, programming and setup


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DTC C0298
DTC Descriptors
DTC C0298 00: Hand brake Unlatch Switch Circuit Malfunction
applying and releasing the hand brake when commanded by the hand brake control switch. When the hand brake control module receives a signal from the switch, the
internal circuit board temperature is checked to verify it is within operating range before the control module performs the requested operation.
The hand brake control module detects the apply or release button was activated for more than 90 seconds.
A message and/or a warning indicator may be displayed.

• The hand brake control switch button is released using the scan tool.
Diagnostic Aids
Check if the hand brake control switch is stuck in the apply or release position which may cause the DTC to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

If DTC C0293 is set, refer to DTC C0293 .
2. Command the Hand brake Cable Service Release to Released with a scan tool. The BRAKE light should turn off and the Hand brake Status on the scan tool should
display Released.
If the BRAKE light does not turn off or the Hand brake Status does not display Released replace the K83 Hand brake Control Module.
Repair Instructions



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DTC C0558
DTC Descriptors
DTC C0558 55: Calibration Data Too Few Transitions
DTC C0558 5A: Calibration Data Not Plausible
circuit board temperature is checked to verify it is within operating range before the control module performs the requested operation.
C0558 55
The hand brake control module detects a calibration malfunction.
C0558 5A
The hand brake control module detects mechanical problems with the hand brake system.
C0558 55
• The electric hand brake is disabled, switch command will not be accepted.
C0558 5A

• Calibrate the hand brake control module.
Diagnostic Aids
• Verify the hand brake control module software and calibrations are the newest available versions.
• Verify the hand brake cable is not broken or pinched.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Ignition ON, command the Hand brake Cable Service Apply ON with a scan tool. Verify the Hand brake Cable Position parameter is below 1250 counts.
If greater than the specified value, make sure the hand brake cable is connected properly and check hand brake linings for excessive wear, and ensure proper
clearance to drum.
If DTC is set, perform the Hand brake Calibration procedure in Configuration/Reset Functions.
Repair Instructions
Control Module References for hand brake control module replacement, setup, and programming


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DTC C0561
DTC Descriptors
DTC C0561 71: System Disabled Information Stored-Invalid Serial Data Received
circuit board temperature is checked to verify it is within operating range before the control module performs the requested operation. The hand brake module will verify it has
a valid signal from other modules before it performs the requested operation.
• Ignition OFF, ACCESSORY, or RUN mode.

• Battery voltage is between 9-16V
The hand brake control module receives an invalid serial data message or does not receive a serial data message from another module.

• The electric hand brake functionality is degraded.
• The hand brake control module receives Valid signals from other modules.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Using the scan tool, locate the Invalid parameter in the Data Display.
2. Refer to the appropriate module to diagnose the invalid data signal. Do not replace the electric hand brake control module.
Repair Instructions


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DTC C0574
DTC Descriptors
DTC C0574 01: Circuit Board Temperature Sensor Short to Battery
DTC C0574 02: Circuit Board Temperature Sensor Short to Ground
DTC C0574 54: Circuit Board Temperature Sensor High
C0574 01, C0574 02
The hand brake control module detects a short-circuit to battery or a short-circuit to ground.
C0574 54
The hand brake control module has detected an internal temperature that is above the allowed value.

• The hand brake control module is replaced or the internal temperature drops below the allowed temperature.
Diagnostic Aids
Check for debris on the hand brake control module which may cause the module to overheat.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
C0574 01 or C0574 02
Remove the EHB fuse and reinstall. Verify DTC C0574 is not set.
If DTC is set, replace the K83 Hand brake Control Module.
C0574 54
Note: Diagnose all other hand brake control module system related faults before performing this diagnostic. Other faults may cause the circuit board to overheat. Do not
attempt to apply the electric hand brake.
1. Allow the hand brake control module to cool down for 15 minutes.
2. Verify DTC C0574 54 is not set.
If DTC is set, replace the K83 Hand brake Control Module.
Repair Instructions



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Symptoms - Hand brake

Important: Review the system operation in order to familiarise yourself with the system functions.
Refer to Electronic Hand brake Control Module Description .
• Inspect for aftermarket devices which could affect the operation of the hand brake system.
Symptom List
Hand brake Will Not Hold or Release


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Hand brake Will Not Hold or Release

Step Action Yes No
1 Were you sent here from the Hand brake Symptom table? Go to Step 2 Go to Diagnostic Starting Point - Vehicle
2
Inspect the disc brake system for proper operation. Refer to Disc Brake System Diagnosis .
3
Inspect the hydraulic brake system for proper operation. Refer to Brake Hydraulic and Assist System Diagnosis .
4
Did you find and correct a condition? Go to Step 5 Go to Diagnostic Starting Point - Vehicle
Road test the vehicle in order to confirm proper operation. Refer to Brake System Vehicle Road Test .
5


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Hand brake System Diagnosis

Step Action Yes No
DEFINITION: This diagnostic table is designed to diagnose ONLY the mechanical components of the Hand brake system in order to determine if the Hand brake system is
operating properly. You will be directed by the appropriate Symptom table to go to other brake system diagnostic tables as appropriate.
Were you sent here from a Hydraulic Brake Symptom table? Go to
1
Go to Step 4 Step 2
Were you sent here from a Hand brake Symptom table? Go to
2
Go to Step 4 Step 3
Danger: Do not use a service jack in locations other than those specified to lift this vehicle. Lifting the vehicle with a jack in those other
locations could cause the vehicle to slip off the jack and roll; this could cause injury or death.
3 1. Raise and support the vehicle with the rear axle supported by axle stands. Refer to Lifting and Jacking the Vehicle .
2. With the hand brake RELEASED, attempt to rotate the rear wheels to check the rear brakes for a significant amount of drag.
Go to
Do the rear brakes have a significant amount of drag? Go to Step 7 Step 4
1. Apply the hand brake.
2. Attempt to rotate the rear wheels to check the rear brakes for a significant amount of drag.
4 Go to
Do the rear brakes have a significant amount of drag? Go to Step 12 Step 5
Visually inspect the hand brake cable connections and the cables that are accessible on the UNDERSIDE of the vehicle for disconnections
and/or damage.
5 Go to
Were any of the hand brake cables disconnected and/or damaged? Go to Step 6 Step 7
Reconnect or replace the hand brake cables as necessary. Refer to Hand brake Cable Replacement , or Hand brake Rear Cable Replacement
- Left Side , or Hand brake Rear Cable Replacement - Right Side .
6 --
Did you complete the repair and/or replacement? Go to Step 12
1. Disconnect the rear hand brake cables from the equaliser and from the brake calliper piston apply levers. Refer to Hand brake Rear
Cable Replacement - Left Side and Hand brake Rear Cable Replacement - Right Side .
2. Have an assistant apply and maintain the calliper piston apply lever to apply the calliper piston.
3. Attempt to rotate the rear wheels to check the rear brakes for a significant amount of drag.
7 4. Release the calliper piston apply lever.
5. Repeat steps 2-4 for the opposite calliper piston apply lever.
6. Rotate the rear wheels to check the brake for a significant reduction of drag.
Go to
Did the brake callipers apply and release properly? Go to Step 9 Step 8
Replace the appropriate rear brake calliper. Refer to Rear Brake Calliper Replacement .
8 --
With the aid of an assistant, apply and release the hand brake while observing the cables for free movement.
9 Go to
Did the hand brake cables move freely? Go to Step 11 Step 10
Replace any of the hand brake cables inspected that do not have free movement. Refer to Hand brake Cable Replacement , or Hand brake
10 Rear Cable Replacement - Left Side , or Hand brake Rear Cable Replacement - Right Side . --
Inspect the electronic hand brake control module for proper operation and replace if necessary. Refer to Electronic Hand brake Control Module
11 Replacement . --
12 Hand brake --
Did you complete the operation? System OK


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Electronic Hand brake Control Module Replacement

Removal Procedure

5. Remove the left rear tyre and wheel assembly. Refer to Tyre and Wheel Removal and Installation .
6. Remove the left rear wheelhouse panel liner. Refer to Rear Wheelhouse Panel Liner Replacement .
7. Remove the hand brake cable nut (1) from the electronic hand brake control module.
8. Disconnect the electronic hand brake control module electrical connector.
9. Remove the electronic hand brake control module nuts (1).
10. Lower the front of the electronic hand brake control module (1) and release the module from the grommet in the vehicle body.
11. Remove the electronic hand brake control module.
1. Insert the electronic hand brake control module (1) hanger into the grommet in the vehicle body.
2. Raise the front of the electronic hand brake control module and install onto the studs in the vehicle body.

3. Install the electronic hand brake control module nuts (1) and tighten to 10 N·m (89 lb in).
4. Connect the electronic hand brake control module electrical connector.
5. Install the hand brake cable nut (1) to the electronic hand brake control module and tighten to 6 N·m (53 lb in).
6. Install the left rear wheelhouse panel liner. Refer to Rear Wheelhouse Panel Liner Replacement .
7. Install the left rear tyre and wheel assembly. Refer to Tyre and Wheel Removal and Installation .
9. Program the electronic hand brake control module. Refer to Electronic Hand brake Control Module Programming and Setup


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Hand brake Switch Replacement

Remove the radio control assembly. Refer to Radio Control Assembly Replacement .
Hand Brake Switch
Procedure
1
1. Disconnect electrical connection.
2. Depress tabs on switch and remove from the panel.


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Hand brake Cable Replacement

Removal Procedure

5. Remove the left rear tyre and wheel assembly. Refer to Tyre and Wheel Removal and Installation .
7. Remove the hand brake cable nut (1) from the electronic hand brake control module.
8. Remove the hand brake cable bracket bolt (1).
9. Release the hand brake cable bracket bolt (1) from the vehicle underbody.
10. Remove the fasteners and position aside the evaporative emission canister and bracket assembly. Refer to Evaporative Emission Canister Vent Solenoid Valve
Replacement .
11. Remove the hand brake cable bracket nut (1).
12. Disconnect the hand brake cable equaliser (1) from the left rear hand brake cable.
13. Disconnect the hand brake cable connector (2) from the right rear hand brake cable.
14. Remove the hand brake cable from the vehicle.
1. Install the hand brake cable to the vehicle.

2. Connect the hand brake cable equaliser (1) to the left rear hand brake cable.
3. Connect the hand brake cable connector (2) to the right rear hand brake cable.

4. Install the hand brake cable bracket nut (1) and tighten to 10 N·m (89 lb in).
5. Install the evaporative emission canister and bracket assembly. Refer to Evaporative Emission Canister Vent Solenoid Valve Replacement .
6. Install the hand brake cable bracket nut (1) and tighten to 10 N·m (89 lb in).
7. Install the hand brake cable bracket bolt (1) and tighten to 10 N·m (89 lb in).
8. Install the hand brake cable nut (1) to the electronic hand brake control module and tighten to 6 N·m (53 lb in).
9. Install the left rear wheelhouse panel liner. Refer to Rear Wheelhouse Panel Liner Replacement .
10. Install the left rear tyre and wheel assembly. Refer to Tyre and Wheel Removal and Installation .


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Hand brake Rear Cable Replacement - Left Side

Removal Procedure

5. Disconnect the left rear hand brake cable from the actuator lever (1) on the brake calliper.
6. Compress the locking tabs on the left rear hand brake cable conduit (2) and remove the hand brake cable from the bracket.
7. Release the left rear hand brake cable retainer (1) from the hydraulic brake pipe bracket.
8. Release the hand brake cable retainer (1) from the vehicle underbody.
9. Remove and position aside the evaporative emission canister and bracket assembly. Refer to Evaporative Emission Canister Vent Solenoid Valve Replacement .
10. Disconnect the hand brake cable equaliser (1) from the left rear hand brake cable.
11. Remove the left rear hand brake cable (1) from the bracket on the vehicle underbody by compressing the locking tabs on the cable conduit.
12. Remove the left rear hand brake cable from the vehicle.
1. Install the left rear hand brake cable (1) to the bracket on the vehicle underbody.
2. Secure the locking tabs on the cable conduit to the hand brake cable bracket.
3. Connect the hand brake cable equaliser (1) to the left rear hand brake cable.
5. Install the hand brake cable retainer (1) to the vehicle underbody.
6. Install the hand brake cable retainer (1) to the hydraulic brake pipe bracket.
7. Connect the left rear hand brake cable to the actuator lever (1) on the brake calliper.
8. Secure the locking tabs on the left rear hand brake cable conduit (2) to the bracket.


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Hand brake Rear Cable Replacement - Right Side

Removal Procedure

5. Disconnect the right rear hand brake cable from the actuator lever (1) on the brake calliper.
6. Compress the locking tabs on the right rear hand brake cable conduit (2) and remove the hand brake cable from the bracket.
7. Release the right rear hand brake cable retainer (1) from the hydraulic brake pipe bracket.
8. Release the right rear hand brake cable retainer (1) from the vehicle underbody.
9. Remove and position aside the evaporative emission canister and bracket assembly. Refer to Evaporative Emission Canister Vent Solenoid Valve Replacement .
10. Disconnect the hand brake cable connector (1) from the rear hand brake cable.
11. Remove the right rear hand brake cable (2) from the bracket on the vehicle underbody by compressing the locking tabs on the cable conduit.
12. Remove the right rear hand brake cable from the vehicle.
1. Install the right rear hand brake cable to the bracket on the vehicle underbody.
2. Connect the hand brake cable connector (1) to the rear hand brake cable.
3. Secure the locking tabs on the cable conduit (2) to the hand brake cable bracket.
5. Install the right rear hand brake cable retainer (1) to the vehicle underbody.
6. Install the right rear hand brake cable retainer (1) to the hydraulic brake pipe bracket.
7. Install the right rear hand brake cable to the hand brake cable bracket on rear brake calliper.
8. Connect the right rear hand brake cable to the actuator lever (1) on the brake calliper.
9. Secure the locking tabs on the right rear hand brake cable conduit (2) to the bracket.


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Hand brake Cable Adjuster Disabling

The hand brake cable tension is controlled by the electronic hand brake (EHB) module. Tension can be fully released from the hand brake cables to allow for service of the
hand brake system. Perform one of the following three methods to fully release cable tension.
Electronic Hand brake Cable Tension Release
With Scan Tool - Preferred Method
1. Block the drive wheels.

3. Turn the ignition switch to the ON/RUN position with the engine OFF.
4. Using the scan tool, perform the following:
4.1. From the scan tool menu, select Diagnostics
4.2. Enter the appropriate vehicle information
4.3. Select Chassis
4.4. Select Hand brake Control Module
4.5. Select Special Functions
4.6. Select Cable Replacement
5. Follow the instructions on the scan tool to fully release the tension on the hand brake cables.
Without Scan Tool - Optional Method

3. Place the automatic transmission in PARK or manual gearbox in NEUTRAL, as equipped.
4. Apply and hold the brake pedal. The brake pedal must remain applied throughout the hand brake cable tension release process.
5. Press and hold down the electronic hand brake (EHB) switch approximately 5 seconds.
6. Observe the HAND BRAKE lamp on the instrument cluster.
7. When the HAND BRAKE lamp flashes, release then immediately press and release the EHB switch.
The hand brake cable tension is fully released.

Manual Hand brake Cable Tension Release
In the event the above methods to release the hand brake cable tension are unsuccessful, the following procedure may be necessary to release the hand brake cable
tension.
Note: The protective plug for the manual release is located near the electrical connector.
4. Remove the protective plug (1) from the EHB manual release.

5. Using an appropriate square-drive tool, rotate the mechanism clockwise until the tension is fully released from the hand brake cables.
Up to 50 cycles may be required until the hand brake cable tension is fully released.
6. Install the protective plug to the EHB module.


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Hand brake Cable Adjuster Enabling

The hand brake cable tension is controlled by the electronic hand brake (EHB) module. Cable tension needs to be set and the EHB module needs to be calibrated following
the cable tension disabling procedure. Perform one of the following two methods to fully restore cable tension.
Electronic Hand brake Cable Tensioning
With Scan Tool - Preferred Method

4. Using the scan tool, perform the following:
4.1. From the scan tool menu, select Diagnostics
4.2. Enter the appropriate vehicle information
4.3. Select Chassis
4.4. Select Hand brake Control Module
4.5. Select Module Setup
4.6. Select Hand brake Calibration
5. The EHB module will be calibrated and proper tension will be applied to the hand brake cables.
Without Scan Tool - Optional Method

3. Apply the brake pedal.
4. Place the automatic transmission in PARK or manual gearbox in NEUTRAL, as equipped.
5. Momentarily lift then release the EHB switch to apply the EHB.
6. Momentarily press down then release the EHB switch to release the EHB.
7. Repeat step 5 and 6 to cycle the EHB on then off an additional 4 times.
8. The EHB module will be calibrated and proper tension will be applied to the hand brake cables.

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Vehicles with the electric hand brake have a switch in the centre console, which takes the place of the manual hand brake system, the foot pedal and release handle. In case
of insufficient electrical power, the electric hand brake cannot be applied or released.
Hand brake Control Module
Electric Hand brake Apply
The electric hand brake can be applied any time the vehicle is stopped or in motion. The electric hand brake is applied by momentarily lifting up on the hand brake control
switch. The red hand brake light will momentarily flash while the hand brake is being applied. Once fully applied, the red hand brake light will turn on. If the electric hand
brake is applied while the vehicle is in motion, a chime will sound, and the message "Release Hand brake Switch" will be displayed.
If the red hand brake light is flashing, the electric hand brake is only partially applied or released, or there is a problem with the electric hand brake. The message "Service
Hand brake" will be displayed.
Electric Hand brake Release
To release the electric hand brake, with power mode is Vehicle ON, or Engine Running, apply and hold the brake pedal, and push down momentarily on the hand brake
control switch. When the electric hand brake is released the red hand brake light turns off.
The electric hand brake can be used to prevent roll back for vehicles with a manual gearbox taking off on a hill. In a situation where no roll back is desired, an applied electric
hand brake will allow both feet to be used for the clutch and accelerator pedals in preparation for starting the vehicle moving in the intended direction. In this situation, perform
the normal clutch and accelerator actions required to begin moving the vehicle. There is no need to push the switch to release the electric hand brake. To disable this feature
lift and hold the hand brake control switch while the vehicle is in motion, this will keep the electric hand brake applied.


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Hand brake System Description and Operation

The hand brake system consists of the following:
Electronic Hand Brake (EHB) Control Module Assembly: Transfers hand brake system apply input force to the hand brake cable system.
Electronic Hand Brake Switch: Applied by the driver and activates EHB control module or Electronic Stability Control (ESC) braking system.
Hand brake Cable: Transfers input force received from the electronic hand brake control module, through the hand brake cable equaliser, to the hand brake apply lever.
Hand brake Cable Equalizer: Evenly distributes input force to both the left and right hand brake assemblies.
Hand Brake Apply Lever: Multiplies and transfers input force from the hand brake cable to mechanically apply the rear disc brake callipers
Disc Brake Calliper:: Transfers input force from the hand brake apply levers to the rear disc brake pads
Disc Brake Pads:: Applies mechanical output force from the disc brake callipers to the friction portion of the rear disc brake discs
System Operation
Hand brake apply input force is received by activating the electronic hand brake switch signalling the EHB control module, and transfers an evenly distributed force through
the hand brake cables and equaliser to the hand brake apply levers. The hand brake apply levers multiply and transfer the input force to mechanically apply the rear disc
brake callipers to prevent the rotation of the rear tyre and wheel assemblies. The electronic hand brake switch signals the EHB module to release applied input force the hand
brake cables when activated. The EHB module then removes the applied input force, releasing the hand brake.


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Accessory DC Power Control Module Programming and Setup

Special Tools
EL-49642 SPS Programming Support Tool
Note:
• DO NOT program a control module unless directed to by a service procedure or a service bulletin. If the ECU is not properly configured with the correct calibration
software, the ECU will not control all of the vehicle features properly.
• Ensure the programming tool is equipped with the latest software and is securely connected to the data link connector. If there is an interruption during programming,
programming failure or ECU damage may occur.
• Stable battery voltage is critical during programming. Any fluctuation, spiking, over voltage or loss of voltage will interrupt programming. Install the EL-49642 SPS
Programming Support Tool to maintain system voltage. If not available, connect a fully charged 12 V jumper or booster pack disconnected from the AC voltage supply.
DO NOT connect a battery charger.
• Turn OFF or disable systems that may put a load on the vehicles battery such as; interior lights, exterior lights (including daytime running lights), HVAC, radio, etc.
• During the programming procedure, follow the SPS prompts for the correct ignition switch position.
• Clear DTCs after programming is complete. Clearing powertrain DTCs will set the Inspection/Maintenance (I/M) system status indicators to NO.
Replace and Program ECU or Reprogram ECU
To program a replacement or an existing ECU, perform the following procedure:
1. Install EL-49642 SPS Programming Support Tool .

2. Access the Service Programming System (SPS) and follow the on-screen instructions.
3. On the SPS Supported Controllers screen, select 14 Volt Power Module - Programming and follow the on-screen instructions.
4. At the end of programming, choose the "Clear All DTCs" function on the SPS screen.
Unsuccessful Programming Recovery
In the event of an interrupted or unsuccessful programming event, perform the following steps:
1. DO NOT turn the vehicle OFF. Ensure that all ECU, DLC and programming tool connections are secure and the TIS terminal operating software is up to date.
2. Attempt to reprogram the ECU.
3. If the ECU can still not be programmed, turn the vehicle OFF for at least 1 minute.
4. Turn the vehicle ON and attempt to reprogram the ECU. The ECU should program.
If the ECU still cannot be programmed, replace the ECU.


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Air Conditioning Compressor Control Module Programming and Setup

Note:
• During the programming procedure, follow the SPS prompts for the correct power mode.
Replace and Program ACCM or Reprogram ACCM
To program a replacement or an existing Air Conditioning Control Module (ACCM), perform the following procedure:
1. Install EL-49642 SPS Programming Support Tool.

3. On the SPS Supported Controllers screen, select Air Conditioning Control Module (ACCM) Programming and follow the on-screen instructions.
3. If the ECU can still not be programmed, turn the vehicle OFF for at least one minute.
4. Vehicle in Service Mode, attempt to reprogram the ECU. The ECU should program.

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Audio Amplifier Programming and Setup

This ECU does not require SPS programming or any set-up procedures.


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Battery Charger Programming and Setup

Special Tools
Note:
1. Install EL-49642 SPS programming support tool .

2. Connect the drive motor battery charger cable.
4. On the SPS Supported Controllers screen, select Battery Charger - Programming and follow the on-screen instructions.
5. On the SPS Supported Controllers screen, select Batter Charger - Setup and follow the on-screen instructions.
6. On the SPS Supported Controllers screen, select Battery Charger - Configuration and follow the on-screen instructions.



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Battery Energy Control Module Programming and Setup

Note:
1. Install EL-49642 SPS programming support tool.

3. On the SPS Supported Controllers screen, select Battery Energy Control Module - Programming and follow the on-screen instructions.
1. DO NOT turn the Vehicle OFF. Ensure that all ECU, DLC and programming tool connections are secure and the TIS terminal operating software is up to date.
3. If the ECU can still not be programmed, turn the Vehicle OFF for at least one minute.
4. Turn the Vehicle in Service Mode and attempt to reprogram the ECU. The ECU should program.

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Body Control Module Programming and Setup

Special Tools
• EL-49642 SPS Programming Support Tool

• EL-46079 Tyre Pressure Monitor Diagnostic Tool
Note:
Replace and Program ECU
To program a replacement body control module (BCM), perform the following procedure:

3. On the SPS Supported Controllers screen, select BCM Body Control Module - Programming and follow the on-screen instructions.
4. Place the key in the programming slot. Refer to the Help selection button on the SPS Immobiliser Setup screen for the exact slot location. All additional keys must be at
least 3 metres away from the vehicle. When replacing a BCM and adding a new key, always program the existing key first before programming the new key.
Note: The following programming step may take between 10-12 min. and progress will appear to have stopped during this process. This is a normal security timer
response and a restart should not be performed. If the DTC B389A set immediately after programming a replacement BCM, the Immobiliser Learn procedure was not
properly completed. The Immobiliser Learn procedure needs to be performed again.
5. On the SPS Supported Controllers screen, select IMMO Immobiliser Learn - Setup. On the next screen, select Body Control Module IMMO Learn with Existing
Transponder or Remote Key and follow the on-screen instructions. When Immobiliser Learn is complete, press the Unlock button on the keyless entry transmitter to
allow the keyless entry transmitter to exit the Immobiliser Learn mode.
Note: When performing the Tyre Pressure Monitor Sensor Learn during BCM setup, the EL-46079 tyre pressure monitor diagnostic tool must be used to activate each
tyre pressure sensor.
6. On the SPS Supported Controllers screen, select BCM Body Control Module - Setup and follow the on-screen instructions.
7. Check the driver information centre display for additional messages regarding further calibration instructions. If there are no additional driver information centre
instructions present, programming is complete.
Reprogram ECU
To program an existing BCM, perform the following procedure:

3. On the SPS Supported Controllers screen, select BCM Body Control Module - Programming and follow the on-screen instructions.
Note: When performing the Tyre Pressure Monitor Sensor Learn during BCM setup, the EL-46079 tyre pressure monitor diagnostic tool must be used to activate each
tyre pressure sensor.
4. On the SPS Supported Controllers screen, select BCM Body Control Module - Setup and follow the on-screen instructions.
5. Check the driver information centre display for additional messages regarding further calibration instructions. If there are no additional driver information centre
instructions present, programming is complete.

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Control Solenoid Valve and Transmission Control Module Assembly Programming and Setup - 4ET50
Note:
1. Install EL-49642 SPS Programming Support Tool. .

3. On the SPS Supported Controllers screen, select TCM - Programming and follow the on-screen instructions.

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Coolant Heater Control Module Programming and Setup

Note:

3. On the SPS Supported Controllers screen, select Coolant Heater Control Module - Programming and follow the on-screen instructions.

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Drive Motor Generator Power Inverter Module Programming and Setup

Special Tools
Note:

3. On the SPS Supported Controllers screen, select Power Inverter Module - Programming and follow the on-screen instructions.
4. On the SPS Supported Controllers screen, select Immobiliser Learn - Setup and follow the on-screen instructions.
3. If the ECU can still not be programmed, turn the vehicle OFF for at least 1 minute.


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Electronic Brake Control Module Programming and Setup

Note:
• DO NOT program a control module unless directed to by a service procedure or a service bulletin. If the control module is not properly configured with the correct
calibration software, the control module will not control all of the vehicle features properly.
programming failure or control module damage may occur.
• Clear DTCs after programming is complete. Clearing powertrain DTCs will set the Inspection and Maintenance system status indicators to NO.
Special Tools
EL-49642 SPS Programming Support Tool.
Replace and Program EBCM or Reprogram EBCM
To program a replacement or an existing Electronic Brake Control Module (EBCM), perform the following procedure:

3. On the SPS Supported Controllers screen, select Electronic Brake Control Module - Programming and follow the on-screen instructions.
4. On the SPS Supported Controllers screen, select Electronic Brake Control Module - Setup and follow the on-screen instructions.
6. If the electronic brake control module was replaced and the hydraulic brake lines were disconnected, perform the Antilock Brake System Automated Bleed prior to
following the last three steps.
7. With a scan tool, access the EBCM, Configuration/Reset Functions, Electronic Brake Control Module Learn.
8. With a scan tool, access the EBCM, Configuration/Reset Functions, Brakes Control Offset Learn.
9. With a scan tool, access the Multi-Axis Acceleration Sensor Module, Configuration/Reset Functions, Yaw Rate Sensor Learn.
1. DO NOT turn the Vehicle OFF. Ensure that all control module, DLC and programming tool connections are secure and the TIS terminal operating software is up to date.
2. Attempt to reprogram the control module.
3. If the control module can still not be programmed, turn the Vehicle OFF for at least one minute.
4. Turn the Vehicle in Service Mode and attempt to reprogram the control module. The control module should program.
If the control module still cannot be programmed, replace the control module.


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Electronic Parking Brake Control Module Programming and Setup

Note:
1. Install EL-49642
3. On the SPS Supported Controllers screen, select Park Brake Control Module - Programming and follow the on-screen instructions.
4. On the SPS Supported Controllers screen, select Park Brake Control Module - Setup and follow the on-screen instructions.
6. With a scan tool, perform the Parking Brake Cable Adjuster Enabling procedure. Refer to Parking Brake Cable Adjuster Enabling


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Engine Control Module Programming and Setup

Special Tools
The following service procedures require either a programming or a setup event performed for a complete repair.
Note:
ECM Replacement
If the engine control module (ECM) is replaced, the following procedures must be performed:
1. Connect a scan tool to the vehicle and access Service Programming System (SPS).
2. Before removing the old control module, perform the SPS function Prepare Control Module for Removal.
Note: The Prepare Control Module for Removal function can only be performed when communication with the old control module is still possible.
3. Vehicle OFF, replace the ECM. Refer to Engine Control Module Replacement .
4. Perform the SPS function Engine Control Module - Programming and follow the onscreen instructions.
5. Perform the SPS function Engine Control Module - Configuration & Setup and follow the onscreen instructions. On the screen Control Module - Configuration and Setup
Function(s), select both control module Configuration/Reconfiguration and the appropriate control module Setup.
6. Clear DTCs after completing the programming procedure.
7. Vehicle ON, engine running.
8. If the SPS function Prepare Control Module for Removal could not be performed, perform the following:
Engine Oil Life Remaining. When available, use a scan tool to reset the Engine Oil Life back to the original percentage recorded before the module was replaced.
ECM Reprogramming
If the ECM needs to be reprogrammed, the following procedures must be performed:
1. Connect a scan tool to the vehicle and access SPS.

2. Perform the SPS function Engine Control Module - Programming and follow the onscreen instructions.
3. Engine Oil Life Remaining. When available, use a scan tool to reset the Engine Oil Life back to the original percentage recorded before the module was reprogrammed.
Setup for Component Replacement
The replacement of some components will require a setup procedure for complete repair.
To speed up the learn process perform the scan tool Fuel Trim Reset function if any of the following components are replaced:
• Manifold absolute pressure sensor

• Accelerator pedal position sensor
• Throttle Body
• Heated oxygen sensor
• Fuel injector
• Crankshaft position sensor
• Camshaft position sensor


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Fuel Pump Flow Control Module Programming and Setup

The fuel pump control module must be programmed with the proper calibration software. The module stores and utilises this information however if it is not properly configured
with the correct calibration software, the fuel pump control module will not control all of the vehicle features properly.
Ensure that the following conditions exist in order to prepare for fuel pump control module programming:
1. The battery is fully charged.

2. The MDI data link connectors are secure.
3. The scan tool is loaded with the most current software version.
4. All disconnected modules and devices are reconnected securely.
5. This entire procedure has been reviewed before proceeding.
Do not reprogram the fuel pump control module unless directed by a service procedure or a service bulletin.
Fuel Pump Control Module Programming
To program and setup an existing or new replacement fuel pump control module, perform the following procedure:
2. On the SPS Supported Controllers screen, select FPCM Fuel Pump Flow Control Module - Programming and follow the on-screen instructions.
If the fuel pump control module fails to accept the program, verify all scan tool and fuel pump control module connections are secure.
Note: After programming is completed, perform the following to avoid future misdiagnosis:
1. Turn the Vehicle OFF for 10 seconds.

2. Open and close the door.
3. Connect the scan tool to the data link connector.
5. Clear all DTC's from all modules.


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Heated Seat Control Module Programming and Setup

Note:

3. On the SPS Supported Controllers screen, select Seat Heating Control Module- Programming and follow the on-screen instructions.

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Hybrid Battery Interface Control Module Programming and Setup

Note:

3. On the SPS Supported Controllers screen, select Battery Energy Control Module - Programming and follow the on-screen instructions.

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Hybrid Powertrain Control Module 2 Programming and Setup

Note:

3. On the SPS Supported Controllers screen, select Hybrid Powertrain Control Module 2 - Programming and follow the on-screen instructions.
4. At the end of programming, choose the "Clear All DTCs"
5. With a scan tool, perform the Hybrid/EV Battery Pack Data Reset
6. With a scan tool, perform the Hybrid/EV Battery Pack Capacity Learn
7. With a scan tool, perform the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn
8. With a scan tool, perform the Clear Secured High Voltage DTCs


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HVAC System Control Module Programming and Setup

Special Tools
Note:
Diagnostic Aids
During HVAC programming you may be required to select multiple calibrations dependant upon vehicle equipment. Have the vehicle build/RPO information available during
the following procedure to ensure the correct calibrations are selected.
1. Install EL-49642
3. On the SPS Supported Controllers screen, select Remote Heater and Air Conditioning - Programming and follow the on-screen instructions.


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Inflatable Restraint Sensing and Diagnostic Module Programming and Setup

Special Tools
Note:
Diagnostic Aids
The air bag indicator light may remain ON after the body control module (BCM), or SDM is replaced, and during the programming procedure for the BCM until after the
procedure is completed. When installing a new SDM, there may be several DTCS set prior to programming. Once programmed, these DTCs should be history and can be
cleared.
To program a replacement or an existing Inflatable Restraint Sensing and Diagnostic Module, perform the following procedure:

3. On the SPS Supported Controllers screen, select Inflatable Restraint Sensing and Diagnostic Module - Programming and follow the on-screen instructions.
4. On the SPS Supported Controllers screen, select Inflatable Restraint Sensing and Diagnostic Module - Setup and follow the on-screen instructions.
4. Put the Vehicle in Service Mode and attempt to reprogram the ECU. The ECU should program.


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Instrument Cluster Programming and Setup

Note:
Note: This procedure may require a USB flash drive. SPS will indicate if the flash drive is needed.
1. Install EL-49642
2. Connect the USB flash drive to the SPS terminal/PC.
4. On the SPS Supported Controllers screen, select Instrument Cluster - Prepare Control Module for Programming and follow the on-screen instructions. If the USB flash
drive is needed perform steps 4.1 and 4.2. If the USB is not needed continue on to step 5.
Note: SPS will indicate when it is safe to remove the flash drive from the SPS terminal.
4.1. Physically remove the cluster while leaving the connector plugged in to access the USB port on the back of the cluster.
4.2. Using cable EL-50344-2 from special tool kit EL-50334-50 , connect the USB flash drive to the instrument cluster.
5. On the SPS Supported Controllers screen, select Instrument Cluster - Programming and follow the on-screen instructions.
Note: If the USB flash drive was required, the instrument cluster will automatically copy files from the flash drive. The SPS screen will indicate 100% completion but SPS
will not say programming successful yet, the instrument cluster may still be programming. The instrument cluster screen will display a progression indicator while it is
copying files from the USB drive. Once all files are programmed, SPS will then indicate programming successful.
6. On the SPS Supported Controllers screen, select Instrument Cluster - Setup and follow the on-screen instructions.
7. On the SPS Supported Controllers screen, select Instrument Cluster - Configuration and follow the on-screen instructions.


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Keyless Entry Control Module Programming and Setup

Special Tools
Note:

3. On the SPS Supported Controllers screen, select Keyless Entry Control Module - Programming and follow the on-screen instructions.
1. DO NOT turn the ignition OFF. Ensure that all ECU, DLC and programming tool connections are secure and the TIS terminal operating software is up to date.
3. If the ECU can still not be programmed, turn the ignition OFF for at least one minute.
4. Turn the ignition ON and attempt to reprogram the ECU. The ECU should program.


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Mobile Telephone Control Module Programming and Setup

The following service procedures require either a programming or a setup event performed for a complete repair. Do not reprogramme the mobile telephone control module,
unless directed by a service procedure, or a service bulletin.
Mobile Telephone Control Module Replacement and/or Programming
If the mobile telephone control module needs to be replaced and/or reprogrammed, the following procedures must be performed:
1. Connect a scan tool to the vehicle and access SPS. Refer to Service Programming System (SPS) .
2. Perform the SPS function Mobile Telephone Control Module Programming and follow the on-screen instructions.
3. Perform the SPS function Onstar Activation and follow the on-screen instructions.


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Object Alarm Module Programming and Setup

Special Tools
Note:
Replace and Program ECU
To program a replacement ECU, perform the following procedure:

3. On the SPS Supported Controllers screen, select Parking Assist Control Module - Programming and follow the on-screen instructions.
4. On the SPS Supported Controllers screen, select Parking Assist Control Module - Configuration and follow the on-screen instructions.
Reprogram ECU
To reprogram an existing ECU, perform the following procedure:

3. On the SPS Supported Controllers screen, select Parking Assist Control Module - Programming and follow the on-screen instructions.


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Passenger Presence System Programming and Setup

Passenger Presence System Preload Test
The passenger presence system (PPS) consists of an electronic control module, a conductive based sensor mat, wiring harness, and PASSENGER AIR BAG ON/OFF
indicators. The sensor mat is made up of several flexible conductive metal strips placed underneath the seat cushion trim. These sensor strips transmit and receive a low level
electric field. The measured capacitance value of this field is used to determine the type of occupant sitting in the front passenger seat. If the passenger seat bottom cushion,
seat bottom trim, or heater pad has been serviced, reinstalled, or removed for any reason, the procedure below will check for any preloads on the PPS. A service replacement
PPS module does not require an unlock procedure prior to an initial preload test.
Note:
• Before the PPS can be checked for preloads the front passenger seat must be completely empty of all items. The presence of any items on the front passenger seat will
affect the calibration and operation of the PPS. When the preload test is perform, the instrument panel cluster (IPC) and dash lights will begin illuminating at varying
intensity. This is normal operation during the preload test procedure and does not indicate additional system faults.
• The Diagnostic System Check - Vehicle must be performed after successfully completing the preload test procedure to ensure the system is functioning properly.
Passenger Presence System Preload System Test
1. Empty the front outboard passenger seat (this system is susceptible to conductive material).
2. With the scan tool, perform the Preload Passenger Presence System procedure.
3. Using the scan tool, check for DTC B0081 in history. If the test fails or DTC B0081 11 is current, confirm that the seat is empty. Perform the passenger presence sensor
learn test again. If the test fails again, for heated seats, ensure that the sensor pad is on top of the heater element. Once the test successfully completes, cycle the
Vehicle OFF.
4. Perform the Diagnostic System Check - Vehicle after successfully completing the preload test procedure to ensure the system is functioning properly.


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Power Steering Control Module Programming and Setup

Note:
1. Install EL-49642
Note: The Prepare Control Module for Programming function can only be performed when communication with the old control module is still possible.
3. On the SPS Supported Controllers screen, select Electronic Power Steering Control Module - Prepare Control Module for Removal and follow the on-screen
instructions.
4. Replace the Electric Power Steering Control Module
5. On the SPS Supported Controllers screen, select Electronic Power Steering Control Module - Programming and follow the on-screen instructions.
6. On the SPS Supported Controllers screen, select Electronic Power Steering Control Module - Setup and follow the on-screen instructions.
8. With a scan tool, perform the steering angle sensor centering and software endstop relearn. Refer to Power Steering Control Module Calibration

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Radio Control Programming and Setup



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Radio Programming and Setup

Special Tools
Note:
Diagnostic Aids
• During radio programming you may be required to select multiple calibrations dependant upon vehicle equipment. Have the vehicle build/RPO information available during
the following procedure to ensure the correct calibrations are selected.
• The XM satellite radio (if equipped) is integrated into the radio. If XM was activated in the previous radio, the replacement radio will require no additional activation steps.
Customer subscription information is transferred to the replacement radio when a replacement radio is ordered.
1. Install EL-49642
3. On the SPS Supported Controllers screen, select Radio - Programming and follow the on-screen instructions.


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Remote Control Door Lock Receiver Programming and Setup

Diagnostic Aids
The remote control door lock receiver only functions as an aerial, receiving the signals sent by the keyless entry transmitter and forwarding them to the body control module
(BCM). The keyless entry software is contained wholly within the BCM.


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Steering Column Lock Control Module Programming and Setup

The following service procedures require either a programming or a setup event performed for a complete repair.
Steering Column Lock Control Module Replacement
If the steering column lock control module needs to be replaced, the following procedures must be performed:
2. Perform the SPS function Steering Column Lock Control Module - Programming and follow the on-screen instructions.
3. Perform the SPS function Steering Column Lock Control Module - Configuration & Setup and follow the on-screen instructions. On the screen Control Module -
Configuration and Setup Function(s), select both ECU Configuration/Reconfiguration and ECU Setup.
Steering Column Lock Control Module Reprogramming
If the steering column lock control module needs to be reprogrammed, the following procedures must be performed:
2. Perform the SPS function Steering Column Lock Control Module - Programming and follow the on-screen instructions.


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Theft Deterrent Module Programming and Setup

Diagnostic Aids
The theft deterrent module only functions as an exciter and aerial, energising the key transponder and receiving the key code information. The immobiliser software is
contained wholly in the body control module (BCM).


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Tyre Pressure Indicator Receiver Programming and Setup

This ECU does not require SPS programming but does require the following setup procedures after a new ECU is installed:
Drive the vehicle for at least 9 minutes above 40 km/h (25 MPH) to perform the K65 tyre pressure indicator module autolearn process.


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Special Tools
EL 46079
J 46079
Tyre Pressure Monitor Diagnostic Tool
EL 49642
EL 50113
Europe - Use recommended equivalent workshop equipment
SPS Programming Support Tool

EL 50334-50
USB Cable and Adapter Kit


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Body Control Module Scan Tool Information

Table 1: Body Control Module Scan Tool Data Parameters
Table 2: Body Control Module Scan Tool Output Controls
Body Control Module Scan Tool Data Parameters
System Expected
Parameter State Value Definition
Operating Conditions: Vehicle in Service Mode, Vehicle in Park, All Doors Closed
Accent Lighting 1
- Varies This parameter displays the interior lighting ambient 1 command as a percentage.
Command
Accessory - Active The scan tool displays Active or Inactive.
Accessory Power
Mode Indicator - Varies This parameter displays ignition switch accessory LED PWM command as a percentage.
Command
Accessory Relay
- Active The scan tool displays Active or Inactive.
Command
Accessory/Retained
Accessory Power - Active The scan tool displays Active or Inactive. This parameter displays the retained accessory power relay status.
Relay Command
All Door Lock
- Inactive The scan tool displays Active or Inactive. This parameter displays the door lock status.
Command
Ambient Light
- Varies The scan tool displays volts. This parameter displays the ambient light sensor signal voltage.
Sensor
Ambient Light
- Night The scan tool displays Unknown, Night, or Day. This parameter displays the ambient light level status.
Status
Automatic
Headlamps Disable - Inactive The scan tool displays Active or Inactive. This parameter displays the headlamp disable switch status.
Switch
Automatic
Transmission - Off The scan tool displays Off or On. This parameter displays the transmission tap up tap down switch status.
Manual Shift Switch
Reverse Lamps
- Inactive The scan tool displays Active or Inactive. This parameter displays the reverse lamps relay status.
Relay Command
Battery Low at Start - Inactive The scan tool displays Active or Inactive. This parameter displays Active when the battery level is low when the vehicle starts.
Battery Reconnect
- No The scan tool displays No or Yes when a battery disconnect/reconnect event has been detected.
Detected
Battery Voltage - Varies The scan tool displays the current battery voltage.
BCM-Controlled
Charging Voltage
BCM-Requested
The scan tool displays Active or Inactive. This parameter displays Active when the BCM has detected a low battery voltage
Charging Voltage - Inactive
condition.
Reduction
Boot Software Part
- Varies The scan tool displays the boot software part number.
Number
Brake Lamp
- Inactive The scan tool displays Active or Inactive. This parameter displays the brake lamp command status.
Command
Brake Pedal Initial
Travel Position - No The scan tool displays No or Yes.
Achieved
Brake Pedal
Position Sensor
- No The scan tool displays No or Yes.
High Voltage
During Learn
Brake Pedal
Position Sensor - No The scan tool displays No or Yes. This parameter displays Yes when the brake pedal position sensor has learned.
Learn
Brake Pedal
Position Sensor The scan tool displays No or Yes. This parameter displays Yes when the brake pedal position sensor has learned the home
- Yes
Learned Home position.
Position
Brake Pedal
Position Sensor
Low Voltage During
Learn
Brake Pedal
Position Sensor - No The scan tool displays No or Yes. This parameter displays the brake pedal sensor learn status.
Move During Learn
Brake Pedal
Position Sensor
Pulled Up from
Home Position
Brake Pedal
The scan tool displays the brake pedal position as voltage value. This parameter displays the current brake pedal position sensor
Position Sensor - Varies
reference.
Reference
Brake Pedal Pulled
Up from Home - No The scan tool displays No or Yes.
Position
Brake Transmission
Shift Interlock - Inactive The scan tool displays Active or Inactive. This parameter displays the remote start diagnostic status history.
Solenoid Actuator
Brake Transmission
Shift Interlock
- Inactive The scan tool displays Active or Inactive. This parameter displays the last remote start diagnostic status history.
Solenoid Actuator
Command
Calibration Part
- Varies The scan tool displays the software module calibration part number.
Number 1-20
Centre Brake Lamp
- Inactive The scan tool displays Active or Inactive. This parameter displays the centre brake lamp status.
Command
Central Door Lock
Switch on Centre - Inactive The scan tool displays Active or Inactive. This parameter displays the driver door lock switch status.
Console
Child Security Lock
- Inactive The scan tool displays Active or Inactive. This parameter displays the child security lock indicator command status.
Indicator Command
Content Theft
Deterrent Alarm - Disarmed The scan tool displays Off, Armed, or Disarmed. This parameter displays the content theft alarm status.
Status
Content Theft
Deterrent Disarmed
- No The scan tool displays No or Yes. This parameter displays the content theft deterrent system status.
Until Vehicle
Closed
Content Theft The scan tool displays Active or Inactive. This parameter displays the remote start diagnostic status history or the last remote start
- Inactive
Deterrent Mode diagnostic status history.
Content Theft The scan tool displays None, Driver door, Passenger door, Left rear door, Right rear door, Rear closure, Midgate, Tonneau Cover,
Deterrent Trigger - None Bonnet, Ignition Voltage, Intrusion, Inclination, Telematics enhanced service alarm, Battery reconnect detected, Unauthorised PWM
History 1-3 change, Security Indicates Tamper, or Glass Breakage. This parameter displays the content theft deterrent trigger history status.
Courtesy Lamps
Duty Cycle - Varies This parameter displays the interior lights dimming command as a percentage.
Command
Crank Abort - Inactive This parameter displays the remote start diagnostic status history or the last remote start diagnostic status history.
Cruise Charging
- Varies This parameter displays cruise charging set level.
Set Level
Cruise Control
- OFF The scan tool displays CANCEL, OFF, ON, RESUME, SET or ERROR. This parameter displays the cruise control switch status.
Switch Status
Current Content The scan tool displays None, Driver door, Passenger door, Left rear door, Right rear door, Rear closure, Midgate, Tonneau Cover,
Theft Deterrent - None Bonnet, Ignition Voltage, Intrusion, Inclination, Telematics enhanced service alarm, Battery reconnect detected, Unauthorised PWM
Trigger change, Security Indicates Tamper, Glass Breakage. This parameter displays the content theft deterrent current alarm trigger.
Current Driver - 1-8 This parameter displays the current driver in vehicle.
Disable Battery
Saver Relay - Inactive The scan tool displays Active or Inactive.
Command
Interior light Switch - Inactive The scan tool displays Active or Inactive. This parameter displays the interior light switch status.
Driver Door Ajar
- Inactive The scan tool displays Active or Inactive. This parameter displays the driver door Ajar switch status.
Switch
Driver Door Unlock
- Inactive The scan tool displays Active or Inactive. This parameter displays the driver door unlock command status.
Command
Driver Window
- Yes The scan tool displays No or Yes.
Learned
Driver Window Main
Control Down - Inactive The scan tool displays Active or Inactive. This parameter displays the driver window main control down switch input status.
Switch
Driver Window Main
Control Express - Inactive The scan tool displays Active or Inactive. This parameter displays the driver window switch express input status.
Switch
Driver Window Main
- Inactive The scan tool displays Active or Inactive. This parameter displays the driver window switch UP input status.
Control Up Switch
Local
Driver Window The scan tool displays Down, Express Down, Express, Up, Error, Inhibit, or Local Switch Overridden. This parameter displays the
- Switch
Motor Mode driver window motor mode status.
Overridden
Enable Battery
Saver Relay - Inactive The scan tool displays Active or Inactive.
Command
End Model Part
- Varies This parameter displays the end model part number.
Number
Engine Stalled - Inactive This parameter displays the remote start diagnostic status history or the last remote start diagnostic status history.
Environment
- Unknown The parameter displays the vehicle environment identification successful status.
Identification
Environment
- Inactive The scan tool displays Active or Inactive. This parameter displays the front fog lamps status.
Identification
Front Fog Lamps
- Inactive The scan tool displays Active or Inactive. This parameter displays the front fog light relay status.
Relay Command
Front Fog Lamps
- Inactive The scan tool displays Active or Inactive. This parameter displays the front fog lamp switch status.
Switch
Front Passenger
Window Main
- Inactive The scan tool displays Active or Inactive. This parameter displays the front passenger window down switch status.
Control Down
Switch
Front Passenger
Window Main
- Inactive The scan tool displays Active or Inactive. This parameter displays the passenger window switch express input status.
Control Express
Switch
Front Passenger
Window Main - Inactive The scan tool displays Active or Inactive. This parameter displays the passenger window switch UP input status.
Control Up Switch
Front Tyre Pressure The scan tool displays kPa or PSI. This parameter displays the specified tyre pressure placard information programmed in the BCM
- Varies
on Placard for tyre pressure monitoring.
Fuel Economy
Mode Inhibited -
- Inactive The scan tool displays Active or Inactive. This parameter displays the fuel economy mode status.
Low Charging
Voltage
Generator
- Varies The scan tool displays percentage.
Regulator Setpoint
Hazard Lamps
- Inactive The scan tool displays Active or Inactive. This parameter displays the hazard lamps switch status.
Switch
Hazard Lamps
Switch Backlight - Varies The scan tool displays percentage. This parameter displays hazard switch backlight level PWM command status.
Command
Headlamps On
- Inactive The scan tool displays Active or Inactive. This parameter displays the headlamp on switch status.
Switch
Headlamps Flash
- Inactive The scan tool displays Active or Inactive. This parameter displays the headlamps flash to pass switch status.
Switch
Main Beam Select
- Inactive The scan tool displays Active or Inactive. This parameter displays the main beam switch status.
Switch
Main Beam
- Inactive The scan tool displays Active or Inactive. This parameter displays the main beam command status.
Command
Bonnet Ajar Switch - Inactive This parameter display the remote start diagnostic status history or the last remote start diagnostic status history.
Bonnet Ajar Switch
- Inactive This parameter display the remote start diagnostic status history or the last remote start diagnostic status history.
Signal 1
Bonnet Position - CLOSED The scan tool displays CLOSED, AJAR, or OPENED. This parameter displays the bonnet position.
Horn Relay
- Inactive The scan tool displays Active or Inactive.
Command
Horn Switch - Inactive The scan tool displays Active or Inactive.
Idle Boost Level 2-3
- Varies This parameter displays the state of the idle boost level as counts.
Counter
Idle Charging Set
- Varies This parameter displays idle charging set level.
Level
Immobiliser Allows
- Unknown The scan tool displays Unknown, Incorrect, Not Allowed, or Valid. This parameter displays the immobiliser status.
Engine To Start
Immobiliser
Automatic Learn - Inactive The scan tool displays Active or Inactive. This parameter displays the automatic learn timer status.
Timer
Immobiliser
The scan tool displays Incorrect, Correct, Not Received, Not Programmed or Unknown. This parameter displays the immobiliser
Environment Device - Unknown
source status.
1-4
Immobiliser
- Inactive The scan tool displays Active or Inactive. This parameter displays the password learn status.
Password Learn
Immobiliser
Password Learn - Varies This parameter displays the auto learn timer status.
Scan Tool Delay
Immobiliser
Security Code - No The scan tool displays No or Yes.
Accepted
Immobiliser
Security Code - No The scan tool displays No or Yes.
Lockout
Immobiliser
Security Code - Yes The scan tool displays No or Yes.
Programmed
In Park Switch
- On The scan tool displays On or Off. This parameter displays the park switch status.
Status
Inadvertent Load
Command
Indicator Dimming
Duty Cycle - Varies The scan tool displays percentage. This parameter displays indicator lighting PWM command status.
Command
Interior/Courtesy
Lighting Master - Door The scan tool displays Door or other lighting switch status.
Switch
Interior Boot
Lid/Tailgate
Window Unlatch
Switch
Key Capture
- Active The scan tool display Active or Inactive. This parameter displays column lock input status.
Solenoid Actuator
Key Fob 1-4 Battery
- OK The scan tool displays OK or other key fob battery status. This parameter displays the key fob battery status.
Status
The scan tool displays Inactive, Lock, Unlock Driver Door, All Door Unlock, Release Rear Closure, Actuate Left Sliding Door,
Actuate Right Sliding door, Panic Alarm, Release Fuel door, Actuate Power Windows, Actuate Folding Top, Start Engine, Stop
Key Fob 1-4
- Undefined Engine, Programmed, Locator Alarm, Close Tailgate, Open Tailgate, Stop Tailgate While Closing, Stop Tailgate While opening,
Function
Deadlock All Doors, Stop Tailgate Motion, Start Tailgate Motion, Stop Left Sliding Door Motion, Stop Right Sliding Door Motion,
Comfort open, or Comfort close. This parameter displays the key fob function status.
Key Fob in Vehicle - Inactive This parameter displays the current key fob in the vehicle.
Key In Cylinder
Switch
Key In Cylinder
Switch/Key Fob in - Yes The scan tool displays No or Yes.
Vehicle
Key in Ignition
- Inactive The scan tool displays Key Out or Key In. This parameter displays the key in ignition status.
Status
Key Part Number - Varies This parameter displays the key part number.
Master
Key Type - The scan tool displays Unknown, Master Key, Valet Key, Fleet Key, or Unconfigured. This parameter displays the key type.
Key
The scan tool displays NO Action, PC UNDB Lock, PC Unlock, Unlock, Unlock Driver, Unlock Passenger, Unlock Left Rear, Unlock
Last Door Lock All Doors
- Right Rear, Unlock Cargo Tailgate, Unlock Driver Side, Unlock Passenger Side, Unlock Non Driver, Unlock All, Lock All, DBL Lock,
Function Lock
or UNDBL Lock.
LED Backlight
- Varies The scan tool displays as a percentage. This parameter displays LED backlight dimming PWM command status.
Dimming Command
Left Brake Lamp
- Varies The scan tool displays percentage. This parameter displays left brake lamp command status.
Command
Left Dedicated
Daytime Running - Varies The scan tool displays percentage. This parameter displays left dedicated daytime running lamp command status.
Lamp Command
Left Front Tyre
- Varies This parameter displays left front tyre pressure in PSI.
Pressure
Left Front Tyre
Pressure - Varies This parameter displays left front tyre pressure sensor ID.
Identification
Left Front Tyre
Pressure Sensor - Yes The scan tool displays No or Yes. This parameter display tyre pressure monitor system learned status.
Location Learned
Learn
Left Front Tyre
Mode -- The scan tool parameter displays Learn Mode, Undefined, Remeasure Data Mode, Rolling Mode, Enter Off Mode, Exit Off Mode, or
Pressure Sensor -
Pressure Learn Mode Pressure Triggered.
Mode
Triggered
Left Front Tyre
- Normal The scan tool displays Unknown, Normal, Very Low Pressure, Low, Weak Signal, or High.
Pressure Status
Left Front Indicator
Bulb Out Feedback
Left Front
Indicator/Hazard - Inactive The scan tool displays Active or Inactive.
Lamp Command
Left Dipped
Beam/Daytime
- Varies The scan tool displays percentage. This parameter displays left dipped beam/daytime running lamp status.
Running Light
Command
Left Sidelights
- Varies The scan tool displays percentage. This parameter displays rear exterior lighting status.
Command
Left Rear Door Ajar
- Inactive This parameter displays Active or Inactive. This parameter displays the left rear door ajar switch status.
Switch
Left Rear Tyre
- Varies This parameter displays left rear tyre pressure in PSI.
Pressure
Left Rear Tyre
Pressure - Varies This parameter displays left rear tyre pressure sensor ID.
Identification
Left Rear Tyre
Pressure Sensor - Yes The scan tool displays No or Yes. This parameter displays tyre pressure monitor system learned status.
Location Learned
Left Rear Tyre
The scan tool displays Learn Mode, Undefined, Remeasure Data Mode, Rolling Mode, Enter Off Mode, Exit Off Mode, or Learn
Pressure Sensor - Stationary
Mode Pressure Triggered.
Mode
Left Rear Tyre
Pressure Status
Left Rear Indicator
- Inactive The scan tool displays Active or Inactive. The parameter displays indicator lamp outage status.
Bulb Out Feedback
Left Rear
Lamp Command
Left Rear Window
Main Control Down - Inactive The scan tool display Active or Inactive. This parameter displays driver window switch inputs.
Switch
Left Rear Window
Main Control - Inactive The scan tool display Active or Inactive. This parameter displays driver window switch inputs.
Express Switch
Left Rear Window
Main Control Up - Inactive The scan tool displays Active or Inactive. This parameter displays driver window switch inputs.
Switch
Local
Left Rear Window
- Switch The scan tool displays Down, Express, Up, Inhibit, or Local Switch Overridden.
Motor Mode
Overridden
Left Rear Window
Switch at Door
Left Indicator
- Inactive The scan tool displays Active or Inactive. This parameter displays the left indicator switch status.
Switch
Number Plate
Lamps Command
Load Reduction
- Varies The scan tool display as counts.
Level 2-3 Counter
Dipped Beam Relay
- Inactive The scan tool displays Active or Inactive. This parameter displays the headlamp dipped beam relay status.
Command
Manufacturers
- Varies This parameter tool displays various counter values.
Enable Counter
Master Keys
- Varies This parameter displays the total number of master keys learned.
Learned
Module Diagnostic
- Varies This parameter displays module diagnostic address.
Address
Number of Key
-- 1 This parameter displays the number of fobs located in the vehicle.
Fobs In Vehicle
Odometer - Varies This parameter displays the vehicle mileage.
Outside Rear View
Mirror Courtesy - Inactive The scan tool displays Active or Inactive. This parameter displays front exterior lighting status.
Lamp Command
Hand Brake Switch - Active The scan tool displays Active or Inactive. This parameter displays front exterior lighting status.
Sidelights Switch - Inactive The scan tool displays Active or Inactive. This parameter displays Active when the sidelight switch is activated.
Passenger Door
- Inactive The scan tool displays Active or Inactive. This parameter displays the passenger door ajar switch status.
Ajar Switch
Passenger Door
- Inactive The scan tool displays Active or Inactive. This parameter displays the passenger door lock switch status.
Lock Switch
Passenger Door
- Inactive The scan tool displays Active or Inactive. This parameter displays the passenger door unlock switch status.
Unlock Switch
Passenger Door(s)
- Inactive The scan tool displays Active or Inactive. This parameter displays the passenger door unlock status.
Unlock Command
Passenger Window
- Yes The scan tool displays No or Yes. This parameter displays the passenger window learned status.
Learned
Local
Passenger Window
Motor Mode
Overridden
Passenger Window
- Inactive The scan tool displays Active or Inactive. This parameter displays the passenger window switch status.
Switch at Door
Previous Key Type - Unknown This parameter displays previous driver identification device type.
Primary Key Status - Yes The scan tool displays No or Yes.
Push Button
Ignition Switch
Push Button
Ignition Switch - Varies This parameter displays the push button ignition switch voltage.
Voltage
Rear Closure Ajar
Switch
Rear Closure
Cylinder Lock - Inactive The scan tool displays Active or Inactive.
Switch
Rear Closure
Cylinder Unlock - Inactive The scan tool displays Active or Inactive.
Switch
Rear Tyre Pressure This parameter displays the rear tyre pressure in kPa or PSI. This parameter displays the specified tyre pressure placard
- Varies
on Placard information programmed in the BCM for tyre pressure monitoring.
Regulated Voltage
- Voltage The scan tool displays voltage.
Control Mode
Remote Vehicle
This parameter displays the remote start diagnostic status history or the last remote start diagnostic status history or remaining start
Start Attempts - Varies
attempts.
Exhausted
Remote Vehicle
- Inactive This parameter displays the remote start diagnostic status history or the last remote start diagnostic status history.
Start Crank Time
Remote Vehicle
Start Disabled by - Inactive This parameter displays the remote start diagnostic status history or the last remote start diagnostic status history.
Driver
Ignition
Remote Vehicle
- Switch The scan tool displays Body Control module or Power Take-off Start.
Start Source
Start
Remote Vehicle This parameter displays the remote start diagnostic status history or the last remote start diagnostic status history or remaining
- Varies
Starts Exhausted remote starts.
Right Brake Lamp
- Varies The scan tool display percentage. This parameter displays right brake lamp PWM command status.
Command
Right Dedicated
Daytime Running - Varies The scan tool display percentage. This parameter displays right dedicated DRL PWM command status.
Lamp Command
Right Front Tyre
- Varies This parameter displays right front tyre pressure in PSI.
Pressure
Right Front Tyre
Pressure - Varies This parameter displays right front tyre pressure sensor ID.
Identification
Right Front Tyre
Pressure Sensor - Yes The scan tool displays No or Yes.
Location Learned
Right Front Tyre
The scan tool displays Learn Mode, Undefined, Remeasure Data Mode, Rolling Mode, Enter Off Mode, Exit Off Mode, or Learn
Pressure Sensor - Stationary
Mode Pressure Triggered.
Mode
Right Front Tyre
Pressure Status
Right Front
Indicator Bulb Out - Inactive The scan tool displays Active or Inactive.
Feedback
Right Front
Lamp Command
Right Dipped
Beam/Daytime
- Varies The scan tool displays percentage. This parameter displays right dipped beam/daytime running lamp status.
Running Light
Command
Right Sidelights
- Varies The scan tool displays percentage. This parameter displays rear exterior lighting status.
Command
Right Rear Door
Ajar Switch
Right Rear Tyre
- Varies This parameter displays right rear tyre pressure in PSI.
Pressure
Right Rear Tyre
Pressure - Varies This parameter displays right rear tyre pressure sensor ID.
Identification
Right Rear Tyre
Pressure Sensor - Yes The scan tool displays No or Yes.
Location Learned
Learn
Right Rear Tyre
Mode -- The scan tool displays Learn Mode, Undefined, Remeasure Data Mode, Rolling Mode, Enter Off Mode, Exit Off Mode, or Learn
Pressure Sensor -
Pressure Mode Pressure Triggered. This parameter displays the pressure sensor mode status.
Mode
Triggered
Right Rear Tyre The scan tool displays Unknown, Normal, Very Low Pressure, Low, Weak Signal, or High. This parameter displays the right rear tyre
- Normal
Pressure Status pressure status.
Right Rear Indicator
Bulb Out Feedback
Right Rear
Lamp Command
Right Rear Window
Main Control Down - Inactive The scan tool displays Active or Inactive.
Switch
Right Rear Window
Main Control - Inactive The scan tool displays Active or Inactive.
Express Switch
Right Rear Window
Main Control Up - Inactive The scan tool displays Active or Inactive.
Switch
Local
Right Rear Window
Motor Mode
Overridden
Right Rear Window
Switch at Door
Right Indicator
- Inactive The scan tool displays Active or Inactive. This parameter displays the right indicator switch status.
Switch
Run Abort - Inactive This parameter displays the remote start diagnostic status history or the last remote start diagnostic status history.
Run Relay
Command
Run/Crank - Inactive The scan tool displays Active or Inactive.
Run/Crank Relay
Command
Run/Start Power
Mode Indicator - Varies The scan tool displays percentage. This parameter displays ignition switch run LED PWM command status.
Command
Secondary Key
Status
Security Indicator
- Varies The scan tool displays percentage. This parameter displays security LED PWM command status.
Command
Selected Front Tyre Standard The scan tool displays No Tyre Type, Metric Standard Load, Metric Extra Load, Load Range C, Load Range D, or Load Range E.
-
Type Load This parameter displays the front tyre type.
Selected Rear Tyre Standard The scan tool displays No Tyre Type, Metric Standard Load, Metric Extra Load, Load Range C, Load Range D, or Load Range E.
-
Type Load This parameter displays the rear tyre type.
Start-Up State of
- Varies The scan tool displays percentage. This parameter displays startup state of charge status.
Charge
State of Charge - Varies The scan tool displays percentage. This parameter displays state of charge status.
Sunroof Enabled - Active The scan tool displays Active or Inactive.
Sunroof Motor
Overtemperature
Sunroof Not
Learned
The scan tool displays Closed, Open, Venting, Comfort Open, Closing, Opening. This parameter displays the current sunroof
Sunroof Position - Closed
position.
Sunroof Remote
- Inactive The scan tool displays Sunroof Secure Close, Venting, Close, or Open. This parameter displays the last sunroof remote command.
Command
Sunroof Slide The scan tool displays Inactive, Express Open, Open, Express Close, Close, Short to Ground, Short to Battery, or Stuck. This
- Inactive
Switch parameter displays the sunroof slide switch status.
Sunroof Slide The scan tool displays Inactive, Open, Close, Short to Ground, Short to Battery or Stuck. This parameter displays the sunroof tilt
- Inactive
Switch switch status. When the switch experiences a malfunction Short to Ground, Short to Battery or Stuck will be displayed.
Sunroof/Sunshade
Motor - Inactive The scan tool displays Active or Inactive.
Overtemperature
Sunroof / Sunshade The scan tool displays Inactive, Express Open, Open, Express Close, Close, Short to Ground, Short to Battery, or Stuck. This
- Inactive
Switch parameter displays the sunroof or sunshade switch status.
Sunshade Enabled - Active The scan tool displays Active or Inactive.
Sunshade Not
Learned
Sunshade Position - Closed The scan tool displays Ajar, Closed, Opened, Closing, or Opening. This parameter displays the sunshade position status.
Sunshade Remote
- Inactive The scan tool displays Close or Open. This parameter displays the last sunshade remote command.
Command
Tamper Status - No The scan tool displays No or Yes.
Telematics
Enhanced Service - No The scan tool displays No or Yes. This parameter displays vehicle theft deterrent system status.
Override Active
Total Keys Learned - Varies This parameter displays the number of keys learned.
Traction Control
- Inactive The scan tool displays Active or Inactive. This parameter displays Active when the traction control switch is active.
Switch
Transponder The scan tool displays Inactive, Initialising, ID Received, Password Received, Data Reception Complete, or Data Transmission
- Initialising
Authentication Complete. This parameter displays the transponder key communication status.
The scan tool displays OK, LIN Bus Initialisation Malfunction, Aerial Initialisation Malfunction, Password Error, No Valid Key
Transponder Key
- OK Detected, LIN Bus Communication Malfunction, or Aerial Malfunction. This parameter displays the transponder key communication
Status
error status.
Trunk Lamp
- Varies The scan tool displays as percentage.
Command
Boot Lid/Tailgate
Window Exterior - Inactive The scan tool displays Active or Inactive.
Unlatch Switch
Boot Lid/Tailgate
Window Unlatch - Inactive The scan tool displays Active or Inactive.
Command
Valet Keys Learned - Varies This parameter displays the number of valet keys learned.
Valet Mode Status - Inactive This parameter displays the remote start diagnostic status history or the last remote start diagnostic status history.
Valet switch - Inactive The scan tool displays Active or Inactive. This parameter displays Active when the valet switch is on.
Vehicle
Identification - Varies This parameter displays the vehicle identification number.
Number (VIN)
Window Lockout
Switch
Window Lockout
Switch Indicator - Inactive The scan tool displays Active or Inactive.
Command
Windscreen
Washer Relay - Inactive The scan tool displays Active or Inactive. This parameter displays the windscreen washer relay status.
Command
Windscreen
- Inactive The scan tool displays Active or Inactive. This parameter displays the windscreen washer switch status.
Washer Switch
Windscreen Wiper
Park Switch
Windscreen Wiper
High Speed Relay - Inactive The scan tool displays Active or Inactive.
Command
Windscreen Wiper
High Speed Switch
Windscreen Wiper
Motor Relay - Inactive The scan tool displays Active or Inactive. This parameter displays the windscreen wiper relay status.
Command
Windscreen Wiper
Stalled During - Inactive The scan tool displays Active or Inactive.
Sweep
Windscreen Wiper
Stalled in Park - Inactive The scan tool displays Active or Inactive. This parameter displays the windscreen wiper stalled status.
Position
Windscreen Wiper The scan tool displays Off, Delay 1, Delay 2, Delay 3, Delay 4, Delay 5, or Low. This parameter displays the windscreen wiper
- Off
Switch switch status.
Body Control Module Scan Tool Output Controls
Scan Tool Output

Control Description
Accent Lighting 1
The BCM activates the accent lighting when you select On. The value should be 100%. All accent lighting should illuminate until commanded Off.
Command
Accessory Power Mode The BCM activates the accessory indicator when you select On. The value should be 100%. The yellow LED accessory indicator on start button
Indicator Command should illuminate until commanded Off.
Accessory/Retained
The BCM actuates the retained accessory power relay when you select On. The retained accessory power relay should turn on allowing specific
Accessory Power Relay
vehicle functions to operate.
Command
All Doors Lock Command The BCM activates all doors lock when you select Lock. All doors should lock.
Reversing Lamps The BCM actuates the reverse lamps relay when you select On. The reverse lamps should illuminate until commanded Off. Engine must be
Command running.
The BCM activates the battery saver relay when you select Enable. This command sets the low power mode relay in the state in which it does not
Battery Saver Relay supply power to the non-essential parts of the vehicle. This is used to prevent the battery from being depleted when the vehicle is not used for a
long period of time.
Brake Pedal Position
The BCM activates the brake pedal position sensor learn when you select Learn. The brake pedal position sensor learn procedure should start.
Sensor Learn
Centre Brake Lamp
The BCM activates the centre brake lamp when you select On. The centre brake lamp should illuminate until commanded Off.
Command
Child Security Lock
The BCM actuates the child security door motor when you select Lock. The child security doors should lock.
Motors Command
Clear Driver Window
When you select Clear the clear driver window learn procedure should start.
Learned Values
Clear Passenger Window
When you select Clear the clear left rear window learn procedure should start.
Learned Values
Courtesy Lamps The BCM activates the courtesy lamps when you select On. The value should be 100%. The courtesy lamps should illuminate until commanded
Command Off.
Driver Door Unlatch The BCM activates the output circuit to unlatch the driver door with a passive entry passive start when you select Unlatch. There is NO door
Command handle on this type of vehicle to open the door. Instead, there is a pad that you press to unlatch the door.
Driver Door Unlock
The BCM pulses the driver door unlock motor when you select Unlock. The driver door should unlock.
Command
Driver Window Motor The BCM activates the driver window motor when you select Up/Down/Stop/Express Up/Express Down. The driver window should follow the
Mode appropriate command.
Front Fog Lamps
The BCM actuates the front fog lamps relay when you select On. The front fog lamps relay should turn on.
Command
Hazard Lamps Switch The BCM activates the hazard lamps switch when you select On. The value should be 100%. The hazard lamps switch backlight should illuminate
Backlight Command until commanded Off.
Main Beams The BCM activates the main beam command when you select On. The main beam lights should illuminate. The headlamps have to be on.
Horn Relay The BCM activates the horn when you select On. The horn should sound.
The BCM activates the inadvertent load command when you select On. (It is an electronic request to shut down an electrical or electronic device
Inadvertent Load
that is drawing power from the battery at a time when there should be no activity, usually after the key has been removed from the ignition for a
Command
period of time.)
LED Backlight Dimming The BCM activates the LED backlight dimming when you select On. The values should be 100%. The LED backlight dimming for control switches
Command should illuminate until commanded Off.
Left Brake Lamp The BCM activates the left brake lamp when you select On. The values should be 100%. The left brake lamp should illuminate until commanded
Command Off.
Left Dedicated Daytime The BCM activates the left dedicated daytime running lamp when you select ON. The value changes to 100%. The left daytime running lamp
Running Lamp Command should illuminate.
Left Front Indicator Lamp
The BCM activates the left front indicator lamp when you select On. The left front indicator lamp should illuminate until commanded Off.
Command
Left Sidelights Command The BCM activates the left sidelights when you select ON with a value of 100%. The left sidelights should illuminate.
Left Rear Indicator Lamp
The BCM activates the left rear indicator lamp when you select On. The left rear indicator lamp should illuminate until commanded Off.
Command
The BCM activates the left rear window motor when you select Up/Down/Stop/Express Down. The left rear window should follow the appropriate
Left Rear Window Motor
command.
Number Plate Lamps
The BCM activates the number plate lamps when you select On. The number plate lights should turn on until commanded Off.
Command
LIN Bus Device
When you select Update the LIN Bus Device part number and calibration part number should be updated.
Identification Data
Dipped Beam Relay
The BCM activates the dipped beams when you select On. The dipped beam lights should turn on.
Command
Outside Rear View Mirror
The BCM activates the outside rear view mirror courtesy lamp when you select On. The outside rear view mirror courtesy lamp (at the bottom)
Courtesy Lamp
should illuminate.
Command
Passenger Door(s) The BCM activates the output circuit to unlatch the passenger door with a passive entry passive start when you select Unlatch. There is NO door
Unlatch Command handle on this type of vehicle to open the door. Instead, there is a pad that you press to unlatch the door.
Passenger Door(s)
The BCM pulses the passenger door unlock motor when you select Unlock. The passenger door should unlock.
Unlock Command
The BCM activates the passenger window motor when you select Up/Down/Stop/Express Up/Express Down. The passenger window should follow
Passenger Window Motor
the appropriate command.
Right Brake Lamp The BCM activates the right brake lamp when you select On. The value should be 100%. The right brake lamp should illuminate until commanded
Command Off.
Right Dedicated Daytime The BCM activates the right dedicated daytime running lamp when you select On. The value should be 100%. The right daytime running lamp
Running Lamp Command should illuminate.
Right Front Indicator
The BCM activates the right front indicator lamp when you select On. The right front indicator/hazard lamp should illuminate.
Lamp Command
Right Sidelights
The BCM activates the right sidelights when you select ON with a value of 100%. The right sidelights should illuminate.
Command
Right Rear Indicator
The BCM activates the right rear indicator/hazard lamp when you select On. The right rear indicator lamp should illuminate until commanded Off.
Lamp Command
The BCM activates the right rear window motor when you select Up/Down/Stop/Express Down. The right rear window should follow the
Right Rear Window Motor
appropriate command.
Run Relay Command The BCM actuates the run relay when you select On. The run relay should turn on.
Run/Crank Relay
The BCM actuates the run/crank relay when you select On. The run/crank relay should turn on.
Command
Run/Start Power Mode The BCM activates the run/start lamp when you select On. The value should be 100%. The green LED on engine start/stop button should
Indicator Command illuminate until commanded Off.
Security Indicator The BCM activates the security indicator command when you select On. The security indicator at centre of dash (or at DRL sensor) should
Command illuminate until commanded Off.
Tyre Pressure Sensors
The BCM activates the tyre pressure sensor learn procedure when you select Learn.
Learn
Tyre Type/Pressure
When you select OK, you can change tyre type and load range.
Selection
Transmission Range The BCM activates the transmission range indicator when you select On. The transmission range indicator at the shifter should illuminate until
Indicator commanded Off.
Boot Lamp Command The BCM activates the boot lamp when you select On. The value should be 100%. The boot lamp should illuminate until commanded Off.
Boot Lid/Tailgate Window
The BCM actuates the rear compartment lid release actuator when you select Unlatch. The boot or tailgate should open.
Unlatch Command
Windscreen Washer
The BCM actuates the windscreen washer relay when you select On. The windscreen washer relay should turn on.
Relay Command
Windscreen Wiper High
The BCM actuates the windscreen wiper high speed relay when you select On. The windscreen wiper high speed relay should turn on.
Speed Relay Command
Windscreen Wiper Motor
The BCM actuates the windscreen wiper motor relay when you select On. The windscreen wiper motor relay should turn on.
Relay Command


Volt

Driver Seat and Passenger Seat Heater Control Module Scan Tool Information
Table 1: Front Seat Heating Control Module Scan Tool Data Parameters
Table 2: Front Seat Heating Control Module Scan Tool Output Controls
Front Seat Heating Control Module Scan Tool Data Parameters
Expected
Parameter Value Description
Operating Conditions: Engine Running
Driver Seat Cushion The scan tool displays Inactive or Active. This parameter displays the commanded output from the seat heating control module to the
Inactive
Heating Command seat heater elements.
Driver Seat Cushion The scan tool displays 0 - 5 V. The voltage displayed is an input to the seat heating control module from the seat cushion temperature
Varies
Temperature Sensor sensor. Higher voltage readings indicate cooler seat temperatures while lower voltage readings indicate warmer seat temperatures.
Driver Seat
The scan tool displays Off, High Medium, or Low. When the heated seat is active, this parameter displays the selected temperature
Heating/Venting/Cooling Off
setting.
Level
Driver Seat
Heating/Venting/Cooling Off The scan tool displays Off or Back & Cushion Heat. This parameter indicates the heated seat mode of operation.
Mode
Passenger Seat
The scan tool displays Inactive or Active. This parameter displays the commanded output from the seat heating control module to the
Cushion Heating Inactive
seat heater elements.
Command
Passenger Seat
The scan tool displays 0 - 5 V. The voltage displayed is an input to the seat heating control module from the seat cushion temperature
Cushion Temperature Varies
sensor. Higher voltage readings indicate cooler seat temperatures while lower voltage readings indicate warmer seat temperatures.
Sensor
Passenger Seat
The scan tool displays Off, High, Medium, or Low. When the heated seat is active, this parameter displays the selected temperature
Heating/Venting/Cooling Off
setting.
Level
Passenger Seat
Heating/Venting/Cooling Off The scan tool displays Off or Back & Cushion Heat. This parameter indicates the heated seat mode of operation.
Mode
Front Seat Heating Control Module Scan Tool Output Controls
Control Functions Description

Driver Seat Cushion Heating This output control is used to command the driver seat heater elements On.
Passenger Seat Cushion Heating This output control is used to command the passenger seat heater elements On.


Volt

Electronic Brake Control Module Scan Tool Information

Table 1: Electronic Brake Control Module Scan Tool Data Parameters
Table 2: Electronic Brake Control Module Scan Tool Output Controls
The electronic brake control module (EBCM) scan tool data parameters list contains all ABS related parameters that are available on the scan tool. The list is arranged in
alphabetical order. A given parameter may appear in any one of the data lists.
Electronic Brake Control Module Scan Tool Data Parameters
Expected
Parameter System State Value Description
Operating Conditions: Vehicle in Service Mode
ABS Pump Motor Voltage - Varies The scan tool displays the pump motor voltage.
The scan tool displays Inactive or Active. Active is displayed when the antilock braking system is in
Antilock Braking System - Inactive
traction control event.
Antilock Braking System Status - No The scan tool displays No or Yes. If there is an ABS malfunction the scan tool will display Yes.
Brake Controls Brake Pedal Position
- Varies This displays volts. This is the brake controls brake pedal position sensor circuit 1 reference value.
Sensor Circuit 1
Brake Controls Brake Pedal Position This displays percentage. This is the brake controls brake pedal position sensor circuit 2 that
- Varies
Sensor Circuit 2 calculates the percentage of brake pedal applied or released.
- Varies This displays mm. This is the value used to compare the position of the primary piston sensors.
Sensor without Offset
- Varies This displays volts. This is the voltage supply to the brake controls brake pedal position sensor.
Sen. 5 Volt Supply Voltage
The scan tool displays the brake pedal counts. Learned or Not Learned. This is the brake controls
Brake Controls Brake Pedal Position - Varies
brake pedal position sensor zeroed or learned value.
Brake Boost Power Status - Enabled The scan tool displays Enabled or Disabled.
Brake Master Cylinder Pressure
- Varies This displays psi/kpa. This is the current brake applied pressure.
Sensor
Brake Fluid Level Sensor - Varies This displays volts. This is the voltage supply to the brake fluid level sensor signal.
Brake pedal released Released
Brake Pedal Position Sensor Signal The scan tool displays Applied or Release depending on the state of the brake pedal.
Brake pedal applied Applied
Brake pedal released 0-1.55 V
Brake Pressure Sensor The scan tool displays 0-5 V depending on the applied hydraulic brake pressure.
Brake pedal applied 1.55-5 V
The scan tool displays No or Yes. If the EBCM disables the dynamic rear proportioning due to a
Dynamic Rear Proportioning Status - No
fault the scan tool will display Yes.
The scan tool displays No or Yes. If the EBCM detects an ABS event, it sends a signal to the ECM
Engine Drag Control Status - No
to reduce engine power and Yes is displayed on the scan tool.
High Pressure Accumulator Sensor - Varies This displays the pressure of the accumulator.
Ignition Voltage - Varies This displays volts. This is the voltage status of the electronic brake control module (EBCM).
Left Front Inlet Solenoid Valve The scan tool displays Off or On. On is displayed when the left front inlet solenoid valve is
- Off
Command commanded ON.
Left Front Outlet Solenoid Valve The scan tool displays Off or On. On is displayed when the left front outlet solenoid valve is
- Off
0 km/h The scan tool displays km/h (MPH) depending on the current speed of the left front wheel speed
Left Front Wheel Speed Sensor -
(0 MPH) sensor.
Left Rear Inlet Solenoid Valve The scan tool displays Off or On. On is displayed when the left rear inlet solenoid valve is
- Off
Left Rear Outlet Solenoid Valve The scan tool displays Off or On. On is displayed when the left rear outlet solenoid valve is
- Off
0 km/h The scan tool displays km/h (MPH) depending on the current speed of the left rear wheel speed
Left Rear Wheel Speed Sensor -
(0 MPH) sensor.
The scan tool displays No or Yes. If the EBCM disables the panic brake assist due to a fault the
Panic Brake Assist Status - No
scan tool will display Yes.
Regenerative Braking Status - Active The scan tool displays Active or Inactive.
Right Front Inlet Solenoid Valve The scan tool displays Off or On. On is displayed when the right front inlet solenoid valve is
- Off
Right Front Outlet Solenoid Valve The scan tool displays Off or On. On is displayed when the right front outlet solenoid valve is
- Off
0 km/h The scan tool displays km/h (MPH) depending on the current speed of the right front wheel speed
Right Front Wheel Speed Sensor -
(0 MPH) sensor.
Right Rear Inlet Solenoid Valve The scan tool displays Off or On. On is displayed when the right rear inlet solenoid valve is
- Off
Right Rear Outlet Solenoid Valve The scan tool displays Off or On. On is displayed when the right rear outlet solenoid valve is
- Off
0 km/h The scan tool displays km/h (MPH) depending on the current speed of the right rear wheel speed
Right Rear Wheel Speed Sensor -
(0 MPH) sensor.
Steering wheel in
-5 to +5°
straight position
Steering wheel turned
Steering Wheel Angle Sensor Signal 450-550° The scan tool displays °. This is the current position of the steering angle sensor.
left until stop
Steering wheel turned -550 to -
right until stop 450°
System Voltage - 11-14 V The scan tool displays V. This is the current battery voltage.
The scan tool displays No or Yes. If there is a traction control malfunction the scan tool displays
Traction Control System - No
Yes.
The scan tool displays No or Yes. If there is a stability control malfunction the scan tool displays
Vehicle Stability System Status - No
Yes.
Electronic Brake Control Module Scan Tool Output Controls
Output Control Description

Automated Brake Bleed This is used in order to bleed ABS hydraulics.
ABS Pump Motor This is used in order to command the ABS pump motor On or Off.


Volt

Electronic Parking Brake Control Module Scan Tool Information

Table 1: Parking Brake Control Module Scan Tool Data Parameters
Table 2: Parking Brake Control Module Scan Tool Output Controls
Parking Brake Control Module Scan Tool Data Parameters
Expected
Parameter Value Description
Operating Conditions: Vehicle in Service Mode, Parking Brake Off
Base Hardware Varies The scan tool displays the base hardware number.
BCM Brake Pedal The scan tool displays Valid or Invalid. This parameter displays the signal status received by the body control module brake pedal as valid
Valid
Signal or invalid. If the signal received is invalid the parking brake control module will deactivate.
Calculated System
Varies The scan tool displays the parking brake control module temperature in degrees Celsius.
Temperature
Calibrations Varies The scan tool displays the calibration number.
EBCM Emergency
The scan tool displays Valid or Invalid. This parameter displays the signal status received by the electronic brake control module
Park Brake Enable Valid
emergency park brake enable signal as valid or invalid. If the signal received is invalid the parking brake control module will deactivate.
Signal
ECM Accelerator Pedal The scan tool displays Valid or Invalid. This parameter displays the signal status received by the engine control module accelerator pedal
Valid
Position Signal position signal as valid or invalid. If the signal received is invalid the parking brake control module will deactivate.
ECM Clutch Pedal The scan tool displays Valid or Invalid. This parameter displays the signal status received by the engine control module clutch pedal
Valid
Position Signal position signal as valid or invalid. If the signal received is invalid the parking brake control module will deactivate.
ECM Vehicle Speed The scan tool displays Valid or Invalid. This parameter displays the signal status received by the engine control module vehicle speed
Valid
Signal signal as valid or invalid. If the signal received is invalid the parking brake control module will deactivate.
End Model Varies The scan tool displays the end model number.
OS/Software Varies The scan tool displays the software number.
Park Brake Calibration The scan tool displays Passed or Failed. This parameter displays if the park brake calibration is properly programmed into the parking
Passed
Status brake control module.
Park Brake Cable The scan tool displays 1, 2, or 3. This parameter displays the system cycle value. When the park brake is released 1 will be displayed.
1
Position When the park brake is applied 3 is displayed. When the park brake is being applied or released 2 is displayed.
Park Brake Motor
Off The scan tool displays On or Off. This parameter displays the status of the park brake motor.
Command
Park Brake Motor
Inactive The scan tool displays Apply, Release or Inactive. This parameter displays the status of the park brake motor direction.
Direction
Park Brake Motor Duty
Varies The scan tool displays the pulse width modulated cycle as a percentage.
Cycle Command
Park Brake Release The scan tool displays None, Ign. Cycled, Spd. Threshold, or Brake Applied. This parameter displays the reason the parking brake was
None
Reason released.
Park Brake Status Released The scan tool displays Applied, Released, Malfunction or Invalid. This parameter displays the current status of the parking brake.
Park Brake Switch Inactive The scan tool displays Applied, Released, Inactive, or Invalid. This parameter displays the current status of the parking brake switch.
TCM Current Gear The scan tool displays Valid or Invalid. This parameter displays the signal status received by the transmission control module current gear
Valid
Signal signal as valid or invalid. If the signal received is invalid the parking brake control module will deactivate.
VIN Varies The scan tool displays the vehicle identification number.
Parking Brake Control Module Scan Tool Output Controls

Handbrake Shoe Service
The electric handbrake module will reset the dynamic brake counter. When selected the EPB counter will be set to zero.
Reset
The electric handbrake module will activate the handbrake calibration learn procedure when selected. During the learn procedure the rear
Parking Brake Calibration
brakes will cycle several times.
Parking Brake Cable Apply The electric handbrake module will apply the handbrake cable tension to diagnose a possible EPB switch failure.
Parking Brake Cable
The electric handbrake module will release the handbrake cable to diagnose a possible EPB switch failure.
Release
Handbrake Cable
The electric handbrake module will unwind the handbrake cable for replacement or service when selected.
Replacement
Parking Brake Actuator DTC
The electric handbrake module will reset the handbrake actuator when commanded.
Reset
Handbrake Switch Procedure The electric handbrake module will test the handbrake switch signals to verify they are working properly or if there is an open circuit.


Volt

Engine Control Module Scan Tool Information

Table 1: Engine Control Module Scan Tool Data Parameters
Table 2: Engine Control Module (ECM) Scan Tool Output Controls
The engine control module scan tool data list contains all engine related parameters that are available on the scan tool. The list is arranged in alphabetical order. A given
parameter may appear in any one of the data lists, and in some cases may appear more than once, or in more than one data list in order to group certain related parameters
together.
Use the engine scan tool data list only after the following is determined:
• The Diagnostic System Check - Vehicle is completed.

• No diagnostic trouble codes (DTCs)
• On-board diagnostics are functioning properly
The scan tool values from a properly running engine may be used for comparison with the engine you are diagnosing. The engine scan tool data list represents values that
may be seen on a normally running engine.
Note: A scan tool that displays faulty data should not be used. The scan tool concern should be reported to the manufacturer. Use of a faulty scan tool can result in
misdiagnosis and unnecessary parts replacement.
Only the parameters listed below are referenced in this service manual for use in diagnosis. If all values are within the typical range described below, refer to Symptoms -
Engine Controls for engine diagnosis.
Engine Control Module Scan Tool Data Parameters
System
Parameter Expected Value Description
State
Operating Conditions: Engine Idling/Radiator Hose Hot/Closed Throttle/Park or Neutral/Closed Loop/Accessories Off/Brake Pedal Released
This parameter displays the voltage sensed on the 5 V reference circuits at the control module. The scan
5 V Reference 1, 2, 3, or 4 Vehicle ON 5 V
tool will display a higher value at higher voltage. The scan tool will display a lower value at lower voltage.
5 V Reference 1, 2, 3, or 4 This parameter displays OK if there is no 5 V reference circuit condition. If the circuit is shorted to ground
Vehicle ON OK
Circuit Status or shorted to B+, Malfunction is displayed.
Accelerator
pedal not 0 %
actuated This parameter displays the angle of the APP as calculated by the control module using the signals from
Accelerator Pedal Position
Accelerator the APP sensors.
pedal fully 100 %
actuated
This parameter displays the angle of the accelerator pedal position (APP) as calculated by the control
Accelerator Pedal Position - %
module using the signals from the APP sensors.
Accelerator Pedal Position
This parameter displays the accelerator pedal position (APP) observed upon initial detection of an
When Engine Overspeed - %
overspeed condition. This value will be updated upon each overspeed condition.
Detected
A/C Compressor Clutch This parameter displays the state of the air conditioning (A/C) clutch relay control circuit as commanded
A/C ON ON
Relay Command by the control module.
A/C Compressor Clutch This parameter displays the state of the air conditioning (A/C) clutch relay control circuit. The scan tool
A/C ON or
Relay Control Circuit High OK/Not Run displays OK, Malfunction, or Not Run. OK indicates that no circuit faults are detected during the current
OFF
Voltage Test Status test.
A/C ON or
Relay Control Circuit Low OK/Not Run displays OK, Malfunction, or Not Run. OK indicates that no circuit faults are detected during the current
OFF
Voltage Test Status test.
A/C ON or
Relay Control Circuit Open OK/Not Run displays OK, Malfunction, or Not Run. OK indicates that no circuit faults are detected during the current
OFF
Test Status test.
A/C Disable - A/C This parameter displays whether the A/C pressure is out of range for normal operation as determined by
A/C ON No
Pressure Out of Range the control module.
The parameter displays the reason the air conditioning (A/C) compressor was disengaged. The scan tool
Reason for A/C displays None, A/C Pressure, Engine Speed, Battery Voltage, Anti Stall, RPM Unstable, wide open
A/C Disengage 1-8 History A/C ON
Disengagement throttle (WOT), Launch Performance, Coolant Hot, Accelerator Pedal Position (APP), Air Bag Deploy, or
A/C Relay DTC.
A/C OFF 0.75-1.5 V* This parameter displays the voltage from the A/C high side pressure sensor signal circuit to the control
A/C High Side Pressure module.
Sensor A/C ON 1.3-2.5 V*
*Varies with temperature and relative humidity.
A/C OFF 450-650 kPa* (65-95 (PSI)* This parameter displays the pressure from the A/C high side pressure sensor signal circuit to the control
A/C High Side Pressure Engine module.
900-2 350 kPa* (162-
Sensor Speed at
341 PSI)* *Varies with temperature and relative humidity.
2 000 RPM
This parameter displays whether the control module is commanding the A/C compressor clutch relay
A/C OFF for WOT A/C ON No
OFF for WOT.
This parameter displays the state of the A/C request input to the control module from the heating,
A/C Request Signal A/C ON Yes
ventilation, and air conditioning (HVAC) controls.
A/C System Refrigerant The scan tool displays Yes when the A/C System Refrigerant Monitor is Enabled. If the scan tool
Monitor Enabled This - Yes displays No this could indicate a malfunction in the A/C System Refrigerant Monitor circuit. The A/C
Ignition Cycle system must be turned ON for the diagnostic to run.
This parameter displays the ratio of air to fuel as calculated by the control module based on various
Air/Fuel Equivalence Ratio sensor inputs. The scan tool will display a lower air fuel ratio when a richer air to fuel mixture is
- Varies
Command commanded. The scan tool will display a higher air fuel ratio when a leaner air to fuel mixture is
commanded. In closed loop operation the air fuel ratio should normally be approximately 14.7:1.
°C (°F)
Ambient Air Temperature - This parameter displays the surrounding air temperature, at any given altitude.
Varies
Accelerator
pedal not 0.88-1.08 V
actuated This parameter displays the actual voltage on the accelerator pedal position (APP) Sensor 1 signal
APP Sensor 1
Accelerator circuit as measured by the control module.
pedal fully 4.17-4.37 V
actuated
This parameter displays the results of a control module test that compares the signals from the APP
sensors 1 and 2. The scan tool will display Agree or Disagree. Agree indicates that APP sensor 1 and
APP Sensor 1 and 2 - Agree
APP sensor 2 voltages correspond to the same accelerator pedal position. Disagree indicates that APP
sensor 1 and APP sensor 2 voltages correspond to different accelerator pedal positions.
APP Sensor 1 Out of Range indicates that the sensed accelerator pedal position 1 sensor value is
APP Sensor 1 Circuit
Vehicle ON OK currently out of range or that a Malfunction has been detected based upon the sensed accelerator pedal
Status
position 1 sensor value being out of range.
Accelerator
pedal not 0 %
This parameter displays the angle of the APP sensor 1 as calculated by the control module using the
actuated
APP Sensor 1 Position signal from the APP sensor 1. APP sensor 1 is a range of values indicating a low percentage when the
Accelerator accelerator pedal is not depressed to a high percentage when the accelerator pedal is fully depressed.
pedal fully 100 %
actuated
Accelerator
actuated This parameter displays the actual voltage on the accelerator pedal position (APP) Sensor 2 signal
APP Sensor 2
Accelerator circuit as measured by the control module.
actuated
APP Sensor 2 Out of Range indicates that the sensed accelerator pedal position 2 sensor value is
APP Sensor 2 Circuit
Vehicle ON OK currently out of range or that a Malfunction has been detected based upon the sensed accelerator pedal
Status
position 1 sensor value being out of range.
Accelerator
pedal not 0 %
This parameter displays the angle of the APP sensor 2 as calculated by the control module using the
actuated
APP Sensor 2 Position signal from the APP sensor 2. APP sensor 2 is a range of values indicating a low percentage when the
Accelerator accelerator pedal is not depressed to a high percentage when the accelerator pedal is fully depressed.
pedal fully 100 %
actuated
This parameter displays the average of the APP sensors as calculated by the throttle actuator control
APP Sensors - 0 % (TAC) module. The APP average is a range of values indicating a low percentage when the accelerator
pedal is not depressed to a high percentage when the accelerator pedal is fully depressed.
Autostart Inhibit
Reason Autostart/Autostop - No This parameter displays that a immediate stop was commanded due to a Autostart/Autostop malfunction.
Malfunction
The scan tool displays Yes if one of the following Autostart Inhibit Reason is detected. Control Function
Active, Crank Abort, ECM Malfunction, ECM Request, Bonnet Ajar, Hybrid/EV Battery Pack Contactor
Autostart Inhibit Reason - No Open, Hybrid/EV Battery Pack Power Low, Hybrid/EV Battery Pack State of Charge Low, Hybrid/EV
Battery Pack Voltage Low, Hybrid/EV Propulsion System Inactive, Not Commanded, Run/Crank Not
Active, Transmission Range.
This parameter displays Yes if one of the following Autostart Reason is detected. A/C Request,
Acceleration Request, Accelerator Pedal Pressed, Auxiliary Transmission Fluid Pump Not Available,
Brake Booster Weak Vacuum, Brake Pedal Released, Control Function Active, Drive Motor Inverter
Temperature High, Drive Motor Temperature High, ECM Request, Engine Coolant Temperature Out of
Range, Bonnet Ajar, Hybrid/EV Battery Module Voltage Low, Hybrid/EV Battery Pack Power Low,
Hybrid/EV Battery Pack State of Charge Low, Hybrid/EV Battery Pack Temperature, Hybrid/EV Battery
Autostart Reason - No Pack Voltage Low, Hybrid/EV Propulsion System Inactive, Ignition Switch Start, Inclination, Invalid Data
Received, Low Voltage Battery Discharge Current High, Low Voltage Battery State of Function Low, Low
Voltage Battery State of Health Low, Low Voltage Battery Voltage Low, Maximum Autostop Time
Exceeded, Minimum Engine Run Time Not met, Reduced Engine Power Active, Remote Vehicle Start
Request, System Optimization, System Voltage Low, TCM Demand, Tow/Haul Mode Switch ON,
Transmission Fluid Temperature Out of Range, Transmission In Reverse, Transmission Range, Vehicle
Speed Too High.
The scan tool displays Yes if one of the following Autostop Disable Reason is detected. 12 V Start
Counter Exceeded, A/C Request, Acceleration Request, Accelerator Pedal Pressed, Auxilliary
Transmission Fluid Pump Not Available, Brake Booster Weak Vacuum, Brake Pedal Released, Control
Function Active, Drive Motor Inverter Temperature High, Drive Motor Temperature High, ECM Request,
Engine Coolant Temperature Out of range, Engine Spped High, Generator Load High, Bonnet Ajar,
Hybrid/EV Battery Module Voltage Low, Hybrid/EV Battery Pack Power Low, Hybrid/EV Battery Pack
State of Charge Low, Hybrid/EV Battery Pack Temperature, Hybrid/EV Battery Pack Voltage Low,
Hybrid/EV Propulsion System Inactive, Idle Boost Mode Active, Igntion Switch Start, Intake Manifold
Autostop Disable Reason - No
Weak Vacuum, Invalid Data Received, Low Voltage Battery Discharge Current High, Low Voltage
Battery State of Charge Low, Low Voltage Battery State of Function Low, Low Voltage Battery State of
Health Low, Low Voltage Battery Temperature Out of Range, Low Voltage Battery Voltage Low,
Maximum Vehicle Stop Time Exceeded, Minimum Engine Run Time Not Met, Reduced Engine Power
Active, Remote Vehicle Start Request, Run/Crank Not Active, Stop/Start Select Switch, System
Optimization, System Voltage Low, TCM Request, Tow/Haul Mode Switch ON, Transmission Fluid
Temperature Out of Range, Transmission in Reverse, Transmission Range, Vehicle Inclination, Vehicle
Speed Threshold Not Reached, Vehicle Speed Too High, Wheel Slip Detected.
Average Fuel Age - Days This parameter displays the average age of the fuel in the vehicle's fuel tank.
This parameter displays the torque request for the slow response air path (control of the throttle). Based
Axle Torque Command - N·m on current conditions the hybrid controller determines the optimum engine torque, which it sends as a
request to the Engine Control Module.
65-104 kPa (8-16 PSI) - This parameter displays the barometric pressure (BARO). The control module uses the barometric
BARO -
Varies with altitude pressure sensor input for fuel control to compensate for altitude differences.
Brake Pedal Position This parameter displays the serial data message of the brake position sensor signal from the electronic
- Released
Signal brake and traction control module.
Calculated Air Flow - g/s Varies This parameter displays the air flow of the engine as calculated by the control module.
°C (°F)
Calculated Catalyst
- This parameter displays the catalyst converter temperature as calculated by the engine control module.
Temperature
Varies
°C (°F) This parameter displays the temperature of the engine oil as calculated by the control module using
Calculated Engine Oil
- various sensor inputs. The engine oil temperature calculated has a range of values indicating a low
Temperature
Varies value when the oil temperature is low to a high value when the oil temperature is high.
Calculated Time Until Next This parameter displays the estimated time remaining until the next engine maintenance mode is
- Days
Engine Maintenance Mode required.
Calculated Time Until Next
- Days This parameter displays the estimated time remaining until the next fuel maintenance mode is required.
Fuel Maintenance Mode
This parameter displays the position of the intake camshaft in terms of degrees of camshaft rotation
Camshaft Position - Varies
(advance) from the park position (a value of zero represents the park position).
Camshaft Position Active This parameter displays an incrementing counter when the control module receives a signal from the
- 0-255 Counts
Counter camshaft position sensors.
Camshaft Position
- % This parameter displays the commanded duty cycle for the intake cam phase output.
Command
This parameter displays the speed of the engine as calculated by the signal from the camshaft position
Camshaft Position Sensor - Engine Speed
sensor, shown in RPM.
Catalyst Monitor Complete
- Yes/No This parameter displays the monitor completion status during the current driving/monitoring cycle.
This Ignition Cycle
Catalyst Monitor Enabled
- Yes/No This parameter displays the monitor enable status during the current driving/monitoring cycle.
This Ignition Cycle
This parameter displays the status of the catalyst monitor diagnostic. Off Idle Conditions Met indicates if
Catalyst Monitor Not At
- Yes/No the off idle conditions for the catalyst monitor diagnostic have been met. Once the Off Idle Conditions
Idle Test Conditions Met
are met the vehicle can return to idle and allow the catalyst monitor diagnostic test to run.
This parameter displays the number of iterations of the catalyst monitor diagnostic test that have been
Catalyst Monitor Test
- 0 Counts performed since a code clear (used to determine if a sufficient number of tests have run to report a
Counter
passing condition).
Catalyst Monitor Test
- Varies This parameter displays the status of the catalyst monitor diagnostic.
Result
Catalyst Monitor Test This parameter displays when the catalyst monitor diagnostic is actively running a test. This condition
- Varies
State will only be true when the vehicle is at idle.
Charging Mode - Depleting or Continuous This parameter displays the currently active charging mode for an extended range electric vehicle.
This parameter displays whether the engine meets the conditions for a cold startup during the present
ignition cycle. The scan tool displays Yes when the conditions for a cold startup are met during this
ignition cycle. The scan tool displays No when the conditions for a cold startup are not met during the
Cold Start Up - Varies present ignition cycle. Conditions for a cold startup require the coolant temperature and the intake air
temperature to be below a predetermined temperature and within a certain range of each other. These
conditions must occur after the engine was warmed up to a specific temperature during the previous
ignition cycle.
Cooling Fan Control This parameter displays the diagnostic state of the output driver for the cooling fan relay control circuit.
Circuit High Voltage Test - Not Run The scan tool will display OK, Malfunction or Not Run. The scan tool will display OK if the circuit is
Status operating correctly.
Cooling Fan Control This parameter displays the diagnostic state of the output driver for the cooling fan relay control circuit.
Circuit Low Voltage Test - Not Run The scan tool will display OK, Malfunction or Not Run. The scan tool will display OK if the circuit is
Status operating correctly.
This parameter displays the diagnostic state of the output driver for the cooling fan relay control circuit.
Cooling Fan Control
- Not Run The scan tool will display OK, Malfunction or Not Run. The scan tool will display OK if the circuit is
Circuit Open Test Status
operating correctly.
Cooling Fan Motor
- % This parameter displays the amount of cooling commanded by the ECM in a percentage.
Command
Crank Request Signal - No This parameter displays Yes or No when a Crank Request Input Request is received.
Crankshaft Position Active This parameter displays an incrementing counter when the control module receives a signal from the
- 0-255 Counts
Counter crankshaft position sensor.
Crankshaft Position
This parameter displays the number of counts the control module resynchronises with the crankshaft
Resynchronisation - 0 Counts
position sensor.
Counter
Crankshaft Position This parameter displays the engine speed as calculated by the control module using the signal from the
- Engine Speed
Sensor crankshaft position sensor.
Cruise
Cruise Control Enabled/Disabled This parameter displays the status of the cruise control system as determined by the control module.
Control ON
Cruise Control Accelerate Cruise The scan tool displays ON, when the cruise ON/OFF switch is ON and the accelerate switch is pressed,
Active/Inactive/Invalid
Switch Control ON the ECM detects a predetermined voltage value for this switch.
Cruise Control Cancel Cruise
Active/Inactive/Invalid This parameter displays the status of the cruise control cancel switch.
Switch Control ON
Cruise Control Coast Cruise The scan tool displays ON, when the cruise ON/OFF switch is ON and the ECM detects a predetermined
Switch Control ON voltage value for the coast switch.
Cruise Control Disengage Cruise Reason for Cruise The parameter displays the last 8 cruise control disengages in order from 1-8, with 8 being the most
History 1-8 Control ON Disengagement recent. There are approximately 40 possible causes for the cruise control to disengage.
Cruise Control Inhibit Cruise The parameter displays the reason why the cruise control system is inhibited. There are approximately
Varies
Reason Control ON 40 possible causes for the cruise control to be inhibited.
Cruise Control ON/OFF Cruise The engine control module (ECM) monitors the signal circuit of the cruise control switch. A closed switch
ON/OFF
Switch Control ON is displayed as ON.
Cruise Control Release Cruise The scan tool displays ON, when the cruise ON/OFF switch is ON and the resume switch is pressed, the
Switch Control ON ECM detects a predetermined voltage value for the resume switch.
Cruise The scan tool displays ON, when the cruise ON/OFF switch is ON and the ECM detects a predetermined
Cruise Control Set Switch Active/Inactive/Invalid
Control ON voltage value for the set switch.
Current Gear -- 1 This parameter displays the current forward gear of the transmission
Current Gear When
This parameter displays the transmission actual gear observed upon initial detection of an overspeed
Engine Overspeed - Varies
condition.
Detected
The scan tool displays 0-255 Counts. This parameter displays the number of misfires that have been
Cylinder 1-4 Current
- 0 Counts detected during the last 200 cylinder firing events. The counters may normally display some activity, but
Misfire Counter
the activity should be nearly equal for all of the cylinders, and in low numbers.
The scan tool displays 0-255 Counts. The misfire history counters display the total level of misfire that
Cylinder 1-4 History has been detected on each cylinder. The misfire history counters will not update or show any activity
- 0 Counts
Misfire Counter until a misfire DTC P0300 has become active. The misfire history counters will update every 200 cylinder
firing events.
Cylinder 1-4 Injector
This parameter displays the state of the injector control circuit. The scan tool displays OK, Malfunction,
Control Circuit High - OK
or Not Run. OK indicates that no circuit faults are detected during the current test.
Voltage Test Status
Control Circuit Low - OK
Voltage Test Status
Control Circuit Open Test - OK
Status
Cylinder 1-4 Injector This parameter displays the status of the fuel injector driver by the control module. The scan tool will
Disabled - Misfire - No display Yes if the fuel injector is being disabled due to a misfire detection. The scan tool will display No if
Detected the fuel injector is not being disabled by the control module due to a misfire.
This parameter displays the status of each cylinder for knock detection by the control module. The scan
Cylinder 1-4 Knock
- No tool will display Yes if a knock condition has been detected related to that cylinder combustion event. The
Detected
scan tool will display No if there is no knock condition detected related to that cylinder combustion event.
This parameter displays the status of the operating mode used to turn off the fuel injectors during certain
Deceleration Fuel Cut-Off - Inactive deceleration conditions. When the scan tool displays Active, the control module has turned off the fuel
injectors. When the scan tool displays Inactive, the fuel system is operating normally.
°C (°F)
Desired ECT - This parameter displays the desired engine coolant temperature (ECT) in °C (°F).
Varies
Desired Exhaust Camshaft This parameter displays the desired exhaust camshaft angle as commanded by the engine control
- Varies
Position module.
Desired Intake Camshaft
- Varies This parameter displays the desired intake camshaft angle as commanded by the engine control module.
Position
Desired Intake Manifold
This parameter displays the commanded state of the Intake Manifold Runner Control output as Opened
Runner Control Valve - Opened or Closed
or Closed.
Position
Desired Throttle Position - 2-6 % This parameter displays the desired throttle position angle commanded by the control module.
Distance Since DTC This parameter displays the distance accumulated since an emission diagnostic trouble code was
- Varies
Cleared cleared. The scan tool will display increasing distance as the vehicle is driven.
Distance Since First
Vehicle ON 0 km/h (0 MPH) This parameter displays in kilometres or miles the distance travelled since a Malfunction occurred.
Malfunction
Distance Since Last
- Varies This parameter displays the distance accumulated when the emission diagnostic trouble code last failed.
Malfunction
Distance Since Last Oil This parameter displays in kilometres or miles the distance travelled since the last oil pressure warning
Vehicle ON 0 km/h (0 MPH)
Pressure Warning Malfunction occurred.
Drive Motor No Crank At Starting System indicates that a condition in the starting system has been detected that would prevent a
- No
Restart re-start of the vehicle, and thus Autostops have been disabled.
This parameter displays the drivers requested axle torque as determined by the ECM. The ECM
Driver Requested Axle
- Varies monitors accelerator pedal position and determines how much axle torque is required in order to meet
Torque
the drivers request. The parameter display range is -8192 to +8191.75 N·m.
Driver Selected
Autostart/Autostop Disable - No This parameter displays if the Driver Selected Autostart/Autostop Disable Mode is active.
Mode Active
Driver Selected
Autostart/Autostop Disable - Yes This parameter displays if the Driver Selected Autostart/Autostop Disable Mode is available.
Mode Available
Driver Selected Economy
- No This parameter displays if the Driver Selected Economy Mode is active.
Mode Active
Driver Selected Economy
- Yes This parameter displays if the Driver Selected Economy Mode is available.
Mode Available
Driver Selected Hold Mode
- No This parameter displays if the Driver Selected Hold Mode is active.
Active
Driver Selected Hold Mode
- Yes This parameter displays if the Driver Selected Hold Mode is available.
Available
Driver Selected Mountain
- No This parameter displays if the Driver Selected Mountain Mode is active.
Mode Active
Driver Selected Mountain
- Yes This parameter displays if the Driver Selected Mountain Mode is available.
Mode Available
Driver Selected Sport
- No This parameter displays if the Driver Selected Sport Mode is active.
Mode Active
Driver Selected Sport
- No This parameter displays if the Driver Selected Sport Mode is available.
Mode Available
DTC Present - No This parameter displays that a Diagnostic Trouble Code (DTC) has been set that prevents Autostops.
Unknown/Incorrect/Negative ECM Authentication Status indicates the result of the comparison between the last received immobiliser
ECM Authentication Status Vehicle ON
Response/Valid response and the expected response calculated into the ECM.
This parameter displays the immobiliser system status of the ECM challenge. This indicates whether the
ECM Challenge Status - Valid
currently calculated ECM challenge is valid.
Ignition Switch
Start/Remote Vehicle
ECM Response Source Vehicle ON ECM Response Source indicates the source used to calculate the ECM response.
Start/Exterior Power Take
Off (PTO) Vehicle Start
-39 to +140°C (-38 to
+284°F) This parameter displays the temperature of the engine coolant based on input to the control module from
ECT Sensor -
the engine coolant temperature (ECT) sensor.
Varies
ECT vs. IAT Sensor
The ECT/RCT rationality diagnostic will compare the two values during a cold start to determine if one of
Temperature at Last ECT
- Agree the sensors is reading incorrectly. If the two coolant sensor values disagree, the sensor values will then
vs. RCT Malfunction
be compared to the Intake Air Temperature (IAT) sensor value.
Detection
EGR/Camshaft Position This parameter displays the status of the EGR/Camshaft Position Monitor. The parameter will display
- Yes/No
Monitor Complete Yes when the EGR/Camshaft Position Monitor is complete.
EGR/Camshaft Position
This parameter displays the status of the EGR/Camshaft Position Monitor for this Ignition Cycle. The
Monitor Complete This - Yes/No
parameter will display Yes when the EGR/Camshaft Position Monitor is complete this Ignition Cycle.
Ignition Cycle
EGR/Camshaft Position This parameter displays the status of the EGR/Camshaft Position Monitor. The parameter will display
- Yes/No
Monitor Enabled Yes when the EGR/Camshaft Position Monitor is Enabled.
EGR/Camshaft Position
This parameter displays the status of the EGR/Camshaft Position Monitor for this Ignition Cycle. The
Monitor Enabled This - Yes/No
parameter will display Yes when the EGR/Camshaft Position Monitor is Enabled this Ignition Cycle.
Ignition Cycle
This parameter displays the commanded state of the engine control ignition relay control circuit. The
Engine Controls Ignition scan tool will display ON or OFF. ON indicates the engine control ignition relay control circuit is being
- ON
Relay Command grounded by the control module, allowing voltage to other control module circuits and systems. OFF
indicates the engine control ignition relay is not being commanded ON by the control module.
Engine Controls Ignition This parameter displays the state of the engine control ignition relay control circuit. The scan tool
Relay Control Circuit High - Not Run displays OK, Malfunction, or Not Run. OK indicates that no circuit Malfunctions are detected during the
Voltage Test Status current test.
Relay Control Circuit Low - OK displays OK, Malfunction, or Not Run. OK indicates that no circuit Malfunctions are detected during the
Relay Control Circuit Open - Not Run displays OK, Malfunction, or Not Run. OK indicates that no circuit Malfunctions are detected during the
Test Status current test.
Engine Controls Ignition This parameter displays the voltage available at the engine control ignition relay circuit of the control
- B+
Relay Feedback Signal module.
Engine Coolant
Thermostat Heater - % This parameter displays the commanded duty cycle for the engine coolant thermostat.
Command
Engine Coolant
This parameter displays the state of the Engine Coolant Thermostat Heater control circuit. The
Thermostat Heater Control
- OK parameter displays Malfunction if the Engine Coolant Thermostat Heater control circuit is shorted to
Circuit High Voltage Test
voltage.
Status
Engine Coolant
Thermostat Heater Control
- OK parameter displays Malfunction if the Engine Coolant Thermostat Heater control circuit is shorted to
Circuit Low Voltage Test
ground.
Status
Engine Coolant
Thermostat Heater Control - OK
parameter displays Malfunction if the Engine Coolant Thermostat Heater control circuit is open.
Circuit Open Test Status
11-30 %
Engine
Idling
Varies This parameter displays the calculated engine load in percent based on inputs to the control module
Engine Load
Engine from various engine sensors.
speed at 25-40 %
2 500 RPM
Engine Maintenance Mode - Active/Inactive This parameter displays that an Engine Maintenance Mode is currently active or inactive.
Engine Maintenance Mode
This parameter displays that an Engine Maintenance Mode has run to completion during the current
Completed This Ignition - True/False
ignition cycle.
Cycle
Engine Maintenance Mode This parameter displays a percent complete of a currently running engine maintenance mode. Once
- %
Completion Status 100 % is reached, the Engine Maintenance Mode has completed this Ignition Cycle.
Engine Maintenance Mode This parameter displays the accumulated number of engine maintenance mode events over the life of
- Varies
Counter the engine control module.
Ignition
This parameter displays the amount of time that has elapsed since the engine was last cycled OFF. The
Switch in
Engine OFF Time Varies scan tool displays the time in hours, minutes, and seconds. The engine OFF time will reset to zero when
the OFF
the engine starts.
Position
This parameter displays the state of the engine oil pressure as determined by the control module. The
Engine Oil Pressure
- OK control module monitors the engine oil pressure switch to determine if the engine oil pressure is
Switch
sufficient. The scan tool displays Low when the engine oil pressure is below a predetermined value.
Engine Oil Temperature
This parameter displays the engine oil temperature observed upon initial detection of an overspeed
When Engine Overspeed - Varies
condition. This value will be updated after each overspeed condition.
Detected
This parameter displays the time elapsed since the engine was started. The scan tool will display the
Engine
Engine Run Time Varies time in hours, minutes and seconds. The engine run time will reset to zero when the engine stops
Operating
running.
Engine
Greater than 60 RPM
Cranking This parameter displays the speed of the engine crankshaft rotation from information received from the
Engine Speed
Engine Approximately 650- crankshaft position sensor.
Idling 950 RPM
Engine Speed When
This parameter displays the engine speed observed upon initial detection of an overspeed condition.
Engine Overspeed - RPM
This value will be updated after each overspeed condition.
Detected
EVAP Leak Detection
- OFF This parameter displays the commanded state of the EVAP Leak Check Pump vacuum pump output
Pump Command
EVAP Leak Detection
This parameter displays the state of the EVAP Leak Detection Pump Output circuit. The parameter
Pump Output Circuit Open - OK
displays Malfunction if the EVAP Leak Detection Pump Output circuit is opened.
Test Status
EVAP Leak Detection
- kPa This parameter displays EVAP Leak Detection Pump absolute pressure measured by a sensor.
Pump Pressure
EVAP Leak Detection This parameter displays the EVAP Leak Check Pump (ELCP) pressure value input to the control module
- Volts
Pump Pressure as a voltage.
EVAP Leak Detection
Pump Service Bay Test - Varies This parameter displays the EVAP Leak Detection Pump Service Bay Test Abort Reason.
Abort Reason
EVAP Leak Detection
Pump Service Bay Test - Varies This parameter displays the reason the EVAP service bay test was denied.
Denial Reason
EVAP Leak Detection
Pump Service Bay Test - Varies This parameter displays the result of the EVAP service bay test.
Result
EVAP Leak Detection
Pump Switching Valve - Not Venting/ Venting This parameter displays the commanded state of the EVAP Leak Check Pump switching valve output.
Command
EVAP Leak Detection
This parameter displays the state of the EVAP Leak Detection Pump Switching Valve Output circuit. The
Pump Switching Valve
- OK parameter displays Malfunction if the EVAP Leak Detection Pump Switching Valve Output circuit is
Output Circuit High
shorted to voltage.
Voltage Test Status
EVAP Leak Detection
Output Circuit Low Voltage
shorted to ground.
Test Status
EVAP Leak Detection
Output Circuit Open Test
opened.
Status
EVAP Monitor Complete This parameter displays the diagnostic monitor completion status during the current driving/monitoring
- Yes/No
This Ignition Cycle cycle.
EVAP Monitor Enabled
- Yes/No This parameter displays the diagnostic monitor enable status during the current driving/monitoring cycle.
This Ignition Cycle
EVAP Purge Solenoid This parameter displays the on-time or duty cycle of the EVAP canister purge solenoid commanded by
- 10-20 %
Valve Command the control module. Zero percent indicates no purge. One hundred percent indicates full purge.
EVAP Purge Solenoid This parameter displays the status of the evaporative emission (EVAP) purge solenoid control circuit.
Valve Control Circuit High - OK The scan tool displays OK, Malfunction, or Not Run. OK indicates that no circuit faults are detected
Voltage Test Status during the current test.
Valve Control Circuit Low - OK The scan tool displays OK, Malfunction, or Not Run. OK indicates that no circuit faults are detected
Voltage Test Status during the current test.
Valve Control Circuit Open - OK The scan tool displays OK, Malfunction, or Not Run. OK indicates that no circuit faults are detected
Test Status during the current test.
EVAP Test - Varies This parameter displays the state of the EVAP Test.
EVAP Vent Solenoid Valve This parameter displays the state of the EVAP canister vent solenoid commanded by the control module.
- OFF
Command The scan tool displays ON Venting or OFF Not Venting.
EVAP Vent Solenoid Valve This parameter displays the diagnostic state of the output driver for the evaporative emission vent
Control Circuit High - OK solenoid control circuit as determined by the engine control module. The scan tool will display OK,
Voltage Test Status Malfunction or Not Run. The scan tool will display OK if the circuit is operating correctly.
Control Circuit Low - OK solenoid control circuit as determined by the engine control module. The scan tool will display OK,
Voltage Test Status Malfunction or Not Run. The scan tool will display OK if the circuit is operating correctly.
Control Circuit Open Test - OK solenoid control circuit as determined by the engine control module. The scan tool will display OK,
Status Malfunction or Not Run. The scan tool will display OK if the circuit is operating correctly.
Engine Idling: 5 Degrees
Exhaust Camshaft Position - This parameter displays the actual exhaust camshaft position in degrees.
Engine Speed at
2,000 RPM: 19 Degrees
Exhaust Camshaft Position This parameter displays an incrementing counter when the control module receives a signal from the
- 0-255 Counts
Active Counter exhaust camshaft position sensor.
Exhaust Camshaft Position
Actuator Solenoid Valve This parameter displays the state of the exhaust camshaft actuator solenoid control circuit. The
- OK
Control Circuit High parameter displays Malfunction if the camshaft actuator solenoid control circuit is shorted to voltage.
Voltage Test Status
- OK
Control Circuit Low parameter displays Malfunction if the camshaft actuator solenoid control circuit is shorted to ground.
Voltage Test Status
- OK
Control Circuit Open Test parameter displays Malfunction if the camshaft actuator solenoid control circuit is open.
Status
Exhaust Camshaft Position This parameter displays the on-time or duty cycle of the exhaust camshaft position actuator solenoid
- 45-51 %
Command valve as commanded by the engine control module.
Exhaust Camshaft Position This parameter displays in degrees, the difference between the desired exhaust camshaft position and
- 0.0-0.2 Degrees
Variance the actual exhaust camshaft position.
This parameter displays the state of the fuel control system as commanded by the control module.
Closed loop operation indicates that the control module is controlling the fuel delivery based off the
Fuel Control Loop Status - Closed Loop
oxygen sensors input signal. In open loop operation the control module ignores the oxygen sensor input
signal and bases the amount of fuel to be delivered on other sensor inputs.
Engine
Fuel Economy Litres per Hour This Parameter displays the instant fuel consumption rate of the engine in litres per hour.
Idling
Fuel Enrichment - Hot
- No This parameter displays Yes if the engine control module is commanding catalyst converter protection.
Catalyst
This parameter displays the status of the fuel delivery system. The scan tool will display Active if the fuel
Fuel Enrichment - Hot
- Inactive system is running in open loop due to a temperature condition. The scan tool will display Inactive if the
Coolant
fuel system is operating normally.
This parameter displays the approximate fuel level in the fuel tank as a voltage. The control module
calculates this level using the signal from the sensor used to monitor the fuel in the tank. The scan tool
Fuel Level Sensor - Varies
will display a low reading when the fuel level in the tank is near empty. The scan tool will display a high
reading when the fuel level in the tank is high or near full.
Fuel Maintenance Mode - Inactive This parameter displays if the Fuel Maintenance Mode is active or inactive.
Fuel Maintenance Mode This parameter displays the number of fuel maintenance mode events over the life of the Engine Control
- 0-255
Counter Module (ECM).
Fuel Pump Enable Circuit This parameter displays the state of the fuel pump relay control circuit. The parameter displays
- OK/Not Run
High Voltage Test Status Malfunction if the fuel pump control circuit is shorted to voltage.
Fuel Pump Enable Circuit This parameter displays the state of the fuel pump control circuit. The parameter displays Malfunction if
- OK/Not Run
Low Voltage Test Status the fuel pump relay control circuit is shorted to ground.
Fuel Pump Enable Circuit This parameter displays the state of the fuel pump control circuit. The parameter displays Malfunction if
- OK/Not Run
Open Test Status the fuel pump control circuit is opened.
Fuel Pump Enable
- ON This parameter displays the control modules commanded state of the fuel pump control circuit.
Command
Fuel System Monitor
- No This parameter displays Yes when the Fuel System Monitor is complete.
Complete
Fuel System Monitor
Complete This Ignition - No This parameter displays Yes when the Fuel System Monitor is Complete This Ignition Cycle.
Cycle
Fuel System Monitor
- No This parameter displays Yes when the Fuel System Monitor is enabled.
Enabled
Fuel System Monitor
Enabled This Ignition - No This parameter displays Yes when the Fuel System Monitor is Enabled This Ignition Cycle.
Cycle
Fuel Tank Pressure This parameter displays the voltage signal received by the control module from the fuel tank pressure
- 1.3-1.7 V
Sensor sensor.
Fuel Tank Pressure This parameter displays the pressure/vacuum inside the fuel tank. A negative value indicates a vacuum,
- Varies
Sensor while a positive value indicates a pressure.
This parameter displays the rated maximum quantity of fuel the fuel tank will hold. This is calibrated in
Fuel Tank Rated Capacity - 70 L (18.4 Gal)
the control module to match the vehicle.
This parameter displays the fuel trim cell number as calculated by the control module based on engine
Fuel Trim Memory Cell - Varies speed and load inputs. The scan tool will display a lower number as conditions are closer to idle, and a
higher number as conditions approach maximum engine speed and maximum load.
Fuel Trim System Test This parameter indicates the status of the Fuel Trim System Test. The scan tool will display Disabled,
- Monitoring
State Enabled, Monitoring, or Run Purge Test.
Vehicle
ON,
50-900 mV This parameter indicates the heated oxygen sensor (HO2S) sensor 1 or 2, output voltage as measured
Engine
HO2S 1 or HO2S 2 by the control module. The scan tool will display a higher value during a rich condition, and a lower value
OFF
during a lean condition.
Engine
Varies
Operating
HO2S 1 or HO2S 2 Heater - 0.42-0.62 A This parameter displays the amperage of the HO2S heater commanded by the engine control module.
This parameter displays the commanded state of the HO2S 1 or HO2S 2 heater by the control module.
HO2S 1 or HO2S 2 Heater
- 0-99 % The scan tool will display a higher value as the heater command is increased, and a lower value if the
Command
heater is not commanded ON.
This parameter displays the commanded state of the HO2S 1 or HO2S 2 heater circuit by the control
HO2S 1 or HO2S 2 Heater
- ON module. The scan tool will display ON when the heater is commanded ON. The scan tool will display
Command
OFF when the heater is commanded OFF.
HO2S 1 or HO2S 2 Heater This parameter displays the status of the control circuit for the HO2S 1 or HO2S 2. The scan tool
Control Circuit High - OK displays OK, Malfunction, or Not Run. OK indicates that no circuit Malfunctions are detected during the
Control Circuit Low - OK displays OK, Malfunction or Not Run. OK indicates that no circuit Malfunctions are detected during the
Control Circuit Open Test - OK displays OK, Malfunction or Not Run. OK indicates that no circuit Malfunctions are detected during the
Status current test.
HO2S Heater Monitor Engine This parameter displays the diagnostic monitor completion status during the current driving/monitoring
Yes/No
Complete Idling cycle.
HO2S Heater Monitor
This parameter displays the diagnostic monitor completion status during the current driving/monitoring
Complete This Ignition - Yes/No
cycle.
Cycle
HO2S Heater Monitor Engine
Yes/No This parameter displays the diagnostic monitor enable status during the current driving/monitoring cycle.
Enabled Idling
HO2S Heater Monitor
Enabled This Ignition - Yes/No This parameter displays the diagnostic monitor enable status during the current driving/monitoring cycle.
Cycle
Bonnet Ajar Switch 1 - Ajar This parameter displays the Bonnet Ajar 1 switch as either Closed or Ajar.
Bonnet Ajar Switch 2 - Ajar This parameter displays the Bonnet Ajar 2 switch as either Closed or Ajar.
This parameter displays the Bonnet Position as Closed, Ajar, Open or Invalid. Bonnet Open indicates
Bonnet Position - Open that the state of the hood switch prevented an Autostop. Autostops are not allowed with the bonnet
open.
Hybrid/EV Battery Pack
- Varies This parameter displays the amount of charge left in the Hybrid/EV Battery Pack.
Charge Remaining
This parameter displays the current Hybrid Transmission Mode.
• Park/Neutral
• EV1
Hybrid Transmission Mode • EV2
- Park/Neutral • Gear 1
Command
• Gear 2
• Gear 3
• Gear 4
• Invalid
-39 to +140°C (-38 to This parameter displays the temperature of the air entering the air induction system based on input to
IAT Sensor -
+284°F) the control module from the intake air temperature (IAT) sensor.
Ignition 1 Signal - B+ This parameter displays B+ when the control module detects a voltage at the ignition 1 input terminal.
This parameter displays the state of the ignition accessory position input to the control module from the
Ignition Accessory Signal - ON
ignition switch.
Ignition Coil 1 and 4
This parameter displays the state of the Ignition control circuit. The scan tool displays OK, Malfunction,
Voltage Test Status
or Not Run. OK indicates that no circuit Malfunction are detected during the current test.
Voltage Test Status
This parameter displays the state of the Ignition control circuit. The scan tool displays OK, Malfunction or
Not Run. OK indicates that no circuit Malfunction are detected during the current test.
Status
Voltage Test Status
Voltage Test Status
Status
Ignition Cycles Since Last
This parameter displays the elapsed time in days since the most recent completion of Engine
Completed Engine - Days
Maintenance Mode.
Maintenance Mode
Ignition Cycles Since Last
This parameter displays the elapsed time in days since the most recent completion of Fuel Maintenance
Completed Fuel - Days
Mode.
Maintenance Mode
Ignition Cycles with
This Parameter displays the number of ignition cycles with a malfunction reported since the first ignition
Malfunction Since 1st Vehicle ON Counts
cycle with a malfunction reported.
Malfunction
Ignition Cycles without
This Parameter displays the number of ignition cycles without a malfunction reported since the first
Completed Test Since - Counts
ignition cycle.
1st Malfunction
Ignition Cycles without
This Parameter displays the number of ignition cycles with a pass reported and no malfunctions reported
Malfunction Since Last Vehicle ON Counts
since the first ignition cycle with a malfunction reported.
Malfunction
This parameter displays the amount of spark advance the control module is commanding. The engine
Ignition Timing - -4 to +15 Degrees
control module determines the desired advance.
Ignition Timing - Degrees This parameter displays the final spark advance in terms of a crankshaft angle
Immobiliser Password
- Yes This parameter displays Yes when a valid theft password has been learned.
Learn
Immobiliser Security
- Yes This parameter displays if the immobilizer system security code has been programmed.
Information Programmed
This parameter displays the current state of the immobiliser System Status. The states include the
Immobiliser System Status - Varies following: Standby, Disabled at Startup, Disabled Due to No Response, Disabled Due to Negative
Response, Disabled Due to Incorrect Response, Post Release, Pre-Release, Released.
This parameter displays the average pulse width of the fuel injectors as determined by the control
Injector Duty Cycle - 1.5-3 ms
module.
Intake Camshaft Position This parameter displays an incrementing counter when the control module receives a signal from the
- 0-255 Counts
Active Counter intake camshaft position sensor.
Intake Camshaft Position
Actuator Solenoid Valve This parameter displays the state of the intake camshaft position actuator solenoid valve control circuit.
- OK
Control Circuit High The parameter displays Malfunction if the camshaft actuator solenoid control circuit is shorted to voltage.
Voltage Test Status
- OK
Control Circuit Low The parameter displays Malfunction if the camshaft actuator solenoid control circuit is shorted to ground.
Voltage Test Status
- OK
Control Circuit Open Test The parameter displays Malfunction if the camshaft actuator solenoid control circuit is open.
Status
Intake Camshaft Position This parameter displays in degrees, the difference between the desired intake camshaft position and the
- Degrees
Variance actual intake camshaft position.
This parameter displays the pressure difference between the Manifold Absolute Pressure (MAP) and the
Intake Manifold Pressure - 32-53 kPa (4.6-7.6 PSI)
barometric pressure (BARO) as calculated by the control module.
This parameter displays the amount of spark advance the control module removes from the ignition
Knock Retard - 0°
control spark advance in response to the signal from the knock sensors.
Last Engine Maintenance
- Incomplete This parameter displays the status of the Last Engine Maintenance Mode.
Mode
The scan tool range is -99 to +99 %. This parameter indicates the Long Term fuel trim correction as
commanded by the ECM. A change made to the fuel delivery will be indicated by the Long and Short
Term values. The Short Term values change rapidly in response to the HO2S signal voltages. These
changes fine tune the engine fueling. The Long Term values change in response to the changes in the
Long Term Fuel Trim - -10 to +10 % Short Term. The Long Term makes coarse adjustments to the fueling in order to recenter and restore
control to the Short Term. The Short Term and the Long Term can be monitored with a scan tool. A
positive fuel trim value indicates that the ECM is adding fuel in order to compensate for a lean condition.
A negative fuel trim value indicates that the ECM is reducing the amount of fuel in order to compensate
for a rich condition.
This parameter is the average long term fuel trim for this bank as calculated by the control module. The
scan tool will display a value more than 0 % indicating that time is being added to the injector pulse
0.98 %
Long Term Fuel Trim Test width, increasing the amount of fuel to this bank of the engine. The scan tool will display a value of less
-
Average than 0, indicating time is being subtracted from the injector pulse width, reducing the amount of fuel to
Varies
this bank of the engine. A value of 0 % indicates no compensation is required to operate the engine at
the desired air/fuel ratio.
This parameter is calculated by the control module based on the Short Term Fuel Trim value. The Long
Term Fuel Trim is used for the long term correction of the fuel delivery. The scan tool will display a high
1.02 %
Long Term Fuel Trim Test value for a large amount of long term fuel correction, and 0 % for no long term fuel trim correction. The
-
Average without Purge scan tool will display a negative value when fuel system is running too rich and fuel is being removed
Varies
from the combustion event. The scan tool will display a positive value if the fuel system is running lean
and fuel is being added to the combustion event.
Low Voltage Battery
- No This parameter displays the state of the 12 V Low Voltage Battery Discharge.
Discharge Current
This parameter displays the status of the mass air flow (MAF) performance test by the control module.
MAF Performance Test - OK The scan tool will display OK if no condition is detected. The scan tool will display Malfunction if the
control module detects a condition during the test.
Engine
1.7-3.7 g/s
Idling This parameter indicates the quantity calculated by the control module based on a signal from the MAF
MAF Sensor Engine sensor. The scan tool will display a high value at high engine speeds, and a low value at low engine
speed at 5.5-7.5 g/s speeds.
2 500 RPM
This parameter indicates the frequency signal received from the MAF sensor by the control module. The
MAF Sensor - 1 700-2 100 Hz
scan tool will display a high value at high engine speeds, and a low value at low engine speeds.
MAF Sensor Supply
- ON This parameter displays the commanded state of the MAF sensor supply voltage output.
Voltage Command
MAF Sensor Supply This parameter displays the status of the Supply Voltage Control circuit for the MAF Sensor. The scan
Voltage Control Circuit - OK or Not Run tool displays OK, Malfunction, or Not Run. OK indicates that no circuit malfunctions are detected during
High Voltage Test Status the current test.
Low Voltage Test Status the current test.
Open Test Status the current test.
MAF When Engine This parameter displays the intake mass airflow observed upon initial detection of an overspeed
- g/s
Overspeed Detected condition. This value will be updated upon each subsequent overspeed condition.
Maintenance Mode This parameter displays Maintenance Mode Disabled Due to Low Fuel Level. The scan tool displays Yes
- No
Disabled Low Fuel Level or No.
Maintenance Mode Status - Varies This parameter displays the current status of the Maintenance Mode.
This parameter displays the status of the MAP performance test 1 by the engine control module. The
MAP Performance Test 1 - OK scan tool will display OK if no malfunction is found. The scan tool will display malfunction if the engine
control module detects a malfunction during the test.
This parameter displays the status of the MAP performance test 2 by the engine control module. The
MAP Performance Test 2 - OK scan tool will display OK if no malfunction is found. The scan tool will display malfunction if the engine
control module detects a malfunction during the test.
MAP Sensor - 26-52 kPa (3.7-7.6 PSI) This parameter displays the pressure from the MAP sensor to the engine control module.
MAP Sensor - 0.98-1.42 V This parameter displays the signal voltage from the MAP sensor to the engine control module.
Maximum Engine Speed
This parameter displays the maximum engine speed observed during all overspeed condition and stores
When Engine Overspeed - RPM
this information in the engine control module.
Detected
This parameter displays the commanded state of the malfunction indicator lamp (MIL) control circuit by
MIL Command Vehicle ON ON/OFF
the engine control module (ECM).
This parameter displays the status of the control circuit for the malfunction indicator lamp control (MIL).
MIL Control Circuit High
- OK The scan tool displays OK, Malfunction, or Not Run. OK indicates that no circuit malfunctions are
Voltage Test Status
detected during the current test.
MIL Control Circuit Low
Voltage Test Status
MIL Control Circuit Open
Test Status
This parameter displays the reason the engine control module illuminated the MIL. The scan tool will
MIL Requested Vehicle ON Yes/No display Yes when the MIL is requested as a result of an A or B type DTC. The scan tool will display No if
the MIL is illuminated for another reason, such as transmission DTCs.
This parameter indicates the reason the control module illuminated the MIL. The scan tool will display
MIL Requested by DTC - No Yes when the MIL is requested as a result of an A or B type DTC. The scan tool will display No if the MIL
is illuminated for another reason, such as transmission DTCs.
This parameter displays the status of the Misfire Monitor. The parameter will display Yes when the
Misfire Monitor Complete - No
Misfire Monitor is Complete.
Misfire Monitor Complete This parameter displays the diagnostic monitor completion status during the current driving/monitoring
- Yes/No
This Ignition Cycle cycle.
This parameter displays the status of the Misfire Monitor. The parameter will display Yes when the
Misfire Monitor Enabled - Yes/No
Misfire Monitor is Enabled.
Misfire Monitor Enabled
- Yes/No This parameter displays the diagnostic monitor enable status during the current driving/monitoring cycle.
This Ignition Cycle
Not in Run Mode - No This parameter displays Yes or No if the Run/Crank mode is not active.
Number of DTC(s) - 0 This parameter indicates the number of diagnostic trouble codes (DTCs).
This Parameter displays the enable and completion status during the current driving/monitoring cycle of
O2S/HO2S Monitor Engine
Yes/No each continuous legislated emission related monitor and non continuous legislated emission related
Complete Idling
monitor.
O2S/HO2S Monitor
This parameter displays the diagnostic monitor completion status during the current driving/monitoring
Complete This Ignition - Yes/No
cycle.
Cycle
This Parameter displays the enable and completion status during the current driving/monitoring cycle of
O2S/HO2S Monitor Engine
Yes/No each continuous legislated emission related monitor and non continuous legislated emission related
Enabled Idling
monitor.
O2S/HO2S Monitor
Enabled This Ignition - Yes/No This parameter displays the diagnostic monitor enable status during the current driving/monitoring cycle.
Cycle
Odometer When Engine This parameter displays the vehicle odometer reading in km/miles upon initial detection of an overspeed
- km/miles
Overspeed Detected condition by the engine control module.
Vehicle
Output Shaft Speed This Parameter displays the transmission output speed (the speed at the output of the gear box)
needs to RPM
Sensor determined from the speed measured by the transmission output speed sensor.
be moving
This Parameter displays the state of the System Power Mode. This signal is based upon the state of the
OFF/Accessory/Run/Crank
Power Mode Vehicle ON system power mode received over serial communication from the vehicle electronics. If the serial data
Request
signal not received, the Parameter will display OFF.
Radiator Coolant The temperature of the engine coolant based on a voltage input from the radiator coolant temperature
- 88-105°C (190-221°F)
Temperature Sensor (RCT) sensor to the engine control module.
RCT vs. IAT Sensor
Temperature at Last ECT RCT/IAT Sensors Disagree indicates that the temperature values of the RCT and IAT sensors did not
- Agree, Disagree, Disabled
vs. RCT Malfunction agree at the time of the most recent failure of the ECT/RCT rationality diagnostic (DTC P00B6).
Detection
This parameter displays the status of the operating mode of the control module used to reduce engine
Reduced Engine Power - Inactive power to prevent catalyst converter or engine damage or due to a Throttle Actuator Control (TAC)
system condition.
This parameter displays the last reason that ECM has Commanded Reduced Engine Power. The scan
tool displays one of the following when Reduced Engine Power is commanded:
Reduced Engine Power • TAC DTC
- OK
History • Fan Control DTC
• ECT Overtemperature
• Engine Oil Overtemperature
This parameter displays the amount of fuel remaining in the fuel tank as measured in percentage. The
0-100 % control module determines the amount of fuel remaining in the tank by using information from the fuel
Remaining Fuel in Tank -
level sensors. The scan tool will display a higher value with a full fuel tank, and a lower value with an
Varies
empty fuel tank.
This parameter displays the amount of fuel remaining in the fuel tank as measured in litres (gallons). The
Litres (Gallons) control module determines the amount of fuel remaining in the tank by using information from the fuel
Remaining Fuel in Tank -
level sensor. The scan tool will display a higher value with a full fuel tank, and a lower value with an
Varies
empty fuel tank.
The Short Term values change rapidly in response to the HO2S signal voltages. These changes fine
tune the engine fueling. The Long Term values change in response to the changes in the Short Term.
The Long Term makes coarse adjustments to the fueling in order to recenter and restore control to the
Short Term Fuel Trim - -10 to +10 % Short Term. The Short Term and the Long Term can be monitored with a scan tool. A positive fuel trim
value indicates that the ECM is adding fuel in order to compensate for a lean condition. A negative fuel
trim value indicates that the ECM is reducing the amount of fuel in order to compensate for a rich
condition.
-3 to +99 %
Short Term Fuel Trim Test This parameter displays the short term closed loop fuel correction. This value is compared to
-
Average predetermined thresholds to determine if the fuel trim diagnostic is passing or failing.
Varies
The scan tool displays ON or OFF. The scan tool displays OFF until the ignition is placed into the
Starter Relay Command - OFF
CRANK position.
Starter Relay Control
This parameter displays the status of the control circuit for the starter relay. The scan tool displays OK,
Circuit High Voltage Test - OK
Malfunction, or Not Run. OK indicates that no circuit malfunctions are detected during the current test.
Status
Starter Relay Control
This parameter displays the status of the control circuit for the starter relay. The scan tool displays OK,
Circuit Low Voltage Test - Not Run
Malfunctions, or Not Run. OK indicates that no circuit malfunctions are detected during the current test.
Status
Starter Relay Control This parameter displays the status of the control circuit for the starter relay. The scan tool displays OK,
- OK
Circuit Open Test Status malfunction, or Not Run. OK indicates that no circuit malfunctions are detected during the current test.
-39 to +140°C (-38 to This parameter displays the temperature of the engine coolant on start up based on input to the control
Start Up ECT -
+284°F) module from the ECT sensor 1.
-39 to +140°C (-38 to This parameter displays the temperature of the intake air at start in the air induction system based on
Start Up IAT -
+284°F) input to the control module from the IAT sensor.
This parameter displays that the Service Vehicle Soon lamp is being commanded on due to the
SVS Indicator Command - OFF
malfunction of a non emission related diagnostic test.
This parameter displays the status of TAC control by the control module. The scan tool will display Yes if
TAC Forced Engine
- No the engine has been shut down due to a throttle control malfunction. The scan tool will display No if the
Shutdown
engine has not been shut down by a throttle control malfunction.
This parameter displays the status of the TAC motor driver by the control module. The scan tool will
TAC Motor - Disabled display Enabled if TAC motor operation is allowed. The scan tool will display disabled if the TAC motor is
disabled.
0-100 %
This parameter displays the percentage of the commanded state of the TAC motor by the control
TAC Motor Command -
module.
Varies
0-100 %
Throttle Body Idle Air Flow This parameter displays the amount of airflow compensation in response to engine intake air flow
-
Compensation restrictions.
Varies
This parameter displays the actual throttle position angle indicated by the control module using
Throttle Position - 2-9 %
information from the two Throttle Body sensors.
This parameter displays the status of the throttle position performance test by the control module. The
Throttle Position
- OK scan tool will display OK if no malfunction is found. The scan tool will display Malfunction if the control
Performance Test
module detects a malfunction during the test.
Accelerator
This parameter displays the voltage signal sent to the control module from throttle position sensor 1 of
actuated
Throttle Position Sensor 1 the throttle assembly. The throttle position sensor 1 is a range of values indicating a high voltage when
Accelerator the throttle is closed to a low voltage when the throttle plate is fully open.
actuated
Throttle Position Sensor 1 This parameter displays the learned minimum voltage for throttle position sensor 1 as determined by the
- 0.5-0.71 V
Learned Minimum control module this ignition cycle.
This parameter displays the angle of the throttle position sensor 1 as calculated by the control module
Throttle Position Sensor 1 using the signal from the throttle position sensor 1. The throttle position sensor 1 is a range of values
- 2-6 %
Position indicating a low percentage when the throttle is closed to a high percentage when the throttle is fully
open.
Accelerator
This parameter displays the voltage signal sent to the control module from throttle position sensor 2 of
actuated
Throttle Position Sensor 2 the throttle assembly. The throttle position sensor 2 is a range of values indicating a low voltage when
Accelerator the throttle is closed to a high voltage when the throttle plate is fully open.
actuated
Throttle Position Sensor 2 This parameter displays the learned minimum voltage for throttle position sensor 2 as determined by the
- 0.55-0.75 V
Learned Minimum control module this ignition cycle.
This parameter displays the angle of the throttle position sensor 2 as calculated by the control module
Throttle Position Sensor 2 using the signal from the throttle position sensor 2. The throttle position sensor 2 is a range of values
- 2-6 %
Position indicating a low percentage when the throttle is closed to a high percentage when the throttle is fully
open.
This parameter displays the results of a control module test that compares the signals from the Throttle
Body sensors 1 and 2. The scan tool will display Agree or Disagree. Agree indicates that throttle position
Throttle Position Sensors 1
- Agree sensor 1 and throttle position sensor 2 voltages correspond to the same throttle position. Disagree
and 2
indicates that throttle position sensor 1 and throttle position sensor 2 voltages correspond to different
throttle positions.
Time Since Last Refuel
- Days This parameter displays the amount of time in the form of days since the most recent refuelling event.
Event
This parameter displays how much the ignition spark timing is being retarded to control torque by the
Torque Management control module. The scan tool will display a higher value under extreme torque control conditions such as
- 15-25 Degrees
Ignition Timing Retard spinning wheels. The scan tool will display a lower value under low torque control conditions such as
light driving.
Torque Request Inhibit - Engine This Parameter displays the existing condition in the ECM causing the transmission torque request to be
Yes/No
Fuel Idling limited.
Yes/No
Ignition Timing Idling limited.
Yes/No
Ignition Timing Advance Idling limited.
Yes/No
Minimum Idle Idling limited.
Yes/No
Minimum Torque Idling limited.
Yes/No
TAC Idling limited.
Yes/No
TAC Limit Idling limited.
This parameter displays how much ignition spark timing is being retarded due to all control systems
monitored by the control module. The scan tool will display a high value during extreme conditions such
Total Knock Retard - 0°
as high temperatures and antilock braking. The scan tool will display a lower value during lighter driving
conditions.
This parameter displays the speed of the vehicle as calculated by the transmission control module
Vehicle Speed Sensor - 0 km/h (0 MPH)
(TCM) from information received from the vehicle speed sensor.
Vehicle Speed When
This parameter displays the vehicle speed observed upon initial detection of an overspeed condition by
Engine Overspeed - km/MPH
the engine control module.
Detected
Warm-Ups Since DTC
- Varies This parameter displays the number of warm-ups since the DTC was cleared in counts.
Cleared
This parameter displays the number of warm-up cycles that have occurred without an emission
Warm-Ups without
- Varies malfunction present. The scan tool will display a 0 if a malfunction has occurred. The scan tool will
Emission Malfunctions
display a higher count if a number of warm-up cycles have occurred without an emission malfunction.
This parameter displays the number of warm-up cycles that have occurred without a non-emission
Warm-Ups without Non-
- Varies malfunction present. The scan tool will display a 0 if a malfunction has occurred. The scan tool will
Emission Malfunctions
display a higher count if a number of warm-up cycles have occurred without a non-emission malfunction.
This parameter displays the throttle status commanded by the control module. The scan tool will display
Wide Open Throttle - No Yes if the vehicle throttle is commanded to wide open. The scan tool will display No if the vehicle throttle
is commanded to an amount less than 100 %.
Engine Control Module (ECM) Scan Tool Output Controls

A/C Compressor
This device control is used to activate the Air Conditioning Compressor Clutch.
Clutch Relay
Camshaft Position
Actuator Solenoid This device control is used to override the state of the camshaft position actuator solenoid output.
Valve
Crankshaft Position This device control is used to activate the crankshaft position variation learn software which calculates the reference pulse correction factors for the
Variation Learn misfire diagnostic.
This function disables the selected fuel injector. The normal commanded state is None. The scan tool initiates the test when the following conditions
are met:
Cylinder Power • The engine is operating and the engine idle is stable.
Balance • The vehicle speed is 0 km/h (0 mph).
• There are no vehicle speed sensor DTCs set.
If the fuel injector is disabled after 30 s, fuel injector control is not allowed again on the same fuel injector for 60 s.
This function controls the idle speed override in 25 RPM, 100 RPM, and 500 RPM increments, from the base idle speed to 1 950 RPM. The scan tool
initiates the test when the following conditions are met:
Engine Speed
• The vehicle speed is 0 km/h (0 mph).
• There are no VSS sensor DTCs set.
EVAP Leak Detection
This function turns the EVAP Leak Detection Pump ON and OFF.
Pump Command
EVAP Leak Detection
Pump Switching Valve This device control is used to change the state of the canister vent control valve output from Not Venting or Venting.
Command
This function controls the EVAP purge solenoid valve. The normal commanded state is None. The system will increase or decrease the amount of
purge by changing the duty cycle of the purge valve in 10 % increments within a range of 0-100 %. The scan tool initiates the test when the following
conditions are met:
EVAP Purge Solenoid
Valve • The vacuum level in the EVAP purge system is within range.
• There are no EVAP DTCs set.
• The EVAP system test is not in progress.
• In the correct Power Mode.
This function controls the EVAP vent solenoid. The normal commanded state is None. When commanded ON, the vent valve switches to not venting.
When commanded OFF, the vent valve switches to venting. The scan tool initiates the test when the following conditions are met:
EVAP Vent Solenoid • The vacuum level in the EVAP purge system is within range.
Valve Command • There are no EVAP DTCs set.
• The EVAP system test is not in progress.
• In the correct power mode.
Fuel Control Loop
This device control is used to enable or disable closed loop fuel control.
Status
Fuel Filter Life Reset This device control is used to reset the Fuel Life in the ECM after replacement.
This function enables the fuel injector in order to verify proper fuel injector flow. The ECM will pulse the selected injector when the following
conditions are met:
• All instruction on the scan tool completed.

Fuel Injector Balance
• Fuel injector selected.
• Key ON, engine OFF.
The selected fuel injector can only be flowed or pulsed once per ignition cycle.
This function controls the fuel pump. The normal commanded state is NONE. The scan tool initiates the test when the following conditions are met:
• There are no vehicle speed sensor DTCs set.

Fuel Pump Enable
When commanded ON/OFF, the engine control module (ECM) turns the fuel pump module ON/OFF. If the engine is running and the fuel pump is
commanded OFF, the engine will stall. The system remains in the commanded state for about 2 seconds or until cancelled by the scan tool or the
ECM detects a vehicle speed.
Fuel Trim Enable This function enables or disables the ECM fuel trim learning. The normal commanded state is None.
Fuel Trim Reset This function is used to reset the learned fuel trim values to their initial values.
This function is used to trigger the reset of the learned resistances for the oxygen sensor heaters following a replacement. The learned resistances
HO2S Heater Learn are reset to a calibration used to prevent overheating of the sensors until more accurate resistances may be learned following an extended engine
OFF time.
This function controls the selected HO2S heater. The normal commanded state is None, ON, and OFF. Commanding the HO2S heater ON turns on
the heater driver. The scan tool initiates the test when the following conditions are met:
HO2S Heater Sensor 1 • The engine is operating.

or 2 • The exhaust temperature is within range.
• In the correct power mode.
• The HO2S heaters are not over temperature.
• The ignition voltage is not out of range while commanding the heaters ON.
This device control is used to trigger a service bay procedure to execute the oxygen sensor response test following a sensor replacement in service.
HO2S Test
This procedure is required to set the oxygen sensor inspection and maintenance ready flag.
Idle Ignition Timing Disables and enables idle spark advance with the engine running.
This function is used to control the amount of spark retard. The normal commanded state is None. The system will increase or decrease the amount
Ignition Timing Retard
of spark retard by 1° increments within a range of 0-10° maximum retard. The system remains in the commanded state until cancelled by the tool.
MAF Sensor Supply This device control is used to override the state of the mass air flow sensor supply voltage output.
Voltage Low Side
Driver Command Engine must be running.
This function controls the malfunction indicator lamp (MIL). The normal commanded state is None. When commanded ON or OFF, the ECM turns the
Malfunction Indicator
malfunction indicator lamp (MIL) ON or OFF. This output can also be monitored on the scan tool data parameter MIL Command. The system remains
Lamp (MIL)
in the commanded state until cancelled by the scan tool.
Misfire Graphic This function is used to graph the accumulated misfires occurring in each cylinder. The scan tool allows for a reset of the misfire graph.
Programming History This function displays the history buffer entries for the primary calibration part in the engine controller.
This function controls the throttle valve in 10 % increments. The scan tool initiates the test when the following conditions are met:
• The engine speed is 0 RPM.

Throttle Position
The system remains in the commanded state until cancelled by the scan tool.
Throttle Sweep This function moves the Throttle plate slowly from a closed position to wide open position, aiding diagnosis of TAC motor.


Volt

Fuel Pump Flow Control Module Scan Tool Information

Table 1: Fuel Pump Flow Control Module Scan Tool Data Parameters
Table 2: Fuel Pump Flow Control Module Scan Tool Output Controls
Fuel Pump Flow Control Module Scan Tool Data Parameters
Parameter System State Expected Value Description

Operating Conditions: Vehicle in Service Mode/Engine Idling at Normal Operating Temperature / Vehicle is in Park or Neutral
Desired Fuel Rail Pressure - 306.8 kPa (44.5 psi) This displays kPa (psi). This is the desired fuel rail pressure.
Fuel Pump Command - On The scan tool displays On or Off. This is the current state of the fuel pump command.
Fuel Pump Signal Command - Varies This displays %. This is the commanded fuel pump signal measured in percentage.
Fuel Rail Pressure Sensor - 296.4-310.3 kPa (43-45 psi) This displays kPa (psi). This is the current pressure at the fuel rail pressure sensor.
Fuel Rail Pressure Sensor - 4.90-5.01 Volts This displays Volts. This is the fuel rail pressure sensor voltage.
Ignition 1 Signal - Varies This displays Volts. This is the current ignition 1 signal.
LT Fuel Pump Trim - Varies This displays a numeric value. This is the long term (LT) fuel pump trim.
ST Fuel Pump Trim - Varies This displays a numeric value. This is the short term (ST) fuel pump trim.
Fuel Pump Flow Control Module Scan Tool Output Controls

Fuel Pressure Control This output control is used to control the fuel pressure.
Fuel Pump This output control is used to command the fuel pump ON and OFF.
Fuel Pump Trim Reset This output control is used to reset the fuel pump trim.


Volt

Hybrid Powertrain Control Module 2 Scan Tool Information

Table 1: Battery Charger Control Module Scan Tool Data Parameters
Table 2: Contactor Scan Tool Data Parameters
Table 3: Hybrid/EV/EV Battery Contactor Scan Tool Data Parameters
Table 4: Fuel System Scan Tool Data Parameters
Table 5: HVAC System Scan Tool Data Parameters
Table 6: Hybrid Powertrain Control Module 2 Scan Tool Data Parameters
Table 7: Temperature Scan Tool Data Parameters
Table 8: Voltage Scan Tool Data Parameters
Battery Charger Control Module Scan Tool Data Parameters
Parameter Expected Value Definition

Battery Charging
System High Voltage The status (on/off) of the interlock circuit that is used by the hybrid battery charging system to turn off high
Unknown/Pass/Fail
Interlock Circuit voltage circuits to prevent persons from getting hurt in case of service repairs.
Status
Battery Charging
This interlock circuit is used by the hybrid battery charging system to turn off high voltage circuits to prevent
System High Voltage De-energised/Energised
persons from getting hurt in case of service repairs.
Interlock Circuit
Battery Charger Input Volts Battery Charger Control Module Input voltage or current.
Battery Charger Input Amps Battery Charger Control Module Input voltage or current.
Battery Charging
System Operating Not OK/OK Indicates if the situation under which the battery charging system is operating are in range to allow charging.
Conditions
Battery Charger Input
No/Yes Indicates the battery charging system is connected to 120V AC.
120V AC
Battery Charger Input
No/Yes Indicates the battery charging system is connected to 240V AC.
240 VAC
Hybrid/EV battery
Pack at Maximum Yes/No Indicates the Hybrid/EV Battery pack is at the maximum allowable voltage.
Voltage
Battery Charging
Not OK/OK Components that make up the system which allows the battery to be charged.
System
Battery Charging Sensors that monitor the status of the components that make up the system which allows the battery to be
Not OK/OK
System Sensors charged.
Battery Charging
System Contactor Yes/No Indicates if the battery charging system contactors (relays) are being prevented from closing.
Inhibit
Battery Charging
Yes/No Indicates if battery charging of the hybrid system is permissible by the control module.
Allowed
This string is used to describe a Status or Setting. Indicates an electronic system is in the process of being
Charging Inactive/Active
energised
Hybrid/EV battery
Pack Charging Complete/Incomplete Indicates if the Hybrid/EV Battery pack charging has completed or not.
Process Status
Battery Charging
Not Expired/Expired The timer that allows charging to be delayed to a later time. For hybrid vehicles.
Delay Timer
Battery Charging Run
Expired/Not Expired The timer for maximum charging time.
Timer
Battery Charger
Discharged/Charged Energy storage devices within the battery charger.
Capacitors
Battery Charging
System Receptacle Inactive/Active/Low/High/Invalid Switch at the receptacle where the vehicle is plugged in for battery charging.
Switch
Battery Charging
System Receptacle Closed/Open/Unknown Door at the receptacle where the vehicle is plugged in for battery charging.
Door
Battery Charger High
kW Battery Charger Control Module high voltage or current output.
Output
Battery Charger Low
kW Battery Charger Control Module low voltage or current output.
Output
Voltage Power kW The maximum battery charger power output available for hybrid battery pack charging. In kW.
Output Available
Battery Charger
kW The maximum power available at the battery charger plug receptacle coming from a wall outlet.
Power Input Available
Hybrid/EV battery
Pack Charging Inactive/Active The request to charge the Hybrid/EV Battery pack.
Request
Battery Charger Total
The maximum battery charger power output available for low voltage battery and hybrid battery pack
Power Output Watts
charging
Available
Hybrid/EV battery
Watts The maximum Hybrid/EV Battery pack charge power in Watts.
Pack Charging Limit
Volts Battery Charger Control Module high voltage or current output.
Output
Amps Battery Charger Control Module high voltage or current output.
Output
Battery Charger Low
Volts Battery Charger Control Module low voltage or current output.
Output
Battery Charger Low
Amps Battery Charger Control Module low voltage or current output.
Output
Battery Charger
Degrees C Battery Charger Control Module temperature.
Temperature
Voltage Energy The energy (kWh) the battery charger has pumped into the high voltage hybrid battery pack during the last
kW-Hr
Output During Last charge event.
Charge
Battery Charging
System Indicator Inactive/Waiting/Charging/Complete/Error Status of the charging system indicator (LEDs/Bulbs/Icons) on the dash of the vehicle.
Status
The proximity detection circuit is used as a means to detect the presence of the EV Connector, upon initial
Proximity Detection insertion of the EV Connector into the EV Inlet and before any electrical contact is established, at the point
Volts
Circuit where damage could occur to the Coupler if the vehicle were moved. The means shall provide a signal to
activate the vehicle control system and interlock the vehicle drive system.
Contactor Scan Tool Data Parameters
Expected
Parameter Value Definition
Hybrid/EV Battery
Pack Positive Closed/Open Serial data command to control the contactor (relay) on the (+) side of the Hybrid/EV Battery pack.
Contactor Command
Hybrid/EV Battery
Pack Negative Closed/Open Serial data command to control the contactor (relay) on the (-) side of the Hybrid/EV Battery pack.
Contactor Command
Hybrid/EV Battery Serial data command to control the operation of the Hybrid/EV Battery pack precharge transistor. A transistor is a component that
Pack Precharge Closed/Open amplifies a signal or opens or closes a circuit. Pre-charge of the powerline voltages in a high voltage DC application is a preliminary
Transistor Command mode which current-limits the power source such that a controlled rise time of the system voltage during power up is achieved.
Hybrid/EV Battery
Pack Multifunction Closed/Open Serial data command for the contactor (relay) that has more than one function on the Hybrid/EV Battery pack.
Contactor Command
Battery Charging
System Positive Closed/Open Serial data command to control the contactor (relay) on (+) side of the battery charging system.
Contactor Command
Battery Charging
System Negative Closed/Open Serial data command to control the contactor (relay) on (-) side of the battery charging system.
Contactor Command
Hybrid/EV/EV Battery Contactor Scan Tool Data Parameters
Expected
Hybrid/EV Battery System
Pre-charge of the powerline voltages in a high voltage DC application is a preliminary mode which current-limits the power source
Precharge Current Too No/Yes
such that a controlled rise time of the system voltage during power up is achieved.
High
Shutdown Mode is the operational state while the system is turning off. Eg. when a PC is commanded to turn itself off, it takes a while
Shutdown Mode Yes/No
until it actually turns off. In that time it is in Shutdown Mode.
Hybrid/EV Battery System A Control module used to regulate the battery voltage on a hybrid car. (Sometimes uses the acronym BECM). 'Precharge' is a method
Yes/No
Precharge Time Short used to gradually bring the Hybrid/EV Battery circuit up to high voltage without electrical damage to components caused by arching.
Hybrid/EV Battery System
Yes/No The time allowed to initially charge a high voltage circuit has not taken too long.
Precharge Time Too Long
Symptom description that is displayed behind DTCs. This sub type is used for failures where the ECU does not detect any motion
Stuck Open No/Yes
upon commanding the operation of a motor, soleniod, relay, etc., to close some piece of equipment.
This string is used to describe a Status or Setting. The state of a component when it's heat content is above the normal acceptable
Overtemperature Yes/No
range.
Discharging Yes/No This string is used to describe a Status or Setting. Indicates a state in which a charge or load is in the process of being relieved
Hybrid/EV Powertrain
Yes/No Indicates the hybrid system control module is requesting the engine be operated with all cylinders enabled.
Control Module Request
Crash Event Detected Yes/No This parameter contains a value indicating whether a crash has been detected by the control module.
High Voltage Interlock If the cover for the high voltage cables is removed, the interlock ciruit opens the high voltage circuit to make working on the high
Yes/No
Circuit voltage cables safe.
Indicates the reason the module that controls the movement of the rear closure is not functioning. In this instance it is because the air
Airbag Deployed Yes/No
bag is deployed.
Fuel System Scan Tool Data Parameters

Fuel Tank Pressure KPa A sensor used to measure the amount of pressure created in the fuel tank.
Off/Waiting/Ready to
Refuel System Status The state of the system used while refuelling the vehicle, e.g. tank ventilation.
Refuel/Invalid
Refuel Request Inactive/Active State of the refuel system request.
The switch for the driver to indicate to the refuel system that adding fuel to the vehicle is about to
Refuel Request Switch Inactive/Active/Unknown
happen.
Refuel System Vent Requested No/Yes Indicates if the system that is used when refuelling the vehicle is asked to vent (depressurise) itself.
Refuel System Vented No/Yes Indicates if the system that is used when refuelling the vehicle is vented (depressurised).
Service Refuel System
Off/On Malfunction indicator (LED, bulb, icon) of the system used for refuelling.
Indicator
Fuel Door Indicator Off/On Indicator (LED, bulb, icon) for the fuel filler door
Fuel Door Position Open/Closed/Unknown The state of the fuel filler door (open, closed, unknown)
Fuel Door Lock Unlocked/Locked/Unknown The mechanism that secures the fuel filler door.
HVAC System Scan Tool Data Parameters

Electric A/C
Compressor
This electric power is need by
Power
the Electric A/C Compressor
Request for kW
motor to cool the Hybrid/EV
Hybrid
Battery Pack.
Battery Pack
Cooling
Electric A/C
The power command from the
Compressor
Hybrid Powertrain Control
Power
Module 2 to the (electric) A/C
Command for kW
compressor to provide
Hybrid
Hybrid/EV Battery pack
Battery Pack
cooling.
Cooling
Electric A/C
Compressor Amount of power the A/C
Power compressor has requested
Request for kW from the hybrid battery pack to
Passenger provide passenger
Compartment compartment cooling.
Cooling
Electric A/C
The power command from the
Compressor
Hybrid Powertrain Control
Power
Module 2 to the A/C
Command for kW
compressor to provide
Passenger
passenger compartment
Compartment
cooling.
Cooling
A/C Command from HVAC
Compressor RPM controller on how fast the
Speed compressor should run (rpm)
This string indicates the state
Allowed, High Side Pressure Out of Range, Ambient Air Temperature Out of Range, Battery Voltage Out of Range, Coolant
of the air conditioning
Temperature Out of Range, HVAC Blower Off, Engine Off, A/C Not Requested, Low Pressure Switch Open, A/C Evaporator
compressor clutch. A/C clutch
A/C Temperature Sensor Out of Range, Hybrid Electronics Coolant Temperature Out of Range, Transmission Fluid Temperature
which controls the amount of
Compressor Out of Range, Error, A/C Compressor Command, Electric A/C Compressor Control Module Malfunction, Control Function
rotation in the compressor
Clutch Status Active, A/C Refrigerant High Side Pressure Malfunction, Low Refrigerant Pressure Detected, Engine Overspeed, A/C
which creates the pressure in
Evaporator Temperature, Shutdown Mode, A/C Compressor Power Limit, A/C Low Side Pressure, Low Refrigerant Pressure
the system used to create cold
Detected, Engine Overspeed, Shutdown Mode, A/C Compressor Power Limit, A/C Low Side Pressure
air.
In a pneumatic or hydraulic
A/C Low system that has a high
Side pressure part and a low
kPa
Pressure pressure part, the pressure of
Sensor the low side is monitored by
this sensor.
In a pneumatic or hydraulic
A/C Low system that has a high
Side pressure part and a low
Volts
Pressure pressure part, the pressure of
Sensor the low side is monitored by
this sensor.
This parameter indicates the
Ambient Air
Degrees C temperature of the air
Temperature
surrounding the vehicle.
A/C Displays the amount of power
Compressor No/Yes the A/C compressor is allowed
Power Limit to use in kW.
Passenger
Compartment Indicates if the passenger
Heater No/Yes compartment heater power is
Power limited this ignition cycle.
Limited
This indicates the temperature
A/C
(degrees of heat) of the air
Evaporator Degrees C
conditioning system's
Temperature
evaporator.
Hybrid Powertrain Control Module 2 Scan Tool Data Parameters

Distance With MIL
km The accumulated distance driven with the malfunction indicator lamp (MIL) on.
On
This parameter contains the number of OBD defined warm-up cycles since the last time codes were cleared with a scan
Warm-Ups Since tool or, when applicable, with a battery disconnect. A warm up means that the engine started from a cold start condition
Counts
DTC Cleared (which is some calibrated value which is usually around 70 or 80 degrees F) and warms to operating temperature in a
single key cycle.
Distance Since DTC This parameter displays the distance in miles or kilometres since engine control module diagnostic trouble codes
km
Cleared (DTCs) have been cleared using the service tool (tech 2 or aftermarket).
Ambient Air
Degrees C This parameter indicates the temperature of the air surrounding the vehicle.
Temperature
Ignition 1 Signal Volts This is the name for a circuit between the engine control module and the battery via the ignition switch.
High Voltage System A low voltage circuit used to provide safety against high voltage exposure. If the low voltage circuit is opened the high
De-Energised/Energised
Interlock Circuit voltage circuit will be disabled.
High Voltage System
The status (on/off) of the iInterlock circuit used to turn off high voltage circuits to prevent persons from getting hurt in
Interlock Circuit Unknown/Pass/Failed
case of service repairs.
Status
Battery Charging
System High Voltage The status (on/off) of the interlock circuit that is used by the hybrid battery charging system to turn off high voltage
Unknown/Pass/Fail
Interlock Circuit circuits to prevent persons from getting hurt in case of service repairs.
Status
Battery Charging
This interlock circuit is used by the hybrid battery charging system to turn off high voltage circuits to prevent persons
System High Voltage De-energised/Energised
from getting hurt in case of service repairs.
Interlock Circuit
Isolation Test The control unit tests the high voltage lines for shorts. This is the resistance to ground that has been detected (is infinite
kOhm
Resistance if isolation is OK).
Open/Closed/Low
Bonnet Ajar Switch This string refers to the electronic device that warns when the engine compartment metal cover is slightly open.
Voltage/High Voltage/Invalid
High Voltage System Running/Not Indication of the diagnostic test status which detects if the High Voltage circuit is electrically isolated from the chassis
Isolation Test Status Running/Incomplete/Complete (ground).
Battery Charging
Indication of the diagnostic test status which detects if the Hybrid/EV Battery Charging System is electrically isolated
System Isolation Test Passed/Failed
from the chassis (ground).
Status
Hybrid/EV Battery
Indication of the diagnostic test status which detects if the Hybrid/EV Battery Pack is electrically isolated from the
Pack Isolation Test Passed/Failed
chassis (ground).
Status
Off/Accessory/Run/Crank The state of the electrical system on the vehicle depending on the position of the ignition switch.This indicates the
Power Mode
Request status of the ignition switch.
Temperature Scan Tool Data Parameters

This parameter indicates the temperature of the air
Ambient Air Temperature Degrees C
surrounding the vehicle.
The Hybrid/EV Battery contains many individual hybrid
Maximum Hybrid/EV Battery Module
Degrees C batteries wired in series. This is the temperature of the
Temperature
Hybrid/EV Battery module with the highest temperature.
The Hybrid/EV Battery contains many individual hybrid
Minimum Hybrid/EV Battery Module
Degrees C batteries wired in series. This is the temperature of the
Temperature
Hybrid/EV Battery module with the lowest temperature.
Average Hybrid/EV Battery Pack Displays an average temperature of the Hybrid/EV Battery
Degrees C
Temperature obtained from the ECM.
The first of two sensors used to monitor the temperature of
Hybrid/EV Battery Pack Coolant
Degrees C coolant used to maintain Hybrid/EV Battery temperatures is
Temperature Sensor 1
not functioning properly.
The second of two sensors used to monitor the temperature
Hybrid/EV Battery Pack Coolant
Degrees C of coolant used to maintain Hybrid/EV Battery temperatures
Temperature Sensor 2
is not functioning properly.
Hybrid/EV Battery Pack Coolant Pump Serial data command to control the pump motor for the
%
Command coolant of the Hybrid/EV Battery.
Hybrid/EV Battery Pack Coolant Pump Measured speed in RPM of the pump for the Hybrid/EV
%
Feedback Battery coolant.
Hybrid/EV Battery Pack Coolant Pump
RPM Hybrid/EV Battery pack coolant pump speed in RPM.
Speed
Hybrid/EV Battery Pack Coolant Control Serial data command to control the solenoid valve that
100%,90%,80%,70%,60%,50%,40%,30%,20%,10%,Normal,Bypass
Solenoid Valve Command controls the coolant flow through the Hybrid/EV Battery pack.
Hybrid/EV Battery Pack Coolant Control
100%,90%,80%,70%,60%,50%,40%,30%,20%,10%,Normal,Bypass Measured position of the solenoid valve.
Solenoid Valve Feedback
Hybrid/EV Battery Pack Coolant Control Indicates if the learning procedure for the solenoid valve was
Not Run/Running/Complete/Error
Solenoid Valve Learn Status executed by the control module.
Hybrid/EV Electronics Coolant Temperature of the coolant within the hybrid electronics
Degrees C
Temperature cooling system.
Hybrid/EV Electronics Coolant Pump Serial data command to control the pump motor for the
%
Command coolant of the hybrid electronics.
Hybrid/EV Electronics Coolant Pump Measured speed of the pump for the coolant of the hybrid
%
Feedback powertrain electronics.
Hybrid/EV Electronics Coolant Pump Speed of the pump motor for the coolant of the hybrid
RPM
Speed electronics.
The command to control the speed of the 14V power module
14V Power Module Fan %
fan.
14 Volt Power Module Fan Feedback % Measured speed of the fan for the module that supplies 14V.
14V Power Module Fan Speed RPM Speed of the cooling fan for the module that supplies 14V.
Hybrid/EV Battery Pack Heater Power Serial data command to control the heater for the Hybrid/EV
kW
Command Battery pack.
Hybrid/EV Battery Pack Heater Power Serial data command to control the heater for the Hybrid/EV
%
Command Battery pack.
Hybrid/EV Battery Pack Heater Power Amount of power the Hybrid/EV Battery pack heater has
kW
Request requested to provide Hybrid/EV Battery pack heating.
Hybrid/EV Battery Pack Heater Power Inicates if the Hybrid/EV Battery pack heater power is limited
No/Yes
Limited this ignition cycle.
Serial data command to control the solenoid valve that
Passenger Compartment Heater Coolant
% controls the coolant flow through the heater core for the
Control Solenoid Valve Command
passenger compartment.
Measured position of the solenoid valve that controls the
Passenger Compartment Heater Coolant
% coolant flow through the heater core for the passenger
Control Solenoid Valve Feedback
compartment.
Passenger Compartment Heater Coolant Status of the passenger compartment heater coolant control
Not Learned/Learned
Control Solenoid Valve Learn Status solenoid valve learn.
This displays either in percentage or commanded state of
Cooling Fan Motor Command %
the engine cooling fan.
Voltage Scan Tool Data Parameters

High Voltage System De- A low voltage circuit used to provide safety against high voltage exposure. If the low voltage circuit is opened the high
Interlock Circuit energised/Energised voltage circuit will be disabled.
High Voltage System The status (on/off) of the iInterlock circuit used to turn off high voltage circuits to prevent persons from getting hurt in case
Unknown/Pass/Failed
Interlock Circuit Status of service repairs.
Battery Charging System
The status (on/off) of the interlock circuit that is used by the hybrid battery charging system to turn off high voltage circuits
High Voltage Interlock Unknown/Pass/Fail
to prevent persons from getting hurt in case of service repairs.
Circuit Status
Battery Charging System
De- This interlock circuit is used by the hybrid battery charging system to turn off high voltage circuits to prevent persons from
High Voltage Interlock
energised/Energised getting hurt in case of service repairs.
Circuit
Volts The electrical potential of the Hybrid/EV Battery.
Voltage
The Hybrid/EV Battery contains many individual hybrid batteries wired in series. The battery energy control module
Minimum Hybrid/EV Battery
Volts (BECM) measures voltage across the Hybrid/EV Battery modules in pairs. This parameter displays the minimum voltage
Module Voltage
measured at any of the module pairs during the current ignition cycle.
Hybrid/EV Battery Voltage
Sensor Number Index-number of the Hybrid/EV Battery voltage sensor that is reporting the lowest voltage.
Sensor with Minimum Value
Maximum Hybrid/EV Battery
Volts This parameter displays the maximum voltage monitored during the current ignition cycle.
Module Voltage
Sensor with Maximum Sensor Number Index-number of the Hybrid/EV Battery voltage sensor that is reporting the highest voltage.
Value
Volts The Hybrid/EV Battery pack maximum voltage allowed.
Maximum Voltage
Volts The Hybrid/EV Battery pack minimum voltage allowed.
Minimum Voltage
Volts The average voltage of all sensor readings within the Hybrid/EV Battery Pack.
Sensor Average
% The available capacity remaining in a Hybrid/EV Battery
State of Charge
Minimum State of Charge % Minimum permissable Hybrid/EV Battery pack state of charge. The battery must not be discharged below this limit.
Limit
Indicates the maximum allowed state of charge (%) of the Hybrid/EV Battery pack. (Might be reduced at cold
Maximum State of Charge %
temperatures).
Limit
% The reading on the Hybrid/EV Battery pack state of charge gauge located on the dash of the vehicle.
State of Charge Gauge
Ohms The Hybrid/EV Battery resistance value in ohms.
Resistance
Amps This indicates the amount of Hybrid/EV Battery current is in amperage
Current
Maximum Discharge Amps The Hybrid/EV Battery pack highest discharge current allowed.
Current Limit
14V Power Module Power
Available From Hybrid/EV kW The amount of power (kW) being supplied from the Hybrid/EV Battery Pack to the 14V Power Module.
Battery Pack
Hybrid/EV/EV Battery
Ah Measures the capacity of the battery
Capacity


Volt

Inflatable Restraint Passenger Presence System Scan Tool Information

Sensing and Diagnostic Module Scan Tool Data Parameters
Expected
Varies, 8
Base Model
Digit The scan tool displays the part number of the PPS module which is stored in non volatile memory.
Part Number
Number
Battery
Volts The scan tool will display battery voltage.
Voltage
Varies, 8
Calibration
Digit The scan tool displays the part number of the calibration file in the PPS module.
Part Number
Number
Varies, 8
End Model
Digit The scan tool displays the part number of the PPS module in production.
Part Number
Number
Manufacturer's Varies, 16
Traceability Digit The scan tool displays the 16 digit traceability number in the PPS module.
Number Number
The scan tool displays Unknown, Calibration Mode, Empty Seat, Small Occupant Type 1, Small Occupant Type 2, Small Occupant Type 3,
Passenger Small Occupant Type 4, Large Occupant Type 1, Large Occupant Type 2, Large Occupant Type 3, Large Occupant Type 4, Module Setup, Not
Empty Seat
Classification Available, Child Seat Facing Rearward, Child Seat Facing Forward, Child Seat Facing Unknown Direction. This is the state of what occupies the
passenger seat, as monitored by the passenger presence system.
Passenger
Presence
Hex Value The scan tool indicates the primary key Hex value.
Module
Primary Key
Passenger
Presence
System Yes/No The PPS module will report if there are DTCs set in the passenger presence module.
Reporting
DTC(s)
Passenger
Seat The scan tool displays Undefined, Empty Seat, Occupied, or Invalid. This is the state of the passenger seat if it is occupied or empty and
Empty Seat
Occupancy monitored by the passenger presence system.
Status
Off /
Accessory /
Power Mode The scan tool will display the power mode of the vehicle.
Run / Crank
Request
Primary Key
Valid/Invalid The scan tool displays Valid if the primary key matches what is stored to memory in the PPS module.
Status
Received
Hex Value The scan tool displays a Hex value indicating the PPS module received primary key data.
Primary Key
Varies, 8
Software Part
Digit The scan tool displays the software part number in the PPS module.
Number
Number


Volt

Inflatable Restraint Sensing and Diagnostic Module Scan Tool Information

Sensing and Diagnostic Module Scan Tool Data Parameters

2nd Row Left Seat Belt Reminder
Disabled/Enabled The scan tool displays if the left rear seat belt reminder sensor pad is enabled to the SDM.
Sensor Pad Enable Status
2nd Row Left Seat Belt Reminder The scan tool displays Learned or Not Learned. Learned is displayed if the left rear seat belt reminder sensor
Learned/Not Learned
Sensor Pad Learn Status pad has been learned by the SDM.
The scan tool displays Buckled or Unbuckled. This is the state of the left rear seat belt switch when the seat
2nd Row Left Seat Belt Status Buckled/Unbuckled
belt is buckled or unbuckled.
2nd Row Middle Seat Belt Reminder
Disabled/Enabled The scan tool displays if the rear middle seat belt reminder sensor pad is enabled to the SDM.
2nd Row Middle Seat Belt Reminder The scan tool displays Learned or Not Learned. Learned is displayed if the rear middle seat belt reminder
Learned/Not Learned
Sensor Pad Learn Status sensor pad has been learned by the SDM.
The scan tool displays Buckled or Unbuckled. This is the state of the middle rear seat belt switch when the
2nd Row Middle Seat Belt Status Buckled/Unbuckled
seat belt is buckled or unbuckled.
2nd Row Middle Seat Belt Reminder
Disabled/Enabled The scan tool displays if the rear right seat belt reminder sensor pad is enabled to the SDM.
2nd Row Middle Seat Belt Reminder The scan tool displays Learned or Not Learned. Learned is displayed if the rear right seat belt reminder
Learned/Not Learned
The scan tool displays Buckled or Unbuckled. This is the state of the right rear seat belt switch when the seat
2nd Row Right Seat Belt Status Buckled/Unbuckled
The scan tool will display On or Flashes if there is a problem with the SIR system. Any problems within the
Air Bag Malfunction Indicator On/Off/Flashes
SIR system will illuminate the air bag indicator. The indicator will either flash or stay on.
Base Model Part Number Varies, 8 Digit Number The scan tool displays the part number of the SDM which is stored in non volatile memory.
Calibration Part Number Varies, 8 Digit Number The scan tool displays the part number of the calibration file in the SDM.
Deployment Loop 1-18 Enable Status Enabled/Disabled The scan tool displays Enabled or Disabled. This is the status of the air bag or pretensioner.
The scan tool displays Learned or Not learned. Learned is displayed if the SDM has defined the number loop
Deployment Loop 1-18 Learn Status Learned/Not Learned
programmed from an air bag or pretensioner.
The scan tool displays the resistance of the learned loop of the air bag or pretensioner when connected to
Deployment Loop 1-18 Resistance 1.44-4.25 Ohms
the SDM.
Deployment Loop 1-18 Type Varies The scan tool displays the name of the air bag or pretensioner associated with the loop type 1-18.
The scan tool displays On if this indicator is on. If the indicator is on it means the seat belt has not been
Driver Seat Belt Reminder Indicator On/Off
buckled.
Driver Seat Belt Sensor Enable
Enabled/Disabled The scan tool displays if the seat belt sensor in the seat belt buckle is enabled to the SDM.
Status
The scan tool displays Learned or Not Learned. Learned is displayed if the driver seat belt sensor has been
Driver Seat Belt Sensor Learn Status Learned/Not learned
learned by the SDM.
The scan tool displays Buckled or Unbuckled. This is the state of the driver seat belt switch when the seat
Driver Seat Belt Status Buckled/Unbuckled
Driver Seat Position Sensor Rearward/Forward The scan tool will display if the driver seat is forward or rearward of the sensor set position.
Driver Seat Position Sensor Enable
Enabled/Disabled The scan tool displays if the seat position sensor is enabled to the SDM.
Status
Driver Seat Position Sensor Learn The scan tool displays Learned or Not Learned. Learned is displayed if the driver seat position sensor has
Learned/Not Learned
Status been learned by the SDM.
End Model Part Number Varies, 8 Digit Number The scan tool displays the part number of the SDM in production.
Impact Sensor 1-8 Enable Status Enabled/Disabled The scan tool displays Enabled or Disabled This is the status of the impact sensor.
The scan tool displays Learned or Not learned. Learned is displayed if the SDM has learned and has
Impact Sensor 1-8 Learn Status Learned/Not Learned
assigned a number to that impact sensor.
Impact Sensor 1-8 Type Equipped/Not Equipped The scan tool displays the name of the impact sensor associated with the type 1-8.
Inflatable Restraint Sensing and
Hex Value The scan tool indicates the primary key Hex value.
Diagnostic Module Primary Key
Manufacturer's Traceability Number Varies, 16 Digit Number The scan tool displays the 16 digit traceability number in the SDM.
Module Setup Incomplete/Complete The scan tool indicates if the SDM is set up.
Passenger Air Bag Disabled Switch On/Off The scan tool displays Off when the customer manually turns the passenger airbag off with this switch.
The scan tool displays Off when the passenger indicator is not illuminated. This indicator is off when the
Passenger Air Bag Off Indicator On/Off
disable switch is in the off position or no one is sitting in the passenger seat.
The scan tool displays On when the passenger indicator is illuminated. This indicator is on when the disable
Passenger Air Bag On Indicator On/Off
switch is in the on position and someone is sitting in the passenger seat.
Passenger Air Bag Status Enabled/Disabled The scan tool displays if the passenger air bag is enabled to the SDM.
Passenger Air Bag Disable Indicator
Enabled/Disabled The scan tool displays if the passenger air bag disable indicator is enabled to the SDM.
Enable Status
Passenger Air Bag Disable Indicator The scan tool displays Learned or Not Learned. Learned is displayed if the SDM has learned the status of
Learned/Not Learned
Learn Status the passenger air bag disable indicator.
Passenger Air Bag Disable Switch
Enabled/Disabled The scan tool displays if the passenger air bag disable switch is enabled to the SDM.
Enable Status
Passenger Air Bag Disable Switch The scan tool displays Learned or Not Learned. Learned is displayed if the SDM has learned the status of
Learned/Not Learned
Learn Status the passenger air bag disable switch.
Passenger Air Bag Enable Indicator
Enabled/Disabled The scan tool displays if the passenger air bag enable indicator is enabled to the SDM.
Enable Status
Passenger Air Bag Enable Indicator The scan tool displays Learned or Not Learned. Learned is displayed if the SDM has learned the status of
Learned/Not Learned
Learn Status the passenger air bag enable indicator.
Passenger Classification 00-07 The scan tool will display what type of individual is sitting in the passenger seat.
Passenger Presence Detection
Enabled/Disabled The scan tool displays if the passenger presence system is enabled to the SDM.
System Enable Status
Passenger Presence Detection The scan tool displays Learned or Not Learned. Learned is displayed if the SDM has learned the passenger
Learned/Not Learned
System Learn Status presence system.
Passenger Presence Detection
Yes/No The SDM will report if there are DTCs set in the passenger presence module.
System Reporting DTC(s)
Passenger Seat Belt Reminder The scan tool displays On if this indicator is on. If the indicator is on it means the seat belt has not been
On/Off
Indicator buckled.
Passenger Seat Belt Reminder
Disabled/Enabled The scan tool displays if the passenger seat belt reminder indicator is enabled to the SDM.
Indicator Enable Status
Passenger Seat Belt Reminder The scan tool displays Learned or Not Learned. Learned is displayed if the passenger seat belt reminder
Learned/Not Learned
Indicator Learn Status indicator has been learned by the SDM.
Passenger Seat Belt Reminder
Disabled/Enabled The scan tool displays if the passenger seat belt reminder sensor pad is enabled to the SDM.
Passenger Seat Belt Reminder The scan tool displays Learned or Not Learned. Learned is displayed if the passenger seat belt reminder
Learned/Not Learned
Passenger Seat Belt Sensor Enable
Enabled/Disabled The scan tool displays if the seat position sensor is enabled to the SDM.
Status
Passenger Seat Belt Sensor Learn The scan tool displays Learned or Not Learned. Learned is displayed if the passenger seat belt sensor has
Learned/Not learned
Status been learned by the SDM.
The scan tool displays Buckled or Unbuckled. This is the state of the passenger seat belt switch when the
Passenger Seat Belt Status Buckled/Unbuckled
seat belt is buckled or unbuckled.
Passenger Seat Occupancy Status Empty Seat/Occupied The scan tool displays Occupied if someone is sitting in the passenger seat.
Passenger Seat Position Sensor Rearward/Forward The scan tool will display if the passenger seat is forward or rearward of the sensor set position.
Passenger Seat Position Sensor
Disabled/Enabled The scan tool displays if the passenger seat position sensor pad is enabled to the SDM.
Enable Status
Passenger Seat Position Sensor The scan tool displays Learned or Not Learned. Learned is displayed if the passenger seat position sensor
Learned/Not Learned
Learn Status has been learned by the SDM.
Off/Accessory/Run/Crank
Power Mode The scan tool will display the power mode of the vehicle.
Request
Primary Key Status Valid/Invalid The scan tool displays Valid if the primary key matches what is stored to memory in the SDM.
Primary Key Status Last Ignition
Invalid/Valid The SDM checks to see if the primary key data received is valid.
Cycle
Received Primary Key Hex Value The scan tool displays a Hex value indicating the SDM received primary key data.
Rollover Sensor Enable Status Disabled/Enabled The scan tool displays if the rollover sensor is enabled to the SDM.
The scan tool displays Learned or Not Learned. Learned is displayed if the rollover sensor has been learned
Rollover Sensor Learn Status Learn/Unlearn
by the SDM.
The SDM either accepts the security code or it does not. The scan tool displays Yes if the security code has
Security Code Accepted Yes/No
been accepted by the SDM.
Security Code Lockout Yes/No The scan tool displays Yes if the SDM has been locked out because of the security code not being accepted.
Security Code Lockout Active Timer Random Value The SDM uses a timer before the security code is locked in the SDM.
Security Code Programmed Yes/No The scan tool displays Yes if the SDM has been programmed with the security code.
Security Code Programming Counter Random Value The SDM uses a counter for the value of the security code programming.
Security Code Reset Counter Random Value The SDM uses a counter to reset the value of the security code.
Software Part Number Varies, 8 Digit Number The scan tool displays the software part number in the SDM.
Vehicle Identification Number Varies, 17 Digit Number The VIN number of the vehicle programmed into the SDM.
VIN Programmed Yes/No The scan tool displays Yes if the VIN has been programmed into the SDM.
VIN Programming Counter Random Value The SDM uses this counter while programming the VIN.


Volt

Instrument Cluster Scan Tool Information

Table 1: Instrument Cluster Scan Tool Data Parameters
Table 2: Instrument Cluster Scan Tool Output Controls
Instrument Cluster Scan Tool Data Parameters

Ambient Air Temperature 15 °C The scan tool displays outside temperature in °C.
Battery Voltage 12-14 V The scan tool displays Volts. This is the current battery voltage signal.
Coolant Level Switch Open The scan tool displays either Open, Closed, or Not Available.
Driver Information Centre Switch Active/Inactive The scan tool displays Active or Inactive. This is the state of the driver information centre reset switch.
Varies The scan tool displays Volts. This is the current driver information centre switch input voltage.
Driver Information Centre Switch
Inactive The scan tool displays either Inactive, Up, Down, or Menu. This is the state of the driver information centre switch.
Engine Speed Varies The scan tool displays the engine RPM.
Odometer Lock Status Active/Inactive The scan tool displays Active or Inactive. Active means the odometer is locked.
Washer Fluid Level Switch Open The scan tool displays either Open, Closed, or Not Available.
Vehicle Speed Varies The scan tool displays the vehicle speed.
Instrument Cluster Scan Tool Output Controls

All Indicators This function is used to command all the indicators ON or OFF.
CAN Bus Configuration Learn This function is used to Reset the source ID for low speed CAN Bus communications.
Driver Information Centre Dimming This function is used to command the dimming of the driver information display to Increase or Decrease by 10%.
Driver Information Centre Options This function is used to command the driver information centre buttons using the scan tool.
Driver Information Centre Segments This function is used to command the driver information centre segments ON and OFF.
Instrument Cluster Gauge Sweep Since there are no gauges, the instrument cluster will go through a screen test sequence instead of sweeping the gauges.

Volt

Keyless Entry Control Module Scan Tool Information

Keyless Entry Control Module Scan Tool Data Parameters
Expected
Battery Voltage V This parameter indicates the battery voltage as measured at the module
Driver Door Ajar Switch Active/Inactive This parameter indicates that the driver door is ajar; it is open, but the safety latch is engaged.
Driver Door Open Switch Active/Inactive This parameter indicates that the driver door is more than just ajar, it is open.
Driver Door Unlock Switch Active/Inactive This parameter indicates if the driver door is locked or unlocked.
Exterior Driver Door Handle This switch begins the challenge and response to determine if the door should be unlocked. If the vehicle responds correctly to
Active/Inactive
Switch the challenge, the door will be unlocked or unlatched.
Exterior Driver Door Handle Active, This is a capacitive proximity sensor on the exterior of the driver door handle. It allows the user to lock the door by pressing a
Proximity Sensor Inactive, Fault small rectangle on the outside of the door handle if a key is detected leaving the vehicle.
Passenger Door Open Switch Active/Inactive This parameter indicates that the passenger door is more than just ajar, it is open.
Passenger Door Ajar Switch Active/Inactive This parameter indicates that the passenger door is ajar; it is open, but the safety latch is engaged.
Exterior Passenger Door This switch begins the challenge and response to determine if the door should be unlocked. If the vehicle responds correctly to
Active/Inactive
Handle Switch the challenge, the door will be unlocked or unlatched.
Exterior Passenger Door Active, This is a capacitive proximity sensor on the exterior of the driver door handle. It allows the user to lock the door by pressing a
Handle Proximity Sensor Inactive, Fault small rectangle on the outside of the door handle if a key is detected leaving the vehicle.
Left Rear Door Ajar Switch Active/Inactive This parameter indicates that the driver's side rear door is ajar; it is open, yet the safety latch is engaged.
Exterior Left Rear Door This switch begins the challenge and response to determine if the door should be unlocked. If the vehicle responds correctly to
Active/Inactive
Right Rear Door Ajar Switch Active/Inactive This parameter indicates that the passenger's side rear door is ajar; it is open, yet the safety latch is engaged.
Exterior Right Rear Door This switch begins the challenge and response to determine if the door should be unlocked. If the vehicle responds correctly to
Active/Inactive
Active/Not
Tailgate Ajar Switch This switch indicates if the rear closure of the vehicle is ajar.
Active
This switch begins the challenge and response to determine if the rear closure should be unlatched. If the vehicle responds
Tailgate Handle Switch Active/Inactive
correctly to the challenge, the rear tailgate will be unlatched.


Volt

Mobile Telephone Control Module Scan Tool Information

Table 1: Mobile Telephone Control Module Scan Tool Data Parameters
Table 2: Mobile Telephone Control Module Scan Tool Output Controls
The mobile telephone control module scan tool data parameters list contains all mobile telephone control module related parameters that are available on the scan tool. The
list is arranged in alphabetical order. A given parameter may appear in any one of the data lists.
Mobile Telephone Control Module Scan Tool Data Parameters

Operating Conditions: Ignition ON
Battery Voltage - 11-14 V The scan tool displays V. This is the current battery voltage.
Bluetooth Signal Strength - 0-20 dB The scan tool displays the wireless devices (Bluetooth) reception field strength.
GSM Signal Strength - -113 to -51 dBm The scan tool displays the Global System for Mobile Communications (GSM) signal strength.
Microphone Signal - 1-16 V The scan tool displays the voltage level of the microphone power supply.
Cradle is connected Connected
Phone Cradle to Vehicle Status The scan tool displays the different aspects of the cradle status.
Cradle is not connected Disconnected
Phone in cradle Yes
Phone in Cradle The scan tool displays the status if a phone is connected in the cradle.
Phone not in cradle No
Mobile Telephone Control Module Scan Tool Output Controls

Audio Tone This output control is used to command the Mobile Telephone Control Module audio tone enable or disable.


Volt

Object Alarm Module Scan Tool Information

Table 1: Parking Assist Control Module Scan Tool Data Parameters
Table 2: Object Alarm Module Scan Tool Output Controls
Parking Assist Control Module Scan Tool Data Parameters
System Expected
Parameter State Value Description
Operating Conditions: Vehicle in Service Mode/Engine OFF/Parking Assist ON
Battery Voltage - 11-14 V The scan tool displays V. This is the current battery voltage.
Calculated Gearbox in
Reverse The scan tool displays Park, Reverse, Neutral, Drive or Unknown depending on the state of the commanded gear.
Gearbox Range reverse
Obstacle
- No The scan tool displays Yes or No. Yes is displayed if there is an object within the measuring range of the object sensors.
Detected
Park Assist
- Varies The scan tool displays On or Off. On is displayed if there is an object within the measuring range of the object sensors.
Chime
The scan tool displays None, Manual Disable, Park Brake Applied, Trailer or Other Attached Object, Excessive Speed in Reverse,
Park Assist
- Varies No or Invalid Sensor Signals, Sensor Disturbance, Sensors Dirty, Sound Signal Return Time Not Plausible. This is the state of the
Disable History 1
park assist disable history.
Park Assist
Disable History 2
Park Assist
Disable History 3
Park Assist
Disable History 4
Park Assist
Disable History 5
Park Assist
Disable History 6
Park Assist
Disable History 7
Park Assist
- On The scan tool displays On or Off.
Sensors
Park Assist
Sensors
- 7.3-9.1 V The scan tool displays V. This is the amount of voltage being sent to the object sensors.
Reference
Voltage
Parking
assist switch Inactive
Park Assist released
The scan tool displays Inactive or Active depending on the parking assist switch state.
Switch Parking
assist switch Active
pressed
Parking
On
Park Assist assist ON
The scan tool displays On or Off. This is the state of the parking assist switch indicator.
Switch LED Parking
Off
assist OFF
Park Assist
- Enabled The scan tool displays Disabled, Enabled, Inhibited or Failed. This is the state of the parking assist system.
System Status
Power Mode - Run The scan tool displays Off, Accessory, Run or Crank. This is the state of the ignition switch.
Object Alarm Module Scan Tool Output Controls

Park Assist Switch LED The object alarm module illuminates the parking assist switch indicator when commanded from the scan tool.


Volt

Power Steering Control Module Scan Tool Information

Table 1: Power Steering Control Module Scan Tool Data Parameters
Table 2: Power Steering Control Module Scan Tool Output Controls
The power steering control module scan tool data parameters list contains all power steering related parameters that are available on the scan tool. The list is arranged in
alphabetical order. A given parameter may appear in any one of the data lists.
Power Steering Control Module Scan Tool Data Parameters

Battery Voltage - 9-16 V The scan tool displays the current battery voltage.
Ignition Mode - On The scan tool displays On or Off dependent on the current ignition mode.
Power Steering Control Module Scan Tool Output Controls

Pressure Control Solenoid Valve Commands the solenoid valve Increase or Decrease.


Volt

Radio Scan Tool Information

Table 1: Radio Scan Tool Data Parameters
Table 2: Radio Scan Tool Output Controls
Radio Scan Tool Data Parameters
Expected
The scan tool displays Enabled or Disabled. This indicates if the system uses an aerial module and the output status between
Aerial Module Enabled
the radio and the aerial module.
Auxiliary Audio Input Present The scan tool displays Present or Not Present. This parameter displays active when an auxiliary input is connected.
Battery Voltage Varies The scan tool displays volts. This is the voltage at the input to the radio.
Digital Radio Receiver Present The scan tool displays Present or Not Present. This is the state of the Digital Audio Broadcast.
The scan tool displays Present or Not Present. This parameter will display whether this system uses discrete a phone
Phone Signal Present
arbitration or not.
Power Mode Run The scan tool displays Off, Accessory, Run or Crank Request. This is the power mode radio.
Rear Seat Audio Not Present The scan tool displays Present or Not Present. This parameter displays Present if the system detects a rear seat audio module.
Radio Signal Strength Varies This displays the signal strength in dB. This is the signal strength of the radio signal.
Theft Lock Armed Learned VIN The scan tool displays Learned VIN or No VIN. This is the state of the VIN programming in the radio.
Radio Theft Lock Status Inactive The scan tool displays Active or Inactive. This is the state of the theft lock system.
Valet Mode Status Inactive The scan tool displays Active or Inactive. This is the state of the valet mode.
Video Display 1 Inactive The scan tool displays Active or Inactive. When the rear video display 1 is ON, the scan tool will display Active.
Video Display 2 Inactive The scan tool displays Active or Inactive. When the rear video display 2 is ON, the scan tool will display Active.
End Model Part Number Varies The scan tool displays the end model part number.
Boot Software Part Number Varies The scan tool displays the boot software ID number.
Calibration Part Number 1 Varies The scan tool displays the software module ID 1.
Calibration Part Number 3 Varies The scan tool displays the software module ID 3
Vin Digits 2-17 Varies The scan tool displays the vin digits 2-17.
Digital Radio Receiver ID Varies The scan tool displays the Digital Audio Broadcast receiver ID.
DVD Region Code Varies The scan tool displays the DVD region code.
DVD Region Code Changes
Varies The scan tool displays the number DVD region code changes remaining.
Remaining
Radio Scan Tool Output Controls
Scan Tool Output Control Description

This output control is used to command the speaker ON and OFF. Commanding the speaker ON will generate a test tone to be generated
Left Front Speaker
through the selected loudspeaker.
Left Rear Speaker
Right Front Speaker
Right Rear Speaker
Centre Speaker
Subwoofer Speaker
Eject This output is a reset command to eject the disc.
Info Display/Infotainment
This output is a reset command to reset the radio display.
Faceplate Reset
Info Display/Infotainment
This output commands a wakeup at the display and the faceplate controls.
Faceplate Wakeup
This output commands a HDD to clear all customer data. This includes music files, eBooks and navigation addresses. This does not clear
Clear Hard Disc Drive
Nav database data.


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Steering Column Lock Control Module Scan Tool Information

Scan Tool Data Parameters

Column Lock Status Varies The scan tool displays Failed, Unknown, Locked and Unlocked. The scan tool displays the current state of the column lock.


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Transmission Control Module Scan Tool Information

Table 1: Scan Tool Data Parameters
Table 2: Scan Tool Output Controls
The Transmission Control Module Scan Tool Data List contains all transmission related parameters that are available on the scan tool. The list is arranged in alphabetical
order. A given parameter may appear in any one of the data lists, and in some cases may appear more than once, or in more than one data list in order to group certain
related parameters together.
The values below represent a typical display recorded from a properly functioning system.
Note: Do not use a scan tool that displays faulty data. Report the condition to the scan tool manufacturer. The use of a faulty scan tool can result in misdiagnosis and the
unnecessary replacement of parts.
Only the parameters listed below are used/referenced in this manual for diagnosis. If a scan tool displays other parameters, those values are not recommended by General
Motors for use in diagnosis.
If all values are within the expected range described below, refer to Symptoms - Automatic Transmission for diagnosis.
The scan tool values from a properly functioning transmission may be used for comparison with the transmission you are diagnosing. The values below represent a typical
display recorded from a properly functioning system.
Scan Tool Data Parameters

Operating Conditions: Engine at idle, upper radiator hose hot, closed throttle, transmission in Park, closed loop operation, accessories OFF, brake pedal not applied.
Calculated
The transmission control module calculates the torque applied to each clutch in the transmission. This
Clutch 1 N·m (lb ft) -3.7 lb ft
parameter displays the calculated torque value for Clutch 1.
Torque
Calculated
Clutch 2 N·m (lb ft) -3.7 lb ft
Torque
Calculated
Clutch 3 N·m (lb ft) 49.9 lb ft
Torque
Calculated
kPa (PSI) 46.4 psi This parameter indicates the expected real line pressure after accounting for pump loss factors.
Line Pressure
This parameter contains the accelerator effective position, which represents the driver's intended request for
torque or acceleration. It is determined from the maximum of the driver requests to open the throttle (e.g.,
Calculated
accelerator pedal, cruise control, etc.) and is normalized to 0 to 100%, where 0% represents an idle or coast
Throttle % 0%
request and 100% represents a request for wide open throttle (WOT). Calculated throttle position displays a
Position
throttle position that is calculated. Meaning idle is 0% (even though the throttle is slightly open at idle) and
wide open throttle is 100% (Which may be less than fully open).
This parameter represents the clutch slip in RPM for the Variable low and 1-2 reverse clutch (C1) Clutch.
When a clutch is engaged it is monitored to see if it is working properly. A clutch is a material which connects
Clutch 1 Slip (couples) two shafts or other components together when desired. For example: When the clutch is engaged,
RPM 0
Speed the event results in both shafts spinning at the same speed. When it is disengaged, one shaft will spin while
the other remains stationary. If after engagement they are not spinning at the same speed it is considered
slipping.
This parameter represents the clutch status engaged or disengaged. When a clutch is engaged it is monitored
to see if it is working properly. A clutch is a material which connects (couples) two shafts or other components
Clutch 1
Applied / Released Applied together when desired. For example: When the clutch is engaged, the event results in both shafts spinning at
Status
the same speed. When it is disengaged, one shaft will spin while the other remains stationary. If after
engagement they are not spinning at the same speed it is considered slipping.
Clutch 1
Torque N·m (lb ft) -3.7 lb ft
Command This parameter displays the serial data command to control the torque at clutch 1.
This parameter represents the clutch slip in RPM for the variable hi and 2-3-4 (C2) Clutch Slip. When a clutch
is engaged it is monitored to see if it is working properly. A clutch is a material which connects (couples) two
Clutch 2 Slip
RPM -1400 RPM shafts or other components together when desired. For example: When the clutch is engaged, the event
Speed
results in both shafts spinning at the same speed. When it is disengaged, one shaft will spin while the other
remains stationary. If after engagement they are not spinning at the same speed it is considered slipping.
This parameter represents the clutch status engaged or disengaged status of the variable hi and 2-3-4 (C2)
clutch. When a clutch is engaged it is monitored to see if it is working properly. A clutch is a material which
Clutch 2
Applied / Released Released connects (couples) two shafts or other components together when desired. For example: When the clutch is
Status
engaged, the event results in both shafts spinning at the same speed. When it is disengaged, one shaft will
spin while the other remains stationary.
Clutch 2
Torque N·m (lb ft) -3.7 lb ft
Command This parameter displays the serial data command to control the torque at the variable hi and 2-3-4 clutch.
This parameter represents the clutch slip in RPM for the 1-3 reverse clutch assembly (C3) Clutch Slip. When
a clutch is engaged it is monitored to see if it is working properly. A clutch is a material which connects
Clutch 3 Slip (couples) two shafts or other components together when desired. For example: When the clutch is engaged,
RPM 0 RPM
Speed the event results in both shafts spinning at the same speed. When it is disengaged, one shaft will spin while
the other remains stationary. If after engagement they are not spinning at the same speed it is considered
slipping.
This parameter represents the 1-3 reverse clutch assembly (C3) status engaged or disengaged. When a
clutch is engaged it is monitored to see if it is working properly. A clutch is a material which connects (couples)
Clutch 3
Applied / Released Applied two shafts or other components together when desired. For example: When the clutch is engaged, the event
Status
results in both shafts spinning at the same speed. When it is disengaged, one shaft will spin while the other
remains stationary.
Clutch 3
Torque N·m (lb ft) 49.4 lb ft
Command This parameter displays the serial data command to control the torque at 1-3 reverse clutch assembly.
Distance
Since DTC km / miles Varies This parameter displays the distance in miles or kilometres since engine control module diagnostic trouble
Cleared codes (DTCs) have been cleared using the scan tool.
Distance
Since First km / miles Varies This parameter displays the distance in miles or kilometres since the time that a failure record was first
Malfunction captured for a diagnostic failure.
Distance
Since Last km / miles Varies This parameter displays the distance in miles or kilometres since the time that a failure record was last
Malfunction captured for a diagnostic failure.
Distance with
km / miles Varies
MIL On This parameter displays the accumulated distance driven with the malfunction indicator lamp (MIL) on.
Driver
Requested N·m (lb ft) -4.4 lb ft This parameter displays the vehicle operator's requested amount of torque to be provided to the axle. Torque
Axle Torque is the measured ability of a rotating element, as of a gear or shaft (axle), to overcome turning resistance.
Engine
Coolant °C (°F) 83°C (181°F) This parameter displays the temperature of the engine coolant (fluid used to cool a system by transferring
Temperature heat away from one part to another).
Engine Speed RPM 1400 RPM Indicates the speed of the internal combustion engine in rpm.
This parameter displays the amount of torque currently being produced by the engine as a percentage of total
Engine torque N·m (lb ft) Varies
available. Torque is the twisting force created in an engine by rotating parts.
High Side This displays the current state of the high side driver 1 which provides supply voltage to the pressure control
On / Off Enabled
Driver 1 solenoids. A solenoid valve which controls fluid pressure to a transmission fluid passage.
High Side
Driver 1
Circuit High OK, Malfunction, Not Run OK
Voltage Test This contains the status of the high voltage test for the shared high side driver circuit. The high side driver is
Status output from the transmission control module that supplies the voltage to the component.
High Side
Driver 1
Circuit Low OK, Malfunction, Not Run OK
Voltage Test This contains the status of the low voltage test for the shared high side driver circuit. The high side driver is
Status output from the computer that supplies the voltage to the control solenoid valve assembly.
High Side
Driver 1
OK, Malfunction, Not Run OK
Circuit Open This contains the status of the open test for the shared high side driver circuit. The high side driver is output
Test Status from the computer that supplies the voltage to the control solenoid valve assembly.
High Side
On / Off Enabled
Driver 2 This displays the current state of the high side driver 2 which is a Power switching device on the positive side.
High Side
Driver 2
Circuit High OK, Malfunction, Not Run Not Run
Voltage Test This contains the status of the high voltage test for the shared high side driver circuit. The high side driver is
Status output from the computer that supplies the voltage to the component.
High Side
Driver 2
Circuit Low OK, Malfunction, Not Run Not Run
Voltage Test This contains the status of the low voltage test for the shared high side driver circuit. The high side driver is
Status output from the computer that supplies the voltage to the component.
High Side
Driver 2
OK, Malfunction, Not Run Not Run
Circuit Open This contains the status of the open test for the shared high side driver circuit. The high side driver is output
Test Status from the computer that supplies the voltage to the component.
Park/Neutral, Single
Electric Motor Dual Electric
Hybrid
Motors Single Electric
Transmission Park/Neutral
Motor and ICE Dual
Mode
Electric Motors and ICE, The actual hybrid transmission mode as detected by the hybrid control module such as Park/Neutral, Single
Invalid Electric Motor Dual Electric Motors, Single Electric Motor and ICE, Dual Electric Motors and ICE
Park/Neutral, Single
Hybrid Electric Motor Dual Electric
Transmission Motors Single Electric
Park/Neutral
Mode Motor and ICE Dual This parameter displays the hybrid transmission mode command as sent by the hybrid control module such as
Command Electric Motors and ICE, Park/Neutral, Single Electric Motor Dual Electric Motors, Single Electric Motor and ICE, Dual Electric Motors
Invalid and ICE
Ignition
Volts 14.2 V
Voltage This parameter displays the voltage available to the transmission control module on the ignition voltage circuit.
Park, Reverse, Neutral, This switch indicates transmission range. This is a contact switch attached to the control valve body within the
Internal Mode
Drive (Drive 3), Low (Drive Park transmission. The 9 outputs from the switch indicate which position is selected by the transmission manual
Switch
2), Invalid shaft.
Internal Mode
Switch High / Low Low/High/High/Low
A/B/C/P This displays the position of each internal mode switch state. A/B/C/P are identification for the 4 switches.
Line Pressure
Control
Solenoid
Valve Control OK, Malfunction, Not Run OK
Circuit High This parameter displays the short to power (high voltage) test status of the control circuit for Line Pressure
Voltage Test Solenoid Valve (electro-magnetic valve that can control the flow of fluid in a linear way.) which controls the
Status overall hydraulic pressure of an automatic transmission.
Line Pressure
Control
Solenoid
Valve Control OK, Malfunction, Not Run OK
Circuit Low This parameter displays the short to ground (Low voltage) test status of the control circuit for the Line
Voltage Test Pressure Solenoid Valve (electro-magnetic valve that can control the flow of fluid in a linear way.) which
Status controls the overall hydraulic pressure of an automatic transmission.
Line Pressure
Control
Solenoid
Valve This parameter displays the performance test status of the Line Pressure Solenoid Valve (electro-magnetic
Performance valve that can control the flow of fluid in a linear way.) which controls the overall hydraulic pressure of an
Test Status automatic transmission.
Line Pressure
Control
Solenoid
kPa (PSI) 10.7 PSI
Valve
Pressure This parameter displays the serial data command to control the pressure control solenoid for the main supply
Command line.
Malfunction
Counts 0
Counter This parameter displays the Counts of the number of malfunction occurrences.
Not Run This parameter displays the counts of the number of situations in which a specific DTC test condition could
Counts 0
Counter not be executed to its end.
OSS Supply This parameter displays the regulated transmission output shaft speed supply voltage is OK or outside of the
OK, Out of Range OK
Voltage normal operating range. Measurements are made by transmission control module.
Output Shaft This Parameter indicates the direction of a transmission output shaft rotation. The transmission output shaft
Forward/Reverse/Unknown Unknown
Direction delivers rotating torque to the drive axles, enabling movement of the vehicle.
Output Speed
RPM 0 RPM
Sensor Circuit This parameter displays the RPM of the output from the transmission to the drive wheels.
This parameter displays the counts of situations in which a specific DTC test condition was successfully
Pass Counter Counts Varies
executed.
Pressure
Control
Solenoid
Valve 2 OK, Malfunction, Not Run OK
Control Circuit
High Voltage This parameter displays the status of the transmission control module test which is testing for high voltage on
Test Status the pressure control solenoid valve control circuit.
Pressure
Control
Solenoid
Control Circuit
Low Voltage This parameter displays the status of the transmission control module test which is testing for low voltage on
Test Status the pressure control solenoid valve 2 control circuit.
Pressure
Control
Solenoid
Valve 2
Performance This parameter displays the status of the transmission control module test of the pressure control solenoid
Test Status valve 2 functionality.
Pressure
Control
Solenoid
kPa (PSI) 0 psi
Valve 2
Pressure This parameter displays the command in kPa of the transmission control module to the pressure control
Command solenoid valve 2.
Pressure
Control
Solenoid
Control Circuit
Pressure
Control
Solenoid
Control Circuit
Pressure
Control
Solenoid
Valve 3
Pressure
Control
Solenoid
kPa (PSI) 0 psi
Valve 3
Pressure
Control
Solenoid
Control Circuit
Pressure
Control
Solenoid
Control Circuit
Pressure
Control
Solenoid
Valve 4
Pressure
Control
Solenoid
kPa (PSI) 2000 PSI
Valve 4
Pressure
Control
Solenoid
Control Circuit
Pressure
Control
Solenoid
Control Circuit
Pressure
Control
Solenoid
Valve 5
Pressure
Control
Solenoid
kPa (PSI) 0.0 psi
Valve 5
Replicated
Transmission This parameter displays the status of the transmission control module test which is testing for an open in the
OSS Circuit OK, Malfunction, Not Run OK transmission output speed circuit. Replicated Transmission Output Shaft Speed is a circuit from the
Open Test transmission control module to the ECM whose signal has been reproduced (replicated) from the
Status Transmission Output Speed Signal circuit.
This parameter displays the Replicated Transmission Output Shaft Speed (Replicated TOS) received from the
Replicated
Transmission Control Module. Replicated Transmission Output Shaft Speed is a circuit from the transmission
Transmission On/Off Off
control module to the ECM whose signal has been reproduced (replicated) from the Transmission Output
OSS Signal
Speed Signal circuit to the ECM.
Shift Solenoid
On / Off On
Valve 1 This parameter displays the command of the transmission control module to the shift solenoid valve 1.
Shift Solenoid
Valve 1
Control Circuit OK, Malfunction, Not Run OK
Test Status the shift solenoid valve 1 control circuit.
Shift Solenoid
Valve 1
Shift Solenoid
Valve 1
Open Test This parameter displays the status of the transmission control module test for an open in the shift solenoid
Status valve 1 circuit.
Shift Solenoid
On / Off Off
Valve 2 This parameter displays the command of the transmission control module to the shift solenoid valve 2.
Shift Solenoid
Valve 2
Shift Solenoid
Valve 2
Shift Solenoid
Valve 2
Open Test This parameter displays the status of the transmission control module test for an open in the shift solenoid
Status valve 2 circuit.
TCM
°C (°F) 74°C (165°F)
Temperature This parameter displays the temperature of the Transmission Control Module.
Transmission This parameter displays the status of the transmission fluid pressure switch 1. An active pressure switch
Fluid Pressure High / Low High indicates that the associated clutch has been exhausted while an inactive pressure switch indicates that
Switch 1 pressure is applied to the associated clutch.
Fluid Pressure High / Low Low indicates that the associated clutch has been exhausted while an inactive pressure switch indicates that
Transmission
Fluid °C (°F) 69°C (156°F)
Temperature This parameter displays the temperature of the transmission fluid temperature.
Transmission This parameter displays the rotational speed of the transmission input shaft. The scan tool displays input shaft
RPM 1400 RPM
ISS speed in revolutions per minute (RPM).
Transmission
RPM 0
OSS This parameter measures the rotational speed of the transmission output shaft expressed as RPM.
Vehicle Speed km/h (mph) 0 This parameter displays the rate of vehicle movement in km/h (MPH).
This parameter displays the number of OBD defined warm-up cycles since the last time codes were cleared
Warm-ups
with a scan tool or, when applicable, with a battery disconnect. A warm up means that the engine started from
Since DTC Counts Varies
a cold start condition (which is some calibrated value which is usually around 70 or 80°F) and warms to
Cleared
operating temperature in a single key cycle.
The scan tool displays a range of 0-255. This parameter counts the number of warm up cycles without an
emission fault present. The counter increments to 255 and rolls back to 0 unless a fault occurs. If a fault
Warm-Ups
occurs, the counter reverts back to 0 until the fault is corrected. Clearing the information with a scan tool or a
without
Counts Varies loss of power to the PCM also resets the counter to 0. The scan tool displays counts. This display indicates
Emission
the number of warm-up cycles without a emission failure. A warm up means that the engine started from a
Malfunctions
cold start condition (which is some calibrated value which is usually around 70 or 80°F) and warms to
operating temperature in a single key cycle.
The scan tool displays a range of 0-255. This parameter counts the number of warm up cycles without a non-
Warm-Ups emission fault present. The counter increments to 255 and rolls back to 0 unless a fault occurs. If a fault
without Non- occurs, the counter reverts back to 0 until the fault is corrected. Clearing information with a scan tool or a loss
Counts Varies
Emission of power to the PCM also resets the counter to 0. A warm up means that the engine started from a cold start
Malfunctions condition (which is some calibrated value which is usually around 70 or 80°F) and warms to operating
temperature in a single key cycle.
Scan Tool Output Controls
Output
Description
Control
Shift • The TCM commands Shift Solenoid 1 and Shift Solenoid 2 ON and OFF.
Solenoid 1 • When the vehicle is ON, and the engine is OFF, there are no limits to this control. The solenoid remains On until commanded OFF, and vice versa. When the
output control is exited, the solenoid state is determined by the TCM.
Shift • When the engine is running, the following control limits apply:
Solenoid 2 If the engine is running, the message "Engine Running" appears on the scan tool display.
• The scan tool is used to request pressure in increments of 207 kPa (30 PSI) from 0-1862 kPa (0-270 PSI). The TCM will then command the solenoid to
achieve the requested pressure.
• When the vehicle is in Service Mode, the pressure request may be controlled within calibrated limits. There are no limits to the output control when the engine
is OFF.
• When the engine is running, the following control limits apply:
- When the transmission range is Park or Neutral, the pressure request may be controlled within calibrated limits. The engine speed must be less than
Line PC 1,500 RPM. If the engine speed is greater than 1,500 RPM, the message "TR in park/neutral and engine speed over 1,500 RPM" appears on the scan tool
Solenoid
display.
- When the transmission range is not Park or Neutral, the requested pressure can only be controlled equal to or greater than the pressure determined by the
TCM. The TCM does not allow a pressure to be selected that may cause damage to the transmission. If the requested pressure is less than allowed by the
TCM, the message "Requested pressure for the Line PC Solenoid is too low" appears on the scan tool display.
- Transmission range DTCs must not be active. If a transmission range DTC is active, the message "Engine running with transmission DTC present" appears
on the scan tool display.
PC
• The TCM commands the pressure control solenoids in order to apply and release the clutches.
Solenoid 2
• The TCM commands the pressure control solenoids. The solenoid remains ON until commanded OFF, and vice versa. When the output control is exited, the
PC solenoid state is determined by the TCM.
Solenoid 3 • When the vehicle is in Service Mode, there are no limits to this control. The solenoid remains ON until commanded OFF, and vice versa. When the output
control is exited, the solenoid state is determined by the TCM.
PC • When the engine is running, the following control limits apply:
Solenoid 4 If the engine is running, the message "Engine Running" appears on the scan tool display.
• Transmission range DTCs must not be active. If a transmission range DTC is active, the message "Engine running with transmission DTC present" appears
PC
on the scan tool display.
Solenoid 5


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Strategy Based Diagnosis

The goal of Strategy Based Diagnosis is to provide guidance when you create a plan of action for each specific diagnostic situation. Following a similar plan for each
diagnostic situation, you will achieve maximum efficiency when you diagnose and repair vehicles. Although each of the Strategy Based Diagnosis boxes is numbered, you are
not required to complete every box in order to successfully diagnose a customer concern. The first step of your diagnostic process should always be Understand and Verify
the Customer's Concern. The final step of your diagnostic process should be Repair and verify the Fix. Refer to the following chart for the correct Strategy Based Diagnosis.
1. Understand and Verify the Customer's Concern: The first part of this step is to obtain as much information as possible from the customer. Are there aftermarket
accessories on the vehicle? When does the condition occur? Where does the condition occur? How long does the condition last? How often does the condition occur?
In order to verify the concern, the technician should be familiar with the normal operation of the system and refer to the owner or service manual for any information
needed.
2. Vehicle Operating as Designed: This condition exists when the vehicle is found to operate normally. The condition described by the customer may be normal. Compare
with another like vehicle that is operating normally under the same conditions described by the customer. Explain your findings and the operation of the system to the
customer. If the customer is dissatisfied submit a Field Product Report.
3. Preliminary Checks: Conduct a thorough visual inspection. Review the service history. Detect unusual sounds or odours. Gather diagnostic trouble code (DTC)
information in order to achieve an effective repair.
4. Perform Published Diagnostic System Check- Vehicle: The Diagnostic System Check - Vehicle verifies the proper operation of the system. This will lead the technician
in an organised approach to diagnostics and identify what category of diagnostic to perform.
5. Check for related Bulletins, Recalls and Preliminary Information (PI).
6. Diagnostic categories:
6.1. Current DTC: Follow the designated DTC diagnostic in order to make an effective repair. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
6.2. Symptom - No DTC: Select the appropriate symptom diagnostic. Follow the diagnostic steps or suggestions in order to complete the repair. Refer to Symptoms -
Vehicle .
6.3. No Published Diagnostics: Analyse the Concern. Develop a plan for the diagnostics. The service manual schematics will help you to see system power, ground,
input, and output circuits. You can also identify splices and other areas where multiple circuits are tied together. Look at component locations to see if components,
connectors or harnesses may be exposed to extreme temperature, moisture, or corrosives (road salt, battery acid, oil or other fluids). Utilise the wiring diagrams,
system description and operation, and system circuit description.
6.4. Intermittent/History DTC: An intermittent condition is one that does not occur continuously, may be difficult to duplicate, and will only occur when certain conditions
are met. Generally, an intermittent is caused by faulty electrical connections and wiring, malfunctioning components, electromagnetic/radio frequency interference,
driving conditions, or aftermarket equipment. The following approaches/tools may prove to be beneficial in locating and repairing an intermittent condition or history
DTC.
• Combining technicians knowledge with the available service information.
• Evaluate the symptoms and conditions described by the customer on the Customer Concern Verification Sheets .
• Follow the suggestions on Testing for Intermittent Conditions and Poor Connections .
• Use the available scan tool, digital multi-meter, or J-42598-B with data capturing capabilities.
7. Isolate the Root Cause then Repair and Verify Fix: After isolating the root cause, make the repairs and validate for the correct operation by performing the Diagnostic
Repair Verification . Verifying that the DTC or symptom has been corrected may involve road testing the vehicle.
8. Re-examine the Concern: If a technician cannot successfully find or isolate the concern, a re-evaluation is necessary. Re-verify the concern. The concern could be an
intermittent or normal condition.


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Diagnostic Procedure Instructions

The following is an overview of instructions for all 16 categories which may be included in a diagnostic procedure.
A link to the Diagnostic System Check - Vehicle is provided here. This procedure should be performed prior to performing other diagnostic procedures, as this prevents
misdiagnosis where there are integrated system dependencies.
A link to the Strategy Based Diagnosis is provided here. This provides an overview on how a technician should diagnose a vehicle.
A link to the Diagnostic Procedure Instructions is provided here. This information is an overview of instructions for all 16 categories which may be included in a diagnostic
procedure.
DTC Descriptor
Describes what DTCs are diagnosed in this procedure. The DTC number, with Symptom Description when applicable, and descriptor are written out.
The diagnostic Fault Information table identifies each circuit that makes up an electrical subsystem and the associated circuit faults. DTCs and symptoms are listed in the
table for all circuit fault modes. This information can be used to diagnose an electrical fault, or as a quick visual aid showing how the different symptoms and DTCs apply for
the subsystem being diagnosed.
Even though all the DTCs and symptoms are shown in this table it does not mean they will all be diagnosed in the same procedure.
An example table from an engine coolant temperature (ECT) procedure:

ECT Sensor Signal P0117 P0118 P0118 P0125, P0128
ECT Low Reference - P0118 P0118 P0125, P0128
Typical Scan Tool Data

The Typical Scan Tool Data table identifies a scan tool data parameter and its value in reference to potential circuit faults.
An example table from an ECT procedure:
ECT Sensor Temperature – PCM
Circuit Short to Ground Open Short to Voltage

Parameter Normal Range: -32 to +130°C (-26 to +275°F)

ECT Signal 140°C (284°F) -40°C (-40°F) -40°C (-40°F)
Low Reference - -40°C (-40°F) -40°C (-40°F)¹
¹ Internal ECM damage may occur if shorted to B+
Circuit/System Description identifies how a circuit/system normally functions.
Conditions for Running the DTC, identifies what conditions must be present to allow the diagnostic to run.
Conditions for Setting the DTC, identifies the condition(s) that must be present in order to fail the diagnostic and when to set the DTC.
Actions Taken When the DTC sets, identifies the default actions taken when a control module sets a DTC.
Conditions for Clearing the DTC, identifies the conditions that must be met in order to clear the DTC.
Diagnostic Aids
Diagnostic Aids are suggestions which explain other methods to diagnose the condition. It also provides unique information about the system used to assist the technician in
finding and repairing a vehicle condition.
Reference Information includes links providing additional information for the diagnostic procedure.
For example:
• Schematic Reference

• Connector End View Reference
• Description and Operation
• Electrical Information Reference
• DTC Type Reference
• Scan Tool Reference
• Special Tools Required
The diagnostic format does not force a technician to any of the 3 diagnostic categories (Circuit/System Verification, Circuit/System Testing and Component Testing). However,
performing the Circuit/System Verification category first, aids in determining if a vehicle condition is current. Some diagnostic categories may state that another category must
be performed first when there are testing dependencies.
This category also serves to route the technician to other diagnostic procedures which should be performed first; for example, a DTC with a higher priority.
Circuit/System Verification is a non-intrusive procedure outlining how to verify that a system or a portion of a system is functioning correctly. During the verification process,
the vehicle is kept intact and tested as a complete system. This verification is used to assist the technician in determining whether a condition is current or intermittent. When a
condition is determined to be intermittent, a technician can use the link in Electrical Information Reference: Testing for Intermittent Conditions and Poor Connections for
additional testing information.
The technician should be able to identify if the fault is occurring on the input circuit – signal or on the output circuit – control when applicable. The technician will need to
decide from the verification results if the system is working correctly or if further diagnosis needs to be performed in either Circuit/System Testing and/or Component Testing.
To assist the technician in identifying a common part a component code is used. These codes are not translated so they will always be the same even though the part name
may have slight variance. The component codes will always be the same once assigned to a unique part name and will be found on the schematics and in the diagnostic
procedure categories Circuit/System Verification, Circuit/System Testing, and Component Testing categories.
Component Codes
The component codes used on the schematics will have the base code with an extension to identify location or quantity. For example the ABS wheel speed sensors are
identified on the schematic with a base code (B5) and a location extension (LF, RF, LR, and RR) as seen below:
• B5LF Wheel Speed Sensor (WSS)-Left Front

• B5RF Wheel Speed Sensor (WSS)-Right Front
• B5LR Wheel Speed Sensor (WSS)-Left Rear
• B5RR Wheel Speed Sensor (WSS)-Right Rear
B5 is the base code for the wheel speed sensor and the LF, RF, LR, and RR indicate the on vehicle location.
The diagnostic procedures will use the base code (B5) for a wheel speed sensor but may or may not use the extension identifying location (LF, RF, LR, and RR). Example:
Ignition OFF, disconnect the harness connector at the appropriate B5 wheel speed sensor. This is done so the diagnostic procedure can be common for all four wheel speed
sensors and not have to take into account part location or quantity.
Where the diagnostic states "the appropriate" it is up to the technician to identify which component is being diagnosed by the symptom stated on the RO (drivers door lock is
inoperative) or by the DTC descriptor (DTC C0585 04: Left Rear Actuator Circuit Open).
beginning with the Circuit/System Verification category aids in determining if a vehicle condition is current. Some diagnostic categories may state that another category must
Circuit/System Testing is a step by step, positive-flow, testing sequence which allows the technician to perform each test step, in sequence, until a fault is detected. If the
result of a numbered test step is achieved, the normal flow is to proceed to the next numbered test step (indicated by the down pass arrow). If the result of a numbered test
step is NOT achieved, the right repair arrow bullet below the failed test will identify what actions need to take place.
Intrusive diagnostics are performed to locate the system fault. System harness connections are disconnected from the module or component to test individual circuit functions.
The module or component will be used to assist in verifying the circuit function. When a test does not pass, the repair steps ( ) will indicate what circuit faults to test for
example, short to voltage, short to ground or open/high resistance.
When testing for individual circuit faults, the technician is expected to include terminal inspections such as connection surfaces and terminal tension at both the harness and
component/module. Additionally, a technician can use the links in Electrical Information Reference: Testing for Intermittent Conditions and Poor Connections or Circuit Testing
for additional information.
The control modules and components will also be diagnosed during these test steps. A retest of a control module or component should always be performed before
replacement. For example, re-connect all components and modules and retest the system to verify the condition still exists before replacing modules or components.
Component Testing
beginning with the Circuit/System Verification category aids in determining if a vehicle condition is current. Some diagnostic categories may state that another category must
Component Testing can offer static and/or dynamic component tests. These tests can be used to verify if a component is operating correctly to avoid unnecessary
replacement.
Testing modules in this category will not be offered. In most cases, the module is used to verify the harness circuits in the Circuit/System Testing category and a retest of the
module should always be performed before replacement.
Repair Instructions
Repair Instructions provides a link to Diagnostic Repair Verification . This link describes how to verify the vehicle is repaired.
All links to Repair or Replacement procedures are located here.
Repair Verification
Repair Verification describes how to verify the vehicle is repaired when additional instructions are needed beyond what is in Diagnostic Repair Verification.


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Diagnostic System Check Instructions

The following is an overview of instructions for the general information and 14 step System Verification included in the Diagnostic System Check - Vehicle procedure.
A link to Strategy Based Diagnosis is provided as an overview on how a technician should diagnose a vehicle.
A link to the Diagnostic System Check Instructions is provided. This provides an overview of instructions and examples for the general information and 14 step System
Verification included in the Diagnostic System Check - Vehicle procedure. The examples in this document are intended to give the technician a general idea of what the test
step is referring to. They are not intended to list every possible condition or situation.
Diagnostic Systems Check steps are listed by priority to guide the technician to the appropriate diagnostic procedure to correct the customer concern. There are many ways
to determine the priority of diagnosing a vehicle concern. Some faults can cause customer perceived symptoms in areas unrelated to the fault. Using an example from the
System Check, after reading DTCs, the technician is asked to verify there are no Electronic Control Unit Internal Performance Faults present. It is important that any internal
performance issues are addressed prior to continuing through the System Check. There is no benefit addressing other DTCs that could be set due to an internal fault to a
control module. If the fault is present, performing the diagnostic procedure for that fault will likely correct the customer perceived concern and possibly eliminate other DTCs
that may be set.
Not all steps of the Diagnostic System Check have to be performed. The Diagnostic System Check tries to prioritise the test steps with the highest priority faults first. The
technician is then lead to another document to do the actual diagnosis or repair. The strategy is to repair higher level faults that may be the cause of other system or
component level symptoms. Additionally, the Diagnostic System Check can only be used for a single fault at a time. If additional faults are present, the technician must
perform the diagnostic system check for each concern until all customer concerns are corrected.
Once a repair has been completed, General Motors diagnostic strategy is to always have the technician verify that the customer concern has been corrected. This is to
prevent comebacks and to ensure customer satisfaction with their dealership experience. Therefore a link has been provided to Diagnostic Repair Verification procedure for
the technician to verify the customer concern has been corrected.
There are some assumptions made when General Motors prepares service information. They include the following areas which are presumed to function as designed:
• The 12 V battery is fully charged. General Motors assumes the majority of vehicles brought in for repair will be able to start and be driven into the service stall. If the
vehicle has a dead battery, it is slow cranking or for any other reason the technician feels the customer concern may be battery related, a link is provided to Battery
Inspection/Test . This procedure will guide the technician through inspecting and verifying the battery functions properly.
• Fuses should not be open. General Motors does not call out in diagnostic procedures to verify a fuse. The technician is expected to find an open fuse when the diagnostic
test step states to check for an open circuit condition. Therefore a link has been provided to Power Distribution Schematics and Electrical Centre Identification Views for
technicians to reference power sources and fuse locations if they feel there may be loss of power due to an open fuse condition.
• Ground circuits are clean, tight, and in the correct location. General Motors assumes that the original ground circuits have not been compromised. The technician is
expected to find a poor ground connection when the diagnostic test step states to test the ground circuit for an open/high resistance. Therefore a link has been provided to
Ground Distribution Schematics and Harness Routing Views for technicians to reference ground locations and which ground circuits may be related to the customer
concern.
• All connections/connectors are fully seated. General Motors assumes that all connections are properly installed. The technician is expected to find an open or poor
connection when the diagnostic test step asks to test the circuit for an open/high resistance. Therefore a link has been provided to Component Connector End Views for
technicians to reference which connections may be related to the customer concern.
• There are no aftermarket devices that affect the operation of the system. General Motors can only author diagnostic and repair information for vehicle systems and
components that are original equipment or genuine GM Accessories. Aftermarket equipment can negatively affect original equipment operation and lead a technician's
diagnosis of a concern in the wrong direction. Therefore a link has been provided to Checking Aftermarket Accessories that guides a technician through the possible
causes of vehicle problems related to aftermarket accessories.
• The scan tool powers up. General Motors assumes that power is available at the Data Link Connector and the scan tool will power on. Therefore a link has been provided
to Scan Tool Does Not Power Up if the technician finds that the scan tool does not power on.
Diagnostic System Check
1. VERIFY CUSTOMER CONCERN--This step is to obtain as much information as possible from the customer. Are there aftermarket accessories on the vehicle? When
does the condition occur? Where does the condition occur? How long does the condition last? How often does the condition occur? Review the service history of the
vehicle for previous repairs that could help diagnose the current concern.
Now that the technician understands the customer concern, they should validate the concern on the vehicle. In order to verify the concern, the technician should be
familiar with the normal operation of the system and refer to the owner or service manual for any information needed. Inspect the visible system components for obvious
damage or conditions that could cause the concern. Conduct a thorough visual inspection. Detect unusual sounds or odours.
The condition described by the customer may be normal. If the technician finds the vehicle to operate normally, compare with another like vehicle that is operating
normally, under the same conditions described by the customer. If this is the case, explain your findings and the operation of the system to the customer. If the customer
is dissatisfied, submit a Field Product Report.
2. BULLETIN SEARCH--By searching for related bulletins, recall/field actions and preliminary information documents, a procedure for a known field issue may resolve the
customer concern with little or no diagnosis necessary saving the technician diagnostic time.
3. MECHANICAL CONCERNS--This step is designed to take the technician directly to a list of symptom diagnostic procedures. The technician is asked to verify the
symptoms exhibited by the system are mechanical in nature and not related to an electrical system, see some examples below. If the technician feels the concern could
be related to an electrical system, they should continue through the Diagnostic System Check to verify the electrical functionality of vehicle. If the technician feels the
concern is exclusively related to a mechanical system, a link to Symptoms - Vehicle is provided to select the appropriate symptom diagnostic procedure for the customer
concern.
Examples:
• Brake noise or diagnosing irregular pad wear

• Water leak diagnosis
Engine or transmission fluid leak diagnosis
•
• Manual window or door lock diagnosis
• Vehicle vibration diagnosis
• Exhaust noise or leak diagnosis
4. VEHICLE POWER UP VERIFICATION--The technician is asked in this step to turn the ignition key ON and verify that the vehicle powers up. The technician should look
for clues that multiple vehicle systems are receiving vehicle powermode messages, such as the cluster waking up, the radio powers on, the HVAC blower is operational,
windshield wipers turn on, etc, with the key ON. This would be a rare condition as both the powermode master and back-up powermode master would have to be
inoperable, however, if the vehicle does not power up, a link to Power Mode Mismatch is provided.
5. CONTROL MODULE COMMUNICATION and DTC CHECK--The technician is asked in this step to record the following three pieces of data on the Repair Order; any
control module that the scan tool determined is not communicating, any DTC and symptom byte set current or history, and the control module that has set the DTC.
This is considered a setup step for the rest of the Diagnostic System Check. The technician is not expected to do anything other than record the three pieces of data
provided by the scan tool on the Repair Order. This provides the information needed to complete the rest of the diagnostic system check.
To complete this step, the technician is asked to utilise the scan tool function called Vehicle DTC Information located in Vehicle Control Systems. This function will query
every possible control module on the vehicle requesting all DTCs. During the DTC query, the scan tool will try to establish communication with each control module. If
the scan tool can communicate with the control module during the DTC request, it will display PRESENT and provide the number of DTCs set in the control module. If
the scan tool cannot communicate with a control module, it will only display NOT COMMUNICATING. Since the scan tool cannot determine if a given control module
should be present or not, the technician is asked in a future step to verify that the vehicle was not built with control modules listed as NOT COMMUNICATING.
If the scan tool cannot establish communications with ALL of the vehicles control modules, a link to Data Link References is provided. A faulty control module or fault
with the serial data circuit can cause no communication with all of the control modules on the vehicle. If any control module communicates on the serial data circuit,
continue through the Diagnostic System check, as a future step will address any specific non communicating or group of non communicating control modules.
Once the scan tool has completed the routine, the technician should review each control module that has set a DTC and document them on the Repair Order. When
reviewing the DTCs, the technician should take notice if any DTCs are powertrain related, and if so, navigate in the scan tool to the Powertrain area and utilise the
Capture Info function. This will upload any Freeze Frame/Failure Records stored in the control module to the scan tool in case the data is lost from the control module.
As an example, if the technician commands a Clear DTCs function on a powertrain controller, all diagnostic information stored in the controller is erased. This includes
Freeze Frame/Failure Records and Inspection/Maintenance System Status indicators, if required for your region.
6. CONTROL MODULE INTERNAL PERFORMANCE FAULTS--The technician is asked to review the DTCs recorded in step 4 and verify there are no control module
internal performance faults set current. This type of fault may be the cause of other symptoms or DTCs displayed by the vehicle. By addressing this fault first, the
technician may find the other concerns are resolved. The technician should always follow the diagnostic procedure for these types of faults prior to replacing any control
module. If the technician finds a control module has an internal performance fault, a link is provided to Diagnostic Trouble Code (DTC) List - Vehicle to select the
appropriate DTC diagnostic procedure.
Examples:
• B1000 Electronic Control Unit Performance

• B101D ECU Hardware Performance
• C0550 Electronic Control Unit Performance
• C056D ECU Hardware Performance
• C0570 Auxiliary Electronic Control Unit Performance
• P0606 Control Module Internal Performance
• P0607 Control Module Performance
7. CONTROL MODULE COMMUNICATION VERIFICATION--This step is used to ensure the control modules that are NOT COMMUNICATING were not built on the
vehicle. To understand if the vehicle was built with that option, we provide a link to the Data Link References document where Regular Production Options (RPOs) are
listed next to ECU names and can be compared to those the vehicle was built with. If the technician determines that a control that is NOT COMMUNICATING should be
present, the technician is asked to follow the appropriate diagnostic procedure listed in the Data Link References document.
8. COMMUNICATION and POWERMODE FAULTS--This step is asking the technician to look for communication DTCs or DTCs related to control modules powering up
based on power mode, communication enable or wake-up circuits. See in the below table some examples of the DTCs the technician should diagnose prior to
continuing through the Diagnostic System Check. The technician should review the list of DTCs recorded in step 4 and verify that none of these type of DTCs are
present. If so, the technician is referred to the Diagnostic Trouble Code (DTC) List - Vehicle to select the appropriate DTC diagnostic procedure.
Examples:
• U0140 Lost Communication With Body Control Module

• U0164 Lost Communication With HVAC Control Module
• U0170 Lost Communication With Passenger Presence Detection Module
• U0402 Invalid Data Received From Transmission Control Module
• U0452 Invalid Data Received From Inflatable Restraint Sensing and Diagnostic Module
• U1814 Powertrain High Speed Communication Enable Circuit
• B1428 Ignition Switched Power Run/Crank Relay Circuit
• B137B Accessory Power Module Wake Up Circuit
• C0897 Control Module Power Moding
• P2536 Ignition Accessory Switch Circuit
9. POWER MODE VERIFICATION--This step verifies the Power Mode Master is receiving the proper output state of the push button switch. The technician should use the
main power mode input, which is the push button switch. The test should not be performed using a key fob, if the MIL is illuminated the powertrain controller may disable
this input. The technician is asked to perform the test with the driver door open. This ensures the retained accessory power mode is inactive during this test which could
result in different scan tool readings. The technician is only asked to verify the current Power Mode parameter in the power mode data display list. If the parameter does
not match the actual vehicle power mode state, a link is provided to perform the Power Mode Mismatch diagnostic procedure.
10. REMAINING DTC REVIEW--Here the technician is asked to review any remaining DTCs that were not addressed in previous steps. The technician is asked first to
verify there are no control module supply voltage, system voltage or 5 V circuit DTCs present. Control modules, systems or components with insufficient or zero voltage
can cause one or multiple symptoms to exist on the vehicle. Control module voltage issues could also be the cause of failures during a programming event. The
technician should correct voltage issues prior to addressing any programming or configuration DTCs. The technician should then check for any ECU programming,
setup or configuration DTCs. By programming software or configuring a control module, the technician could correct the customer concern unobtrusively. The remaining
DTCs, which are usually specific system or component faults, are diagnosed last. They can include ECU input and output circuit DTCs or individual circuit faults that
usually cause single symptoms or failure modes on the vehicle and can be fixed following the proper DTC diagnostic procedure. In general, the technician should think
about what DTCs or faults could be caused by another DTC or fault. A failed sensor may set a component DTC and then the system may set a DTC indicating the
system cannot operate properly. By correcting the sensor fault, the system may now operate properly and the system level DTC will transition to history. Refer to the
examples within each category below to understand the differences between these DTCs. If DTCs of these type are current, the technician is referred to Diagnostic
Trouble Code (DTC) List - Vehicle to choose the correct DTC diagnostic procedure.
10.1. Voltage DTCs
• B1325 Device Power 1 Circuit
• C0875 Device Voltage Reference Input 2 Circuit
• C1001 Adaptive Cruise Control Indicators Supply Voltage Circuit
• P0641 5 V Reference Circuit
• P0787 Downshift Timing Solenoid Control Circuit Low Voltage
10.2. Programming, Setup, Configuration or Software Performance DTCs
• B3943 Steering Column Lock has Not Learned Column Integration Module
• B101E ECU Software Performance
• B1019 System Configuration Error
• C0558 Calibration Data Not Programmed
• P0630 VIN Not Programmed or Mismatched - Powertrain Control Module (PCM)
10.3. Component related DTCs
• B0013 Driver Frontal Deployment Loop Stage 2
• B0163 Passenger Compartment Temp Sensor Circuit
• C0045 Left Rear Wheel Speed Sensor Circuit
• P0565 Cruise Control Switch Circuit
• P0751 1-2 Shift Solenoid (SS) Valve Performance
10.4. System related DTCs
• B1010 System Sensors Data Mismatch
• C0176 System Thermal Error
• C0561 System Disabled Information Stored
• P1564 Vehicle Acceleration Too High - Cruise Control Disabled
• P1625 Transmission Control Module (TCM) System Reset
10.5. Any other remaining DTCs--The technician should diagnose and correct any other DTCs that are left that were not from the categories above.
11. EMISSION RELATED INSPECTION/MAINTENANCE TESTING CONCERNS--Several regions require that a vehicle pass on-board diagnostic system tests and the
inspection/maintenance emission tests in order to renew number plates or vehicle registration. This is accomplished by viewing the Inspection/Maintenance System
Status display on a scan tool. Using a scan tool, the technician can observe the Inspection/Maintenance System Status in order to verify that the vehicle meets the
criteria that comply with the local area requirements. If inspection and maintenance checks are required in your region, and the customer concern is related to not
passing an Inspection/Maintenance test, a link is provided to Inspection/Maintenance System Check where the technician can choose the appropriate
Inspection/Maintenance System Check for the actual engine application being used.
12. SYMPTOM DIAGNOSIS--At this step, the diagnostics are assuming that the only information the technician has available to diagnose the customer concern are
symptoms of a problem. There are no DTCs set current or history. There may be a Driver Information Centre display message or a system indicator to aid in identifying
the root cause. The technician should evaluate the symptoms and conditions described by the customer and perform the symptoms diagnostics for the area of customer
concern. A link is provided to Symptoms - Vehicle which contains a list of all symptoms related to this service manual publication.


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Diagnostic Starting Point - Vehicle

Begin the system diagnosis with Diagnostic System Check - Vehicle . The Diagnostic System Check - Vehicle will provide a complete strategy to locate and repair a
mechanical or electrical vehicle fault. Not following this strategy may cause additional diagnostic time and/or misdiagnosis.
The Diagnostic System Check - Vehicle will provide the following strategy:
• When to verify the customer concern and identify related bulletins, recalls and preliminary information
• When to identify a control module that is not communicating, a control module that has set a DTC, and the DTC diagnostic priority
• When to address power mode concerns
• When to verify the engine cranks and runs
• When to diagnose symptom related concerns


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Diagnostic System Check - Vehicle

• Diagnostic System Check Instructions provides an overview of each diagnostic category.
• Continue through the Diagnostic System Check until you are directed to follow a particular diagnostic or repair procedure. Once a repair has been completed, perform the
Diagnostic Repair Verification and verify the customer concern has been corrected.
The diagnostic procedures within this manual are developed on the assumption that the following areas function as designed:
• The 12 V battery is fully charged and cables are clean and tight. Refer to Battery Inspection/Test .
• Fuses are not open. Refer to Power Distribution Schematics and Electrical Centre Identification Views .
• Ground circuits for the area of customer concern are clean, tight, and in the correct location. Refer to Ground Distribution Schematics and Harness Routing Views .
• All connections/connectors for the area of concern are fully seated. Refer to Component Connector End Views .
• There are no aftermarket devices that affect the operation of the system. Refer to Checking Aftermarket Accessories .
• The scan tool powers up. Refer to Scan Tool Does Not Power Up .
Diagnostic System Check
1. VERIFY CUSTOMER CONCERN - Understand and validate the customer concern. Inspect the visible system components for obvious damage or conditions that may
cause the concern.
2. BULLETIN SEARCH - Check for related bulletins, recalls/field actions, and preliminary information.
3. MECHANICAL CONCERNS - Verify the symptom is not exclusively a mechanical concern.
If the symptom is exclusively a mechanical concern
Refer to Symptoms - Vehicle .
If the symptom is not a mechanical concern
Note: Do not clear any DTCs unless instructed to do so by a diagnostic procedure. If any DTC is Powertrain related, select Capture Info to store DTC and Freeze
Frame/Failure Records to the scan tool.
4. VEHICLE POWER UP VERIFICATION - Vehicle in Service Mode, verify the vehicle powers up.
If the vehicle does not power up
Refer to Power Mode Mismatch .
If the vehicle powers up
5. CONTROL MODULE COMMUNICATION and DTC CHECK - Using a scan tool, perform the Vehicle DTC Information function and verify at least one control module
communicates with the scan tool. Record on the Repair Order the following information:
• Any control module that is not communicating.
• Any DTC, including symptom byte, and the control module that has set the DTC.
If the scan tool does not communicate with any control module on the vehicle
Refer to Data Link References .
If the scan tool communicates with any control module
6. CONTROL MODULE INTERNAL PERFORMANCE FAULTS - Verify there is no current control module Internal Performance DTCs set.
If any DTC of this type is set
If no DTC of this type is set
7. CONTROL MODULE COMMUNICATION VERIFICATION - Verify the vehicle is not built with any control module listed as not communicating with the scan tool; refer to
Data Link References .
If the vehicle is built with a control module that is not communicating
Refer to Data Link References .
If all control modules the vehicle is built with are communicating
8. COMMUNICATION and POWERMODE FAULTS - Verify there are no current control module Power Mode or Communication DTCs set.
If any DTC of this type is set
If no DTC of this type is set
Note: The electric propulsion system will be active in the vehicle ON state during this test. Ensure the vehicle is out of gear and the handbrake is applied. Turn the
vehicle power mode to vehicle OFF as soon as the vehicle ON power mode parameter has been observed.
9. POWER MODE VERIFICATION - Driver door open, observe the scan tool Power Mode parameter while cycling the push button switch through all the power modes.
Verify the current Power Mode parameter matches the actual vehicle power mode states.
If the Power Mode parameter does not match the vehicle power mode states
Refer to Power Mode Mismatch .
If the Power Mode parameter matches the vehicle power mode states
10. REMAINING DTC REVIEW - Verify there are no other DTCs set.
If other DTCs are set
Diagnose them in the order listed below. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
10.1. Voltage DTCs
10.2. Programming, Setup or Configuration or Software Performance DTCs
10.3. Component related DTCs
10.4. System related DTCs
10.5. Any remaining DTCs
If no other DTCs are set
11. EMISSION RELATED INSPECTION/MAINTENANCE TESTING CONCERNS - If inspection and maintenance checks are required in your region, verify the customer
concern is not related to inspection/maintenance testing.
If the customer concern is related to inspection/maintenance testing
Refer to Inspection/Maintenance System Check .
If the customer concern is not related to inspection/maintenance testing
12. SYMPTOM DIAGNOSIS - Diagnose any remaining customer concern. Refer to Symptoms - Vehicle .


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Emissions Related DTCs
Action Taken When the DTC Sets - Type A
• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Freeze Frame/Failure Records.
Action Taken When the DTC Sets - Type B
• The control module illuminates the MIL on the second consecutive ignition cycle that the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the
Failure Records. If the diagnostic reports a malfunction on the second consecutive ignition cycle, the control module records the operating conditions at the time of the
malfunction. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
• The following applies to misfire DTCs:
- If the control module detects a low level or an emission level misfire condition during 2 consecutive trips, the control module illuminates the MIL.
- If the control module detects a high level or catalyst damaging misfire, the control module flashes the MIL at a rate of once per second.
- If the control module detects a misfire during 2 non-consecutive trips, the stored conditions are compared with the current conditions. The control module illuminates
the MIL when the following conditions occur:
• The engine load is within 20% of the previous test that failed.
• The engine speed is within 375 RPM of the previous test that failed.
• The engine coolant temperature is in the same range of the previous test that failed.
• The following applies to fuel trim DTCs:
- If the control module detects a fuel trim condition during 2 consecutive trips, the control module illuminates the MIL.
- If the control module detects a fuel trim condition during 2 non-consecutive trips, the stored conditions are compared with the current conditions. The control module
illuminates the MIL when the following conditions occur:
• The engine load is within 20% of the previous test that failed.
• The engine speed is within 375 RPM of the previous test that failed.
• The engine coolant temperature is in the same range of the previous test that failed.
Conditions for Clearing the MIL/DTC - Type A or Type B
• The control module turns OFF the MIL after 4 consecutive 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 clears after 40 consecutive warmup cycles, if no malfunctions are reported by this or any other emission related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Non Emissions Related DTCs
Action Taken When the DTC Sets - Type C
• The control module stores the DTC information into memory when the diagnostic runs and fails.
• The MIL will not illuminate.
• The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Failure Records.
• The driver information centre, if equipped, may display a message.
Conditions for Clearing the DTC - Type C
• A current DTC Last Test Failed clears when the diagnostic runs and passes.
• A history DTC clears after 40 consecutive warmup cycles, if no malfunctions are reported by this or any other non emission related diagnostic.
• Clear the DTC with a scan tool.
Action Taken When the DTC Sets - Type D
• The control module will take default actions but no DTC will be stored in Failure Records.
• The MIL or SVS will not illuminate.
Conditions for Clearing the DTC - Type D
Clear the DTC with a scan tool.


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Refer to the appropriate diagnostic procedure below for the vehicle being serviced.
Engine Cranks But Does Not Run for the 1.4L (LUU) engine


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Refer to the appropriate diagnostic procedure below for the vehicle being served.
Inspection/Maintenance System Check for the 1.4L (LUU) engine


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Diagnostic Repair Verification

Note: After a repair has been made, some DTCs require the ignition to be turned OFF then back ON before the scan tool function will clear the DTC.
1. Ignition OFF.
2. Install any components or connectors that have been removed or replaced during diagnosis.
3. Perform any adjustment, programming or setup procedures that are required when a component or module is removed or replaced.
4. Ignition ON.
5. Clear the DTCs.
6. Turn the ignition OFF for 60 seconds.
7. If the repair was 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 the Diagnostic Trouble Code (DTC) List - Vehicle and perform the appropriate diagnostic procedure.
Or
If the repair was symptom related, duplicate the conditions under which the customer concern occurred to verify the repair. If the customer concern reoccurs or another
symptom is present, return to Symptoms - Vehicle and perform the appropriate symptom diagnostic.


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Specification
Front Wheel Intermediate Shaft Bracket Bolt 58 N·m 43 lb ft
Wheel Drive Shaft Nut
Second Pass loosen 45 degrees
Final Pass 250 N·m 184 lb ft


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Wheel Drive Shaft Inner and Outer Joint Grease Refer to Electronic Parts Catalog


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Symptoms - Wheel Drive Shafts

Important: Review the following description prior to beginning the wheel drive shaft diagnosis.
Review the system operation in order to become familiar with the system function. Refer to Wheel Drive Shafts Description and Operation .
• Inspect for aftermarket equipment and modifications which could affect the operation of the wheel drive shafts or other rotating components.
• Thoroughly inspect the entire wheel drive shaft for visible damage, leaking joint seals, and missing seal clamps.
• Inspect the wheel drive shaft seals for cuts, tears, or other damage which may allow the loss of lubricant and the entry of contaminates.
Symptom List
After performing the Visual/Physical Inspection and no visual signs of damage or other interference impairing the wheel drive shaft function is apparent, it may be necessary to
remove the wheel drive shaft from the vehicle and manipulate the joints manually. Any binding or otherwise impeded movement of the joints may indicate damage which could
contribute to the concern. Refer to the following:
• Click Noise In Turns

• Clunk When Accelerating from Coast
• Clunk Noise When Accelerating During Turns


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Click Noise In Turns

A click noise occuring during turns may be caused by a worn or damaged wheel drive shaft outer joint. This may be more apparent while simultaneously turning and
accelerating. This click is caused by wear and/or damage to the constant velocity joint bearings and/or races. Commonly, this damage or wear is caused by the loss of
lubricating grease from the constant velocity joint and the entry of foreign material or contaminates.
Carefully inspect the wheel drive shaft seals for cuts, tears or other damage which may allow the lubricating grease to escape. The loss of this grease will cause damage to
the wheel drive shaft constant velocity joint in a very short period of time.
If inspection reveals no visual evidence of wear or damage, it may be necessary to remove the wheel drive shaft from the vehicle and manipulate the outer joint manually. Any
binding or impeded movement of the joint may indicate damage which could contribute to the concern.


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Clunk When Accelerating from Coast

A clunk noise occurring when accelerating from coast or a standing start may be caused by a worn or damaged wheel drive shaft inner joint. The common cause of wheel
drive shaft inner joint damage is the loss of lubricating grease and/or the presence of foreign material and contaminates in the joint. This usually occurs as a result of a torn or
damaged inner joint seal.
Carefully inspect the wheel drive shaft seal for cuts, tears or other damage that may allow the loss of the lubricating grease and/or the entry of contaminates.
If inspection reveals no visual evidence of wear or damage, it may be necessary to remove the wheel drive shaft from the vehicle and manipulate the inner joint manually. Do
not allow the joint to separate from the wheel drive shaft bar. Any binding or impeded movement of the joint may indicate damage which could contribute to the concern.


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Clunk Noise When Accelerating During Turns

A clunk noise that occurs while accelerating during turns may be caused by wear and/or damage to the inboard and the outboard joints in combination. The loss of lubricant
and/or the presence of contaminates can cause damage to the internal components of the joints.
Carefully inspect the joint seals for cuts, tears or other damage. Joint seals that are damaged may allow lubricant leakage and the entry of contaminates.
If inspection reveals no visual evidence of wear or damage, it may be necessary to remove the wheel drive shaft from the vehicle and manipulate the joints manually. Do not
allow the joints to separate from the wheel drive shaft bar. Any binding or impeded movement of the joints may indicate damage which could contribute to the concern.


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Front Wheel Drive Intermediate Shaft Replacement

2. Remove the tire and wheel assembly. Refer to Tyre and Wheel Removal and Installation .
3. Remove the wheel drive shaft. Refer to Front Wheel Drive Shaft Replacement .
Front Wheel Drive Intermediate Shaft Bracket Bolt (Qty: 3)

1
Tighten
58 N·m (43 lb ft).
Front Wheel Drive Intermediate Shaft and Bracket
Procedure
1. Remove and discard the O-ring. DO NOT re-use, replace with NEW only.
2. Use the DT 44394-A protector to install the front wheel drive intermediate shaft.
2
Special Tools
DT 44394-A Seal Protector


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Front Wheel Drive Shaft Replacement

Special Tools
CH 28733-B Wheel Hub and Drive shaft Remover
Removal Procedure
2. Remove the tire and wheel assembly. Refer to Tyre and Wheel Removal and Installation .
3. Remove the front wheelhouse panel splash shield. Refer to Front Wheelhouse Front Liner Replacement .
4. Disconnect the electrical connector for the front wheel speed sensor at the frame.
5. Remove the front wheel speed sensor wiring harness from the front lower control arm.
6. Remove the stabiliser shaft link. Refer to Stabilizer Shaft Link Replacement .
7. Insert a drift or a punch (1) in the brake disc cooling fins.
8. Rotate the brake disc until the drift or punch rests against the brake calliper mounting bracket.
9. Using a breaker bar and the proper size socket (2), loosen the wheel drive shaft nut.
10. Remove and discard the wheel drive shaft nut (1).
11. Using the CH 28733-B remover (2), separate the wheel drive shaft from the front wheel hub (1).
12. Remove the outer tie rod end from the knuckle. Refer to Steering Linkage Outer Track rod Replacement .
13. Remove the lower control arm ball joint bolt from the knuckle. Refer to Steering Knuckle Replacement .
Note: Position a drain pan under the transmission when servicing the left wheel drive shaft.
14. With help from an assistant, move the front knuckle assembly to the side.
15. Using a large flat bladed screwdriver or pry bar (2), remove the wheel drive shaft (1) from the differential or intermediate shaft.
16. Remove the wheel drive shaft from the vehicle.
Note: If there is no washer on the wheel drive shaft, install a NEW washer.
17. Remove and discard the washer (1) from the front wheel drive shaft (2). DO NOT re-use the washer, replace with NEW only.
1. With the NEW washers installed, position the wheel drive shaft (1) in the vehicle.
2. With help from an assistant, move the front knuckle assembly into the proper position.
3. Install the wheel drive shaft in the front wheel hub.
4. Install the lower control arm ball joint bolt. Refer to Steering Knuckle Replacement .
5. Install the outer tie rod end. Refer to Steering Linkage Outer Track rod Replacement .
6. Install the stabiliser shaft link. Refer to Stabilizer Shaft Link Replacement .
7. Install wheel drive shaft nut (1), hand-tighten
8. Insert a drift or a punch (1) in the brake cooling fin.
9. Rotate the brake disc until the drift or the punch rests against the brake calliper mounting bracket.
10. Using a torque wrench (2) tighten the wheel drive shaft nut to:
• First Pass, 150 N·m (111 lb ft)
• Second Pass, Loosen the nut 45 degrees
• Final Pass, 250 N·m (185 lb ft)
11. Reconnect the electrical connector for the front wheel speed sensor.
12. Install the front wheel speed sensor wiring harness.
13. Install the front wheelhouse panel splash shield. Refer to Front Wheelhouse Front Liner Replacement .
14. Install the tire and wheel assembly. Refer to Tyre and Wheel Removal and Installation .
16. Check the fluid level of the transmission. Refer to Transmission Fluid Level and Condition Check .

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Front Wheel Drive Shaft Inner Joint Boot Replacement

Special Tools
DT 35910 Drive Axle Seal Clamp Pliers
Disassemble Procedure
1. Remove the wheel drive shaft from the vehicle. Refer to Front Wheel Drive Shaft Replacement .
2. Install the wheel drive shaft in a soft-jawed vise.
3. Using a pair of side cutters, remove and discard the small boot clamp (4) from the boot (3).
4. Using the appropriate tool, remove and discard the large boot clamp (2) from the boot (3).
5. Remove the boot (3) from the tripot housing (1).
6. Remove the inner tripot housing (1) from the wheel drive shaft and the tripot (2).
7. Using the appropriate tool, remove the tripot spider retaining ring (1) from the wheel drive shaft (4).
8. Remove the tripot spider (2) from the wheel drive shaft (4).
9. Remove the wheel drive shaft boot (3) from the wheel drive shaft (4).
Note: If there is any sign of damage or excessive wear, replace the wheel drive shaft as an assembly. There are no service parts available for the inner joint assembly.
10. Inspect the wheel drive shaft inner joint.
Assemble Procedure
1. Install the boot and the boot clamp (1) on the wheel drive shaft (3).
2. Ensure that the boot (1) is properly seated in the groove (2) in the wheel drive shaft.
3. Install the tripot spider (2) until just touches the shoulder on the wheel drive shaft (4).
4. Using the appropriate tool, install the outer tripot spider retaining ring (1).
5. Using the DT 35910 pliers (1), close the boot clamp (2) until the gap (3) measures 1.6 mm (0.06 in).
6. Install the tripot housing (1) on the wheel drive shaft (2).
7. Install the wheel drive shaft boot (3) on the tripot housing (1).
8. Place approximately 160 grams (5.7 ounces) of the lubricant in the boot and the remaining half in the tripot housing. Refer to Adhesives, Fluids, Lubricants, and
Sealers .
9. Using the J 35910 pliers (3), ratchet wrench (4) and a breaker bar (5), close the boot clamp (1) until the gap (6) measures 2.0 mm (0.07 in).
10. Remove any excess lubricant from the tripot housing and wheel drive shaft.
11. Move the tripot joint housing in a circular motion to distribute the lubricant in the tripot housing.
12. Remove the wheel drive shaft from the vice.
13. Install the wheel drive shaft in the vehicle. Refer to Front Wheel Drive Shaft Replacement .


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Front Wheel Drive Shaft Outer Joint Boot Replacement

Special Tools
• DT-35910 Drive Axle Seal Clamp Pliers

• GE-396 Snap Ring Pliers
For equivalent regional tool, refer to Special Tools .
1. Remove the wheel drive shaft from the vehicle. Refer to Front Wheel Drive Shaft Replacement .
2. Install the drive axle shaft in a soft-jawed vice.
Caution: Do not cut through the wheel drive shaft inboard or outboard boot during service. Cutting through the boot may damage the sealing surface of the housing and
the tripot or the constant velocity joint bushing. Damage to the sealing surface may lead to water and dirt intrusion and premature wear of the constant velocity joint.
3. Use a flat-bladed tool, remove the boot clamp (2) from the constant velocity (CV) joint (1) and the boot (3).
4. Using a pair of side cutters, remove the boot clamp (4) from the boot (3) and the wheel drive shaft (5).
5. Discard the boot clamps (2) and (4). Use only NEW clamps.
Warning: Use of eye goggles is necessary to prevent personal injury.
6. If equipped with a small swage ring, use a hand grinder to cut through the swage ring, taking care not to damage the halfshaft bar, in order to remove the swage ring.
Otherwise, remove the small seal retaining clamp with a side cutter. DISCARD the retaining clamp.
7. Separate the boot (4) from CV joint outer race (1) at large diameter.
8. Slide the boot (4) away from joint along half shaft bar (5).
9. Wipe the grease from the face of the CV joint inner race (2).
10. Spread the ears on the race retaining ring (3) with GE-396 pliers (6).
11. Using a block of wood and a hammer, remove the CV joint (2) from the half shaft bar (1).
12. Remove and DISCARD the boot (1) from the half shaft bar (2).
Note: If there is any sign of damage or excessive wear, replace the wheel drive shaft as an assembly. There are no service parts available for the outer joint assembly.
13. Clean the following items thoroughly with cleaning solvent. Remove all traces of old grease and any contaminates.
• The inner and outer race assemblies
• The CV joint cage
• The chrome alloy balls
14. Clean the halfshaft bar. Use a wire brush to remove any rust in the seal mounting area (grooves).
Assemble Procedure
1. Position the boot and the clamp (1) on the half shaft bar (2).
2. Ensure that the boot (1) is properly seated in the grooved (2) half shaft bar (3).
3. Place approximately 95 grams (3.4 ounces) of lubricant inside the outboard boot and pack the CV joint with the remaining lubricant. Refer to Adhesives, Fluids,
Lubricants, and Sealers .
4. Using a block of wood and a hammer, install the CV joint (1) on the half shaft bar.
5. Install the boot clamp (2) on the CV joint housing (1).
Note: Ensure that the boot clamp is properly positioned around the entire circumference of the boot.
6. Using the DT-35910 pliers with a breaker bar and a ratchet spanner (1), tighten the boot clamp (2) until the gap (3) in the boot clamp measure 1.6 mm (0.06 in).
7. Using the DT-35910 pliers (3), breaker bar (5), and the torque spanner or ratchet spanner (4), tighten the boot clamp (1) until the gap (6) in the boot clamp measure
2.0 mm (0.08 in).
8. Distribute the lubricant within the outer CV joint by moving it in a circular motion at least four to five times.
9. Remove the wheel drive shaft from the bench vice.
10. Install the wheel drive shaft assembly. Refer to Front Wheel Drive Shaft Replacement .


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Wheel Drive Shafts Description and Operation

Front wheel drive axles are flexible assemblies.
Front wheel drive axles consist of the following components:
• A front wheel drive shaft tripot joint (inner joint)

• A front wheel drive shaft constant velocity joint (outer joint)
• A front wheel drive shaft
The front wheel drive shaft connects the front wheel drive shaft tripot joint and the front wheel drive shaft constant velocity joint.
The front wheel drive shaft tripot joint is completely flexible. The front wheel drive shaft tripot joint can move in and out.
The front wheel drive shaft constant velocity joint is flexible, but the front wheel drive shaft constant velocity joint cannot move in and out.
Boots And Clamps
The front wheel drive shaft constant velocity joint and the front wheel drive shaft tripot joint boots in the front wheel drive axle are made of a thermoplastic material.
The clamps in the front wheel drive axle are made of stainless steel.
The boot provides the following functions:
• Protection of the internal parts of the front wheel drive shaft constant velocity joint and the front wheel drive shaft tripot joint
The boot protects the grease from the following sources of damage:
- Harmful atmospheric conditions, such as extreme temperatures or ozone gas
- Foreign material, such as dirt or water
• Allows angular movement and the axial movement of the front wheel drive shaft tripot joint
• Allows angular movement of the front wheel drive shaft constant velocity joint
Note: Protect the boots from sharp tools and from the sharp edges of the surrounding components. Any damage to the boots or the clamps will result in leakage. Leakage will
allow water to leak into the front wheel drive shaft tripot joint and the front wheel drive shaft constant velocity joints. Leakage will also allow grease to leak out of the front
wheel drive shaft tripot joints and the front wheel drive shaft constant velocity joints. Leakage may cause noisy front wheel drive axle operation and eventual failure of the
internal components.
The clamps provide a leak proof connection for the front wheel drive shaft tripot joint and the front wheel drive shaft constant velocity joint at the following locations:
• The housing

• The front wheel drive shaft
The thermoplastic material performs well under normal conditions and normal operation. However, the material is not strong enough to withstand the following conditions:
• Abusive handling

• Damage from sharp objects, such as sharp tools or any sharp edges of the surrounding components in the vehicle
Front Wheel Drive Shaft Tripot Joint (Inner Joint)
The front wheel drive shaft tri-pot joint is made with the tripot design without an over-extension limitation retainer.
The joint is constructed as follows for vehicles that are equipped with an automatic transmission:
• The left front wheel drive axle has a female spline. The female spline installs over a stub shaft that protrudes from the transaxle.
• The right front wheel drive axle has a female spline. The right front wheel drive axle uses barrel type snap rings in order to interlock with the intermediate shaft.
Front Wheel Drive Shaft Constant Velocity Joint (Outer Joint)
The front wheel drive shaft constant velocity joint is made with the Rzeppa joint design.
The shaft end (which mates with the knuckle/hub) has a helical spline. The helical spline ensures a tight, press-type fit.
This design prevents end play between the hub bearing and the front wheel drive axle.


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Special Tools
CH-49376
Holding Spanner
CH-49400
J 28733-B
Hub Spindle Remover

DT-35910
J35910
Drive Shaft Boot Clamp Pliers
DT-44394-A
DT-6332
KM-6332
J-44396
J-44394-A
Seal Protector
EN-956-1
KM-956-1
Extension


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Specification
Radio Rear Compartment Speaker Nuts 6 N·m 53 lb in


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Figure 1: Power, Ground, Aerials and Data Communication
Figure 2: Amplifier Inputs
Figure 3: Speakers
Figure 4: Speakers (UZ6)
Figure 5: Auxiliary Audio Input
Figure 6: Info Display


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Mobile Telephone
| |


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DTC B0000
DTC Descriptor
DTC B0000 5A: Vehicle Speed Information Circuit Not Plausible

Signal Terminal 20 X4 B0000 5A B0000 5A B0000 5A B0000 5A
The radio receives a vehicle speed signal from the electronic brake control module (EBCM) in order to correlate actual vehicle speed to the movement of the vehicle
calculated by the navigation system and reported serial data.
• Radio ON.

• Vehicle speed from serial data is more than 5 km/h (3 mph) and vehicle speed pulse from the EBCM is 0 km/h (0 mph).
• Vehicle speed calculated from the navigation processing software is more than 36 km/h (22 mph) and vehicle speed pulse from the EBCM is 0 km/h (0 mph) for
10 seconds continuously.
• Turn by turn route navigation may be inoperative.

• Vehicle indicated location may be inaccurate.
• A history DTC clears after 100 malfunction-free ignition cycles.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: Diagnose any antilock brake system (ABS) related DTCs before performing this diagnostic.
1. Vehicle OFF, disconnect the X4 harness connector at the A11 radio.
2. Vehicle ON, operate the vehicle drive wheels at 5 mph. Test for 3-7 Hertz between the signal circuit terminal 20 and ground.
If not within the specified range, test the signal circuit terminal 20 for an open, high resistance, short to ground or short to voltage. If the circuit tests normal replace the
K17 EBCM.
3. If the circuit tests normal, replace the A11 radio.
Repair Instructions
Control Module References for radio or EBCM replacement, programming and setup


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DTC B1020
DTC Descriptor
DTC B1020 00: Auxiliary Electronic Control Unit (ECU) Performance
The radio communicates with the radio/HVAC control via serial data. This DTC indicates a fault in the radio/HVAC control. No external circuits are involved. The radio may
continue to respond normally to faceplate functions when this DTC is set.
• Ignition is ON or in the ACC position.

• The system voltage is at least 9.5 V and no more than 15.5 V.
• All the above conditions are present for greater than 10 seconds.
The radio receives an improper status response indicating an internal ECU fault in the radio/HVAC control.
Action Taken when the DTC Sets
No action is taken.

• A current DTC clears when the radio receives a proper status response message back from the radio control assembly.
Diagnostic Aids
• This DTC may be stored as a history DTC without affecting the operation of the radio/HVAC control.
• If stored only as a history DTC and not retrieved as a current DTC, do not replace the radio/HVAC control.
• If this DTC is retrieved as both a current and history DTC, replace the radio/HVAC control.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
If this DTC is retrieved as a current DTC, replace the A20 radio/HVAC control.
Repair Instructions
Control Module References for radio/HVAC control replacement, setup, and programming


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DTC B1025, B1035, B1045, or B1055

DTC Descriptors
DTC B1025 01: Left Front Audio Output Circuit Short to Battery
DTC B1025 02: Left Front Audio Output Circuit Short to Ground
DTC B1025 04: Left Front Audio Output Circuit Open
DTC B1035 01: Front Audio Output Circuit Short to Battery
DTC B1035 02: Right Front Audio Output Circuit Short to Ground
DTC B1035 04: Right Front Audio Output Circuit Open
DTC B1045 01: Left Rear Audio Output Circuit Short to Battery
DTC B1045 02: Left Rear Audio Output Circuit Short to Ground
DTC B1045 04: Left Rear Audio Output Circuit Open
DTC B1055 01: Right Rear Audio Output Circuit Short to Battery
DTC B1055 02: Right Rear Audio Output Circuit Short to Ground
DTC B1055 04: Right Rear Audio Output Circuit Open


Left Front Audio Signal Circuit B1025 02* B1025 04** B1025 01* --
Right Front Audio Signal Circuit B1035 02* B1035 04** B1035 01* --
Left Rear Audio Signal Circuit B1045 02* B1045 04** B1045 01* --
Right Rear Audio Signal Circuit B1055 02* B1055 04** B1055 01* --
* Noticeable audio distortion possible.
** No or reduced sound from speaker.
Each of the audio output channel circuits (+) and (-), at the radio and audio amplifier has a DC bias voltage that is approximately one half of battery voltage. When using a
DMM, each of the audio output channel circuits will measure approximately 6.5 V DC. The audio being played on the system is produced by a varying AC voltage that is
centred around the DC bias voltage on the same circuit. The AC voltage is what causes the speaker cone to move and produce sound. The frequency (Hz) of the AC voltage
signal is directly related to the frequency of the input (audio source playing) to the audio system. Both the DC bias voltage and the AC voltage signals are needed for the
audio system to properly produce sound.
Diagnostic Aids
Improper speaker mounting or loose trim may cause an audible buzz or distortion. Inspect the appropriate speaker and the surrounding interior trim for proper and secure
mounting. If the speaker or surrounding interior trim is found to be loose or improperly secured, correctly secure the item.
• Ignition is ON or in the ACC position

• The system voltage is 9-16 V
• The test is run once during radio wake up
B1025 01, B1035 01, B1045 01, B1055 01
The radio detects a short to voltage on the specified audio (+) or (-) circuit.
B1025 02, B1035 02, B1045 02, B1055 02

The radio detects a short to ground on the specified audio (+) or (-) circuit.
B1025 04, B1035 04, B1045 04, B1055 04
The radio detects an open on the specified audio (+) or (-) circuit.
The radio continues to send the output signal to the speaker signal circuit with the current fault.
• A current DTC clears when the conditions for setting the DTC are no longer present and the ignition has been cycled from OFF to ON.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

1. Vehicle OFF, disconnect the harness connector at the appropriate P19 speaker.
2. Radio ON, test for 5.0-7.5 V between the signal circuit terminal 1 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 A11 radio.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the A11 radio.
3. Test for 5.0-7.5 V between the signal circuit terminal 2 and ground.
4. If all circuits test normal, replace the appropriate P19 speaker.
Repair Instructions
• Speaker Replacement Reference

• Control Module References for radio replacement, setup, and programming.


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DTC B125A
DTC Descriptors
DTC B125A 02: Aerial Signal Circuit Short to Ground
DTC B125A 04: Aerial Signal Circuit Open Circuit

Radio Aerial Coax B125A 02 B125A 04 1 --
Ground -- 1 -- --
1. May exhibit possible AM/FM interference.
The AM/FM aerial is part of the multi-band aerial is located on the roof of the vehicle. The radio provides battery voltage to the AM/FM amplifier in the aerial base using the
centre conductor of the aerial coaxial cable. When a 12 V signal is seen by the amplifier, both AM and FM signals are amplified.

B125A 02
The radio detects a short to ground in the aerial signal circuit centre conductor.
B125A 04
The radio detects an open in the aerial signal circuit centre conductor.
Radio reception may be poor or not available.
• A history DTC will clears after 50 consecutive malfunction-free ignition cycles have occurred.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, radio ON, tune to a strong AM or FM station. Verify that the AM or FM reception is clear.
1. Vehicle OFF, disconnect the radio aerial coax from the A11 radio and the T4G aerial.
2. Test for infinite resistance between the aerial coax centre terminal and ground.
If less than the specified value, replace the aerial coax.
3. Test for infinite resistance between the coax centre terminal and the outer shield.
4. Test for less than 5 Ω on the aerial coax centre circuit from end to end.
If greater than the specified range, replace the aerial coax.
5. Vehicle in Service Mode, test for less than 1 V between the aerial coax centre terminal and ground.
6. Connect the aerial coax to the A11 radio. Test for 12-15 V between the aerial coax centre terminal and ground at the T4G aerial connector.
If not within the specified range, replace the A11 radio.
7. If all circuits test normal, replace the T4G aerial.
Repair Instructions
• Radio Aerial Base Replacement

• Control Module References for radio replacement, programming and setup


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DTC B1265
DTC Descriptor
DTC B1265 02: Switched 14 Volt Performance Short to Ground
When the radio is on, a discrete 12 V signal is supplied on the entertainment remote enable circuit to the Audio Amplifier and the Information Display Module. This signal is
used to control the power state of the components.
The following are conditions that must be present in order for the radio to enable diagnostics:
• The radio is ON.

• The system voltage is 9 -16 V
• The radio detects a short to ground on the entertainment remote enable circuit circuit.
• The above condition is present for greater than 250 mS.
• The radio implements a current limiting mode and disables the output on the entertainment remote enable circuit.
• All components connected on the entertainment remote enable circuit will be inoperative.
• The condition for setting the DTC no longer exists.

• After the ignition has been OFF for a sufficient amount of time to allow the radio to enter a low power/sleep state, the radio will re-enable the output on the following
ignition cycle and the DTC will become history.
Diagnostic Aids
• This DTC may be stored as a history DTC without affecting the operation of the radio/infotainment systems.
• The radio's current limiting logic will not re-enable the output on the entertainment remote enable circuit until after the radio performs a full power-down. It may be
necessary to wait 5 minutes with the key OFF and retained accessory power OFF for the radio to re-enable this output.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

1. Vehicle OFF, radio OFF, radio B+ fuse removed, disconnect all of the connectors listed below:
• T3 Audio Amplifier X2
• P17 Information Display Module X1 (display screen)
2. Reinstall the radio B+ fuse. Vehicle in Service Mode, radio ON, verify that a test lamp illuminates between the entertainment remote enable circuit terminals listed below
and ground:
• T3 Audio Amplifier X2 terminal 14
• P17 Information Display Module X1 terminal 6
If the test lamp does not illuminate, test the entertainment remote enable circuit for a short to ground or an open/high resistance. If the circuit tests normal replace the
radio.
3. Re-connect the X2 harness connector at the T3 audio amplifier. Verify that DTC B1265 does NOT set as current.
If DTC B1265 sets as current, replace the T3 audio amplifier.
4. Re-connect the X1 harness connector at the P17 information display module. Verify that DTC B1265 does NOT set as current.
If DTC B1265 sets as current, replace the P17 information display module.
Repair Instructions
• Driver Information Display Replacement

• Control Module References for radio and amplifier replacement, programming and setup


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DTC B1271
DTC Descriptor
DTC B1271 00: Theft Protection Active
When the radio is initially installed in the vehicle, the radio receives VIN information via serial data. The radio stores a portion of the VIN and compares this sequence to the
VIN information received each time the radio powers on. The VIN in the radio is a single one-time learn.
The radio theft deterrent system is intended to disable or limit radio functionality if incorrect vehicle information is received by the radio. The radio disables functionality if the
VIN information received by the radio does not match the VIN information that has been learned by the radio. This DTC is generated by the module when the Theft Protection
is activated.
This DTC test runs when the radio changes from OFF to ON.
The radio has learned a correct VIN sequence and the VIN information received via serial data does NOT match the learned VIN sequence.
The radio may be disabled or have limited functionality. The radio display will indicate that theft protection is active.
The radio receives the correct VIN information via serial data.
Diagnostic Aids
A possible cause of incorrect VIN info could be the radio was originally installed in another vehicle.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
If this DTC is retrieved as a current DTC, replace the radio.
Repair Instructions
Control Module References for radio replacement, setup, and programming.


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DTC B1278 or B1279

DTC Descriptors
DTC B1278 01: Left Auxiliary Input Signal Circuit Short to Battery
DTC B1278 02: Left Auxiliary Input Signal Circuit Short to Ground
DTC B1279 01: Right Auxiliary Input Signal Circuit Short to Battery
DTC B1279 02: Right Auxiliary Input Signal Circuit Short to Ground
A remote 3.5 mm auxiliary stereo jack allows playback of audio signals from remote devices (e.g., laptop computer, IPOD, MP3 player, etc.). When a remote device audio
mini-plug is inserted in the remote auxiliary jack, an internal mechanical switch opens. The radio detects the device, switches to AUX as the audio source, and the device
begins playing. Audio signals from the device are sent to the radio from the auxiliary input jack via the left, right, and common audio signal circuits.
• Ignition in RUN or ACC position.

• The system voltage is at least 9.5 V and no more than 15.5 V.
B 1278
The radio detects a short to battery or short to ground on the left auxiliary audio signal circuit.
B 1279
The radio detects a short to battery or short to ground on the right auxiliary audio signal circuit.
The above conditions are present for greater than 250 mS.
No audio is heard from the remote audio device.
• The conditions for setting the DTC are no longer present on the auxiliary input signal circuits.
Diagnostic Aids
• 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.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, disconnect the X1 harness connector at the X83 auxiliary audio jack.
2. Vehicle in Service Mode, test for less than 1 V between the terminals listed below and ground:
• signal terminal 1
• signal terminal 2
If greater than the specified value, test the circuit for a short to voltage. If the circuit tests normal, replace the A11 radio.
3. Vehicle OFF, disconnect the X1 harness connector at the radio. Test for infinite resistance between the circuits listed below and ground:
• auxiliary audio common circuit terminal 23
• left auxiliary audio circuit terminal 24
• right auxiliary audio circuit terminal 10
If not the specified value, test the signal circuit for a short to ground.
4. If all circuits test normal, replace the X83 auxiliary audio jack.
Repair Instructions
• Audio Disc Player, USB, Auxiliary In, and Memory Card Receptacle Replacement


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DTC B1287
DTC Descriptors
DTC B1287 01: Amplifier Control Signal Circuit Short to Battery
DTC B1287 02: Amplifier Control Signal Circuit Short to Ground
DTC B1287 04: Amplifier Control Signal Circuit Open

Amplifier Control B1287 02,** B1287 04,** B1287 01,* -
* No audio output.
** 4 Channel unmute, possible noise in speakers when radio muted or turned off
The radio amplifier control circuit provides varying pulse width modulated (PWM) signals to control overall muting of the amplifier. The PWM signals are varying duty cycle
percentages ranging from 0-100 percent. A low duty cycle unmutes all amplifier channels and a high duty cycle mutes all amplifier channels. The amplifier control circuit will
measure less than 1 V when the mute function is OFF, and approximately 8 V DC when at full mute. The radio monitors the amp control circuit for faults.

The following are conditions that must be present in order for the radio to enable the diagnostics.
• The radio is in ACCESSORY, RUN, or RAP power mode.

• The system voltage is 9-16 V.
• The radio performs the test once during wakeup.
The radio detects a fault on the amplifier control circuit 400 ms after radio activates the remote enable circuit.
Radio sets the DTC and continues to output correct state.
• The condition must no longer be present.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: To prevent misdiagnosis, the door chime must be OFF during testing. Ensure the driver door latch is closed during testing.
1. Vehicle OFF, disconnect the X2 harness connector at the T3 amplifier.

2. Vehicle in Service Mode, radio ON, mute ON, test for 7.5-8.5 V between the amplifier control circuit terminal 12 and ground.
If less than the specified range, test the control circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the A11 radio.
If greater than the specified range, test the control circuit for a short to voltage. If the circuit tests normal, replace the A11 radio.
3. Mute OFF, test for less than 1 V between the amplifier control circuit terminal 12 and ground.
If greater than the specified range, replace the A11 radio.
4. If all circuits test normal, replace the T3 amplifier.
Repair Instructions
Control Module References for radio and amplifier replacement, programming and setup


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DTC B2462
DTC Descriptors
DTC B2462 01: Global Positioning System Short to Battery
DTC B2462 02: Global Positioning System Short to Ground
DTC B2462 04: Global Positioning System Open
The navigation aerial is connected to the navigation radio. The radio supplies 5 V to the aerial to power the internal amplifier thorough the centre conductor of the aerial coax
cable.
• Radio On.

• System voltage is greater than 9 V and less than 16 V.
• The navigation radio tests the GPS aerial every 10 seconds.
B2462 01
The radio detects a short to B+ on the GPS aerial signal circuit.

B2462 02
The radio detects a short to ground on the GPS aerial signal circuit.
B2462 04
The radio detects an open/high resistance on the GPS aerial signal circuit.
• The radio uses the last reported position and the vehicle speed signal to calculate the vehicle position.
• Route guidance may be inaccurate.
• Turn by turn navigation may be inaccurate or inoperative.
• A history DTC will clear once 50 consecutive malfunction-free ignition cycles have occurred.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Special Tools
EL-49903 OnStar Aerial Diagnostic Tool Kit
Without UE1
1. Ignition OFF, disconnect the navigation aerial coax cable from the A11 radio.
2. Connect the EL-49903 to the A11 radio, place the test aerial on the roof of the vehicle.
3. Ignition ON, verify DTC B2462 is not set in the A11 radio.
If DTC B2462 is set as current, replace the A11 radio.
4. Ignition OFF, reconnect the navigation aerial coax cable at the A11 radio.
5. Disconnect the aerial coax cable from the T4G navigation aerial.
6. Ignition ON, test for 4.5-5.5 V between the coax cable centre conductor and the outer shield.
If not within the specified range, test or replace the coax cable.
7. If all circuits test normal, replace the T4G navigation aerial.
Component Testing
Caution: Refer to Test Probe Caution in the Preface section.
Note: Before testing the coax cable, check the cable exterior for being pinched, cut, damaged, or having loose connections at the components, which can cause reception
issues.
To prevent false reading when testing the centre coax terminals, use care not to ground the test probe on the outer housing/shield.
Coax Cable Test
1. Ignition OFF, disconnect the coax cable at both components.

2. Test for less than 5 Ω between both ends of the coax cables centre terminals.
If greater than the specified range, replace the coax cable
3. Test for less than 5 Ω between both ends of the coax cable outer shield.
4. Test for infinite resistance between the coax cable centre wire and the outer coax shield.
If less than the specified range, replace the coax cable.
Repair Instructions



Volt

DTC B2470
DTC Descriptors
DTC B2470 01: Mobile Phone Aerial Circuit Short to Battery
DTC B2470 02: Mobile Phone Aerial Circuit Short to Ground
DTC B2470 04: Mobile Phone Aerial Circuit Open
The mobile phone aerial is connected to the Mobile Telephone Control Module. This module supplies 5 V to the mobile phone aerial to power the internal amplifier.
• The vehicle is ON.

• System voltage is between 9.5-15.5 V.
• The above conditions are present for greater than 1 s.
The Mobile Telephone Control Module does not detect the presence of a mobile phone aerial.

Mobile telephone communication cannot be established.
• The Mobile Telephone Control Module detects the presence of a mobile phone aerial.
• A history DTC clears after 50 malfunction free ignition cycles.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Verify that the Mobile Phone Aerial assembly is not damaged.
If the antenna assembly is damaged, replace the T4F Mobile Phone Antenna or T4E Mobile Phone and Navigation Antenna.
Note: The vehicle may be equipped with sectioned coax. Test each section and replace only the faulty section, not the entire length of coax.
1. Vehicle OFF, disconnect the mobile coax cable connector at the T4F Mobile Phone Aerial or T4E Mobile Phone and Navigation Aerial.
2. Vehicle ON, Test for 5 V between the coax cable centre wire and the outer coax shield.
If less than the specified range, test the coax cable for an open/high resistance or a short to ground. If the coax cable tests normal, replace the K82 Mobile Telephone
Control Module.
If greater than the specified range, test the coax cable for a short to voltage. If the coax cable tests normal, replace the K82 Mobile Telephone Control Module.
3. If all circuits test normal, replace the T4F Mobile Phone Antenna or T4E Mobile Phone and Navigation Antenna.
Component Testing
issues.
Coax Cable Test
1. Vehicle OFF, disconnect the coax cable at both components.

If greater than the specified range, replace the failed coax cable.
3. Test for greater than infinite resistance between the coax cable centre wire and the outer coax shield.
Repair Instructions

• Control Module References for telematics communication interface control module replacement, programming and setup


Volt

DTC B2485
DTC Descriptors
DTC B2485 02: Wireless Communication Aerial Circuit Short to Ground
DTC B2485 04: Wireless Communication Aerial Circuit Open

Signal B2485 02 B2485 04 -- --
The Bluetooth aerial is a small fixed aerial connected directly to the mobile telephone control module and is used to send and receive signals from a Bluetooth enabled cellular
phone. The aerial is external to the vehicle.
• The ignition is in OFF, ACCESSORY or RUN position.

• The mobile telephone control module tests the aerial once every second.

B2485 02
• The signal voltage is less than 1 V.

• The above conditions must be met for 500 ms.
B2485 04
• The signal voltage is greater than 2 V.

• The above conditions must be met for 500 ms.
The Bluetooth communication can not be establish.
The DTC will become history when the condition for setting the DTC is no longer present.
Schematic Reference
• Circuit Testing

• Wiring Repairs
1. Replace the T4S Wireless Communication Aerial - Bluetooth.

2. Clear the DTCs and operate the vehicle within the conditions for running the DTC. Verify DTC B2485 does not set.
If the DTC sets, replace the K82 Mobile Telephone Control Module.
Repair Instructions
Control Module References for mobile telephone control module replacement, programming and setup


Volt

Symptoms - Mobile Communication


2. Review the system description and operation in order to familiarize yourself with the system functions. Refer to Cellular Telephone Description and Operation .
• Inspect for aftermarket devices which may affect the operation of the mobile telephone control module. Refer to Checking Aftermarket Accessories .
• Inspect the easily accessible or visible system components, for obvious damage or conditions, which may cause the symptom.
Intermittent
Symptom List
• Cellular Telephone Conversation Partner Does Not Hear You

• Cellular Telephone Conversation Partner Cannot Be Heard
• Cellular Telephone Charging Malfunction


Volt

Symptoms - Entertainment
Important: The following steps must be completed before using the symptom table.
2. Review the system operation in order to familiarize yourself with the system functions. Refer to Radio/Audio System Description and Operation .
• Inspect for aftermarket devices which could affect the operation of the Radio/Audio System. Refer to Checking Aftermarket Accessories .
• Inspect for easily accessible or visible system components for obvious damage or conditions which could cause the symptom.
Intermittent
Symptom List
• Auxiliary Audio Input Malfunction

• No Global Positioning System (GPS) Reception
• Radio Controls Malfunction
• Radio Information Display Malfunction - DTC U0257
• Radio Poor Reception
• Speaker Malfunction


Volt

Auxiliary Audio Input Malfunction

Auxiliary Audio Input Jack
The 3.5 mm (1/8 in.) auxiliary audio input jack is located in the console. All circuits from the auxiliary jack are connected directly to the radio. When a portable audio playback
device is connected to the auxiliary jack an internal switch opens. The radio detects the device and switches to AUX as the audio source. Audio signals from the device are
sent to the radio from the auxiliary input jack via the left, right, and common audio signal circuits.
USB Port
The vehicle may be equipped with a USB port in the console. This port allows USB connectivity to the infotainment system from portable media players or a USB storage
device (memory stick/ flash drive). When a device is connected to the USB port, the system detects the device and switches to USB as the audio source. Once connected,
the device can be controlled from the radio controls.
The USB port is connected to the radio via a standard USB cable. Mini type USB connectors are used to connect the cable at the USB port and the radio. Standard USB male
to female connections are typically used for connecting USB cables together where an in-line connection is required. An in-line cable connection is typically found between
the console and I/P harness.
Not all portable media player devices are compatible. Memory stick/ flash drive capability is limited to MP3 and WMA file types only. Video transfer from any device is not
supported. Refer to the owner's manual for information on USB devices, control, and operation.
Diagnostic Aids
• When a device is first connected to the 3.5 mm (1/8 in.) input jack the infotainment system automatically switches to that device. If an auxiliary device has already been
connected, press the AUX or CD/AUX button to select the device.
• If the system detects the device, but the audio is not heard or is not clear, attempt to connect the device using a different cable; cables can deteriorate over time or
become damaged.
• Playback of an audio device that is connected to the 3.5 mm jack can only be controlled using the controls on the device.
• The volume control on the device may need to be adjusted to ensure sufficient playback volume through the infotainment system.
USB
• When a device is first connected to the USB port, the infotainment system automatically switches to that device. If an auxiliary device has already been connected, press
the AUX or CD/AUX button to select the device.
• A low battery condition in a portable media player may not allow the device to connect to the system, or can create communication issues with the device. Verify the
device battery state of charge and re-charge or replace as needed.
• Connect the device directly to the USB port if possible. Only use a cable if it is required to connect the device. The use of extension cables can cause communication
issues.
• If a cable is required for connection, attempt to connect the device using a different cable; cables can deteriorate over time or become damaged.
• Attempt audio playback from multiple USB devices when diagnosing USB concerns. Device compatibility can vary based on vehicle equipment. If the infotainment system
is capable of operating any USB type device, the cause of the concern is not with the vehicle system. The inoperative device(s) may be incompatible or contain no
recognised media types.
• If a 'Device Not Supported' or similar type error message is displayed, this indicates the system has connected to the device but cannot communicate with it properly. This
does not indicate an issue with the vehicle system. The device may be incompatible, may require a 'reset', or may require an update to its software/firmware.
• If a 'No Supported Data Found' or similar type error message is displayed, this indicates the system has connected to the device and is communicating, but cannot find
any compatible files/data. This does not indicate an issue with the vehicle system. Verify the device contains compatible media/ file types.
• Poor connections or damaged USB cables can cause intermittent or no operation of USB devices. Inspect connectors, terminals, and cables for damage and replace
components as necessary. Ensure all USB inline connections and connections at components are fully seated and connector position retainers/locks are secure.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Special Tools
EL-50334-50 USB Cable and Adapter Kit
1. Verify no DTCs are present.

If any DTCs are present, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Vehicle in Service Mode, radio ON, connect a portable audio playback device to the auxiliary audio input jack. Verify the infotainment system switches to AUX as the
audio source.
If the infotainment system does not switch to AUX as the audio source, refer to Circuit/System Testing.
3. Operate the device to begin audio playback, adjusting the volume on the device if necessary. Verify the audio from the device is heard through the vehicle infotainment
system.
If audio is not heard from the device, attempt to playback audio from another device. If audio cannot be heard from any device connected to the auxiliary audio input
jack, refer to Circuit/System Testing.
USB Port
1. Verify no DTCs are present.

If any DTCs are present, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Inspect the USB port for damage.
If damage is noted, replace the USB port.
3. Vehicle in Service Mode, radio ON, connect a device to the USB port. Verify the infotainment system switches to USB as the audio source.
If the infotainment system does not switch to USB as the audio source, refer to Circuit/System Testing.
4. Operate the radio controls to play audio from the device. Verify the audio from the device is heard through the vehicle infotainment system.
If audio is not heard from the device, attempt to playback audio from another device. If audio cannot be heard from any device connected to the USB port, or the audio
heard is not clear, refer to Circuit/System Testing.
1. Vehicle OFF, disconnect the X1 harness connector at the X83 auxiliary audio input.
2. Vehicle in Service Mode, radio ON, test for 2.5-3.5 V between the auxiliary detection terminal 5 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 A11 radio.
If greater than the specified range, test the circuit for a short to voltage. If the circuit tests normal, replace the A11 radio.
3. Vehicle OFF, disconnect the X1 harness connector at the A11 radio. Test for infinite resistance between the circuits listed below and ground:
• auxiliary audio common circuit terminal 23
• left auxiliary audio circuit terminal 24
• right auxiliary audio circuit terminal 10
If not the specified value, test the circuit for a short to ground.
4. Test for less than 5 Ω between the A11 radio X1 terminal 24 and the X83 auxiliary audio input X1 terminal 1.
If greater than the specified value, test the signal circuit for an open/high resistance.
7. Reconnect the X1 harness connector at the A11 radio.
8. Vehicle in Service Mode, test for less than 1 V between the circuits listed below and ground:
• auxiliary audio common circuit X83 auxiliary audio input X1 terminal 3
• left auxiliary audio circuit X83 auxiliary audio input X1 terminal 1
• right auxiliary audio circuit X83 auxiliary audio input X1 terminal 2
If greater than the specified range, test the circuit for a short to voltage. If the circuit tests normal, replace the A11 radio.
9. If all circuits test normal, replace the X83 auxiliary audio input and reconnect all harness connectors. Connect and operate the portable audio playback device. If audio
cannot be heard from the device, replace the A11 radio.
USB Port
1. Vehicle OFF, disconnect the USB cable connection at the A11 radio.
Note: USB cables and adapters for the following tests are found in the EL-50334-50 USB Cable and Adapter Kit .
2. Connect the EL-50334-1 Type A male to Mini A male USB Cable to the A11 radio.
3. Connect the EL-50334-3 Type A female to Type A female adapter to the EL-50334-1 Cable.
4. Vehicle in Service Mode, radio ON, connect a USB device to the EL-50334-3 adapter. Verify the infotainment system switches to USB as the audio source.
If the infotainment system does not switch to USB as the audio source, replace the A11 radio.
5. Vehicle OFF, reconnect the vehicle USB cable to the A11 radio.
6. Disconnect the X316 I/P to floor console harness USB connector.
Note: The EL-50334-3 Type A female to Type A female adapter may be required for the following test.
7. Vehicle in Service Mode, radio ON, connect a USB device to the I/P side of the X316 connector. Verify the infotainment system switches to USB as the audio source.
If the infotainment system does not switch to USB as the audio source, replace the I/P USB cable assembly.
8. Vehicle OFF, reconnect the X316 harness connector.
9. Disconnect the USB cable at the X83 auxiliary audio input.
10. Connect the EL-50334-4 Type A female to Mini B female adapter to the USB cable.
11. Vehicle in Service Mode, radio ON, connect a USB device to the EL-50334-4 adapter. Verify the infotainment system switches to USB as the audio source.
If the infotainment system does not switch to USB as the audio source, replace the console USB cable assembly.
12. If all circuits test normal, replace the X83 auxiliary audio input.
Repair Instructions
• Audio Disc Player, USB, Auxiliary In, and Memory Card Receptacle Replacement


Volt

Cellular Telephone Conversation Partner Does Not Hear You


Audio Signal Power 1 1 1 1
Audio Signal Low Reference -- 1 1 1
1. Cellular telephone conversation partner does not hear you
The mobile telephone control module uses the microphone to allow driver communication with the cellular telephone. The cellular telephone is connected to the mobile
telephone control module via Bluetooth.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle ON, observe the scan tool Microphone Signal parameter. The reading should be between 2-5 V.
1. Vehicle OFF, disconnect the harness connector at the B24 Mobile Phone Microphone.
2. Vehicle OFF, test for less than 10 Ω between outer shield and ground.
If greater than the specified range, test the outer shield circuit for an open/high resistance. If the circuit tests normal, replace the K82 Mobile Telephone Control
Module.
3. Vehicle OFF, test for less than 10 Ω between 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 K82 Mobile Telephone Control
Module.
4. Vehicle ON, test for 9-11 V between the signal circuit terminal 3 and ground.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the K82 Mobile Telephone Control Module.
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 K82 Mobile Telephone
Control Module.
5. If all circuits test normal, replace the B24 Mobile Telephone Microphone.
Repair Instructions
• Control Module References for mobile telephone control module replacement, programming and setup
• Mobile Telephone Microphone Replacement

Volt

Cellular Telephone Conversation Partner Cannot Be Heard


Audio Signal Power 1 1 1 1
Audio Signal Low Reference -- 1 1 1
1. Cellular telephone conversation partner can not be heard
The mobile telephone control module sends the telephone call via a hardwired signal to the radio. The radio mutes the audio source and transmit the telephone call to the
speakers.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle ON, radio ON, adjust the radio balance and fade to each speaker.
If any speaker does not operate properly, refer to Speaker Malfunction .
2. Vehicle ON, Command the Audio Tone test ON and OFF with the scan tool, verify that a test tone turns ON and OFF.
1. Vehicle OFF, disconnect the X1 connector at the K82 Mobile Telephone Control Module and the X1 connector at the A11 Radio.
2. Vehicle ON, test for less than 0.3 V between the audio signal circuit terminal 6 X1 at the K82 Mobile Telephone Control Module and ground.
If greater than the specified range, test the audio signal circuit for a short to voltage.
3. Vehicle ON, test for less than 0.3 V between the audio signal circuit terminal 15 X1 at the K82 Mobile Telephone Control Module and ground.
If greater than the specified range, test the audio signal circuit for a short to voltage.
4. Test for infinite resistance between the audio signal circuit terminal 6 X1 at the K82 Mobile Telephone Control Module and ground.
If less than the specified range, test the audio signal circuit for a short to ground.
5. Test for infinite resistance between the audio signal circuit terminal 15 X1 at the K82 Mobile Telephone Control Module and ground.
If less than the specified range, test the audio signal circuit for a short to ground.
6. Test for less than 5 Ω between the audio signal circuit terminal 6 X1 at the K82 Mobile Telephone Control Module and the audio signal circuit terminal 20 X1 at the
A11 Radio.
If greater than the specified range, test the audio signal circuit for an open/high resistance.
7. Test for less than 5 Ω between the audio signal circuit terminal 15 X1 at the K82 Mobile Telephone Control Module and the audio signal circuit terminal 6 X1 at the
A11 Radio.
If greater than the specified range, test the audio signal circuit for an open/high resistance.
8. Test for infinite resistance between the shield ground circuit terminal 5 X1 at the K82 Mobile Telephone Control Module and audio signal circuit terminal 6 X1 and the
audio signal circuit terminal 15 X1.
If less than the specified range, test short circuit between each signal circuit and the shield ground circuit.
9. If all circuits test normal, replace the K82 Mobile Telephone Control Module and verify that the customer concern is not still present.
If the customer concern is still present, replace the A11 Radio.
Repair Instructions
Control Module References for mobile telephone control module replacement, programming and setup


Volt

Cellular Telephone Charging Malfunction


12V Reference 1 1 -- --
Cradle Signal 1 -- -- -- --
Cradle Signal 2 -- -- -- --
Low Reference -- 1 1 --
1. Charging Inoperative
The mobile telephone control module uses the cradle to charge the cellular telephone.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle ON, connect the mobile phone to the cradle observe the scan tool Phone in Cradle parameter. The reading should be Yes.
If the reading is No, refer to Connecting Malfunction.

If the reading is Yes, refer to Charging Inoperative.
Connecting Malfunction
1. Vehicle OFF, disconnect the X2 connector at the K82 Mobile Telephone Control Module and the X1 connector at the X91 Mobile Telephone Connector.
2. Vehicle ON, test for less than 0.3 V between the signal circuit terminal 13 X2 at the K82 Mobile Telephone Control Module and ground.
If greater than the specified range, test the signal circuit terminal 13 X2 at the K82 Mobile Telephone Control Module for a short to voltage.
4. Vehicle OFF, test for infinite resistance between the signal circuit terminal 13 X2 at the K82 Mobile Telephone Control Module and ground.
If less than the specified range, test the signal circuit terminal 13 X2 at the K82 Mobile Telephone Control Module for a short to ground.
6. Vehicle OFF, test for less than 5 Ω between the signal circuit terminal 13 X2 at the K82 Mobile Telephone Control Module and the signal circuit terminal 10 X1 at the
X91 Mobile Telephone Connector.
If less than the specified range, test the signal circuit terminal 13 X2 at the K82 Mobile Telephone Control Module for an open/high resistance.
8. If all circuits test normal, replace the X91 Mobile Telephone Connector and verify that the customer concern is not still present.
If the customer concern is still present, replace the K82 Mobile Telephone Control Module.
Charging Inoperative
1. Vehicle OFF, disconnect the X1 and X2 connector at the K82 Mobile Telephone Control Module.
2. Vehicle OFF, test for less than 5 Ω between the low reference circuit terminal 2 X1 and ground.
Module.
3. Vehicle ON, test for greater than 11 V between the 12 V reference circuit terminal 1 X1 and ground.
If less than the specified range, test the 12 V reference circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K82 Mobile
Telephone Control Module.
4. Vehicle ON, test for less than 0.3 V between the low reference circuit terminal 8 X2 at the K82 Mobile Telephone Control Module and ground.
If greater than the specified range, test the low reference circuit terminal 8 X2 at the K82 Mobile Telephone Control Module for a short to voltage.
6. Vehicle OFF, test for infinite resistance between the low reference circuit terminal 8 X2 at the K82 Mobile Telephone Control Module and ground.
If less than the specified range, test the low reference circuit terminal 8 X2 at the K82 Mobile Telephone Control Module for a short to ground.
If less than the specified range, test the signal circuit terminal 8 X2 at the K82 Mobile Telephone Control Module for an open circuit/high resistance.
10. If all circuits test normal, replace the X91 Mobile Telephone Connector and verify that the customer concern is not still present.
If the customer concern is still present, replace the K82 Mobile Telephone Control Module.
Repair Instructions
Control Module References for remote control door lock receiver replacement, programming and setup

Volt

Mobile Telephone Microphone Malfunction

Without Navigation Radio
The mobile telephone control module uses the mobile telephone microphone to allow driver communication with mobile telephone.
With Navigation Radio
The mobile telephone control module and navigation radio use the mobile telephone microphone to allow driver communication with a mobile telephone, as well as to operate
the voice recognition guidance feature of the navigation radio.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Without Navigation Radio
1. Vehicle OFF, disconnect the harness connector at the B24 Mobile Phone Microphone.
2. Vehicle OFF, test for less than 5 Ω between the low reference circuit terminal 2 and ground.
Module.
Control Module.
With Navigation Radio
1. Vehicle OFF, disconnect the X4 harness connector at the navigation radio and the harness connector at the B24 Mobile Phone Microphone.
2. Vehicle OFF, test for less than 5 Ω between the low reference circuit terminal 2 and ground.
Module.
Control Module.
If condition still exists, replace the navigation radio.
Repair Instructions
• Mobile Telephone Microphone Replacement

• Control Module References for mobile telephone control module or navigation radio replacement, programming and setup


Volt

No Global Positioning System (GPS) Reception

• Perform the Diagnostic System Check - Vehicle Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
• Review Strategy Based Diagnosis Strategy Based Diagnosis for an overview of the diagnostic approach.
• Diagnostic Procedure Instructions Diagnostic Procedure Instructions provides an overview of each diagnostic category.
The navigation aerial is connected to the radio by a coax cable. The radio supplies 5 V through the centre conductor of the coax cable to power aerial.
Diagnostic Aids
• Inaccurate or aged GPS position concerns which are no longer present may have been due to the temporary loss of GPS signal reception by the vehicle. Conditions such
as tunnels or parking structures will restrict the navigation aerial from a clear view of the satellites in the sky and may have caused this temporary data loss.
• The global positioning system (GPS) requires a clear line of sight to the sky to operate properly. In most cases the GPS will not have reception near tall buildings or inside
structures.
Schematic Reference
Radio/Navigation System SchematicsRadio/Navigation System Schematics
Component Connector End ViewsComponent Connector End Views
Radio/Audio System Description and OperationRadio/Audio System Description and Operation

• Circuit Testing Circuit Testing

• Connector Repairs Connector Repairs
• Testing for Intermittent Conditions and Poor Connections Testing for Intermittent Conditions and Poor Connections
• Wiring Repairs Wiring Repairs
Scan Tool Reference
Control Module ReferencesControl Module References for scan tool information
Special Tools
EL-49903 EL-49903 GM OnStar Aerial Diagnostic Tool Kit
Note: The following verification requires the vehicle to be outside with an unobstructed view of the southern sky. Allow 5 minutes after turning key on for the GPS satellites to
acquire vehicle signal.
1. Verify the Navigation Radio functions while driving the vehicle.

If the navigation radio does not function, refer to Circuit System Testing.
1. Ignition OFF, disconnect the navigation aerial coax cable connector at the A11 radio.
2. Connect the EL-49903 EL-49903 to the A11 radio, place the test aerial on the roof of the vehicle.
3. Ignition ON, verify DTC B2462 is not set in the A11 radio.
If DTC B2462 is set as current, replace the A11 radio.
4. Ignition OFF, disconnect the aerial coax cable from the T4G mobile phone, navigation and digital radio aerial.
5. Perform the coax cable test on the coax cable between the A11 radio and the T4G mobile phone, navigation and digital radio aerial, refer to Component Testing. The
coax cable should pass the test.
If the coax cable does not pass the test, replace the coax cable.
6. Reconnect the navigation aerial coax cable connections at the A11 radio.
7. Ignition ON, test for 4.5-5.5 V between the coax cable centre conductor and the outer shield at the T4G mobile phone, navigation and digital radio aerial.
If not within the specified range, replace the the A11 radio.
8. If all circuits test normal, replace the T4G mobile phone, navigation and digital radio aerial.
Component Testing
issues.
Coax Cable Test
1. Ignition OFF, disconnect the coax cable at both components.

3. Test for less than 5 Ω between both ends of the coax cable outer shield.
4. Test for infinite resistance between the coax cable centre wire and the outer coax shield.
Repair Instructions
Perform the Diagnostic Repair Verification Diagnostic Repair Verification after completing the diagnostic procedure.
• Radio Aerial Base Replacement Radio Aerial Base Replacement

• Control Module References Control Module References for radio replacement, setup, and programming


Volt

Wireless Communication Interface Aerial Malfunction - UHP

The wireless communication interface aerial is a small fixed aerial connected directly to the mobile telephone control module and is used to send and receive signals from a
wireless communication interface enabled mobile telephone. The aerial utilises no cabling and is not external to the vehicle.
In order to use hands-free calling, the mobile telephone must be paired to the vehicle. Up to five devices can be paired to the vehicle at one time, but only one can be
connected at any given time. To pair a phone, the customer must know how to operate the wireless communication interface functionality of their phone. The pairing process
must only be done one time for each phone, unless that phone's information is deleted. For safety reasons, the pairing process is disabled while the vehicle is moving.
Diagnostic Aids
• The purpose of this diagnostic is to verify the ability of the K82 mobile telephone control module to pair to a wireless communication interface device.
• Before performing this test, verify compatibility of the mobile telephone the customer is attempting to use with the vehicle. Based on the mobile phone's service provider
and the manufacturer's implementation of Bluetooth ®, not all phones support all available wireless communication interface functionality.
• If the vehicle passes the following tests and a compatible device is being used, the concern may be due to a device malfunction or an incomplete/improper pairing
attempt.
• A wireless communication interface test tool or equivalent can also be used to verify the ability of the customers mobile phones to pair with another device.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Verify DTC B2485 is not set.

If DTC B2485 is set, refer to DTC B2485 .
2. Set up a wireless communication interface test tool or equivalent.
3. Follow the instructions provided in the Vehicle Owners Manual for pairing a device. Verify successful pairing with the test tool.
If pairing is not successful, repeat the pairing process. If pairing is still not successful, replace the K82 mobile telephone control module.
4. Refer to Diagnostic Aids.
Repair Instructions
Control Module References for mobile telephone control module replacement, setup, and programming


Volt

Radio Controls Malfunction

The radio/HVAC controls are supplied battery voltage and ground. The radio controls the power state of the controls via a wake up circuit. Communications between the radio
controls and the radio are through the CGI serial data circuits.
Communications between the HVAC controls and the HVAC control module are on a separate LIN circuit. The HVAC control module communicates status information to the
radio via GMLAN.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Verify no DTCs are set as current.

If any DTCs are set as current, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Vehicle in Service Mode, radio ON, verify the radio/HVAC controls backlighting illuminates and that all controls perform the correct function.
If some, but not all, controls operate normally, replace the radio/HVAC control.
If all controls are inoperative, refer to Circuit/System Testing.
3. Test for less than 20 Ω between the data shield circuit terminal 3 and ground.
If greater than the specified range, test the ground circuit for an open/high resistance. If the circuit tests normal, replace the A11 radio.
5. Vehicle in Service Mode, test for 2.4-2.75 V between the data circuit terminal 1 and ground.
If less than the specified range, test the data circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the A11 radio.
If greater than the specified range, test the data circuit for a short to voltage. If the circuit tests normal, replace the A11 radio.
6. Test for 2.4-2.75 V between the data circuit terminal 2 and ground.
7. Test for less than 1 V between the wake signal terminal 4 and ground.
8. Test for less than 1 V between the reset signal terminal 15 and ground.
9. Vehicle OFF, reconnect the harness connector at the A20 radio/HVAC controls.
10. Disconnect the X1 harness connector at the A11 radio.
11. Install a DMM between wake signal terminal 13 and ground.
12. Vehicle in Service Mode, verify the DMM reading is 4.5-5.5 V DC.
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 A20 radio/HVAC controls.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the A20 radio/HVAC controls.
13. Press the power button on the radio controls. Verify the DMM reading is momentarily less than 1 V and returns to 4.5-5.5 V DC each time the power button is pressed
If not the specified value, replace the A20 radio/HVAC controls.
14. Test for 4.5-5.5 V between the reset signal terminal 27 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 A20 radio/HVAC controls.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the A20 radio/HVAC controls.
15. If all circuits test normal, replace the A20 radio/HVAC controls and reconnect all harness connectors. Vehicle in Service Mode, radio ON, verify the radio/HVAC controls
backlighting illuminates and that all controls perform the correct function If the radio/HVAC controls are still inoperative, replace the A11 radio.
Repair Instructions



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Radio Information Display Malfunction - DTC U0257

The radio info display module is supplied battery voltage and ground. The radio controls the power state of the display through the remote enable circuit, which is also used to
control the power state of other infotainment devices. Display backlighting dimming level, and screen touch signal are communicated over the touch data circuits. The radio
sends graphical image data to the display via a dedicated video interface cable.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Verify DTC B1265 is not set as current.

If DTC B1265 is set as current, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Vehicle in Service Mode, radio ON, verify the info display module turns on and information is shown on the display.
If the info display is inoperative, refer to Circuit/System Testing.
1. Vehicle OFF, verify the video interface cable is properly connected at the display X2 and radio X5 connections and there is no damage to the cable or connections.
Perform the appropriate repair or replacement to correct any issues found with the video interface cable or it's connections.
2. Vehicle OFF, disconnect the X1 harness connector at the P17 info display module.
If greater than the specified range, test the ground for an open/high resistance.
4. Test for less than 20 Ω between the data shield circuit terminal 7 and ground.
If greater than the specified range, test the data shield circuit for an open/high resistance. If the circuit tests normal, replace the A11 radio.
6. Vehicle in Service Mode, verify that a test lamp illuminates between the entertainment remote enable circuit terminal 6 and ground.
If the test lamp does not illuminate, test the remote enable circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the A11 radio.
7. Test for 2-3 V between the touch screen data high circuit terminal 4 and ground.
8. Test for 2-3 V between the touch screen data low circuit terminal 8 and ground.
9. Vehicle OFF, reconnect the harness connector at the P17 info display module.
10. Disconnect the X4 harness connector at the A11 radio.
11. Vehicle in Service Mode, test for 3-5 V between the display reset signal circuit terminal 10 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 P17 info display module.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the P17 info display module.
12. If all circuits test normal, replace the video interface cable. Reconnect all harness connectors.
13. Vehicle in Service Mode, radio ON, verify the info display module turns on and information is shown on the display.
If the information display still malfunctions, replace the P17 information display module. Vehicle in Service Mode, radio ON, verify the info display module turns on and
information is shown on the display. If the information display still malfunctions, replace the A11 radio.
Repair Instructions
• Driver Information Display Replacement



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Radio Poor Reception


Radio Aerial Coax B125A 02 B125A 04 1 --
Ground -- 1 -- --
1. May exhibit possible AM/FM interference.
The AM/FM aerial is part of the multi-band aerial is located on the roof of the vehicle. The radio provides battery voltage to the AM/FM amplifier in the aerial base using the
centre conductor of the aerial coaxial cable. When a 12 V signal is seen by the amplifier, both AM and FM signals are amplified.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, radio ON, tune to a strong AM or FM station. Verify that the AM and FM reception is clear.
1. Vehicle OFF, disconnect the radio aerial coax from the A11 radio and the T4G aerial.
2. Test for infinite resistance between the aerial coax centre terminal and ground.
3. Test for infinite resistance between the coax centre terminal and the outer shield.
4. Test for less than 5 Ω on the aerial coax centre circuit from end to end.
5. Vehicle in Service Mode, test for less than 1 V between the aerial coax centre terminal and ground.
6. Connect the aerial coax to the A11 radio. Test for 12-15 V between the aerial coax centre terminal and ground at the T4G aerial connector.
If not within the specified range, replace the A11 radio.
7. If all circuits test normal, replace the T4G aerial.
Repair Instructions


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Speaker Replacement Reference

Component Repair Instruction
Front Speakers Refer to Radio Front Side Door Speaker Replacement
Front Tweeter Speakers Refer to Radio Windscreen Side Garnish Moulding Speaker Replacement
Rear Subwoofer Refer to Radio Rear Compartment Speaker Replacement
Rear Speakers Refer to Radio Rear Side Door Speaker Replacement


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Speaker Malfunction
Each of the audio output channel circuits (+) and (-), at the radio and audio amplifier (if equipped) have a DC bias voltage that is approximately one half of battery voltage.
When using a DMM, each of the audio output channel circuits will measure approximately 6.5 V DC. The audio being played on the system is produced by a varying AC
voltage that is centred around the DC bias voltage on the same circuit. The AC voltage is what causes the speaker cone to move and produce sound. The frequency (Hz) of
the AC voltage signal is directly related to the frequency of the input (audio source playing) to the audio system. Both the DC bias voltage and the AC voltage signals are
needed for the audio system to properly produce sound.
Diagnostic Aids
• Improper speaker mounting or loose trim may cause an audible buzz or distortion. Inspect the appropriate speaker and the surrounding interior trim for proper and secure
mounting. If the speaker or surrounding interior trim is found to be loose or improperly secured, correctly secure the item.
• When equipped with an amplifier, it is possible for some individual circuit faults to affect more than one speakers operation. Perform diagnostic tests in the sequence listed
to avoid misdiagnosis.
• The amplifier control circuit will measure less than 1 V when the mute function is OFF, and approximately 8 V DC when at full mute. When mute is active, the radio stops
sending the varying AC voltage to the amplifier/speakers.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Special Tools
EL-50334-50 USB Cable and Adapter Kit
Without Amplifier
Radio ON, Mute OFF, verify clear audio is heard from each audio speaker.
If audio is inoperative from all speakers, replace the radio.

If audio is inoperative from one or more, but not all, speakers or the audio emitted from the speakers is not clear, refer to Speaker Circuit Malfunction - without Amplifier.
With Amplifier
Radio ON, Mute OFF, verify clear audio is heard from each audio speaker.
If audio is not heard from all speakers, or the audio emitted from the speakers is not clear, refer to Speaker Circuit Malfunction- with Amplifier.
Speaker Circuit Malfunction - without Amplifier

Note: In the following tests, audio signal frequencies (Hz) will be tested. To prevent misdiagnosis, the door chime must be OFF during testing. Ensure the driver door
latch is closed during testing.
1. Vehicle OFF, disconnect the harness connector at the appropriate P19 speaker.
2. Radio ON, mute OFF, test for 5.0-7.5 volts between each audio signal circuit terminal 1 and terminal 2 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 radio.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the radio.
3. Insert the EL-50334-6 Audio Test CD from the EL-50334-50 USB Cable and Adapter Kit .
4. Play track number three (50 Hz bass test tone) from the test CD. Test for 49-51 Hz AC between each signal circuit terminal 1 and terminal 2 and ground.
If not the specified value, replace the A11 radio.
5. If all circuits test normal, replace the speaker.
With Amplifier
Note: In the following tests, audio signal frequencies (Hz) will be tested. To prevent misdiagnosis, the door chime must be OFF during testing. Ensure the driver door
latch is closed during testing.
1. Vehicle OFF, disconnect the X1 harness connector at the T3 audio amplifier.

4. Disconnect the X2 harness connector at the T3 audio amplifier.
5. Vehicle in Service Mode, radio ON, verify a test lamp illuminates between the remote enable signal circuit terminal 14 and ground.
If the test lamp does not illuminate, test the remote enable signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the A11
radio.
6. Radio ON, mute OFF, test for less than 1 V between the amplifier control circuit terminal 12 and ground.
7. Mute ON, test for less than 7.5-8.5 V between the amplifier control circuit terminal 12 and ground.
If less than the specified range, test the control circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the A11 radio.
8. Vehicle OFF, disconnect the X3 harness connector at the T3 audio amplifier.
9. Radio ON, mute OFF, test for 5-7 V between the audio signal circuit terminals listed below and ground:
• Left front low level audio signal (+) terminal 14
• Left front low level audio signal (-) terminal 6
• Right front low level audio signal (+) terminal 5
• Right front low level audio signal (-) terminal 2
Left rear low level audio signal (+) terminal 12
•
• Left rear low level audio signal (-) terminal 4
• Right rear low level audio signal (+) terminal 3
• Right rear low level audio signal (-) terminal 11
10. Insert the EL-50334-6 Audio Test CD from the EL-50334-50 USB Cable and Adapter Kit .
11. Play track number three (50 Hz bass test tone) from the test CD. Test for 49-51 Hz AC between the audio signal circuit terminals listed below and ground.
• Left front low level audio signal (+) terminal 14
• Left front low level audio signal (-) terminal 6
• Right front low level audio signal (+) terminal 5
• Right front low level audio signal (-) terminal 2
• Left rear low level audio signal (+) terminal 12
• Left rear low level audio signal (-) terminal 4
• Right rear low level audio signal (+) terminal 3
• Right rear low level audio signal (-) terminal 11
If not the specified value, replace the A11 radio.
12. Vehicle OFF, reconnect all harness connectors at the T3 audio amplifier.
13. Disconnect the harness connector at the appropriate P19 speaker.
14. Radio ON, mute OFF, test for 5-7 V between the appropriate speaker signal terminals listed below and ground:
• Door speakers or front tweeter speakers: speaker control (-) circuit terminal 1
• Door speakers or front tweeter speakers: speaker control (+) circuit terminal 2
• Subwoofer speaker control (-) circuit terminal A
• Subwoofer speaker control (+) circuit terminal B
If less than the specified range, test the control circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the T3 audio amplifier.
If greater than the specified range, test the control circuit for a short to voltage. If the circuit tests normal, replace the T3 audio amplifier.
15. Play track number three (50 Hz bass test tone) from the test CD. Test for 49-51 Hz AC between the appropriate speaker signal circuit terminals listed below and ground.
• Door speakers or front tweeter speakers: speaker control (-) circuit terminal 1
• Door speakers or front tweeter speakers: speaker control (+) circuit terminal 2
• Subwoofer speaker control (-) circuit terminal A
• Subwoofer speaker control (+) circuit terminal B
If not the specified value, replace the T3 audio amplifier.
16. If all circuits test normal, replace the appropriate P19 speaker.
Repair Instructions
• Speaker Replacement Reference

• Control Module References for amplifier or radio replacement, setup, and programming


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Mobile Telephone Microphone Replacement


Mobile Telephone Microphone
1 Procedure


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Communication Centre Call Switch Replacement


Communication Centre Call Switch
1 Procedure


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Communication Interface Module Replacement

2. Remove the instrument panel lower trim panel insulator. Refer to Instrument Panel Lower Trim Panel Insulator Replacement
Communication Interface Module Bracket Bolt
1
Communication Interface Module
Procedure
2 1. Open the bottom of the hinged bracket and slide the module downward.
3. If replacing the communication interface module be sure to transfer wireless communication interface aerial, if equipped.
4. For programming and set up procedures, refer to Control Module References


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Wireless Communication Interface Antenna Replacement

Remove the communication interface module. Refer to Communication Interface Module Replacement
Wireless Communication Interface Aerial Bluetooth Module
1 Procedure
Unsnap the Aerial from Communication Module.


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Communication Interface Module Bracket Replacement

2. Remove the instrument panel tie bar. Refer to Instrument Panel Tie Bar Replacement .
Communication Interface Module Bracket Bolts (Qty: 4)
1
Communication Interface Module Bracket
Procedure
2
2. Transfer components as necessary.


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Radio Replacement

2. Remove the radio control assembly. Refer to Radio Control Assembly Replacement .
Radio Screw (Qty: 4)

1
Tighten
2.5 N·m (22 lb in)
Radio Assembly
Procedure
2
2. Refer to Control Module References for programming and setup information.


Volt

Radio Control Assembly Replacement

2. Remove the front floor console applique. Refer to Front Floor Console Applique Replacement
Radio Control Assembly Fastener(Qty: 2)
1
Radio Control Assembly
Procedure
2
1. Use a flat-bladed plastic trim tool in order to release the retainer clips securing the radio control assembly to the instrument panel.
3. When replacing the radio control assembly, transfer components as necessary.


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Audio Disc Player, USB, Auxiliary In, and Memory Card Receptacle Replacement

Remove the front floor console. Refer to Front Floor Console Replacement
Audio Disc Player and USB and Auxiliary In and Memory Card Receptacle
Procedure
1
1. Depress the tabs to remove the receptacle.


Volt

Radio Speaker Amplifier Replacement

Remove the rear compartment floor stowage trim compartment. Refer to Rear Compartment Floor Stowage Trim Compartment Replacement .
Radio Speaker Amplifier Bolt (Qty: 3)
1
Radio Speaker Amplifier
2 Procedure


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Navigation Signal Splitter Replacement

1. Remove the instrument panel lower compartment. Refer to Instrument Panel Lower Compartment Replacement .
2. Remove the instrument panel lower trim panel insulator. Refer to Instrument Panel Lower Trim Panel Insulator Replacement .
Navigation Signal Splitter
1 Procedure
Disconnect the electrical connection.


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Radio Aerial Base Replacement

Lower the rear of the headlining trim panel. Refer to Headlining Trim Panel Replacement .
Radio Antenna Base Fastener
1
Radio Aerial Base Retainer
2 Procedure
Use a new retainer.

Radio Aerial Base Assembly
3 Procedure


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Radio Aerial Replacement

Radio Aerial
1 Procedure
Rotate the mast anticlockwise in order to release the mast from the aerial base.


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Radio and Telephone Control Switch Replacement

2. Remove the steering wheel lower cover. Refer to Steering Wheel Spoke Lower Cover Replacement .
Steering Wheel Lower Cover Fastener (Qty: 2)
1
Radio and Telephone Control Switch Assembly
2 Procedure


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Radio Windscreen Side Garnish Moulding Speaker Replacement

Remove the windshield side garnish molding. Refer to Windscreen Side Garnish Molding Replacement .
Radio Windscreen Side Garnish Moulding Speaker
Procedure
1
2. Depress tabs to remove speaker.


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Radio Front Side Door Speaker Replacement

Remove the front side door trim. Refer to Front Side Door Trim Replacement .
Radio Front Side Door Speaker Bolt/Screw
1
Radio Front Side Door Speaker
2 Procedure


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Radio Rear Side Door Speaker Replacement

Remove the rear side door trim. Refer to Rear Side Door Trim Replacement .
Radio Rear Side Door Speaker Screw
1
Radio Rear Side Door Speaker
2 Procedure


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Radio Rear Compartment Speaker Replacement

2. Remove the rear compartment floor stowage compartment trim. Refer to Rear Compartment Floor Stowage Trim Compartment Replacement .
Radio Rear Compartment Speaker Nut (Qty: 3)

1
Tighten
6 N·m (53 lb in)
Radio Rear Compartment Speaker
Procedure
2
1. Unclip wire harnesses.
2. Disconnect the electrical connection.
3. Transfer the amplifier.


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The mobile telephone control module offers the opportunity to hold phone conversations using a cellular telephone via a vehicle microphone and vehicle speaker system and
to operate the most important cellular telephone functions via the infotainment system in the vehicle. The mobile telephone control module provides the features listed below:
• Call lists

• Call handling
• Steering wheel control
• Status messages
• Phone book
• Bluetooth
• Speech recognition, including adaptive echo and noise reduction algorithm
An additional base plate and cradle is available for specific cellular telephones, available as an option. It provides charging of the cellular telephone and a connection to the
outside antenna. All cellular telephone interaction and data transmission to mobile telephone control module is done via Bluetooth. In order to create a connection between
the mobile telephone control module and the infotainment system, the mobile telephone control module must be switched on and the cellular telephone logged in. The mobile
telephone control module switches itself on and off via the ignition. If the ignition is switched off the mobile telephone control module can be switched on and off via the
infotainment system. When a telephone connection is active, the radio sound is switched off. When the telephone connection has ended, the radio sound is switched on
again.
Speech Recognition
The speech recognition enables the operation of some cellular telephone functions by voice input. It recognises commands and sequences of numbers independently of the
person speaking. The commands and sequences of numbers can be spoken without a break between the individual words. It is also possible to save telephone numbers
using a name randomly chosen by the user. The telephone connection can be created using the proper name.


Volt


The entertainment system on this vehicle may have several different configurations available to it. To determine the specific configuration of the vehicle, please see the
Service Parts ID Label, and refer to RPO Code List .
Each item in the list below represents topics covered in detail below.
• Radio Circuit Operation

• Radio/HVAC Communications
• Radio/HVAC Controls
• Aerial System
• AM/FM Reception
• Speaker Operation
• Audio Amplifier (If equipped)
• Radio Data System (RDS)
• Theft Deterrent
• Steering Wheel Controls (If equipped)
• Auxiliary Audio Input Jack (If equipped)
• USB Port (If equipped)
• Auto Volume Control
• Navigation System Components and Features (if equipped)
Radio Circuit Operation
Radio Power
The radio does not use a discrete ignition feed circuit for power moding. The power mode master provides the system power mode to the radio via serial data messages. The
power mode master determines the system power mode by processing power mode information from ignition switch inputs. Serial data power modes supported by the radio
are OFF, ACCESSORY, RUN, and CRANK REQUEST.
Radio Grounds
The vehicle harness provides a ground for the radio circuits. The radio may also be case grounded.
Radio Data Link Communication
The radio communicates with other modules via serial data.
Radio Audio Outputs
Each of the audio output channel circuits (+) and (-), at the radio have a DC bias voltage that is approximately one half of battery voltage. The audio being played on the
system is produced by a varying AC voltage that is centred around the DC bias voltage on the same circuit. The AC voltage is what causes the speaker cone to move and
produce sound. The frequency (Hz) of the AC voltage signal is directly related to the frequency of the input (audio source playing) to the audio system. Both the DC bias
voltage and the AC voltage signals are needed for the audio system to properly produce sound.
Remote Enable Output
The remote enable circuit is a discrete 12 V signal supplied to infotainment system components when the radio is producing audio, needs the front display on, needs video
entertainment system components on, or needs to produce chimes. This signal is used to control the power state of the components. There is no output on radio the remote
enable circuit when the vehicle is in the CRANK powermode, this is to minimise current consumption from the attached modules and also to avoid audio pops during crank
events.
Navigation Radio Communications Diagram
(1) Radio/HVAC Controls

(2) Info Display Module
(3) Radio
(4) HVAC Control Module
(5) Data Link Connector
(a) GMLAN
(b) Local Interconnect Network
(c) CAN Graphical Interface
(d) Digital Video
(e) Touch Screen Serial Data
Info Display Module
The info display module has continuous power and ground. When the radio is on, a discrete 12 V signal is supplied on the remote enable circuit to the colour display module.
This signal is used to control the power state of the module, which is active when the signal is high and inactive when the signal is low.
The info display module receives digital video data from the radio for on-screen display information through the video signal circuits. The radio communicates with the info
display module over the touch screen serial data circuits for touch screen inputs and back lighting dimming level.
Radio/HVAC Controls
The radio/HVAC controls communicate radio control inputs directly to the radio through the CAN Graphical Interface (CGI) data circuits. After receiving the message the radio
will perform the requested function. Messages communicated between the radio and the radio/HVAC controls include the following:
• Button presses/knob rotations

• Commands for the state of indicators
• Radio control back lighting
HVAC data for controls and status indicators is communicated between the radio/HVAC controls and the HVAC control module with a separate LIN serial data circuit. HVAC
status screen information from the HVAC control module is transmitted to the radio on the GMLAN serial data circuit. The radio then displays the desired screen information
on the info display using the video data circuits.
Aerial System
Multi-Band Aerial
The multi-band antenna is located on the roof of the vehicle. This type of aerial may be used with the AM/FM radio, but is primarily for OnStar® mobile and GPS signals and
the XM™ Satellite Radio Service System, if the vehicle has these features. Keep this aerial clear of snow and ice build up for clear reception. If the vehicle has a sunroof, the
performance of the system may be affected if the sunroof is open. Loading items onto the roof of the vehicle can interfere with the performance of the system, ensure the
multi-band aerial is not obstructed.
Active Aerial
The active aerial system uses two integral aerials applied as appliqués to the rear glass. Each aerial is part of the rear window and looks similar to the demister grid. One
aerial receives AM signals while the other aerial receives FM signals. Any damage to the aerial requires replacing the glass.
The radio aerial module is enabled when the radio is turned on. The radio provides battery voltage to the aerial module using the centre conductor of the aerial coaxial cable.
This DC voltage does not affect the incoming radio signal. When a 12 V signal is seen by the module on the centre conductor of the aerial coax, both AM and FM signals are
amplified.
AM/FM Reception
Radio Signal
The radio signal is sent from a broadcast station and is then received by an aerial. The strength of the signal received depends on the following:
• The power output (wattage) of the broadcasting station

• The location of the vehicle (or receiver) relative to the broadcast tower.
• Obstacles between the tower and the receiver
• Atmospheric conditions
• What band (AM or FM) the station is broadcasting
• Type of aerial and the ground plane
AM Reception
The AM band has a lower frequency range than the FM band. These longer wavelengths:
• Bend around Obstacles

• Follow the curvature of the ground
• May reflect off the ionosphere (skip)
The AM frequencies have longer range due to the ground wave. The ground wave follows the curvature of the ground and is effected by its conductivity. Greater conductivity
equates to less signal loss thus transmission over water is better than over land. The AM band has a range of 80-320 km (50-200 miles).
FM Reception
The shorter wavelengths of the higher frequency FM band:
• Reflect off obstacles

• Are absorbed by the ground
• Penetrate the ionosphere
Broadcasts in the FM band are limited to line of sight reception which is typically 40 km (25 miles). Even when out of a direct line of sight, the signal may be reflected into
areas that would be in a shadow otherwise. Factors which affect the line of sight include:
• Height of the broadcast aerial

• Height of the receiving aerial
• Terrain and buildings in the broadcast path
Speaker Operation
Speakers turn electrical energy into mechanical energy to move air, using a permanent magnet and an electromagnet. The electromagnet is energised when the radio or
amplifier (if equipped) delivers current to the voice coil on the speaker. The voice coil will form a north and south pole that will cause the voice coil and the speaker cone to
move in relation to the permanent magnet. The current delivered to the speaker is rapidly changing alternating current (A/C). This causes the speaker cone to move in two
directions producing sound.
Audio Amplifier (If equipped)
Amplifier Interface
A fused battery voltage circuit provides the main amplifier power. A switched 12 V output from the radio is used to control the power - state of the amplifier. To respond quickly
to audio input and control signals, the amplifier is ON in all vehicle power modes except OFF and CRANK Request. The internal amplifier bridges are fully powered and
unmuted when the amplifier receives the switched 12 V input.
Amplifier Operation
The purpose of the amplifier is to increase the power of a voltage or current signal. The output signal of an amplifier may consist of the same frequencies as the input signal or
it may consist of only a portion of the frequencies as in the case of a subwoofer or midrange speaker. The radio creates a low level stereo audio output signal, which is sent at
the user-defined volume level to the audio amplifier. The audio amplifier amplifies the signal and sends it to the appropriate speakers. Each of the audio output channel
circuits (+) and (-), from the amplifier have a DC bias voltage that is approximately one half of battery voltage. The audio being played on the system is produced by a varying
AC voltage that is centred around the DC bias voltage on the same circuit. The AC voltage is what causes the speaker cone to move and produce sound. The frequency (Hz)
of the AC voltage signal is directly related to the frequency of the input (audio source playing) to the audio system. Both the DC bias voltage and the AC voltage signals are
needed for the audio system to properly produce sound.
Radio Data System (RDS)
The radio may be equipped with the Radio Data System (RDS). The RDS feature is available only on FM stations that broadcast RDS information. This system relies upon
receiving specific information from these stations and only works when the information is available. While the radio is tuned to an FM-RDS station, the station name or call
letters display.
RDS data is carried in what is known as a "subcarrier". A subcarrier is a frequency that the FM broadcaster is authorised to use to send data that is not audible in the main
audio program.
• RDS functions will only work with FM broadcast stations that are broadcasting RDS data.
• Not all FM Broadcast stations broadcast RDS data or offer all of the RDS services.
• The information displayed is dependent upon the information broadcast by the particular station. The information may vary greatly between stations.
• RDS functions may not work properly when reception is weak, reception is of poor quality, or RDS is not implemented properly by the FM Broadcaster.
• In some cases, a radio station broadcasting incorrect information may cause the RDS features of the radio to appear to work improperly.
With RDS, the radio can do the following:
• Seek to stations broadcasting the selected type of programming

• Receive announcements concerning local and national emergencies
• Display messages from radio stations
• Receive alert warnings of local or national emergencies. When an alert announcement comes on the current radio station, ALERT! displays. You will hear the
announcement, even if the volume is low or a CD is playing. If a CD is playing, play stops during the announcement. Alert announcements cannot be turned off. ALERT!
is not affected by tests of the emergency broadcast system. This feature is not supported by all RDS stations.
RDS may display text information such as:
• The name of the station.

• The type of program.
• General information such as artist and song title, call in phone numbers, etc.
Theft Deterrent
The radio theft deterrent system is intended to disable or limit radio functionality if incorrect vehicle information is received by the radio. The radio disables functionality if the
VIN information received by the radio does not match the VIN information that has been learned by the radio. The radio receives this information via serial data. A possible
cause of incorrect VIN info could be the radio was originally installed in another vehicle.
The radio has the following theft operating modes as part of the theft deterrent system:
• Normal Mode: The radio has learned a correct VIN sequence and the VIN information received via serial data matches the learned VIN sequence. In this mode the radio
has full functionality.
• No VIN Mode: The radio has not received or learned a correct VIN sequence. In this mode the radio has limited functionality.
• Theft Detected Mode: The radio has learned a correct VIN sequence and the VIN information received via serial data does NOT match the learned VIN sequence. In this
mode the radio may be disabled or have limited functionality. The radio display will indicate that theft protection is active.
Steering Wheel Controls (If equipped)
Some audio functions are available using the steering wheel controls. The steering wheel controls duplicate the function of the primary controls available on the radio.
For additional information on steering wheel controls, refer to Steering Wheel Controls Description and Operation .
Auxiliary Audio Input Jack (If equipped)
The infotainment system may have a 3.5mm (1/8 in.) auxiliary audio input jack located in the centre console. The auxiliary audio input jack interfaces directly with the radio.
When a portable audio playback device is connected to the auxiliary jack, an internal switch detects the connection and the radio will switch to AUX as the audio source. Audio
signals from the device are sent to the radio from the auxiliary jack via the left, right, and common audio signal circuits.
• When a device is first connected to the 3.5mm (1/8 in.) input jack the infotainment system automatically switches to that device. If an auxiliary device has already been
connected, press the AUX or CD/AUX button to select the device.
• Playback of an audio device that is connected to the 3.5mm jack can only be controlled using the controls on the device.
• The volume control on the device may need to be adjusted to ensure sufficient playback volume through the infotainment system.
USB Port (If Equipped)
The infotainment system may have a USB connector located in the centre console. The USB connector interfaces directly with the radio. The USB connector supports both
USB standards 1.1 and 2.0.
USB Supported Devices:
• USB Flash Sticks (Thumb Drives)

• Portable USB Hard Drives
• Portable Digital Media Players (iPod®, ZUNE®, etc)
Depending on the USB device, some devices may not be recognised, or some features/functions may not be able to be controlled with the radio controls. USB HUB devices
are not supported.
Speed Compensated Volume
With Auto Volume Control, the audio system will adjust automatically to make up for road and wind noise as you drive, by increasing the volume as vehicle speed increases.
To use auto volume control, set the volume at the desired level, and then select either Low, Medium, or High. To turn SCV off, select the Off screen button.
Navigation System Components and Features (if equipped)
The navigation system, if equipped, provides the following:
• Connection to the global positioning system (GPS) aerial, which provides the vehicle position information.
• Route guidance with verbal prompts to the operator.
• Map data for navigation and map route guidance, stored on the internal hard drive.
• Traffic and weather information for display on the navigation system map (with active subscription, where available).
Global Positioning System (GPS) Aerial

The global positioning system (GPS) aerial is part of the multi-band aerial located on the roof of the vehicle. The GPS aerial is used to collect the signals of the orbiting GPS
satellites. Within the aerial is housed a low noise amplifier that allows for a more broad and precise reception of this data. The GPS aerial amplifier is powered through the
coaxial cable.
The aerial is connected to the navigation radio through a signal splitter. The signal splitter is a component for dividing the navigation signal into two paths without any
transmission loss. This allows the use of a single GPS aerial to provide a signal to both the navigation radio and the telematics communication interface module.
Route Guidance
The map will display the route to the selected destination. Voice prompts alert the operator of upcoming events (turns) and arrivals at the destination. The navigation system
will automatically recalculate if the route is not followed. The navigation radio uses data received from the global positioning system (GPS) satellites, the vehicle speed signal.
and serial data information to accurately display the current position of the vehicle.
Points of Interest
The map database provides point of interest information. Points of interests are locations that are frequently visited. Points of interest can be can be displayed on the map or
set as a destination. The following are some of the available Points of interests:
• Gas Station

• Restaurant
• College
• Police Station
Traffic Information
XM NavTraffic™ is a subscription based service that enhances the navigation system with live traffic information. The service provides information on traffic conditions such as
traffic speed, accidents, disabled vehicles, construction and road closings.
The integrated XM satellite radio receives the information. When Traffic Information is turned ON in the configuration menu, the available information will be displayed on the
map screen.
The traffic information can vary based upon coverage in the area, and coverage is not available in all areas. No information will be displayed if coverage is not available, if
there is no traffic information for the area, or if there is no subscription to receive the information.
A subscription fee is required in order to receive the XM NavTraffic™ service. No traffic data will be displayed without a current subscription.
Weather Information
XM NavWeather™ is a subscription based service that transmits weather information to the integrated XM satellite radio. Real time information such as current and future
weather and road conditions, atmospheric conditions, and National Weather Service warnings is provided, as well as 3 day forecasts for some cities. Received information is
available to be displayed on the Weather Info screen.
A subscription fee is required in order to receive the XM NavWeather™ service. No weather data will be displayed without a current subscription.


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Special Tools
EL 50334-50
USB Cable and Adapter Kit

EL-48028
Digital Radio Test Aerial
EL-49903
OnStar Aerial Diagnostic Tool Kit


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Ambient Air Temperature Sensor Resistance

Temperature Ambient Air Temp Sensor Ambient Air Temp Sensor (Min) Ambient Air Temp Sensor (Max)
°C °F (kΩ) (kΩ) (kΩ)
-40 -40 169.4 158.46 181.19
-30 -22 88.74 83.39 94.47
-20 -4 48.58 47.19 50.02
-10 14 27.67 26.93 28.44
0 32 16.33 15.92 16.75
10 50 9.95 9.71 10.19
20 68 6.24 6.1 6.38
30 86 4.02 3.94 4.11
40 104 2.66 2.61 2.71
50 122 1.8 1.73 1.87
60 140 1.24 1.2 1.29


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Power, Ground, Serial Data, and Indicators
| |
Windscreen Wiper/Washer
Power, Ground, MIL and Data Communication

G204


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Driver Information System Schematics

Driver Information Centre
| |


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Audible Warning
| |
Door Ajar Switches
Park, Tail and Number Plate Lamps

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DTC B0550
DTC Descriptor
DTC B0550 32: Odometer Circuit General Memory Malfunction
The instrument cluster is equipped with odometers that indicate the distance traveled by the vehicle. One type of odometer is the season odometer where the travelled
distance can not be reset by the driver. This information is also stored in the body control module (BCM). In addition to storing the season odometer value for the vehicle, the
instrument cluster and the BCM store the VIN. Software checks are performed to ensure these modules, and their stored season odometer information, can not be moved or
transferred between different vehicles.
The ignition is ON.
The BCM has detected an internal memory malfunction.
DTC B0550 32 is stored in the BCM memory.

The BCM no longer detects a malfunction.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Verify that DTC B0550 32 is not set.
If the DTC is set, program the K9 BCM. Verify that DTC B0550 32 does not reset. If the DTC resets, replace the K9 BCM.
Repair Instructions
Control Module References for BCM replacement, programming and setup


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Symptoms - Displays and Gauges

Note: The following steps must be completed before using the symptom diagnostic tables.
1. Before using the symptom diagnostic tables, perform the Diagnostic System Check - Vehicle .
2. Review the system operation in order to understand the system functions. Refer to the following description and operations:
• Instrument Cluster Description and Operation
• Indicator/Warning Message Description and Operation
• Driver Information Centre (DIC) Description and Operation
• Audible Warnings Description and Operation
• Inspect for aftermarket devices which can affect the operation of the instrument panel cluster or the audible warning systems. Refer to Checking Aftermarket Accessories
.
• Inspect the accessible system components or the visible system components for obvious damage or for obvious conditions which can cause the symptom.
• Inspect for the proper fluid levels.
Intermittent
Symptom List
Gauges and Odometer
• Instrument Cluster Display Malfunction

• Instrument Cluster Gauges Malfunction
• Fuel Gauge Malfunction - DTC P0461-P0464
• Speedometer and/or Odometer Malfunction
Indicators
• ABS Indicator Malfunction

• Air Bag Indicator Circuit Malfunction : Driver → Passenger
• Brake Warning Indicator Malfunction
• Door Ajar Indicator Malfunction
• Park Brake System Diagnosis
• Engine Oil Pressure Indicator Malfunction - DTC P0520
• Headlamps Malfunction
• Low Tyre Pressure Indicator Malfunction
• Seat Belt Indicator Circuit Malfunction - Driver
• Seat Belt Indicator Circuit Malfunction - Passenger
• Seat Belt Indicator Circuit Malfunction - Rear
• Traction Control/Stability Control Indicator Malfunction
• Indicator Lamps and/or Indicators Malfunction
• Washer Malfunction
Driver Information Centre
Audible Warnings
Chime Malfunction


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Chime Malfunction
The radio generates the audible warnings. The instrument cluster, the body control module (BCM), the inflatable restraint sensing and diagnostic module (SDM) or the object
alarm module request audible warnings via Low Speed CAN-Bus signals.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: Before performing this diagnostics, make sure no indicators are illuminated after the instrument cluster performs a lamp test. If any indicators are illuminated after the
bulb test, perform the indicator diagnostics before this diagnostics.
1. Vehicle in Service Mode, radio ON, adjust the radio balance and fade to each speaker.
If any speaker does not operate properly, refer to Speaker Malfunction .
2. Vehicle in Service Mode, buckle up driver seat belt, verify the scan tool Driver Seat Belt Status parameter is Buckled.
If not Buckled refer to Seat Belt Indicator Circuit Malfunction - Driver .
3. Vehicle in Service Mode, headlamp switch OFF, verify the scan tool Headlamp On Switch parameter is Inactive.
If not Inactive, refer to Headlamps Malfunction .
4. Vehicle in Service Mode, parking lamp switch OFF, verify the scan tool Parklamp Switch parameter is Inactive.
If not Inactive, refer to Park, License, and/or Tail Lamps Malfunction .
5. Vehicle in Service Mode, indicator switch OFF, verify the scan tool Left Indicator Switch parameter and the scan tool Right Indicator Switch parameter is Inactive.
If not Inactive, refer to Indicator Lamps and/or Indicators Malfunction .
6. Vehicle in Service Mode, doors closed, verify that all scan tool parameters listed below are Inactive.
• Driver Door Ajar Switch
• Passenger Door Ajar Switch
• Left Rear Door Ajar Switch
• Right Rear Door Ajar Switch
If any are not Inactive, refer to Door Ajar Indicator Malfunction .
7. Vehicle in Service Mode, verify that the scan tool Park Assist Switch parameter is Active when the parking assist is active and Inactive when the parking assist is
Inactive.
If the scan tool parameter does not operate properly, refer to Parking Assist System Malfunction .
8. If all tests operate properly, replace the A11 radio.
Repair Instructions
Control Module References for BCM or Radio replacement, programming and setup

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DTC Descriptors
DTC B3567 01: Info Display Select Switch Circuit Short to Battery
DTC B3567 02: Info Display Select Switch Circuit Short to Ground
DTC B3567 04: Info Display Select Switch Circuit Open
DTC B3567 59: Info Display Select Switch Circuit Protection Time-Out
The driver information centre switch is a multiplexed switch. The Select, Back, and Config buttons are a series of momentary contact switches that connect a series of
resistors in a resistor ladder format. The Select, Back, and Config buttons utilise a 12 V signal and the instrument cluster determines which button is pressed by the voltage
drop across the resistors when the button is pressed.
• The ignition is in OFF, ACCESSORY or RUN position.

B3567 01
The instrument cluster detects that the driver information centre switch signal circuit is shorted to battery.
B3567 02
The instrument cluster detects that the driver information centre switch signal circuit is shorted to ground.
B3567 04
The instrument cluster detects that the driver information centre switch signal circuit is open.
B3567 59
The instrument cluster detects that the driver information centre switch is stuck.
The instrument cluster ignores the driver information centre switch inputs.
The DTC will become history if the instrument cluster no longer detects a malfunction.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool Driver Information Centre Switch parameter, that when the S16 driver information centre switch, Select, Back, and Config are
pressed and released the scan tool parameter toggles between Select, Back, and Config and Inactive.
1. Vehicle OFF, disconnect the harness connector at the S16 driver information centre switch.
2. Test for less than 10 Ω 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 P16 instrument cluster.
3. Vehicle in Service Mode, test for 10-12 V between the signal S16 driver information centre switch signal circuit terminal 1 and ground.
If less than the specified range, test the signal for an open/high resistance or a short to ground. If the circuit tests normal replace the P16 instrument cluster.
If greater than the specified range, test the signal circuit for a short to high voltage. If the circuit tests normal, replace the P16 instrument cluster.
4. If all circuits tests normal, test or replace the S16 driver information centre switch.
Repair Instructions

• Control Module References for instrument cluster replacement, programming and setup


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Engine Oil Pressure Indicator Malfunction - DTC P0520

DTC Descriptor
DTC P0520 00: Engine Oil Pressure Switch Circuit Malfunction

Signal P0520 1 1 --
1. Engine Oil Pressure Indicator Malfunction
ECM - Engine Oil Pressure Switch

Parameter Normal Range: OK

Signal Low OK OK
Ground -- OK --
The engine oil pressure switch is a normally closed switch that opens with the proper oil pressure. With the ignition switch turned ON and the engine not running, the engine
control module (ECM) should detect a low signal voltage input. With the engine running, the engine oil pressure switch opens and the ECM should detect a high signal
voltage input. When the oil pressure is low, the ECM sends a message via High Speed CAN-Bus to the body control module (BCM). The BCM then sends a message via Low
Speed CAN-Bus to the instrument cluster requesting the engine oil pressure indicator turned ON.
The engine is running.
• The ECM detects that the engine oil pressure switch signal circuit is pulled low.
• The above condition is present for greater than 10 seconds.
The instrument cluster illuminates the service vehicle soon indicator and the oil pressure low indicator.
The DTC becomes history when the conditions for setting the DTC are no longer present.
Schematic Reference
• Instrument Cluster Description and Operation

• Indicator/Warning Message Description and Operation
• Driver Information Centre (DIC) Description and Operation

• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool Engine Oil Pressure Switch parameter with the ignition switch turned ON and the engine not running the reading should be
Low, with the engine running the reading should be OK.
1. Vehicle OFF, disconnect the harness connector at the B37 engine oil pressure switch.
2. Vehicle in Service Mode, verify the scan tool ECM - Engine Oil Pressure Switch parameter is OK.
If not the specified value, test for the signal circuit terminal A for a short to ground. If the circuit tests normal, replace the K20 ECM.
3. Install a 3 A fused jumper wire between the signal circuit terminal A and ground. Verify the scan tool ECM - Engine Oil Pressure Switch is Low.
If not 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.
4. Command the All Indicators test ON and OFF with the scan tool. The engine oil pressure indicator should turn ON and OFF when changing between the commanded
states.
If the engine oil pressure indicator always on or always off, replace the P16 instrument cluster.
5. If all circuits test normal, test or replace the B37 engine oil pressure switch.
Repair Instructions
• Engine Oil Pressure Indicator Switch Replacement

• Control Module References for instrument cluster or ECM replacement, programming and setup

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Fuel Gauge Malfunction - DTC P0461-P0464

DTC Descriptors
DTC P0461: Fuel Level Sensor Performance
DTC P0462: Fuel Level Sensor Circuit Low Voltage
DTC P0463: Fuel Level Sensor Circuit High Voltage
DTC P0464: Fuel Level Sensor Circuit Intermittent

Fuel Level Sensor 1 Signal P0462 P0463 P0463 P0461
Low Reference -- 1 P0463, P0464 P0461
1. Fuel Gauge Malfunction
The fuel level sensor changes resistance based on fuel level. The engine control module (ECM) monitors the signal circuit of the fuel level sensor in order to determine the
fuel level. When the fuel tank is full, the resistances of the fuel level sensor is low and the ECM senses a low signal voltage on the signal circuit of the fuel level sensor. When
the fuel tank is empty, the resistance of the fuel level sensor is high and the ECM senses a high signal voltage. The ECM uses the signal circuit of the fuel level sensor in
order to calculate the percentage of remaining fuel in the tank. The ECM sends the fuel level percentage via High Speed CAN-Bus to the body control module (BCM). The
BCM then sends the fuel level percentage via Low Speed CAN-Bus to the instrument cluster in order to control the fuel gauge. When the fuel level falls below approximately
11% the instrument cluster illuminates the low fuel level indicator.
• The engine is running

• The system voltage is between 11-16 V
P0461
• The ECM detects a difference between the fuel consumed by the engine and change of the fuel level signal of less than 1 L (0.26 gal) over a range of 30 L (7.92 gal) or
45.6% of the primary fuel tank.
• The above condition is present for about 300 seconds.
P0462
• The signal voltage is less than 0.25 V.

• The above conditions must be met for 5 seconds.
P0463
• The signal voltage is greater than 4.7 V.

P0464
• The fuel level change is greater than 10%.

• DTC P0464 runs and fails 2 out of 3 test cycles.
• P0461, P0462, P0463, and P0464 are Type B DTCs

• The fuel gauge defaults to empty
• The low fuel indicator illuminates

• P0461, P0462, P0463, and P0464 are Type B DTCs
• The DTC becomes history when the conditions for setting the DTC are no longer present.
• The history DTC clears after 40 malfunction-free warm-up cycles.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle OFF, disconnect the harness connector at the B46 fuel level sensor.
2. Test for less than 10 Ω at the low reference circuit terminal 3.
If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the K20 Engine Control Module.
3. Vehicle in Service Mode, test for 4.8-5.2 V between the signal circuit terminal 4 and ground.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the K20 ECM.
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.
4. If all circuits test normal, replace the B46 fuel level sensor.
Repair Instructions
• Fuel Level Sensor Replacement

• Control Module References for the ECM replacement, programming and setup


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Instrument Cluster Gauges Malfunction

The instrument cluster displays the engine coolant temperature, fuel level, vehicle speed and the engine speed based on the information from the engine control module
(ECM). The ECM sends information via a High Speed CAN-Bus signal to the body control module (BCM). The BCM then sends the information via a Low Speed CAN-Bus
signal to the instrument cluster to display the engine coolant temperature, fuel level, the engine speed, the vehicle speed and the distance travelled, either in kilometers or
miles, based on the vehicle requirements.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, perform the Instrument Cluster Gauge Sweep test with the scan tool, verify that the instrument cluster performs a screen test sequence.
Note: Since there are no gauges, the instrument cluster will go through a screen test sequence instead of sweeping the gauges.
If the instrument cluster does not perform the screen test sequence, replace the P16 instrument cluster.
2. Drive the vehicle, verify the gauge values match the values on the scan tool.
If the values do not match, reprogram the P16 instrument cluster. If the values still do not match, replace the P16 instrument cluster.
3. If all gauges display the correct value, and the odometer display counts up, replace the K20 engine control module.
Repair Instructions
Control Module References for instrument cluster or ECM replacement, programming and setup


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Instrument Cluster Display Malfunction

miles, based on the vehicle requirements.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
2. Perform the Driver Information Centre Segments test for each colour, White, Blue, Green, Red, Black and Off with a scan tool, verify there are no stuck or dead pixels in
any colour.
If there are any stuck or dead pixels in any colour, replace the P16 instrument cluster.
Repair Instructions
Control Module References for instrument cluster replacement, programming and setup


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Speedometer and/or Odometer Malfunction

miles, based on the vehicle requirements. The instrument cluster will display dashes when its VIN does not match the VIN received from the BCM.
Diagnostic Aids
If the VIN mismatch is corrected the odometer will once again be displayed in the instrument cluster. If the vehicle is driven for a calibrated distance with a VIN mismatch, it will
cause the instrument cluster odometer to enter into an error mode and lock itself. When this occurs the dashes will remain on the display even after correcting the VIN
mismatch. The vehicle odometer status data display on the scan tool can be used to identify a locked odometer. The only way to unlock the instrument cluster (clear the
dashes from the display) is to perform an SPS programming event. Failure to follow the diagnostic and programming procedures may result in either an improper odometer
value or a module replacement.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Verify no DTC is set.

If any DTC is set, diagnose this first.
3. Drive the vehicle, verify the speedometer value matches the Vehicle Speed parameter on the scan tool.
If the values do not match, replace the P16 instrument cluster.
4. Drive the vehicle, verify the odometer display, the displayed distance counts up while driving.
If the odometer displays only "----" (dashes), go to circuit/system testing.
If the odometer display does not count up, verify the scan tool Body Control Module Odometer parameter and scan tool Engine Control Module Odometer parameter
are functioning correctly. If the Engine Control Module Odometer parameter does not count up while driving, replace the K20 engine control module. If the Body
Control Module Odometer parameter does not count up while driving, replace the K9 BCM. If the K9 BCM and K20 Engine Control Modules are working correctly,
replace the P16 instrument cluster.
Note: If there are multiple modules not original to the vehicle and are not new correctly configured service parts, SPS may not be able to properly read or recover the vehicle
odometer value. Follow government rules and documentation (including vehicle identification) regarding inaccurate/unknown odometer values.
Instrument Cluster is Showing "----" (Dashes, Correcting VIN mismatch - odometer is still unlocked.)
1. Verify the vehicle odometer lock status with a scan tool. The reading should be Inactive.
If the reading is Active, go to correcting VIN mismatch - odometer is locked.
2. Using the scan tool, verify the BCM VIN matches the vehicle VIN placard. If the VIN does not match, reprogram the BCM.
3. Using the scan tool, verify the instrument cluster VIN matches the vehicle VIN placard. If the VIN does not match, reprogram the instrument cluster.
If the instrument cluster is still displaying "----" (dashes), replace the P16 instrument cluster.
Instrument Cluster is Showing "----" (Dashes, Correcting VIN mismatch - odometer is locked)
1. Using the scan tool, verify the instrument cluster VIN matches the vehicle's VIN placard. If the VIN does not match, reprogram the instrument cluster.
2. Perform the BCM setup procedure in SPS.
3. Vehicle in Service Mode, verify the instrument cluster is displaying the correct odometer value.
If the instrument cluster is still displaying "----" (dashes), replace the P16 instrument cluster.
Repair Instructions
Control Module References for instrument cluster, BCM or ECM replacement, programming and setup


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Driver Information Display Replacement

Disconnect the battery negative cable. Refer to Battery Negative Cable Disconnection and Connection .
Radio Control Assembly
1
Refer to Radio Control Assembly Replacement .
Drivers Information Display Fasteners (Qty: 4)

2
Tighten
2.5 N·m (22 lb in)
Drivers Information Display Assembly
3 Procedure
Refer to Control Module References for programming and setup information.


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Driver Information Display and Multifunction Switch Replacement

Disconnect the battery negative cable. Refer to Battery Negative Cable Disconnection and Connection .
Instrument Panel Outer Air Outlet Assembly
1
Refer to Instrument Panel Outer Air Outlet Replacement - Left Side .
Driver Information Display and Multifunction Switch Assembly
2 Procedure
Unsnap the switch assembly from the instrument panel outer air outlet.


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Instrument Cluster Replacement

2. Remove the instrument panel cluster trim plate and steering column upper trim cover assembly. Refer to Instrument Panel Cluster Trim Plate Replacement .
Instrument Cluster Fasteners (Qty: 4)
1
Instrument Cluster Assembly
2 Procedure
Refer to Control Module References for programming and setup information.


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Remove the instrument panel upper trim panel. Refer to Instrument Panel Upper Trim Panel Replacement .
Battery Charge Indicator
Procedure
1
1. Twist and pull up to remove.
2. Disconnect electrical connector.


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Accessory Switch Replacement


Accessory Switch
1 Procedure


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The audible warnings alert the driver of a system concern or a critical vehicle condition. The radio generates the audible warnings through the speakers. The radio receives
audible warning requests via the serial data circuit. If the radio receives multiple audible warning requests, the warning with the highest priority sounds first. On vehicles
without a radio, a chime module generates the audible warnings and receives audible warning requests via the serial data circuit. Either the radio or the chime module is the
chime producer. The following lists the audible warning sounds:
1. Single pulse gong

2. Multiple pulse gong
3. Single pulse beep
4. Multiple pulse beep
5. Click
6. Clack
Auto Stop Mode
The chime producer activates when the vehicle comes to a stop (vehicle is running and engine is off) and the driver or passenger door is opened as requested by the body
control module.
Fasten Safety Belt Warning
The chime producer activates the fasten safety belt audible warning as requested by the body control module (BCM). The BCM sends a serial data message to the chime
producer indicating the chime as a multiple gong. The fasten safety belt warning sounds and the fasten safety belt indicator illuminates when the following occurs:
• The ignition switch transitions to ON.

• The inflatable restraint sensing and diagnostic module (SDM) detects that the drivers seat belt is not buckled and the signal is low. The SDM sends a serial data message
to the BCM indicating the seat belt status. The instrument cluster receives a serial data message from the BCM indicating the driver seat belt status.
If the seat belt is buckled when the ignition is turned ON, the chime does not sound. If the seat belt is buckled while the chime is sounding, the chime stops. If the seat belt is
unbuckled after the initial transition to ON, the chime does not sound.
Lights On Warning
The chime producer activates the lights on warning as requested by the BCM. The BCM sends a serial data message to the chime producer indicating the chime as a multiple
gong. The lights on warning sounds when the following occurs:
• The ignition is OFF.
• The BCM determines that the driver door is open and the signal circuit is low.
• The BCM determines that the headlamp switch is in the park or head position.
Brake Warning
The chime producer activates the brake audible warning as requested by multiple control modules. The BCM, electronic brake control module or the handbrake control
module sends a serial data message to the chime producer indicating the chime as a multiple gong. The brake warning sounds and the BRAKE indicator illuminates when the
following occurs:
• The ignition is ON.

• The vehicle speed is greater than 8 km/h (4.9 MPH). The instrument cluster receives a serial data message from the engine control module (ECM) indicating the vehicle
speed.
• The BCM determines that the handbrake is engaged and the signal circuit is low.
• The brake fluid is low.
Door Ajar Warning
The chime producer activates the door ajar audible warning as requested by the BCM. The BCM sends a serial data message to the chime producer indicating the chime
frequency of a medium rate and continuous duration. The door ajar warning sounds and the appropriate door ajar indicator illuminates in the driver information centre when
the following occurs:
• The BCM determines that a door (driver door, passenger door, left rear door, right rear door) is open and the signal circuit is low. The instrument cluster also receives a
serial data message from the BCM indicating the door ajar status.
• The vehicle is not in PARK. The BCM receives a serial data message from the ECM/BCM indicating the gear position.
Object Detection
The chime producer activates the object detection audible warning as requested by the object alarm module. When an object is within the measuring range of the sensor, the
ultrasonic pulse is reflected and is received by the sending or a neighbouring sensor. The sensor converts this signal into a voltage signal and sends this signal to the object
alarm module. The object alarm module evaluates the received sensor signals. As soon as an object is within the measuring range, the object alarm module sends a message
via CAN-Bus to the chime producer in order to give out the acoustic distance signal. The measuring range is between 30-120 cm (11.81-47.24 in). From a distance of 120 cm
(47.24 in), the acoustic signal is active. The frequency of the beep sound increases with decreasing distance. From a distance less than 30 cm (11.81 in), the sound becomes
continuous.
Additional Warnings
The following warnings have an associated instrument cluster indicator or driver information centre message:
• Turn Signal Indicators - The chime producer activates the audible warning as requested by the BCM. The chime produces two different chimes, one when the indicator
turns off and another when the indicator turns on.
• Vehicle Overspeed Message - The chime producer activates the audible warning as requested by the BCM. The BCM sends a serial data message to the chime
producer.
• Fuel Level Low Message - The chime producer activates the audible warning as requested by the BCM. The BCM sends a serial data message to the chime producer.
• Oil Pressure Indicator - The chime producer activates the audible warning as requested by the BCM. The BCM sends a serial data message to the chime producer.
• Park Assist Fault Clean Rear Bumper Message - The chime producer activates the audible warning as requested by the BCM. The BCM sends a serial data message to
the chime producer.
• Tire Pressure Low Indicator - The chime producer activates the audible warning as requested by the BCM. The BCM sends a serial data message to the chime producer.
Refer to Indicator/Warning Message Description and Operation .


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The Driver Information Centre display is in the instrument cluster. The Driver Information Centre displays information about the vehicle. It also displays warning messages if a
system problem is detected. For more information on Indicators and Warning messages, refer to Indicator/Warning Message Description and Operation .
There are 3 switch functions for the driver information centre:
• CONFIG: Press to select either the Simple or Enhanced instrument cluster configuration display.
• BACK: Press to return to the previous screen, exit a screen, or return to the main menu. Press BACK to minimise the DIC menu display.
• SELECT: Press the centre of the knob to select the highlighted item. Turn the knob to scroll through the menu items.
Menu
Turn the SELECT knob to scroll through the possible menus. Press the centre of the SELECT knob when a menu is highlighted to enter that menu. The possible Driver
Information Centre menu's are:
• Trip A
• Trip B
• Oil Life
• Tyre Pressure
• Vehicle Messages
• Units
• Tutorial Mode
Trip A and Trip B
The trip displays show fuel used, average fuel economy, and distance travelled since the last trip reset.
Reset the trip data by pressing and holding the SELECT button when either Trip A or Trip B is displayed.
Oil Life
This displays the percentage of remaining oil life. The lower the percentage, the closer the vehicle is to needing an oil change.
When the oil life is depleted, the CHANGE ENGINE OIL SOON message displays. Change the oil as soon as possible.
The oil life must be reset after each oil change. Avoid accidental resetting of the Engine Oil Life System. It cannot be reset accurately until the next oil change. To reset the
Engine Oil Life System, refer to GM Oil Life System Resetting . The system is reset when 100% displays.
Outside Air Temperature
The outside air temperature can be accessed through the driver information centre Trip/Fuel switch function. The driver information centre shows the outside air temperature
as a damped value. The time and rate of the temperature update is based on an algorithm in the instrument cluster. Factors such as last temperature reading, current
temperature reading, length of time the vehicle was off, current vehicle speed, and the distance driven effect when the displayed temperature is updated. To get the vehicle to
display the most accurate temperature faster, drive the vehicle. Constant moving traffic will update the display to the correct temperature more quickly than stop and go traffic.
Tyre Pressure
The display will show a vehicle with the approximate pressures of all four tyres. Tyre pressure is displayed in either kilopascal (kPa) or in pounds per square inch (psi).
If a low or high tyre pressure is detected, a message is displayed advising to check the tyre pressure in the specified tyre.
Vehicle Messages
Turn the SELECT knob to scroll through any active warning messages. Press SELECT to review the messages.
Units
Turn the SELECT knob to change the unit display to METRIC or US when the display is active. Press SELECT to confirm the setting. This will change the displays on the
cluster and DIC to either metric or English (US) measurements.
Tutorial Mode
Select this menu item to view a screen that explains some of the unique features of the cluster.
Language
The driver information centre is capable of displaying in different languages, corresponding to the radio language settings. The instrument cluster receives a GMLAN message
with language information from the radio. This message is only sent one time, after a new language is selected. To set the language, see the owners manual.


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Indicator/Warning Message Description and Operation

Indicator LIGHT ON
Refer to the owner's manual for the descriptions and explanations of all indicator lights.
For diagnosis and repair information related to an indicator light, refer to the System Diagnosis and the Description of Operation that the message relates to.
Message Displayed
Refer to the owner's manual for descriptions and explanations of all messages displayed.
For diagnosis and repair information related to a displayed message, refer to the System Diagnosis and the Description of Operation that the message relates to.


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Displays Test
The instrument cluster displays a preview of information that includes electric range, charging, odometer, and battery status. This happens when the driver door is first
opened, and following the welcome animation before starting the vehicle.
A CHARGING OVERRIDE/INTERRUPTION OCCURRED message may display on the lower left of the screen to indicate that a charging override or interruption has
occurred due to:
• Override of charging settings by vehicle owner via OnStar.

• Unintended interruption of AC power at the vehicle's charge port.
• Interruption of charging by the utility company via OnStar as authorised by vehicle owner.
Refer to the owners manual for a complete list of vehicle charging status screen messages.
Indicators and Warning Messages
Refer to Indicator/Warning Message Description and Operation .
Engine Coolant Temperature Gauge
The instrument cluster displays the engine coolant temperature as determined by the engine control module (ECM). The ECM sends the engine coolant temperature
information via a High Speed CAN-Bus signal to the body control module (BCM). The BCM then sends the information via a Low Speed CAN-Bus signal to the instrument
cluster to display the engine coolant temperature. The engine coolant temperature gauge defaults to 40°C (104°F) or below if:
• The ECM detects a malfunction in the engine coolant temperature sensor circuit.
• The BCM detects a loss of serial data communications with the ECM.
• The instrument cluster detects a loss of serial data communications with the BCM.
Fuel Level Gauge
The instrument cluster displays the fuel level based on the information from the ECM. The ECM converts the data from the fuel level sensors to a fuel level signal. The ECM
sends the fuel level signal via a High Speed CAN-Bus signal to the BCM. The BCM then sends the information via a Low Speed CAN-Bus signal to the instrument cluster to
display the fuel level. If the fuel level falls under 11% the instrument cluster switches on the low fuel level indicator. The fuel gauge defaults to empty if:
• The ECM detects a malfunction in the fuel level sensor circuit.
Speedometer
The instrument cluster displays the vehicle speed based on the information from the ECM. The ECM sends the vehicle speed information via a High Speed CAN-Bus signal to
the BCM. The BCM then sends the vehicle speed information via a Low Speed CAN-Bus signal to the instrument cluster in order to display the vehicle speed, either in
kilometres or miles, based on the vehicle requirements. The speedometer defaults to 0 km/h (0 MPH) if:
Odometer
The instrument cluster displays the vehicle odometer in the driver information centre. The ECM send a distance rolling count message on GMLAN to the body control
module (BCM). The BCM uses this information to calculate the vehicle odometer. This odometer value is then sent to the instrument cluster on GMLAN. The instrument
cluster does not calculate the odometer. The odometer displays miles or kilometres as selected in the Units menu.
The odometer value is stored in multiple modules. The instrument cluster is a secondary storage module for the odometer, while the BCM is the primary storage and
accumulator.
In addition to storing the odometer value for the vehicle, the instrument cluster and the BCM store the VIN. Software checks are performed to ensure these modules, and their
stored odometer information, cannot be moved or transferred between different vehicles.
If the VINs do not match, the instrument cluster will go into an error mode and display "----" (dashes). If the VIN mismatch exists over a calibrated distance, the instrument
cluster will "lock" the odometer display and only show dashes, even if the VIN mismatch is subsequently correct. The only way to clear or "unlock" the instrument cluster is to
perform a BCM programming event using SPS.
Tachometer
The instrument cluster displays the engine speed based on the information from the ECM. The ECM converts the data from the engine speed sensor to an engine revolution
signal. The ECM sends the engine speed information via a High Speed CAN-Bus signal to the BCM. The BCM then sends the information via a Low Speed CAN-Bus signal
to the instrument cluster to display the engine speed. The tachometer defaults to 0 RPM if:
• The ECM detects a malfunction in the engine speed sensor circuit.
Compass
The vehicle may have a compass display on the Driver Information Centre. The compass receives its heading and other information from the Global Positioning System
(GPS) aerial. If applicable, the GPS aerial is located with the telematics communication interface control module. For GPS diagnostic information refer to 149623
Driver Information Centre Display
In the lower middle of the instrument cluster, an additional display is installed. Its task is to give additional information, such as an odometer or error codes. This part of the
instrument cluster is available in 4 different variants, mostly depending on the assembled engine. For further information refer to Driver Information Centre (DIC) Description
and Operation .


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Steering Wheel Controls
| |


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Symptoms - Secondary and Configurable Customer Controls

2. Review the system description and operation in order to familiarize yourself with the system functions. Refer to Steering Wheel Controls Description and Operation .
• Inspect for aftermarket devices which could affect the operation of the steering wheel controls. Refer to Checking Aftermarket Accessories .
• Inspect the easily accessible or visible system components, for obvious damage or conditions, which could cause the symptom.
Intermittent
Symptom List
Refer to Steering Wheel Controls Malfunction in order to diagnose the symptom.


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Steering Wheel Controls Malfunction


B+ Voltage Reference 1 1 -- --
Signal 1 1 1 --
1. Steering Wheel Controls Inoperative
The body control module (BCM) supplies voltage to the audio steering wheel control switches and monitors the reindicator. Each switch state is associated to a set resistance
value and when pressed a specific voltage drop occurs across the resistor unique to the switch. The BCM identifies the switch selection and activates the feature.
Diagnostic Aids
• This diagnostic is for the audio steering wheel controls.

• Before diagnosis of the steering wheel controls, ensure the primary controls of the associated component are functioning properly.
• If a single switch function is inoperative, test the suspect switch. Refer to component testing.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool SWC Bank 1 status while pressing and releasing the switches. The reading should be SW1-SW7 identifying the switch
pressed, and Idle when released.
1. Vehicle OFF, disconnect the harness connector at the S70R steering wheel control switch - right.
If less than the specified value, test the voltage reference circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K9 body control
module.
3. Test for B+ between the voltage reference circuit terminal 1 and the signal circuit terminal 2.
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 K9 body control module.
4. Vehicle OFF, disconnect the X3 harness connector at the K9 body control module.
5. Test for infinite resistance between the signal circuit terminal 2 and ground.
6. If all circuits test normal, test or replace the S70R steering wheel control switch - right.
Repair Instructions



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The steering wheel control switches duplicate the function of the primary controls of the associated component, through a network of momentary contact switches and a
series of resistors. The body control module (BCM) supplies voltage to the switches and monitors the reindicator. When a switch is pressed, a specific voltage drops across
the resistor unique to that switch. The BCM identifies the switch selected and sends a serial data message to the component controlled by the switch, activating the feature.
This section is intended to diagnose the circuits between the BCM and the steering wheel control switches. If the primary control for the device is inoperative, refer to the
appropriate section for the component the steering wheel control switch is used for.


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Cruise Control
| |
Steering Wheel Controls

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DTC B3794
DTC Descriptors
DTC B3794 01: Cruise Control Function Request Circuit Short To B+
DTC B3794 08: Cruise Control Function Request Circuit Signal Invalid
DTC B3794 59: Cruise Control Function Request Circuit/Component Protection Time Out

B+ Voltage Reference 1 B3794 08 B3794 59 B3794 08
Cruise Control Switch Signal 1 B3794 08 B3794 01 B3794 08
The cruise control switch is an input to the body control module (BCM). The BCM monitors the cruise control on/off, set/coast, resume/accelerate and cancel switches via the
cruise control switch signal circuit in order to detect when the driver has requested to perform a cruise control function. The BCM detects a specific voltage signal on the
cruise control switch signal circuit when a switch is applied. The engine control module (ECM) receives the requested cruise control switch function from the BCM via a serial
data message.

• The engine is running.
• The cruise switch is ON.
• The BCM detects an invalid voltage signal on the cruise control switch signal circuit.
• The above condition is present for greater than 1 second.
Actions Taken When the DTC Sets
• The malfunction indicator lamp (MIL) will not illuminate.

• The cruise control system is disabled.
• A history DTC will clear after 40 malfunction-free ignition cycles have occurred.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Engine ON, while rotating the steering wheel to both steering stops, observe the scan tool Cruise Control Switch parameter while pressing each of the cruise control switches.
The parameter should toggle between On, Off, Resume and Set as the applicable switch is pressed.
1. Vehicle OFF, disconnect the harness connector at the S70L steering wheel controls switch-left.
If less than the specified value, test the reference circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the BCM.
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 BCM.
6. If all circuits test normal, test or replace the S70L steering wheel controls switch-left.
Repair Instructions


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DTC P0564
DTC Descriptor
DTC P0564: Cruise Control Multifunction Switch Circuit
Circuit Short to Ground High Resistance Open Short to Voltage Signal Performance
B+ 1 P0564 1 - P0564
Cruise Control ON/OFF Switch Signal 1 P0564 1 - P0564
Cruise Control Resume/Accel. Switch Signal 1 - 1 - -
Cruise Control Set/Coast Switch Signal 1 - 1 - -
The cruise control switch is an input to the body control module (BCM). The BCM monitors the cruise control on/off, set/coast, the resume/accelerate and cancel switches via
the cruise control switch signal circuit in order to detect when the driver has requested to perform a cruise control function. The BCM detects a predetermined voltage signal
when a cruise control function switch is applied, with each switch having a different voltage value.

• The cruise switch is ON.
• The ECM detects an invalid voltage signal on the cruise control switch signal circuit.
• The above condition is present for greater than 2 seconds.
• The ECM runs this diagnostic every 0.05 second.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

Vehicle ON, while rotating the steering wheel to both steering stops, observe the scan tool Cruise Control Switch parameter while pressing each of the cruise control switches.
1. Vehicle OFF, disconnect the harness connector at the S70L steering wheel controls switch-left.
If less than the specified value, test the voltage reference circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the BCM.
6. If all circuits test normal, test or replace the S70L steering wheel controls switch-left.
Repair Instructions
Control Module References for BCM or ECM replacement, programming and setup


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DTC P0571
DTC Descriptor
DTC P0571: Cruise Control Brake Switch Circuit
The engine control module (ECM) monitors the brake pedal position sensor. When the brake pedal is applied, the ECM detects a predetermined voltage signal. The ECM
sends a serial data message to the engine control module (BCM) indicating the status of the brake lamps.
This diagnostic test functions on the assumption that a sudden decrease in vehicle speed is caused by a brake pedal application. When the ECM detects that there is a
4.2 km/h (2.6 mph) or greater decrease in vehicle speed within 0.25 seconds without a transition of the stop lamp switch, the ECM sets DTC P0571.
• The engine speed is greater than 700 RPM.

• The traction control system or the antilock brake system are not active and have not failed.
• The diagnostic will disable when the wheel speed is less than 16 km/h (10 mph).
The BCM detects either a low voltage signal on the brake lamp switch signal circuit when the serial data message from the ECM indicates the brakes are applied, or a high
voltage signal on the brake lamp switch signal circuit when the serial data message from the ECM indicates the brakes are not applied.

Schematic Reference
• Cruise Control Schematics

• Exterior Lights Schematics
• Antilock Brake System Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, disconnect the X1 harness connector as the ECM.
3. Vehicle in Service Mode, verify the test lamp turns ON and OFF when pressing and releasing the brake pedal.
If the test lamp is always ON, test the control circuit for a short to voltage. If the circuit tests normal, replace the BCM.
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 BCM.
4. If all test normal, replace the ECM.
Repair Instructions
Control Module References for BCM or ECM replacement, programming and setup


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DTC P0703
DTC Descriptor
DTC P0703: Brake Switch Circuit 2
The engine control module (ECM) monitors the brake pedal position sensor. When the brake pedal is applied, the ECM detects a predetermined voltage signal. The ECM
sends a serial data message to the body control module (BCM) indicating the status of the stop lamps.
The engine is ON.
• The BCM receives an invalid brake pedal status serial data message from the ECM.
• This diagnostic runs continuously.


Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Verify that DTC P0571 is not set.

If the brake system or brake lights do not operate properly, refer to DTC P0571 .
If DTC P0703 is set, replace the K20 ECM. Clear the DTC and road test the vehicle. If DTC P0703 resets, replace the K9 BCM.
Repair Instructions
Control Module References for BCM or ECM replacement, setup, and programming


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Symptoms - Cruise Control

1. Before using the symptom diagnostic table, perform the Diagnostic Trouble Code (DTC) List - Vehicle in order to verify the following conditions:
• The module can communicate via the serial data.
2. Review the system operation in order to understand the system functions. Refer to Cruise Control Description and Operation .
• Inspect for aftermarket devices which can affect the operation of the cruise control system. Refer to Checking Aftermarket Accessories .
• Inspect the accessible system components or the visible system components for obvious damage or for obvious conditions which can cause the symptom.
Intermittent
Symptom List
Refer to Cruise Control Malfunction in order to diagnose the symptom.


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Cruise Control Indicator Malfunction

The instrument panel cluster (IPC) illuminates the cruise control engaged indicator based on serial data messages received from the engine control module (BCM) or the
powertrain control module (ECM). The indicator is commanded ON when the cruise control switch is turned ON and turned OFF with the system disengaged.
Diagnostic Aids
This diagnostic assumes the cruise control system is functioning normally and there are no DTCs set. If the cruise control system is malfunctioning, refer to Cruise Control
Malfunction .
Schematic Reference
• Cruise Control Schematics


• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, perform the All Indicators test. Verify the cruise control indicator illuminates.
If the indicator does not illuminate, replace the P16 instrument cluster.
Repair Instructions
Control Module References for Instrument Cluster replacement, programming and setup


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Cruise Control Malfunction


B+ Voltage Reference 1 B3794 08 B3794 59 B3794 08
Cruise Control Switch Signal 1 B3794 08 B3794 01 B3794 08
The cruise control switch is an input to the body control module (BCM). The BCM monitors the cruise control on/off, set/coast, resume/accelerate and cancel switches via the
cruise control switch signal circuit in order to detect when the driver has requested to perform a cruise control function. The BCM detects a specific voltage signal on the
cruise control switch signal circuit when a switch is applied. The engine control module (ECM) receives the requested cruise control switch function from the BCM via a serial
data message.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Engine ON, while rotating the steering wheel to both steering stops, observe the scan tool Cruise Control Switch parameter while pressing each of the cruise control switches.
1. Vehicle OFF, disconnect the harness connector at the K20 steering wheel control switch-left.
2. Vehicle in Service Mode, test for B+ between the voltage reference circuit and ground.
If less than the specified value, test the voltage reference circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the BCM.
3. Test for B+ between the voltage reference circuit and the signal circuit.
6. If all circuits test normal, test or replace the K20 steering wheel control switch-left.
Repair Instructions

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Cruise Control Switch Replacement

Remove the steering wheel lower cover. Refer to Steering Wheel Spoke Lower Cover Replacement .
Steering Wheel Lower Cover Fastener (Qty: 2)
1
Cruise Control Switch Assembly
2 Procedure


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Cruise control is a speed control system that maintains a desired vehicle speed under normal driving conditions at speeds above 40 km/h (25 mph). Steep grades may cause
variations in the selected vehicle speeds.
The following are the main components of the cruise control system:
• The accelerator pedal

• The brake pedal position (BPP) sensor
• The body control module (BCM)
• The cruise control on/off switch
• The cruise control cancel switch
• The + RES switch
• The - SET switch
• The engine control module (ECM)
• The throttle actuator control (TAC) motor
• The vehicle speed sensor (VSS)
The body control module (BCM) monitors the signal circuit of the cruise control switches, which are located on the steering wheel. The BCM relays the cruise control switch
status to the engine control module (ECM) via the serial data circuit. The ECM uses the status of the cruise control switch to determine when to capture and maintain the
vehicle speed. The ECM monitors the vehicle speed signal circuit in order to determine the desired vehicle speed. The ECM uses the TAC motor in order to maintain the
vehicle speed.
Voltage is supplied to the cruise control switch via the steering wheel control switch reference voltage circuit supplied by the BCM. The cruise control function switches are
arranged in a resistive ladder design, with each cruise control function switch having a different resistance value. The BCM detects a specific voltage value that is associated
with the cruise control function switch being activated. When the normally open cruise control on/off switch is turned ON, the switch closes and the BCM supplies a ground to
the cruise control switch ON indicator circuit as it becomes illuminated. The BCM sends a GMLAN serial data message to the ECM indicating that the on/off switch is active.
Similarly, when the normally open + RES switch or the normally open - SET switch are pressed, the switch closes and the BCM detects the predetermined voltage signal on
the cruise control resume/accel and set/coast switch signal circuit. The BCM sends a GMLAN serial data message to the ECM indicating that the + RES switch or the - SET
switch is active. The + RES switch or the - SET switch will remain inactive when the BCM has not received the predetermined voltage signal from the on/off switch.
Cruise Control Engaged
The cruise control system will engage and adjust vehicle speeds, based on the activation of the following cruise control switches:
• On/off
• + RES
• - SET
To engage the Cruise Control System, ensure that the vehicle speed is above 40.2 km/h (25 mph), turn the cruise On/Off switch ON and momentarily press the - SET switch.
The ECM will engage the Cruise Control System and record the vehicle speed. The ECM sends a GMLAN serial data message to the instrument panel cluster (IPC) in order
to illuminate the Cruise Engaged indicator in the IPC.
Pressing the accelerator pedal while the cruise control system is engaged, allows the driver to override the cruise control system in order to accelerate the vehicle beyond the
current set vehicle speed. When the accelerator pedal is released, the vehicle will decelerate and resume the current set vehicle speed. The driver can also override the
current set vehicle speed via the - SET switch and the + RES switch. When the cruise control system is engaged, pressing and holding the - SET switch will allow the vehicle
to decelerate from the current set vehicle speed without deactivating the cruise control system. When the - SET switch is released, the ECM will record the vehicle speed and
maintain the vehicle speed as the new set vehicle speed. When the cruise control system is engaged, momentarily pressing the - SET switch will allow the vehicle to
decelerate at 1.6 km/h (1 mph) increments for each time that the - SET is momentarily pressed, with a minimum vehicle speed of 37 km/h (23 mph).
Pressing and holding the + RES switch, when the cruise control system is engaged, will allow the vehicle to accelerate to a greater vehicle speed than the current set vehicle
speed. When the + RES switch is released, the ECM will record the vehicle speed and maintain the vehicle speed as the new set vehicle speed. When the cruise control
system is engaged, momentarily pressing the + RES switch will allow the vehicle to accelerate at 1.6 km/h (1 mph) increments for each time that the + RES switch is
momentarily pressed, with the maximum acceleration total of 16 km/h (10 mph) over the current set vehicle speed. Momentarily activating the + RES switch will recall the
previous vehicle speed, after the cruise control system is disengaged by pressing the brake pedal or CANCEL switch.
Cruise Control Disengaged
The engine control module (ECM) disengages the cruise control operation based on the signals from the following switches:
• The brake pedal position (BPP) sensor

• The cruise control on/off switch
• The cruise control cancel switch
The Cruise Control System will disengage when the brake pedal is applied. The body control module (BCM) monitors the BPP sensor via the BPP sensor signal circuit as the
voltage signal increases while the pedal reaches the fully applied position. The ECM monitors the BPP signal through a discrete input and a GMLAN serial data message
signal from the BCM indicating the brake status. When both signals indicate the brake pedal is applied, the ECM will disengage the cruise control system.
The Cruise Control System will also disengage when the cruise control on/off switch is switched OFF, or the cruise control cancel switch is activated. The body control
module (BCM) determines when the cruise control cancel switch is activated. When the normally open cancel switch is closed, the BCM detects the predetermined voltage
signal on the cruise control function switch circuit. The vehicle speed stored in the memory of the engine control module will be erased when the cruise control On/Off switch
is turned OFF, or the ignition switch is turned OFF. The BCM sends a GMLAN serial data message to the ECM in order to disengage the cruise control system. The Cruise
Control System will disengage when the ECM detects that a driver override function has been active for approximately 60 seconds. When the Cruise Control System has been
disengaged, the ECM sends a GMLAN serial message to the instrument panel cluster (IPC) in order to turn OFF the Cruise Engaged indicator.
Every time the cruise control system is disengaged, the ECM will keep track of the reason for system disengagement. The last 8 disengagement reasons will be recorded
within the ECM memory. The scan tool will display the last 8 Cruise Disengage History parameters, in which one out of approximately 50 possible reasons will be displayed in
each of these 8 parameters. For the disengagement reason to be displayed within the scan tool parameter either the cruise control system is active and disengagement is
requested, or engagement of the system is requested but a fault is present. For a list of each disengagement reason along with each definition, refer to Engine Control Module
Scan Tool Information .
Cruise Control Inhibited
The engine control module (ECM) inhibits the cruise control operation when any of the following conditions exist:
• A cruise control system DTC has been set.

• The vehicle speed is less than 40.2 km/h (25 mph).
• The vehicle speed is too high.
• The vehicle is in PARK, REVERSE, NEUTRAL, or 1st gear.
• The engine RPM is too low.
• The engine RPM is too high.
• The system voltage is not between 9-16 V.
• The antilock brake system (ABS) / traction control system (TCS) is active for more than 2 seconds.


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°C °F ECT or RCT Ohms IAT Ohms
Temperature vs Resistance Values (Approximate)
100 212 155 197
90 194 208 255
80 176 283 336
70 158 392 447
60 140 552 605
50 122 793 833
45 113 958 995
40 104 1165 1166
35 95 1425 1395
30 86 1755 1663
25 77 2176 1995
20 68 2717 2420
15 59 3428 2995
10 50 4356 3601
5 41 5578 4600
0 32 7198 5490
-5 23 9362 7201
-10 14 12278 8594
-15 5 16229 9185
-20 -4 21653 13846
-30 -22 39631 23026
-40 -40 75529 39656


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Altitude Versus Barometric Pressure

Altitude Measured in Meters Altitude Measured in Feet Barometric Pressure Measured in Kilopascals Barometric Pressure Measured in Pounds Per Square
(m) (ft) (kPa) 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


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Ignition System Specifications

Specification
Ignition Type Ignition Coil Module
Firing Order 1-3-4-2
Spark Plug Torque 25 N·m 18 lb ft
Spark Plug Gap 0.70 mm 0.027 in
Spark Plug Type Refer to Electronic Parts Catalogue


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Specification
300-Volt Cable Connector Fastener 8 N·m 71 lb in
Accessory DC Power Control Module Nuts 22 N·m 195 lb in
Accessory DC Power Control Module Bolts 19 N·m 168 lb in
Accelerator Pedal Fastener 9 N·m 80 lb in
Battery Cover Fastener 9 N·m 80 lb in
Battery Energy Control Module Fastener 9 N·m 80 lb in
Battery Hold Down Fastener 9 N·m 80 lb in
Battery Tray Fastener (1) 58 N·m 43 lb ft
Battery Tray Fastener (2) 22 N·m 16 lb ft
Bus Bar Fastener 9 N·m 80 lb in
Camshaft Position Actuator Solenoid Valve Fasteners 8 N·m 71 lb in
Camshaft Position Sensor Fasteners 8 N·m 71 lb in
Circuit Breaker Fastener 6 N·m 53 lb in
Coolant Fitting Fasteners 3 N·m 27 lb in
Coolant Hose Clamp 4 N·m 35 lb in
Crankshaft Position Sensor Fastener 8 N·m 71 lb in
Drive Motor Battery Current Sensor Fastener 9 N·m 80 lb in
Drive Motor Generator Power Inverter Module Cover Fastener 9 N·m 80 lb in
Drive Motor Generator Power Inverter Module Circuit Harness Fastener 9 N·m 80 lb in
Drive Motor Generator Power Inverter Control Module Fastener 9 N·m 80 lb in
Engine Control Module Bracket Fasteners 9 N·m 80 lb in
Evaporative Emission Canister Purge Solenoid Fastener 10 N·m 89 lb in
Evaporative Emission Canister Vent Valve Fastener 7 N·m 62 lb in
Fuel Injection Fuel Rail Fasteners 8 N·m 71 lb in
Fuel Pump Flow Control Module Fastener 10 N·m 89 lb in
Fuel Tank Filler Pipe Fastener 9 N·m 80 lb in
Filler Tank Filler Hose Clamps 4 N·m 35 lb in
Fuel Tank Strap Fasteners 20 N·m 15 lb ft
Ground Strap Fastener 8 N·m 71 lb in
Heated Oxygen Sensor 1 and 2 42 N·m 31 lb ft
High Voltage Disconnect Housing Fastener 9 N·m 80 lb in
Ignition Coil Fasteners 8 N·m 71 lb in
Junction Block Relay Fastener 9 N·m 80 lb in
Junction Block Relay Ground Fastener 9 N·m 80 lb in
Knock Sensor Fastener 20 N·m 15 lb ft
Liquid Fuel Pressure Sensor 19 N·m 14 lb ft
Manifold Absolute Pressure Sensor Fastener 5 N·m 44 lb in
Spark Plugs 25 N·m 18 lb ft
Throttle Body Fastener 8 N·m 71 lb in


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GM Part Number
Application Type of Material United States Canada
All Purpose Parts Cleaner Cleaner 12378553 88900920
Anti-Seize Compound Lubricant 88862477 88862478
Engine Oil 5W-30 Oil - Synthetic 12345610 993193


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Figure 1: Power, Ground, MIL and Data Communication
Figure 2: 5-Volt and Low Reference Busses
Figure 3: Engine Data Sensors - Pressure and Temperature
Figure 4: Engine Data Sensors - Oxygen Sensors
Figure 5: Engine Data Sensors - Throttle Controls
Figure 6: Ignition Controls - Ignition Coil Module
Figure 7: Ignition Controls - Sensors
Figure 8: Fuel Controls -- Fuel Pump Controls
Figure 9: Fuel Controls - Fuel Injectors
Figure 10: Fuel Controls - Evaporative Emission Controls
Figure 11: Controlled/Monitored Subsystem References


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DTC P0010 or P0013

DTC Descriptors
DTC P0010: Inlet Camshaft Position Actuator Solenoid Valve Control Circuit
DTC P0013: Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit

Inlet Actuator Solenoid Control P0010 P0010, P0011 P0010 P0011
Exhaust Actuator Solenoid Control P0013 P0013, P0014 P0013 P0014
Inlet Actuator Solenoid Low Reference - P0010, P0011 - P0011
Exhaust Actuator Solenoid Low Reference - P0013, P0014 - P0014
The camshaft position (CMP) actuator system enables the engine control module (ECM) to change the timing of the camshaft while the engine is operating. The ECM
controls the camshaft position actuator magnet duty cycle by controlling the amount of ON time. The magnet controls the amount of engine oil flow to the CMP actuator by
extending a pintle within the solenoid. The pintle acts against a spool valve in the CMP actuator mechanism which is attached to the front of the camshaft. As the spool valve
is moved, oil is directed to the CMP actuator, which rotates the camshaft. The ECM can only command the camshaft position actuator to retard the valve timing from the
camshaft park position, or advance the valve timing back to the park position. The ECM controls the camshaft position actuator magnet by supplying a 12 V pulse width
modulated (PWM) signal. The ECM supplies a ground to the low reference circuit.

• The camshaft position actuator is commanded ON.
• The DTCs run continuously when the above conditions are met.
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.
DTCs P0010 and P0013 are Type B DTCs.
Diagnostic Aids
If the condition is intermittent, move the related harnesses and connectors, with the engine running, while monitoring the scan tool Camshaft Position Actuator Solenoid Valve
Control Circuit status parameters. The circuit status parameters will change from OK, or Not Run, to Malfunction if there is a condition with the circuit or connection.
Schematic Reference
• Camshaft Actuator System Description

• Hybrid Modes of Operation Description

• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Engine running, observe the scan tool control circuit status parameters listed below:
• Inlet/Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit High Voltage Test Status
• Inlet/Exhaust Camshaft Position Actuator Solenoid Valve Control Circuit Open Test Status
• Inlet/Exhaust Camshaft Position Actuator Solenoid Valve Control 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.
1. Vehicle 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. The current is too low to illuminate a test lamp. A voltage on the
control circuit is normal.
If the test lamp illuminates, test the control circuit for a short to voltage. If the circuit tests normal, replace the ECM.
3. Vehicle OFF, all systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for less than 5 Ω 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 ECM.
4. Connect the DMM negative lead to the control circuit terminal 2. Connect the DMM positive lead to B+. Set the DMM on the diode setting. Command the CMP Actuator
Solenoid Valve 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 ECM.
5. If all circuits/connections test normal, test or replace the Q6 camshaft position actuator solenoid valve.
Component Testing
Static Test
2. Test for 5.0-9.0 Ω between the solenoid control terminal 2 and the low reference terminal 1 at the 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 of the solenoid and the solenoid housing.
If not the specified value, replace the Q6 camshaft position actuator solenoid valve.
Dynamic Test
1. Remove the appropriate Q6 camshaft position actuator solenoid valve.

2. Install a 10 A fused jumper wire between the control circuit terminal 2 and 12 V. Momentarily install a jumper wire between the low reference terminal 1 and ground. The
pintle should extend.
Note:
• The camshaft position actuator solenoid pintle should be facing downward for this test.
• Do not allow electrical current to flow through the camshaft position actuator solenoid for greater than 1-2 s.
If the function does not perform as specified, replace the Q6 camshaft position actuator solenoid valve.
Repair Instructions
• Camshaft Position Actuator Solenoid Valve Replacement : Exhaust → Intake

• Control Module References for replacement, setup and programming


Volt

DTC P0011 or P0014

DTC Descriptors
DTC P0011: Inlet Camshaft Position System Performance
DTC P0014: Exhaust Camshaft Position System Performance

Inlet Actuator Solenoid Control P0010 P0010, P0011 P0010 P0011
Exhaust Actuator Solenoid Control P0013 P0013, P0014 P0013 P0014
Inlet Actuator Solenoid Low Reference - P0010, P0011 - P0011
Exhaust Actuator Solenoid Low Reference - P0013, P0014 - P0014
The camshaft position (CMP) actuator system enables the engine control module (ECM) to change the timing of the camshaft while the engine is operating. The ECM
controls the camshaft position actuator magnet duty cycle by controlling the amount of ON time. The magnet controls the amount of engine oil flow to the CMP actuator by
extending a pintle within the solenoid. The pintle acts against a spool valve in the CMP actuator mechanism which is attached to the front of the camshaft. As the spool valve
is moved, oil is directed to the CMP actuator, which rotates the camshaft. The ECM can only command the camshaft position actuator to retard the valve timing from the
camshaft park position, or advance the valve timing back to the park position. The ECM controls the camshaft position actuator magnet by supplying a 12 V pulse width
modulated (PWM) signal. The ECM supplies a ground to the low reference circuit.

• DTCP0010, P0013, P0016, P0017, P0335, P0336, P0340, P0341, P0365, or P0366 is not set.
• The CMP actuator is enabled and commanded greater than 0°.
• The rate of change in the camshaft position is less than 3° for 4 s.
The ECM detects a difference of greater than 8° between the camshaft position angle position and the desired camshaft position for greater than 30 s.
• DTCs P0011 and P0014 are Type B DTCs.

• The CMP actuator solenoid valve - inlet and CMP actuator solenoid valve - exhaust are commanded to the park position.
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 belt can cause this DTC to set.
• A resistance on either circuit greater than 8 Ω on the inlet or exhaust CMP actuator solenoid valve control circuit may set this DTC. If you suspect high resistance, ground
the control circuit while the engine is idling. The scan tool Inlet or Exhaust CMP Actuator Solenoid Valve Control Circuit Low Voltage Test Status parameter should display
Malfunction. If the parameter displays OK, test the control circuit for high resistance.
Schematic Reference

• Camshaft Actuator System Description

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Note:
• The engine oil level and the oil pressure are critical to the correct operation of the camshaft position (CMP) actuator system. Verify that the engine has the correct
oil level and the correct oil pressure before continuing with this diagnostic.
• 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.
1. Verify the engine oil pressure. Refer to Oil Pressure Diagnosis and Testing
2. Vehicle in Service Mode, observe the DTC information with a scan tool. Verify DTC P0010, P0013, P0016, P0017, P0335, P0336, P0340, P0341, P0365, or P0366 is not
set.
If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle
3. Engine running at operating temperature, command the appropriate Inlet or Exhaust CMP Actuator to 20° with a scan tool. The Desired Inlet or Exhaust Camshaft
Position parameter value should match the Inlet or Exhaust Camshaft Position angle parameter value.
4. Observe the Inlet or Exhaust Camshaft Position Variance value on the scan tool. The Inlet or Exhaust Camshaft Position Variance value will increment for several
seconds until the Inlet or Exhaust Camshaft Position angle value matches the Desired Inlet or Exhaust Camshaft Position value. The Inlet or Exhaust Camshaft Position
Variance value should then return to 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.
2. Vehicle OFF, all systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for less than 2 Ω 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 ECM.
Note: A test lamp must be used for this test. The control circuit is pulled-up to a low current voltage. The current is too low to illuminate a test lamp. A voltage on the
control circuit is normal.
If the test lamp illuminates, test the control circuit for a short to voltage. If the circuit tests normal, replace the ECM.
4. Connect the DMM negative lead to the control circuit terminal 2. Connect the DMM positive 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 ECM.
5. Vehicle OFF, swap the appropriate Q6 camshaft position actuator solenoid valve with a Q6 camshaft position actuator solenoid valve that is operating correctly.
Note: This step tests the mechanical camshaft position actuator which is part of the inlet and exhaust sprocket assembly.
6. Engine idling, command the appropriate Camshaft Position Actuator from 0° to 20° and back to zero while observing the appropriate scan tool Inlet/Exhaust Camshaft
Position Variance parameters. The Inlet/Exhaust Camshaft Position Variance should be less than 2° in each of the commanded states.
If greater than the specified value, replace the mechanical camshaft position actuator.
7. If all circuits and components test normal, replace the Q6 camshaft position actuator solenoid valve.
Component Testing
Static Test
2. Test for 5.0-9.0 Ω between the solenoid control terminal 2 and the low reference terminal 1 at the 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 of the solenoid and the solenoid housing.
If not the specified value, replace the Q6 camshaft position actuator solenoid valve.
Dynamic Test
1. Remove the appropriate Q6 camshaft position actuator solenoid valve.
2. Install a 10 A fused jumper wire between the control circuit terminal 2 and 12 V. Momentarily install a jumper wire between the low reference terminal 1 and ground. The
pintle should extend.
Note:
• The camshaft position actuator solenoid pintle should be facing downward for this test.
• Do not allow electrical current to flow through the camshaft position actuator solenoid for greater than 1-2 s.
If the function does not perform as specified, replace the Q6 camshaft position actuator solenoid valve.
Repair Instructions
• Camshaft Position Actuator Solenoid Valve Replacement : Exhaust → Intake

• Camshaft Inlet and Exhaust Sprocket Replacement
• Control Module References for replacement, setup and programming


Volt

DTC P0016 or P0017

DTC Descriptors
DTC P0016: Crankshaft Position - Inlet Camshaft Position Not Plausible
DTC P0017: Crankshaft Position - Exhaust Camshaft Position Not Plausible
The engine control module (ECM) uses the crankshaft position sensor and the CMP actuator solenoid valves sensor information to monitor the correlation between the
crankshaft and the camshaft positions.
• DTCP0335, P0336, P0340, P0341, P0365, P0366, P0641 or P0651 is not set.
• The engine is cranking or running.
• The camshaft position actuator solenoid valves are in the parked position.
• The crankshaft and camshaft position signals are synchronised.
The ECM detects the CMP actuator solenoid valve - inlet or CMP actuator solenoid valve - exhaust is greater than 10° before or after the nominal position for 4 out of 5
camshaft revolutions in relation to the crankshaft angle while the engine is spinning.
Diagnostic Aids
The following conditions can also set the DTC:
• A short to ground in a CMP actuator solenoid valve control circuit.

• Inspect the engine for any recent engine mechanical repairs. An incorrectly installed camshaft, camshaft actuator, CMP sensor, crankshaft position sensor, or timing
chain.
• Excessive crankshaft end play.
• An actuator that is in the full advance or retard position.
• A crankshaft reluctor wheel that has moved in relationship to top dead centre (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, or
caused by a condition with the crankshaft timing.
Schematic Reference

• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the DTC information with a scan tool. DTC P0010, P0011, P0013, P0014, P0335, P0336, P0340, P0341, P0365 or P0366 should not
be set.
If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Engine idling at the normal operating temperature. DTCs P0016 or P0017 should not set.
If a DTC sets, inspect for the following:
• The correct installation of the Q6F CMP actuator solenoid valve - inlet or Q6E CMP actuator solenoid valve - exhaust
• The correct installation of the B26 Crankshaft Position Sensor
• A timing chain tensioner condition
• An incorrectly installed timing chain
• Excessive play in the timing chain
• 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 are captured
in the freeze frame/failure records data.
Repair Instructions

Volt

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

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
HO2S
P0030, P0036, P0102, P0132, P0030, P0036, P0132, P0030, P0036, P0102, P0132, P0134,
Heater
P0135, P0138, P0141, P0443, P0134, P0135, P0138, P0135, P0138, P0140, P0141, P0443, P0690 P0135, P0141
Voltage
P0458, P0598, * P0140, P0141 P0458, P0598
Supply
HO2S P0030, P0036, P0132, P0030, P0036, P0132,
P0030, P0036, P0053, P0054, P0030, P0036, P0132, P0134, P0135,
Heater P0134, P0135, P0138, P0134, P0135, P0138, P0135, P0141
P0135, P0141 P0138, P0140, P0141
Control P0140, P0141 P0140, P0141
P0133, P013A, P013B,
HO2S High P0132, P0134, P0138, P0132, P0134, P0138,
P0131, P0137 P0132, P0134, P0138, P0140 P013E, P013F, P1133,
Signal P0140 P0140
P2A00
P0133, P013A, P013B,
HO2S Low P0132, P0134, P0138, P0132, P0134, P0138,
P0131, P0137 P0132, P0134, P0138, P0140 P013E, P013F, P1133,
Signal P0140 P0140
P2A00
*Opens Fuse
HO2S 1 or 2 Heater

Parameter Normal Range: 0.3-2.5 A

Ignition Voltage 0 A 0 A 0.3-2.5 A
HO2S Heater Low Control 0 A 0 A 0 A
The 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. Each HO2S must reach operating temperature to provide an accurate voltage signal. A heating element inside each of the HO2S minimises the
time required for the sensor 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.
P0030 and P0036

• Engine speed is greater than 400 RPM.
• DTC P0030 and P0036 run continuously when the above conditions are met.
P0053 and P0054
• DTCsP0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0128, or P2610 are not set.
• The vehicle is OFF for greater than 8 h.
• The engine coolant temperature (ECT) and the inlet air temperature (IAT) are within 8°C (14°F).
• The ECT is between -30 to +45°C (-22 to +113°F).
• The ignition voltage is less than 32 V.
• The engine run time is less than 275 ms.
• DTC P0053 and P0054 run once per cold start-up when the above conditions are met.
P0135 and P0141
• DTCs P0116, P0117, P0118, P0119, or P0128 are not set.
• The ignition voltage is between 10-32 V.
• The HO2S heaters are at operating temperature.
• The scan tool HO2S Heater device control is not active.
• The commanded HO2S heater duty cycle is greater than 0 percent.
• DTC P0135 and P0141 run twice per ignition cycle when the above conditions are met for 120 s.
P0030 and P0036
P0053 and P0054
The ECM detects the HO2S heater is not within a specified resistance range at engine start-up.
P0135 and P0141
The ECM detects the HO2S heater current is less than 0.30 A or greater than 2.5 A for more than 10 s.
DTC P0030, P0036, P0053, P0054, P0135, and P0141 are Type B DTCs.
DTC 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 running, 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.
• 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 with a scan tool 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.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Engine running at operating temperature, command the appropriate HO2S heater ON and OFF with a scan tool while observing the circuit test status parameters listed
below.
• HO2S 1 or 2 Heater Control Circuit Low Voltage Test Status
• HO2S 1 or 2 Heater Control Circuit Open Test Status
• HO2S 1 or 2 Heater Control Circuit High Voltage Test Status
2. Observe the scan tool HO2S 1 or 2 Heater parameters. The amperage should be within 0.2-1.5 A.
3. Move the related wiring and connectors while observing the HO2S 1 or 2 Heater parameters with a scan tool. The parameters 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
1. Vehicle OFF, disconnect the harness connector at the appropriate B52 heated oxygen sensor.
2. Vehicle in Service Mode, verify that a test lamp illuminates between the ignition voltage circuit terminal listed below and ground.
• B52 HO2S 1 terminal 1
• B52 HO2S 2 terminal D
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.
3. Observe the scan tool HO2S 1 or 2 Heater Control Open Circuit Test Status parameter. The parameter should display Malfunction.
If not the specified value, test the heater control circuit terminal listed below for a short to ground, or for a short to voltage. If the circuit tests normal, replace the
K20 ECM.
• B52 HO2S 2 terminal E
4. Connect a 3 A fused jumper wire between the appropriate heater control circuit terminal listed below and ground. Observe the scan tool HO2S 1 or 2 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 listed below for an open/high resistance. If the circuit tests normal, replace the K20 ECM.
• B52 HO2S 2 terminal E
5. Vehicle OFF, connect a 10 A fused jumper wire between the appropriate heater control circuit terminal and ignition voltage circuit terminal listed below:
• B52 HO2S 1 ignition voltage circuit terminal 1 to control circuit terminal 2
• B52 HO2S 2 ignition voltage circuit terminal D to control circuit terminal E
6. Engine running, observe the HO2S 1 or 2 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 B52 heated oxygen sensor.
Repair Instructions
• Heated Oxygen Sensor Replacement - Sensor 1

• Perform the scan tool Heated Oxygen Sensor Resistance Learn Reset after replacing a HO2S.
• Control Module References for ECM replacement, setup, and programming


Volt

DTC P0101
DTC Descriptor
DTC P0101: Mass Air Flow (MAF) Sensor Performance
Ignition Voltage P0102, P121B P0101, P0102 P0102 P0690 P0101
MAF Sensor Signal P0102 P0102 P0101, P0102 P0102 P0101, P1101
MAF Control P0101, P121B P0101, P0102 P0101, P0102 P0101, P0102, P121C -
MAF Sensor

Operating Conditions: Vehicle ON, normal operating temperature and engine speed between 1,375 and 1,425 RPM Parameter Normal Range: 1,800-2,400 Hz
Ignition Voltage 0 Hz 0 Hz -
MAF Sensor Signal 0 Hz 0 Hz 0 Hz
MAF Control - 0 Hz -
The mass air flow (MAF) sensor is integrated with the inlet 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. The air flow and engine speed are
very dependent on the battery pack state of charge. A small quantity of air entering the engine indicates a low load condition. A large quantity of air entering the engine
indicates a high load condition.
The ECM applies 5 volts 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 MAF sensor is supplied power through the powertrain relay and a fuse. The ECM enables the MAF sensor only during engine run mode by grounding the MAF control
circuit via a solid state devise called a driver. The driver is equipped with a feedback circuit that is pulled-up to a voltage. The ECM monitors the status of the driver. If the ECM
detects an incorrect voltage for the commanded state of the driver, a MAF sensor supply voltage low side driver control circuit DTC is set.
• DTCs P0102, P0103, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0128, P0335, and P0336 are not set.
• The engine speed is between 500 and 8,000 RPM.
• The IAT Sensor is between -20 and +125°C (-4 and +257°F).
• The ECT Sensor is between -7 and +125°C (+19 and +257°F).
• The DTC runs continuously when the above conditions are met.
The ECM detects that the MAF sensor signal is not within a predetermined range of the calculated MAF value.
DTC P0101 is a Type B DTC.
Diagnostic Aids
• Inspect the harness of the MAF sensor to verify that it is not routed too close to the following components:
- The ignition coil module
- Any solenoids
- Any relays
- Any motors
• 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. Inspect for any
contamination, water intrusion, or debris on the sensing elements of the MAF sensor. If debris is present, clean the sensor. If the sensor cannot be cleaned, replace the
sensor.
• A high resistance may cause a driveability concern before this DTC sets.
• Certain aftermarket air filters may cause this DTC to set.
• Certain aftermarket air induction systems may cause this DTC to set.
• Modifications to the air induction system may cause this DTC to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
J 38522 Variable Signal Generator.
For equivalent regional tools, refer to Special Tools : Diagnostic Tools .
Note: To ensure a proper engine load, this diagnostic should be performed when the Hybrid/EV Battery Pack Charge Remaning parameter is at least 40%.
1. Observe the DTC information with a scan tool. Verify that DTC P121B and P121C are not set.
If any of the DTCs are set, refer to DTC P121B or P121C .
2. Vehicle ON, engine speed between 1,375 and 1,425 RPM, normal operating temperature. Verify the scan tool MAF Sensor parameter is between 1,800 and 2,400 Hz.
1. Verify the following conditions do not exist:

• A dirty, restricted, or deteriorating air filter element
• A leaking, loose, or cracked PCV pipe or seal
• A restricted or collapsed air inlet duct
• A misaligned, leaking, or damaged air inlet duct
• Any objects blocking the air inlet probe of the B75B mass air flow/inlet air temperature sensor
• Any contamination or debris on the sensing elements in the probe of the B75B mass air flow/inlet air temperature sensor
• A cracked, damaged, or leaking B75B mass air flow/inlet air temperature sensor housing
• Any water intrusion in the induction system
• Any snow or ice build-up at the air cleaner or B75B mass air flow/inlet air temperature sensor in cold climates
• Any vacuum leak
• A B74 MAP sensor seal that is leaking, missing, or damaged
• Q38 Throttle body for dirt, debris, and coking. Refer to Throttle Body Inspection and Cleaning .
• A damaged Q38 throttle body blade or shaft
• Missing, restricted, or leaking exhaust components. Refer to Symptoms - Engine Exhaust .
If you find any of the above conditions, repair as necessary.
2. Vehicle OFF, disconnect the harness connector at the B75B mass air flow/inlet air temperature sensor.
4. Verify that a test lamp illuminates between the ignition voltage circuit terminal 4 and ground.
circuit fuse is open, test or replace the components on the ignition voltage circuit.
5. Connect the test lamp between the MAF control circuit terminal 2 and the ignition voltage circuit terminal 4.
6. Vehicle in Service Mode, command the MAF Sensor Supply Voltage Low Side Driver 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.
7. Vehicle OFF, connect the red lead of the J 38522 to the signal circuit terminal 5 at the harness connector. Connect the battery voltage supply to B+, and the black lead
to ground.
8. Set the J 38522 to the following specifications.
• Signal switch to 5 V
• Frequency switch to 5 KHz
• Duty Cycle switch to Normal
Note: The engine may run rough and stall.
9. Vehicle ON, engine running, observe the scan tool MAF Sensor Hz parameter. The parameter should be between 4,950 and 5,025 Hz.
If not within the specified range, replace the K20 ECM.
10. If all circuits test normal, test or replace the B75B mass air flow/intake air temperature sensor.
Repair Instructions
• Air Cleaner Element Replacement

• Mass Airflow Sensor with Inlet Air Temperature Sensor Replacement
• Throttle Body Assembly Replacement


Volt

DTC P0102 or P0103

DTC Descriptors
DTC P0102: Mass Air Flow (MAF) Sensor Circuit Low Frequency
DTC P0103: Mass Air Flow (MAF) Sensor Circuit High Frequency
MAF Sensor

sensor bore.
• The engine is running for greater than 1 s.

• The above conditions are met for greater than 1 s.
• These DTCs run continuously when the above conditions are met.
P0102
The ECM detects that the MAF sensor signal is less than 1,800 Hz or 0 g/s for greater than 30 s.
P0103
The ECM detects that the MAF Sensor is greater than 14,500 Hz or 108 g/s for greater than 30 s.
Conditions for Clearing the MIL/DTC

Diagnostic Aids
• Verify the integrity of the air induction system by inspecting for the following conditions:
- Any water intrusion in the induction system
- Any contamination or debris on the sensing elements of the MAF sensor
- Damaged components
• Verify that any electrical aftermarket devices are properly connected and grounded. Refer to Checking Aftermarket Accessories .
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
For equivalent regional tools, refer to Special Tools : Diagnostic Tools
1. Observe the DTC information with a scan tool. Verify that DTC P121B and P121C are not set.
If any of the DTCs are set, refer to DTC P121B or P121C .
to ground.
8. Engine running, observe the scan tool MAF Sensor Hz parameter. The parameter should be between 4,950 and 5,025 Hz.
Repair Instructions


Volt

DTC P0106
DTC Descriptor
DTC P0106: Manifold Absolute Pressure (MAP) Sensor Performance
5 V Reference P0107, P0697 P0106, P0107 P0106, P0107 P0106, P0107, P0697 P0106, P0107
MAP Sensor Signal P0107 P0106, P0107 P0107 P0106, P0108 P0106, P0107, P1101
Low Reference - P0106, P0108 P0106, P0108 - P0106, P0108
MAP Sensor

Parameter Normal Range: 2-16 psi - Varies with altitude

5 V Reference 0 psi 0 psi 18+psi
MAP Sensor Signal 0 psi 0 psi 18+psi
Low Reference - 18+psi -
Circuit Description
The manifold absolute pressure (MAP) sensor measures the pressure inside the intake manifold. Pressure in the inlet manifold is affected by engine speed, throttle opening,
air temperature, and barometric pressure (BARO). A diaphragm within the MAP sensor is displaced by the pressure changes that occur from the varying load and operating
conditions of the engine. The sensor translates this action into electrical resistance. The MAP sensor wiring includes 3 circuits. The engine control module (ECM) supplies a
regulated 5 V to the sensor on a 5 V reference circuit. The ECM supplies a ground on a low reference circuit. The MAP sensor provides a signal voltage to the ECM, relative to
the pressure changes, on the MAP sensor signal circuit. The ECM converts the signal voltage input to a pressure value.
Under normal operation the highest pressure that can exist in the inlet manifold is equal to BARO. This occurs when the engine is operated at wide-open throttle (WOT) or
when the vehicle is ON while the engine is OFF. Under these conditions, the ECM uses the MAP sensor to determine the current BARO. The lowest manifold pressures occur
when the vehicle is idling or decelerating. MAP can range from 1.5 psi, when pressures are low, to as much as 15 psi when pressures are high, depending on the BARO. The
ECM monitors the MAP sensor signal for pressure outside of the normal range.
Condition 1
• DTCP0102, P0103, P0107, P0108, P010C, P010D, P0111-P0114, P0116-P0119, P0128, P0401, P0405, P0406, P042E, P0335, or P0336 is not set.
• The IAT and ECT Sensor parameters are between -20 and +125°C (-4 and 257°F).
• Engine speed is between 500 and 8000 RPM.
Condition 2
• DTC P0107, P0108, P2227-P2230, or P2610 is not set.

• Engine not rotating.
This DTC runs continuously when either of the above conditions are met.
The engine control module (ECM) detects that the MAP sensor pressure is not within range of the calculated pressure that is derived from the system of models for more than
0.5 s.

Diagnostic Aids
• 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 .
• The BARO that is used by the ECM to calculate the air flow models is initially based on the MAP sensor at Vehicle ON. When the engine is running, the ECM will
continually update the BARO value near wide open throttle using the MAP sensor and a calculation. A skewed MAP sensor will cause the BARO value to be inaccurate.
Use the scan tool and compare the BARO parameter at Vehicle ON to the Altitude vs. Barometric Pressure Table. Refer to Altitude Versus Barometric Pressure .
• A skewed MAP sensor will also cause the first and second intake manifold models to disagree with the actual MAP sensor measurements. Use the scan tool and
compare the MAP Sensor parameter to a known good vehicle, under various operating conditions.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

Special Tools
J-23738-A Vacuum Pump
1. Vehicle in Service Mode, verify DTC P0697 is not set.

If DTC P0697 is set, refer to DTC P0641, P0651, P0697, or P06A3 : ECM .
2. Determine the current vehicle testing altitude. Vehicle in Service Mode, observe the scan tool BARO Sensor parameter. Compare the parameter to the Altitude Versus
Barometric Pressure table. The BARO sensor pressure parameter should be within the specified range indicated in the table.
3. Observe the scan tool MAP sensor parameter. Engine running, the MAP Sensor parameter should change.
1. Verify the integrity of the air induction system by inspecting for the following conditions:
• Any damaged components
• Loose or improper installation
• Improperly routed vacuum hoses
• Any vacuum leak
• Any type of restriction
• MAP sensor seal that is missing or damaged
2. Verify that restrictions do not exist in the exhaust system. Refer to Restricted Exhaust .
3. Vehicle OFF, disconnect the harness connector at the B74 MAP sensor.
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. Vehicle in Service Mode, 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.
6. Verify the scan tool MAP Sensor parameter is less than 0.5 V.
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.
7. 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
4.7 V.
8. If all circuits test normal, test or replace the 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 Sensor Test
1. Vehicle in Service Mode, observe the MAP sensor scan tool parameter.
2. Use the observed MAP Sensor scan tool parameter that is closest to a value that is indicated in the first column of the table.
3. Connect the J-23738-A to the port of the B74 MAP sensor.
4. Apply 5 in Hg of vacuum to the B74 MAP sensor, with the J-23738-A. The MAP sensor parameter in the first column of the table should decrease by 2.5 psi. The
acceptable range is indicated in the second column of the table.
5. Apply 10 in Hg of vacuum to the B74 MAP sensor using the J-23738-A. The MAP sensor parameter in the first column of the table should decrease by 5 psi. The
acceptable range is indicated in the third column of the table.
Vehicle in Service Mode, MAP Sensor MAP Sensor Parameter With 5 Inches of Vacuum MAP Sensor Parameter With 10 Inches of Vacuum
Parameter Applied Applied
15 psi 11.5-12.5 psi 9.0-10.0 psi
14 psi 10.5-12.0 psi 8.0-9.5 psi
13 psi 10.0-11.0 psi 7.5-9.0 psi
12 psi 8.5-10.0 psi 6.0-7.5 psi
10 psi 7.0-8.5 psi 4.5-6.0 psi
9 psi 5.5-7.0 psi 3.0-4.5 psi
Erratic Signal Test
1. Vehicle 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 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 the terminal 3 of the B74 MAP sensor and ground.
6. Vehicle in Service Mode, with the J-23738-A, slowly apply vacuum to the sensor while observing the voltage on the DMM. The voltage should vary between 4.9-0.2 V
without any spikes or dropouts.
If the voltage is erratic, replace the B74 MAP sensor.
Repair Instructions
• Manifold Absolute Pressure Sensor Replacement



Volt

DTC P0107 or P0108

DTC Descriptors
DTC P0107: Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage
DTC P0108: Manifold Absolute Pressure (MAP) Sensor Circuit High Voltage
5 V Reference P0107, P0697 P0106, P0107 P0106, P0107 P0106, P0107, P0697 P0106, P0107
MAP Sensor Signal P0107 P0106, P0107 P0107 P0106, P0108 P0106, P0107, P1101
Low Reference - P0106, P0108 P0106, P0108 - P0106, P0108
MAP Sensor

Parameter Normal Range: 2-16 psi - Varies with altitude

5 V Reference 0 psi 0 psi 18+psi
MAP Sensor Signal 0 psi 0 psi 18+psi
Low Reference - 18+psi -
Circuit Description
The manifold absolute pressure (MAP) sensor measures the pressure inside the intake manifold. Pressure in the inlet manifold is affected by engine speed, throttle opening,
air temperature, and barometric pressure (BARO). A diaphragm within the MAP sensor is displaced by the pressure changes that occur from the varying load and operating
conditions of the engine. The sensor translates this action into electrical resistance. The MAP sensor wiring includes 3 circuits. The engine control module (ECM) supplies a
regulated 5 V to the sensor on a 5 V reference circuit. The ECM supplies a ground on a low reference circuit. The MAP sensor provides a signal voltage to the ECM, relative to
the pressure changes, on the MAP sensor signal circuit. The ECM converts the signal voltage input to a pressure value.
Under normal operation the highest pressure that can exist in the inlet manifold is equal to BARO. This occurs when the engine is operated at wide-open throttle (WOT) or
when the vehicle is ON while the engine is OFF. Under these conditions, the ECM uses the MAP sensor to determine the current BARO. The lowest manifold pressures occur
when the vehicle is idling or decelerating. MAP can range from 1.5 psi, when pressures are low, to as much as 15 psi when pressures are high, depending on the BARO. The
ECM monitors the MAP sensor signal for pressure outside of the normal range.
These DTCs run continuously.
P0107
The ECM detects that the MAP sensor voltage is less than 0.2 V for greater than 4 s.
P0108
The ECM detects that the MAP sensor voltage is greater than 4.5 V for greater than 4 s.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
J-23738-A Vacuum Pump
1. Vehicle in Service Mode, verify DTC P0697 is not set.

If a DTC is set, refer to DTC P0641, P0651, P0697, or P06A3 : ECM .
2. Vehicle in Service Mode, observe the scan tool MAP sensor parameter. Engine running, the MAP Sensor parameter should change.
1. Vehicle OFF, disconnect the harness connector at the B74 MAP sensor.
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. Verify the scan tool MAP Sensor parameter is less than 0.5 V.
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
4.7 V.
6. If all 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 Sensor Test
1. Vehicle in Service Mode, observe the MAP sensor scan tool parameter.
2. Use the observed MAP Sensor scan tool parameter that is closest to a value that is indicated in the first column of the table.
3. Connect the J-23738-A to the port of the B74 MAP sensor.
4. Apply 5 in Hg of vacuum to the B74 MAP sensor, with the J-23738-A. The MAP sensor parameter in the first column of the table should decrease by 2.5 psi. The
acceptable range is indicated in the second column of the table.
5. Apply 10 in Hg of vacuum to the B74 MAP sensor using the J-23738-A. The MAP sensor parameter in the first column of the table should decrease by 5 psi. The
acceptable range is indicated in the third column of the table.
Vehicle in Service Mode, MAP Sensor MAP Sensor Parameter With 5 Inches of Vacuum MAP Sensor Parameter With 10 Inches of Vacuum
Parameter Applied Applied
15 psi 11.5-12.5 psi 9.0-10.0 psi
14 psi 10.5-12.0 psi 8.0-9.5 psi
13 psi 10.0-11.0 psi 7.5-9.0 psi
12 psi 8.5-10.0 psi 6.0-7.5 psi
10 psi 7.0-8.5 psi 4.5-6.0 psi
9 psi 5.5-7.0 psi 3.0-4.5 psi
Erratic Signal Test
1. Vehicle 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 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 the terminal 3 of the B74 MAP sensor and ground.
6. Vehicle in Service Mode, with the J-23738-A, slowly apply vacuum to the sensor while observing the voltage on the DMM. The voltage should vary between 4.9-0.2 V
without any spikes or dropouts.
If the voltage is erratic, replace the B74 MAP sensor.
Repair Instructions



Volt

DTC P0111
DTC Descriptor
DTC P0111: Intake Air Temperature (IAT) Sensor Performance
IAT Sensor

IAT Sensor Signal P0112, P0114 P0111, P0113, P0114 P0113*, P0114 P0111
Low Reference - P0111, P0113, P0114 P0113*, P0114 P0111
*Internal ECM or sensor damage may occur if the circuit is shorted to B+.
IAT Sensor
Circuit Short to Ground Open or High Resistance Short to Voltage

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+
ECT Sensor

Parameter Normal Range: Varies with coolant temperature

ECT Sensor Signal 150°C (302°F) -40°C (-40°F) -40°C (-40°F)*
The intake air temperature (IAT) sensor is integrated with the mass air flow (MAF) sensor. It is a variable resistor that measures the temperature of the air entering the engine.
The IAT sensor has a signal circuit and a low reference circuit. The engine control module (ECM) supplies 5 volts to the IAT signal circuit and a ground for the IAT low
reference circuit.
IAT IAT Resistance IAT Signal Voltage

Cold High High
Warm Low Low
• DTCs P0112, P0113, P0117, P0118 are not set.

• The vehicle has been OFF at least 8 hours.
• The ECT start-up signal is colder than 60°C (140°F).
• This DTC runs once per ignition cycle when the enabling conditions are met.
The ECM determines the absolute difference between IAT start-up temperature and the ECT start-up temperature is greater than 40°C (72°F).

Diagnostic Aids
• An IAT sensor that is skewed, due to more resistance than is normal, can widen the spread between the 2 sensors and cause this DTC to set. Measure and record the
resistance of the IAT sensor at various ambient temperatures, and then compare those measurements to the Temperature vs. Resistance Table. Refer to Temperature
Versus Resistance .
• 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.
• Inspect the mass air flow/inlet air temperature sensor terminals for corrosion.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
Note: Perform Step 1 of this verification procedure only if the vehicle has been OFF for 8 hours or more.
1. Vehicle in Service Mode, observe the following scan tool parameters. The readings should be within 40°C (72°F) of each other.
• Start-Up IAT
• Start-Up ECT
2. Engine running, observe the scan tool IAT sensor parameter. The reading should be between -38 and +149°C (-36 and +300°F), depending on the current ambient
temperature and the vehicle operating conditions.
3. 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.
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. Vehicle in Service Mode, verify the scan tool IAT Sensor parameter is colder than -39°C (-38°F).
If warmer than the specified range, 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 ECM or the sensor may be damaged.
4. Install a 3 A fused jumper wire between the signal circuit terminal 3 and ground. Verify the scan tool IAT 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.
Component Testing
Note: A thermometer can be used to test the sensor off the vehicle.
2. Test the IAT sensor by varying the sensor temperature while monitoring the sensor resistance. Compare the readings with the Temperature Versus Resistance . The
resistance values should be in range of the table values.
If not within the specified range, replace the B75B mass air flow/inlet air temperature sensor.
Repair Instructions


Volt

DTC P0112, P0113, or P0114

DTC Descriptors
DTC P0112: Inlet Air Temperature (IAT) Sensor Circuit Low Voltage
DTC P0113: Inlet Air Temperature (IAT) Sensor Circuit High Voltage
DTC P0114: Inlet Air Temperature (IAT) Sensor Circuit Intermittent
IAT Sensor

IAT Sensor Signal P0112, P0114 P0111, P0113, P0114 P0113*, P0114 P0111
Low Reference - P0111, P0113, P0114 P0113*, P0114 P0111
*Internal ECM or sensor damage may occur if the circuit is shorted to B+.
IAT Sensor

IAT Sensor Signal 150°C (302°F) -40°C (-40°F) -40°C (-40°F)*
The intake air temperature (IAT) sensor is integrated with the mass air flow (MAF) sensor. It is a variable resistor that measures the temperature of the air entering the engine.
The IAT sensor has a signal circuit and a low reference circuit. The engine control module (ECM) supplies 5 volts to the IAT signal circuit and a ground for the IAT low
reference circuit.
IAT IAT Resistance IAT Signal Voltage

Cold High High
Warm Low Low
Conditions for Running the DTCs
P0112 or P0113

• These DTCs run continuously when the above condition is met.
P0114
• Service Mode is active.

OR
• This DTC runs continuously when the above condition is met.
Conditions for Setting the DTCs
P0112
The ECM detects that the IAT sensor signal is warmer than 149°C (300°F) for greater than 5 s.
P0113
Note: The scan tool display range is between -40 and + 150°C (-40 and +302°F).
The ECM detects that the IAT sensor signal is colder than -59°C (-72°F) for greater than 5 s.
P0114
The ECM detects that the IAT sensor signal is intermittent or has abruptly changed greater than 125°C (257°F) warmer or colder for greater than 5 s.
Action Taken When the DTCs Set
DTCs P0112, P0113 and P0114 are Type B DTCs.
Diagnostic Aids
• An IAT sensor signal circuit or low reference circuit that is shorted to the MAF sensor signal circuit can cause a DTC P0113 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 a DTC P0114 to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Engine running, observe the scan tool IAT sensor parameter. The reading should be between -38 and +149°C (-36 and +300°F).
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.
ground.
3. Vehicle in Service Mode, verify the scan tool IAT Sensor parameter is colder than -39°C (-38°F).
If warmer than the specified range, test the signal circuit terminal 3 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 ECM or the sensor may be damaged.
4. Install a 3 A fused jumper wire between the signal circuit terminal 3 and ground. Verify the scan tool IAT 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.
Component Testing
2. Test the IAT sensor by varying the sensor temperature while monitoring the sensor resistance. Compare the readings with the Temperature Versus Resistance . The
resistance values should be in range of the table values.
If not within the specified range, B75B mass air flow/inlet air temperature sensor.
Repair Instructions


Volt

DTC P0116
DTC Descriptor
DTC P0116: Engine Coolant Temperature (ECT) Sensor Performance

Signal Circuit P0117, P0119 P0118 P0118* P0116, P0119, P0128
Low Reference - P0118, P0119 - P0119, P0128
*ECM or sensor damage may occur if the circuit is shorted to B+.
ECT Sensor

Operating Conditions: Engine Running in closed loop

Signal 140°C (284°F) -40°C (-40°F) -40°C (-40°F)
Low Reference - -40°C (-40°F) -40°C (-40°F)
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 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 engine is OFF. If the required engine OFF time is met at start-up, the ECM will compare the temperature difference between the actual measured ECT and IAT sensors.
• DTCs P0111, P0112, P0113, P0114, P0117, P0118, and P2610 are not set.
• The vehicle and the propulsion system has been off for greater than 8 hours before the engine is started.
• The inlet air temperature (IAT) is warmer than -7°C (19°F).
• This DTC runs once per ignition cycle when the above conditions are met.
The ECM detects the difference of the temperature of the ECT and IAT sensors is greater than 20°C (68F).
Diagnostic Aids
• Inspect the ECT sensor terminals for corrosion.

• An intake air temperature (IAT) sensor that is biased colder at various ambient temperatures due to greater resistance than is normal will increase the range between
these 2 sensors. Measure and record the resistance of the IAT sensor at various ambient temperatures, then compare those measurements to the Temperature vs.
Resistance table. Refer to Temperature Versus Resistance .
• 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.
• If the condition is intermittent, allow the vehicle to sit for greater then 8 hours with the Vehicle OFF and the propulsion system inactive, may help isolate the condition.
Compare the scan tool Radiator Coolant Temperature Sensor and ECT Sensor temperature sensor values at vehicle ON. The Radiator Coolant Temperature Sensor and
the ECT Sensor parameters should display within 3°C (5°F).
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the DTC information with a scan tool. Verify that DTC P0111, P0112, P0113, P0114, P0117, or P0118 are not set.
If any of the DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Vehicle OFF, inspect the cooling system surge tank for the proper coolant level. Refer to Loss of Coolant and Cooling System Draining and Filling .
3. Engine ticking over for 15 minutes with the A/C OFF.
Note: Depending on ambient temperature, it may take up to 4 minutes for the temperatures to equalise.
4. Command the engine coolant thermostat heater to 100 percent with a scan tool. Increase the engine speed to wide open throttle. Observe the scan tool RCT and the
ECT sensor parameters. The RCT and the ECT sensor parameters should be within 20°C (68°F).
1. Vehicle OFF, disconnect the harness connector at the B34 engine coolant temperature sensor.
2. Vehicle OFF, all systems OFF. It may take may take up to 2 minutes for all vehicle systems to power down. Test for less than 5 Ω 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 engine control module.
3. Vehicle in Service Mode, 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 1 for a short to ground. If the circuit tests normal, replace the K20 engine control module.
Note: If the fuse in the jumper wire opens, the signal circuit is shorted to a voltage and the 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
140°C (284°F).
If less 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 engine control
module.
5. If all circuits test normal, test or replace the B34 engine coolant temperature sensor.
Component Testing
Static Test
1. Vehicle OFF, remove the B34 engine coolant temperature sensor.
2. Test the B34 engine coolant temperature sensor by varying the sensor temperature while monitoring the sensor resistance. Compare the readings with the Temperature
Versus Resistance table and verify that the resistance is within 5% of the specification.
If not within the specified range, replace the B34 engine coolant temperature sensor.
Repair Instructions
• Engine Coolant Temperature Sensor Replacement : Thermostat → Water Outlet


Volt

DTC P0117, P0118, or P0119

DTC Descriptors
DTC P0117: Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage
DTC P0118: Engine Coolant Temperature (ECT) Sensor Circuit High Voltage
DTC P0119: Engine Coolant Temperature (ECT) Sensor Circuit Intermittent

Signal Circuit P0117, P0119 P0118 P0118* P0116, P0119, P0128
*ECM or sensor damage may occur if the circuit is shorted to B+.
ECT Sensor


ECT Sensor Signal 140°C (284°F) -40°C (-40°F) -40°C (-40°F)
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. This diagnostic checks for an open, short to ground or an intermitten circuit condition between the
ECM and ECT sensor.
P0117
• Vehicle ON, or the engine is running.

• This DTC runs continuously when the above conditions are met.
P0118
• The engine run time is greater than 10 s.

• The inlet air temperature (IAT) sensor is greater than 0°C (32°F).
P0119
• DTC P0117 or P0118 are not set.

• Vehicle ON, or the engine is running.
P0117
The ECM detects that the ECT sensor signal is warmer than 149°C (300°F) for greater than 5 s.
P0118
Note: The scan tool display range is between -40°C to +150°C (-40°F to +302°F).
The ECM detects that the ECT sensor signal is colder than -59°C (-74°F) for greater than 5 s.
P0119
The ECM detects that the ECT sensor signal has abruptly changed by a minimum of 5°C (9°F), warmer or colder for greater than 3 s.
• DTCs P0117, P0118 and P0119 are Type B DTCs

• The cooling fans will be commanded ON.
• The engine is forced ON and Autostop is disabled.
DTCs P0117, P0118 and P0119 are Type B DTCs
Schematic Reference
Cooling System Description and Operation
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Engine running, observe the scan tool ECT Sensor parameter. The reading should be between -39 to +139°C (-38 to +282°F).
2. Engine running, observe the scan tool ECT Sensor parameter while moving the related wiring harness and harness connectors. The reading should not change abruptly.
If the reading changes abruptly, repair the wiring harness or the harness connectors.
2. Vehicle OFF, all systems OFF. This may take up to 2 minutes for all vehicle systems to power down. Test for less than 5 Ω between the low reference circuit terminal 1
and ground.
3. Vehicle in Service Mode, verify the scan tool ECT Sensor is colder than -39°C (-38.2°F).
4. Install a 3 A fused jumper wire between the signal circuit terminal 2 and the low reference circuit terminal 2. Verify the scan tool ECT Sensor is warmer than 140°C
(284°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 engine control
module.
Component Testing
Static Test
Repair Instructions



Volt

DTC P0121-P0123, P0222, P0223, or P2135

DTC Descriptors
DTC P0121: Throttle Position Sensor 1 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
5 V Reference P06A3 - P0122, P0222, P06A3 P0121
TP Sensor 1 Signal P0122 P2119, P2135, P2176 P0122 P0123, P2135 P0121, P2135
TP Sensor 2 Signal P0222 P2135 P0223 P0223, P2135 P0121, P2135
Low Reference - - P0122, P0223 - -

Throttle Position Sensor 1

Operating Conditions: Engine running
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 -
Throttle Position Sensor 2

Operating Conditions: Engine running
Parameter Normal Range: TP Sensor 2 1.4-2.4 V

5 V 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 - 4-5 V -
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.
P0121
• DTCs P0102, P0103, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0128, P0335, or P0336 is not set.
• The engine speed is between 500-8,000 RPM.
• The engine coolant temperature (ECT) is between -7 to +125°C (19-257°F).
• The inlet air temperature (IAT) is between -20 to +125°C (-4 to +257°F).
P0122, P0123, P0222, P0223
• DTC P06A3 is not set.

• The run/crank voltage is greater than 6.4 V.
• The DTCs runs continuously when the above conditions are met.
P2135
• DTCs P0122, P0123, P0222, P0223, and P06A3 is not set.
P0121
The ECM detects that the TP sensor 1 voltage is stuck in range for greater than 1 s.
P0122
The ECM detects that the TP sensor 1 voltage is less than 0.32 V for greater than 1 s.
P0123
The ECM detects that the TP sensor 1 voltage is greater than 4.7 V for greater than 1 s.
P0222
The ECM detects that the TP sensor 2 voltage is less than 0.25 V for greater than 1 s.
P0223
The ECM detects that the TP sensor 2 voltage is greater than 4.6 V for greater than 1 s.
P2135
The ECM detects that TP sensor 1 and TP sensor 2 disagree greater than 7-10 percent for greater than 1 s.
P0121
• DTC P0121 is a Type B DTC.

• A message centre displays Propulsion Power is Reduced.
• Under certain conditions, the ECM commands the engine OFF.
P0122, P0123, P0222, P0223, or P2135
• DTC P0122, P0123, P0222, P0223, and P2135 are Type A DTCs.

• DTC P0122, P0123, P0222, P0223, and P2135 are Type A DTCs.
Diagnostic Aids
A high resistance condition on the throttle position and throttle actuator control circuits could cause a DTC to set.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

2. Verify DTC P06A3 is not set.
Refer to DTC P0641, P0651, P0697, or P06A3 : ECM for further diagnosis.
3. Verify the scan tool Throttle Body Idle Air Flow Compensation parameter is less than 90 %.
90 % or greater
Refer to Throttle Body Inspection and Cleaning
If less than 90 %
4. Verify the scan tool Throttle Position Sensor 1 and Throttle Position Sensor 2 voltage parameters are between 1.0-4.0 V.
If not between 1.0-4.0 V
Refer to Circuit/System Testing
5. Verify the Throttle Position Sensors 1 and 2 Agree/Disagree parameter displays Agree while performing the Throttle Sweep Test with a scan tool.
If Disagree
Test or replace the Q38 throttle body assembly.
If Agree
6. Verify DTC P0121, P0122, P0123, P0222, P0223, and P2135 is not set.
7. 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.
8. Verify a DTC does not set.
If any DTC sets
Refer to Diagnostic Trouble Code (DTC) List - Vehicle for further diagnosis.
If no DTCs set
9. All OK
Note: Disconnecting the throttle body harness connector causes additional DTCs to set.
1. Vehicle OFF, and all vehicle systems OFF, disconnect the harness connector at Q38 throttle body assembly. It may take up to 2 minutes for all vehicle systems to power
down.
2. Test for less than 5 Ω between the low reference circuit terminal C and ground.
If 5 Ω or greater
2.1. Vehicle OFF, disconnect the harness connector at the K20 engine control module.
If less than 2 Ω, replace the K20 engine control module.
If less than 5 Ω
4. Test for 4.8-5.2 V between the 5 V reference circuit terminal E and ground.
If less than 4.8 V
4.1. Vehicle OFF, disconnect the harness connector at the K20 engine control module, vehicle in Service Mode.
If less than 1 V, replace the K20 engine control module.
6. Test for less than 1 V between the throttle position sensor 1 signal circuit terminal D and ground.
If 1 V or greater
6.2. Test for less than 1 V between the signal circuit terminal D and ground.
If less than 1 V
7. Install a 3 A fused jumper wire between throttle position sensor 1 signal circuit terminal D and the 5 V reference circuit terminal E.
8. Verify the scan tool Throttle Position Sensor 1 voltage parameter is greater than 4.8 V.
If less than 4.8 V
8.2. Test for infinite resistance between the signal circuit terminal and ground.
9. Test for 4.8-5.2 V between the throttle position sensor 2 signal circuit terminal F and ground.
If less than 4.8 V
10. Test or replace the Q38 throttle body assembly.
Repair Instructions

• Control Module References for ECM replacement, programming and setup
Repair Verification
1. Install any components that have been removed or replaced during diagnosis.
2. Perform any adjustments, programming or setup procedures that are required when a component is removed or replaced.
3. Clear the DTCs with a scan tool.
4. Vehicle OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power down.
6. Verify the Throttle Position Sensors 1 and 2 Agree/Disagree parameter displays Agree while performing the Throttle Sweep Test with a scan tool.
If Disagree
If Agree
does not reset.
If any DTC sets
If no DTC sets
8. All OK


Volt

DTC P0128
DTC Descriptor
DTC P0128: Engine Coolant Temperature (ECT) Below Thermostat Regulating Temperature

ECT Sensor Signal P0117, P0119 P0118 P0118* P0116, P0119, P0128
*ECM or sensor damage may occur if the circuit is shorted to B+
ECT Sensor

Operating Conditions: Engine Running in closed loop

ECT Sensor Signal 150°C (302°F) -40°C (-40°F) -40°C (-40°F)
The engine control module (ECM) monitors the temperature of the engine coolant for engine control and as enabling criteria for some diagnostics.The ECM monitors the
amount of time to reach a predetermined temperature based on the Start up ECT sensor. The ECM uses this temperature to determine if the engine has warmed up to the
thermostat regulating temperature. If the engine coolant temperature does not increase normally or does not reach the thermostat regulating temperature, diagnostics that use
the ECT as enabling criteria, may not run when expected. If the engine coolant temperature fails to reach the thermostat regulating temperature, before a predetermined
amount of time, the DTC sets.
• DTCs P0101, P0102, P0103, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P00B3, P00B4, P00B6 or P010C are not set.
• The start-up ECT sensor is between -10 to +59°C (14 to +138°F).
• The calculated airflow into the engine is greater than 1 g/s.
• The engine OFF time is greater than 30 min.
• The thermostat commanded duty cycle is less than 50%.
• The DTC runs once per ignition cycle when the above conditions are met.
The ECM detects that the amount of time it takes for the ECT sensor to reach target temperature has exceeded a calibrated time.

• The engine is forced ON and Autostop is disabled.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle OFF, inspect the cooling system surge tank for the proper coolant level. Refer to Loss of Coolant and Cooling System Draining and Filling .
2. Vehicle in Service Mode, observe the DTC information with a scan tool. DTC P00B7, P0597, P0598, P0599, or P2181 should not be set.
3. Engine running for 15 min with the A/C OFF.
Note: Depending on ambient temperature, it may take up to 4 min for the temperatures to equalise.
4. Command the engine coolant thermostat heater to 0% with a scan tool. Increase the engine speed to wide open throttle. Observe the scan tool ECT Sensor parameter.
The temperature should increase to greater than 75°C (167°F).
If less than the specified value, replace the E41 engine coolant thermostat heater.
5. Command the engine coolant thermostat heater to 100% with a scan tool. Increase the engine speed to wide open throttle. Observe the scan tool radiator coolant
temperature sensor and the ECT Sensor parameters. The radiator coolant temperature sensor and the ECT Sensor parameters should be within 20°C (68°F).
6. Engine idling, observe the DTC information with a scan tool. DTC P0128 should not set.
observed from the freeze frame/failure records data.
2. Vehicle OFF, all systems OFF. It may take up to 2 minutes for all vehicle systems to power down.Test for less than 5 Ω between the low reference circuit terminal 2 and
ground.
3. Vehicle in Service Mode, verify the scan tool ECT Sensor parameter is colder than -39°C (-38°F).
4. Install a 3A fused jumper wire between the signal circuit terminal 2 and the low reference circuit terminal 1. Verify the scan tool ECT Sensor parameter is greater than
130°C (266°F).
If less 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 engine control
module.
Component Testing
Static Test
1. Vehicle OFF, remove the engine coolant temperature sensor.
Repair Instructions



Volt

DTC P0131, P0132, P0134, P0137, P0138, or P0140

DTC Descriptors
DTC P0131: HO2S Circuit Low Voltage Sensor 1
DTC P0132: HO2S Circuit High Voltage Sensor 1
DTC P0134: HO2S Circuit Insufficient Activity Sensor 1
DTC P0137: HO2S Circuit Low Voltage Sensor 2
DTC P0138: HO2S Circuit High Voltage Sensor 2
DTC P0140: HO2S Circuit Insufficient Activity Sensor 2
HO2S
P0030, P0036, P0102, P0132, P0030, P0036, P0132, P0030, P0036, P0102, P0132, P0134,
Heater
Voltage
P0458, P0598, * P0140, P0141 P0458, P0598
Supply
HO2S P0030, P0036, P0132, P0030, P0036, P0132,
P0030, P0036, P0053, P0054, P0030, P0036, P0132, P0134, P0135,
Heater P0134, P0135, P0138, P0134, P0135, P0138, P0135, P0141
P0135, P0141 P0138, P0140, P0141
Control P0140, P0141 P0140, P0141
P0133, P013A, P013B,
HO2S High P0132, P0134, P0138, P0132, P0134, P0138,
P0131, P0137 P0132, P0134, P0138, P0140 P013E, P013F, P1133,
Signal P0140 P0140
P2A00
P0133, P013A, P013B,
HO2S Low P0132, P0134, P0138, P0132, P0134, P0138,
P0131, P0137 P0132, P0134, P0138, P0140 P013E, P013F, P1133,
Signal P0140 P0140
P2A00
*Opens Fuse
HO2S 1 or 2

Parameter Normal Range: 200-800 mV

HO2S 1 or 2 High Signal 0 mV 1,850-1,950 mV 1,850-1,950 mV
HO2S 1 or 2 Low Signal 0 mV 1,850-1,950 mV 1,850-1,950 mV
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 engine control module (ECM) 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 0-1,900 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.
This ECM uses a high bias voltage on the high and low signal circuits of the HO2S. The voltage measured between the low signal terminal and ground varies based on the
temperature of the sensor and will typically be between 0-1,000 mV under normal operating conditions. The value of the high signal terminal measured to ground is equal to
the value of the low signal measured to ground plus the 1,900 mV bias between the low signal and the high signal. In closed loop, the sensor functions in the same voltage
range as systems with the low bias voltage. In open loop or open circuit conditions, the high bias voltage is present and takes the voltage outside of the normal operating
range for easier fault detection.
P0131 or P0137
• DTCs P0106, P0107, P0108, P0122, P0123, P0201, P0202, P0203, P0204, P0222, P0223, P0442, P0443, P0449, P0452, P0453, P0455, P16F3, P2101, or P2135 are
not set.
• The fuel system is in Closed Loop.
• The fuel control system is not in decel fuel cut off.
• The ECM is not performing any intrusive diagnostic tests.
• A scan tool output device control is not active.
• The fuel level is greater than 10 percent.
• Fuel has less than or equal to 87 percent ethanol.
• The DTCs run continuously when the above conditions are met for 5 s.
P0132 or P0138
• DTCsP0106, P0107, P0108, P0122, P0123, P0201, P0202, P0203, P0204 , P0222, P0223, P0411, P0442, P0443, P0449, P0452, P0453, P0455, P16F3, P2101, P2135,
P2440, P2444 are not set.
• Fuel has less than or equal to 87 percent ethanol.
• The engine is running for greater than 195 s.
• The fuel control is not in power enrichment.
• The DTCs run continuously when the above conditions are met for 5 s.
P0134 or P0140
• DTCsP0101, P0102, P0103, P0122, P0123, P0222, P0223, P16F3, P2101, P2103, P2135 are not set.
• The HO2S heaters are at operating temperature.
• DTC P0134 runs continuously when the above conditions are met.
P0131 or P0137
The ECM detects that the HO2S voltage is less than 50 mV for greater than 48 s for DTC P0131 or 54 s for DTC P0137.
P0132 or P0138
The ECM detects that the HO2S voltage is greater than 1,050 mV for greater than 13 s.
P0134 or P0140
The ECM detects that the HO2S voltage is greater than 1,700 mV for greater than 25 s.
DTCs P0131, P0132, P0137, and P0138 are Type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
1. Vehicle in Service Mode, observe the DTC information with a scan tool. Verify no HO2S heater DTCs are set.
2. Engine running, observe the appropriate scan tool HO2S 1 or 2 voltage parameter. The reading should vary between 50-1,050 mV.
1. Vehicle OFF, disconnect the harness connector at the appropriate B52 HO2S.

2. Vehicle in Service Mode, observe the scan tool HO2S 1 or 2 voltage parameter. The parameter should display between 1,850-1,950 mV.
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. Test for 1,850-3,000 mV between the high signal circuit terminal listed below and ground.
• B52 HO2S 1 high signal terminal 4
• B52 HO2S 2 high signal terminal B
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. Connect a 3 A fused jumper wire between the high signal circuit and low signal circuit terminals listed below:
• B52 HO2S 1 high signal circuit terminal 4 to low signal circuit terminal 3
• B52 HO2S 2 high signal circuit terminal B to low signal circuit terminal A
Note: The low signal circuit is tied to a pull-up circuit within the ECM. A voltage of 0-1,100 mV on the low signal circuit is normal.
5. Verify the scan tool HO2S 1 or 2 voltage parameter displays 0.0 mV.

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. 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
• Engine vacuum leaks
• Engine oil consumption--Refer to Oil Consumption Diagnosis
• Engine coolant consumption--Refer to Loss of Coolant
7. If all circuits test normal, test or replace the appropriate B52 HO2S.
Repair Instructions



Volt

DTC P0133, P013A, P013B, P013E, P013F, P1133, P2270, P2271, or P2A00
DTC Descriptors
DTC P0133: HO2S Slow Response 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 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 Performance Sensor 1
HO2S
P0030, P0036, P0102, P0132, P0030, P0036, P0132, P0030, P0036, P0102, P0132, P0134,
Heater
Voltage
P0458, P0598, * P0140, P0141 P0458, P0598
Supply
HO2S P0030, P0036, P0132, P0030, P0036, P0132,
P0030, P0036, P0053, P0054, P0030, P0036, P0132, P0134, P0135,
Heater P0134, P0135, P0138, P0134, P0135, P0138, P0135, P0141
P0135, P0141 P0138, P0140, P0141
Control P0140, P0141 P0140, P0141
P0133, P013A, P013B,
HO2S High P0132, P0134, P0138, P0132, P0134, P0138,
P0131, P0137 P0132, P0134, P0138, P0140 P013E, P013F, P1133,
Signal P0140 P0140
P2A00
P0133, P013A, P013B,
HO2S Low P0132, P0134, P0138, P0132, P0134, P0138,
P0131, P0137 P0132, P0134, P0138, P0140 P013E, P013F, P1133,
Signal P0140 P0140
P2A00
*Opens Fuse
HO2S 1 or 2

Parameter Normal Range: 200-800 mV

HO2S 1 or 2 High Signal 0 mV 1,850-1,950 mV 1,850-1,950 mV
HO2S 1 or 2 Low Signal 0 mV 1,850-1,950 mV 1,850-1,950 mV
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 engine control module (ECM) 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 0-1,900 mV. Once sufficient HO2S voltage
fluctuation is observed by the ECM, closed loop is entered. The ECM 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
ECM to calculate the air to fuel ratio sooner.
This ECM uses a high bias voltage on the high and low signal circuits of the HO2S. The voltage measured between the low signal terminal and ground varies based on the
temperature of the sensor and will typically be between 0-1,000 mV under normal operating conditions. The value of the high signal terminal measured to ground is equal to
the value of the low signal measured to ground plus the 1,900 mV bias between the low signal and the high signal. In closed loop, the sensor functions in the same voltage
range as systems with the low bias voltage. In open loop or open circuit conditions, the high bias voltage is present and takes the voltage outside of the normal operating
range for easier fault detection.
P0133 or P1133
• DTCsP0101, P0102, P0103, P0106, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0122, P0123, P0128, P0131, P0132, P0134, P0201,
P0202, P0203, P0204, P0222, P0223, P0300, P0301, P0302, P0303, P0304, P0442, P0443, P0449, P0452, P0453, P0455, P16F3, P2101, P2135 are not set.
• The engine coolant temperature (ECT) is greater than 50°C (122°F).
• The inlet air temperature (IAT) is greater than -40°C (-40°F).
• The HO2S heater is ON for greater than 40 s.
• The fuel alcohol content is less than 87 percent ethanol.
• The engine speed is between 1,000-3,500 RPM.
• Barometric (BARO) pressure is greater than 70 kPa (10 psi).
• The mass air flow (MAF) is between 17-40 g/s.
• The fuel system is in Closed Loop.
• A scan tool output device control is not active.
• The fuel control system is not in decel fuel cut-off (DFCO)
• The fuel control state is not in Power Enrichment.
• The DTCs run once per drive cycle when the above conditions are met for greater than 1 s.
P013A or P013E
• DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0122, P0123, P0128, P0171, P0172, P0201, P0202,
P0203, P0204, P0222, P0223, P0300, P0301, P0302, P0303, P0304, P16F3, P2101, or P2135 are not set.
• DTC P2270 has run and passed.
• DTC P013E has run and passed for P013A.
Then
• The fuel control system is in decel fuel cut-off (DFCO)
• The DTCs run once per drive cycle when the above conditions are met.
P013B or P013F
P0203, P0204, P0222, P0223, P0300, P0301, P0302, P0303, P0304, P16F3, P2101, or P2135 are not set.
• DTCsP013A, P013E, P013F, P2270, and P2271 have run and passed.
• DTCs P013F has run and passed for P013B.
• The fuel level is more than 10 percent.
Then
• The fuel control system is in fuel enrichment mode.
• The DTCs run once per drive cycle when the above conditions are met.
P2270 or P2271
• DTCsP0101, P0102, P0103, P0106, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0122, P0123, P0128, P0171, P0172, P0201, P0202,
P0203, P0204, P0222, P0223, P0300, P0301, P0302, P0303, P0304, P16F3, P2101, P2135 are not set.
• The airflow is between 18-28 g/s.
• The vehicle speed is between 40-145 km/h (25-90 MPH).
• The fuel control system is in decel fuel cut-off (DFCO)
• The engine is operating in Closed Loop.
• The evaporative emission (EVAP) diagnostics are not in control of purge.
• The HO2S heater is ON for greater than 60 s.
• The catalyst temperature is between 0-1,000°C (32-1,832°F).
• DTCs P013A, P013E, and P2270 have run and passed. --P2271 only
• DTC P2270 runs once per trip when all of the above conditions have been met for 3 s.
• DTC P2271 runs once per trip.
P2A00
• DTCsP0106, P0107, P0108, P0116, P0117, P0118, P0119, P0122, P0123, P0128, P0131, P0132, P0201, P0202, P0203, P0204, P0222, P0223, P16F3, P2101, P2135
are not set.
• The engine air flow is between 4-30 g/s.
• The engine coolant temperature is warmer than 70°C (158°F).
• The fuel control system is not in decel fuel cut-off (DFCO)
• The fuel control system is in fuel enrichment mode.
• DTC P2A00 runs continuously when the above conditions are met for 5 s.
P0133
• The ECM detects that the heated oxygen sensor (HO2S) 1 rich to lean or lean to rich average response time is greater than a calibrated threshold value.
• DTC P0133 sets within 60 s when the above condition is met.
P013A
The accumulated mass air flow monitored during rich to lean transitions between 450-150 mV is greater than a calibrated value.
P013B
The accumulated mass air flow monitored during rich to lean transitions between 350-600 mV is greater than a calibrated value.
P013E
• The ECM detects that the heated oxygen sensor (HO2S) 2 cannot achieve voltage below 450 mV.
and
• The accumulated mass air flow monitored during the Delayed Response Test under DFCO is greater than a calibrated value.
P013F
• The ECM detects that the heated oxygen sensor (HO2S) 2 cannot achieve voltage above 350 mV.
and
• The accumulated mass air flow monitored during the Delayed Response Test is greater than a calibrated value.
P1133
• The ECM detects that the heated oxygen sensor (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 heated oxygen sensor (HO2S) 2 sensor cannot achieve voltage greater than 850 mV.
and
• The accumulated mass air flow monitored during the Stuck Lean Voltage Test is greater than a calibrated value.
P2271
• The ECM detects that the heated oxygen sensor (HO2S) 2 sensor cannot achieve voltage less than 100 mV.
and
• The accumulated mass air flow monitored during the stuck rich voltage test is greater than a calibrated value.
P2A00
• The HO2S 1 is greater than 1,100 mV for greater than 5 s and the engine is not in closed loop.
• DTC P2A00 sets within 25 s when the above condition is met.
• DTCs P0133, P013E, P013F, P1133, P2270, P2271, P2A00 are Type B DTCs.
• DTCs P013A and P013B are Type A DTCs.
• DTCs P0133, P013E, P013F, P1133, P2270, P2271, P2A00 are Type B DTCs.
• DTCs P013A and P013B are Type A DTCs.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle ON, observe the DTC information with a scan tool. Verify no other HO2S DTCs are set.
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
• Engine oil consumption--Refer to Oil Consumption Diagnosis
• Engine coolant consumption--Refer to Loss of Coolant
2. Vehicle OFF, disconnect the harness connector at the appropriate B52 heated oxygen sensor.
3. Vehicle in Service Mode, observe the scan tool HO2S 1 or 2 voltage parameter. The parameter should display between 1,850-1,950 mV.
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.
4. Test for 1,850-3,000 mV between the high signal circuit terminal listed below and ground.
• B52 HO2S 1 high signal terminal 4
• B52 HO2S 2 high signal terminal B
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.
5. Vehicle OFF, connect a 3 A fused jumper wire between the high signal circuit and the low signal circuit terminals listed below.
• B52 HO2S 1 high signal circuit terminal 4 to low signal circuit terminal 3
• B52 HO2S 2 high signal circuit terminal B to low signal circuit terminal A
Note: The low signal circuit is tied to a pull-up circuit within the ECM. A voltage of 0-1,100 mV on the low signal circuit is normal.
6. Vehicle in Service Mode, verify the scan tool HO2S 1 or 2 voltage parameter displays 0.0 mV.
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.
7. If all circuits test normal, test or replace the B52 HO2S.
Repair Instructions



Volt

DTC P0171 or P0172

DTC Descriptors
DTC P0171: Fuel Trim System Lean
DTC P0172: Fuel Trim System Rich
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.
The ECM monitors the heated oxygen sensor (HO2S) signal voltage and adjusts the fuel delivery based on the signal voltage while in Closed Loop. A change made to the fuel
delivery changes the long and short term fuel trim (FT) values. The short term FT values change rapidly in response to the HO2S voltage signals. These changes fine tune the
engine fuelling. The long term FT makes coarse adjustments in order to maintain an optimum air/fuel ratio. The ideal FT values are around zero percent. A positive FT value
indicates that the ECM is adding fuel in order to compensate for a lean condition. A negative FT value indicates that the ECM is reducing the amount of fuel in order to
compensate for a rich condition.
P0203, P0204, P0300, P0301, P0302, P0303, P0304, P0442, P0455, P0458, and P2A00 are not set.
• The engine is in Closed Loop.
• The catalyst monitor intrusive test, post HO2S intrusive test, device controls and EVAP leak test are not active.
• The engine coolant temperature (ECT) is between -38 to +130°C (-36.4 to +266°F).
• The inlet air temperature (IAT) is between -20 to +150°C (-4 to +302°F).
• The manifold absolute pressure (MAP) is between 15-255 kPa (2-37 PSI).
• The engine speed is between 400-6,100 RPM.
• The engine airflow is between 1-512 g/s.
• The fuel level is greater than 10%.
• The barometric pressure (BARO) is more than 70 kPa.
• These DTCs run continuously when the above conditions have been met.
• 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.
DTCs P0171 and P0172 are type B DTCs.
DTCs P0171 and P0172 are type B DTCs.
Diagnostic Aids
• The system will become lean if a fuel injector is not supplying enough fuel -- P0171.
• A lean condition may be present during high fuel demand due to a fuel pump that does not deliver enough fuel, a plugged fuel filter, or a restricted fuel pipe -- P0172.
• The system will become rich if a fuel injector is supplying too much fuel -- P0172.
• An exhaust system leak that may not be audible but can cause a DTC to set.
• Certain aftermarket air filters may cause a DTC to set.
• Certain aftermarket induction systems or modifications to the air induction system may cause a DTC to set.
• Certain aftermarket exhaust system components may cause a DTC to set.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, verify that other DTCs are not set.
If any DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Observe the MAP Sensor parameter. The MAP Sensor pressure should be within the range specified for your altitude. Refer to Altitude Versus Barometric Pressure .
If not within the specified range, refer to DTC P0106 .
3. Vehicle ON, engine speed between 1,375--1,425 RPM, normal operating temperature. Verify the scan tool MAF Sensor parameter is between 1,800-2,400 Hz.
4. Observe the Long Term Fuel Trim parameter with a scan tool. The reading should be between -19 to +24%.
If not within the specified range, verify none of the following conditions exist:
P0171
• 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 Heated Oxygen Sensor 1 forward, refer to Symptoms - Engine Exhaust .
• Vacuum leaks at the inlet manifold, the throttle body, and the fuel injector O-rings.
• The air induction system and the air inlet 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.
P0172
• Vacuum hoses for splits, kinks, and improper connections

• The air inlet 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, refer to Evaporative Emission Control System Diagnosis .
• 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 .
5. If all conditions test normal, test the engine for a mechanical condition. Refer to Symptoms - Engine Mechanical
Repair Instructions


Volt

DTC P018B-P018D
DTC Descriptors
DTC P018B: Fuel Pressure Sensor Performance
DTC P018C: Fuel Pressure Sensor Circuit Low Voltage
DTC P018D: Fuel Pressure Sensor Circuit High Voltage

5 V Reference P018C, P0641 P018C P018D, P0641 P06A6
Signal P018C P018C P018D P018B
Low Reference - P018D - P06A6
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.

• 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.
The fuel pump control module does not detect a change in the fuel pressure of at least 30 kPa (4.4 psi) when the fuel pump is operating. The fuel pressure sensor
performance diagnostic provides a means to detect fuel pressure sensor output that is stuck within the normal operating range of the sensor.
DTC P018B, P018C and P018D are Type A DTCs.
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.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
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 P018B resets before proceeding with the circuit system testing. If the DTC does not reset, refer to diagnostic aids.
1. Vehicle OFF, disconnect the harness connector at the B47 fuel pressure sensor.
2. Vehicle OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for less than 10 Ω 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. Vehicle in Service Mode, 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 fuel pressure sensor voltage 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 fuel pressure sensor voltage 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 Instructions
• Fuel Pressure Sensor Replacement - Fuel Feed Pipe

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

Volt

DTC P0201, P0202, P0203, or P0204

DTC Descriptor
DTC P0201: Cylinder 1 Injector Control Circuit
Circuit Short to Ground Open/High Resistance Short to Voltage

Ignition Voltage P0AB9, P0AC4, P0201, P0202, P0203, P0204, P16E0 P0AB9, P0AC4, P0201, P0202, P0203, P0204, P16E0 -
Fuel Injector 1 Control P0201, P0300 P0201, P0300 P0201, P0300
The engine control module (ECM) enables the appropriate fuel injector pulse for each cylinder. Ignition voltage is supplied to the fuel injectors. The ECM controls each fuel
injector by grounding the control circuit via a solid state device called a driver. The ECM monitors the status of each driver. If the ECM detects an incorrect voltage for the
commanded state of the driver, a fuel injector control circuit DTC sets.

• The ignition voltage is greater than 11 V for greater than 5 s.
• These DTCs run continuously when the above conditions are met.
• The ECM detects an incorrect voltage on the fuel injector control circuit.
• The above condition is met for greater than 6 s.
Diagnostic Aids
• 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 cylinders for a high resistance
if you suspect a condition.
• Performing the Fuel Injector Solenoid Coil Test may help isolate an intermittent condition.
Schematic Reference
• Fuel System Description

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
J 34730-2C Test Lamp
1. Engine running, observe the following control circuit status parameters:

• Cylinder 1-4 Injector Control Circuit Low Voltage Test Status
• Cylinder 1-4 Injector Control Circuit Open Test Status
• Cylinder 1-4 Injector Control Circuit High Voltage Test Status
Each parameter should toggle between OK and Not Run or Not Run and OK.
2. Observe the DTC information with a scan tool. DTCs P0201, P0202, P0203, or P0204 should not set.
1. Vehicle OFF, disconnect the harness connector at the appropriate Q17 fuel injector.
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, test all components connected to the ignition circuit and replace as necessary.
3. Test for 2.5-3.5 V between the control circuit terminal 2 and ground.
If less than the 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 the specified range, test the control circuit for a short to voltage. If the circuit tests normal, replace the K20 ECM.
4. Vehicle OFF, connect a J 34730-2C Test Lamp to the Q17 fuel injector harness connector.
5. Engine running, the test lamp should flash.
6. If all circuits test normal, test or replace the Q17 fuel injector.
Component Testing
• Fuel Injector Solenoid Coil Test

• Fuel Injector Balance Test
Repair Instructions
• Fuel Injector Replacement



Volt

DTC P0231, P0232, or P023F

DTC Descriptors
DTC P0231: Fuel Pump Control Circuit Low Voltage
DTC P0232: Fuel Pump Control Circuit High Voltage
DTC P023F: Fuel Pump Control Circuit

Control P0231 P023F P0232 P023F, P2635
Low Reference - P023F - P023F, P2635
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.
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.
The fuel pump control module detects a fault on the fuel pump voltage circuit that is less than 11 V or greater than 18 V.
DTCs P0231, P0232, and P023F are Type A DTCs.
DTCs P0231, P0232, and P023F are Type A DTCs.
Diagnostic Aids
On vehicles equipped with a high pressure mechanical pump on Direct Fuel Injection engines, the vehicle may continue to run even though the pump in the fuel tank is not
operating.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Vehicle in Service Mode, command the fuel pump ON and OFF using the scan tool ECM fuel pump output control. The fuel pump should turn ON and OFF.
1. Vehicle OFF, disconnect the harness connector at the G12 fuel pump.

3. Vehicle in Service Mode, 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. Vehicle OFF, connect a test lamp between the control circuit terminal 1 and the low reference circuit terminal 2.
5. Vehicle in Service Mode, 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-circuit 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 Instructions
• Fuel Tank Fuel Pump Module Replacement



Volt

DTC P025A
DTC Descriptor
DTC P025A: Fuel Pump Control Module Enable Circuit
Circuit Short to Ground Open or High Resistance Short to Voltage Signal Performance
FPCM Control P025A P025A - P025A
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.
DTC P025A is a Type A DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle OFF, disconnect the harness connector at the K27 fuel pump control module.
2. Vehicle OFF, connect a test lamp between the control circuit terminal 20 and ground.
3. Vehicle in Service Mode, 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
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 Instructions
Control Module References for ECM or fuel pump control module replacement, programming and setup


Volt

DTC P0300-P0304
DTC Descriptors
DTC P0300: Engine Misfire Detected
DTC P0301: Cylinder 1 Misfire Detected
The engine control module (ECM) uses information from the crankshaft position sensor in order to determine when an engine misfire is occurring and uses information from
the camshaft position sensors in order to determine which cylinder is misfiring. By monitoring variations in the crankshaft rotation speed for each cylinder, the ECM is able to
detect individual misfire events. If the ECM detects a misfire rate sufficient to cause emission levels to exceed mandated standards, DTC P0300 sets. Under certain driving
conditions, a misfire rate can be high enough to cause the 3-way catalyst to overheat, possibly damaging the converter. The malfunction indicator lamp (MIL) will flash ON and
OFF when converter overheating, damaging conditions are present and DTC P0300 is set. DTCs P0301-P0304 correspond to cylinders 1-4. If the ECM is able to determine
that a specific cylinder is misfiring, the DTC for that cylinder will also set.
P0651, P0697, P06A3, P16F3, P2101, P2122, P2123, P2127, P2135, and P2138 are not set.
• When DTC P0315 is set, the engine speed must be greater than 1,000 RPM.
• Engine run time is greater than 2 crankshaft revolutions.
• The engine speed is between 1,250 and 4,750 RPM.
• The ignition voltage is between 9 and 32 V.
• The engine coolant temperature (ECT) is between -7 and +125°C (+19 and +257°F).
• When the startup ECT is colder than -7°C (+19°F), this diagnostic will be delayed until the ECT is warmer than +21°C (+69°F).
• The ECM is not in fuel shut-off, or decel fuel cut-off mode.
• DTCs P0300-P0304 run continuously when the above conditions are met.
The ECM is detecting a crankshaft rotation speed variation indicating a misfire sufficient to cause emission or catalyst damaging levels to exceed mandated standards.
• DTCs P0300-P0304 are Type B DTCs.

• When the MIL is flashing the fuel injector may be disabled for the misfiring cylinder to protect the catalytic converter.
• Depending on the conditions that set the DTC, the engine may go into Open Loop.
DTCs P0300-P0304 are Type B DTCs.
Diagnostic Aids
• The Crankshaft Position System Variation Learn procedure may need to be performed. Refer to Crankshaft Position System Variation Learn .
• A high resistance condition on any fuel injector control circuit can cause an engine misfire P0300-P0304 DTC to set without setting a fuel injector circuit P0201-P0204
DTC.
• A high resistance condition on any ignition control (IC) circuit can cause an engine misfire P0300-P0304 DTC to set without setting an IC circuit P0351-P0354 DTC.
• Inspect the following for possible sources of vibration:
- Water pump and belt
- A damaged reluctor wheel
Schematic Reference

• Circuit Testing

• Wiring Repairs
• Powertrain Component Views
DTC Type Reference
Scan Tool Reference
Special Tools
• J 26792 HEI Spark Tester.

• J 36012-A Ignition System Diagnosis Harness.
1. Engine running at normal operating temperature, verify there is no abnormal engine noise.
If there is an abnormal engine noise, refer to Symptoms - Engine Mechanical .
2. Observe the DTC information with a scan tool. Verify that DTC P0201-P0204, P0315, P0335, P0336, P0351-P0354 are not set.
Note: A misfire may only occur when the engine is under a load. An engine load may be necessary to verify the condition.
3. Observe the scan tool Misfire Current Counter parameters. The Misfire Current Counters should not be incrementing.
Note: You must perform the Circuit/System Verification first.
1. Verify that the following conditions do not exist:

• Vacuum hose splits, kinks, and incorrect connections
• Crankcase ventilation system 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 .
• Restricted exhaust system--Refer to Restricted Exhaust .
2. Vehicle OFF, remove the K35 ignition coil module harness connector and remove the K35 ignition coil module.
3. Inspect the K35 ignition coil module spark plug boots for the following conditions:
• Damage
• Carbon tracking
• Oil contamination
• Water intrusion
4. Connect the harness connector to the K35 ignition coil module.
Note: It may be necessary to secure the J 36012-A to the spark plug boots with electrical tape.
5. Install the J 36012-A to the spark plug boots.

6. Install the J 26792 between the spark plug boot of the misfiring cylinder and ground.
7. Connect the remaining wires to the appropriate cylinders.
Note: An erratic or weak spark is considered a no spark condition.
8. Attempt to start the engine and observe the J 26792 . The spark tester should spark.
If there is no spark, refer to Electronic Ignition System Diagnosis .
9. Vehicle OFF, remove the spark plug from the misfiring cylinder. Verify the following conditions do not exist with the spark plug:
• 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.
10. Exchange the suspected spark plug with another cylinder that is operating correctly.
11. Engine running, observe the scan tool Misfire Current Counters. The misfire should not follow the spark plug exchange.
If the misfire follows the spark plug, replace the spark plug.
12. If all conditions test normal, test or inspect for the following:
• A lean or rich fuel injector--Refer to Fuel Injector Solenoid Coil Test .
• An engine mechanical condition--Refer to Symptoms - Engine Mechanical .
Repair Instructions
• Ignition Coil Replacement

• Spark Plug Replacement
Repair Verification
4. Vehicle OFF for 60 s.
5. Engine running, observe the Misfire Current Counters with a scan tool. The Misfire Current Counters should not be incrementing.
If the Misfire Current Counters are incrementing, a misfire still exists.
6. If the repair was 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.
7. 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 .


Volt

DTC P0315
DTC Descriptor
DTC P0315: Crankshaft Position System Variation Not Learned
The crankshaft position system variation learn feature is used to calculate reference period errors caused by slight build tolerance variations in the crankshaft position sensor,
crankshaft, and crankshaft position sensor position. 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 wide range of engine speeds and load conditions. The ECM stores the crankshaft position system
variation learn values after a learn procedure has been performed. If the actual crankshaft position system variation learn values are not stored within the crankshaft position
compensating value look up table, then DTC P0300 may set. If the crankshaft position variation system learn values are not stored in the ECM memory, or a proper ECM
power down does not occur after completing the Crankshaft Position System Variation Learn procedure, then DTC P0315 sets.
The diagnostic runs continuously when the vehicle is ON.
The ECM detects that the crankshaft position system variation learn values are not stored in memory.
DTC P0315 is a Type A code.

DTC P0315 is a Type A code.
Diagnostic Aids
• To ensure the battery pack has sufficient state of charge to get crankshaft position variation learn values with the lowest engine noise present, this procedure should be
perform when the Hybrid/EV Battery Pack Charge Remaining parameter is at least 40%.
• DTC P0315 may set after the programming of other vehicle modules has been performed.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

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. Refer to Crankshaft Position System Variation Learn .
2. If the Crankshaft Position System Variation Learn procedure cannot be performed successfully, inspect for the following conditions:
• The Service Mode is active, until the battery is discharged
• Interference in the signal circuit of the B26 crankshaft position sensor
• An ECM power disconnect, with Vehicle in Service Mode, that may have erased the crankshaft position system variation values and set DTC P0315
• Any debris between the crankshaft position sensor and the reluctor wheel
• A damaged or misaligned reluctor wheel
• Any worn crankshaft main bearings
• Excessive crankshaft runout
• A damaged crankshaft
If the ECM is still unable to complete the learn procedure, replace the K20 ECM.
Repair Instructions
Control Module References for ECM replacement, setup, and programming


Volt

DTC P0324, P0326, or P06B6

DTC Descriptors
DTC P0324: Knock Sensor System Performance
DTC P0326: Knock Sensor Performance
DTC P06B6: Control Module Knock Sensor Processor Performance

Knock Sensor Signal P0327 P0325 P0328 P0326
Knock Sensor Low Reference P0327 P0325, P06B6 P0328 P0326
The knock sensor 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 alternating current (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 circuits.
The ECM learns a minimum knock sensor noise level for all of the engine speed ranges. 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 signal circuit is detected on the sensor low reference circuit.

P0324 and P0326-Condition 1
• Engine speed is between 600 and 8,500 RPM.

• Engine is running for greater than 2 s.
• The engine coolant temperature (ECT) is warmer than -40°C (-40°F).
• The inlet air temperature (IAT) is warmer than -40°C (-40°F).
P0326-Condition 2
• Engine speed is greater than 2,000 RPM.

• Engine is running for greater than 1 s.
• The ECT is warmer than -40°C (-40°F).
• The IAT is warmer than -40°C (-40°F).
P06B6

• Engine is running greater than 5 s.
P0324
The ECM detects that the knock sensor signal indicates an excessive engine knock or noise is present in at least a single cylinder.
P0326
• The ECM detects that the knock sensor signal indicates the sensor harness is connected, but the sensor is not properly bolted to the engine.
OR
• The ECM detects that the knock sensor signal indicates an excessive engine knock is present.
P06B6
The ECM has detected an internal knock sensor processor fault.

• DTCs P0324, P0326, and P06B6 are Type B DTCs.

• The ignition timing is retarded to reduce the potential of engine damaging spark knock.
DTCs P0324, P0326, and P06B6 are Type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

1. Engine running, observe the DTC information with a scan tool. Verify DTC P0325, P0327, P0328, and P06B6 is not set.
If DTC P0325, P0327, or P0328 is set with P06B6, refer to DTC P0325, P0327, or P0328 for further diagnosis.
If DTC P06B6 is set, and no external knock sensor circuit issues exist, replace the K20 ECM.
2. Vehicle OFF, inspect for the following:
• The B68 knock sensor for physical damage. A sensor that is dropped or damaged may cause a DTC to set
• The sensor for proper installation. A sensor that is loose or not at the correct torque may cause a DTC to set. Refer to Fastener Tightening Specifications .
• The sensor mounting surface for burrs, casting flash, and foreign material
• The sensor must be clear of hoses, brackets, and engine electrical wiring
• Loose brackets
• Water pump and belt
• An engine mechanical condition--Refer to Symptoms - Engine Mechanical
If a condition is found, repair as necessary.
3. If there is no mechanical condition, test or replace the B68 knock sensor.
from the freeze frame/failure Records data.
Repair Instructions
• Knock Sensor Replacement



Volt

DTC P0325, P0327, or P0328

DTC Descriptors
DTC P0325: Knock Sensor Circuit
DTC P0327: Knock Sensor Circuit Low Voltage
DTC P0328: Knock Sensor Circuit High Voltage

Knock Sensor Signal P0327 P0325 P0328 P0326
Knock Sensor Low Reference P0327 P0325, P06B6 P0328 P0326
The knock sensor 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 alternating current (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 circuits.
The ECM learns a minimum knock sensor noise level for all of the engine speed ranges. 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 signal circuit is detected on the sensor low reference circuit.

P0325

• Engine is running at least 5 s.
• The ECT is warmer than -40°C (-40°F).
• The IAT is warmer than -40°C (-40°F).
P0327 and P0328
• Engine speed is less than 8,500 RPM.

• The DTCs run continuously when the above condition is met.
P0325
The ECM detects that a knock sensor signal circuit is open.
P0327
The ECM detects that a knock sensor signal circuit is shorted to ground.
P0328
The ECM detects that a knock sensor signal circuit is shorted to voltage.
• DTCs P0325, P0327, and P0328 are Type B DTCs.

• The ignition timing is retarded to reduce the potential of engine damaging spark knock.
DTCs P0325, P0327, and P0328 are Type B DTCs.
Diagnostic Aids
• Inspect the knock sensor for physical damage. A sensor that is dropped or damaged may cause a DTC to set.
• The sensor mounting surface must be free of burrs, casting flash, and foreign material.
• The sensor must be clear of hoses, brackets, and engine electrical wiring.
Schematic Reference

• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Engine running, observe the DTC information with a scan tool. DTC P0325, P0327, or P0328 should not set.
2. Move the related harnesses and connectors for the knock sensor circuits while observing the scan tool parameters listed below. The parameters should display NO.
• Cylinder 1 Knock Detected
If the parameters change, repair the wiring or the harness connectors.
3. Observe the DTC information with a scan tool. DTC P0325, P0327, or P0328 should not set.
1. Verify the B68 knock sensor is properly tightened, refer to Fastener Tightening Specifications .
If not the specified value, correct the condition as appropriate.
2. Vehicle OFF, disconnect the harness connector at the B68 knock sensor.
3. Vehicle in Service Mode, measure for 1-4 V between each of the following circuits and ground on the K20 ECM side of the harness connector:
• The signal circuit, terminal 1
• The low reference circuit, terminal 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.
4. If all circuits test normal, replace the B68 knock sensor.
Repair Instructions
• Knock Sensor Replacement

• Control Module References for ECM replacement, programming and setup.


Volt

DTC P0335 or P0336

DTC Descriptors
DTC P0335: Crankshaft Position Sensor Circuit
DTC P0336: Crankshaft Position Sensor Performance

Crankshaft Position Sensor 5 V Reference P0172, P0335, P0606 , P0651 P0335 P0172, P0335, P0606, P0651 P0145A, P0336
Crankshaft Position Sensor Signal P0172, P0335 P0172, P0335, P0606 P0172, P0335 P0336
Low Reference - P0172, P0335, P0606 - P0336
The crankshaft position sensor detects crankshaft speed and position. The crankshaft position sensor produces an alternating current (AC) voltage of different amplitude and
frequency. The frequency depends on the velocity of the crankshaft, and the AC voltage output depends on the crankshaft position and battery voltage. The crankshaft
position sensor works in conjunction with a 58 tooth reluctor wheel attached to the crankshaft. The engine control module (ECM) can synchronise the ignition timing, fuel
injector timing, and spark knock control based on the crankshaft position sensor and the camshaft position sensor inputs. The crankshaft position sensor is also used to
detect misfire.
P0335 Condition 1
• DTCs P0101, P0102 and P0103 are not set.
• The engine is attempting to start and the camshaft position sensor pulses are being received.
• Calculated Air Flow is greater than 3.0 g/s.
Condition 2
• DTC P0651 is not active.

Condition 3
• DTCs P0365, P0366, P0641, and P0651, are not set.

• The engine is running or the engine is attempting to start.
P0336 Condition 1
• DTCs P0335 or P0651 are not set.

• Engine speed is greater than 450 RPM.
Condition 2
• DTC P0651 is not set.

Condition 3
• DTCs P0101, P0102, and P0103 are not set.

• Engine is attempting to start and the camshaft position sensor pulses are being received.
Condition 4
• DTCs P0365, P0366, P0641, and P0651 are not set.

• The engine is running or the engine is attempting to start.
The DTCs run continuously once the above conditions are met.
P0335
DTC P0335 sets if one of the conditions listed below occur:
• The ECM detects that the engine has been attempting to start for greater than 4 s without a crankshaft position sensor pulse.
• Engine running and the ECM does not detect a crankshaft position sensor pulse for 0.7 s.
P0336
DTC P0336 sets if one of the conditions listed below occur:
• The ECM detects that the engine has been attempting to start for greater than 1.5 s without detecting the synchronisation gap on the reluctor wheel.
• The ECM detects that the engine is running, but greater than 10 crankshaft resynchronisation have occurred within 10 s.
• The ECM detects that the engine is running for greater than 0.4 s without detecting the synchronisation gap on the reluctor wheel.
• The ECM detects that the engine is running, but receives less than 51 or greater than 65 crankshaft position sensor pulses, during one engine revolution.

• The Driver Information Centre displays Engine not available, Service Soon and Propulsion power is reduced.
Diagnostic Aids
The following conditions may also set the DTCs:
• Physical damage to the crankshaft position sensor or the reluctor wheel
• Excessive play or looseness of the crankshaft position sensor or the reluctor wheel
• Improper installation of the crankshaft position sensor or the reluctor wheel
• Foreign material passing between the crankshaft position sensor and the reluctor wheel
• Excessive air gap between the crankshaft position sensor and the reluctor wheel
• The ECM uses the camshaft position sensors to determine engine speed and position when there is a crankshaft position sensor condition.
Schematic Reference
• Electronic Ignition System Description

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Note: If you were sent here from Engine Cranks But Does Not Run, proceed to Circuit/System Testing.
1. Vehicle in Service Mode, observe the DTC information with a scan tool. Verify DTCs P0651, P2618, or P2619 are not set.
If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further diagnosis.
2. Attempt to start the engine. Observe the scan tool Engine Speed parameter. The scan tool should indicate an engine speed greater than 0 RPM.
3. Attempt to start the engine. Observe the scan tool HPCM Engine Speed parameter. The scan tool should indicate an engine speed greater than 0 RPM.
If the above condition exists, refer to DTCs P2618 or P2619 for further diagnosis.
4. Move the related harnesses/connectors of the B26 crankshaft position sensor and verify the engine does not stumble, stall, or change engine speed.
If the above condition exists, repair the harness/connectors as necessary.
5. Attempt to start the engine. Observe the DTC information with a scan tool. DTC P0335 and P0336 should not set.
1. Vehicle OFF. Disconnect the harness connector at the B26 crankshaft position sensor.
2. Vehicle OFF, all systems OFF. It may take 2 minutes for all vehicle systems to power down. Test for less than 5 Ω between the low reference circuit terminal 2 and
ground.
If greater than the specified range, test the circuit for an open/high resistance. If the circuit tests normal, replace the K20 ECM.
5. Vehicle OFF, connect a 3 A fused jumper wire to the signal circuit terminal 3.
6. Vehicle ON, momentarily touch the end of the fused jumper wire to ground while monitoring the scan tool Crankshaft Position Sensor Active Counter. The parameter
should increment.
If the parameter does not increment, replace the K20 ECM.
7. If all circuits test normal, replace the B26 Crankshaft Position Sensor.
Repair Instructions
• Crankshaft Position Sensor Replacement

• Control Module References for engine control module replacement, setup, and programming


Volt

DTC P0340 or P0365

DTC Descriptors
DTC P0340: Intake Camshaft Position Sensor Circuit
DTC P0365: Exhaust Camshaft Position Sensor Circuit

Intake Camshaft Position Sensor 5 V Reference Circuit P0452, P0532, P0641 P0340 P0453, P0533, P0641, -
Exhaust Camshaft Position Sensor 5 V Reference Circuit P0452, P0532, P0641 P0365 P0453, P0533, P0641, -
Intake camshaft position sensor signal circuit P0340 P0340 P0340 P0341
Exhaust Camshaft Position Sensor Signal Circuit P0365 P0365 P0365 P0366
Inlet Camshaft Position Sensor Low Reference - P0340 P0340 -
Exhaust Camshaft Position Sensor Low Reference - P0365 P0365 -
Each camshaft is equipped with a camshaft position sensor that the engine control module (ECM) monitors. The camshaft position sensor is a hall effect switch that works in
conjunction with a 4X reluctor wheel. The reluctor wheels are mounted to the camshaft position actuators that are mounted to the end of the camshafts. The ECM uses the
camshaft position sensor signals in order to determine the position of the camshafts. The ECM supplies 5 V to the camshaft position sensors on the 5 V reference circuits and
supplies a ground on the low reference circuits. The camshaft position sensors provide a signal to the ECM on the signal circuits.
P0340 Condition 1
• DTCs P0101, P0102, and P0103 are not set.

• The engine is attempting to start.
Condition 2
• Engine is running.

Condition 3
• Engine is attempting to start.

• DTCs P0335, P0336, P0641 or P0651, are not set.
Condition 4
• Receiving crankshaft pulses.

P0365 Condition 1

• DTCs P0101, P0102, or P0103 are not set.
Condition 2

Condition 3

Condition 4
• Crankshaft is synchronised to camshaft.

The DTCs run continuously once the above conditions are met.
Condition 1
• The time since the last camshaft position pulse is greater than 5.5 s.
• The ECM detects that the engine is attempting to start for greater than 4 s, without a camshaft position sensor pulse.
Condition 2
Fewer than 4 camshaft pulses have been received in greater than 3 s.
Condition 3
No camshaft sensor pulses have been received during the first engine cycle.
Condition 4
The number of camshaft pulses received during 100 engine cycles equals 0.
• DTCs P0340, and P0365 are Type B DTCs.

• The camshaft position actuator is commanded to the park position.
DTCs P0340, and P0365 are Type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the DTC information with a scan tool. DTC P0641 should not be set.
2. Engine running, observe the scan tool Inlet or Exhaust Camshaft Position Active Counter parameters. The parameters should be incrementing.
3. Observe the DTC information with a scan tool. DTC P0340 or P0365 should not set.
1. Vehicle OFF. Disconnect the harness connector at the appropriate B23 camshaft position sensor.
2. Vehicle OFF, all systems OFF. It may take 2 minutes for all Vehicle systems to power down. Test for less than 5 Ω between the low reference circuit terminal 2 and
ground.
If greater 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 B23 Camshaft Position Sensor.
Repair Instructions
• Camshaft Position Sensor Replacement : Intake → Exhaust

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


Volt

DTC P0341 or P0366

DTC Descriptors
DTC P0341: Intake Camshaft Position Sensor Performance
DTC P0366: Exhaust Camshaft Position Sensor Performance

Intake Camshaft Position Sensor 5 V Reference P0452, P0532, P0641 P0340, P0365 P0453, P0533, P0641, -
Exhaust Camshaft Position Sensor 5 V Reference P0452, P0532, P0641 P0365 P0453, P0533, P0641, -
Inlet Camshaft Position Sensor Signal P0340 P0340 P0340 P0341
Exhaust Camshaft Position Sensor Signal P0365 P0365 P0365 P0366
Inlet Camshaft Position Sensor Low Reference - P0340 P0340 -
Exhaust Camshaft Position Sensor Low Reference - P0365 P0365 -
Each camshaft is equipped with a camshaft position sensor that the engine control module (ECM) monitors. The camshaft position sensor is a hall effect switch that works in
conjunction with a 4X reluctor wheel. The reluctor wheels are mounted to the camshaft position actuators that are mounted to the end of the camshafts. The ECM uses the
camshaft position sensor signals in order to determine the position of the camshafts. The ECM supplies 5 V to the camshaft position sensors on the 5 V reference circuits and
supplies a ground on the low reference circuits. The camshaft position sensors provide a signal to the ECM on the signal circuits.
Condition 1
• DTCs P0335, P0336, P0641, or P0651, are not set.

Condition 2
• DTCs P0335, P0336, P0641, or P0651, are not set.

• Crankshaft is synchronised to the camshaft.
Condition 1
The ECM detects a signal from the camshaft position sensor, but the number of pulses are less than 4 or greater than 6 of what is expected for one crankshaft revolution.
Condition 2
The number of camshaft pulses received during 100 engine cycles is less than 398 or greater than 402.
Diagnostic Aids
A high resistance condition on the camshaft position sensor circuits may cause a DTC to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the DTC information with a scan tool. DTC P0641 should not be set.
2. Engine running, observe the scan tool Inlet or Exhaust Camshaft Position Active Counter parameter. The parameters should be incrementing.
3. Observe the DTC information with a scan tool. DTC P0341 or P0366 should not set.
1. Vehicle OFF, inspect the appropriate B23 camshaft position sensor for the correct installation.
If the B23 camshaft position sensor is loose, inspect the sensor and the O-ring for damage, and replace as necessary.
2. Disconnect the harness connector at the appropriate B23 camshaft position sensor.
3. Vehicle OFF, all systems OFF. It may take 2 minutes for all vehicle systems to power down. Test for less than 5 Ω between the low reference circuit terminal 2 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 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. Vehicle OFF, connect a 3 A fused jumper wire to the signal circuit terminal 3.
7. Vehicle in Service Mode, momentarily touch the end of the fused jumper wire to ground while monitoring the scan tool parameters listed below. The parameters should
increment.
• Inlet Camshaft Position Active Counter
• Exhaust Camshaft Position Active Counter
• If the parameters do not increment, replace the K20 ECM.
8. Inspect the engine for the following conditions:
• Physical damage to the B23 camshaft position sensor or the reluctor wheel
• Excessive play or looseness of the B23 camshaft position sensor or the reluctor wheel
• Excessive camshaft end play
• Improper installation of the B23 camshaft position sensor or the reluctor wheel
• Foreign material passing between the B23 camshaft position sensor and the reluctor wheel
• The timing chain and tensioner for wear or damage
If any of the above conditions exists, repair as necessary.
9. If all circuits test normal, replace the B23 camshaft position sensor.
Repair Instructions

• Camshaft Timing Chain Replacement
• Control Module References for Engine Control Module replacement, setup, and programming


Volt

DTC P0351-P0354
DTC Descriptor
DTC P0351: Ignition Coil 1 Control Circuit

Ignition Voltage * P0AB9, P0AC4, P16E0** - -
Ignition Coil 1 Control Circuit P0300, P0351 P0300, P0351 P0300, P0351 -
Ignition Coil Module Low Reference - - - -
Ignition Coil Ground Circuit - - - -
*The engine cranks but does not run and opens the fuse that supplies voltage to the ignition coil.
**The engine cranks but does not run.

Ignition voltage is supplied to the ignition coil. The engine control module (ECM) provides an ground for the ignition coil control circuits. When the ECM removes the ground
path of the ignition primary coil, the magnetic field produced by the coil collapses. The collapsing magnetic field produces a voltage in the secondary coil which ignites the
spark plugs. The sequencing and timing are controlled by the ECM.

• The DTC runs continuously once the above condition is met.
DTCs P0351, P0352, P0353 and P0354 are Type B DTCs.
DTCs P0351, P0352, P0353 and P0354 are Type B DTCs.
Diagnostic Aids
If the condition is intermittent, moving the related harnesses and connectors, with the engine running, while monitoring the appropriate scan tool Misfire Current Cylinder
parameter and the appropriate Ignition Coil Control Circuit Status parameter this may help isolate the condition.
Schematic Reference


• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

2. Observe the scan tool Cylinder 1-4 Current Misfire Counter parameters. The counters should not be incrementing.
3. Observe the appropriate Ignition Coil Control Circuit Status parameter should read OK.
1. Vehicle OFF, disconnect the harness connector at the K35 ignition coil module.
2. Vehicle in Service Mode, verify that a test lamp does not illuminate between the appropriate control circuit listed below and ground.
• Ignition coil 1 control terminal D
• Ignition coil 2 control terminal E
• Ignition coil 3 control terminal F
• Ignition coil 4 control terminal G
If the test lamp illuminates, test the 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 appropriate control circuit listed below 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.
4. Vehicle OFF, all systems OFF. This may take up to 2 minutes for all vehicle systems to power down.
5. Connect a 3 A fused jumper wire to the appropriate control circuit listed below and ground.
Note: This procedure needs to be performed quickly because once DTC P0AB9 or P16E0 sets, the engine will not turn over. If this occurs, turn the Vehicle OFF, all
systems OFF. This may take up to 2 minutes for all vehicle systems to power down and then retest.
6. Attempt to start the engine, observe the appropriate Ignition Coil 1-4 Control Circuit Low Voltage Test Status parameter with a scan tool. The parameter should display
Malfunction.
If not the specified value, test the control circuit for an open/high resistance. If the circuit tests normal, replace the K20 ECM.
7. If all circuits test normal, test or replace the K35 ignition coil module.
Repair Instructions

• Control Module References for engine control module replacement, setup, and programming


Volt

DTC P0420
• Diagnostic Procedure Instructions Provides An overview of each diagnostic category.
DTC Descriptor
DTC P0420: Catalyst System Low Efficiency
A 3-way catalyst controls emissions of hydrocarbons, CO and NOX. The catalyst within the converter promotes a chemical reaction, which oxidises the hydrocarbon(s) and
the CO that are present in the exhaust gas. This process converts the hydrocarbon(s) and the CO into water vapor and CO2, and reduces the NOX, converting the NOX into
nitrogen. The catalyst also stores oxygen. The ECM monitors this process by using heated oxygen sensors (HO2S) that are in the exhaust stream before and after the 3- way
catalyst. The HO2S 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 monitoring the HO2S during an off-idle, ECM commanded Decel Fuel Cut Off (DFCO)
event. When the catalyst is functioning properly, the post catalyst HO2S response to the fuel conditions during the DFCO event is slow compared to the response of the pre
catalyst HO2S. When the post HO2S response is near that of the pre HO2S, the oxygen storage capability and efficiency of the catalyst may be degraded below an
acceptable threshold.
• DTC P0030, P0036, P0053, P0054, P0101, P0102, P0103, P0106, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0121, P0122, P0123,
P0128, P0131, P0132, P0133, P0134, P0135, P0137, P0138, P013A, P013B, P013E, P013F, P0140, P0141, P0171, P0172, P0178, P0179, P0201, P0202, P0203,
P0204, P0222, P0223, P0300, P0301, P0302, P0303, P0304, P1133, P16F3, P2101, P2135, P2269, P2270, P2271, or P2A00 is not set.
• The engine speed is between 1,800-3,500 RPM to enable the catalyst diagnostic. Once the engine speed is in range, the engine speed must be between 1,700-3,650
RPM to keep the test enabled.
• The accelerator pedal position is less than 100 %.
• The evaporative emission (EVAP) purge is not commanded ON.
• The HO2S heaters are ON for greater than 60 s.
• The air flow into the engine is between 18-28 g/s.
• The system voltage is between 10-32 V.
• The vehicle speed is between 40-145 km/h (25-90 MPH) to enable the catalyst diagnostic. To keep the test enabled the vehicle speed cannot change greater than
5 km/h (3 MPH).
• The catalyst calculated temperature is less than 1,000°C (1,832°F).
• The engine is operating in closed loop.
• The engine is operating in Decel Fuel Cut Off (DFCO).
This diagnostic attempts one test during each valid OFF-idle period once the above conditions have been met. This diagnostic attempts up to 6 tests during each drive cycle.
The ECM determines that the efficiency of the catalyst has degraded below a calibrated threshold.
DTC P0420 is a Type A DTC.
Diagnostic Aids
Inspect for the following conditions, which may cause a catalyst 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
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the DTC information with a scan tool. Verify there are no other DTCs set.
2. Engine running, operate the vehicle within the Conditions for Running the DTC. Observe the scan tool Catalyst Monitor Not At Idle Test Conditions Met parameter. The
parameter will change to Yes when the Conditions have been met.
If not the specified value, operate the vehicle within the Conditions for Running the DTC.
3. Monitor the scan tool Catalyst Monitor Test State parameter. When the parameter indicates Active, the Catalyst Monitor Test is running.
4. Continue to monitor the parameter. When the parameter indicates Inactive, the Catalyst Monitor Test has completed.
5. When the test has completed, the Catalyst Monitor Test Counter parameter will increment by one and the Catalyst Monitor Test Result parameter will indicate Pass, Fail,
or No Decision.
If no decision has been made, repeat steps 2-4 until the Test Result parameter indicates Pass or Fail.
1. Verify the following conditions do not exist with the catalytic converter:
• Dents
• A severe discolouration caused by excessive temperatures
• Road damage
• An internal rattle caused by damaged catalyst substrate
• Restrictions
If a condition is found, replace the catalytic converter.
2. Verify the following conditions do not exist with the exhaust system:
• Leaks
• Physical damage
• Loose or missing hardware
If a condition is found, repair the exhaust system.
3. Verify the following conditions do not exist with the B52B Heated Oxygen Sensor 2.
• The HO2S is not at the correct torque
• Damage
If a condition is found, repair or replace the B52B Heated Oxygen Sensor 2 as necessary.
4. If all physical conditions test normal, test or replace the catalytic converter.
Repair Instructions
• Restricted Exhaust

• Exhaust Leakage
• Catalytic Converter Replacement
• Symptoms - Engine Exhaust
Repair Verification
5. Engine running, operate the vehicle within the Conditions for Running the DTC. Observe the scan tool Catalyst Monitor Not At Idle Test Conditions Met parameter. The
parameter will change to Yes when the Conditions have been met.
If not the specified value, operate the vehicle within the Conditions for Running the DTC.
6. Monitor the scan tool Catalyst Monitor Test State parameter. When the parameter indicates Active, the Catalyst Monitor Test is running.
7. Continue to monitor the parameter. When the parameter indicates Inactive, the Catalyst Monitor Test has completed
8. When the test has completed, the Catalyst Monitor Test Counter parameter will increment by one and the Catalyst Monitor Test Result parameter will indicate Pass, Fail,
or No Decision.
If no decision has been made, repeat steps 5-7 until the Test Result parameter indicates Pass or Fail.
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.


Volt

DTC P043E, P043F, or P145F

DTC Descriptors
DTC P043E: Evaporative Emission (EVAP) System Reference Orifice Flow Insufficient
DTC P043F: Evaporative Emission (EVAP) System Reference Orifice Flow Excessive
DTC P145F: Evaporative Emission (EVAP) System Reference Orifice Performance
The evaporative emission (EVAP) system uses a EVAP leak detection pump to test for system leaks. The EVAP leak detection pump assembly consists of the following
components:
• EVAP leak detection pump with reference orifice

• EVAP leak detection pump switching valve
• EVAP leak detection pump pressure sensor
The engine control module (ECM) monitors the pressure across the reference orifice with the EVAP leak detection pump pressure sensor. When all conditions are met, the
ECM commands the vacuum pump ON and monitors the EVAP leak detection pump pressure sensor. If the ECM detects the pressure is too low, too high, or not stabilised, a
DTC sets.
• DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0121, P0122, P0123, P0128, P012B, P012C, P012D,
P0222, P0223, P0449, P0451, P0452, P0453, P0461, P0462, P0463, P0498, P0499, P0502, P0503, P06E4, P0722, P0723, P1221, P1458, P1459, P145A, P145C,
P145D, P145E, P2066, P2067, P2068, P2400, P2401, P2402, P2418, P2419, P2420, P2421, P2422, P2450, P2537, P2610, U0073, U0074, U0140, or U182D is not set.
• The propulsion system is not active.
• The refueling request button is not pressed
• A service bay test is not active
• The purge valve is closed
• The vent solenoid valve is closed
• The EVAP Leak Detection Pump switching valve is in the vent position
• The EVAP Leak Detection Pump vacuum pump is ON
• The odometer is greater than 16 km (10 mi)
• The barometric pressure (BARO) is between 70-110 kPa (10-16 PSI)
• The fuel level is between 10-90%
• The engine coolant temperature is less than 40°C (104°F)
• The inlet air temperature is between 4-45°C (39-113°F)
• The system voltage is greater than 10 V
• The vehicle speed less than 1.6 km/h (1 MPH)
• There are three possible time windows for this test to run. Up to that point, and through this time period, the propulsion system must not be active. These time windows
are: 5.0, 7.0 or 9.5 hours.
P043E
• The ECM detects the EVAP leak detection pump pressure is greater than 4 kPa (0.58 PSI) after 6 minutes.
OR
• The ECM detects the EVAP leak detection pump pressure is greater than 4.5 kPa (0.65 PSI) after 10 s.
P043F
• The ECM detects the EVAP leak detection pump pressure is less than 1.18 kPa (0.17 PSI) after 6 minutes.
OR
• The ECM detects the EVAP leak detection pump pressure is less than 1.18 kPa (0.17 PSI) after 30 s.
P145F
The ECM detects the difference between the first EVAP leak detection pump pressure measurement is greater than 0.51 kPa (0.073 PSI) then the second measurement after
30 s.
DTCs P043E, P043F and P145F are Type B DTCs.
DTCs P043E, P043F and P145F are Type B DTCs.
Diagnostic Aids
• Inspect the tube and clamps from the EVAP leak detection pump to the vent solenoid for damage. A damage/open tube may allow debris to enter the pump and plug the
reference orifice.
• Remove the EVAP leak detection pump and look inside the pump opening for any debris that could restrict or plug the reference orifice. The reference orifice is a small
opening at the 2 o'clock position in the pump vacuum opening. Inspect for missing or damage O-rings.
• With the fresh air tube removed from the EVAP leak detection pump assembly, blow controlled air, 5-10 PSI, into this tube. There should be air escaping from behind the
fuel fill pocket indicating this tube and filter are not restricted.
• A switching valve stuck in the pump position can cause insufficient flow.
• This part is not serviceable. It is very important that no debris be found in the pump fresh air inlet or vacuum openings, the tube between the vent solenoid valve and
EVAP leak detection pump assembly as this could cause a P043E to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, verify the scan tool BARO pressure is within the range specified in the Altitude Versus Barometric Pressure table.
2. Record the EVAP leak detection pump pressure sensor reading. The reading should be 1.18-4 kPa (0.17-0.58 PSI) less than BARO.
3. Command the EVAP Leak Detection Pump Command ON with the scan tool and monitor the EVAP leak detection pump pressure. Observe this for a steady or
increasing PSI.
• If the PSI is increasing, then there is a restriction in the orifice.
• If the PSI is steady, then the orifice is good.
Note: The reference orifice is a small opening at the 2 o'clock position in the pump vacuum opening.
1. Vehicle OFF, remove the Q63 EVAP leak detection pump. Inspect the reference orifice within the pump for a restriction/blockage. The reference orifice should not be
restricted.
If the reference orifice is restricted, inspect and repair any of the conditions listed below:
• The EVAP leak detection pump to the vent solenoid tube and clamps for damage
• A missing or damage EVAP leak detection pump O-rings
• The fresh air tube near the fuel fill pocket for a restriction
• The fresh air tube for a restriction
2. If all components test normal, replace the Q63 EVAP system leak detection pump assembly.
Repair Instructions
• Evaporative Emission System Vacuum Leak Detection Pump Replacement



Volt

DTC P0442 or P0455

DTC Descriptors
DTC P0442: Evaporative Emission (EVAP) System Small Leak Detected
DTC P0455: Evaporative Emission (EVAP) System Large Leak Detected
This DTC tests the evaporative emission (EVAP) system for a small and large leak when the Vehicle is turned OFF and the correct conditions are met. The propulsion system
needs to be OFF for several hours before the small and large leak tests run. The EVAP leak detection pump creates a vacuum across a 0.51 mm (0.020 in) reference orifice.
This reference vacuum is then compared to the vacuum level created in the fuel tank to determine if a leak exists
The following table illustrates the relationship between the ON and OFF states, and the OPEN or CLOSED states of the EVAP components:
Engine Control Module Command EVAP Canister Purge Solenoid Valve EVAP Canister Vent Solenoid Valve Vacuum Pump Switch Valve
ON Open Open/Venting Pump Runs Pump Position/Not Venting
OFF Closed Closed/Not Venting Pump OFF Vent Position
• DTCs P043E, P043F, P06E4, P0111, P0112, P0113, P0114, P0117, P0118, P0116, P0119, P0128, P0449, P0498, P0499, P1458, P145A, P145C, P145D, P145E,
P145F, P0451, P0452, P0453, P0461, P0462, P0463, P0502, P0503, P0722, P0723, P1459, P2066, P2067, P2068, P2400, P2401, P2402, P2418, P2419, P2420,
P2421, P2422, P2450, P2537, P2610, U0140, U182D, U0073, U0074, is not set
• The barometric pressure (BARO) is between 70-110 kPa (10-16 PSI).
• The fuel level is between 10-90 %.
• The ECT is less than 40°C (104°F).
• The IAT is between 4-45°C (39-113°F).
• The system voltage is greater than 10 V.
• Vehicle speed less than 1.6 km/h (1 MPH).
• A refuelling event needs to be detected prior to running this test --P0455 only.
• There are three possible time windows for this test to run. Up to that point and through this time period the propulsion system must not be active. These time windows are:
5.0, 7.0 or 9.5 hours.
P0442
DTC P0442 sets when the EVAP leak detection pump pressure sensor (gauge) vacuum reading is less than the 0.51 mm (0.020 in) reference orifice vacuum measurement
plus a calibrated value for greater than 6 min.
P0455
DTC P0455 sets after a refueling event has been detected and the small/large leak diagnostics have not passed. If the EVAP leak detection pump pressure sensor (gauge)
vacuum reading is less than the 0.51 mm (0.020 in) reference orifice vacuum measurement and times a calibrated value for greater than 6 min.
Diagnostic Aids
• The EVAP system can be filled with smoke more quickly and completely by injecting smoke at the purge tube and commanding the vent solenoid valve open. For
example, when injecting smoke at the purge tube, remove the filler cap or temporarily leave the vent solenoid valve open until smoke is observed. Close the system and
continue testing. If using a fuel cap adapter at the filler neck, disconnect the purge tube at the EVAP canister purge solenoid valve until smoke is observed.
• To help locate intermittent leaks, use the EN 41413-200 Evaporative Emissions System Tester to introduce smoke into the EVAP system. Move all EVAP components
while observing smoke with a high intensity white light.
• To improve the visibility of the smoke exiting the EVAP system, observe the suspected leak area from different angles with a high intensity white light.
• If a small leak is difficult to find, it may be necessary to remove the EVAP components and test them one at a time using the adapters in the GE-41413-300 .
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
• CH-48096 EVAP Service Access Port Tool

• GE-41413-300 EVAP Cap And Plug Kit
• J 41413-200 Evaporative Emissions System Tester
• GE-41413-SPT High Intensity White Light
• J 41415-30 Fuel Tank Cap Adapter
1. Verify the following conditions do not exist in the EVAP system:

• Loose, incorrect, missing, or damaged fuel fill cap
• A damaged EVAP purge solenoid
• Disconnected, incorrectly routed, kinked, or damaged EVAP pipes and hoses
• A damaged EVAP vent valve or EVAP canister
Note: Refer to the J 41413-200 operation manual for detailed instructions in Evaporative Emission Control System Diagnosis
2. 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
3. Connect the J 41413-200 to the CH-48096
4. Use the flow meter on the J 41413-200 calibrated to 0.51 mm (0.020 in) to determine if there is a leak in the evaporative emission system.
Note:
• Larger volume fuel tanks and/or those with lower fuel levels may require several minutes for the floating indicator to stabilise.
• Ensure that the vehicle underbody temperature is similar to the ambient temperature and allow the surrounding air to stabilise before starting the diagnostic
procedure. The system flow will be less with higher temperatures.
5. Use the remote switch to activate the J 41413-200 and compare the flow meter's stable floating indicator position to the red flag. The floating indicator should be below
the red flag.
1. Vehicle OFF, turn the nitrogen/smoke valve on the control panel to SMOKE.
2. Vehicle in Service Mode, command the EVAP vent solenoid ON with a scan tool.
Note:
• The fuel sender may need to be accessed to inspect some of the EVAP system components.
• Larger volume fuel tanks and/or those with lower fuel levels may require several minutes for the floating indicator to stabilise.
• Introduce smoke at 15 second intervals while testing the system.
3. Use the remote switch to introduce smoke into the EVAP system.
4. Verify that smoke is not exiting the entire EVAP system with the GE-41413-SPT
If smoke is observed, repair the condition as necessary.
Repair Verification
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. Vehicle OFF, all systems OFF, this may take up to 2 minutes.
5. Vehicle in Service Mode, seal the EVAP system and use the flow meter on the J 41413-200 , calibrated to 0.51 mm (0.020 in) to determine that there is no leak in the
EVAP system. Use the remote switch to activate the J 41413-200 and compare the flow meter's stable floating indicator position to the red flag. The floating indicator
should be below the red flag.
If floating indicator is above the red flag, a leak still exists.
6. If the repair was 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 the Diagnostic Trouble Code (DTC) List - Vehicle and perform the appropriate diagnostic procedure.
Repair Instructions
• Evaporative Emission Canister Vent Solenoid Valve Replacement

• Evaporative Emission Canister Replacement
• Evaporative Emission Canister Purge Solenoid Valve Replacement


Volt

DTC P0443, P0458, or P0459

DTC Descriptors
DTC P0443 : Evaporative Emission (EVAP) Purge Solenoid Valve Control Circuit
DTC P0458: Evaporative Emission (EVAP) Purge Solenoid Valve Control Circuit Low Voltage
DTC P0459: Evaporative Emission (EVAP) Purge Solenoid Valve Control Circuit High Voltage
Short to
Circuit Short to Ground Open/High Resistance Voltage
P0030, P0036, P0102, P0135, P0138, P0141, P0443, P0030, P0036, P0102, P0135, P0138, P0141, P0443,
Ignition 1 Voltage -
P0458, P0598 P0458, P0598
Evaporative Emission Purge Solenoid
P0458 P0443 P0459
Valve Control
The evaporative emission (EVAP) purge solenoid valve is used to purge fuel vapor from the EVAP canister to the inlet manifold. The EVAP purge solenoid valve is pulse width
modulated (PWM). Ignition voltage is supplied directly to the EVAP purge solenoid valve. The engine control module (ECM) controls the solenoid 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 a voltage. The ECM can determine if the control circuit is open,
shorted to ground, or shorted to a voltage by monitoring the feedback voltage.

• The powertrain relay voltage is greater than 11 V.
• DTCs P0443, P0458 and P0459 run continuously when the above conditions are met.
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.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, command the EVAP purge solenoid valve to 50 percent with a scan tool. You should hear the solenoid clicking.
2. Engine running, command the EVAP purge solenoid valve from 0 to 50 percent and back to 0 percent with a scan tool while observing the control circuit status
parameters listed below:
• EVAP Purge Solenoid Valve Control Circuit High Voltage Test Status
• EVAP Purge Solenoid Valve Control Circuit Open Test Status
• EVAP Purge Solenoid Valve Control Circuit Low Voltage Test Status
1. Vehicle OFF, disconnect the harness connector at the Q12 evaporative emission purge solenoid valve.
2. Vehicle in Service Mode, verify that a test lamp illuminates between the ignition voltage circuit terminal 1 and ground.
3. Test for 2.5-3.5 V between the control circuit terminal 2 and ground
If less than the specified range, test the control circuit for a short to ground or an open/high resistance. If the circuit/connections test normal, replace the K20 engine
control module.
If greater than the specified range, test the control circuit for a short to voltage. If the circuit tests normal, replace the K20 engine control module.
4. Command the EVAP purge solenoid valve from 0 to 100 percent with a scan tool. The DMM should transition from 2.5-3.5 V at 0 percent, to less than 0.2 V when
commanded to 100 percent.
If the circuit voltage does not correspond to the specified values, replace the K20 engine control module
5. If all circuits test normal, test or replace the Q12 evaporative emission purge solenoid valve
Component Testing
1. Vehicle OFF, disconnect the harness connector at the Q12 evaporative emission purge solenoid valve
2. Test for 25.0-30.0 Ω between the control terminal 2 and the ignition voltage terminal 1.
If not within the specified range, replace the Q12 evaporative emission purge solenoid valve
Repair Instructions



Volt

DTC P0449, P0498, or P0499

DTC Descriptors
DTC P0449: Evaporative Emission (EVAP) Vent Solenoid Valve Control Circuit
DTC P0498: Evaporative Emission (EVAP) Vent Solenoid Valve Control Circuit Low Voltage
DTC P0499: Evaporative Emission (EVAP) Vent Solenoid Valve Control Circuit High Voltage

B+ P0498 P0449, P0498 -
Evaporative Emission Vent Solenoid Valve Control P0498 P0449 P0499
The EVAP vent solenoid valve controls fresh airflow into the EVAP canister. Battery voltage is supplied to the normally closed evaporative emission (EVAP) vent solenoid
valve. The ECM grounds the EVAP vent solenoid valve control circuit through an internal switch called a driver. The ECM monitors the status of the driver. The driver is
equipped with a feedback circuit that is pulled-up to a voltage. The ECM can determine if the control circuit is open, shorted to ground, or shorted to a voltage by monitoring
the feedback voltage.
DTCs P0449, P0498 and P0499 run continuously when the above conditions are met.
Diagnostic Aids
Where multiple DTCs set look for a common root cause like battery feeds, grounds, splices, etc.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, command the EVAP vent solenoid valve ON and OFF with a scan tool. Listen for a click when the valve operates.
2. Vehicle in Service Mode, observe the EVAP vent solenoid output control parameters with a scan tool.
• EVAP Vent Solenoid Valve Output Circuit High Voltage Test Status
• EVAP Vent Solenoid Valve Output Circuit Open Test Status
• EVAP Vent Solenoid Valve Output Circuit Low Voltage Test Status
1. Vehicle OFF, disconnect the harness connector at the Q13 evaporative emission vent solenoid valve.
2. Vehicle in Service Mode, verify that a test lamp illuminates between the battery voltage circuit terminal 2 and ground.
If the test lamp does not illuminate, test the battery voltage circuit for a short to ground or an open/high resistance. If the circuit tests normal and the battery voltage
circuit fuse is open, test all components connected to the battery voltage circuit and replace as necessary.
If less than the specified range, test the control circuit for a short to ground or an open/high resistance. If the circuit/connections test normal, replace the K20 engine
control module.
If greater than the specified range, test the control circuit for a short to voltage. If the circuit tests normal, replace the K20 engine control module.
4. Command the EVAP vent solenoid valve On and Off with a scan tool. The DMM should transition from 2.5-3.5 V when commanded Off, to less than 0.2 V when
commanded On..
If the circuit voltage does not correspond to the specified values, replace the K20 engine control module.
5. If all circuits test normal, test or replace the Q13 evaporative emission vent solenoid valve.
Component Testing
2. Test for 25.0-30.0 Ω between the control terminal 1 and the battery voltage terminal 2.
If not within the specified range, replace the Q13 evaporative emission vent solenoid valve.
3. Test for no air flow through the Q13 evaporative emission vent solenoid valve by applying vacuum to the pump side of the valve. It should hold 1-2 in. Hg (3-7 kPa) for
30 s.
4. Reconnect the harness connector at the Q13 evaporative emission vent solenoid valve.
5. Command the Q13 evaporative emission vent solenoid valve On with a scan tool and apply vacuum to the pump side of the valve. It should not hold vacuum.
Repair Instructions



Volt

DTC P0451-P0453
DTC Descriptors
DTC P0451: Fuel Tank Pressure (FTP) Sensor Performance
DTC P0452: Fuel Tank Pressure (FTP) Sensor Circuit Low Voltage
DTC P0453: Fuel Tank Pressure (FTP) Sensor Circuit High Voltage

FTP Sensor 5 V Reference P0452, P0532, P0641 P0452 P0453, P0533,P0641 * -
FTP Sensor Signal P0452 P0452 P0453 * -
FTP Sensor Low Reference - P0453, P0463, P1458, P145A - -
* Internal ECM or FTP sensor damage may occur if the circuit is shorted to B+.
Fuel Tank Pressure Sensor

Parameter Normal Range: 0.15-4.85 V
FTP Sensor 5 V Reference 0 V 0-1.5 V 5 V
FTP Sensor Signal 0 V 0 V 3-5 V
FTP Sensor Low Reference - 4-5 V -
The fuel tank pressure (FTP) sensor measures the pressure or vacuum in the evaporative emission (EVAP) system. The engine control module (ECM) supplies a 5 V
reference and a low reference circuit to the FTP sensor. The FTP sensor signal voltage varies depending on EVAP system pressure or vacuum.
The following tables illustrate relationship examples between the FTP sensor and the ON and OFF states, and the OPEN or CLOSED states of the EVAP components:
FTP Relationship
Fuel Tank Pressure FTP in. H2O/PSI FTP Signal Voltage

Pressure Positive Value, 14.9 in. H2O / 0.54 PSI High, 4.73 V
No Pressure Near Zero, 0 in. H2O / 0.001 PSI 2.6 V
Vacuum Negative Value, -2.37 in. H2O / -0.08 PSI Low, 2.3 V
FTP to EVAP Leak Detection Pump Assembly Relationship
Fuel Tank Pressure FTP Sensor EVAP Leak Detection Pump Switch Valve Vent Valve EVAP Leak Detection Pump Pressure
Pressure or Vacuum Positive or Negative Value Vent Closed 100 kPa (14.50 PSI) *
Vacuum Negative Value - 1 kPa (0.15 PSI) Pump/Not Venting Open 99 kPa (14.36 PSI) **
Pressure Positive Value - 3 kPa (0.44 PSI) Pump/Not Venting Open 103 kPa (14.94 PSI) **
* Equivalent to barometric pressure reading.
** The values are examples only. Your readings may vary from this depending on the pressure or vacuum in the system and barometric pressure.
P0451
Condition 1:
P0222, P0223, P0449, P0452, P0453, P0461, P0462, P0463, P0498, P0499, P0502, P0503, P06E4, P06E4, P0722, P0723, P1221, P1459, P145A, P2066, P2067,
P2068, P2400, P2401, P2402, P2418, P2419, P2420, U0140, U182D, U0073, U0074, P2537 or P2610 is not set.
• DTC P1458 or P145D are not present when the test failed this ignition cycle.
• The barometric pressure (BARO) is between 70-110 kPa (10 -16 PSI).
• The fuel level is between 10-90 %.
• The engine coolant temperature (ECT) is less than 40°C (104°F).
• The inlet air temperature (IAT) is between 4°-45°C (39°-113°F).
• The service bay test is not active.
• The refuelling request button is not pressed.
• The battery voltage is greater than 10 V.
• The vehicle speed is less than 1.6 km/h (1 MPH).
5.0, 7.0 or 9.5 hours.
• The DTC runs once per drive cycle and immediately after a code clear when the above conditions are met.
Condition 2:
• DTCs P0068, P0071, P0072, P0073, P010C, P010D, P0101, P0102, P0103, P0106, P0107, P0108, P0111, P0112, P0113, P0114, P012B, P012C, P012D, P0121,
P0122, P0123, P0222, P0223, P0442, P0443, P0449, P0452, P0453, P0455, P0458, P0459, P0498, P0499, P0502, P0503, P0722, P0723, P0606, P1104, P1221,
P145A, P145D, P145E, P1458, P1459, P16F3, P2100, P2101, P2102, P2103, P2400, P2401, P2402, P2418, P2419, P2420, P2422 or P2450 is not set.
• The outside air temperature (OAT) is between 4°-35°C (39-102°F).
• The run/crank voltage is greater than 11 V.
• The EVAP Purge solenoid valve is not enabled.
• The refueling request button is not pressed
• The DTC runs once per drive cycle when the above conditions are met.
P0452 and P0453
• Vehicle ON or the engine is running.

• DTCs P0452 and P0453 run continually when the above conditions are met.
P0451
The ECM detects the difference between the FTP sensor and the EVAP leak detection pump (ELDP) pressure is greater than 0.747 kPa (0.11 PSI) for greater than 5 s
P0452
The ECM detects the FTP sensor voltage is less than 0.15 V for greater than 8 s.
P0453
The ECM detects the FTP sensor voltage is greater than 4.85 V for greater than 8 s.
Diagnostic Aids
• A restriction in the EVAP canister or vent lines that keeps the FTP and EVAP leak detection pump sensor from comparing each others value.
• Since this is a sealed system there could be a pressure or vacuum existing in the system.
• A vent valve stuck closed will affect performance.
• A switching valve stuck in the vent position will affect performance.
• Ensure that the reference port on the FTP sensor is unobstructed.
• Scan tool output controls, snapshot, and the plot function can help detect erratic sensor operation.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
J 41413-200 Evaporative Emissions System Tester
Note: The order of these steps is important. If not followed properly you will be bleeding off any pressure or vacuum in the system and not see any change in the EVAP leak
detection pump sensor.
P0451
1. Vehicle in Service Mode, observe and note the EVAP Leak Detection Pump Pressure with a scan tool.
2. Observe and note the FTP sensor pressure.
If the FTP is 0 in. H2O (0 PSI), 0.15-0.29 PSI pressure or vacuum will need to added to the EVAP system.
If the FTP is 15 in. H2O (0.54 PSI), you will need to reduce the pressure or vacuum by 0.15-0.29 PSI before proceeding as this is outside the readable range of the
FTP sensor.
Note: Ambient and vehicle component temperature must be above 0°C (32°F) to command the switching valve. This prevents erroneous results and damage to the
EVAP leak detection pump assembly.
3. Command the EVAP Leak Detection Pump Switching Valve Command to Not Venting and command the EVAP Vent Solenoid Valve Command ON.
4. Observe and note the EVAP Leak Detection Pump Pressure, and Fuel Tank Pressure Sensor with a scan tool.
5. Subtract the second EVAP Leak Detection Pump Pressure reading from the first reading. This value equals what the Fuel Tank Pressure Sensor should be (ELDP
reading 2 - ELDP reading 1 = FTP reading 2). The Fuel Tank Pressure Sensor should be within 0.747 kPa (0.11 PSI).
P0452 and P0453
1. Request a refuelling event. This opens the vent valve to bleed off any pressure or vacuum.
2. Remove the fuel cap.
4. Observe the scan tool FTP sensor parameter.
5. The FTP sensor parameter should be 2.63 V at 0 kPa (0 PSI).
1. Vehicle OFF, disconnect the harness connector B150 fuel tank pressure sensor.
Note: Testing for steps 2-6 is performed on the ECM side of the harness connector.
2. Vehicle OFF, all systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for less than 5 Ω between the B150 fuel tank pressure sensor
low reference circuit terminal 2 and ground.
3. Vehicle in Service Mode, test for 4.8-5.2 V between the B150 fuel tank 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 K20 engine 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 K20 engine control module.
4. Verify the scan tool FTP sensor parameter is less than 0.2 V.
If greater than the specified range, test the B150 fuel tank pressure sensor circuit terminal 1 for a short to voltage. If the circuit tests normal, replace the K20 engine
control module.
5. Install a 3 A fused jumper wire between the B150 fuel tank pressure sensor signal circuit terminal 1 and the 5 V reference circuit terminal 3. Verify the scan tool FTP
sensor parameter is greater than 4.7 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 engine control
module.
Note: Testing for this step is performed on the EVAP assembly side of the harness connector.
6. Remove the EVAP assembly and test, inspect, and repair the items listed below. If all items test normal, replace the B150 fuel tank pressure sensor
• Poor connection at the X350 harness connector
• Open or shorted 5 V reference circuit
• Open or shorted sensor signal circuit
• Open low reference circuit
Repair Instructions
• Fuel Tank Pressure Sensor Replacement

• Control Module References for ECM replacement, setup, and programming.


Volt

DTC P0497
DTC Descriptor
DTC P0497: Evaporative Emission (EVAP) System No Flow During Purge
This DTC tests for proper inlet manifold vacuum flow to the evaporative emission (EVAP) system. The engine control module (ECM) opens the EVAP canister purge solenoid
valve and the EVAP canister vent solenoid valve. The ECM then monitors the fuel tank pressure (FTP) sensor and EVAP leak detection pump pressure sensor to determine if
a vacuum is being drawn on the EVAP system. If vacuum in the EVAP system is less than a predetermined value within a predetermined time, this DTC sets.
P0502, P0503, P0606, P0722, P0723, P16F3, P1104, P1458, P1459, P145A, P145D, P145E, P2100, P2101, P2102, P2103, P2400, P2401, P2402, P2418, P2419,
P2420, P2422, P2450 is not set.
• The EVAP purge solenoid is open.
• The EVAP vent solenoid is open.
• The EVAP leak detection pump switching valve transitions from vent to not vent, pumping, to vent.
• The EVAP leak detection pump is OFF.
• The ignition voltage is greater than 11 volts.
• The outside air temperature is between 4-35°C (39-95°F).
• The engine RPM to enable is between 1500-3400
• The engine RPM to re-enable is between 1600-3300
• The engine vacuum to enable is between 10-37 kPa (1.5-5.4 PSI)
• The engine vacuum to re-enable is between 11-35 kPa (1.6-5.1 PSI)
• The engine airflow to enable is between 9-34 gps
• The engine airflow to re-enable is between 10-32 gps
• The purge flow to enable is greater than 0.14 gps
• The purge flow to re-enable is greater than 0.13 gps
• The purge duty cycle to enable is greater than 15 %
• The purge duty cycle to re-enable is greater than 16 %
• The requested purge flow to enable is greater than 1.45 %
• The delivered purge flow to re-enable is greater than 1.40 %
• The delivered purge flow to enable is greater than 1.10 %
• The engine is running
• The purge is enabled
• The refuelling request button is not pressed
• The device control is less than 0.5 seconds
• The fuel tank protection is not active.
DTC P0497 will run once per trip with propulsion system active and engine ON.
After an initial time delay of 3 s when the FTP sensor reading is greater than 0.39 kPa (0.056 PSI)
Or
After an initial time delay of 3 s when the FTP sensor reading is less than 0.39 kPa (0.056 PSI), plus an EVAP leak detection pump switching valve delay time of 0.2 s.
If the EVAP leak detection pump pressure sensor, gauge, indicates a vacuum change less than 2 kPa (0.29 PSI) for 20 s, then a low purge flow failure has been detected.
Diagnostic Aids
• A temporary blockage in the EVAP canister purge solenoid valve, purge pipe or EVAP canister could cause an intermittent condition. Inspect and repair any restriction in
the EVAP system.
• A EVAP vent solenoid valve stuck closed can cause this DTC to set.
• A EVAP leak detection pump switching valve stuck in the vent or pump position can cause this DTC to set.
• A fuel tank fuel pump module assembly not fully seated in the fuel tank can cause this DTC to set.
• A loose fuel cap can cause this DTC to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
• J 41413-200 Evaporative Emissions System Tester (EEST)
• CH-48096 EVAP Service Access Port Tool

• A loose, missing, or damaged fuel fill cap.
• A stuck closed, blocked, or restricted EVAP canister purge solenoid valve.
• A blockage or restriction in the EVAP canister purge solenoid valve vacuum supply hose, purge pipe, EVAP canister or vapor pipe.
Note: Refer to EN 41413-200 Evaporative Emissions System Tester operation manual for detailed instructions in Evaporative Emission Control System Diagnosis
2. Connect the CH-48096 to the EVAP purge solenoid valve. Connect the J 41413-200 to CH-48096 .
3. Be sure the EVAP leak detection pump switching valve is in the vent position and the vent solenoid is open.
4. Use the flow meter on the J 41413-200 calibrated to 0.51 mm (0.020 in) to determine there is no leak in the EVAP system.
If a leak is detected, use the J 41413-200 to apply smoke to the EVAP system until the leak is located following the Evaporative Emission Control System Diagnosis .
5. To improve the visibility of the smoke exiting the EVAP system, observe the suspected leak area from different angles with the GE-41413-SPT .
Note: Perform the Circuit/System Verification before proceeding with the Circuit/System Testing.
1. Remove the J 41413-200 installed during verification then install a vacuum gauge to the CH-48096
2. Engine running observe the vacuum gauge. Vacuum should not be present.
If there is vacuum present test or replace the Q12 EVAP purge solenoid valve.
3. Observe the vacuum gauge while commanding the Q12 EVAP purge solenoid valve on with the scan tool. Vacuum should be present from 10-100 %
If no vacuum is present test or replace the Q12 EVAP purge solenoid valve.
4. Command the EVAP Test and observe the FTP sensor voltage with a scan tool. The FTP sensor parameter should be less than 0.60 volts within 60 seconds.
If the FTP sensor parameter is less than the specified range, repair the blocked purge path.
Repair Instructions

• Evaporative Emission Canister Replacement


Volt

DTC P0601-P0604, P0606, P062B, P062F, P0630, P16F3, or P2610 - ECM

• Preform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
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 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
This diagnostic applies to internal microprocessor integrity conditions within the engine control module (ECM). This diagnostic also addresses if the ECM is not programmed.
The ECM monitors its ability to read and write to the memory. It also monitors a timing function.
P0601, P0602, P0630, P16F3

• These DTCs run continuously when the above condition is met.
P0603, P062F

• These DTCs run once per ignition cycle.
P0604
• The vehicle is ON for greater than 30 s.

• DTC P0604 runs continuously when the above condition is met.
P0606

P2610
• Vehicle OFF.

• The ECM is not powered down.
• DTC P2610 runs continuously when the above conditions are met.
The ECM detects an internal failure or incomplete programming for more than 10 s.
• DTCs P0601, P0602, P0603, P0604, P0606, P062F, P0630, and P16F3 are Type A DTCs.

• DTCs P0601, P0602, P0603, P0604, P0606, P062F, P0630, and P16F3 are Type A DTCs.
Diagnostic Aids
Low voltage or a momentary loss of power or ground to the ECM may cause a DTC to set. Verify 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 circuit or high resistance.
• The ECM power circuits do not have an open circuit, short to ground, or high resistance.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

1. Vehicle in Service Mode, clear the DTC information with a scan tool. Observe the DTC information with the scan tool.
2. Verify that DTC P0335 or P0651 is not set.
If DTC P0335 or P0651 is set, refer to DTC P0335 or P0336 or DTC P0641, P0651, P0697, or P06A3 : ECM .
If DTC P0602 or P0630 is set, program the K20 ECM. Refer to Control Module References . If DTC P0602 or P0630 resets, replace the K20 ECM.
4. Verify that DTC P0601, P0603, P0604, P0606, P062F, P16F3, or P2610 is not set.
If a DTC set this ignition, replace the K20 ECM.
Repair Instructions
Control Module References for control module replacement, programming and setup.


Volt

DTC P0601-P0604, P0606, or P062F - Fuel Pump Control Module

DTC Descriptors
DTC P0601: Control Module Read Only Memory (ROM)
DTC P0604: Control Module Random Access Memory (RAM)
DTC P0606: Control Module Internal Performance
The internal fault detection is handled inside the fuel pump control module. No external circuits are involved.
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.

The fuel pump control module has detected an internal malfunction.
DTC P0601, P0602, P0603, P0604, P0606 and P062F are type A DTCs.
DTC P0601, P0602, P0603, P0604, P0606 and P062F are type A DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

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.

If the DTC is set, program the K27 fuel pump control module.
2. 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 Instructions
Control Module References for fuel pump control module replacement, programming and setup


Volt

DTC P0628 or P0629

DTC Descriptors
DTC P0628: Fuel Pump Enable Circuit Low Voltage
DTC P0629: Fuel Pump Enable Circuit High Voltage

Fuel Pump Enable P0628, P069E, P0AC4 P0629, P069E, P0AC4 P0629, P069E
The engine control module (ECM) provides ignition voltage to the fuel pump flow control module whenever the engine is cranking or running. The ECM 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 fuel tank fuel pump module in order to maintain the desired fuel line pressure.

• The DTCs run continuously when the conditions above are met.

The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match for greater than 2.5 s.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

1. Attempt to start the engine. Observe the DTC information with a scan tool. DTC P0628 or P0629 should not set.
2. Vehicle in Service Mode, command the Fuel Pump Enable ON and OFF with a scan tool while observing the control circuit status parameters listed below:
• Fuel Pump Enable Circuit Low Voltage Test Status
• Fuel Pump Enable Circuit Open Test Status
• Fuel Pump Enable Circuit High Voltage Test Status
3. Engine running, command the Fuel Pump Enable ON and OFF with a scan tool while observing the control circuit status parameters listed below:
1. Vehicle OFF, disconnect the K27 fuel pump control module harness connector.
2. Vehicle OFF, all systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for 0 V on the enable circuit terminal 20.
If greater than the specified value, test for a short to voltage on the enable circuit. If the circuit/connections test normal, replace the K20 ECM.
3. Vehicle in Service Mode, command the Fuel Pump Enable ON with a scan tool.
4. Test for B+ on the enable circuit terminal 20.
If less than the specified range, test for a short to ground or an open/high resistance on the enable circuit. If the circuit/connections test normal, replace the K20 ECM.
5. If all circuits/connections test normal, replace the K27 fuel pump control module.
Repair Instructions
• Fuel Pump Flow Control Module Replacement

• Control Module References for ECM or fuel pump control module replacement, setup, and programming


Volt

DTC P0641 or P06A6 - Fuel Pump Control Module

DTC Descriptors
DTC P0641: 5 V Reference Circuit
DTC P06A6: 5 V Reference Performance

5 V Reference P018C, P0641, P06A6 P018C P018D, P0641, P06A6 P06A6
Signal P018C P018B, P018C P018D P018B
Low Reference - P0641, P06A6 - P06A6
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.

The fuel pump control module detects that the fuel pressure 5 V reference is above or below a predetermined voltage threshold.
DTCs P0641 and P06A6 are Type A DTCs.
DTCs P0641 and P06A6 are Type A DTCs.
Diagnostic Aids
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
1. Vehicle OFF, disconnect harness connector of the B47 fuel pressure sensor.

2. Vehicle OFF, test for less than 1.0 Ω 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.
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 Instructions
• Fuel Pressure Sensor Replacement - Fuel Feed Pipe



Volt

DTC P0641, P0651, P0697, or P06A3 - ECM

DTC Descriptors
DTC P0641: 5V Reference 1 Circuit
DTC P06A3: 5V Reference 4 Circuit
The engine control module (ECM) has four internal 5 V reference circuits. Each internal reference circuit provides external 5 V reference circuits for more than one sensor. A
short to ground or short to voltage on one external 5 V reference circuit can affect all components connected to the same internal 5 V reference circuit.
DTCs P0641, P0651, P0697, and P06A3 run continuously when the ignition voltage is greater than 6.4 V.
The ECM detects a voltage out of tolerance condition on the 5 V reference 1, 2, 3, or 4 circuit for less than 1 s.

DTCs P0641, P0651, P0697, and P06A3 are Type A DTCs.
DTCs P0641, P0651, P0697, and P06A3 are Type A DTCs.
Diagnostic Aids
P0641
The 5 V reference 1 circuit provides 5 V to the following sensors:
• The exhaust camshaft position sensor

• The intake camshaft position sensor
• The A/C refrigerant pressure sensor
• The fuel tank pressure sensor
P0651
• The crankshaft position sensor

• The evaporative emission system leak detection pump assembly
P0697
• The accelerator pedal position (APP) sensor 2

• The manifold absolute pressure (MAP) sensor
P06A3
• The accelerator pedal position (APP) sensor 1

• The throttle body throttle position sensors 1 and 2
It may be possible to locate the fault by disconnecting one component at a time from the appropriate 5 V reference circuit while viewing the corresponding 5-volt Reference 1-
4 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 5 V reference
components have been disconnected and a fault is still indicated, the fault may exist in the wiring harness.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the DTC information with a scan tool. DTCs P0641, P0651, P0697, and P06A3 should not set.
2. Observe the circuit status parameters listed below:
• 5 V Reference 1 Circuit Status
Each parameter should display OK.
Note: Additional DTCs will set when disconnecting components
1. Vehicle OFF, disconnect the harness connector at all appropriate sensors for the applicable DTC. Refer to Diagnostic Aids.
2. Vehicle in Service Mode, test for 4.8-5.2 V between one of the 5 V reference circuits and ground.
If less than the specified range, test for a short to ground on the 5 V reference circuit for each of the affected components. If all circuits test normal, replace the
K20 ECM.
If greater than the specified range, test for a short to voltage on the 5 V reference circuit for each of the affected components. 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 5 V reference circuit one at a time while monitoring the appropriate scan tool 5 V Reference 1, 2, 3, or 4 parameter. The
voltage should display 4.8-5.2 V.
If not within the specified range when a component is connected, test the signal circuit of the component for a short to voltage. If the circuit tests normal, replace the
component.
Repair Instructions
• Accelerator Pedal Position Sensor Replacement

• Air Conditioning Refrigerant Pressure Sensor Replacement - High Pressure
• Air Conditioning Refrigerant Pressure Sensor Replacement - Low Pressure
• Crankshaft Position Sensor Replacement
• Control Module References for replacement, setup, and programming.

Volt

DTC P0650
DTC Descriptor
DTC P0650: Malfunction Indicator Lamp (MIL) Control Circuit

Ignition Voltage P0650 P0650 - -
MIL Control P0650/MIL ON P0650 P0650 -
The malfunction indicator lamp (MIL) illuminates to inform the driver that an emission system fault has occurred and the engine control system requires service. Ignition
voltage is supplied directly to the MIL and, when the emission system fault occurs, the engine control module (ECM) turns the MIL ON by grounding the MIL control circuit.
Under normal operating conditions, the MIL should be ON only when the vehicle is ON and the engine is OFF.
• The vehicle is ON or the engine is running.


The ECM detects that the commanded state of the MIL driver and the actual state of the control circuit do not match for greater than 5 s.
DTC P0650 is a Type B DTC, with no MIL request.
DTC P0650 is a Type B DTC, with no MIL request.
Diagnostic Aids
If the condition is intermittent, move the related harnesses and connectors with the Vehicle in Service Mode, and with the engine running while monitoring the scan tool MIL
control circuit status parameters. The MIL control circuit status parameters will change from OK or Not Run to Malfunction if there is a condition with the circuit or a connection.
Schematic Reference
• Engine Controls Schematics

• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
1. Engine running, command the MIL ON and OFF with a scan tool. The MIL should turn ON and OFF as commanded.
2. Command the MIL ON and OFF with a scan tool while observing the control circuit status parameters listed below:
• MIL Control Circuit Low Voltage Test Status
• MIL Control Circuit Open Test Status
• MIL Control Circuit High Voltage Test Status
3. Vehicle in Service Mode, command the MIL ON and OFF with a scan tool while observing the control circuit status parameters listed below:
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 you observed
from the Freeze Frame/Failure Records data.
1. Vehicle in Service Mode, verify that the P16 instrument cluster warning indicators are illuminated.
If the P16 instrument cluster indicators are not illuminated, test the ignition circuit terminal 31 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.
2. Vehicle OFF, disconnect the harness connector X1 at the K20 engine control module.
3. Vehicle in Service Mode, observe the MIL. The MIL should not illuminate.
If the MIL is illuminated, test the control circuit terminal 52 X1 for a short to ground. If the circuit tests normal, replace the P16 instrument cluster.
4. Connect a 3 A fused jumper wire between the control circuit terminal 52 X1 and ground. The MIL should illuminate.
If the MIL does not illuminate, test the control circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the K20 engine control
module.
Repair Instructions


Volt

DTC P0685, P0689, P0690, or P1682

DTC Descriptors
DTC P0685: Engine Controls Ignition Relay Control Circuit
DTCP0689: Engine Controls Ignition Relay Feedback Circuit Low Voltage
DTC P0690: Engine Controls Ignition Relay Feedback Circuit High Voltage
DTC P1682: Ignition 1 Switch Circuit 2
Powertrain Relay

Relay Control C0242, P0690, C0242, P0102, P0141, P0598, P0689, P0AB9, P0AC4, C0242, P0102, P0135, P0141, P0598, P0685, P0689, P0AB9, P0AC4,
Circuit P1682 P1682 P1682, U0168
Relay Feedback C0242, P0689,
C0242, P0689, P1682 P0690
Circuit P1682
Run/Crank Relay
Short to
Circuit Short to Ground Open/High Resistance Voltage
Ignition 1 C0848, C1241, P0335* , P0700, P0AB9, P2535*, P2535**, P2535***, C0848, C1241, P0335*, P0700, P0AB9, P2535*, P2535**, P2535***,
1
Signal P2537, U0100, U1818, U1861 P2537, U0100, U1818, U1861
1. Engine continues to operate with Vehicle OFF.
* Hybrid powertrain control module DTC
** Transmission control module DTC
*** Hybrid powertrain control module 2 DTC
Engine Controls Ignition Relay Control Circuit Open, Low Voltage, High Voltage Test Status--Component Commanded OFF, Vehicle OFF

Operating Conditions: Component commanded OFF and Vehicle OFF.
Parameter Normal Range: The following illustrates the normal parameter state with no circuit conditions:
• Component OFF - OK for Open/Low Voltage Test Status and Not Run for High Voltage Test Status
• Component ON - Not Run for Open/Low Voltage Test Status and OK for High Voltage Test Status
Battery Voltage - Malfunction -
Engine Controls Ignition Relay Control Circuit Malfunction Malfunction Not Run
Engine Controls Ignition Relay Control Circuit Open, Low Voltage, High Voltage Test Status--Component Commanded ON

Operating Conditions: Component commanded ON
Parameter Normal Range: The following illustrates the normal parameter state with no circuit conditions:
• Component OFF - OK for Open/Low Voltage Test Status and Not Run for High Voltage Test Status
• Component ON - Not Run for Open/Low Voltage Test Status and OK for High Voltage Test Status
Battery Voltage - Not Run -
Engine Controls Ignition Relay Control Circuit Not Run Not Run Malfunction
There are 2 ignition voltage circuits supplied to the engine control module (ECM). One is supplied by the powertrain relay, or EC ignition relay, and the other is supplied by the
Run/Crank relay. The ECM monitors and compares the ignition voltage supplied by the 2 relays.
P0685

P0689

• The powertrain relay is commanded on.
P0690

P1682

• The ignition voltage is greater than 5.5 V.
P0685
P0689
The ECM detects the engine controls ignition relay feedback circuit is less than 5 V when the powertrain relay is commanded ON.
P0690
• The ECM detects the engine controls ignition relay feedback circuit is greater than 2 V when the powertrain relay is commanded OFF.
• The condition is present for greater than 4 s.
P1682
The ECM detects that the voltage level difference is greater than 3 V between the 2 ignition voltage circuits for less than 1 s.
P0685, P0690

P0689
• DTC P0689 is a Type C DTC.

P1682
• DTC P1682 is a Type A DTC.


• DTC P1682 is a Type A DTC.
Schematic Reference

• Power Distribution Schematics
• Circuit Testing

• Electrical Centre Identification Views
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Note:
• A short to voltage on a power feed circuit for another component may cause DTC P0690 to set. If any other DTC is set, diagnose that DTC first.
• If you were sent here from Engine Cranks But Does Not Run, proceed to Circuit/System Testing.
1. Vehicle in Service Mode, observe the DTC information with a scan tool. Verify no other DTCs are set.
2. Command the Engine Controls Ignition Relay ON and OFF with a scan tool while observing the following 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 display OK or Not Run in each commanded state.
3. Observe the scan tool DTC information. DTC P0685, P0689, P0690, or P1682 should not set.
Note: You must perform the Circuit/System Verification before proceeding with Circuit/System Testing unless sent here from Engine Cranks But Does Not Run.
1. Vehicle OFF, disconnect the KR75 powertrain relay.

2. Verify a test lamp illuminates between ground and the relay circuit terminals listed below:
• Terminal 86
• Terminal 30
If the test lamp does not illuminate, test the relay battery voltage circuit for an open/high resistance.
Note: High resistance in the circuit/underhood fuse block for either the powertrain relay or the run/crank relay can cause DTC P1682 to set.
3. Vehicle in Service Mode, verify that a test lamp does not illuminate between the ignition voltage circuit terminal 87 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 30 and the relay switch ignition voltage circuit terminal 87.
5. Observe the scan tool Engine Controls Ignition Relay Feedback Signal parameter. The ECM should communicate, and the parameter should display B+.
If not the specified value, or the ECM does not communicate, test the ignition voltage circuit between the powertrain relay and the ECM for a short to ground or for an
open circuit/high resistance. If the circuit/connections test normal, replace the K20 ECM.
6. Vehicle OFF, connect a DMM set to the diode setting between 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. Vehicle in Service Mode, verify the DMM displays less than 1 V.
If not within the specified range, test the control circuit terminal 85 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 KR75 powertrain relay.
Component Testing
1. Vehicle OFF, disconnect the KR75 powertrain relay.

2. Test for 70-110 Ω between terminals 85 and 86 of the KR75 powertrain relay.
If not within the specified range, replace the KR75 powertrain relay.
3. Test for infinite resistance between the following terminals of the KR75 powertrain relay:
• 30 and 86
• 30 and 87
• 30 and 85
• 85 and 87
If not the specified value, replace the KR75 powertrain relay.
If greater than the specified range, replace the KR75 powertrain relay.
Repair Instructions



Volt

DTC P069E
DTC Descriptor
DTC P069E: Fuel Pump Control Module Requested MIL Illumination
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.
• Vehicle ON for greater than 3 s.

• DTC P069E runs continuously when the above condition is met.
The fuel pump control module requests the ECM to illuminate the MIL.
DTC P069E is a Type A DTC.

DTC P069E is a Type A DTC.
DTC Type Reference
Scan Tool Reference
Note: Correct any engine control DTCs before diagnosing fuel pump control module DTCs.
1. DTC P069E is an informational DTC. If there are no engine control DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of fuel pump control
module DTCs.
Repair Instructions


Volt

DTC P0700
DTC Descriptor
DTC P0700: Transmission Control Module Requested MIL Illumination
This DTC indicates that an emission related transmission DTC has set in the transmission control module (TCM). The engine control module (ECM) receives the TCM
information over the serial data circuit. The ECM illuminates 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 may display the transmission DTC that set.

The TCM has set an emissions related DTC.


• Transmission General Description
DTC Type Reference
Scan Tool Reference
Note: : Correct any engine control DTCs before diagnosing TCM DTCs.
1. DTC P0700 is an informational DTC. If there are no other engine control DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of TCM DTCs.
Repair Instructions


Volt

DTC P0AC4
DTC Descriptor
DTC P0AC4: Hybrid Powertrain Control Module Requested MIL Illumination
This DTC indicates the hybrid powertrain control module has set an emission related hybrid powertrain DTC. The hybrid powertrain control module sends a message via the
serial data circuit to the engine control module (ECM) requesting illumination of the malfunction indicator lamp (MIL). When the ECM receives the message, DTC P0AC4 will
set. The DTC information for the ECM will only display DTC P0AC4, but the freeze frame/failure records data may display the hybrid powertrain DTC that set.

• DTC P0AC4 runs continuously when the above condition is met.
The hybrid powertrain control module has set an emission related DTC.
DTC P0AC4 is a Type A DTC.

DTC P0AC4 is a Type A DTC.
DTC Type Reference
Scan Tool Reference
Note: Correct any engine control DTCs before diagnosing hybrid powertrain control module DTCs.
1. DTC P0AC4 is an informational DTC. If there are no other engine control DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of hybrid
powertrain control module DTCs.
Repair Instructions


Volt

DTC P1101
DTC Descriptors
DTC P1101: Inlet Air Flow System Performance
MAF Sensor

sensor bore.
circuit via a solid state devise called a driver. The ECM monitors the status of the driver. If the ECM detects an incorrect voltage for the commanded state of the driver, a MAF
sensor supply voltage control circuit DTC is set.
• DTCs P0102, P0103, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0128, P0335, and P0336 are not set.
• The engine speed is between 500 and 8,000 RPM.
• The IAT Sensor is between -20 and +125°C (-4 and +257°F).
• The ECT Sensor is between -7 and +125°C (+19 and +257°F).
• This DTC runs continuously within the enabling conditions.
Diagnostic Aids
• A steady or intermittent high resistance of 15 Ω or greater on the ignition voltage circuit will cause the MAF sensor signal to be increased by as much as 60 g/s. To
pinpoint this condition perform a voltage drop test on the circuit.
• 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 increase or
decrease the MAF sensor signal that is interpreted by the ECM. Additionally it may cause a rapid fluctuation in the IAT Sensor parameter.
• Certain aftermarket air filters may cause this DTC to set.
• Certain aftermarket air induction systems may cause this DTC to set.
• Modifications to the air induction system may cause this DTC to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
1. Vehicle in Service Mode, observe the DTC information with a scan tool. Verify that DTC P0697 is not set.
If DTC P0697 is set, refer to DTC P0641, P0651, P0697, or P06A3 : ECM , for further diagnosis.
2. Observe the scan tool MAP Sensor pressure parameter and compare to the Altitude Versus Barometric Pressure table. The MAP sensor reading should be within the
specified range.
If not within the specified range, refer to DTC P0106 , for further diagnosis.

• A dirty, restricted, or deteriorating air filter element
• A leaking, loose, or cracked PCV pipe or seal
• A restricted or collapsed air inlet duct
• A misaligned, leaking, or damaged air inlet duct
• Any objects blocking the air inlet probe of the B75B mass air flow/inlet air temperature sensor
• Any contamination or debris on the sensing elements in the probe of the B75B mass air flow/inlet air temperature sensor
• A cracked, damaged, or leaking B75B mass air flow/inlet air temperature sensor housing
• Any water intrusion in the induction system
• Any snow or ice build-up at the air cleaner or B75B mass air flow/inlet air temperature sensor in cold climates
• Any vacuum leak
• A B74 MAP sensor seal that is leaking, missing, or damaged
• Q38 Throttle body for dirt, debris, and coking. Refer to Throttle Body Inspection and Cleaning .
• A damaged Q38 throttle body blade or shaft
• Missing, restricted, or leaking exhaust components. Refer to Symptoms - Engine Exhaust .
to ground.
9. Engine running, observe the scan tool MAF Sensor Hz parameter. The parameter should be between 4,950 and 5,025 Hz.
10. If all circuits test normal, test or replace the B75B mass air flow/inlet air temperature sensor.
Repair Instructions
• Air Cleaner Element Replacement



Volt

DTC P121B or P121C

DTC Descriptors
DTC P121B: Mass Air Flow (MAF) Sensor Supply Voltage Control Circuit Low
DTC P121C: Mass Air Flow (MAF) Sensor Supply Voltage Control Circuit High
sensor bore.
P121B
• Vehicle ON and the engine is not running.

• The DTC runs continuously when the above conditions are met for greater than 1 s.
P121C

• The DTC runs continuously when the above conditions are met for greater than 1 s.
P121B
The ECM detects the commanded and actual states of the MAF control circuit do not match for greater than 4 s.
P121C
The ECM detects the commanded and actual states of the MAF control circuit do not match for greater than 4 s.
DTCs P121B and P121C are Type B DTCs.
DTCs P121B and P121C are Type B DTCs.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the control circuit status parameters listed below with a scan tool:
• MAF Sensor Supply Voltage Control Circuit Low Voltage Test Status
• MAF Sensor Supply Voltage Control Circuit Open Test Status
• MAF Sensor Supply Voltage Control Circuit High Voltage Test Status
2. Engine running, observe the control circuit status parameters listed below with a scan tool:
• MAF Sensor Supply Voltage Control Circuit Low Voltage Test Status
• MAF Sensor Supply Voltage Control Circuit Open Test Status
• MAF Sensor Supply Voltage Control Circuit High Voltage Test Status
2. Vehicle in Service Mode, verify that a test lamp illuminates between the ignition voltage circuit terminal 4 and ground.
3. Connect the test lamp between the control circuit terminal 2 and the ignition voltage circuit terminal 4.
4. Vehicle in Service Mode. Command the MAF Sensor Supply Voltage Low Side Driver ON and OFF with a scan tool. The test lamp should turn ON and OFF when
5. If all circuits test normal, test or replace the B75B mass air flow/inlet air temperature sensor.
Repair Instructions


Volt

DTC P1255 or P064A

DTC Descriptors
DTC P064A: Fuel Pump Control Module Performance
DTC P1255: Fuel Pump Control Module Driver Over-temperature
The fuel pump control module detects an over-temperature fault.
DTCs P064A and P1255 are Type A DTCs.

DTCs P064A and P1255 are Type A DTCs.
Diagnostic Aids
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Verify that DTC P0231, P0232 or P023F are not set.
If any of those codes are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
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 Instructions


Volt

DTC P1400
DTC Descriptor
DTC P1400: Cold Start Emission Reduction Control System
The catalyst must be warmed to efficiently reduce the emissions. The cold start strategy is to reduce the amount of time it takes to warm the catalyst. During a cold start, the
engine spark timing is altered to allow the catalyst to warm quickly. This diagnostic monitors the following to build an exhaust energy model:
• Spark advance

• Engine airflow
• Engine coolant temperature
• Engine run time
The actual model is then compared to the expected exhaust energy model.
P0300, P0301, P0302, P0303, P0304, P0335, P0336, P0351, P0352, P0353, P0354, P0641, P0651, P0697, P06A3, P2122, P2123, P2127, P2128, P2135, and P2138
are not set.
• The engine coolant temperature (ECT) sensor is greater than -10°C (14°F).
• The calculated 3-way catalyst temperature is less than 350°C (662°F).
• The engine control module (ECM) will exit the diagnostic if the calculated 3-way catalyst temperature is greater than 550°C (1022°F) when the engine run time is greater
than 30 s.
• The ECM will exit the diagnostic if the engine run time is greater than a calibrated value.
• This DTC runs within the first 15 s of start-up. This diagnostic runs once per trip when a cold start has been determined.
The actual exhaust energy model does not match the expected exhaust energy model.
DTC Type Reference
Scan Tool Reference
1. Vehicle OFF, allow the engine to cool to be within the temperatures listed in the Conditions for Running the DTC.
2. Engine running for at least 30 s, observe the scan tool DTC information. DTC P1400 should run and pass.
1. Verify that none of the conditions listed below exists with the air inlet system:
• Damage, restriction, or modification
• Dirty or deteriorating air filter element
• Crankcase ventilation system for correct operation.
• Water intrusion
• Vacuum leak and other unmetered air downstream of the mass air flow (MAF) sensor
• Intake manifold leak
2. Verify that none of the conditions listed below exists with the exhaust system:
• Water intrusion
• Exhaust leak
• Damaged, restricted, or modified exhaust system - Refer to Symptoms - Engine Exhaust .
3. If all of the above conditions test normal, inspect for an engine mechanical condition that could alter the air flow into the combustion chamber. Refer to Symptoms -
Engine Mechanical .
Repair Instructions


Volt

DTC P1458-P145A
DTC Descriptors
DTC P1458: Evaporative Emission (EVAP) System Leak Detection Pump Pressure Sensor Performance
DTC P1459: Evaporative Emission (EVAP) System Leak Detection Pump Pressure Sensor Circuit Low Voltage
DTC P145A: Evaporative Emission (EVAP) System Leak Detection Pump Pressure Sensor Circuit High Voltage
The evaporative emission (EVAP) system uses a EVAP leak detection pump to test for system leaks. The EVAP leak detection pump assembly consists of three main
components:

The EVAP leak detection pump pressure sensor performs a correlation to barometric pressure (BARO). After a short delay period, the EVAP leak detection pump pressure
sensor, absolute, reading is compared to the BARO. Large deviations will increment the fail counter threshold and sets a P1458.
There are two different threshold calibrations used in the comparison to the BARO. A smaller threshold is used when there has been a recent BARO update and then a larger
threshold value is used when there has not been a recent BARO update.

P1458
Condition 1:
• DTCs P043E, P043F, P0101, P0102, P0103, P0106, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0121, P0122, P0123, P0128, P145A,
P145C, P145D, P145E, P145F, P012B, P012C, P012D, P0222, P0223, P0443, P0449, P0451, P0452, P0453, P0458, P0459, P0461, P0462, P0463, P0498, P0499,
P0502, P0503, P06E4, P0722, P0723, P1221, P1458, P1459, P2066, P2067, P2068, P2400, P2401, P2402, P2418, P2419, P2420, P2421, P2422, P2450, P2537,
P2610, U0073, U0074, U0140, U182D is not set.
• The barometric pressure (BARO) is between than 70-110 kPa (10-16 PSI).
• The fuel level is between 10-90%.
• The engine coolant temperature (ECT) is less than 40°C (104°F).
• The inlet air temperature (IAT) is between 4-45°C (39-113°F).
• The battery voltage is greater than 10 V.
• Vehicle speed is less than 1.6 km/h (1 MPH).
• No ignition key up during this test.
• No refuelling request button is pressed.
• A service bay test is not active.
• The device control exceeds 0.5 seconds
5.0, 7.0 or 9.5 hours.
Condition 2:
• DTCs P0068, P0071, P0072, P0073, P0101, P0102, P0103, P0106, P0107, P0108, P010C, P010D, P0111, P0112, P0113, P0114, P0121, P0122, P0123, P012B,
P012C, P012D, P0222, P0223, P0442, P0443, P0449, P0452, P0453, P0455, P0458, P0459, P0498, P0499, P0502, P0503, P0606, P0722, P0723, P16F3, P1104,
P1221, P1458, P1459, P145A, P145D, P145E, P2100, P2101, P2102, P2103, P2400, P2401, P2402, P2418, P2419, P2420, P2422, P2450 is not set.
• The outside air temperature (OAT) is between 4-35°C (39-102°F).
• The propulsion system is active and the engine is running.
• The purge is not enabled.
• A refueling request button is not pressed.
• The device control exceeds 0.5 seconds.
• The FTP sensor performance diagnostic P0451 is running.
• The EVAP system no purge flow diagnostic P0497 is running.
P1459 and P145A

Runs any time the ECM is awake and the propulsion system is active or not active.
P1458
• When the propulsion system is not active - If the difference between the EVAP system leak detection pump pressure sensor, absolute, reading and the BARO value is
3 kPa (0.44 PSI) for 14 s.
• When the propulsion system is active, and after a stabilisation time of 10 s - When a recent BARO update has occurred within the last 0.1 km (0.06 mi), if the difference
between the EVAP system leak detection pump pressure sensor, absolute, reading and the BARO value from the MAP sensor is 15 kPa (2.17 PSI).
• When a recent BARO update has not occurred within the last 0.1 km (0.06 mi) - If the difference between the EVAP system leak detection pump pressure sensor,
absolute, reading and the BARO value from the MAP sensor is 20 kPa (2.9 PSI).
P1459
The ECM detects that the EVAP system leak detection pump pressure sensor signal is less than 0.7 V for greater than 8 s.
P145A
The ECM detects that the EVAP system leak detection pump pressure sensor signal is greater than 4.85 V for greater than 8 s.
DTCs P1458, P1459 and P145A are Type B DTCs.
DTCs P1458, P1459 and P145A are Type B DTCs.
Diagnostic Aids
• A normal BARO reading of the vehicle's geographic location will help to determine if a BARO sensor is significantly off its reading.
• The diagnostic does not run when purge is enabled because it can influence the EVAP leak detection pump pressure sensor reading if there is any restriction in the fresh
air plumbing.
• Test for a plugged 5 micron in-line vent filter between the EVAP system leak detection pump and the fuel fill neck.
• This diagnostic is disabled when P0451 or P0497 is currently running.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, compare the BARO reading against the EVAP leak detection pump sensor reading with a scan tool. Compare this to the Altitude vs.
Barometric Pressure Table referenced here Altitude Versus Barometric Pressure .
A variance of more than 3 kPa (0.44 PSI) indicates a skewed BARO or EVAP leak detection pump sensor.
1. Vehicle OFF, disconnect the harness connector at the Q63 EVAP system leak detection pump assembly.
Note: Testing for steps 2-5 is performed on the ECM side of the harness connector.
2. Vehicle OFF, all systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for less than 5 Ω between the Q63 EVAP system leak detection
pump pressure sensor low reference circuit terminal 8 and ground.
3. Vehicle in Service Mode, test for 4.8-5.2 V between the Q63 EVAP system leak detection pump 5 V reference circuit terminal 6 and ground.
4. Verify the scan tool EVAP leak detection pump pressure sensor parameter is less than 0.2 V.
If greater than the specified range, test the Q63 EVAP system leak detection pump signal circuit terminal 7 for a short to voltage. If the circuit tests normal, replace the
K20 ECM.
5. Install a 3 A fused jumper wire between the Q63 EVAP system leak detection pump signal circuit terminal 7 and the 5 V reference circuit terminal 6. Verify the scan tool
EVAP leak detection pump pressure sensor parameter is greater than 4.7 V.
Note: Note: Testing for this step is performed on the EVAP leak detection pump assembly side of the harness connector.
6. Remove the EVAP assembly and test, inspect, and repair the items listed below. If the items test normal, replace the Q63 EVAP system leak detection pump assembly.
• Poor connection at the X351 harness connector
• Open or shorted 5 V reference circuit
• Open or shorted sensor signal circuit
• Open low reference circuit
Repair Instructions



Volt

DTC P145C or P145D

DTC Descriptors
DTC P145C: Evaporative Emission (EVAP) System Leak Detection Pump Stuck Off
DTC P145D: Evaporative Emission (EVAP) System Leak Detection Pump Stuck On
components:

The EVAP leak detection vacuum pump stuck off test is performed by comparing an initial stabilised EVAP leak detection pump pressure sensor, absolute, reading to a
second stabilised reading for a short period of time.
The EVAP leak detection vacuum pump stuck on test is performed after the switching valve transitions from vent to not venting, pump, position. If after the second EVAP leak
detection pump pressure sensor reading, a difference between the two pressure readings indicates the EVAP leak detection vacuum pump is stuck on.
P145C and P145D

• DTCs P043E, P043F, P0101, P0102, P0103, P0106, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0121, P0122, P0123, P0128, P012B,
P012C, P012D, P0222, P0223, P0449, P0451, P0452, P0453, P0461, P0462, P0463, P0498, P0499, P0502, P0503, P06E4, P0722, P0723, P1221, P1458, P1459,
P145A, P145C, P145D, P145E, P2066, P2067, P2068, P2400, P2401, P2402, P2418, P2419, P2420, P2421, P2422, P2450, P2537, P2610, U0073, U0074, U0140,
U182D is not set.
• The propulsion system is not active
• The EVAP purge valve is closed
• The EVAP vent solenoid valve is closed
• The EVAP Leak Detection Pump switching valve is in the vent position
• The EVAP Leak Detection Pump vacuum pump is ON
• The odometer greater than 16 km (10 mi)
• The vehicle speed is less than 1.6 km/h (1 MPH)
• No ignition key up during test
• The device control is not active
5.0, 7.0 or 9.5 hours
P145C
The EVAP leak detection pump is commanded ON during the first reference orifice vacuum measurement and the stabilized EVAP leak detection pump pressure sensor
vacuum reading is less than 0.1 kPa (0.01 PSI) for greater than 6 min.
Or
The EVAP leak detection pump is commanded ON during the second reference orifice vacuum measurement and the stabilized EVAP leak detection pump pressure sensor
vacuum reading is less than 0.1 kPa (0.01 PSI) for greater than 30 s.
P145D
The EVAP leak detection pump is commanded OFF for the first time and the EVAP leak detection pump switching valve has transitioned from vent to not venting, pump
position. The difference between an initial EVAP leak detection pump pressure sensor reading and a second EVAP leak detection pump pressure sensor reading is greater
than 1 kPa (0.14 PSI) for greater than 8 s.
Or
The EVAP leak detection pump is commanded OFF for the second time and the EVAP leak detection pump pressure sensor vacuum reading is greater than 1.18 kPa
(0.17 PSI) for greater than 14 s.
DTCs P145C and P145D are Type B DTCs.
DTCs P145C and P145D are Type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
• Vehicle in Service Mode, verify the scan tool parameter for the EVAP leak detection pump pressure compared against the conditions for setting.
If found out of range proceed to Circuit/System Testing.
• Verify that DTCs P2400, P2401 or P2402 is not set.
If any of the DTCs are set refer to Powertrain Diagnostic Trouble Code (DTC) Type Definitions .
If none of the DTCs are set.
• Inspect for any aftermarket devices added that might have spliced into wire harness circuits that control the EVAP leak detection pump.
• 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
1. If DTCs P2400, P2401 or P2402 are present repair these before proceeding, Powertrain Diagnostic Trouble Code (DTC) Type Definitions
2. If none of the above DTCs are present verify the scan tool parameter for the EVAP leak detection pump pressure.
If found out of range, replace the Q63 evaporative emission system leak detection pump assembly.
Repair Instructions


Volt

DTC P145E
DTC Descriptors
DTC P145E: Evaporative Emission (EVAP) System Leak Detection Pump to Vent Solenoid Valve Leak Detected
components:

This DTC sets when the ECM detects with a leak 0.51 mm (0.020 in) between the EVAP leak detection pump and the EVAP vent solenoid valve.
P0222, P0223, P0449, P0452, P0453, P0461, P0462, P0463, P0498, P0499, P0502, P0503, P06E4, P0722, P0723, P1221, P1459, P145A, P2066, P2067, P2068,
P2400, P2401, P2402, P2418, P2419, P2420, P2537, P2610, U0073, U0074, U0140, U182D, P043E, P043F, P0451, P1458, P145C, P145D and P2450 are not set
• The EVAP vent solenoid valve transitions to closed
• The EVAP leak detection pump switching valve in not venting, pump position
• The EVAP leak detection pump vacuum pump is ON
• The vehicle speed is less than 1.6 km/h (1 MPH)
• No ignition key up during this test
• The device control is not active
5.0, 7.0 or 9.5 hours.
The ECM detects, the vacuum reading is less than the reference vacuum for greater than 30 s.
DTC P145E is a Type B DTC.
DTC P145E is a Type B DTC.
Diagnostic Aids
• The EVAP system can be filled with smoke at the fresh air side of the vacuum pump using the adapters in the GE-41413-300 .
• Smoke seen coming out of the fresh air side of the EVAP leak detection pump assembly is not consider a failed part. This includes the electrical connection port as
diagnostics will not detect a leak on the fresh air side of the system.
• To help locate intermittent leaks, use the J 41413-200 to introduce smoke into the EVAP system. Move all the EVAP components while observing for smoke with a high
intensity white light.
• To improve the visibility of the smoke exiting the EVAP system, observe the suspected leak area from different angles with the GE-41413-SPT .
• If a small leak is difficult to find, it may be necessary to remove the EVAP components and test them one at a time using the adapters in the GE-41413-300 .
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

• J 41413-200 Evaporative Emissions System Tester (EEST)


• Disconnected, incorrectly routed, kinked, or damaged EVAP pipes, O rings and hoses.
• A damaged EVAP vent solenoid valve.
Note: Refer to the J 41413-200 operation manual for detailed instructions in Evaporative Emission Control System Diagnosis
2. Disconnect the fresh air tube at the quick connector on the Q63 evaporative emission system leak detection pump and using adapters in the GE-41413-300 ,
specifically GE 41413-323, connect the J 41413-200
Note: Ensure that the vehicle underbody temperature is similar to the ambient temperature and allow the surrounding air to stabilise before starting the diagnostic
procedure. The system flow will be less with higher temperatures.
3. Use the flow meter on the J 41413-200 calibrated to 0.51 mm (0.020 in) determine if there is a leak in the evaporative emission system. Compare the flow meter's stable
floating indicator position to the red flag. The floating indicator should be below the red flag.
If a leak is detected, use the J 41413-200 to apply smoke to the EVAP system until the leak is located following the Evaporative Emission Control System Diagnosis
from the freeze frame/failure records data
Note: Refer to the J 41413-200 operation manual for detailed instructions.
1. Disconnect the Q13 evaporative emission vent solenoid valve from the hose going to the EVAP leak detection pump and install GE 41413-324 female EEST to fuel tank
adapter and GE 41413-310 green cap to plug the hose.
2. Using J 41413-200 connected to the fresh air side of the Q63 evaporative emission system leak detection pump test the hose between the Q13 evaporative emission
vent solenoid valve and the Q63 evaporative emission system leak detection pump for a leak.
If a leak is detected repair the affected component.
3. If no leak is found test the Q13 evaporative emission vent solenoid valve for a leak.
30 s.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the diagnostic procedure



Volt

DTC P1461
DTC Descriptor
DTC P1461: Evaporative Emission (EVAP) System Pressure Incorrect During Fuel Fill Door Open Request
The Hybrid Powertrain Control Module 2 (HPCM2) monitors the fuel tank pressure (FTP) during a fuel fill door open request. If the FTP pressure does not fall within a
predetermined range within 30 seconds this DTC sets.
• The HPCM2 is active.

• The fuel fill door open switch is pressed.
The Hybrid Powertrain Control Module 2 detects the FTP sensor reading does not fall within a predetermined value for greater than 30 s.
The DTC P1461 is a type A DTC.

The DTC P1461 is a type A DTC.
Diagnostic Aids
• A restriction in the EVAP canister or vent lines that might hold FTP pressure could affect this.
• This DTC will not prevent the fuel fill door from opening.
• A vent valve stuck closed could affect this.
• Ensure that the reference port on the FTP sensor is unobstructed.
Schematic Reference

• Release Systems Schematics : Tailgate Schematics → Release System Schematics
• Evaporative Emission Control System Description

• Fuel Fill Door Description and Operation (Fuel Door)
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
Special Tools
Circuit Verification
1. Vehicle in Service Mode, observe and note the FTP pressure with a scan tool.
2. Request a refuelling event. The FTP reading should be at 0 inches of H20.
If not, test and repair any vent restriction.
3. Using a scan tool, observe the following HPCM2 Fuel System parameters:
• Refuel System Vent Requested
• Refuel System Vented
These parameters should show yes for vented.
Repair Instructions
• Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
• Control Module References for ECM and Hybrid Control Module 2 replacement, setup, and programming.


Volt

DTC P1516, P2101, P2119, or P2176

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

Motor Control 1 P1516, P2101, P2176 P1516, P2101, P2176 P1516, P2101, P2176 P1516, P2101, P2176
Motor Control 2 P1516, P2101, P2176 P1516, P2101, P2176 P1516, P2101, P2176 P1516, P2101, P2176
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.
P1516
• The ignition is ON or the engine is operating.
P2101

• The engine is running or the following conditions are met:
- The engine is not running.
- The ignition voltage is greater than 11 V.
- The TAC system is not in the Battery Saver mode.
- The ECM is commanding the throttle.
- The ECM has learned the minimum throttle position.
P2119

• The powertrain relay voltage is greater than 5.5 V.
• The TP sensor 1 voltage is greater than 1.76 V.
• The TP sensor 2 voltage is greater than 1.7 V.
• The ECM is not commanding the throttle blade.
• The DTC runs when the ignition is turned to the OFF position, when the above conditions are met.
P2176

• The ECM enable the minimum throttle learn procedure.
• DTC P2176 run continuously when the above conditions are met.
P1516
The actual throttle position does not match the predicted throttle position for greater than 1 s.
P2101
The actual throttle position does not match the predicted throttle position for greater than 1 s.
P2119
The ECM detects that the throttle blade did not return to the default position when the TAC motor is de-energised for greater than 1 s.
P2176
The ECM detects that both throttle position (TP) sensors were greater than a predetermined voltage during the minimum throttle learn procedure for greater than 2 s.
• DTCs P1516, P2101, and P2176 are Type A DTCs.

• DTCs P1516, P2101, and P2176 are Type A DTCs.

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.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Note: A low 12 V battery voltage or charging system condition may cause a DTC to set.

2. Verify DTC P0121, P0122, P0123, P0222, P0223, P0562, P0563, or P2135 is not set.
3. Verify the scan tool Throttle Body Idle Air Flow Compensation parameter is less than 90 %.
90 % or greater
Refer to Throttle Body Inspection and Cleaning
If less than 90 %
7. Verify the scan tool TAC Motor parameter displays Enabled.
If Disabled
If Enabled
8. Verify DTC P1516, P2101, P2119, or P2176 is not set.
Note: If there is a condition with the throttle body, the TAC Motor Command parameter will go to 99 % for a predetermined amount of time and then a DTC sets. Once a
DTC is set, the TAC Motor Command parameter will go to 0 % and the TAC Motor parameter will display Disabled.
9. Verify the scan tool TAC Motor parameter displays Enabled while performing the Throttle Sweep Test with a scan tool.
If Disabled
Note: Before replacing the throttle body assembly, make sure the TAC motor control circuits are not shorted to B+.

If Enabled
Records data.
11. Verify a DTC does not set.
If any DTC sets
If no DTCs set
12. All OK
1. Vehicle OFF.
Warning: Turn OFF the ignition before inserting fingers into the throttle bore. Unexpected movement of the throttle blade could cause personal injury.
2. Verify the conditions listed below 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
If a condition is not found
3. Vehicle OFF.
Note: Disconnecting the throttle body harness connector may cause additional DTCs to set.
4. Disconnect the harness connector at the Q38 throttle body assembly, vehicle in Service Mode.
5. 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
5.2. Test for less than 1 V between the control circuit and ground.
If the test lamp is always OFF
6. Verify that a test lamp does not illuminate between each motor control circuit listed below and B+.
6.2. Test for infinite resistance between the control circuit and ground.
If infinite resistance, replace the K20 engine control module.
7. Vehicle 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 vehicle must be OFF and the ECM completely powered down before testing each circuit.
8. Verify the Max voltage is within 1 V of B+ while using DMM Min/Max Recording Mode function on each control circuit listed below with the vehicle in Service Mode.
If not within 1 V of B+
8.2. Test for less than 2 Ω in the control circuit end to end.
If within 1 V of B+
9. Test or replace the Q38 throttle body assembly.
Repair Instructions

Repair Verification
6. Verify the scan tool TAC Motor parameter displays Enabled while performing the Throttle Sweep Test with a scan tool.
If Disabled
If Enabled
does not reset.
If any DTC sets
If no DTC sets
8. All OK


Volt

DTC P15F9
• Review Strategy Based Diagnosis for a overview of the diagnostic approach.
DTC Descriptor
DTC P15F9: Hybrid System Engine Speed Control Intervention Request Type Signal Message Counter Incorrect
The hybrid powertrain control module is constantly sending serial data messages to the ECM regarding the operating state of the powertrain propulsion system. These
messages are sent in a continuously repeating series of rolling counts with associated password protect samples and each count/sample is assigned a value. The ECM uses
the values, during a propulsion system mode shift, to determine when and at what RPM to idle the internal combustion engine. When the ECM determines that too many of
the counts/samples contain an error value, the ECM sets DTC P15F9.
• DTC U1817 is not set.

• The engine run time is greater than 0.5 s.
• No other CAN errors are present.
• DTC P15F9 runs continuously when the above conditions are met.
The ECM detects that 10 of 16 counts/samples contain an error value.

DTC P15F9 is a Type B DTC
DTC P15F9 is a Type B DTC.
Diagnostic Aids
An intermittent fault in the CAN circuits will cause the ECM to set DTC P15F9.
DTC Type Reference
Scan Tool Reference
Note: Correct any engine control DTCs before diagnosing hybrid powertrain control module DTCs.
1. DTC P15F9 is an informational DTC. If there are no other engine control DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of hybrid
powertrain control module DTCs.
Repair Instructions

Volt

DTC P15FB
DTC Descriptor
DTC P15FB: Brake Pedal Position Sensor Signal Message Counter Incorrect
The electronic brake control module (EBCM) monitors the brake pedal position sensor in order to provide emission related brake pedal position information to the engine
control module (ECM). The EBCM sends the information, via the serial data circuit, to the ECM in a continuously repeating series of 16 rolling counts, with each count
assigned a value. When the ECM determines that too many of the counts have an incorrect value, the ECM sets DTC P15FB.

• DTC P15FB runs continuously when the above condition is met.
The ECM detects that too many of the rolling counts have an incorrect value.
• DTC P15FB is a Type B DTC.

• Brake pedal position is defaulted to 0 for as long as the fault is active.
DTC P15FB is a Type B DTC.
DTC Type Reference
Scan Tool Reference
1. DTC P15FB is an informational DTC. If there are no other engine control DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of EBCM DTCs.
Repair Instructions


Volt

DTC P162D
DTC Descriptor
DTC P162D: Evaporative Emission (EVAP) System Alarm Clock Signal Not Received
The wake up signal circuit is energised by the hybrid powertrain control module 2 to immediately activate other control modules connected to this circuit when the body control
module (BCM) signals the powertrain control module 2 that serial data is required.
Depending on the option content, control modules that may receive the wake up signal are as follows:
• 14 V Power Module

• Battery Charger
• Battery Energy Control Module (BECM)
• Electronic Brake Control Module (EBCM)
• A/C Compressor
• Transmission Control Module (TCM)
• Engine Control Module (ECM)
• Power Inverter Module
• DTC's P0502, P0503, P0722, P0723, P2610, U182D, U0073, U0074 or P2537 is not set.
• The vehicle power mode master requires serial data communication to occur.
• The hybrid powertrain control module 2 attempts to wake up the control modules connected to its control module output wake up circuit.
At Propulsion System Active, if the ECM did not receive feedback from the hybrid powertrain control module 2 that the alarm clock was set, and any one of the three wake-up
timer events did not occur, then the DTC fails.
• DTC P162D is a type B DTC.

• The control modules are never signaled; therefore the specific subsystems will not function.
• The vehicle will not start while the circuit is shorted to ground.
• The MIL will illuminate after the 2nd ignition cycle, along with several DIC messages.
DTC P162D is a type B DTC.
Diagnostic Aids
Short to ground will also set multiple no communication codes for high speed GMLAN control modules.
Schematic Reference
• Data Communication Schematics


• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
EL-48900

• Safety glasses with appropriate side shields when within 15 metres (50 feet) of the vehicle, either indoors or outdoors.
Note: Use the schematic to identify the following:
• The control modules that share the K114B hybrid powertrain control module 2 terminal 69 X2 accessory wake-up serial data 2 circuit
• The control module B+, ignition, ground, communication enable and serial data circuit terminals
1. Vehicle OFF, disconnect the X2 harness connectors at the K114B hybrid powertrain control module 2.
2. Vehicle OFF, all systems OFF, all keys at least 3 metres away from vehicle, all access doors closed. It may take up to 2 minutes for all vehicle systems to power down.
Test for greater than 100 Ω, but less than infinite resistance, between the accessory wake-up serial data 2 circuit terminal 69 X2 and ground.
If less than the specified range, refer below to Testing the Accessory Wake-Up Serial Data 2 Circuits for a Short to Ground.
If infinite resistance, test the accessory wake-up serial data 2 circuit for an open/high resistance.
3. Verify that a test lamp illuminates between each B+ circuit terminal and ground.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit tests normal and the B+ circuit fuse is open,
replace the K114B hybrid powertrain control module 2.
4. Verify that a test lamp illuminates between each ignition circuit terminal and ground.
open, replace the K114B hybrid powertrain control module 2.
5. If the circuits test normal, replace the K114B hybrid powertrain control module 2.
Testing the Accessory Wake-Up Serial Data 2 Circuits for a Short to Ground
1. Perform the High Voltage Disabling procedure before proceeding with this diagnostic. Refer to High Voltage Disabling .
2. Reconnect the 12 V battery.
3. Vehicle OFF, disconnect the harness connector at an easily accessible control module that shares the K114B hybrid powertrain control module 2 terminal 69 X2
accessory wake-up serial data 2 circuit.
4. Test for less than 100 Ω between the K114B hybrid powertrain control module 2 accessory wake-up serial data 2 circuit terminal 69 X2 and ground.
If greater than the specified range, replace the control module that was just disconnected.
5. Repeat step 1 until all control modules on the K114B hybrid powertrain control module 2 accessory wake-up serial data 2 circuit terminal 69 X2 have been disconnected.
6. Repair the short to ground on the accessory wake-up serial data 2 circuit.
Repair Instructions


Volt

DTC P1B12
DTC Descriptor
DTC P1B12: Driver Intended Brake Torque Fault
The electronic brake control module (EBCM) monitors the brake pedal position sensor in order to provide emission related brake pedal position information to the engine
control module (ECM). The EBCM sends the information, via the serial data circuit, to the ECM in a continuously repeating series of 16 rolling counts, with each count
assigned a value. When the ECM determines that too many of the counts have an incorrect value, the ECM sets DTC P1B12.
• The propulsion system is active.

• DTC P1B12 runs continuously when the above condition is met.
The ECM detects that 10 of the 16 rolling counts have an incorrect value.
DTC P1B12 is a Type C DTC.

DTC P1B12 is a Type C DTC.
DTC Type Reference
Scan Tool Reference
Note: Correct any engine control DTCs before diagnosing EBCM DTCs.
1. DTC P1B12 is an informational DTC. If there are no other engine control DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of EBCM DTCs.
Repair Instructions


Volt

DTC P1E00
• Perform the Diagnostic System Check - Vehicle Prior to using this diagnostic procedure.
DTC Descriptor
DTC P1E00: Hybrid Powertrain Control Module 2 Requested MIL Illumination
This diagnostic trouble code (DTC) indicates that an emission related DTC has set in the hybrid powertrain control module 2. The hybrid powertrain control module 2 sends a
message, via the serial data circuit, to the engine control module (ECM) requesting illumination of the malfunction indicator lamp (MIL). When the ECM receives the message,
DTC P1E00 will set in the ECM.
• The vehicle is ON for greater than 3 s.

• DTC P1E00 runs continuously when the above condition is met.
The hybrid powertrain control module 2 has set an emission related DTC.
DTC P1E00 is a Type A DTC.

DTC Type Reference
Scan Tool Reference
Note: Correct any engine control DTCs before diagnosing hybrid powertrain control module 2 DTCs.
1. DTC P1E00 is an informational DTC. If there are no other engine control DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for diagnosis of hybrid
powertrain control module 2 DTCs.
Repair Instructions


Volt

DTC P2122, P2123, P2127, P2128, or P2138

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

Accelerator Pedal Position (APP) Sensor 1 5 V Reference P06A3 P2122, P2138 P06A3, P2135 P2138
Accelerator Pedal Position (APP) Sensor 2 5 V Reference P0106, P0107, P0108, P0697 P2127, P2138 P0106, P0107, P0108, P0697 P2138
Accelerator Pedal Position (APP) Sensor 1 Signal P2122 P2122, P2138 P2123 P2138
Accelerator Pedal Position (APP) Sensor 2 Signal P2127 P2127, P2138 P2128, P2138 P2138
Accelerator Pedal Position (APP) Sensor 1 Low Reference - P2123, P2138 - P2138
Accelerator Pedal Position (APP) Sensor 2 Low Reference - P2128, P2138 - P2138

APP Sensor 1

Operating Conditions: The engine is operating.
Parameter Normal Range: APP Sensor 1 0.88-1.08 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 4-5 V
APP Sensor 1 Low Reference - 4-5 V -
APP Sensor 2

Operating Conditions: The engine is operating.
Parameter Normal Range: APP Sensor 2 0.39-0.59 V

APP Sensor 2 5 V Reference 0.00 V 0.00 V 1-3 V
APP Sensor 2 Signal 0.00 V 0.00 V 2-5 V
APP Sensor 2 Low Reference - 4-5 V -
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% at
rest to above 95% when fully depressed.
The ECM provides the accelerator pedal position or driver torque request to the hybrid powertrain control module. The hybrid powertrain control module determines how the
torque output will be distributed between the two electric motors and the engine.
P2122, P2123, P2127, P2128
• DTC P0697 is not set - P2127 or P2128.

• DTC P06A3 is not set - P2122 or P2123.
• The ignition is ON or the engine is running
P2138
• DTCs P06A3, P0697, P2122, P2123, P2127, or P2128 are not set.
• The ignition is ON or the engine is running
P2122
The ECM detects that the APP sensor 1 voltage is less than 0.46 V for greater than 1 s.
P2123
The ECM detects that the APP sensor 1 voltage is greater than 4.7 V for greater than 1 s.
P2127
The ECM detects that the APP sensor 2 voltage is less than 0.32 V for greater than 1 s.
P2128
The ECM detects that APP sensor 2 voltage is greater than 2.6 V for greater than 0.5 s.
P2138
The voltage difference between APP sensor 1 and APP sensor 2 exceeds a predetermined value for greater than 1 s.
• DTCs P2122, P2123, P2127, and P2128, and P2138 are Type A DTCs.
DTCs P2122, P2123, P2127, and P2128, and P2138 are Type A DTCs.
Diagnostic Aids
• A high resistance condition on the accelerator pedal sensor circuits could cause a DTC to set.
• Ensure that the in-line harness connector seals are installed correctly. Improper installation could result in water intrusion into the connector and cause a DTC to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
2. Verify DTC P0697 or P06A3 is not set.
Refer to for DTC P0641, P0651, P0697, or P06A3 : ECM further diagnosis.
3. Verify the APP Sensor 1 Circuit Status and APP Sensor 2 Circuit Status displays OK.
If Malfunction is displayed
If OK is displayed
4. Verify the scan tool APP Sensor 1 and 2 Agree/Disagree parameter displays Agree while performing the tests listed below:
• 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.
If Disagree
If Agree
5. Verify that DTC P2122, P2123, P2127, P2128, or P2138 is not set.
If none of the DTCs set
Records data.
7. Verify DTC P2122, P2123, P2127, P2128, or P2138 is not set.
If any DTC sets
If no DTCs set
8. All OK
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B107 accelerator pedal assembly. It may take up to 2 minutes for all vehicle systems
to power down.
2. Test for less than 5 Ω between each low reference circuit terminal listed below and ground.
• Low reference circuit terminal 4 or A
• Low reference circuit terminal 5 or D
If 5 Ω or greater
If less than 5 Ω
4. Test for 4.8-5.2 V between each 5 V reference circuit terminal listed below and ground.
• 5 V reference circuit terminal 1 or C
• 5 V reference circuit terminal 2 or F
If less than 4.8 V
5. Verify each APP sensor voltage parameter is less than 0.2 V.
If 0.2 V or greater
5.2. Test for less than 1 V between the signal circuit terminal listed below and ground.
• APP sensor 1 signal circuit terminal 3 or E
• APP sensor 2 signal circuit terminal 6 or B
If less than 0.2 V
6. Install a 3 A fused jumper wire between each signal circuit terminal listed below and the 5 V reference circuit terminal 1.
• APP sensor 1 signal circuit terminal 3 or E
• APP sensor 2 signal circuit terminal 6 or B
7. Verify the scan tool APP sensor voltage parameter is greater than 4.8 V.
If 4.8 V or less
7.2. Test for infinite resistance between the signal circuit terminal and ground.
8. Test or replace the B107 accelerator pedal assembly.
Repair Instructions
• Accelerator Pedal Position Sensor Replacement



Volt

DTC P219A
DTC Descriptor
DTC P219A: Fuel Trim Cylinder Balance Bank 1
The Fuel Trim Cylinder Balance diagnostic detects a rich or lean cylinder to cylinder air/fuel ratio imbalance. The diagnostic monitors the heated oxygen sensor (HO2S) signal
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.
• DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0116, P0117, P0118, P0119, P0122, P0123, P0128, P0201 - P0204, P0222, P0223, P0300, P0301 - P0304,
P0442, P0443, P0455, P0458, P0461, P0462, P0463, P16F3, P2101, P2135 are not set.
• A scan tool device control is not active.
• The intrusive diagnostics are not active.
• The engine overspeed protection is not active.
• The fuel control is in air-fuel Closed Loop status for greater than 1 s.
• The system voltage is greater than 10.9 V.
• The engine coolant temperature is greater than -20°C (-4°F).
• The fuel level is greater than 10%.

Multiple samples of the pre-catalyst HO2S accumulated voltage are consistently greater than the desired value.
Diagnostic Aids
• The air fuel imbalance diagnostic is very sensitive to heated oxygen sensor (HO2S) design. An aftermarket sensor or an incorrect part number may cause a DTC to set.
• Monitoring the misfire current counters, or misfire graph, may help to isolate the cylinder that is causing the condition.
• Certain aftermarket air filters may cause a DTC to set.
• Certain aftermarket air induction systems or modifications to the air induction system may cause a DTC to set.
• Certain aftermarket exhaust system components may cause a DTC to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the scan tool DTC information. Verify there are no other DTCs set.
2. Engine running, observe the MAP sensor parameter. The reading should be between 14-110 kPa (2-16 PSI).
3. Vehicle OFF, verify that none of the conditions listed below exists:
• Inspect the air induction system for modified, damaged, leaking, or restricted components.
• Inspect the crankcase ventilation system for improper operation.
• Inspect the vacuum hoses for splits, kinks, and improper connections.
• Inspect for vacuum leaks at the inlet manifold, the throttle body, and the fuel injector O-rings.
• Test for a restricted, damaged, leaking, or modified exhaust system from the catalytic converter forward. Refer to Symptoms - Engine Exhaust .
• Test the fuel injectors for improper operation. Refer to Fuel Injector Solenoid Coil Test .
• Test for fuel contamination. Refer to Alcohol/Contaminants-in-Fuel Diagnosis .
• Test for excessive fuel in the crankcase due to leaking injectors.
• Test the ignition system for improper operation. Refer to Electronic Ignition System Diagnosis .
4. If all the above conditions test normal, test the engine for any mechanical conditions which could alter the flow into the combustion chamber. Refer to Symptoms -
Engine Mechanical .
Repair Instructions


Volt

DTC P2400-P2402
DTC Descriptors
DTC P2400: Evaporative Emission (EVAP) System Leak Detection Pump Control Circuit
DTC P2401: Evaporative Emission (EVAP) System Leak Detection Pump Control Circuit Low Voltage
DTC P2402: Evaporative Emission (EVAP) System Leak Detection Pump Control Circuit High Voltage

B+ P2400, P2419 P2400, P2418 -
Evaporative Emission System Leak Detection Pump Control P2401 P2400 P2402
The evaporative emission (EVAP) system uses an EVAP leak detection pump to test for system leaks. The EVAP leak detection pump assembly consists of the following
components:

The ECM commands the EVAP leak detection pump control circuit through an internal switch called a driver. The ECM monitors the commanded and actual status of the
driver. If the ECM detects they do not match a DTC sets.

• P2400, P2401 and P2402 run continuously when the above conditions are met.
Diagnostic Aids
• The EVAP leak detection pump is very quiet. You might feel it running rather than hear it.
• The devices have to be in their commanded state.
• Where multiple DTCs set look for a common root cause like battery feeds, grounds, splices, etc.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Note: This EVAP leak detection pump is very quiet. You might feel it running rather than hear it.
1. Vehicle in Service Mode, observe the EVAP leak detection pump output control parameters with a scan tool.
• EVAP Leak Detection Pump Output Circuit High Voltage Test Status
• EVAP Leak Detection Pump Output Circuit Open Test Status
• EVAP Leak Detection Pump Output Circuit Low Voltage Test Status
1. Vehicle OFF, disconnect the harness connector at the Q63 evaporative emission system leak detection pump.
2. Vehicle in Service Mode, verify that a test lamp illuminates between the battery circuit terminal 3 and ground.
If the test lamp does not illuminate, test the battery circuit for a short to ground or an open/high resistance. If the circuit tests normal and the battery circuit fuse is
open, test all components connected to the battery circuit and replace as necessary.
If less than the specified range, test the control circuit for a short to ground or an open/high resistance. If the circuit/connections test normal, replace the K20 ECM.
4. Command the EVAP leak detection pump ON and OFF with a scan tool. The DMM should transition from 2.5-3.5 V when commanded OFF, to less than 0.2 V when
commanded ON.
If not the specified values, replace the K20 ECM.
5. If all circuits test normal, test or replace the Q63 evaporative emission system leak detection pump.
Repair Instructions



Volt

DTC P2418-P2420
DTC Descriptors
DTC P2418: Evaporative Emission (EVAP) System Leak Detection Pump Switching Valve Control Circuit
DTC P2419: Evaporative Emission (EVAP) System Leak Detection Pump Switching Valve Control Circuit Low Voltage
DTC P2420: Evaporative Emission (EVAP) System Leak Detection Pump Switching Valve Control Circuit High Voltage

B+ P2400, P2419 P2400, P2418 -
EVAP Leak Detection Pump Switching Valve Control P2419 P2418 P2420
The evaporative emission (EVAP) system uses an EVAP leak detection pump to test for system leaks. The EVAP leak detection pump assembly consists of the following
components:

The engine control module (ECM) commands the EVAP leak detection pump switching valve to vent or not venting, pumping, position by a switch called a driver. The ECM
monitors the commanded state of the driver and the actual state of the control circuit. If they do not match it sets a DTC. The switching valve is located inside the EVAP leak
detection pump and is non-serviceable.
P2418, P2419 and P2420 run continuously when the above conditions are met.
Diagnostic Aids
• Where multiple DTCs set look for a common root cause like battery feeds, grounds, splices, etc.
• Indeterminate state will display if the device is not in a commanded state. This is not to be considered a failure. Use the scan tool to exercise the device.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the EVAP leak detection pump switching valve parameters with a scan tool.
• EVAP Leak Detection Pump Switching Valve Output Circuit High Voltage Test Status
• EVAP Leak Detection Pump Switching Valve Output Circuit Open Test Status
• EVAP Leak Detection Pump Switching Valve Output Circuit Low Voltage Test Status
1. Vehicle OFF, disconnect the harness connector at the Q63 evaporative emission system leak detection pump.
2. Vehicle in Service Mode, verify that a test lamp illuminates between the battery voltage circuit terminal 5 and ground.
If the test lamp does not illuminate, test the battery voltage circuit for a short to ground or an open/high resistance. If the circuit tests normal and the battery voltage
circuit fuse is open, test all components connected to the battery voltage circuit and replace as necessary.
4. Command the EVAP Leak Detection Pump Switching Valve to Venting and Not Venting with a scan tool. The DMM should transition from 2.5-3.5 V when commanded to
Venting, to less than 0.2 V when commanded to Not Venting.
If not the specified values, replace the K20 ECM.
5. If all circuits test normal, test or replace the Q63 evaporative emission system leak detection pump.
Repair Instructions



Volt

DTC P2422
DTC Descriptors
DTC P2422: Evaporative Emission (EVAP) Vent Solenoid Valve Stuck Closed
The EVAP vent solenoid valve controls fresh airflow into the EVAP canister. Battery voltage is supplied to the normally closed evaporative emission (EVAP) vent solenoid
valve. The ECM commands the solenoid valve open (venting) or closed (not venting) by grounding the EVAP vent solenoid valve output circuit through an internal switch
called a driver. The ECM monitors the EVAP leak detection pump pressure sensor, gauge, to determine if a EVAP system pressure (vacuum) is near or above the reference
pressure (vacuum) after a calibrated period of time. The ECM uses this reference to determine if the valve is stuck and sets the DTC when the vacuum exceeds a calibrated
threshold.
• DTCs P043E, P043, P0101, P0102, P0103, P0106, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0121, P0122, P0123, P0128, P012B,
P012C, P012D, P145C, P145D, P145E, P0222, P0223, P0449, P0451 P0452, P0453, P0461, P0462, P0463, P0498, P0499, P0502, P0503, P06E4, P0722, P0723,
P1221, P1458, P1459, P145A, P2066, P2067, P2068, P2400, P2401, P2402, P2418, P2419, P2420, P2421, P2422, P2450, P2537, P2610, U0073, U0074, U0140,
U182D is not set.
• The EVAP vent solenoid transitions from closed to open to closed
• The EVAP leak detection pump switching valve in not venting, pump position
• The EVAP leak detection pump is ON
• The odometer greater than 15.9 km (9.9 mi)
• The engine coolant temperature less than 40°C (104°F)
• The inlet air temperature is between -4 -45°C (25 -113°F)
• The system voltage greater than 10 V
• There is no key up during test
• The service bay test is not active
• The device control exceeds 0.5 s
5.0, 7.0 or 9.5 hours.
Sufficient pressure or vacuum exist in the fuel tank system.
• The fuel tank pressure (FTP) sensor indicates a pressure greater than 0.697 kPa (0.1 PSI) or a vacuum less than -0.697 kPa (-0.1 PSI) and the vent solenoid is
commanded OPEN.
• The change in the FTP sensor reading is less than 1 kPa (0.15 PSI) after 10 s.
Or
No pressure or vacuum exists in the fuel tank system
• The FTP sensor indicates a pressure less than 0.697 kPa (0.1 PSI) or a vacuum greater than -0.697 kPa (-0.1 PSI) and the vent solenoid is commanded OPEN
• The EVAP leak detection pump is commanded ON
• The 0.020" reference orifice vacuum measurement minus the EVAP leak detection pump sensor, gauge, vacuum reading is less than 0.3 kPa (0.04 PSI) after 5 s.
DTC P2422 is a Type B DTCs.
DTC P2422 is a Type B DTCs.
Diagnostic Aids
• A P0451 or P0497 can set with the Vehicle ON, the engine running and a stuck valve.
• A P0451 or P2422 can set with the Vehicle in Service Mode and a stuck valve.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Engine running, observe the DTC information with a scan tool. DTC P0449, P0498, or P0499 should not set.
2. Vehicle in Service Mode, command the EVAP vent solenoid valve ON and OFF with the scan tool. An audible click should be heard when the valve operates.
3. Vehicle in Service Mode, observe the EVAP vent solenoid valve output circuit parameters with a scan tool.
• EVAP Vent Solenoid Valve Output Circuit High Voltage Test Status
• EVAP Vent Solenoid Valve Output Circuit Open Test Status
• EVAP Vent Solenoid Valve Output Circuit Low Voltage Test Status
Component Testing
2. Test for 25.0-30.0 Ω between the control terminal 1 and the battery voltage terminal 2.
30 s.
4. Reconnect the harness connector at the Q13 evaporative emission vent solenoid valve.
5. Energise the Q13 evaporative emission vent solenoid valve with a scan tool and apply vacuum to the pump side of the valve. It should not hold vacuum.
Repair Instructions



Volt

DTC P2450
DTC Descriptors
DTC P2450: Evaporative Emission (EVAP) System Leak Detection Pump Switching Valve Performance
components:

When the EVAP leak detection vacuum pump is ON, and the EVAP leak detection pump switching valve transitions from vent to not venting, pump, position, there should be
an initial vacuum drop followed by a vacuum increase on a good system. The diagnostic looks for a difference relative to the reference vacuum, either an increase or
decrease. No vacuum change indicates a problem with the EVAP leak detection pump switching valve and a P2450 is set. The switching valve is integral to the EVAP leak
detection pump assembly and is non serviceable.
• DTCs P043E, P043F, P0451, P1458, P145C, P145D, P0101, P0102, P0103, P0106, P0107, P0108, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0121,
P0122, P0123, P0128, P012B, P012C, P012D, P0222, P0223, P0449, P0452, P0453, P0461, P0462, P0463, P0498, P0499, P0502, P0503, P06E4, P0722, P0723,
P1221, P1459, P145A, P2066, P2067, P2068, P2400, P2401, P2402, P2418, P2419, P2420, P2537, P2610, U0073, U0074, U0140, U182D and P2422 are not set.
• The purge solenoid valve is closed
• The vent solenoid valve is closed
• The vehicle is OFF
• The refuelling request button pressed
• The EVAP leak detection pump switching valve transitions from vent to not venting, pump position
• The EVAP leak detection vacuum pump is ON
• There are three possible time windows for this test to run. Up to that point, and through this time period, the propulsion system must not be active. These time windows
are: 5.0, 7.0 or 9.5 hours.
The EVAP leak detection pump is commanded ON, and the EVAP leak detection pump switching valve transitions from vent to not venting, pump, position. If all conditions
are not met after 5 s, then the EVAP leak detection pump switching value is stuck and the P2450 sets.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the EVAP leak detection pump switching valve command parameter with a scan tool.
The parameter should display Venting or Not Venting
Component Testing
Note: Ensure that the vehicle underbody temperature is similar to the ambient temperature and allow the surrounding air to stabilise before starting the diagnostic procedure.
1. Vehicle in Service Mode, command the EVAP Test with the scan tool and observe the following parameters.
• The switching valve command status should change from Venting to Not Venting.
• The EVAP leak detection pump command should show On
• The EVAP vent solenoid valve command should show On
2. Observe and note the EVAP leak detection pump pressure and Fuel Tank Pressure.
Both pressures should drop.
3. If status changes, but no pressure drop, remove the vent pipe and the fresh air pipe from the EVAP leak detection pump assembly.
Look into the pump openings, inspect and repair any of the conditions listed below:
• The EVAP leak detection pump to the vent solenoid tube and clamps for damage or restriction
• Missing or damaged EVAP leak detection pump O-rings
• The fresh air tube near the fuel fill pocket for a restriction
• The fresh air tube for a restriction
4. If all components test normal, replace the Q63 EVAP leak detection pump assembly.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the diagnostic procedure



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DTC P2534 - Fuel Pump Control Module

DTC Descriptor
DTC P2534: Ignition 1 Switch Circuit Low Voltage
Circuit Short to Ground Open or High Resistance Short to Voltage Signal Performance
IGN Voltage P2534 P2534 - -
The fuel pump control module monitors the ignition voltage circuit in order to determine if the voltage is within the normal operating range.
The FPCM detects that the IGN voltage is less than 6.0 V.

Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

If DTC P0562 is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Vehicle OFF, disconnect the harness connector of the K27 fuel pump control module.
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance.
Repair Instructions


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DTC P2537
DTC Descriptor
DTC P2537: Accessory Wakeup Serial Data 2
Short to Signal
Accessory Wakeup Serial C0561, P0335, P0700, P0AC4, P1E00, P2537, U0100, C0561, P0335, P0700, P0AC4, P1E00, P2537, U0100, P0AC4,
-
Data 2 U1818, U1861 U1818, U1861 P1E00
The hybrid powertrain control module 2 supplies 12 V to the Accessory Wakeup Serial Data 2 circuit as a wakeup signal to the control modules listed below. This occurs when
the body control module (BCM) signals the engine control module (ECM) that serial data is required.
• G1 A/C Compressor

• K1 14 V Power Module
• K16 Battery Energy Control Module (BECM)
• K17 Electronic Brake Control Module (EBCM)
• K20 Engine Control Module
• T6 Power Inverter Module
• T12 Transmission Control Module (TCM)
• T18 Battery Charger Control Module
• The propulsion system is active for greater than 0.5 s.

• The DTC runs once per ignition cycle when the above condition is met.
The ECM detects that the state of the accessory line is low when it should be high.
DTC P2537 is a type B DTC.
DTC P2537 is a type B DTC.
Diagnostic Aids
A short to ground or an open/high resistance on the Accessory Wakeup Serial Data 2 circuit may set multiple no communication codes for high speed GMLAN control
modules.
Schematic Reference


• Data Link Communications Description and Operation
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle in Service Mode, observe the DTC information with a scan tool. DTC UXXXX should not be set.
2. Observe the DTC information with a scan tool. DTC P2537 should not be set.
1. Vehicle OFF, disconnect the X2 harness connector at the K114B hybrid powertrain control module 2.
2. Vehicle in Service Mode, verify that a test lamp does not illuminate between the accessory wakeup serial data 2 circuit terminal 69 X2 of the harness connector and B+.
If the test lamp illuminates, repair the circuit for a short to ground.
3. Connect a 3 A fused jumper wire between the accessory wakeup serial data 2 circuit terminal 69 X2 of the harness connector and B+. The scan tool Ignition Accessory
Signal parameter should display ON.
If the parameter does not display ON, repair the accessory wakeup serial data 2 circuit for an open/high resistance.
4. If all circuits test normal, replace the K20 ECM.
Repair Instructions
Control Module References for control module replacement, programming and setup


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DTC P2618 or P2619

DTC Descriptors
DTC P2618: Crankshaft Position Signal Output Circuit Low Voltage
DTC P2619: Crankshaft Position Signal Output Circuit High Voltage
Short to Open/High Signal

Short to Voltage
Circuit Ground Resistance Performance
Crankshaft Position Sensor C0242, C0561, P0335, P0606, P0700, P0AB9, P0AC4, P0AF8, P148A, P148C, P1E00, P2619,
P2618 P0AC4, P0335 -
Output Circuit U0100, U0121, U1839, U186A, U1876, U1879
The engine control module (ECM) outputs a signal through an output driver that replicates the crankshaft position signal. This output signal is used for the power inverter
module. The ECM monitors the electrical integrity of the crankshaft position output signal to check for the signal being shorted to ground or shorted to power.
P2618

• The engine is not cranking.
• The crankshaft position output is commanded high.
P2619

• The engine is not cranking.
• The crankshaft position output is commanded low.
Schematic Reference


• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Engine running, observe the hybrid powertrain control module Engine Speed parameter with a scan tool. The reading should display an engine speed greater than
0 RPM.

1. Vehicle OFF, disable high voltage at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling .
2. Connect the 12 V battery.
3. Vehicle OFF, disconnect the X2 harness connector at the T6 power inverter module.
4. Vehicle in Service Mode, test for 0.04 V between the signal circuit terminal X2-5 and ground.
Repair Instructions
Control Module References for ECM or hybrid powertrain control module setup, and programming


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DTC P2635 - Fuel Pump Control Module

DTC Descriptor
DTC P2635: Fuel Pump Flow Performance

Control P0231 P023F P0232 P023F, P2635
Low Reference - P023F - P023F, P2635
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.
• 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 engine has been running for more than 30 seconds.
• Low fuel level warning not present.
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 fuel
rail pressure.
Diagnostic Aids
On vehicles equipped with a high pressure mechanical pump on Direct Fuel Injection engines, the vehicle may continue to run even though the pump in the fuel tank is not
operating.
Schematic Reference

• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Note: Do not replace the fuel pump control module based on a history DTC P2635. The DTC P2635 may be stored but that does not indicate a failure of the fuel pump control
module. Refer to Strategy Based Diagnosis for further history DTC diagnostics.
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 .
3. Vehicle OFF, test for less than 5.0 Ω 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. Vehicle OFF, install a test lamp between the control circuit terminal 1 and the low reference circuit terminal 2.
5. Vehicle in Service Mode, 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.
module.
6. Perform the Fuel System Diagnosis to verify proper fuel pressure.
If the fuel pressure is not normal, replace the G12 fuel pump
Repair Instructions



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Symptoms - Engine Controls

Symptoms Description
Symptoms cover 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.
However, symptoms which affect the internal combustion engine (ICE) of a typical gas powered vehicle may not be noticeable on the Volt ICE. For the Volt ICE, symptoms
such as, hesitation, sag, stumble, sluggishness, surging, and even engine stalling, are buffered by the Voltec propulsion system, which is designed to smooth out ICE
irregularities. Even when the battery pack is depleted and the ICE is forced to run in order to sustain the charge, the battery pack should still have enough retained power to
perform this buffering function. Refer to Hybrid Modes of Operation Description for more information.
Perform the symptoms testing before using the additional symptoms testing.
Symptoms Definition
Backfire: Fuel ignites in the inlet manifold or in the exhaust system, making a loud popping noise.
Cuts Out, Misfires: A steady pulsation or jerking that follows engine speed. The exhaust has a steady spitting sound.
Detonation/Spark Knock: A mild to severe ping which usually gets worse while under load. The engine makes sharp metallic knocks that change with throttle opening.
Dieseling, Run-On: The engine continues to run after the vehicle is turned OFF.
Engine Control Module (ECM) Commanded Reduced Engine Power: The ECM illuminates the Reduced Engine Power lamp and will limit engine power under potential
engine damaging or emissions related conditions. A DTC may be not be set.
Fuel Odor: A noticeable smell of unburned fuel.

Hard Start: Engine does not start for a long time. The engine does eventually run, or may start but immediately stall.
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.
Poor Fuel Fill Quality: Difficulty when refuelling the vehicle.
Rough, Unstable Idle and/or Stalling: The engine runs unevenly. If severe, the engine or the vehicle may shake and the engine may stall.
Symptoms Verification
Before using the Symptom tables, perform the following inspections
• Verify the engine control module (ECM) and the malfunction indicator lamp (MIL) are operating correctly.
• Verify there are no DTCs stored.
• Verify the scan tool data is within the normal operating range.
• Verify there are no Bulletins available for the current symptom.
• Verify the vehicle tires are correctly inflated and meet original equipment specifications.
• Verify the Hybrid/EV Battery Pack state of charge. A low state of charge will force the engine to idle at a higher rpm. Refer to Plug-In Charging System Description and
Operation .
• 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 to 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 temperature
• High underhood temperature
• Excessive heat in a component or in a 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
• Verify that the control module grounds are clean, tight, and correctly located.
• Verify that the vacuum hoses are not split or kinked, and are properly routed and connected.
• Verify that the air filter is clean and free from restrictions.
• Verify that there is no water intrusion in connectors, terminals, and components.
• Inspect the air inlet 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 inlet 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, ECM Commanded Reduced Engine Power, Fuel Odor, Hard Start, Poor Fuel Economy,
Poor Fuel Fill Quality, or Rough, Unstable Idle and/or Stalling.
• Test or inspect the fuel system for the following conditions:
- Incorrect operation, volume and pressure. Refer to Fuel System Diagnosis .
- Leaking or improperly operating fuel injectors. Refer to Fuel Injector Solenoid Coil Test .
Improper fuel quality. Refer to Alcohol/Contaminants-in-Fuel Diagnosis .
-
• Test or inspect the ignition system for the following conditions:
Note: Observe the scan tool Cylinder 1-4 Current Misfire Counters and the Ignition Coil Control Circuit Status parameters to help isolate an ignition system condition.
- Spark plugs for incorrect heat range, coolant or oil fouling, or an abnormal condition. Refer to Spark Plug Inspection and Spark Plug Replacement .
- Secondary ignition system component susceptible to moisture. Wet down the secondary ignition system with water from a spray bottle. This may help locate damaged
or deteriorated ignition system components. Look/listen for arcing or misfiring as the water is applied.
- Weak spark. Use the J 26792 for testing and refer to Electronic Ignition System Diagnosis . For equivalent regional tools, refer to Special Tools : Diagnostic Tools .
• Test or inspect for the following conditions:
- Items that can cause an engine to run lean or rich. Refer to DTC P0171 or P0172 for additional information.
- An intermittent crankshaft position sensor 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.
- Knock sensor system excessive spark retard activity. Observe the scan tool Knock Retard parameter for activity greater than 0° and refer to DTC P0324, P0326, or
P06B6 and DTC P0325, P0327, or P0328 for further diagnosis.
- Electromagnetic interference on the reference circuit, which can cause a misfire condition. You can usually detect electromagnetic interference 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 may be an indication that
electromagnetic interference is present. Inspect the high voltage components near the ignition control circuit if a condition exists.
- Inspect the heated oxygen sensors (HO2S) for contamination from fuel, silicon, or the incorrect use of RTV sealant. The sensors may have a white powdery coating
resulting in a high, but false, signal voltage, which gives a rich exhaust indication.
- A leaking or restricted positive crankcase ventilation system.
• Inspect the exhaust system components for the following:
- Physical damage or possible internal malfunction.
- Restricted 3-way catalysts.
For more information, refer to Symptoms - Engine Exhaust
• Inspect the engine cooling system for the following conditions:
- A thermostat with incorrect heat range. Refer to Thermostat Diagnosis .
- Improperly operating engine cooling fans. Refer to DTC P1485-P1487 .
- Improperly operating engine coolant thermostat heater. Refer to DTC P0597-P0599 .
- Low engine coolant level. Refer to Cooling System Draining and Filling .
• Inspect the engine for the following mechanical failures:
- Excessive oil in the combustion chamber or leaking valve seals
- Incorrect cylinder compression
- Sticking or leaking valves
- Worn camshaft lobes
- Incorrect valve timing
- Broken valve springs
- Excessive carbon buildup in the combustion chambers. Clean the chambers with top engine cleaner, if necessary. 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
Detonation/Spark Knock
• Test the engine for an overheating condition. Refer to Engine Overheating .
• Inspect for excessive carbon buildup in the combustion chambers. Clean the chambers with Top Engine Cleaner, if necessary. Follow the instructions on the can.
Engine Control Module (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.
Fuel Odour
• Inspect for a Saturated EVAP canister. Refer to Evaporative Emission Control System Description .
• Inspect for a condition with the internal components of the fuel tank assembly. Refer to Fuel System Description .
Hard Start
• Test the engine coolant temperature (ECT) sensor. Compare the ECT sensor value to the inlet air temperature (IAT) sensor value on a cold engine. The ECT and IAT
sensor values should be within approximately 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 for resistance specifications. Replace the ECT sensor if the resistance is not within specification. If the sensor is within the specification,
test the ECT circuits for a high resistance.
• Test the fuel pump operation. The fuel pump should turn ON for 2 s when attempting to start the engine. Refer to Fuel Pump Electrical Circuit Diagnosis .
• 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 bore and clean, if necessary. Refer to Throttle Body Inspection and Cleaning .
Poor Fuel Economy
• Inspect for heavy loads being carried or towed.

• Inspect for restricted vent lines

• Inspect for high fuel temperature
• Inspect for a condition with the internal components of the fuel tank assembly
For more information, refer to the following:

• Evaporative Emission Control System Description
Rough, Unstable Idle and/or Stalling
• Inspect the engine mounts. Refer to Engine Mount Inspection .



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Condition Causes
DEFINITION: During the fuelling process a continual, occasional or no fuel nozzle shut-off condition has occurred.
Difficult to fill • Fuel fill limiter vent valve stuck closed
• Evaporative emission (EVAP) canister restricted
• High fuel temperature
• Fuel filler hose is kinked
• Faulty dispensing nozzle
Over fill • Fill limiter vent valve stuck open or leaking
• Fuel inlet check valve stuck open
Pre-mature shut-off of the fuel dispensing nozzle occurs immediately after engaging dispensing nozzle, • Restricted vapour lines or fuel fill pipe
tank empty • High fuel temperature
• Inlet check valve at tank stuck closed, fill pipe full of fuel
• Fuel tank full, gauge not accurate
• Kinked, pinched or plugged lines in fuel tank vent system
• EVAP canister restricted
Pre-mature shut-off of the fuel dispensing nozzle, more than 1/8 of tank capacity dispensed
• Fuel limiting vent valve stuck closed or obstruction at top of
fuel tank
Fuel Spitback • Restricted EVAP canister
• High fuel temperature


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Malfunction Indicator Lamp (MIL) Diagnosis

The malfunction indicator lamp (MIL) illuminates to inform the driver that an emission system fault has occurred and the engine control system requires service. Ignition
voltage is supplied directly to the MIL and, when the emission system fault occurs, the engine control module (ECM) turns the MIL ON by grounding the MIL control circuit.
Under normal operating conditions, the MIL should be ON only when the vehicle is ON and the engine is OFF.
Diagnostic Aids
If the condition is intermittent, move the related harnesses and connectors with the vehicle ON and the engine OFF, and with the engine running while monitoring the scan
tool MIL control circuit status parameters. The MIL control circuit status parameters will change from OK or Not Run to Malfunction if there is a condition with the circuit or a
connection.
Schematic Reference


• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: Any MIL requesting DTCs that may be set should be diagnosed first.
1. Engine running, command the MIL ON and OFF with a scan tool. The MIL should turn ON and OFF as commanded.
2. Command the MIL ON and OFF with a scan tool while observing the control circuit status parameters listed below:
3. Vehicle in Service Mode, command the MIL ON and OFF with a scan tool while observing the control circuit status parameters listed below:
1. Vehicle in Service Mode, verify that the P16 instrument cluster warning indicators are illuminated.
If the P16 instrument cluster indicators are not illuminated, test the ignition circuit terminal 31 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.
2. Vehicle OFF, disconnect the harness connector X1 at the K20 engine control module.
3. Vehicle in Service Mode, observe the MIL. The MIL should not illuminate.
If the MIL is illuminated, test the control circuit terminal 52 X1 for a short to ground. If the circuit tests normal, replace the P16 instrument cluster.
4. Connect a 3 A fused jumper wire between the control circuit terminal 52 X1 and ground. The MIL should illuminate.
If the MIL does not illuminate, test the control circuit for a short to voltage or an open/high resistance. If the circuit tests normal, replace the K20 engine control
module.
Repair Instructions



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The engine cranks but does not run is an organised approach to identify a condition which prevents the engine from starting. This diagnostic directs the technician to the
appropriate system diagnosis.
Diagnostic Aids
• When the engine is started, it is cranked by the 300 V drive motor/generator, which can rotate the engine to operating speed (800 RPM) within just a few hundred
milliseconds. However, it may be difficult to determine the running state of the engine. Observe the scan tool ICE Status parameter to determine the running state of the
engine. The parameter will display one of the following values:
• Engine Stalled
• Invalid
• OFF
• Running
• Silent Start
• Stop
• Start
• Some failure conditions can make the engine appear to start, run briefly, then stall, which results in the following two DIC messages being displayed:
• Engine Not Available, Service Vehicle Soon
• Propulsion Power Reduced
• Inspect the engine for good secure electrical grounds.
• Insufficient fuel can prevent the engine from starting. 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 prevent the engine from starting. 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 for combustion to take place. 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 for the engine to start. 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 vehicle in good condition.
• Inspect the engine for good secure electrical grounds.
• Water or foreign material in the fuel can prevent the engine from starting. During freezing weather, the water can freeze inside the fuel system. After 30 min in a heated
repair shop, the water may melt and allow the engine to start. The malfunction may not recur until parked overnight in freezing temperatures.
• Under extreme weather conditions, or over a period of time, the ignition system may become susceptible to moisture. This condition may become serious enough to
prevent the engine from starting. Bring the vehicle into a dry, heated garage and allow it to dry out for several hours. If the engine then starts, inspect for an ignition
system that is susceptible to moisture.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Special Tools
• CH-48027 Digital Pressure Gauge.
• J 26792 HEI Spark Tester.
• J 36012-A Ignition System Diagnostic Harness.
• J 34730-2C Injector Tester.
Note: This diagnostic assumes the following:

• The battery is completely charged. See Battery Inspection/Test .
• There is adequate fuel in the fuel tank.
1. Attempt to start the engine while observing the DTC information with a scan tool. Verify that DTC P0117, P0118, P018B, P018C, P018D, P0119, P0121, P0122, P0123,
P0222, P0223, P0231, P0232, P023F, P025A, P0335, P0336, P0513, P0562, P0563, P0601, P0602, P0603, P0604, P0606, P062F, P0628, P0629, P0633, P0641,
P064A, P0685, P0689, P0690, P06A6, P1255, P1516, P1631, P1682, P16F3, P2101, P2119, P2135, P2176, P2610 or P2635 are not set.
2. Attempt to start the engine while observing the scan tool Engine Speed parameter with a scan tool. The scan tool should indicate an engine speed greater than 0 RPM.
If the engine speed is 0 RPM, refer to DTC P0335 or P0336 .
3. Vehicle in Service Mode, command the fuel pump enable ON with a scan tool while observing the circuit status parameters listed below:
If not the specified value, refer to Fuel Pump Electrical Circuit Diagnosis .
4. Vehicle OFF, install the CH-48027 . Refer to Fuel Pressure Gauge Installation and Removal .
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.
5. Vehicle in Service Mode, command the fuel pump enable ON with a scan tool. The fuel pressure should be between 365-414 kPa (53-60 PSI).
If not within the specified range, refer to Fuel System Diagnosis .
6. Vehicle OFF, disconnect the harness connector at a Q17 Fuel Injector.
7. Connect the J 34730-2C to the fuel injector harness connector.
8. Vehicle ON, attempt to start the engine while observing the injector tester. The injector tester should flash or illuminate.
If the injector tester does not flash or illuminate, refer to DTC P0201, P0202, P0203, or P0204 for further diagnosis.
Note: It may be necessary to secure the J 36012-A to the spark plug boots with electrical tape.
9. Install the J 36012-A to the spark plug boots.

10. Connect the J 26792 between the boot of a spark plug wire and ground.
11. Connect the remaining wires to the appropriate cylinders.
Note: An erratic or weak spark is considered a no spark condition.
12. Attempt to start the engine while observing the spark tester. The spark tester should spark.
If there is no spark, refer to Electronic Ignition System Diagnosis .
• Air inlet duct to the throttle body collapsed
• Air filter and air inlet system restricted/obstructed
• Spark plugs gas or coolant fouled
• Skewed manifold absolute pressure (MAP) sensor
• Skewed engine coolant temperature (ECT) sensor
• Restricted exhaust system. Refer to Restricted Exhaust .
• Fuel contamination. Refer to Alcohol/Contaminants-in-Fuel Diagnosis .
• Engine mechanical condition, for example, worn timing chain or low compression. Refer to Symptoms - Engine Mechanical .
Repair Verification

• Spark Plug Replacement


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Fuel System Diagnosis

The engine control module (ECM) supplies voltage to the fuel pump control module when power up is commanded. 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 fuel pump module in order to maintain the desired fuel line 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.
The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel tank fuel pump module inside the fuel tank. The fuel pump supplies high pressure
fuel through the fuel feed pipe to the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel tank fuel pump module. The
function of the venturi pump is to fill the fuel tank fuel pump module reservoir. The fuel tank fuel pump module contains a reverse flow check valve. The check valve maintains
fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times.

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Special Tools
• CH 48027 Digital Pressure Gauge

• EN 37287 Fuel Line Shut-Off Adapters
Note:
• Inspect the fuel system for damage or external leaks before proceeding.
• Verify that adequate fuel is in the fuel tank before proceeding.
• The scan tool 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. Vehicle in Service Mode, observe the DTC information with a scan tool. DTC P018B, P018C, P018D, P0231, P0232, P023F, P025A, P0562, P0563, P0601-P0604,
P0606, P062F, P0641, P064A, P06A6, P1255, P2534, P2635, U0073, U0100 or U0140 should not be set.
2. Vehicle OFF, all accessories OFF, install a CH 48027 Gauge . Refer to Fuel Pressure Gauge Installation and Removal
Note: DO NOT perform the Fuel System Diagnosis if the engine coolant temperature is above 60°C (150°F). High fuel pressure readings may result due to hot soak fuel
boiling. With the engine OFF, the fuel pressure may increase beyond the pressure relief regulator valve's setting point of 690 kPa (100 psi) ± 5 percent.
4. Verify the fuel pressure is between 379-427 kPa (55-62 psi) with the fuel pump operating.
5. Engine running at normal operating temperature, the Fuel Pump Control Module Fuel Pressure Sensor parameter should read between 296-310 kPa (43-45 psi).
Note:
• The scan tool 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.
2. Observe the fuel pressure gauge while the fuel pump is operating. Verify the fuel pressure is between 379-427 kPa (55-62 psi).
If the fuel pressure is greater than the specified range, replace the fuel tank fuel pump module.
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 fuel tank fuel pump module.
• Restricted fuel feed pipe
• Inspect the harness connectors and the ground circuits of the fuel pump for poor connections.
3. Verify that the fuel pressure does not decrease more than 34 kPa (5 psi) in 1 minute.
If the fuel pressure decreases more than the specified value, perform the following procedure:
3.1. Vehicle OFF, relieve the fuel pressure.
3.2. Install the EN 37287 Adapter between the fuel feed pipe and the fuel rail.
3.3. Open the valve on the EN 37287 Adapter .
3.4. Vehicle in Service Mode, command the Fuel Pump Enable ON with a scan tool and bleed the air from the CH 48027 Gauge .
3.5. Command the Fuel Pump Enable ON and then OFF with a scan tool.
3.6. Close the valve on the EN 37287 Adapter .
3.7. Monitor the fuel pressure for 1 minute.
If the fuel pressure decreases more than 34 kPa (5 psi) within the specified time, locate and replace the leaking fuel injector(s).
If the fuel pressure does not decrease more than 34 kPa (5 psi) within the specified time, replace the fuel tank fuel pump module.
4. Relieve the fuel pressure to 69 kPa (10 psi).
5. Verify that the fuel pressure does not decrease more than 14 kPa (2 psi) in 5 minutes.
If the fuel pressure decreases more than the specified value, replace the fuel tank fuel pump module.
6. 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 fuel tank fuel pump module.
• Restricted fuel feed pipe
• Inspect the harness connectors and the ground circuits of the fuel pump for poor connections
7. If the fuel system tests normal, refer to Symptoms - Engine Controls , Fuel Injector Solenoid Coil Test , and Fuel Injector Balance Test .
Repair Instructions
• Fuel Feed Pipe Replacement : Chassis → Engine Compartment

• Fuel Injector Replacement

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Fuel Pump Electrical Circuit Diagnosis


Fuel Pump High Signal P0231 P023F P0232 P023F, P2635
Fuel Pump Low Signal - P023F - P023F, P2635
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.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Vehicle in Service Mode, command the fuel pump ON and OFF using the scan tool ECM output control. The fuel pump should turn on and off.

3. Vehicle in Service Mode, 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.
module.
4. Vehicle OFF, connect a test lamp between the control circuit terminal 1 and the low reference circuit terminal 2.
5. Vehicle in Service Mode, 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-circuit 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 Instructions


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Fuel Injector Solenoid Coil Test

The engine control module (ECM) enables the appropriate fuel injector pulse for each cylinder. The ignition voltage is supplied directly to the fuel injectors. The ECM controls
each fuel injector by grounding the control circuit via a solid state device called a driver. A fuel injector coil winding resistance that is too high or too low will affect the engine
driveability. A fuel injector control circuit DTC may not set, but a misfire may be apparent. 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.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Component Testing
Verify the resistance of each Q17 fuel injector with one of the following methods:
• If the engine coolant temperature (ECT) sensor is between 10-32°C (50-90°F), the resistance of each fuel injector should be 11-14 Ω. If the injectors measure OK,
perform the Fuel Injector Balance Test. Refer to Fuel Injector Balance Test .
If not within the specified range, replace the Q17 fuel injector.
• If the ECT sensor is not between 10-32°C (50-90°F), measure and record the resistance of each fuel injector. Subtract the lowest resistance value from the highest
resistance value. The difference between the lowest value and the highest value should be equal to or less than 3 Ω. If the injectors measure OK, perform the Fuel
Injector Balance Test. Refer to Fuel Injector Balance Test .
If not within the specified range, add all of the fuel injector resistance values to obtain a total resistance value. Divide the total resistance value by the number of fuel
injectors to obtain an average resistance value. Subtract the lowest individual fuel injector resistance value from the average resistance value. Compute the difference
between the highest individual fuel injector resistance value and the average resistance value. Replace the Q17 fuel injector that displays the greatest difference above
or below the average.
Repair Instructions


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Fuel Injector Balance Test

When performing the fuel injector balance test, the scan tool is first used to energise the fuel pump. The scan tool is then used to pulse each injector for a precise amount of
time, allowing a measured amount of fuel to be injected. This causes a drop in the system fuel pressure that can be recorded and used to compare each injector.
Diagnostic Aids
• Monitoring the Cylinder 1-4 Current Misfire Counters may help to isolate the fuel injector that is causing the condition.
• Operating the vehicle over a wide temperature range may help isolate the fuel injector that is causing the condition.
Schematic Reference

• Circuit Testing
• Wiring Repairs
Scan Tool Reference
Special Tools
CH 48027 Digital Pressure Gauge
Note:
• DO NOT perform this test if the engine coolant temperature (ECT) is above 94°C (201°F). Irregular fuel pressure readings may result due to hot soak fuel boiling.
• Verify that adequate fuel is in the fuel tank before proceeding with this diagnostic.
• Before proceeding with this test review the User Manual CH 48027-5 for Safety Information and Instructions.
Fuel Injector Balance Test with Scan Tool
1. Verify the correct fuel system pressure. Refer to Fuel System Diagnosis .
2. Vehicle in Service Mode, command the Fuel Pump Enable ON and then OFF three times with a scan tool. On the last command, as the fuel pressure begins to slowly
degrade and stabilise, select a fuel pressure within 34 kPa (5 psi) of the maximum pump pressure. Record this fuel pressure. This is the starting pressure at which you
will pulse each injector.
3. With a scan tool, select the Fuel Injector Balance function within the Control Functions menu.
4. Select an injector to be tested.
5. Energise the fuel injector by depressing the Pulse Injector button on the scan tool at the previously selected pressure.
6. After the injector stops pulsing, select Min from the Display Mode on the CH 48027 Gauge and record the Min pressure.
Note: New test results will not be recorded if the Min/Max results are not cleared after each injector is tested.
7. Clear the Min/Max results on the CH 48027 Gauge.

8. Select Normal from the Display Mode on the CH 48027 Gauge.
9. Press Continue on the scan tool to select the next injector.
10. Repeat steps 4 through 9 for each fuel injector.
11. Subtract the minimum pressure from the starting pressure for one fuel injector. The result is the pressure drop value.
12. Obtain a pressure drop value for each fuel injector.
13. Add all of the individual pressure drop values except for the injector suspected of being faulty. This is the total pressure drop.
14. Divide the total pressure drop by the number of fuel injectors that were added together. This is the average pressure drop. The difference between any individual
pressure drop and the average pressure drop should not be more than 20 kPa (3 psi).
If the difference between any individual pressure drop and the average pressure drop is more than 20 kPa (3 psi), replace the fuel injector.
Repair Instructions


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Alcohol/Contaminants-in-Fuel Diagnosis
• Perform the Diagnostic System Check - Vehicle

• Review Strategy Based Diagnosis
• Diagnostic Procedure Instructions
Test Description
Water contamination in the fuel system may cause an engine to stall, not to start, or misfire 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 engine operating conditions and fuel system deterioration. Fuel with more than 10 percent ethanol may result in
engine operating conditions such as a no start. Excessive concentrations of ethanol used in an engine not designed for it may cause fuel system corrosion, deterioration of
rubber components, and fuel filter restriction.
Special Tools
CH 44175-A 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 CH 44175-A Fuel Composition Tester 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 colours. Sand will typically be identified by 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 Instructions
Fuel Tank Draining


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Evaporative Emission Control System Diagnosis

Special Tools
EN 41413-VLV EVAP Service Port Vent Fitting
Operating Instructions for the Evaporative Emission System Tester
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 m,
for the vehicle temperature to adjust to the shop temperature.
Note: If the refuelling request button is pushed then the vent solenoid valve will remain open for 30 mins. The scan tool will be required to manually close the vent
solenoid valve prior to testing and before the 30 min time expires. After 30 min the vent solenoid returns to it's natural closed state.
Note: If fuel level is 90% or greater it will take longer to fill the system with smoke because the fuel fill tube check valve will be closed and force any smoke to pass
through the ORVR pipe and orifice.
1. Vehicle in Service Mode, open the bonnet. 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 at the underhood auxiliary fuse block X50B.
Note: The vehicle 12 V battery must be fully charged for optimal tester performance and because every module will be awake in this powered mode.
3. Connect the black battery clip of the tester to chassis ground.
Flow Meter 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 vehicle specific information found in the 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 flow meter 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 manual for the vehicle being tested. The vehicle specific information can be found in service procedures for DTCs that relate to EVAP
system leaks.
6. Seal the EVAP system per instructions in the service manual. Most systems can be sealed using a scan tool output control for the evaporative emission (EVAP) canister
vent solenoid valve. Other systems require that the system be plugged. Refer to the service manual for the vehicle being tested for specific instructions.
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 flow meter to free 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. The floating indicator should be below the red flag. If above the red flag, go to the smoke procedure.
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 for optimal tester performance.
2. Connect the nitrogen/smoke hose to the vehicle as directed in the service manual. 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 manual 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 and temporarily leave the evaporative emission (EVAP) canister vent solenoid valve open, and EVAP leak detection pump switching valve in the vent position, until
smoke is observed. Then close the system and continue testing. If using a special tool fuel fill cap adapter at the filler neck, use the EN 41413-VLV EVAP Service Port
Vent Fitting tool at the service port until smoke is observed, then remove the EN 41413-VLV EVAP Service Port Vent Fitting tool and continue with the test.
Note: Inject smoke in less than 2 min cycles for optimal tester performance.
6. Press and release the remote switch to deactivate the tester.
Note: For optimal visual smoke performance, deactivate the smoke flow and allow the system pressure to drop. Allowing the smoke to exit through small holes at a low
flow rate greatly enhances visibility.
7. Introduce smoke into the system for an additional 60 s. Continue introducing smoke at 15 s intervals, as necessary.
8. Using 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 s
intervals, as needed, until the source of the leak is identified.
Temperature Variation Instructions
The Concern
Ideal circumstances for conducting the EVAP flow meter 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 3.2 kPa (22.3 PSI) once
pressurised, providing no leaks are present.
When the EVAP flow meter 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 flow meter test can be caused by a vehicle warm EVAP system cooling down.
• A decrease in flow during the flow meter test can be caused by a vehicle cool EVAP system warming up.
The Solution
When working on a vehicle with significant differences in temperature between the vehicle EVAP system and the nitrogen gas, allow the vehicle EVAP system temperature to
stabilise as close as possible to the temperature of the nitrogen gas before conducting the Flow Meter Test.


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Electronic Ignition System Diagnosis

Ignition voltage is supplied to the ignition coil. The engine control module (ECM) provides an ground for the ignition coil control circuits. When the ECM removes the ground
path of the ignition primary coil, the magnetic field produced by the coil collapses. The collapsing magnetic field produces a voltage in the secondary coil which ignites the
spark plugs. The sequencing and timing are controlled by the ECM.
Diagnostic Aids
If the condition is intermittent, moving the related harnesses and connectors, with the engine running, while monitoring the appropriate scan tool Misfire Current Cylinder
parameter and the appropriate Ignition Coil Control Circuit Status parameter this may help to isolate the condition.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF, disconnect the harness connector at the K35 ignition coil module.
If greater than the specified range, repair the ground circuit for an open/high resistance.
3. Vehicle OFF, all systems OFF. It may take up to 2 minutes for all the systems to power down. Test for less than 5 Ω between the low reference circuit terminal C and
ground.
4. Vehicle in Service Mode, verify that a test lamp illuminates between the ignition voltage circuit terminal A and ground.
5. If all circuits test normal, test or replace the K35 ignition coil module.
Repair Instructions

• Control Module References for replacement, setup, and programming


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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 number 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 diagnostic trouble codes (DTCs) may occur that
are called I/M Test DTCs. An I/M Test DTC is defined as a DTC 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 DTCs 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 control modules. For example, Engine Control Modules (ECMs),
Transmission Control Modules (TCMs), and Fuel Pump Control Modules (FPCMs). An I/M Test DTC will not be stored or erased from the control module except at the end of
trip processing which occurs 5 s after vehicle 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 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 12 V 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 and the 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:
• Vehicle ON, engine run time is greater than 600 s.
• Cumulative vehicle speed is greater than 41 km/h (25 mph) for greater than 300 s.
• Continuous engine running, and vehicle speed is 0 km/h (0 mph) for greater than 30 s.
• Vehicle OFF for 5 s.
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 (I/M) Test 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.
Vehicle in Service Mode, observe the scan tool I/M System Status indicators, and the I/M Test DTCs. All I/M System Status indicators should display YES, and no I/M Test
DTCs should be present.
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 ECM 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 scan tool I/M System Status indicators. The I/M System Status indicators should display Yes.
If any I/M System Status indicators display NO, perform the Inspection/Maintenance Complete System Set Procedure .
4. Observe the I/M Test DTC and I/M System Status information with a scan tool. There should be no I/M Test DTCs, and there should be no I/M System Status indicators
displaying NO.
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 .


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Inspection/Maintenance Complete System Set Procedure

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 Monitor Indicators are set to YES. Perform the
Inspection/Maintenance (I/M) Complete System Set Procedure if any I/M System Monitor indicators are set to NO.
Conditions for Meeting a Cold Start
• Ignition voltage between 10-32 V.

• Barometric pressure (BARO) between 10-16 psi.
• Engine coolant temperature (ECT) less than 40°C (104°F).
• Inlet air temperature (IAT) between 4-45°C (39-113°F).
• Fuel level between 10 and 90 %.
Vehicle in Service Mode, observe the scan tool Inspection/Maintenance (I/M) System Monitor and the I/M test DTCs. All I/M System Monitors should display YES, and there
should be no I/M Test DTCs.
Inspection/Maintenance (I/M) System Set Procedure
Warning: Refer to Road Test Warning in the Preface section.
1. Vehicle ON, accelerate to a speed greater than 40 km/h (25 MPH) with engine speed greater than 1800 RPM.
2. Maintain the vehicle speed and engine speed until the engine reaches normal operating temperatures.
3. Park vehicle and ensure that the vehicle meets the conditions for a cold start listed above.
4. Allow vehicle to sit undisturbed for a minimum of 8 hours.
5. Vehicle in Service Mode, observe the Inspection/Maintenance (I/M) Monitors with a scan tool. All of the I/M System Monitors should display YES.
If any of the I/M System Monitors display NO, refer to the Inspection/Maintenance (I/M) Test DTC Table for the monitor which did not display YES. The I/M System
DTC Table identifies the DTCs associated with each I/M System Monitor.
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 Vehicle OFF.
6. 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 .
7. Observe the ECM 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.


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Inspection/Maintenance (I/M) Test 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 P043E, P043F, or P145F
• DTC P0442 or P0455
• DTC P0451-P0453
Fuel DTC P219A
Oxygen Sensor • DTC P0131, P0132, P0134, P0137, P0138, or P0140
• DTC P0133, P013A, P013B, P013E, P013F, P1133, P2270, P2271, or P2A00
Oxygen Sensor Heater DTC P0030, P0036, P0053, P0054, P0135, or P0141
Camshaft Position DTC P0011 or P0014


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Engine Control Module Replacement

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, jump leads, 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.
1 • 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.
Procedure
1. Record the current Engine Oil Life percentage, and use a scan tool to update the NEW ECM, if replacing.
4. If replacing ECM, reprogram the ECM. Refer to Control Module References


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Engine Control Module Bracket Replacement

Remove the electronic control module. Refer to Engine Control Module Replacement .
Engine Control Module Bracket Fastener (Qty: 3)
1
Tighten
9 N·m (80 lb in)
2 Engine Control Module Bracket


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Crankshaft Position System Variation Learn

Note: The Crankshaft Position System Variation Learn procedure is required when the following service procedures have been performed, regardless of whether DTC P0315
is set:
• A crankshaft position sensor replacement
• An engine control module (ECM) replacement
• An engine replacement
• A crankshaft balancer replacement
• A crankshaft 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 System Position Variation Learn procedure.
1. Vehicle in Service Mode, observe the DTC information with a scan tool. Verify no other DTCs are set, except DTCs P0300-P0304, or P0315.
If DTCs are set, except DTCs P0300-P0304, or P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further diagnosis.
Note: To ensure the battery pack has sufficient state of charge to get Crankshaft Position Variation Learn values with the lowest engine noise present, this procedure
should be performed when the Hybrid/EV Battery Pack Charge Remaining parameter is at least 40%.
2. Select the Crankshaft Position Variation Learn procedure with a scan tool and perform the following:
2.1. Block drive wheels.
2.2. Set parking brake.
2.3. DO NOT apply brake pedal.
2.4. Turn the air conditioning (A/C) OFF.
2.5. When directed, apply and hold brake pedal for the duration of the procedure.
2.6. Vehicle ON, engine running at operating temperature.
2.7. The vehicle must remain in Park or Neutral.
Note: The ECM controls the engine speed during the Crankshaft Position System Variation Learn procedure.
2.8. Tap and release the accelerator pedal to start the Crankshaft Position Variation Learn procedure.
3. The scan tool displays Learn In Progress.
4. The scan tool displays Learn Successful.
5. 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 further diagnosis.
6. Once the Crankshaft Position System Variation Learn procedure has successfully completed, and in order to store the crankshaft position system variation values in the
ECM, turn OFF the vehicle and verify all vehicle systems are OFF. This may take up to 2 minutes.


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Throttle/Idle Learn
Description
The engine control module (ECM) learns the airflow through the throttle body to ensure the correct engine speed. The learnt 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 replacement, the values must be re-learned.
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 learnt values back to zero. A new ECM will also have values set to zero.
The engine speed 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
P0300, P0351, P0352, P0353, P0354, P0601, P0604, P0606, P060D, P0641, P0651, P0697, P06A3, P1101, P1516, P2101, P2119, P2122, P2123, P2127, P2128,
P2135, P2138, or P2176 are not set.
• The vehicle speed sensor (VSS) is 0 km/h (0 MPH).
Learn Procedure
P0300, P0351, P0352, P0353, P0354, P0601, P0604, P0606, P060D, P0641, P0651, P0697, P06A3, P1101, P1516, P2101, P2119, P2122, P2123, P2127, P2128,
P2135, P2138, or P2176 are not set.
• The manifold absolute pressure (MAP) is greater than 5 kPa.
• The mass air flow (MAF) is greater than 2 g/s.
Throttle Learn
Reset Procedure - Performed after the throttle body is cleaned or replaced
1. Vehicle in Service Mode, perform the Idle Learn Reset with a scan tool.
2. Engine running, monitor the TB Idle Airflow Compensation parameter with a scan tool. The TB Idle Airflow Compensation value should equal 0 %.
3. Clear the DTCs and return to the diagnostic that referred you here.
Learn Procedure - Performed after the ECM is programmed or replaced
Note: Do NOT perform this procedure if DTCs are set. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
1. Engine running for 3 minutes.

2. Monitor the Engine Speed with a scan tool.
3. The ECM will start to learn the new idle cells and the Engine Speed should start to decrease.
5. Engine running for 3 minutes.
6. After the 3 minute run time the engine speed should be normal.
7. Once the engine speed has returned to normal, clear DTCs and return to the diagnostic that referred you here.


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Engine Coolant Temperature Sensor Replacement - Thermostat

The engine coolant temperature sensor is integrated in the engine coolant thermostat housing. Refer to Water Inlet Replacement .


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Engine Coolant Temperature Sensor Replacement - Water Outlet

Partially drain the cooling system. Refer to Cooling System Draining and Filling .
Engine Coolant Temperature Sensor
Procedure
1
1. Remove the retaining clip.


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Mass Airflow Sensor with Inlet Air Temperature Sensor Replacement

Mass Airflow Sensor Fastener (Qty: 2)
1
Mass Airflow Sensor with Intake Air Temperature Sensor
2 Procedure


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Manifold Absolute Pressure Sensor Replacement

Remove the fuel injection fuel rail. Refer to Fuel Injection Fuel Rail Assembly Replacement .
Manifold Absolute Pressure Sensor Fastener
1
Tighten
5 N·m(44 lb in)
Manifold Absolute Pressure Sensor
2 Procedure


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•
Disable the high voltage system. Refer to High Voltage Disabling and High Voltage Enabling .
Heated Oxygen Sensor
Caution: Refer to Heated Oxygen and Oxygen Sensor Caution in the Preface section.
Procedure

1 2. If reinstalling the old sensor, coat the threads with anti-seize compound. Refer to Adhesives, Fluids, Lubricants, and Sealers .
Tighten
42 N·m (31 lb ft)
Special Tools
EN-6129 Remover Installer


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Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle .
Heated Oxygen Sensor
Caution: Refer to Heated Oxygen and Oxygen Sensor Caution in the Preface section.
Procedure

1 2. If reinstalling the old sensor, coat the threads with anti-seize compound. Refer to Adhesives, Fluids, Lubricants, and Sealers .
Tighten
42 N·m (31 lb ft)
Special Tools
EN-6197 Remover Installer


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Accelerator Pedal Position Sensor Replacement

Accelerator Pedal Fastener

1
Tighten
9 N·m (80 lb in)
Accelerator Pedal Position Sensor
2 Procedure


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Throttle Body Assembly Replacement

Remove the air cleaner outlet duct. Refer to Air Cleaner Outlet Duct Replacement .
Throttle Body Assembly Fastener (Qty: 4)
1
Tighten
8 N·m (71 lb in)
Throttle Body Assembly
Procedure
2
1. Use a NEW seal.
3. Perform the throttle learn procedure. Refer to Control Module References .


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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. 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 an appropriate cleaner.
4. Install the air cleaner outlet duct. Refer to Air Cleaner Outlet Duct Replacement .


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Fuel Pressure Gauge Installation and Removal

Special Tools
EN-34730-91 Pressure Tester
Warning: Petrol or petrol vapours are highly flammable. A fire could occur if an ignition source is present. Never drain or store petrol or diesel fuel in an open container,
due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby.
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.
1. Remove the resonator outlet duct. Refer to Air Cleaner Resonator Outlet Duct Replacement .
2. Remove the protective cap from the test connection.
3. Attach the EN-34730-91 tester (1) to the test connection.
4. Install the resonator outlet duct. Refer to Air Cleaner Resonator Outlet Duct Replacement .
• Bleed the pressure tester at idling speed.
• Collect the exiting fuel in a suitable container.
• Read the fuel pressure from the pressure gauge.
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
7. Detach the pressure gauge EN-34730-91 tester from the test connection.


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Fuel Tank Draining

Special Tools
CH 45004 Fuel Tank Drain Hose
For equivalent regional tools, refer to Special Tools : Diagnostic Tools
Warning: Refer to Petrol/Petrol Vapours Warning in the Preface section.

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 clamp (1) at the fuel tank.
4. Separate the fuel fill pipe hose from the fuel tank (2).
5. Using the CH 45004 hose drain as much fuel from the tank as possible.


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Fuel Tank Replacement

Special Tools
• CH-807 Closure Plug

• EN-6015 Closure Plug
Removal Procedure
Danger: To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist,
support the vehicle with jack stands at the opposite end from which the components are being removed and strap the vehicle to the hoist.
1. Drain the fuel tank. Refer to Fuel Tank Draining .

2. Remove the rear axle. Refer to Rear Axle Replacement .
3. Disconnect the evaporative emission and fuel pipe connectors (1). Refer to Plastic Collar Quick Connect Fitting Service .
4. Close the fuel tank vent pipe and the evaporative emission hose with the CH-807 plugs .
5. Close the fuel feed pipe and the fuel pump feed hose with the EN-6015 plugs .
6. Loosen the hose clamps (2) and slide the filler tube away from the fuel tank.
7. Disconnect the fuel tank harness electrical connector (3).
Warning: To help avoid personal injury, always use jack stands when you are working on or under any vehicle that is supported only by a jack.
Caution: When you are jacking or lifting a vehicle at the frame side rails or other prescribed lift points, be certain that the lift pads do not contact the catalytic converter,
the brake pipes or the fuel lines. If such contact occurs, vehicle damage or unsatisfactory vehicle performance may result.
8. Support the fuel tank with a suitable adjustable jack (4) as shown in the graphic.
9. Remove the 2 fuel tank strap bolts (2) and the 2 fuel tank strap washers (3).
10. Remove the 2 fuel tank straps (5) from the 2 fuel tank strap rear brackets (1).
11. Move the fuel tank (2) rearwards and lower the fuel tank slowly using the suitable adjustable jack (1).
1. Unclip the 2 wiring harness clips (2) from the fuel tank.
2. Unclip the 2 fuel tank upper shield clips (3) and (4) and remove the fuel tank upper shield (1) from the fuel tank.
3. Remove the fuel tank fuel pump module. Refer to Fuel Tank Fuel Pump Module Replacement .
Assemble Procedure
1. Install the fuel tank fuel pump module. Refer to Fuel Tank Fuel Pump Module Replacement .
2. Install the fuel tank upper shield (1) to the fuel tank and attach the 2 fuel tank upper shield clips (3, 4).
3. Clip the 2 wiring harness clips (2) to the fuel tank.
1. Raise the fuel tank slowly using a suitable adjustable jack (1) and move the fuel tank (2) forwards.
2. Install the 2 fuel tank straps (5) to the 2 fuel tank strap rear brackets (1).
3. Install the 2 fuel tank strap bolts (2) with the 2 fuel tank strap washers (1) and tighten to 20 N·m (15 lb ft).
4. Remove the suitable adjustable jack (4) from the fuel tank.
5. Connect the fuel tank harness electrical connector (3).
6. Remove the CH-807 plugs from the fuel tank vent pipe and the evaporative emission hose.
7. Remove the EN-6015 plugs from the fuel feed pipe and the fuel pump feed hose.
8. Slide the filler hose onto the tank and tighten the hose clamps (2) to 4 N·m (35 lb in).
9. Connect the evaporative emission and fuel pipe connectors (1). Refer to Plastic Collar Quick Connect Fitting Service .
10. Install the rear axle. Refer to Rear Axle Replacement .
11. Refill the fuel tank.


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Fuel Pressure Sensor Replacement - Fuel Feed Pipe

1. Remove the drive motor battery. Refer to Drive Motor Battery Replacement and Shipping Preparation .
2. Relive the fuel system pressure.
3. Disconnect the fuel pressure sensor electrical connector.
4. Place a drain pan underneath the vehicle.
Fuel Pressure Sensor

1
Tighten
19 N·m(14 lb ft)


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Fuel Tank Filler Pipe Replacement

Warning: Petrol or petrol vapours are highly flammable. A fire could occur if an ignition source is present. Never drain or store petrol or diesel fuel in an open container, due
to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby.
1. Remove the filler cap.
2. Remove the right rear wheelhouse liner. Refer to Rear Wheelhouse Panel Liner Replacement .
3. Disconnect the evaporative emission canister quick connect pipes. Refer to Plastic Collar Quick Connect Fitting Service
Fuel Tank Filler Pipe Fastener (Qty: 2)

1
Tighten
9 N·m (80 lb in)
Fuel Tank Filler Pipe Hose Clamp
2
Tighten
4 N·m(35 lb in)
3 Fuel Tank Filler Pipe


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Fuel Feed Pipe Replacement — Chassis

Removal Procedure
1. Remove the engine compartment fuel feed pipe. Refer to Fuel Feed Pipe Replacement : Chassis → Engine Compartment .
3. Remove the fuel tank. Refer to Fuel Tank Replacement .
4. Remove the fuel feed pipe (1) from the plastic clips (2).

7. Disconnect the fuel pressure sensor electrical connector (3).
8. Disconnect the fuel feed pipe quick connect (4). Refer to Plastic Collar Quick Connect Fitting Service .
1. Connect the fuel feed pipe quick connect (4). Refer to Plastic Collar Quick Connect Fitting Service .
2. Install the fuel feed pipe (1) to the plastic clips (2).
3. Connect the fuel pressure sensor electrical connector (3).
4. Install the fuel feed pipe (1) to the plastic clips (2).
5. Install the fuel feed pipe (1) from the plastic clips (2).
6. Install the fuel tank. Refer to Fuel Tank Replacement .
8. Install the engine compartment fuel feed pipe. Refer to Fuel Feed Pipe Replacement : Chassis → Engine Compartment .


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Fuel Feed Pipe Replacement — Engine Compartment

1. Remove the air cleaner resonator. Refer to Air Cleaner Resonator Outlet Duct Replacement .
2. Disconnect the fuel feed pipe connector. Refer to Plastic Collar Quick Connect Fitting Service .
1 Fuel Feed Pipe


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Fuel Tank Fuel Pump Module Replacement

Special Tools
CH 45722 Fuel Sender Lock Ring Wrench
Removal
1. Remove the fuel tank. Refer to Fuel Tank Replacement .
2. Disconnect the evaporative emission and fuel lines (1). Refer to Plastic Collar Quick Connect Fitting Service .
3. Disconnect the electrical connector (2).
4. Using the CH 45722 wrench, remove the lock ring (1) by turning counter-clockwise.
5. Partially raise the fuel pump module and disconnect the vent valve connector (1). Refer to Plastic Collar Quick Connect Fitting Service
6. Remove the fuel pump module (1) and O-ring (2).
1. Install a NEW O-ring (2) and the fuel pump module (1).
2. Connect the vent valve connector (1). Refer to Plastic Collar Quick Connect Fitting Service .
3. Using the CH 45722 wrench, install the lock ring (1) by turning clockwise.
4. Connect the electrical connector (2).
5. Connect the evaporative emission and fuel lines (1). Refer to Plastic Collar Quick Connect Fitting Service .
6. Install the fuel tank. Refer to Fuel Tank Replacement .


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Fuel Pump Flow Control Module Replacement

Remove the quarter trim panel. Refer to Quarter Inner Trim Finish Panel Replacement .
Fuel Pump Flow Control Module Fastener
1
Tighten
10 N·m(89 lb in)
Fuel Pump Flow Control Module
2 Procedure
If replacing, reprogram the control module. Refer to Control Module References


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Fuel Tank Pressure Sensor Replacement

Remove the carbon canister. Refer to Evaporative Emission Canister Replacement .

Fuel Tank Fuel Pressure Sensor
1 Procedure


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Fuel Level Sensor Replacement

Remove the fuel pump module. Refer to Fuel Tank Fuel Pump Module Replacement .
Fuel Level Sensor
Procedure
1
1. Release the retaining tabs.


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Plastic Collar Quick Connect Fitting Service

Removal Procedure
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.
Warning: Refer to Safety Glasses and Compressed Air Warning in the Preface section.
1. Using compressed air, blow any dirt out of the quick-connect fitting.
2. This step applies to Bartholomew style connectors ONLY. Squeeze the plastic quick-connect fitting release tabs.
3. 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.
4. 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.
5. 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.
6. 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.
7. 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.
8. 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.
Warning: Refer to Relieving Fuel Pressure Warning in the Preface section.

9. 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.
10. Using a clean shop towel, wipe off the male pipe end.
11. Inspect both ends of the fitting for dirt and burrs.
12. Clean or replace components as necessary.
Warning: Refer to Fuel Pipe Fitting Warning in the Preface section.

1. Apply a few drops of clean engine oil to the male pipe end.
2. Push both sides of the quick-connect fitting together in order to cause the retaining feature to snap into place.
3. Pull on both sides of the quick-connect fitting to make sure the connection is secure.
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.
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:
8.1. Turn the ignition ON, with the engine OFF for 2 seconds.
8.2. Turn the ignition OFF, for 10 seconds.
8.3. Turn the ignition ON, with the engine OFF for 2 seconds.
8.4. Turn the ignition OFF.
8.5. Inspect for leaks.


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Fuel Injection Fuel Rail Assembly Replacement

Removal Procedure
1. Disconnect the battery negative cable. Refer Battery Negative Cable Disconnection and Connection .
3. Disconnect the fuel feed pipe from the fuel rail. Refer to Plastic Collar Quick Connect Fitting Service .
4. Remove the fuel injection ground fastener (1) and reposition the ground cable (2).
6. Remove the fuel injection fuel rail fasteners (1) and fuel injection fuel rail (2).
7. Remove the fuel injectors. Refer to Fuel Injector Replacement .
1. Install the injectors. Refer to Fuel Injector Replacement .
2. Use new O-rings and lubricate with clean engine oil. Refer to Adhesives, Fluids, Lubricants, and Sealers .
3. Install the fuel injection fuel rail assembly (2) and tighten the fasteners to 8 N·m (71 lb in).
4. Reposition the ground cable (2), install the fuel injection ground fastener (1) and tighten to 4 N·m (35 lb in).
5. Connect the electrical connectors.
6. Connect the fuel feed pipe from the fuel rail. Refer to Plastic Collar Quick Connect Fitting Service .
8. Connect the battery negative cable. Refer Battery Negative Cable Disconnection and Connection .


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2. Remove the fuel injection fuel rail assembly. Refer to Fuel Injection Fuel Rail Assembly Replacement .
1 Fuel Injector Clip (Qty: 4)
Fuel Injector (Qty: 4)
Procedure
2
1. Use NEW fuel injector O-rings.
2. Lubricate the injector O-rings with clean engine oil.


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Evaporative Emission Canister Vent Solenoid Valve Replacement

1. Remove the rear underbody air deflector. Refer to Underbody Rear Air Deflector Replacement .
2. Lower the canister bracket to gain access to the vent solenoid valve.
Evaporative Emission Vent Solenoid Valve Fastener (Qty: 2)

1
Tighten
7 N·m(62 lb in)
Evaporative Emission Vent Solenoid Valve
Procedure
2
1. Disconnect the evaporative emission connectors. Refer to Plastic Collar Quick Connect Fitting Service .


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Evaporative Emission Canister Replacement

Evaporative Emission Canister
Procedure
1 1. Disconnect the evaporative emission connectors. Refer to Plastic Collar Quick Connect Fitting Service .
2. Release the retaining tab using a flat bladed tool while simultaneously sliding the canister to the left.
3. Disconnect the fuel pressure sensor electrical connector.


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Evaporative Emission Canister Purge Solenoid Valve Replacement

2. Disconnect the plastic connector. Refer to Plastic Collar Quick Connect Fitting Service
Evaporative Emission Canister Purge Solenoid Valve Fastener

1
Tighten
10 N·m (89 lb in)
Evaporative Emission Canister Purge Solenoid Valve
2 Procedure


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Evaporative Emission System Vacuum Leak Pump
Procedure
1
1. Disconnect the evaporative emission connector. Refer to Plastic Collar Quick Connect Fitting Service .


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Evaporative Emission System Cleaning

Special Tools
GE 41413 Evaporative Pressure and Purge Station
Inspection Procedure
Caution: Use the EVAP Pressure/Purge Diagnostic Station CH 41413 in order to provide a clean, dry, low pressure gas source. Do not substitute any other pressurised gas
source. Damage may result to the EVAP system.
Note: Proceed with the following procedure only if referenced by an evaporative emission diagnostic or repair procedure.

2. Remove the evaporative canister purge valve. Refer to Evaporative Emission Canister Purge Solenoid Valve Replacement .
3. Lightly tap the evaporative 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 evaporative 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 evaporative canister purge valve and no carbon particles were detected, replace the evaporative canister purge
valve. Return to the published service procedure.
Cleaning Procedure
1. Remove the evaporative canister. Refer to Evaporative Emission Canister Replacement .

2. Turn OFF the main valve on the GE 41413 purge station .
3. Disconnect the hose from the diagnostic station pressure regulator.
4. Using a section of vacuum hose, connect one end onto the evaporative pressure/purge diagnostic station pressure regulator.
5. Connect the other end of the vacuum hose to the canister side of the purge pipe.
6. Turn ON the main nitrogen cylinder valve and continue to discharge nitrogen for 15 seconds.
7. If the nitrogen does not clear the blockage, replace the purge pipe.
8. Return the evaporative pressure/purge diagnostic station to the stations original condition.
9. Install a new evaporative canister. Refer to Evaporative Emission Canister Replacement .
10. Install a new evaporative canister purge valve. Refer to Evaporative Emission Canister Purge Solenoid Valve Replacement .
11. Return to the diagnostic table that sent you here.


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Ignition Coil Replacement

Remove the air cleaner resonator. Refer to Air Cleaner Resonator Outlet Duct Replacement .
Ignition Coil Fastener (Qty: 2)
Tighten
8 N·m(71 lb in)
1
Special Tools
EN 6009 Remover and Installer Ignition Module
For equivalent regional tools, Refer to Special Tools : Diagnostic Tools

Ignition Coil
2 Procedure


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Spark Plug Usage
1. Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to the Electronic Parts Catalogue.
2. 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
1. 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.
2. Inspect the insulator (2) for flash-over or carbon tracking, soot. This is caused by the electrical charge travelling 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.
3. Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4).
4. Inspect for evidence of improper arcing.
• Measure the gap between the centre 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 centre electrode (4).
• Inspect for a broken or worn side electrode (3).
• Inspect for a broken, worn, or loose centre electrode (4) by shaking the spark plug.
5. A rattling sound indicates internal damage.
6. A loose centre 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 swarf. Dirty or damaged threads can cause the spark plug not to seat correctly during installation.
Spark Plug Visual Inspection
1. Normal operation--Brown to greyish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives.
2. 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.


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Spark Plug Replacement

Remove the ignition coil. Refer to Ignition Coil Replacement .

Spark Plug (Qty: 4)
Tighten
25 N·m (18 lb ft)
1
Special Tools
EN-194-E Spark Plug Remover/Installer


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Camshaft Position Actuator Solenoid Valve Replacement - Exhaust

Remove the air cleaner assembly. Refer to Air Cleaner Assembly Replacement .
Camshaft Position Actuator Solenoid Valve Fastener (Qty: 2)
1
Tighten
8 N·m (71 lb in)
Camshaft Position Actuator Solenoid Valve
2 Procedure


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Camshaft Position Actuator Solenoid Valve Replacement - Intake

Camshaft Position Actuator Solenoid Valve Fastener (Qty: 2)
1
Tighten
8 N·m (71 lb in)
Camshaft Position Actuator Solenoid Valve
2 Procedure


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Crankshaft Position Sensor Replacement

Crankshaft Position Sensor Fastener

1
Tighten
8 N·m (71 lb in)
Crankshaft Position Sensor
Procedure
2
1. Perform the crank variation learn procedure. Refer to Crankshaft Position System Variation Learn .


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Camshaft Position Sensor Replacement - Exhaust

Camshaft Position Sensor Fastener
1
Tighten
8 N·m (71 lb in)
Camshaft Position Sensor
2 Procedure


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Camshaft Position Sensor Replacement - Intake

Remove the air cleaner resonator duct. Refer to Air Cleaner Resonator Outlet Duct Replacement .
Camshaft Position Sensor Fastener
1
Tighten
8 N·m (71 lb in)
Camshaft Position Sensor
2 Procedure


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Knock Sensor Replacement

Knock Sensor Fastener

1
Tighten
20 N·m (15 lb ft)
Knock Sensor
2 Procedure


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Air Cleaner Outlet Duct Replacement

Remove the air cleaner resonator. Refer to Air Cleaner Resonator Outlet Duct Replacement .
Air Cleaner Outlet Duct Clamp
1
2 Air Cleaner Outlet Duct


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Air Cleaner Resonator Outlet Duct Replacement

Remove the oil level indicator.

Air Cleaner Resonator Outlet Duct Fastener (Qty: 2)
1
Tighten
9 N·m (80 lb in)
2 Air Cleaner Resonator Outlet Duct Clamp (Qty: 2)
3 Air Cleaner Resonator Outlet Duct


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Air Cleaner Element Replacement

Disconnect the air cleaner resonator duct from the air cleaner. Refer to Air Cleaner Resonator Outlet Duct Replacement .
Air Cleaner Element
Procedure
1
1. Disconnect the mass airflow electrical connector.


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Air Cleaner Assembly Replacement

Disconnect the air cleaner resonator duct from the air cleaner assembly. Refer to Air Cleaner Resonator Outlet Duct Replacement .
Air Cleaner Assembly
Note: Ensure lower flap of Air Inlet Tube is positioned between Wiring Harness and CRFM, the Flap should not overlap harness. Squeezing the air inlet tube
(squeezing the lower flap upward) during install, the flap will clear the harness and fall into the correct location when the upper retainer is secured.
1
Procedure



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Camshaft Position (CMP) Actuator System
The camshaft position (CMP) 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 CMP actuator system accomplishes this by changing the angle or timing of the camshaft relative to the crankshaft position. The CMP actuator simply allows
earlier or later intake and exhaust valve opening during the four stroke engine cycle. The CMP 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 CMP 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 CMP actuator
sprocket to the camshaft.
CMP Actuator System Operation
The camshaft position (CMP) actuator system is controlled by the engine control module (ECM). The ECM sends a signal to a CMP actuator solenoid in order to control the
amount of engine oil flow to a Cam Actuator passage. The pressurised engine oil is sent to unseat the locking pin, and to the vane and rotor assembly of the CMP 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 (CKP). Engine oil pressure (EOP), viscosity, temperature and engine oil
level can have an adverse affect on Cam Actuator performance.


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Electronic Ignition System Description

Electronic Ignition System Operation
The electronic ignition system produces and controls the high energy secondary spark. This spark ignites the compressed air/fuel mixture at precisely the correct time,
providing optimal performance, fuel economy, and control of exhaust emissions. The engine control module (ECM) collects information from the crankshaft position sensor,
and the inlet and exhaust camshaft position sensors to determine the sequence, dwell, and timing of the spark for each cylinder. The ECM transmits a frequency signal to the
ignition coil assembly on the appropriate ignition control circuit to fire the spark plugs.
Crankshaft Position Sensor
The crankshaft position sensor is an externally magnetically biased digital output integrated circuit sensing device. The sensor provides a pulse for each magnetic pole of the
encoder wheel on the crankshaft. The sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the
sensor output depends on the velocity of the crankshaft. The ECM uses sensor signal pulse to determine crankshaft speed and position to calculate the best timing for ignition
and fuel injection. The ECM also uses crankshaft position sensor information to control camshaft phasing, and to detect cylinder misfire.
The crankshaft position sensor is connected to the engine control module by the circuits listed below:
• A 5 V reference circuit

• A low reference circuit
• A signal circuit
Crankshaft Encoder Wheel
The crankshaft encoder wheel is part of the crankshaft. The encoder wheel consists of 58 tooth and a reference gap. Each tooth on the encoder wheel is spaced 6° apart with
a 12° space for the reference gap. The pulse from the reference gap is known as the sync pulse. The sync pulse is used to synchronize the ignition coil module firing
sequence with the crankshaft position, while the other tooth provides cylinder location during a revolution.
Camshaft Position Sensors
The inlet and exhaust camshaft position sensors are each triggered by a notched reluctor wheel built onto the camshaft sprockets. The four signal pulses every camshaft
revolution. Each notch is a different size which is used to identify the compression stroke of each cylinder and to enable sequential fuel injection. The camshaft position
sensors are connected to the ECM by the circuits listed below:
• A 5 V reference circuit
• A signal circuit
Ignition Coil Assembly
The ignition coil assembly integrates the 4 coils and the ignition control module within a single sealed component.
The ignition coil assembly has the following circuits:
• An ignition voltage circuit

• A ground
• 4 ignition coil control circuits
The ECM controls the individual coils by transmitting timing pulses on the ignition coil circuit of each ignition coil to enable a spark event.
The spark plugs are connected to each coil by a short boot. The boot contains a spring that conducts the spark energy from the coil to the spark plug. The spark plug
electrode is coated with platinum for long wear and higher efficiency.
Engine Control Module [ECM]
The ECM controls all ignition system functions, and constantly adjusts the spark timing. The ECM monitors information from various sensor inputs that include the following:
• The crankshaft position sensor

• The accelerator pedal position (APP)
• The manifold absolute pressure (MAP) sensor
• The inlet air temperature (IAT) sensor
• The vehicle speed sensor (VSS)
• The engine knock sensor
• The engine coolant temperature (ECT) sensor
• The mass airflow (MAF) sensor
• The camshaft position sensors


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Engine Control Module Description

The Engine Control Module (ECM) interacts with many emission related components and systems, and monitors 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 ECM is part of a network and
communicates with various other vehicle control modules.
Malfunction indicator lamp (MIL) operation and 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 the control centre of the engine controls system. Review the components and wiring diagrams in order to determine which systems are controlled by the ECM.
The ECM constantly monitors the information from various sensors and other inputs, and controls the systems that affect engine performance and emissions. The ECM also
performs diagnostic tests on various parts of the system and can turn on the MIL when it recognises an operational problem that affects emissions. 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 ECM can supply 5 V or 12 V to various sensors or switches. This is done through pull-up resistors to regulated power supplies within the ECM. In some cases, even an
ordinary shop voltmeter will not give an accurate reading due to low input resistance. Therefore, a digital multimeter (DMM) with at least 10 mega ohms 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 transistors or a device called an output driver module.
EEPROM
The electronically erasable programmable read only memory (EEPROM) is an integral part of the ECM. The EEPROM contains program and calibration information that the
ECM needs in order to control engine 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) provides serial data communication for ECM diagnosis. This connector allows the technician to use a scan tool in order to monitor various
serial data parameters and display DTC information. The DLC is located inside the driver's compartment, underneath the dash.
Malfunction Indicator Lamp (MIL)
The malfunction indicator lamp (MIL) is inside the instrument panel cluster (IPC). The MIL is controlled by the ECM and illuminates when the ECM detects a condition that
affects vehicle emissions.
ECM Service Precautions
The ECM, by design, can withstand normal current draws that are associated with 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 unless the diagnostic procedure instructs otherwise.
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 vehicle's on-board diagnostic system (ECM) detect a condition that could result in excessive emissions, the ECM turns ON the 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 12 V 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 vehicle's 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 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. These electronic components are susceptible to damage caused
by electrostatic discharge. Less than 100 V of static electricity can cause damage to some electronic components. By comparison, it takes as much as 4,000 V for a person to
even feel a static discharge.
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 under bonnet Vehicle Emissions Control Information Label contains important emission specifications. This identifies the year, the displacement of the engine in litres,
and the class of the vehicle.
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).


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Engine Maintenance and Fuel Monitor Description

Maintenance Mode Description
The maintenance modes are automated engine run cycles performed to mitigate the potential adverse affects to internal combustion engine (ICE) components due to limited
or no engine run time. The engine control module (ECM) monitors ICE run time and fuel age and invokes the engine maintenance mode or the fuel maintenance mode when
the threshold criteria is exceeded. Limited engine run time can result in component degradation, combustion by-product (water/fuel) accumulation in engine oil, and stale
petrol which can lead to the following conditions:
• Insufficient engine lubrication

• Flat spots in bearings
• Water pump belt damage
• Fuel pump failure
• Blocked/restricted fuel injectors
• Rough engine operation due to stale fuel
The maintenance modes are also necessary to exercise emissions related equipment and to reduce the possibility of ICE no-start conditions. The ICE must start every time to
prevent the vehicle occupants from being stranded.
Operation
The engine maintenance mode will run every 42 days if the ECM determines that the ICE run time has not been sufficient enough to purge the contaminants from the engine
oil. The ECM commands the ICE to run for a contaminant burn-off time of at least 30 s after the engine coolant temperature (ECT) reaches 65°C (149°F), unless cold starts
have been experienced since the last engine maintenance mode event. Between 15-90 s are added to the required contaminant burn-off time each time all of the following
cold start criteria are met:
• ECT and inlet air temperature (IAT) are within 8°C (14°F) at engine start up.
• ECT and IAT are less than 20°C (68°F) at engine start up.
• ECT does not exceed 65°C (149°F) during the run cycle.
If an ECT or IAT sensor fault is present at an initial ignition cycle engine run event, a default time will be added to the required contaminant burn-off time.
The ICE runs continuously while the engine maintenance mode is active.
At power down, ICE run time duration above 65°C (149°F) ECT, is subtracted from the required contaminant burn-off time.
The engine maintenance mode timer (days since engine run) is reset to 0 when the required contaminant burn-off time is complete.
When the ECM determines that the fuel age is greater than 365 days, the ICE will run until the fuel level is less than 1/3 tank. The ICE will cycle ON and OFF and will run as
efficiently as possible while the fuel maintenance mode is active.


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Typical Evaporative Emission (EVAP) System Hose Routing Diagram
(1) Evaporative Emissions (EVAP) Purge Solenoid Valve
(2) EVAP Canister
(3) Fuel Tank Pressure Sensor
(4) EVAP Vent Solenoid Valve
(5) Engine Control Module (ECM)
(6) Accessory Wake-up Line
(7) Serial Data Communication
(8) Hybrid Powertrain Control Module 2 with Alarm Clock
(9) Refuel Request Switch
(10) Fresh Air Filter
(11) Fuel Fill Door Lock Solenoid
(12) Fuel Fill Door Position Sensor
(13) Fuel Filler Cap
(14) 2.54 mm (0.100 in) Orifice in Fuel Fill Vapor Recirculation Pipe
(15) EVAP Leak Detection Pump
(16) EVAP Leak Detection Pump Sensor
(17) Fuel Fill Pipe Inlet Check Valve
(18) EVAP Leak Detection Pump Reference Orifice 0.51 mm (0.020 in)
(19) EVAP Leak Detection Pump Switching Valve
(20) Relief Valve
(21) Fuel Tank
(22) To Engine Inlet Manifold Vacuum
EVAP System Operation
The evaporative emission (EVAP) control system limits fuel vapours from escaping into the atmosphere. Fuel tank vapours are allowed to move from the fuel tank, due to
pressure in the tank, through the EVAP vapour tube, into the EVAP canister. Carbon in the canister adsorbs and stores the fuel vapors. The EVAP canister stores the fuel
vapors until the engine is able to use them.
This vehicles sealed fuel system features a normally sealed fuel tank and canister to reduce canister loading during daily cycles. Different than the EVAP diagnostic hardware
from conventional EVAP systems this vent solenoid valve is normally closed. This keeps the fuel vapor sealed in the fuel tank and canister. The vent solenoid valve is only
open for canister purge, refueling, fuel tank pressure (FTP) sensor correlation or leak check with the EVAP leak detection pump. Additional, excessive pressure is vented
through the vent hose and EVAP canister vent solenoid valve to the atmosphere at a predetermined limit. Diagnostics are performed with the propulsion system ON and OFF.
Propulsion System OFF
The engine control module (ECM) wake-up timer, which is located in the Hybrid Powertrain Control Module 2, activates the ECM at three predetermined times so that leak
detection can occur. This is where the EVAP leak detection pump hardware is used. The ECM uses several tests to determine if the EVAP system is leaking or restricted.
These tests execute with the engine OFF at 5, 7, or 9.5 hours after the vehicle has been shut OFF. These soak times allow the fuel temperature and pressure to stabilised.
Propulsion System ON
EVAP purge flow, FTP sensor and EVAP leak detection pump sensor performance diagnostics are conducted.
Purge Solenoid Valve Leak Test

This vehicle does not have a purge solenoid leak test. A leaking purge solenoid will set DTCs P0442 or P0455.
Large Leak Test
This vehicle does not have a engine running version of the large leak diagnostic. The large leak diagnostic only runs when the propulsion system is not active. This is
accomplished by using the EVAP leak detection pump hardware and a prior refuelling event was detected.
Small Leak Test
This vehicle does not use the engine OFF natural vacuum diagnostic for small leak detection. Instead it uses the EVAP leak detection pump hardware. This test executes
when the propulsion is not active at 5, 7, or 9.5 hours after the vehicle has been shut OFF.
EVAP System Components
The EVAP system consists of the following components:
EVAP Purge Solenoid Valve
The EVAP purge solenoid valve controls the flow of vapours from the EVAP system to the inlet manifold. The purge solenoid valve opens when commanded ON by the ECM.
This normally closed valve is pulse width modulated (PWM) by the ECM to precisely control the flow of fuel vapor to the engine. This 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.
EVAP Canister
The canister is filled with carbon pellets used to adsorb and store fuel vapors. Fuel vapor is stored in the canister until the ECM determines that the vapor can be consumed in
the normal combustion process.
Fuel Tank Pressure Sensor
The FTP sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The ECM provides 5 V reference, ground and signal
circuit to the FTP sensor. Depending on the vehicle, the sensor can be located in the vapour space on top of the fuel tank, in the vapour tube between the canister and the
tank, or on the EVAP canister. The FTP sensor provides a signal voltage back to the ECM that can vary between 0.15-4.85 V. A high FTP sensor voltage indicates a fuel tank
pressure. A low FTP sensor voltage indicates a fuel tank vacuum.
EVAP Vent Solenoid Valve
The EVAP vent solenoid valve controls fresh airflow into the EVAP canister. The EVAP vent solenoid valve is normally closed. This keeps vent fuel vapor sealed in the fuel
tank and canister. The EVAP vent solenoid valve is similar to a conventional vent valve, but a conventional vent valve is normally open. This vent solenoid valve is only open
for canister purge, refuelling, fuel tank pressure sensor correlation or leak check with the EVAP leak detection pump.
Relief Valve
This is a mechanical pressure relieve valve that is part of the vent solenoid valve assembly. It protects the fuel tank by relieving excessive pressure or excessive vacuum that
could build up in the sealed fuel tank from environmental changes.
EVAP Leak Detection Pump Assembly
The leak detection pump assembly consists of three main components. These components are integral parts of the EVAP leak detection pump assembly and are not
serviceable.

This leak detection pump assembly is used for FTP sensor correlation and leak checking the EVAP system for small and large system leaks.
• EVAP leak detection pump pressure sensor's primary purpose is to perform leak detection diagnostics. The sensor itself is diagnosed by a correlation to barometric
pressure based off the MAP sensor.
• EVAP leak detection pump 0.51mm (0.020 in) reference orifice, working in conjunction with the EVAP leak detection pump and pressure sensor. This orifice is used to
establish a vacuum reference baseline for diagnosing EVAP leaks
• EVAP leak detection pump switching valve switches from a vent position to a pump position depending on the EVAP diagnostics taking place.
Fresh Air Filter
An in-line 5 micron air filter exists between the EVAP leak detection pump fresh air inlet and behind the fuel tank fill door pocket to keep the pump hardware from becoming
contaminated.
Vapour Recirculation Tube
A vapor path between the fuel fill pipe and the fuel tank is necessary 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.
2.54mm (0.100 in) Orifice in Fuel Fill Vapor Recirculation Pipe
The orifice aids refuelling, onboard refueling vapor recovery (ORVR), to avoid canister overload while still allowing closed system leak detection and compliance with ORVR
emissions standards.
Fuel Fill Door Lock Solenoid
Prevents fuel fill door opening prior to pressing the Refuel Request Switch.
Fuel Fill Door Position Switch
Provides input to the Hybrid Powertrain Control Module 2 to determine if the door position is open or closed.
Fuel Fill Cap
The fuel fill cap is equipped with a seal and has no relief valve.
Fuel Fill Pipe Check Valve
The check valve on the fuel fill pipe prevents spit-back during refuelling.
Refuel Request Switch
Note: There is a 30 minute time frame for refuelling to occur. If testing the EVAP system the vent solenoid valve will go back to it's normal closed state after 30 min.
Note: If more time is needed a second 1 second press of the switch will be required. Or use the scan tool to command the vent solenoid open, if necessary, for additional
testing.
Located in the driver's door panel, this switch when pressed for 1 second, puts the EVAP diagnostics into an abort state, opens the vent solenoid valve for refuelling and
releases the fuel fill door. A message will be displayed on the driver information centre. There is a 30 second timer on the door release mechanism allowing sufficient time to
press on the fuel door to open it. If 30 seconds lapses before the fuel door is opened a second press of the refuel request switch will be required.


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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 high pressure fuel through the fuel feed pipe to the
fuel injection system. The fuel tank fuel pump module contains a reverse flow check valve. The check valve maintains fuel pressure in the fuel feed pipe and the fuel rail in
order to enable quick engine starts.
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 control module via a GMLAN serial data message. A
fuel pressure sensor located on the fuel feed pipe provides the feedback the fuel pump control module requires for Closed Loop fuel pressure control.
Fuel Pump Control Module
The fuel pump control module is a serviceable GMLAN module. The fuel pump control module receives the desired fuel pressure message from the ECM and controls the fuel
pump located within the fuel tank to achieve the desired fuel pressure. The fuel pump 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 A. A fuel pressure sensor located on the fuel feed pipe provides fuel
pressure feedback to the fuel pump 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
control module through a vehicle wiring harness. The sensor provides a fuel pressure signal to the fuel pump 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 are attached to the underbody. 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 tightened to the proper torque and fully seated.
Fuel Tank Fuel Pump Module
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 fuel injection system 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 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

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 protects 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.
Fuel Rail Assembly
The fuel rail assembly is attached to the cylinder head. The fuel rail assembly performs the following functions:
• Positions the injectors in the inlet ports of the cylinder head
• Distributes fuel evenly to the injectors
Fuel Injectors
The fuel injector assembly is a solenoid device controlled by the ECM that meters pressurised fuel to a single engine cylinder. The ECM energises the high-impedance,
12 ohms, injector solenoid (4) to open a normally closed ball valve (1). This allows fuel to flow into the top of the injector, past the ball valve, and through a director plate (3) at
the injector outlet. The director plate has machined holes that control the fuel flow, generating a spray of finely atomised fuel at the injector tip (2). Fuel from the injector tip is
directed at the inlet valve, causing the fuel to become further atomised and vapourised before entering the combustion chamber. This fine atomisation improves fuel economy
and emissions.


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The system torque coordination is provided by the hybrid powertrain control module. The engine control module (ECM) provides the accelerator pedal interface in which the
driver requests a vehicle torque. These driver requests are coordinated and arbitrated within the ECM and the final driver requested torque is sent to the hybrid powertrain
control module. The hybrid powertrain control module then determines how the torque output will be distributed between the two electric motors and the engine. After the
torque distribution has been determined, torque reductions are imposed based upon system interrupts that are listed below:
• Vehicle stability
• Torque security
• Component overheating protection
The final arbitrated values are distributed to the system. Torque coordination of the system depends directly upon the high voltage battery pack state of charge.
This system is a distributed control system where the system torque is controlled over a system network. The system network consists of serial data communications between
the controllers listed below:
• Engine control module (ECM)

• Hybrid powertrain control module 1 and 2 (HPCM 1 and 2)
• Transmission control module (TCM)
• Electronic brake control module (EBCM)
• Accessory Power Module (APM)
The hybrid powertrain control module determines the engine speed which is based on the high voltage battery pack state of charge. 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 Vehicle ON, the ECM updates the learned minimum pedal value.
• Minimum throttle position values--At Vehicle ON, 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.
• Battery saver mode--After a predetermined time without engine speed, the ECM commands the battery saver mode. During the battery saver mode, the ECM disables
the TAC motor control circuits, which removes the current draw used to maintain the engine speed and allows the throttle to return to the spring loaded default position.
Reduced Power Mode
When the ECM detects a condition with the TAC system, the ECM may enter a propulsion power reduced mode. Propulsion power reduced mode may cause one or more of
the following conditions:
• Acceleration limiting--The ECM will continue to use the accelerator pedal for propulsion control, however, the vehicle acceleration is limited.
• Limited throttle mode--The ECM will continue to use the accelerator pedal for propulsion control, however, the propulsion power is reduced.
• 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 ignore the accelerator pedal input.
• Engine shutdown mode--The ECM will disable fuel and de-energise the throttle actuator.


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Special Tools - Diagnostic Tools

CH 35800-A
J 35800-A
Fuel Injector Cleaner
CH 39021-380
J 39021-380
Fuel Injector Harness Adapter

CH 39021-450
J 39021-450

CH 41769-1
Fuel Line Quick Connect Separator 3/8
CH 41769-2
Fuel Line Quick Connect Separator 5/16
CH 42220
J 42220
Universal 12 Volt Leak Detection Lamp
CH 42242
J 42242
Fuel Pressure Gauge Adapter

CH 42960-2
J 42960-2
Fuel Flapper Door Holder
CH 42982
J 42982
Fuel Pressure Gauge Adapter

CH 43178
J 43178
Fuel Line Disconnect Tool
CH 44175
J 44175
Fuel Composition Testers
Brazil - Use Local Equivalent
CH 45004
J 45004
Fuel Tank Drain Hose
CH 47831
Fuel Line Disconnect Tool

CH 47976
Active Fuel Injector Tester (AFIT)
CH 47976-60
AFIT Harness Adapter

CH 47976-75
CH 48027
Digital Pressure gauge

CH 48096
EVAP Service Access Port Tool
EL 26792
J 26792
HEI Spark Tester

J 34730-2C
Injector Test Lamp
EL 39021
J 39021
Fuel Injector Coil and Balancer Tester
EL 39021-210
J 39021-210
Injector Tester Adapter Box

EL 39021-460
J 39021-460
Fuel Injector Test Adapter
EN 23738-A
J 23738-A
Mityvac
EN 36012-A
J 36012-A
Ignition System Diagnosis Harness
EN 37287
J 37287
Fuel Line Shut-Off Adapters (Flex Fuel)

EN 38522
J 38522
Variable Signal Generator
EN 41413-VLV
J 41413-VLV
EVAP Service Port Vent Fitting

EN 44602
J 44602
Injector Test Adapter
EN 47969
Fuel Supply Diagnostic Hose

GE 23738-A
J 23738-A
Vacuum Pump
GE 41413-200
J 41413-200
Evaporative Emissions System Tester (EEST)

GE 41413-300
J 41413-300
EVAP Cap and Plug Kit
GE 41413-SPT
J 41413-SPT
High Intensity White Light

J 24460-A
Cooling System Pressure Tester
CH 41415-30
J 41415-30
Fuel Tank Cap Adapter

EN 42598-B
J 42598-B
Vehicle Data Recorder


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Specification
Coolant Recovery Reservoir Nut 9 N·m 80 lb in
Cooling Fan and Shroud Bolt 5 N·m 44 lb in
Radiator Upper Bracket Bolt 22 N·m 16 lb ft
Water Inlet Pipe Bolt 8 N·m 71 lb in
Water Outlet Pipe Bolt 8 N·m 71 lb in
Water Pump Bolts 8 N·m 71 lb in
Water Pump Pulley Bolts 10 N·m 89 lb in


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Engine Cooling System Specifications

Specification
50/50 mixture of Dexcool® and distilled water
Engine Cooling 7.3 L 7.7 qt


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GM Part Number
EXTENDED LIFE COOLANT (DEXCOOL) Fluid 12346290 10953464


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Engine Cooling Fans
| |


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DTC P00B3 or P00B4

DTC Descriptors
DTC P00B3: Radiator Coolant Temperature (RCT) Sensor Circuit Low Voltage
DTC P00B4: Radiator Coolant Temperature (RCT) Sensor Circuit High Voltage

Coolant Temperature Sensor Signal P00B3 P00B4 P00B4* P00B6
Low Reference - P00B4 P00B4* P00B6
* Internal ECM or sensor damage may occur if the circuit is shorted to B+.
Radiator Coolant Temperature Sensor

Operating Conditions: Engine Running in Closed Loop

Radiator Coolant Temperature Sensor Signal 140°C (284°F) -40°C (-40°F) -40°C (-40°F)*
The radiator coolant temperature (RCT) sensor is a variable resistor that measures the temperature of the engine coolant in the radiator. The engine control module (ECM)
supplies 5 volts to the RCT signal circuit and supplies a ground to the low reference circuit.
The following table illustrates the difference between temperature, resistance, and voltage:
RCT RCT Resistance RCT Signal Voltage

Cold High High
Warm Low Low
P00B3
• The engine run time is greater than 10 seconds.

• The inlet air temperature (IAT) is colder than 70°C (158°F).
P00B4
• The engine run time is greater than 60 seconds.

P00B3
The ECM detects that the RCT sensor is warmer than 149°C (300°F) for greater than 10 seconds.
P00B4
Note: The scan tool only displays to -40°C (-40°F).
The ECM detects that the RCT sensor is colder than -60°C (-76°F) for greater than 10 seconds.
DTC P00B3 and P00B4 are Type B DTCs.
DTC P00B3 and P00B4 are Type B DTCs.
Diagnostic Aids
• As the thermostat opens, the RCT sensor temperature should rise steadily, then stabilise once the thermostat opens completely.
• Test the RCT sensor at various temperature levels in order to evaluate the possibility of a skewed sensor.
• If the vehicle has sat for greater than 8 hours, the RCT sensor and the ECT sensor values should display within 3°C (5°F).
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
1. Engine running, observe the DTC information with a scan tool. DTCs P00B3 or P00B4 should not set.
ground.
3. Vehicle in Service Mode, verify the scan tool Radiator Coolant Temperature Sensor parameter is at -40°C (-40°F).
4. Install a 1 A fused jumper wire between the signal circuit terminal 2 and the low reference circuit terminal 1. Verify the Radiator Coolant Temperature Sensor parameter
is at 140°C (284°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.
Component Testing
2. Test the engine coolant temperature sensor by varying the sensor temperature while monitoring the sensor resistance. Compare the readings with the Temperature
Versus Resistance table and verify that the resistance is within 5 percent of the specification.
Repair Instructions
• Engine Coolant Temperature Sensor Replacement


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DTC P00B6
DTC Descriptor
DTC P00B6: Radiator Coolant Temperature (RCT) Sensor Performance



Coolant Temperature Sensor Signal 140°C (284°F) -40°C (-40°F) -40°C (-40°F)*
Circuit Description
The engine coolant temperature sensor is a variable resistor that measures the temperature of the engine coolant in the radiator. The engine control module (ECM) supplies
5 volts to the engine coolant temperature signal circuit and supplies a ground to the low reference circuit. The purpose of this diagnostic is to determine if the input from the
RCT sensor is skewed warmer than normal. The internal clock of the ECM will record the amount of time the engine is OFF. If the required engine OFF time is met at start-
up, the ECM will compare the temperature difference between the actual measured RCT and ECT sensors.
The following table illustrates the difference between temperature, resistance, and voltage:
RCT RCT Resistance RCT Signal Voltage

Cold High High
Warm Low Low
• DTCsP00B3, P00B4, P0112, P0113, P0116, P0117, P0118, P0502, P0503 or P2610 are not set.
• The vehicle has been OFF and the propulsion system inactive for greater than 8 hours before vehicle ON.
• The vehicle is ON, or the engine is running.
The ECM determines the absolute difference of temperature between the RCT start up temperature and ECT start up temperature is greater than 20°C (68°F).
DTC P00B6 is a Type B DTC.
Diagnostic Aids
• As the thermostat opens, the radiator coolant temperature sensor signal should rise steadily, then stabilise once the thermostat opens completely.
• Inspect for the correct operation of the engine cooling system and verify the correct coolant level.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Engine running, observe the DTC information with a scan tool. DTC P00B3, P00B4, P0117, P0118, P0597, P0598, or P0599 should not be set.
2. Verify the coolant in the radiator surge tank is at the correct level and there are no engine coolant leaks. Refer to Cooling System Draining and Filling and Loss of
Coolant .
Note: Depending on ambient temperature, it may take up to 4 minutes for the temperatures to equalise.
4. Command the engine coolant thermostat heater to 100 percent with a scan tool. Increase the engine speed to wide open throttle. Observe the scan tool radiator coolant
temperature sensor and ECT sensor parameters. The radiator coolant temperature sensor and the ECT sensor parameters should be within 20°C (68°F).
2. Vehicle OFF, all systems OFF. This may take up to 2 minutes for all vehicle systems to power down. Test for less than 5 Ω between the low reference circuit terminal 1
and ground.
3. Vehicle in Service Mode, verify the scan tool Radiator Coolant Temperature Sensor parameter is at -40°C (-40°F).
4. Install a 1 A fused jumper wire between the signal circuit terminal 2 and the low reference circuit terminal 1. Verify the scan tool Radiator Coolant Temperature Sensor
parameter is at 140°C (284°F).
If less than 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 B203 ECT sensor.
Component Testing
1. Vehicle OFF, remove the B203 ECT sensor.
Note: A thermometer can be used to the used to test the sensor off the vehicle.
2. Test the engine coolant temperature sensor by varying the sensor temperature while monitoring the sensor resistance. Compare the readings with the Temperature
Versus Resistance table and verify that the resistance is within 5 percent of the specification.
If not within the specified range, replace the B203 ECT sensor.
Repair Instructions
• Engine Coolant Temperature Sensor Replacement


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DTC P00B7
DTC Descriptors
DTC P00B7: Radiator Coolant Temperature (RCT) Insufficient Flow



Radiator Coolant Temperature Sensor Signal 140°C (284°F) -40°C (-40°F) -40°C (-40°F)*
Circuit Description
The engine control module (ECM) monitors the temperature of the engine radiator coolant. The ECM controls the thermostat with a pulse width modulated (PWM) signal. The
ECM compares the radiator coolant temperature to the engine coolant temperature in order to determine if there sufficient coolant flow through the thermostat.
• DTCs P00B3, P00B4, P00B6, P0116, P0117, and P0118 are not set.
OR
• The engine coolant temperature is greater than 70°C (158°F).
Note: The scan tool display range is between -40 and + 150°C (-40 and +302°F).
The ECM detects the difference between the RCT sensor and the ECT sensor is greater than 45°C (81°F) when the ECT sensor is warmer than 117°C (242°F) for greater
than 5 s.
Diagnostic Aids
• The thermostat has a mechanical fail-safe in case of an electrical condition with the thermostat heater. The mechanical thermostat will open at approximately
80°C (176°F). The mechanical thermostat will cycle from approximately 85°C (185°F) to approximately 102°C (215°F).
• A resistance condition in the RCT sensor circuits may cause this DTC. This condition results in a greater voltage on the RCT sensor signal circuit, which is interpreted by
the ECM as a colder RCT.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, observe the DTC information with a scan tool. DTC P00B3, P00B4, P00B6, P0117, P0118, P0597, P0598, and P0599 should not be set.
Coolant .
3. Verify the engine cooling fan operates. Refer to Cooling Fan Malfunction - DTC P148A-P148C .
Note: Depending on ambient temperature, it may take up to 4 minutes for the temperature to decrease less than the specified value.
5. Command the Engine Coolant Thermostat Heater to 100 percent with a scan tool. Increase the engine speed to wide open throttle. Observe the scan tool ECT sensor
parameter. The temperature should decrease to less than 85°C (185°F).
1. Vehicle OFF, inspect the cooling system for the conditions below. Refer to Symptoms - Engine Cooling .
• Weak coolant solution
• Obstructed radiator air flow or bent radiator fins
• Blocked cooling system passages
• Radiator hoses that are restricted, collapsed, or deteriorated
• Damaged water pump and or belt
• Loss of cooling system pressure
- Leaking surge tank cap
- Radiator hoses
• Cylinder head or an engine block that is cracked or plugged
2. If all conditions test normal, replace the E41 engine coolant thermostat heater.
Repair Instructions


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DTC P0597-P0599
DTC Descriptor
DTC P0597: Engine Coolant Thermostat Heater Control Circuit
DTC P0598: Engine Coolant Thermostat Heater Control Circuit Low Voltage
DTC P0599: Engine Coolant Thermostat Heater Control Circuit High Voltage
Short to Signal
P0030, P0036, P0102, P0135, P0137, P0141, P0458,
Ignition Voltage Circuit P0598* - -
P0598
Thermostat Control P0030, P0036, P0102, P0135, P0137, P0141, P0458,
P0597 P0599, P0690 -
Circuit P0598
*Opens the fuse that supplies voltage to the engine coolant thermostat
The engine control module (ECM) controls the pulse width modulated (PWM) thermostat. The thermostat controls coolant flow and regulates the engine operating
temperature. Ignition voltage is supplied directly to the thermostat. The ECM controls the thermostat 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 a voltage. The ECM can determine if the control circuit is open, shorted to ground, or shorted to a voltage by
monitoring the feedback voltage.
• The ignition is ON or the engine is running.

• The DTCs run continuously once the above condition is met
The ECM detects that the commanded state of the driver and the actual state of the control circuit do not match for greater than 15 seconds.
• DTCs P0597, P0598, and P0599 are Type B DTCs.

• The engine control module commands the engine cooling fans ON.
DTCs P0597, P0598, and P0599 are Type B DTCs.
Diagnostic Aids
The thermostat has a mechanical fail-safe in case of an electrical condition with the thermostat heater. The mechanical thermostat will open at approximately 80°C (176°F).
The mechanical thermostat will cycle from approximately 85°C (185°F) to approximately 102°C (215°F).
Schematic Reference

• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Ignition ON, engine running, observe the DTC information with a scan tool. DTC P0685, P0689, P0690 or P1682 should not be set.
If a DTC is set, refer to DTC P0685, P0689, P0690, or P1682 .
2. Engine running, observe the following scan tool control circuit status parameters.
• Engine Coolant Thermostat Heater Control Circuit Low Voltage Test Status
• Engine Coolant Thermostat Heater Control Circuit Open Test Status
• Engine Coolant Thermostat Heater Control Circuit High Voltage Test Status
1. Ignition OFF, disconnect the harness connector at the E41 engine coolant thermostat heater.
2. Service Mode active, verify that a test lamp illuminates between the ignition circuit terminal 1 and ground.
open, test all the components connected to the ignition circuit and replace as necessary.
3. Command the Engine Coolant Thermostat Heater to 10 % with a scan tool. Test for 2.5-3.5 V between the control circuit terminal 2 and ground.
4. Command the Engine Coolant Thermostat Heater to 100 % with a scan tool. The DMM should transition from 2.5-3.5 V when commanded to 10 % to less than 0.1 V
when commanded to 100 %.
If the circuit voltage does not correspond to the specified values, replace the K20 ECM.
5. If all circuits test normal, test or replace the E41 engine coolant thermostat heater.
Repair Instructions
• Water Inlet Replacement



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DTC P1485-P1487
DTC Descriptors
DTC P1485: Cooling Fan Output Circuit
DTC P1486: Cooling Fan Output Circuit Low Voltage
DTC P1487: Cooling Fan Output Circuit High Voltage

Cooling Fan Output Circuit P148B, P1486 P148A, P1485 P148C, P1487 -
Fans operate at 90% with all malfunctions
The hybrid powertrain control module 2 (HPCM 2) controls the radiator cooling fans with a pulse width modulated (PWM) signal to the cooling fan control modules. The
HPCM 2 supplies a regulated 12 volts to the engine control module (ECM) via the cooling fan output circuit. The ECM modulates the output circuit to ground to request
operation of the engine radiator cooling fans in response to predetermined internal combustion engine (ICE) coolant temperatures. The HPCM 2 uses the request from the
ECM, along with other inputs such as the need for power electronics, high voltage battery, or HVAC cooling to determine the total percentage of cooling fan operation in a
range of 0-100 percent. The ECM cooling fan output circuit is controlled with a solid state device called a driver. The driver is equipped with a feedback circuit which is pulled
up to a voltage within the controller. The ECM can determine if the output circuit is open, shorted to ground, or shorted to a voltage by monitoring the feedback voltage.

• The 12 V battery voltage is equal to or greater than 11 V.
• The accessory circuit is active for greater than 5 seconds.
• DTCs P1485, P1486, and P1487 run continuously when the conditions above are met.
The ECM detects that the commanded state of the driver and the actual state of the output circuit do not match for greater than 5 seconds.
DTCs P1485, P1486 and P1487 are type B DTCs.
DTCs P1485, P1486 and P1487 are type B DTCs.
Diagnostic Aids
DTCs P1485, P1486 and P1487 will not keep the cooling fans from operating. If one of these DTCs is set the HPCM 2 commands the cooling fans to 90%. If the cooling fans
do not operate, refer to Cooling Fan Malfunction - DTC P148A-P148C for further diagnosis.
Schematic Reference

• Hybrid Cooling System Description and Operation

• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Engine running. Observe the DTC information with a scan tool. DTC P1485, P1486, or P1487 should not be set.
2. Observe the scan tool parameters listed below:
• Cooling Fan Control Circuit Open Test Status
• Cooling Fan Control Circuit Low Voltage Test Status
• Cooling Fan Control Circuit High Voltage Test Status
Each of the parameters should display OK or Not Run.
from the Freeze Frame/Failure Records data.
1. Vehicle OFF, disconnect the X2 harness connector at the K114B HPCM 2.
Note: The cooling fan output circuit is pulled-up to a voltage within the ECM. 3-4 V measured on this circuit with the HPCM 2 harness connector disconnected is normal.
2. Vehicle in Service Mode, test for 3-4 V between the ECM cooling fan output circuit terminal X2-9 and ground.
If less than the specified range, test the 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 circuit for a short to voltage. If the circuit tests normal, replace the K20 ECM.
3. If all circuits test normal, replace the K114B HPCM 2.
Repair Instructions
Control Module References for engine control module or hybrid powertrain control module 2 replacement, programming and setup


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DTC P2181
DTC Descriptor
DTC P2181: Engine Cooling System Performance
The engine control module (ECM) monitors temperature difference between the engine coolant temperature (ECT) sensor and the radiator coolant temperature (RCT) sensor
during a cold start-up. The purpose of this diagnostic is to analyse the engine coolant thermostat for being stuck open.
• DTCs P00B3, P00B4, P00B6, P0101, P0102, P0103, P0111, P0112, P0113, P0114, P0116, P0117 or P0118 are not set.
• The engine run time is between 70 s and 30 min.
• The engine coolant temperature (ECT) sensor at start-up is between -10°C to +59°C (14°F to 138°F).
• The inlet air temperature (IAT) sensor is between -7°C to +60°C (-4°F to +140°F).
• The airflow into the engine is between 1 to 100 g/s.
The ECM detects the engine coolant thermostat is stuck open for at least 2.5 min.

DTC P2181 is a Type B DTC
DTC P2181 is a Type B DTC
Diagnostic Aids
• Insufficient vehicle interior heating is an indication of incorrect thermostat operation.

• The scan tool Desired ECT Sensor and the ECT Sensor parameters should be within 5°C (9°F) when the engine is at operating temperature.
• A resistance condition in the ECT sensor circuits may cause this DTC. This condition results in a greater voltage on the ECT sensor signal circuit, which is interpreted by
the ECM as a colder ECT.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

1. Engine running, observe the DTC information with a scan tool. DTC P00B3, P00B4, P00B6, P0117 or P0118 should not be set.
Coolant .
Note: Depending on ambient temperature, it may take up to 4 min for the temperature to increase above the specified value.
3. Engine idling for 15 min with the A/C OFF. Verify the engine cooling fan is not ON at all times.
4. Command the Engine Coolant Thermostat Heater to 0 % with a scan tool. Increase the engine speed to wide open throttle. Observe the scan tool ECT sensor
parameter. The temperature should increase to greater than 102°C (215°F).
If less than the specified value, replace the E41 engine coolant thermostat heater.
Repair Instructions


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Symptoms - Engine Cooling

Important Preliminary Inspections Before Starting
Before using the Symptom diagnosis, perform the following:
• Perform Diagnostic System Check - Vehicle and verify all of the following items:
- Ensure that the engine control module (ECM) and indicator lamp are operating correctly.
- Ensure that there are no diagnostic trouble codes (DTCs) that are stored.
- Scan tool data is within a normal operating range.
• 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.
• Locate the correct symptom. Perform the tests and inspections associated with the symptom.
Review the entire cooling system operation in order to familiarise yourself with the system functions. Refer to Cooling System Description and Operation and Hybrid Cooling
System Description and Operation .
Caution: Use the connector test adapter kit EL-35616-F for any test that requires probing the following items:
• The control module harness connectors
• The electrical centre fuse/relay cavities
• The component terminals
• The component harness connector
Using this kit will prevent damage caused by the improper probing of connector terminals.
Several of the symptom procedures call for a careful visual and physical inspection. This can lead to correcting a condition without further tests and can save time. This
inspection should include the following areas:
• Ensure that all control module grounds are clean, tight, and correctly located.
• Inspect cooling system hoses and pipes for splits, kinks, and proper connections. Inspect thoroughly for any type of a leak or a restriction.
• Inspect for a dirty or restricted engine cooling radiator and HVAC condenser.
• Inspect for aftermarket devices which could affect the operation of the Cooling System.
• Inspect the surge tank reservoirs for the proper coolant level.
Identifying Intermittent Conditions
Many intermittent conditions occur with harness or connector movement due to engine torque, rough pavement, vibration or physical movement of a component. Refer to the
following for a list to help isolate an intermittent condition:
• Moisture and water intrusion in connectors, terminals, and components

• Connector mating
• 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.
• Harnesses that are routed too tight, or chaffed circuits
• 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 surface
• Electro-magnetic interference (EMI)/circuit interference from relays, solenoids or other electrical surge
• Incorrect installation of non-factory, aftermarket, and after factory add on accessories
If an intermittent is detected, refer to Testing for Intermittent Conditions and Poor Connections for specific strategies in diagnosing intermittent conditions.
Symptom List
• Cooling Fan Malfunction - DTC P148A-P148C

• Engine Overheating
• Loss of Coolant
• Thermostat Diagnosis
• Engine Fails To Reach Normal Operating Temperature

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Engine Overheating
Step Action Yes No
DEFINITION: The engine temperature lamp comes on and stays on, or temperature gauge shows hot, or coolant overflows from the coolant recovery reservoir onto the
ground while the engine is running.
Special Tools
GE-26568 Coolant and Battery Fluid Tester

Check the condenser, radiator, and auxiliary coolers for any obstructions or bent fins that would prevent air flow through the radiator.
1
Is there any airflow obstruction or bent fins? Go to Step 2 Go to Step 3
1. Remove any debris that may cause an air flow obstruction.
2. Remove or relocate aftermarket add-on components that block air flow to the radiator.
2
Does the engine still overheat? Go to Step 3 System OK
Check for loose, missing, or damaged radiator air seals or deflectors.
3
Are there any loose, missing, or damaged radiator air seals or deflectors? Go to Step 4 Go to Step 5
Repair or replace any loose, missing, or damaged radiator air seals or deflectors.
4
Check for an inoperative cooling fan..
5
Is the cooling fan inoperative? Go to Step 6 Go to Step 7
Repair or replace the cooling fan(s) as necessary. Refer to Cooling Fan and Shroud Replacement .
6
Check for a loss of coolant. Refer to Loss of Coolant .
7
Check for kinked or pinched cooling hoses.
8
Does the engine still overheat? Go to Step 9 Go to Step 10
1. Relieve any kinks by rerouting the hoses.
2. Replace the hoses, if necessary.
9
Using GE-26568 Coolant and Battery Fluid Tester , check the coolant concentration.
10
Does the coolant concentration test correctly? Go to Step 12 Go to Step 11
Replace the coolant, if necessary. Refer to Cooling System Draining and Filling .
11
Check for any blocked cooling system passages.
12
Are there blocked cooling system passages? Go to Step 13 Go to Step 14
Remove any obstructions by flushing the cooling system. Refer to Flushing .
13
Does the engine still overheat? Go to Step 14 Go to Step 19
Inspect the water pump drive belt.
14
Check for a faulty thermostat. Refer to Thermostat Diagnosis .
15
Replace the radiator. Refer to Radiator Replacement .
16
Check for a faulty water pump. The impeller blades may be eroded or broken.
17 -
Is the water pump faulty? Go to Step 18
Replace the water pump. Refer to Water Pump Replacement .
18 -
Does the engine still overheat? Go to Step 19
Operate the system to verify the repair.
19 -
Did you correct the condition? System OK


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Loss of Coolant
Step Action Yes No
DEFINITION: The cooling system is loosing coolant either internally or externally.
1 Were you sent here from Symptoms, or another diagnostic table? Go to Step 2 Go to Symptoms
Repair any present DTCs. Refer to Diagnostic System Check - Vehicle .
2
Is the action complete? Go to Step 3 -
Inspect the coolant level.
3
Is the coolant at the proper level? Go to Step 5 Go to Step 4
Fill the cooling system to the proper level. Refer to Cooling System Draining and Filling .
4
Engine overheating can cause a loss of coolant.
5
Is the engine overheating? Go to Step 16 Go to Step 6
1. Idle the engine at normal operating temperature.
2. Inspect for heavy white smoke coming out of the exhaust pipe.
6
Is a heavy white smoke present from the exhaust pipe? Go to Step 7 Go to Step 8
1. Coolant in the exhaust system creates a distinctive, burning coolant odour in the exhaust.
2. Condensation in the exhaust system can cause an odourless white smoke during engine warm up.
7
Does the white smoke have a burning coolant type odour? Go to Step 17 Go to Step 8
Visually inspect the hoses, pipes and hose clamps.
8
Are any of the hoses, clamps or pipes leaking? Go to Step 18 Go to Step 9
Visually inspect the following components:
• Coolant pressure cap

• Core plugs
• Throttle Body
• Engine block
9
• Intake manifold
• Radiator
• Thermostat housing
• Water pump
Are any of the listed components leaking? Go to Step 18 Go to Step 10

1. Pressure test the cooling system. Refer to Cooling System Leak Testing .
2. With the cooling system pressurised, visually inspect the components listed in steps 8 and 9.
10
Are any leaks present? Go to Step 18 Go to Step 11
Pressure test the coolant pressure cap. Refer to Pressure Cap Testing .
11
Does the coolant pressure cap hold pressure? Go to Step 12 Go to Step 15
Inspect for the following conditions:
• A coolant smell inside of the vehicle

12 • Coolant in the HVAC module drain tube
• Coolant on the vehicle floor covering near the HVAC module
Is coolant present? Go to Step 18 Go to Step 13

Inspect the underside of the engine oil fill cap for a gray/white milky substance.
13
Is there a milky substance under the oil fill cap? Go to Step 14 Go to Step 19
Inspect the engine oil fluid level indicator for a gray/white milky substance.
14
Is there a milky substance on the engine oil fluid level indicator? Go to Step 17 Go to Step 19
Replace the coolant pressure cap.
15
Is the repair complete? Go to Step 19 -
Repair the engine overheating condition. Refer to Engine Overheating .
16
Repair the engine internal coolant leak.
17
Repair or replace the leaking component. Refer to the appropriate repair.
18
Operate the system in order to verify the repair.
19
Did you find and correct the condition? System OK Go to Step 2


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Thermostat Diagnosis
Step Action Values Yes No
1. Pressure test the cooling system and the cap for leaks.
2. Repair any leaks before proceeding. These engines use a 90°C (194°F) thermostat. The ambient temperatures should be
within the specified range given.
3. Set the HVAC controls in the OFF position. 13-38°C (55-
1
4. Run the cold engine at idle (68-70°F) for 15-20 minutes before checking the engine temperature. 100°F)
5. Check the engine coolant temperature at idle with the scan tool.
System Go to
Is the engine coolant temperature (ECT) between 90-105°C (194-221°F)? OK Step 2
Is the ECT below 90°C (194°F)? Go to Go to
2 -
Step 3 Step 4
The thermostat is opening early, or the thermostat seal is leaking.
3 Replace the thermostat and the thermostat seal. -

System
Is the repair complete? OK -
Is the ECT over 105°C (221°F)? Go to
4 -
Step 5 -
Is the radiator inlet hot? Go to Go to
5 -
Step 6 Step 7
1. Turn ON the heater.
2. Check if hot air is coming from the heater outlets.
6 - Go to Go to
Is the air hot? Step 11 Step 12
There may be air in the system.
1. Add coolant to the surge tank if the coolant level is low. Refer to Cooling System Draining and Filling .
7 -
2. Recheck the radiator inlet hose.
Go to Go to
Is the inlet hose hot? Step 6 Step 8
Inspect for blockage in the following areas:
• The cylinder head
8 • The radiator -
• The radiator hoses
Go to Go to
Is there a blockage? Step 9 Step 10
1. Repair the blockage.
2. Recheck the coolant temperature with the the scan tool.
9 - System
1. Replace the thermostat. Refer to Water Inlet Replacement .
2. Recheck the coolant temperature with the scan tool.
10 - System
Inspect for blockage in the radiator.
11 - Go to Go to
Is there any blockage? Step 9 Step 10
1. Accelerate the engine several times in order to remove any air from the system.
2. Inspect for blockage in the heater circuit.
12 3. Inspect for any pinched or buckled hoses. -
Go to Go to
Is there any blockage? Step 9 Step 13
Is the repair complete? System
13
OK -


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Engine Fails To Reach Normal Operating Temperature

Step Action Value(s) Yes No
Check the coolant level in the radiator surge tank. Refer to Cooling System Draining and Filling .
1 -
Is the coolant at the proper level? Go to Step 3 Go to Step 2
Add coolant to the radiator surge tank as necessary.
2 -
Does the engine still fail to reach normal operating temperatures? Go to Step 3 System OK
Check for a blockage in the coolant passages.
3 -
Are there any blockages in the coolant passages? Go to Step 4 Go to Step 5
Flush the cooling system or flow check the radiator.
4 -
Does the engine still fail to reach normal operating temperatures? Go to Step 5 System OK
Check to see if the incorrect thermostat was installed or if it is stuck or sticks in the open position.
5 - -
Was the incorrect thermostat installed, or is it stuck or does it stick in the open position? Go to Step 6
Replace the thermostat. Refer to Water Inlet Replacement .
6 - -
Does the engine still fail to reach normal operating temperature? System OK


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Special Tools
• GE-42401-A Radiator Cap and Surge Tank Test Adapter

• EN-24460-A Cooling System Pressure Tester
For equivalent regional tools, Refer toSpecial Tools
Warning: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam
under pressure if radiator cap or surge tank cap is removed while the engine and radiator are still hot.
1. Remove the pressure cap.

2. Wash the pressure cap sealing surface with water.
Note: Lubricate GE-42401-A Radiator Cap and Surge Tank Test Adapter and pressure cap O-rings with coolant and press cap to seat O-ring on GE-42401-A Radiator
Cap and Surge Tank Test Adapter before turning to engage threads.
3. Use the EN-24460-A Cooling System Pressure Tester (1) with GE-42401-A Radiator Cap and Surge Tank Test Adapter (2) in order to test the pressure cap.
4. Test the pressure cap for the following conditions:
• Pressure release when the EN-24460-A Cooling System Pressure Tester exceeds the pressure rating of the pressure cap.
• Maintain the rated pressure for at least 10 seconds.
Note the rate of pressure loss.
5. Replace the pressure cap under the following conditions:
• The pressure cap does not release pressure which exceeds the rated pressure of the cap.
• The pressure cap does not hold the rated pressure.


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Cooling System Leak Testing

Special Tools

Warning: Under pressure, the temperature of the solution in the radiator can be considerably higher, without boiling. Removing the radiator cap while the engine is hot
(pressure is high), will cause the solution to boil instantaneously, with explosive force. The solution will spew out over the engine, wings, and the person removing the
cap. Serious bodily injury may result. Flammable antifreeze, such as alcohol, is not recommended for use at any time. Flammable antifreeze could cause a serious fire.
Warning: In order to help avoid being burned, do not remove the radiator cap while the engine and the radiator are hot. Scalding fluid and steam can be blown out
under pressure if the cap is removed too soon.

2. Test the operation of the pressure cap. Refer to Pressure Cap Testing .
3. Wash the pressure cap mating surface with water.
4. Use the EN-24460-A Cooling System Pressure Tester with the GE-42401-A Radiator Cap and Surge Tank Test Adapter in order to apply pressure to the cooling
system.
Do not exceed the pressure cap rating.
5. The cooling system should hold the rated pressure for at least 2 minutes.
Observe the gauge for any pressure loss.
6. Repair any leaks as required.


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Cooling System Draining and Filling

Special Tools
• GE-26568 Coolant and Battery Tester

• GE-47716 Vac-N-Fill Coolant Refill Tool
Draining Procedure
Warning: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under
pressure if radiator cap or surge tank cap is removed while the engine and radiator are still hot.
1. To drain the engine radiator, remove the engine coolant temperature sensor from the radiator. Refer to Engine Coolant Temperature Sensor Replacement
2. Attach the venturi assembly to the vacuum tank.
3. Attach a shop air hose to the venturi assembly.
Ensure the valve on the venturi assembly is closed.
4. Attach the vacuum hose to the vacuum tank.

5. Attach the extraction hose to the vacuum hose.
6. Insert the extraction hose into the radiator outlet front hose until the extraction hose contacts the bottom of the radiator outlet hose.
7. Open the valve on the venturi assembly to start a vacuum draw.

8. Use the extraction hose to draw out coolant until the radiator is empty.
9. The vacuum tank has a drain valve on the bottom of the tank. Open the valve to drain coolant from the vacuum tank into a suitable container for disposal.
10. If a complete engine block drain is required, remove the engine block drain plug.
11. To drain the heater cooling loop, remove the hose from the inlet of the heater water auxiliary pump. Refer to Heater Water Auxiliary Pump Replacement
12. Inspect the coolant.
13. Follow the appropriate procedure based on the condition of the coolant.
• Normal in appearance--Follow the filling procedure.
• Discolored--Follow the flush procedure. Refer to Flushing
Vac-N-Fill Procedure
Note: To prevent boiling of the coolant/water mixture in the vehicles cooling system, do not apply vacuum to a cooling system above 49°C (120°F). The tool will not operate
properly when the coolant is boiling.
1. Install GE-42401-2 Radiator Cap and Surge Tank Test Adapter into the surge tank fill neck.
2. Install GE-42401-3 Radiator Cap and Surge Tank Test Adapter to the surge tank fill neck.
3. Attach the Vac N Fill cap to the GE-42401-3 Radiator Cap and Surge Tank Test Adapter .
4. Attach the vacuum gauge assembly to the Vac N Fill cap.
5. Attach the fill hose to the barb fitting on the vacuum gauge assembly.
Ensure that the valve is closed.
Note: Use a 50/50 mixture of DEX-COOL antifreeze and de-ionized water.
Always use more coolant than necessary. This will eliminate air from being drawn into the cooling system.
6. Pour the coolant mixture into the graduated reservoir.

7. Place the fill hose in the graduated reservoir.
Note: Prior to installing the vacuum tank onto the graduated reservoir, ensure that the drain valve located on the bottom of the tank is closed.
8. Install the vacuum tank on the graduated reservoir with the fill hose routed through the cut-out area in the vacuum tank.
9. Attach the venturi assembly to the vacuum tank.
10. Attach a shop air hose to the venturi assembly.
Ensure the valve on the venturi assembly is closed.
11. Attach the vacuum hose to the vacuum gauge assembly and the vacuum tank.
12. Position the passenger compartment heater coolant control solenoid valve to normal using GDS. The hybrid powertrain control module 2 controls the passenger
compartment heater coolant control solenoid Valve
13. Open the valve on the venturi assembly. The vacuum gauge will begin to rise and a hissing noise will be present.
14. Continue to draw vacuum until the needle stops rising. This should be 610-660 mm Hg (24-26 in Hg).
Cooling hoses may start to collapse. This is normal due to vacuum draw.
15. To aid in the fill process, position the graduated reservoir above the coolant fill port.
16. Slowly open the valve on the vacuum gauge assembly. When the coolant reaches the top of the fill hose, close the valve. This will eliminate air from the fill hose.
17. Close the valve on the venture assembly.
18. If there is a suspected leak in the cooling system, allow the system to stabilise under vacuum and monitor for vacuum loss.
If vacuum loss is observed, refer to Loss of Coolant .
19. Open the valve on the vacuum gauge assembly. The vacuum gauge will drop as coolant is drawn into the system.
20. Once the vacuum gauge reaches zero, close the valve on the vacuum gauge.
21. Repeat steps 14-21 one time.
22. Detach the Vac N Fill cap from the GE-42401-3 Radiator Cap and Surge Tank Test Adapter .
23. Remove GE-42401-2 Radiator Cap and Surge Tank Test Adapter from the surge tank fill neck.
24. Add coolant to the system as necessary.
25. Turn on the auxiliary coolant pump for 2 minutes using the GDS. The remote HVAC module controls the auxiliary coolant pump.
27. Using GDS, increase the speed to 2000 rpm until the thermostat opens (approximately 100C).
Note: Do not allow engine coolant temperature to exceed 110C or damage to the Coolant Heater Control Module could occur.
28. Turn engine off.
29. Turn on the auxiliary coolant pump for 1 minute using GDS.
30. Turn off the auxiliary coolant pump and wait 5 minutes.
31. Repeat steps 24-30, three times.
32. Inspect the concentration of the coolant mixture using GE-26568 Coolant and Battery Tester .
Note: After filling the cooling system, the extraction hose can be used to remove excess coolant to achieve the proper coolant level.
33. Detach the vacuum hose form the vacuum gauge assembly.
35. Open the valve on the venture assembly to start a vacuum draw.
36. Use the extraction hose to draw out coolant to the proper level.


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Flushing
Note: This procedure is intended for the engine cooling system only. Never use this procedure to flush the hybrid cooling system.
Note: Do not use a chemical flush.
Store used coolant in the proper manner, such as in a used engine coolant holding tank. Do not pour used coolant down a drain. Ethylene glycol antifreeze is a very toxic
chemical. Do not dispose of coolant into the sewer system or ground water. This is illegal and ecologically unsound.
Various methods and equipment can be used to flush the cooling system. If special equipment is used, such as a back flusher, follow the manufacturer's instruction. Always
remove the thermostat before flushing the cooling system.
When the cooling system becomes contaminated, the cooling system should be flushed thoroughly to remove the contaminants before the engine is seriously damaged.
1. Drain the cooling system. Refer to Cooling System Draining and Filling .
2. Remove the coolant recovery reservoir. Refer to Coolant Recovery Reservoir Replacement .
3. Clean and flush the coolant recovery reservoir with clean, drinkable water.
4. Install the coolant recovery reservoir. Refer to Coolant Recovery Reservoir Replacement .
5. Follow the drain and fill procedure using only clean, drinkable water. Refer to Cooling System Draining and Filling .
6. Run the engine for 20 minutes.
7. Stop the engine.
8. Drain the cooling system. Refer to Cooling System Draining and Filling
9. Repeat the procedure if necessary, until the fluid is nearly colorless.
10. Fill the cooling system. Refer to Cooling System Draining and Filling .


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Radiator Cleaning
Warning: NEVER spray water on a hot heat exchanger. The resulting steam could cause personal injury.
Caution: The heat exchanger fins are necessary for good heat transfer. Do not brush the fins. This may cause damage to the fins, reducing heat transfer.
Note: Remove bugs, leaves, dirt and other debris by blowing compressed air through the engine side of the radiator.
• Some conditions may require the use of warm water and a mild detergent.
• Clean the A/C condenser fins.
• Clean between the A/C condenser and radiator.
• Clean the radiator cooling fins.
• Straighten any damaged cooling fins.


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Coolant Recovery Reservoir Replacement

1. Drain the coolant. Refer to Cooling System Draining and Filling

2. Disconnect the heater outlet hose vapor vent hose from the reservior. Refer to Heater Outlet Hose Vapor Vent Hose Replacement
3. Disconnect the heater vent hose from the reservior. Refer to Heater Vent Hose Replacement
4. Disconnect the heater coolant heater air supply hose from the reservior. Refer to Heater Coolant Heater Air Supply Hose Replacement
5. Disconnect the heater water auxiliary pump inlet hose from the reservior. Refer to Heater Water Auxiliary Pump Inlet Hose Replacement
Coolant Recovery Reservoir Nuts (Qty: 2)

1
Tighten
9 N·m (80 lb in)
2 Coolant Recovery Reservoir Retainer
3 Coolant Recovery Reservoir


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Radiator Inlet Hose Replacement

Special Tools
BO-38185 Hose Clamp Pliers
Removal Procedure
Note: Replace corroded hose clamps and brackets.
1. Drain the cooling system. Refer to Cooling System Draining and Filling
2. Remove the air cleaner resonator outlet duct. Refer to Air Cleaner Resonator Outlet Duct Replacement
3. Remove the radiator inlet hose clamp (1) at the engine using BO-38185 Hose Clamp Pliers .
4. Remove the radiator inlet hose (2) from the engine.
5. Remove the radiator inlet hose clamp (1) at radiator using BO-38185 Hose Clamp Pliers .
6. Remove the radiator inlet hose (2) from the radiator.
7. Remove the radiator inlet hose from the vehicle.
1. Install the radiator inlet hose to the vehicle.
2. Install the radiator inlet hose (2) to the radiator .
3. Install the radiator inlet hose clamp (1) at radiator using BO-38185 Hose Clamp Pliers .
4. Install the radiator inlet hose (2) to the engine.
5. Install the radiator inlet hose clamp (1) at engine using BO-38185 Hose Clamp Pliers .
6. Install the air cleaner resonator outlet duct. Refer to Air Cleaner Resonator Outlet Duct Replacement
7. Fill the cooling system. Refer to Cooling System Draining and Filling


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Radiator Outlet Front Hose Replacement

Special Tools
Removal Procedure
2. Remove the heater coolant heater air supply hose from the radiator outlet front hose. Refer to Heater Coolant Heater Air Supply Hose Replacement
3. Disconnect the radiator outlet front hose quick connect (1) at engine.
4. Remove the radiator outlet front hose (2) from the engine.
5. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle
6. Remove the radiator outlet front hose clamp (1) at radiator using BO-38185 Hose Clamp Pliers .
7. Remove the radiator outlet front hose (2) from the radiator.
8. Remove the radiator outlet front hose from the vehicle.
1. Install the radiator outlet front hose to the vehicle.
2. Install the radiator outlet front hose (2) to the radiator.
3. Install the radiator outlet front hose clamp (1) at radiator using BO-38185 Hose Clamp Pliers .
4. Install the radiator outlet front hose (2) to the engine.
5. Connect the radiator outlet front hose quick connect (1) at engine.
7. Install the heater coolant heater air supply hose to the radiator outlet front hose. Refer to Heater Coolant Heater Air Supply Hose Replacement


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Radiator Upper Bracket Replacement

Remove front compartment front sight shield. Refer to Front Compartment Front Sight Shield Replacement : Volt → Ampera
Radiator Upper Bracket Bolt (Qty 2)
1
Tighten
22 N·m (16 lb ft)
2 Radiator Upper Bracket (Qty 2)


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Cooling Fan and Shroud Replacement

1. Remove the drive motor battery radiator surge tank. Refer to Drive Motor Battery Radiator Surge Tank Replacement
2. Remone the drive motor battery coolant pump. Refer to Drive Motor Battery Coolant Pump Replacement
3. Disconnect the electrical connector from the coolant fans.
4. Disconnect all wire retainers from shroud.
Cooling Fan and Shroud Bolts (Qty: 2).

1
Tighten
5 N·m (44 lb in)
2 Cooling Fan and Shroud


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Engine Coolant Thermostat Replacement

2. Remove the water inlet pipe. Refer to Water Inlet Replacement
1 Thermostat Retainer Tab
Seal
2
Tip
Inspect the seal for damage, replace as necessary.
3 Water Inlet Pipe
Thermostat (Part of water inlet assembly)
4 Procedure
Push in on the thermostat tabs (1) to unclip the thermostat from the water inlet pipe (3), and rotate clockwise.


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Engine Coolant Air Bleed Hose Connector Replacement

Engine Coolant Air Bleed Hose Clamps (Qty 2)
Procedure
1 Reposition the engine coolant air bleed hose clamps using BO 38185 Hose Clamp Pliers
Special Tools
BO 38185 Hose Clamp Pliers For equivalent regional tools, Refer to Special Tools
2 Retainer Clips (Qty 2)
Engine Coolant Air Bleed Hose
3
Tip
Replace corroded hose clamps and brackets.


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Water Outlet Replacement

Removal Procedure
3. Disconnect the engine coolant temperature sensor (ECT) connector (1).

4. Disconnect the radiator inlet hose (1), the engine coolant air bleed hose (2) and the heater outlet hose (3), from the water outlet.
5. Remove the water outlet bolts (1).
6. Remove the water outlet (3) and discard the seal (2).
1. Position the water outlet (3) and a NEW seal (2) , to the cylinder head.
2. Install the water outlet bolts (1) and tighten to 8 N·m (71 lb in).

3. Install the A/C compressor front hose, if necessary. Refer to Air Conditioning Compressor Front Hose Replacement .
4. Install the engine coolant temperature sensor (1) and the battery positive cable (3), to the A/C compressor hose (2).
6. Fill the radiator coolant system. Refer to Cooling System Draining and Filling .
7. Start the engine and check for coolant leaks.


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Removal Procedure
1. Drain coolant fluid. Refer to Cooling System Draining and Filling .

2. Remove the air cleaner assembly. Refer to Air Cleaner Assembly Replacement .
3. Remove the radiator inlet hose (2) and disconnect the engine coolant temperature sensor connector (1), from the water inlet pipe (3).
4. Remove the water inlet pipe bolts (1).
5. Inspect the seal (2) and replace as necessary.
1. Clean the sealing surfaces.

2. Install the water inlet pipe (3) and seal (2).
3. Tighten the water inlet pipe bolts (1) to 8 N·m (71 lb in).

4. Connect the engine coolant temperature sensor (1) and the radiator inlet hose (2).
5. Install the air cleaner assembly. Refer to Air Cleaner Assembly Replacement .
6. Fill up the coolant fluid. Refer to Cooling System Draining and Filling .


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Water Pump Belt Replacement

Removal Procedure
1. Remove the air cleaner assembly (1). Refer to Air Cleaner Assembly Replacement
2. Install the engine support fixture. Refer to Engine Support Fixture
3. Remove the right engine mount (1). Refer to Engine Mount Replacement - Right Side
4. Remove the right engine mount bracket (1). Refer to Engine Mount Bracket Replacement - Right Side
5. Cut the water pump belt (1) with a appropriate cutting tool as shown.
6. Remove and discard the water pump belt.
Note: Position the water pump pulley (2) as shown. The position of the pulley bolts (3) will help prevent the belt from catching on the bolts and provide ease of
installation.
1. Position a NEW water pump belt (1) on the crankshaft pulley and water pump pulley (2) as shown.
Note: Using the thumb of your free hand, hold the water pump belt on the water pump pulley. Push the belt onto the pulley with your thumb while rotating the crankshaft
pulley.
2. Using a socket and ratchet on the crankshaft pulley bolt, rotate the crankshaft in the direction of the arrow until the belt is fully installed on the water pump pulley.
3. After the belt is on the water pump pulley, rotate the crankshaft an additional complete revolution and ensure the water pump belt is fully seated on the crankshaft and
water pump pulleys.
4. Install the right engine mount bracket (1). Refer to Engine Mount Bracket Replacement - Right Side .
5. Install the right engine mount (1). Refer to Engine Mount Replacement - Right Side .
6. Remove the engine support fixture.
7. Install the air cleaner assembly (1). Refer to Air Cleaner Assembly Replacement


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Water Pump Replacement

Removal Procedure
1. Drain coolant fluid. Refer to Cooling System Draining and Filling .

2. Remove the water pump pulley. Refer to Water Pump Pulley Replacement .
3. Remove the radiator inlet hose (2) and the engine coolant temperature sensor connector (1), from the water inlet pipe (3).
4. Remove the heater water shutoff hose (1).
5. Remove the 5 short water pump bolts (2) and the 5 long water pump bolts (1).
6. Remove the water pump (4).
7. Remove the water pump gasket (3).
8. If replacing the water pump, transfer the water inlet pipe and thermostat to the new water pump. Refer to Water Inlet Replacement .

2. Install the water pump (4) and a NEW water pump gasket (3).
3. Install the 5 short water pump bolts (2) and the 5 long water pump bolts (1) and tighten in a cross sequence to 8 N·m (71 lb in).
4. Install the water pump pulley. Refer to Water Pump Pulley Replacement .
5. Install the heater water shutoff hose (1).
6. Install the radiator inlet hose (2) and the engine coolant temperature sensor connector (1), to the water inlet pipe (3)..
7. Fill up the coolant fluid. Refer to Cooling System Draining and Filling .


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Engine Coolant Temperature Sensor Replacement


2. Remove the front wheelhouse front liner on the passenger side. Refer to Front Wheelhouse Front Liner Replacement
3. Disconnect the electrical connector from the coolant temperature sensor.
1 Engine Coolant Temperature Sensor Retaining Clip.
2 Engine Coolant Temperature Sensor


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Radiator Replacement


2. Remove cooling fan and shroud. Refer to Cooling Fan and Shroud Replacement
3. Remove transmission fluid auxiliary cooler. Refer to Transmission Fluid Auxiliary Cooler Replacement
4. Disconnect the drive motor battery coolant/air separator from the radiator. Refer to Drive Motor Battery Coolant/Air Separator Replacement
5. Disconnect the heater vent hose from the radiator. Refer to Heater Vent Hose Replacement
6. Remove the radiator inlet hose. Refer to Radiator Inlet Hose Replacement
7. Remove radiator outlet front hose. Refer to Radiator Outlet Front Hose Replacement
8. Disconnect the electrical connector from the engine coolant temperature sensor.
1 Radiator


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Radiator Air Lower Baffle and Deflector Replacement

Remove the front bumper fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera
1 Radiator Air Lower Baffel and Deflector Retainers (Qty 3)
2 Radiator Air Lower Baffel and Deflector


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Radiator Air Side Baffle Replacement - Left Side

Remove front bumper fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera
1 Radiator Air Side Baffel Retainers (Qty 5)
2 Radiator Air Side Baffel


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Radiator Air Side Baffle Replacement - Right Side

1. Remove front bumper fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera
2. Remove the ambient air temperature sensor. Refer to Ambient Air Temperature Sensor Replacement
1 Radiator Air Side Baffel Retainers (Qty 6)
2 Radiator Air Side Baffel


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Radiator Air Seal Replacement

Remove front bumper fascia centre support bracket. Refer to Front Bumper Fascia Center Support Bracket Replacement
1 Radiator Air Seal Retainers (Qty 5)
Radiator Air Seal
2 Tip
Unclip hose retainer from radiator air seal.


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Special Tools
EN 24460-A
J 24460-A
GE 26568
J 26568
Coolant and Battery Tester

BO 38185
J 38185
Hose Clamp Pliers

GE 42401-A
J 42401-A
Radiator Cap and Surge Tank Test Adapter
GE 47716
Vac-N-Fill Coolant Refill Tool


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12V Battery Management
| |
X50D Fuse Block - Battery and X50B Fuse Block - Under-bonnet Auxiliary Bussing
G201, G203, G205, G304, G401 and G404


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DTC B1325, B1330, B1517, C0800, C0899, C0900, C12E1, C12E2, P0562, P0563, P1A0C, P1A0D, or P1EFC
DTC Descriptors
DTC B1325 03: Control Module Power Circuit Low Voltage
DTC B1325 07: Control Module Power Circuit High Voltage
DTC B1330 03: Control Module Power 2 Circuit Low Voltage
DTC B1330 04: Control Module Power 2 Circuit Open
DTC B1517 03: Battery Voltage Low Voltage
DTC B1517 07: Battery Voltage High Voltage
DTC B1517 5A : Battery Voltage Not Plausible
DTC C0800 03: Control Module Power Circuit Low Voltage
DTC C0800 07: Control Module Power Circuit High Voltage
DTC C0800 0D: Control Module Power Circuit High Resistance
DTC C0800 11: Control Module Power Circuit High Input
DTC C0899 00: Control Module Power Circuit Malfunction

DTC C0899 03: Control Module Power Circuit Low Voltage
DTC C0900 00: Control Module Power Circuit Malfunction
DTC C0900 07: Control Module Power Circuit High Voltage
DTC C12E1: Electronic Brake Control Module Supply Circuit Low Voltage
DTC C12E2: Electronic Brake Control Module Supply Circuit High Voltage
DTC P0562: System Voltage Low Voltage
DTC P0563: System Voltage High Voltage
DTC P1A0C: Battery Energy Control Module System Voltage Low Voltage
DTC P1A0D: Battery Energy Control Module System Voltage High Voltage
DTC P1EFC: Battery Charger Control Module System Voltage Low Voltage
The vehicle control modules or sensors monitor the system voltage to verify the system voltage is within the normal operating range.
The vehicle is ON.
The control module or sensor detects a system voltage of less than approximately 9 V or greater than 18 V for approximately 5 seconds.
• A driver information centre message and/or warning indicator may be displayed.
• The control module may be temporarily disabled.

The system voltage returns to normal operating range.
Diagnostic Aids
• A high or low voltage DTC set or voltage value in multiple modules/sensors indicates a concern in the 12 V charging system.
• A possible cause of this DTC could be overcharging with a 12 V battery charger or jump starting.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle OFF, disconnect the T18 Battery Charger cord set. Measure and record the 12 V battery voltage at the battery terminals. The battery voltage should stabilise
between 12.4-12.8 V within a few minutes of turning the Vehicle OFF.
If not within the specified range, refer to Battery Inspection/Test .
2. Vehicle in Service Mode, accessories OFF, measure and record the 12 V battery voltage at the battery terminals. The voltage should be at least 1 V greater than the
voltage measured in step 1 but less than 15 V.
If not within the specified range, refer to DC Power Conversion Test .
3. Observe the appropriate module scan tool B+ and ignition voltage parameters. The voltage readings should be within 1 V of the battery voltage.

• Control modules the vehicle is equipped with
• The control modules ground, B+, and Ignition circuit terminal IDs and connectors
1. Vehicle OFF, disconnect the harness connectors at the appropriate control module.
Note: Some control module ground circuits may require up to 20 minutes to achieve a resistance reading of less than 10 Ω. In most cases the readings will drop below
20 Ω within 1 minute indicating the control modules are going to sleep.
2. Vehicle OFF, scan tool disconnected, open and close the driver door and wait 1 minute. Test for less than 10 Ω between each ground circuit terminal and ground.
3. If equipped, verify that a test lamp illuminates between each B+ circuit terminal and ground.
4. If equipped, Vehicle in Service Mode, verify that a test lamp illuminates between each ignition circuit terminal and ground.
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance.
5. If all circuits test normal, replace the control module.
Repair Instructions


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DTC B1516
DTC Descriptors
DTC B1516 08: Battery Current Sensor Performance - Signal Invalid
DTC B1516 66: Battery Current Sensor Incorrect Mounting

5V Reference B1516 08 B1516 08 - -
Signal B1516 08 B1516 08 B1516 08 B1516 08, B1516 66
Low Reference - B1516 08 - -
The battery current sensor is a 3 wire hall effect current sensor. The body control module (BCM) supplies 5 V and ground to the battery current sensor. The battery current
sensor measures the amount of current flowing to or from the battery, and supplies a pulse width modulation (PWM) signal to the BCM.
B1516 08
The BCM is awake.

B1516 66
• The BCM is awake.

• The engine is OFF.
B1516 08
The battery current signal is less than 4% or greater than 96% duty cycle for 2 min.
B1516 66
The battery current polarity is positive for 2 min.
The regulated voltage control is disabled.
The DTC passes when the battery current returns to the normal range for 15 s.
Diagnostic Aids
DTC B1516 08 could be set by overcharging with a battery charger or jump starting.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
B1516 08
1. Vehicle OFF, disconnect the harness connector at the B18 Battery Current Sensor.
2. Vehicle OFF and scan tool disconnected, open and close the driver door, and wait 1 minute. Test for less than 30 Ω between the low reference circuit terminal B and
ground.
If greater than specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the K9 Body Control Module.
3. Vehicle in Service Mode, 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 K9 Body 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 K9 Body Control Module.
4. Vehicle in Service Mode, 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 K9 Body Control Module.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the K9 Body Control Module.
5. If all circuits test normal, test or replace the B18 Battery Current Sensor.
B1516 66
1. Verify that the B18 Battery Current Sensor is installed securely around the negative battery cable, with the tape tab pointing away from the negative terminal on the
C1 Battery.
If the B18 Battery Current Sensor is not installed correctly, remove and reinstall the sensor properly.
2. Replace the B18 Battery Current Sensor.
Repair Instructions


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DTC B151A
DTC Descriptor
DTC B151A 58: Battery Capacity Performance
The body control module (BCM) monitors the battery voltage level during an engine crank event to detect a low battery voltage condition.
The vehicle is ON
A minimum crank battery voltage is less than the minimum crank battery voltage threshold for 16 consecutive crank events.
A driver information centre message is displayed.
The DTC will clear if the minimum crank voltage is greater than the minimum crank voltage threshold during a crank event.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Before replacing the C1 Battery perform the Battery Inspection/Test .


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DTC B1527
DTC Descriptor
DTC B1527: Parasitic Load
The body control module (BCM) monitors the state of charge of the electrical system. If the BCM senses that the state of charge at Vehicle in Service Mode is 30% lower than
what it was when the engine was running.
The ignition must be in Accessory or Run mode for this code to set.
The state of charge at Vehicle in Service Mode is 30% lower than when the engine was running and battery drain is more than 2 A.
There is no battery indicator illuminated or driver information centre message displayed.
• The DTC will clear if the fault does not return after 50 consecutive ignition cycles.
• The DTC will clear when run state of charge is greater than or equal to 80%.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Refer to Battery Electrical Drain/Parasitic Load Test .


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Symptoms - Engine Electrical

The following steps must be completed before using the symptom tables.
• Perform Diagnostic System Check - Vehicle before using the Symptom Tables in order to verify that all of the following are true:
- The power modes are correct.
- The control modules can communicate via the serial data link.
- There are no DTCs set.
• Review the system descriptions and operations in order to familiarise yourself with the system functions. Refer to one of the following system operations:
- Battery Description and Operation
- Charging System Description and Operation
- Starting System Description and Operation
• Inspect for aftermarket devices which could affect the operation of the 12 V charging system. Refer to Checking Aftermarket Accessories .
Intermittent
Symptom List
• Battery Inspection/Test

• Battery Charging
• Battery Electrical Drain/Parasitic Load Test
• Charging System Test

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Battery Inspection/Test
Diagnostic Aids
Warning: Refer to Battery Disconnect Warning in the Preface section.
Note:
• The battery test using the EL 50313 Battery Tester requires correct connections to the battery terminals. A failure to obtain the correct connections during the test may
result in a failed test on a good battery.
• Use the Out of Vehicle test for each battery when testing a vehicle with dual batteries.
Follow these instructions in order to avoid an incorrect diagnosis because of connections:
• If testing the vehicle with the battery cables still connected, wiggle the EL 50313 battery tester clips on the terminal. This may cut through any coating or through any
oxidation that may be present on the terminal.
• If correct connections to the battery terminals in the vehicle are in doubt, perform the following steps:
1. Disconnect the negative battery cable.
2. Disconnect the positive battery cable.
3. Follow the instructions for testing a removed battery.
• If the tester displays a REPLACE BATTERY or BAD CELL REPLACE result for a battery tested in the vehicle with the battery cables connected, perform the following
steps:
1. Disconnect the negative battery cable.
2. Disconnect the positive battery cable.
Note: Always write the test code displayed by the tester on the repair order for any warranty purposes. The number is a unique code that describes the test data for a
particular battery at a particular time. The test code may occasionally repeat when you retest the same battery. More often, each test will result in a different code. Use
the test code from the second, or Out of Vehicle test.
3. Follow the instructions for testing a removed battery.
4. Replace the battery only if the second test shows a REPLACE BATTERY or BAD CELL REPLACE result.
Use the test code from the second test for any warranty purposes.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Special Tools
EL 50313 Battery Tester
Warning: Unless directed otherwise, the ignition and start switch must be in the OFF or LOCK position, and all electrical loads must be OFF before servicing any electrical
component. Disconnect the negative battery cable to prevent an electrical spark should a tool or equipment come in contact with an exposed electrical terminal. Failure to
follow these precautions may result in personal injury and/or damage to the vehicle or its components.
For Vehicles equipped with OnStar® (UE1) with Back Up Battery:
The Back Up Battery is a redundant power supply to allow limited OnStar® functionality in the event of a main vehicle battery power disruption to the VCIM (OnStar®module).
Do not disconnect the main vehicle battery or remove the OnStar® fuse with the ignition key in any position other than OFF. Retained accessory power (RAP) should be
allowed to time out or be disabled (simply opening the driver door should disable RAP) before disconnecting power. Disconnecting power to the OnStar® module in any way
while the ignition is On or with RAP activated may cause activation of the OnStar® Back-Up Battery (BUB) system and will discharge and permanently damage the back-up
battery. Once the Back-Up Battery is activated it will stay on until it has completely discharged. The BUB is not rechargeable and once activated the BUB must be replaced.
1. Inspect the C1 Battery for a cracked, broken or damaged case, which may be indicated by battery acid leakage.
If there is any apparent damage, replace the C1 Battery.
2. Verify the cold cranking amperage and amperage hour rating of the battery to the original battery.
If the C1 Battery does not meet or exceed specifications, replace the C1 Battery.
3. Verify that the battery cables are clean and tight.
If the battery cables need to be cleaned, clean as required and tighten as specified.
If the battery cables are damaged, replace then tighten as specified.
4. Install the EL 50313 battery tester and follow directions supplied by the tester.
If the tester calls for charging the battery, refer to Battery Charging .
5. The battery should not have a history of being discharged or having low voltage.
If the battery has frequently been discharged or had low voltage while the engine is running, refer to Charging System Test .
If the battery has frequently been discharged or had low voltage while the ignition is OFF, refer to Battery Electrical Drain/Parasitic Load Test .
Repair Instructions
• Battery Positive and Negative Cable Replacement

• Battery Replacement


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Battery Charging
12 V Battery
The following procedure is for the 12 V battery only.
Special Tools
EL 42000 Battery Tester
Diagnostic Aids
• For best results, use an automatic taper rate battery charger with a voltage capability of 16 V.
• The charging area should be well ventilated.
• Do not charge a battery that appears to be frozen. Allow the battery to warm to room temperature and test it using the EL 42000 battery tester before charging.
• The maximum permissible voltage is 14.8 V (at room temperature) for the absorbent glass mat battery equipped on this vehicle.
Battery State of Charge
Note: Using voltage to determine the batteries state of charge is only accurate after the battery has been at rest for 24 h. This is enough time for the acid in each cell to
equalise. If the battery has been charged or discharged in the past 24 h, the battery state of charge will only be an estimate.
The maintenance free batteries state of charge is estimated by reading the voltage of the battery across the battery terminals. Because the voltage is affected by current flow
into or out of the battery, the engine must be stopped and all electrical loads turned OFF, including parasitic loads, when checking the voltage. The voltage can also be
affected if the battery has just been charged or discharged, so it is important to consider what has happened to the battery in the time just before testing. Use the following
procedure to determine the batteries state of charge:
1. Be sure all electrical loads are turned OFF.

2. Determine whether the battery has been used in a vehicle or charged within the past 12 h.
• If the answer is no, the terminal voltage will be stabilised and no action is necessary before reading the voltage. Skip to step 3.
• If the answer is yes, terminal voltage will not be stabilised and you should wait 12 h since the last time the battery was used.
3. Estimate the battery temperature by determining the average temperature to which the battery has been exposed for the past 12 h.
Note: The table is accurate to 10% only after the battery has been at rest for 12 h.
4. Measure the battery voltage at the battery terminals. Refer to the following table to determine the state of charge according to the estimated battery temperature:
Battery Voltage % Charge at 0°C (32°F) % Charge at 25°C (75°F)

12.75 V 100% 100%
12.7 V 100% 90%
12.6 V 90% 75%
12.45 V 75% 65%
12.2 V 65% 45%
12.0 V 40% 20%
Use the state of charge information as follows:
• A battery with a state of charge that is below 65% must always be recharged before returning it to service or continuing storage.
• A battery with a state of charge that is 65% or greater is generally considered to be charged enough in order to be returned to normal service or in order to continue
storage. However, if the battery is being used in slow traffic or with short drive times, or if the temperature is very hot or very cold, the battery should be fully charged, to
at least 90%, before returning it to service or continuing storage.
Charging Time Required
The time required to charge a battery will vary depending upon the following factors:
• The battery charger capacity--The higher the charger amperage, the less time it will take to charge the battery.
• The state of charge of the battery--A completely discharged battery requires more than twice as much charging time as a half charged battery. In a discharged battery
with a voltage below 11 V, the battery has a very high internal resistance and may only accept a very low current at first. Later, as the charging current causes the acid
content to increase in the electrolyte, the charging current will increase. Extremely discharged batteries may not activate the reversed voltage protection in some
chargers. Refer to the manufacturers instructions for operating this circuitry.
• The temperature of the battery--The colder the battery is, the more time it takes to recharge the battery. The charging current accepted by a cold battery is very low at
first. As the battery warms, the charging current will increase.
Charging Procedure
Caution: Turn OFF the ignition when connecting or disconnecting the battery cables, the battery charger or the jump leads. Failure to do so may damage the ECM/PCM or
other electronic components.
When charging side terminal batteries with the battery cables connected, connect the charger to the positive cable bolt and to a ground located away from the battery. When
charging side terminal batteries with the battery cables disconnected, install the battery side terminal adaptors and connect the charger to the adaptors.
Tighten
Tighten the battery side terminal adapters to 15 N·m (11 lb ft).
Use the following procedure to charge the battery:
1. Turn OFF the charger.

2. Ensure that all of the battery terminal connections are clean and tight.
3. Connect the charger positive lead to the battery positive terminal on the battery or the remote jumper stud under-bonnet.
Caution: Do not connect the negative charger lead to the housings of other vehicle electrical accessories or equipment. The action of the battery charger may damage
such equipment.
4. Connect the negative charger lead to a solid engine ground or to a ground stud in the engine compartment that is connected directly to the battery negative terminal, but
away from the battery. If the negative battery cable is disconnected and a terminal adapter is being used, connect directly to the adapter.
5. Turn ON the charger and set to the highest setting for normal charging.
6. Inspect the battery every half hour after starting the battery charger.
• Charge the battery until the taper rate charger indicates that the battery is fully charged.
• Estimate the battery temperature by feeling the side of the battery. If it feels hot to the touch or its temperature is over 45°C (125°F), discontinue charging and allow
the battery to cool before resuming charging.
7. After charging, test the battery. Refer to Battery Inspection/Test .


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Battery Electrical Drain/Parasitic Load Test

12 V Battery
The following procedure is for the 12 V battery only.
Components most likely to cause a parasitic draw on the vehicles battery are switches, relays, and control modules. After the vehicle is turned OFF the control modules will
begin to go to sleep (shut OFF). All control modules do not go to sleep at the same time, some may take up to 30 min or longer after turning the Vehicle OFF before going to
sleep, like the HVAC and body control modules. Others such as the telematics communication interface control module and remote control door lock receiver may periodically
wake up then go back to sleep. These are all normal conditions.
Diagnostic Aids
• Rule out any possible aftermarket equipment causing an unacceptable parasitic current drain. Aftermarket accessories installed into the courtesy lamp circuit can cause
the inadvertent power timer in the body control module (BCM) to keep resetting. This may cause the BCM to remain awake and cause a current drain on the battery.
• Rule out customer driving habits such as regular short trips that do not allow enough time to properly charge the battery. Refer to Battery Description and Operation .
• Verify that the battery and charging system are in proper working order. Refer to Battery Charging and Charging System Test .
• A battery discharging for no apparent reason while the vehicle is parked can be caused by an intermittent draw, such as a module waking up, or a continuous draw, such
as a interior light or stuck relay.
• Some systems and modules such as OnStar®, and regulated voltage control, if equipped, are designed to wake up, perform a task, and go back asleep at regular
intervals. Refer to Body Control System Description and Operation for the system or modules description and operation.
• An engine off natural vacuum evaporative test can occur if the engine control module (ECM) determines the drive cycle has met the appropriate criteria immediately after
key off. The ECM will stay awake and the vent solenoid will stay energised for as long as 45 min. The typical current draw for this is about 1 A.
• The telematics communication interface control module current draw is very low, less than 40 mA, so the OnStar system is left in that "awake" state for up to the first 48 h.
Parasitic draw of up to 40 mA with an occasional spike as high as 80 mA through the telematics communication interface control module for the first 48 h is normal.
• Some automatic climate control systems can remain in a semi awake state for up to 3 h, actual draw amounts vary by vehicle platform but are typically not greater than
50 mA.
• An extremely low mA current level is consumed by the remote keyless entry receiver for monitoring purposes, actual system wake up only occurs when the fobs for the
vehicle are used. When other devices on the same remote keyless entry operating frequency are activated, such as the 4 tire pressure monitoring sensors and other
vehicle transmitters in the vicinity, the remote keyless entry receiver will have a 100 mA spike. These spikes are normal and occur too briefly to have a significant effect on
battery drain. Competing signals may cause remote keyless entry performance issues such as jamming but should not cause excessive battery draw.
• If an excessive current draw is not present during initial testing, continue periodic testing over a 2 h period to see if the current draw increases and stays above an
unacceptable level.
Note: The battery specification listed below is a generic specification, use manufacturer specifications when testing the battery.
• The battery run down time will vary depending on the batteries reserve capacity. If the reserve capacity is higher, then the battery run down time may be longer. If the
reserve capacity is lower, then the battery run down time may be shorter. The graph below indicates roughly how many days a 690 cold cranking amperage battery with a
110 min reserve capacity starting at 80 percent state of charge will last with a constant current draw until it reaches 50 percent state of charge. Differences in battery
reserve capacity and temperature will affect the results.
Current Drain Days
25 mA 33
50 mA 16.5
75 mA 11
100 mA 8.25
250 mA 3.3
500 mA 1.65
750 mA 1
1 A 0.8
2 A 0.4
Schematic Reference

• Circuit Testing
• Wiring Repairs
Scan Tool Reference
Special Tools
EL 38758 Parasitic Draw Test Switch
Note:
• Most vehicle systems will go to sleep within 30 min but it can take up to 2 h before all systems power down allowing the parasitic draw test to pass. An occasional
increase in the parasitic draw is normal as long as it returns within 1 s.
• Closing the door latches/ajar switch while leaving the doors open is recommended, this allows the vehicle systems to perform in a "doors closed" mode while allowing
vehicle interior access that may be needed to complete the diagnostic steps.
• Locking doors will arm the vehicle content theft deterrent system if equipped. Failure to arm the system may cause a theft system fault to not be present during testing.
• There are many things that can prevent the vehicle from completely going to sleep and passing the parasitic draw test. Make sure all the conditions listed below are met
before performing the parasitic current draw test.
- Vehicle OFF
- Retained Accessory Power OFF - open and close the driver door after Vehicle OFF
- Scan tool not communicating with a vehicle control module - in some cases it may need to be disconnected from the data link connector.
- All access doors closed
- Headlamps OFF - auto headlamps disabled
- Any delay lighting OFF
- If equipped with an under bonnet lamp disable it
- HVAC after blow OFF
- Any accessory that can work with Vehicle OFF inactive or OFF
- Wait up to 2 min or longer, after all other listed conditions are met
Using an Inductive Pickup Probe
1. Connect an inductive pickup probe to the negative battery cable that can read down to 1 mA.
2. Vehicle OFF, as the vehicle systems shut down test for less than 30 mA of parasitic current drain.
If greater than the specified range, refer to Circuit/System Testing.
Using the EL 38758 Parasitic Draw Test Switch
Caution: When a fused jumper wire or digital multimeter is connected to the test switch terminals, always turn the test switch ON before opening any access door,
turning the ignition on, or turning any accessory on. This is to prevent damaging the jumper wire or digital multimeter fuse.
Note: The switch knob on the EL 38758 switch is marked ON and OFF. When the switch knob is in the ON position, the circuit is closed and electrical current will pass
through the switch. When the switch knob is in the OFF position, the circuit is open and electrical current will not pass through the switch.
1. Vehicle OFF, disconnect the battery negative cable from the battery. Refer to Battery Negative Cable Disconnection and Connection .
2. Turn the EL 38758 switch knob to the OFF position.
3. Install the male end of the EL 38758 switch to the battery ground terminal.
4. Install the battery negative cable to the female end of the EL 38758 switch.
5. Turn the EL 38758 switch knob to the ON position.
6. Road test the vehicle and activate all of the accessories such as the radio and air conditioning.
7. Vehicle OFF, connect a 10 A fused jumper wire to the test switch tool terminals.
8. Turn the EL 38758 switch knob to the OFF position. The current now flows through the jumper wire.
9. Check the fuse in the jumper wire. The fuse should be OK.
Failed: If the jumper wire fuse is blown, refer to Circuit/System Testing.
Passed
10. Turn the EL 38758 switch knob to the ON position. Remove the fused jumper wire.
11. Connect a digital multimeter set to the 10 A DC scale between the test switch tool terminals.
12. Turn the EL 38758 switch knob to the OFF position. The current now flows through the DMM.
13. As the vehicle systems shut down test for less than 30 mA of parasitic current drain.
If greater than the specified range, refer to Circuit/System Testing.
Note:
• Removing or installing a fuse, relay, or connector, to determine the area causing high parasitic draw may wake up control modules. You must wait for the control modules
to go back to sleep before retesting. It is best to install any removed or disconnected components after the diagnosis is completed.
• Fuses for power mode master components such as the BCM should be removed last to avoid misdiagnosis.
• If a scan tool is connected to the DLC, either disconnect it or subtract the scan tool current draw from the DMM reading to get the actual vehicle parasitic current draw.
If the vehicle has an unacceptable amount of parasitic current draw, remove each fuse one at a time until the current draw falls to an acceptable level. A drop of more than 10-
20 mA, when disabling a single system or circuit, is an indication of an overly high current draw that could be causing the battery drain. Refer to Power Distribution
Schematics to diagnose exactly which circuit of the suspect system is causing the high parasitic drain. The follow is a list of common components that could cause a high
current draw:
• Stuck switch

• Stuck relay
• Control module
Repair Instructions


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Charging System Test

The accessory power module supplies the energy that flows between the high voltage (300 V) direct current (DC) and low voltage (14 V) DC to charge the 12 V battery and
power accessories. To test the charging system, refer to DC Power Conversion Test .


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Battery Positive and Negative Cable Replacement

Removal Procedure

1. Disable the high voltage. Refer to High Voltage Disabling .

4. Unlock the retaining tab (2) on the battery fuse box cover.
5. Open the battery fuse box flap (1).
Note: Note: Pull the battery fuse box housing. DO NOT pull the flap.
6. Unlock the retaining tab (3) and open the battery fuse box cover.
7. Remove the accessory DC power control module nut (1).
8. Remove the 2 battery cable retainers (2).
9. Remove the battery positive and negative cable nut (3).
10. Remove the battery positive and negative cable (4).
1. Install the battery positive and negative cable (4).
2. Install the battery positive and negative cable nut (3) and tighten to 12 N·m (106 lb in).
3. Install the 2 battery cable retainers (2).
4. Install the accessory DC power control module nut (1) and tighten to 22 N·m (16 lb ft).
5. Close the battery fuse box cover (1) and lock the retaining tabs (2, 3).
7. Install the rear compartment floor stowage trim compartment. Refer to Rear Compartment Floor Stowage Trim Compartment Replacement .



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Battery Positive Cable Replacement

Removal Procedure
1. Remove the rear floor stowage compartment. Refer to Rear Compartment Floor Stowage Trim Compartment Replacement .
2. Disconnect the battery negative cable from the battery. Refer to Battery Negative Cable Disconnection and Connection .

Note: Pull the battery fuse box housing. DO NOT pull the flap.
6. Remove the battery positive cable fuse block nut (1) and terminal (2) from the battery fuse block.
7. Remove the quarter inner trim finish panel. Refer to Quarter Inner Trim Finish Panel Replacement .
8. Separate the battery positive cable from the body harness, while working from the rear compartment towards the passenger compartment.
9. Remove the rear side door floor covering retainer. Refer to Rear Side Door Opening Floor Carpet Retainer Replacement .
10. Detach the battery positive cable (1) from the rear passenger compartment.
11. Remove the interior trim panels (1). Refer to Centre Pillar Trim Panel Replacement and Front Side Door Opening Floor Carpet Retainer Replacement .
12. Remove the battery positive cable (2) from the left rocker channel.
13. Detach the battery positive terminal (2), from the engine wiring junction block (3), with the nut (1).
14. Pull the battery positive cable (2) through the harness grommet (1).
15. Remove the battery positive cable from the vehicle.
1. Push the battery positive cable terminal (2) through the grommet (1) and into the front engine compartment.

2. Install the battery positive cable terminal (2) to the engine wiring junction block (3). Tighten the nut (1) to 17 N·m (12 lb ft).
3. Install the battery positive cable into the rocker channel below the interior trim panels (1).
4. Secure the battery positive cable (1) to the body harness, while transfering the remaining cable into the rear compartment.
5. Attach the battery positive cable to the body harness along the left rear wheelhouse.
6. Install the battery positive cable terminal (2) to the battery fuse block and tighten nut (1) to 12 N·m (106 lb in).
8. Connect the battery negative cable. Refer to Battery Negative Cable Disconnection and Connection
9. Install the quarter inner trim finish panel, rear compartment floor stowage trim panel and the interior trim panels. Refer to Quarter Inner Trim Finish Panel Replacement ,
Rear Compartment Floor Stowage Trim Compartment Replacement , Rear Side Door Opening Floor Carpet Retainer Replacement , and Front Side Door Opening Floor
Carpet Retainer Replacement .


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Battery Replacement
Special Tools
GE-49379 Battery Remover / Installer
Disconnect Procedure
1. Turn off all the lamps and accessories.

2. Turn the ignition OFF.
5. Remove the battery vent hose.
Note: Pull the battery fuse box housing. DO NOT pull the flap.
9. Remove the battery positive cable to fuse block nut (1).
10. Reposition the positive battery cable (2) away from the battery.
11. Loosen the battery positive clamp nut (1).
12. Remove the fuse block retainer clips (2) and reposition the fuse block (3).
13. Remove the battery retainer bolt (1).
14. Remove the battery hold down strap (2) and the hold down retainer (3).
15. Remove the battery (1) from the rear compartment area, using the GE-49379 remover .
Connect Procedure

Note: Clean any existing corrosion from the battery terminal and the battery cable end.
1. Position the battery (1) onto the tray with the posts towards the rear of the vehicle, using the GE-49379 installer .
2. Install the battery hold down retainer (3) and hold down strap (2).
3. Tighten the battery retainer bolt (1) to 9 N·m (80 lb in). .

4. Install the fuse block (3) to the top of the battery with tabs (2).
5. Slide the battery clamp (1) onto the battery post and tighten the nut (1) to 9 N·m (80 lb in).
6. Install the battery positive terminal (2) to the fuse block and tighten nut (1) to 9 N·m (80 lb in).
9. Install the rear compartment floor stowage trim compartment. Refer to Rear Compartment Floor Stowage Trim Compartment Replacement .


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Battery Description and Operation

300 V Battery
For information about the 355 V hybrid drive motor battery, refer to Drive Motor Battery System Description .
Absorbent Glass Mat Battery
This vehicle is equipped with an absorbent glass mat battery. This is similar to current vehicle lead acid flood batteries, except they use glass mats that absorb electrolytes
that are pressed between the plates instead of immersing the plates in electrolytes. This allows a smaller, lighter battery with the same amount of power and is less
susceptible to heat.
The maximum permissible voltage allowed for the absorbent glass mat battery is 14.8 V (at room temperature).
12 V Battery
Warning: Batteries produce explosive gases, contain corrosive acid, and supply levels of electrical current high enough to cause burns. Therefore, to reduce the risk of
personal injury when working near a battery:
• Always shield your eyes and avoid leaning over the battery whenever possible.
• Do not expose the battery to naked flames or sparks.
• Do not allow the battery electrolyte to contact the eyes or the skin. Flush immediately and thoroughly any contacted areas with water and get medical help.
• Follow each step of the jump starting procedure in order.
• Treat both the booster and the discharged batteries carefully when using the jump leads.
Note: Because of the materials used in the manufacture of automotive lead acid batteries, dealers and service shops that handle them are subject to various regulations
issued by OSHA, EPA, DOT, and various state or local agencies. Other regulations may also apply in other locations. Always know and follow these regulations when
handling batteries.
Batteries that are no longer wanted must be disposed of by an approved battery recycler and must never be thrown in the rubbish or sent to a landfill.
Batteries that are not part of the vehicle itself, not the battery under the bonnet, must only be transported on public streets for business purposes via approved hazardous
material transportation procedures.
Battery storage, charging and testing facilities in garages must meet various requirements for ventilation, safety equipment, material segregation, etc.
The maintenance free battery is standard. There are no vent plugs in the cover. The battery is completely sealed except for 2 small vent holes in the side. These vent holes
allow the small amount of gas that is produced in the battery to escape.
Battery Ratings
A battery has 2 ratings:
• Cold cranking amperage

• Amperage hours
When a battery is replaced use a battery with similar ratings. Refer to the manufacturer specifications label on the original battery.
Amperage Hours
The amperage hour rating tells you how much amperage is available when discharged evenly over a 20 h period. The amperage hour rating is cumulative, so in order to know
how many constant amperes the battery will output for 20 h, you have to divide the amperage hour rating by 20. Example: If a battery has an amperage hour rating of 74,
dividing by 20 = 3.75. Such a battery can carry a 3.75 A load for 20 h before dropping to 10.5 V. (10.5 V is the fully discharged level, at which point the battery needs to be
recharged.) A battery with an amperage hour rating of 55 will carry a 2.75 A load for 20 h before dropping to 10.5 V.
Cold Cranking Amperage
The cold cranking amperage is an indication of the ability of the battery to crank the engine at cold temperatures. The cold cranking amperage rating is the minimum
amperage the battery must maintain for 30 s at -18°C (0°F) while maintaining at least 7.2 V.


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12 V Battery
The following information is for the 12 V battery only.
For information about charging the high voltage drive motor batteries, refer to Drive Motor Battery System Description .
Electrical Power Management Overview
The electrical power management system is designed to monitor and control the charging system and send diagnostic messages to alert the driver of possible problems. This
electrical power management system primarily utilises existing on board computer capability to maximise the effectiveness of the charging system, manage the load, improve
battery state of charge and life, and minimise the systems impact on fuel economy. The electrical power management system performs 3 functions:
• It monitors the battery voltage and estimates the battery condition.
• It takes corrective actions by adjusting the regulated voltage.
• It performs diagnostics and driver notification.
The battery condition is estimated during Vehicle OFF and during Vehicle in Service Mode. During Vehicle OFF the state of charge of the battery is determined by measuring
the open circuit voltage. The state of charge is a function of the acid concentration and the internal resistance of the battery, and is estimated by reading the battery open
circuit voltage when the battery has been at rest for several hours.
The state of charge can be used as a diagnostic tool to tell the customer or the dealer the condition of the battery. During Vehicle ON mode, the algorithm continuously
estimates state of charge based on adjusted net amperage hours, battery capacity, initial state of charge, and temperature.
While running, the battery degree of discharge is primarily determined by a battery current sensor, which is integrated to obtain net amperage hours.
In addition, the electrical power management function is designed to perform regulated voltage control to improve battery state of charge, battery life, and fuel economy. This
is accomplished by using knowledge of the battery state of charge and temperature to set the charging voltage to an optimum battery voltage level for recharging without
detriment to battery life.
Charging System Components
Drive Motor/Generators
The drive motor/generators are serviceable components located within the transmission housing. When the rotors are spun, an alternating current (AC) is induced into the
stator windings. This AC voltage is then sent to the drive motor generator power inverter module where it is converted to high voltage direct current (DC) power. The output of
the powertrain interface module is converted into low voltage electrical power by the accessory DC power converter module for use by the vehicles electrical system to
maintain electrical loads and battery charge.
Body Control Module (BCM)
The body control module (BCM) is a GMLAN device. It communicates with the engine control module (ECM) and the instrument panel cluster for electrical power
management operation. The BCM determines the desired voltage set point and sends the information to the accessory power module. The BCM monitors a battery current
sensor, the battery positive voltage circuit, and estimated battery temperature to determine battery state of charge.
Battery Current Sensor
The battery current sensor is a serviceable component that is connected to the negative battery cable at the battery. The battery current sensor is a 3 wire hall effect current
sensor. The battery current sensor monitors the battery current. It directly inputs to the BCM. It creates a 5 V pulse width modulation (PWM) signal of 128 Hz with a duty cycle
of 0-100%. Normal duty cycle is between 5-95%. Between 0-5% and 95-100% are for diagnostic purposes.
Engine Control Module (ECM)
The ECM receives control decisions based on messages from the BCM.
Instrument Panel Cluster
The instrument panel cluster provides a means of customer notification in case of a failure and a voltmeter. There are 2 means of notification, a charge indicator and a driver
information centre message of SERVICE BATTERY CHARGING SYSTEM.
Charging System Operation
The purpose of the charging system is to maintain the battery charge and vehicle loads. There are 6 modes of operation and they include:
• Battery Sulphation Mode

• Normal Mode
• Fuel Economy Mode
• Headlamp Mode
• Voltage Reduction Mode
• Plant Assembly Mode
Battery Sulphation Mode

Battery sulfation mode is used to help maintain the battery life. The charging system will enter a battery sulfation mode which tries to increase the vehicle charging when the
charging system voltage is less than 13.2 V for about 30 minutes. Once in this mode, the BCM will set a targeted output voltage between 13.9-15.5 V for about 5 minutes.
Following this 5 minutes, the BCM will then determine which mode to enter depending on the system voltage requirements.
Normal Mode
The BCM will enter Normal Mode whenever one of the following conditions are met:
• The wipers are ON for more than 3 s.

• GMLAN Climate Control Voltage Boost Mode Request is true, as sensed by the HVAC control head. High speed cooling fan, rear demister and HVAC high speed blower
operation can cause the BCM to enter the Charge Mode.
• The estimated battery temperature is less than 0°C (32°F).
• Vehicle Speed is greater than 145 km/h (90 mph)
• Current Sensor Fault Exists
• System Voltage was determined to be below 12.56 V
• Tow/Haul Mode is enabled
When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9-15.5 V, depending on the battery state of
charge and estimated battery temperature.
Fuel Economy Mode
The BCM will enter Fuel Economy Mode when the ambient air temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is
greater than -8 A but less than 5 A, and the battery state of charge is greater than or equal to 85%. Its targeted accessory power module set point voltage is the open circuit
voltage of the battery and can be between 12.6-13.2 V. The BCM will exit this mode and enter Normal Mode when any of the conditions described above are present.
Headlamp Mode
The BCM will enter Headlamp Mode whenever the main or dipped beam headlamps are ON. Voltage will be regulated between 13.9-14.5 V.
Voltage Reduction Mode
The BCM will enter Voltage Reduction Mode when the calculated battery temperature is above 0°C (32°F) and the calculated battery current is greater than -7 A but less than
1 A. Its targeted accessory power module set point voltage is 12.9-13.2 V. The BCM will exit this mode once the criteria are met for Normal Mode.
Plant Assembly Mode
The BCM will increase charging voltage for the first 500 mi of operation in an effort to ensure that the 12 V battery is fully charged when the vehicle is delivered to the
customer.
Instrument Panel Cluster Operation
Charge Indicator Operation
The instrument panel cluster illuminates the charge indicator and displays a charging system warning message in the driver information centre when the one or more of the
following occurs:
• The engine control module (ECM) detects system voltage less than 11 V or greater than 16 V. The instrument panel cluster receives a GMLAN message from the ECM
requesting illumination.
• The BCM determines that the system voltage is less than 11 V or greater than 16 V.
• The instrument panel cluster receives a GMLAN message from the BCM indicating there is a system voltage range concern.
• The instrument panel cluster performs the displays test at the start of each Vehicle ON cycle. The indicator illuminates for approximately 3 s.
• Vehicle ON, with the engine OFF.
Battery Voltage Gauge Operation
The instrument panel cluster displays the system voltage as received from the BCM over the GMLAN serial data circuit. If there is no communication with the BCM then the
gauge will indicate minimum.
This vehicle is equipped with a regulated voltage control system. This will cause the voltmeter to fluctuate between 12-14 V, as opposed to non regulated systems which
usually maintain a more consistent reading of 14 V. This fluctuation with the regulated voltage control system is normal system operation and NO repairs should be attempted.
SERVICE BATTERY CHARGING SYSTEM
The BCM and the ECM will send a GMLAN message to the driver information centre for the SERVICE BATTERY CHARGING SYSTEM message to be displayed. It is
displayed whenever the charge indicator is commanded ON due to a failure.


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Electrical Power Management Description and Operation

Electrical Power Management
The electrical power management is used to monitor and control the charging system and alert the driver of possible problems within the charging system. The electrical
power management system makes the most efficient use of the generator output, improves the battery state-of-charge, extends battery life, and manages system electrical
loads.
The load shed operation is a means of reducing electrical loads during a low voltage or low battery state-of-charge condition.
The idle boost operation is a means of improving generator performance during a low voltage or low battery state-of-charge condition.
Each electrical power management function, either idle boost or load shed, is discrete. No two functions are active at the same time. Idle boost is activated in incremental
steps, idle boost 1 must be active before idle boost 2 can be active. The criteria used by the body control module (BCM) to regulate electrical power management are outlined
below:
Battery
Temperature Battery Voltage
Function Calculation Calculation Amp-Hour Calculation Action Taken
Idle Boost Less Than -15°C
Less Than 13 V - First level Idle boost requested
1 Start (5°F)
Idle Boost Battery has a net loss
- - First level Idle boost requested
1 Start greater than 0.6 AH
Idle Boost
- Less Than 10.9 V - First level Idle boost requested
1 Start
Idle Boost Greater Than -15°C Greater Than - Battery has a net loss less
First level Idle boost request cancelled
1 End (5°F) 12 V than 0.2 AH
Load Shed Battery has a net loss of
- - Rear Defrost, Heated Mirrors, Heated Seats cycled OFF for 20% of their cycle
1 Start 4 AH
Load Shed
- Less Than 10.9 V - Rear Defrost, Heated Mirrors, Heated Seats cycled OFF for 20% of their cycle
1 Start
Load Shed Greater Than Battery has a net loss of
- Clear Load Shed 1
1 End 12 V less than 2 AH
Idle Boost Battery has a net loss
- - Second level Idle boost requested
2 Start greater than 1.6 AH
Idle Boost
- Less Than 10.9 V - Second level Idle boost requested
2 Start
Idle Boost Greater Than Battery has a net loss less
- Second level Idle boost request cancelled
2 End 12 V than 0.8 AH
Idle Boost Battery has a net loss of
- - Third level Idle boost requested
3 Start 10.0 AH
Idle Boost
- Less Than 10.9 V - Third level Idle boost requested
3 Start
Idle Boost Greater Than Battery has a net loss of
- Third level Idle boost request cancelled
3 End 12 V less than 6.0 AH
Load Shed Battery has a net loss Rear Defrost, Heated Mirrors, Heated Seats cycled OFF for 50% of their cycle. The
- Less Than 10.9 V
2 Start greater than 12 AH BATTERY SAVER ACTIVE message will be displayed on the DIC
Load Shed Rear Defrost, Heated Mirrors, Heated Seats cycled OFF for 50% of their cycle. The
- Less Than 10.9 V -
2 Start BATTERY SAVER ACTIVE message will be displayed on the DIC
- Clear Load Shed 2
2 End 12.6 V less than 10.5 AH
Load Shed Battery has a net loss Rear Defrost, Heated Mirrors, Heated Seats cycled OFF for 100% of their cycle. The
- Less Than 11.9 V
3 Start greater than 20 AH BATTERY SAVER ACTIVE message will be displayed on the DIC
- Clear Load Shed 3
3 End 12.6 V less than 15 AH


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The HQ1 Hybrid System does not use a conventional starter. Refer to Hybrid Modes of Operation Description for information about the starting system.


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Special Tools
EL 38758
EL 50074
J 38758
Parasitic Draw Test Switch
EL 50313
EL 42000
EL 50076
J 42000
Battery Tester
EL 48900
High Voltage Safety Kit


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Specification
Catalytic Converter-to-Exhaust Muffler Clamp 55 N·m 41 lb ft
Exhaust Brace-to-Block Bolt 22 N·m 16 lb ft
Exhaust Heat Shield Retainers 9 N·m 80 lb in
Exhaust Manifold with Catalytic Converter-to- Brace Bolt 22 N·m 16 lb ft
Exhaust Manifold with Catalytic Converter-to-Cylinder Head Nut 22 N·m 16 lb ft
Exhaust Manifold with Catalytic Converter-to-Catalytic Converter Nut 22 N·m 16 lb ft
Exhaust Muffler Rear Hanger Bracket Bolts 22 N·m 16 lb ft


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Symptoms - Engine Exhaust

• Review the Exhaust System Description and Operation in order to familiarise yourself with the system functions. Refer to Exhaust System Description .
• All diagnostics on a vehicle should follow a logical process. Strategy Based diagnostics is a uniform approach for repairing all systems. The diagnostic flow is the place to
start when repairs are necessary and may always be used in order to resolve a system problem.
• Inspect for aftermarket or non-OEM devices such as, but not including; tailpipe extensions, headers, and exhaust cutouts. This could affect the operation and proper
performance of the exhaust system.
• Verify the exact operating conditions under which the concern exists. Note factors such as engine RPM, engine temperature, engine load, and frequency of concern.
• Inspect the easily accessible or visible system components for obvious damage or conditions, which could cause any symptom.
Intermittents
Test the vehicle under the same conditions that the customer reported in order to verify the system is operating as designed.
Symptom List
• Loss of power--Refer to Restricted Exhaust .

• Poor acceleration--Refer to Restricted Exhaust .
• Poor fuel economy--Refer to Restricted Exhaust .
• Excessive smoke-diesel--Refer to Restricted Exhaust .
• Exhaust hissing noise--Refer to Exhaust Leakage .
• Exhaust popping noise--Refer to Exhaust Leakage .
• Exhaust rattle noise--Refer to Exhaust Noise .
• Loud Exhaust noise--Refer to Exhaust Noise .
• Exhaust buzz, groan, hum noise--Refer to Exhaust Noise .


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Restricted Exhaust
Diagnostic Aids
A quick check of exhaust flow will help determine for gasoline engines.
Test Description
3. The exhaust system has very low back pressure under normal conditions. If the exhaust system is restricted, a significant increase in the exhaust pressure is noticed on
the exhaust back pressure gauge.
Removing the heated oxygen sensor may set a DTC. When finishing this diagnostic table, be sure to clear all codes.
4. This step will isolate the catalytic converter from the remainder of the exhaust system.
7. Confirming that the condition has been fixed is essential. If the symptom still exists and the vehicle has a dual exhaust system, proceed to Step 2 and repeat diagnostic
procedure on the opposite exhaust pipe.
Step Action Value(s) Yes No

1 Did you verify the customers complaint? - Go to Step 2 -
2 Did you review the exhaust symptoms diagnostic information and perform the necessary inspections? - Go to Step 3 Go to Symptoms - Engine Exhaust
1. Remove the heated oxygen sensor 1. Refer to Heated Oxygen Sensor Replacement - Sensor 1 .
2. Install the gauge in place of the heated oxygen sensor 1.
3. Engine running, increase and monitor the engine speed at 2,000 RPM. 14 kPa (2 psi)
3 4. Observe the exhaust system back pressure reading on the gauge.
Does the reading exceed the specified value? Go to Step 4 Go to Step 7

1. Vehicle OFF.
2. Remove the gauge.
3. Install the heated oxygen sensor 1. Refer to Heated Oxygen Sensor Replacement - Sensor 1 .
4. Remove the heated oxygen sensor 2. Refer to Heated Oxygen Sensor Replacement - Sensor 2 .
5. Install the gauge in place of the heated oxygen sensor 2. -
4
6. Engine running,increase and monitor the engine speed at 2,000 RPM.
7. Observe the exhaust system back pressure reading on the gauge.
Does the reading exceed the specified value? Go to Step 5 Go to Step 6

Inspect the exhaust system for the following conditions:
• Damage in the exhaust pipe.

• Debris in the exhaust pipe.
5 - -
• Muffler or resonator internal failure.
• Two-layer exhaust pipe separation.
Did you find and correct the condition? Go to Step 7

Replace the catalytic converter. Refer to Catalytic Converter Replacement .
6 - -
Did you find and correct the condition? Go to Step 7
1. Remove the gauge.
2. Install the heated oxygen sensor 2. Refer to Heated Oxygen Sensor Replacement - Sensor 2 .
3. Clear any DTCs. -
7 4. Road test the vehicle in order to verify the repair.
Did you correct the condition? System OK Go to Step 2


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Exhaust Leakage
Problem Action
DEFINITION: An exhaust leak may show stains at the area of the leak. The leak may be felt by holding a hand close to the suspected areas or using a smoke pencil. The
leak may make a popping or hissing noise.
Refer to Symptoms - Engine Exhaust prior to beginning this table.

Misaligned or improperly installed exhaust system components Align and tighten the components to the specifications. Refer to Fastener Tightening Specifications .
Exhaust leaks at the following connections: Tighten the components to the specifications. Refer to Fastener Tightening Specifications .
• Exhaust manifold to pipe

• Flanges
• Pipe clamps
Seals or gaskets leaking. Replace the leaking seal or gasket. Refer to the affected components procedure for service.
• Exhaust manifold to cylinder head

• Exhaust pipes to exhaust manifold
• Catalytic converter connection
• EGR connections
• AIR connections to the exhaust manifold or cylinder head
Irregularities at the mating surfaces on the flange connections Repair as required or replace the affected component. Refer to the affected components procedure for
service.
Exhaust manifold cracked or broken Replace the exhaust manifold. Refer to Exhaust Manifold with Catalytic Converter Replacement .
Exhaust system component connection welds leaking Replace the leaking component. Refer to the affected component's procedure for service.
Silencer or resonator, if equipped, damaged or leaking at the Replace the affected silencer. Refer to Exhaust Rear Silencer Replacement .
seams


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Exhaust Noise
Condition Action
DEFINITION: An audible or physical noise due to a faulty component or damaged components causing a loose or misaligned exhaust system resulting in a rattle or vibration
noise, i.e. buzz, groan, hum.
Refer to Symptoms - Engine Exhaust prior to beginning this table.

Popping or hissing noise Exhaust leak. Refer to Exhaust Leakage .
1. Compare to a known good vehicle.
2. Inspect for a damaged or failed silencer.
Loud exhaust
3. Replace the faulty silencer. Refer to Exhaust Rear Silencer Replacement .
1. Inspect for a bent or loose hanger, loose heat shield, or loose clamp.
2. Inspect for an exhaust pipe causing interference.
External rattle or vibration noise
3. Repair or replace the affected component. Refer to the affected component's service procedure.
1. Test the components by tapping with a rubber mallet to confirm a rattle.

2. Replace the faulty catalytic converter, or silencer. Refer to one of the following procedures:
Internal rattle • Catalytic Converter Replacement
• Exhaust Rear Silencer Replacement


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Exhaust Manifold with Catalytic Converter Replacement

Warning: Refer to Hot Exhaust System Warning in the Preface section.

2. Disconnect the heated oxygen sensor. Refer to Heated Oxygen Sensor Replacement - Sensor 1 .
Catalytic Converter Nut (Qty: 8)

1
Tighten
22 N·m (16 lb ft)
Exhaust Gasket
2
Tip
Replace the gasket with a NEW one.
Exhaust Manifold Brace Bolt (Qty: 2)
3
Tighten
22 N·m (16 lb ft)
Exhaust Manifold with Catalytic Converter
4
Tip
If replacing the catalytic converter, transfer the heated oxygen sensor over to the new catalytic converter.


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Exhaust System Replacement

Removal Procedure
Warning: Refer to Exhaust Service Warning in the Preface section.
2. Lower the rear suspension to gain clearance for the exhaust system removal. Refer to Rear Axle Replacement .
3. Loosen the exhaust muffler clamp nut (1).
4. Remove the exhaust muffler from the catalytic converter (2).
5. Remove the rear exhaust muffler (1) from the rear exhaust hanger isolators (2)..
6. Remove the exhaust muffler isolator (1) from the exhaust isolator rod.
7. With the aid of an assistant, carefully lower the exhaust muffler assembly (1).
Note: Lubricate the isolator and rod for ease of assembly.
1. With the aid of an assistant, position the exhaust muffler isolator (1) onto the exhaust muffler isolator rod.
Note: Make sure the exhaust muffler clamp is fully seated into the slot on the catalytic converter before tightening the exhaust clamp nut.
2. Slide the exhaust muffler clamp (1) onto the 3-way catalytic converter (2).
3. Tighten the exhaust muffler clamp to 55 N·m (41 lb ft)

4. Install the rear exhaust muffler (1) into the rear exhaust isolators (2).
Note: Lubricate the exhaust isolator rods for ease of assembly.
5. Raise the rear suspension. Refer to Rear Axle Replacement .

6. Start the engine and check for exhaust leaks.


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Catalytic Converter Replacement


2. Disconnect the heated oxygen sensor. Refer to Heated Oxygen Sensor Replacement - Sensor 2 .
3. Remove the exhaust muffler clamp. Refer to Exhaust System Replacement .
Catalytic Converter Nut (Qty: 3)

1
Tighten
22 N·m (16 lb ft)
Exhaust Gasket
2
Tip
Replace the gasket with a NEW one.
Exhaust Clamp
3
Tighten
55 N·m (41 lb ft)
4 Exhaust Isolator
Catalytic Converter
5
Tip
If replacing the catalytic converter, transfer the heated oxygen sensor over to the new catalytic converter.


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Catalytic Converter Brace Replacement


2. Remove the exhaust manifold with catalytic converter. Refer to Exhaust Manifold with Catalytic Converter Replacement .
Catalytic Converter Brace Bolt (Qty: 2)

1
Tighten
22 N·m (16 lb ft)
2 Catalytic Converter Brace


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Exhaust Resonator Replacement

Removal Procedure
2. Make a cut on the exhaust resonator pipe (1), a distance of 60 mm, from the edge of the muffler flange (a).
3. If replacing the rear muffler, remove the rear exhaust muffler bracket bolts (1) and lower to the floor.
4. Loosen the exhaust muffler clamp (1), from the 3-way catalytic converter.
Note: Replce exhaust muffler clamp with a NEW clamp.

5. Remove the exhaust resonator pipe from the exhaust isolator (1).
6. Carefully lower the exhaust resonator pipe (1) from the vehicle.
1. Install the exhaust resonator pipe onto the exhaust isolator (1).

Note: Make sure the exhaust muffler clamp is fully seated into the slot on the catalytic converter before tightening the exhaust clamp nut.
2. Install the exhaust muffler resonator pipe into the 3-way converter (2) and tighten the clamp to 55 N·m (41 lb ft).
3. Install the rear exhaust muffler (1) to the rear pipe with a NEW service clamp and tighten the nut (2) to 55 N·m (41 lb ft).
4. Install the rear exhaust muffler hanger bolts (1) and tighten to 22 N·m (16 lb ft).


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Exhaust Pipe Heat Shield Replacement - Front


Front Exhaust Pipe Heat Shield Nut (Qty: 5)

1
Tighten
9 N·m (80 lb in)
Front Exhaust Pipe Heat Shield Screw
2
Tighten
9 N·m (80 lb in)
3 Front Exhaust Pipe Heat Shield


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Exhaust Pipe Heat Shield Replacement - Centre


2. Lower and reposition the exhaust muffler. Refer to Exhaust System Replacement .
Centre Exhaust Pipe Heat Shield Retainer (Qty: 6)

1
Tighten
9 N·m (80 lb in)
2 Centre Exhaust Pipe Heat Shield


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Exhaust Pipe Heat Shield Replacement - Rear


Rear Exhaust Pipe Heat Shield Retainer (Qty: 2)

1
Tighten
9 N·m (80 lb in)
2 Rear Exhaust Pipe Heat Shield


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Exhaust Rear Silencer Replacement

Removal Procedure
2. Measure the distance "a" between the muffler and the connection of the exhaust on the new replacement muffler.
3. Transfer the measurement "a" to the exhaust pipe (1).
4. Separate the muffler at the determined cut line with a suitable tool.
5. Remove the exhaust muffler hanger bracket.
1. Install the rear exhaust muffler clamp onto the rear cut exhaust pipe.
2. Install the rear muffler exhaust hanger bracket and tighten the bolts to 22 N·m (16 lb ft).
3. Install the rear exhaust muffler (1) to the rear pipe and tighten the clamp nut (2) to 55 N·m (41 lb ft).

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Exhaust System Description

Note: Use of non-OEM parts may cause driveability concerns.
The exhaust system carries exhaust gases, treated by the catalytic converter, through a resonator, if applicable and into the exhaust muffler where exhaust noise is lessened.
In order to secure the exhaust pipe to the exhaust manifold, a flange and seal-joint coupling is utilised. The exhaust system may utilise a slip-joint coupling design with a
clamp and a U-bolt or a flange connection with a gasket.
Exhaust hangers and rubber insulators help to support the weight of the exhaust pipe along with insulating any exhaust system vibration, rattle, or noise.
Exhaust hangers also space the exhaust system away from the underbody of the vehicle and allows the exhaust system to expand as the exhaust system warms up.
Exhaust heat shields are used to protect the body and other components from damage due to the heat from the exhaust system.
The exhaust system may be comprised of the following components:
• Exhaust manifold with Catalytic Converter

• Exhaust pipes
• Catalytic converter
• Exhaust hangers
• Exhaust heat shields
• Exhaust isolators and rods
• Exhaust muffler
• Exhaust resonator, if equipped
• Exhaust tail pipe, if equipped
Resonator
Some exhaust systems are equipped with a resonator. The resonator, located either before or after the muffler, allows the use of mufflers with less back pressure. Resonators
are used when vehicle characteristics require specific exhaust tuning.
Catalytic Converter
The catalytic converter is an emission control device added to the engine exhaust system in order to reduce hydrocarbons (HC), carbon monoxide (CO), and oxides of
nitrogen (NOx) pollutants from the exhaust gas.
The catalytic converter is comprised of a ceramic monolith substrate, supported in insulation and housed within a sheet metal shell. The substrate may be washcoated with 3
noble metals:
• Platinum (Pt)

• Palladium (Pd)
• Rhodium (Rh)
The catalyst in the converter is not serviceable.
Muffler
The exhaust muffler reduces the noise levels of the engine exhaust by the use of tuning tubes. The tuning tubes create channels inside the exhaust muffler that lower the
sound levels created by the combustion of the engine.


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Special Tools
EN-35314-A
J-35314-A
Exhaust Back Pressure Gauge
CH-6179
KM-6179
Heated Oxygen Sensor Remover/Installer

CH-6614
MKM-6614
83 95 667
Chain-type Pipe Cutter


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Specification
Air Conditioning Compressor Bracket Bolts 22 N·m 16 lb ft
Automatic Transmission Flex Plate Bolts 35 N·m + 30° + 15° 26 lb ft + 30° + 15°
Crankshaft Bearing Tie Plate Bolts (M6) 10 N·m + 60° + 15° 89 lb in + 60° + 15°
Crankshaft Bearing Tie Plate Bolts (M8) 25 N·m + 60° + 15° 18 lb ft + 60° + 15°
Camshaft Sprocket Bolt 50 N·m + 45° + 15° 37 lb ft + 45° + 15°
Camshaft Bearing Cap Bolts 8 N·m 71 lb in
Camshaft Cover Bolts 8 N·m 71 lb in
Camshaft Position Actuator Solenoid Valve 8 N·m 71 lb in
Camshaft Position Sensor Bolt 6 N·m 53 lb in
Catalytic Converter Bracket to Cylinder Block 22 N·m 16 lb ft
Catalytic Converter to Bracket 10 N·m 89 lb in
Big End Bearing Cap 25 N·m + 45° 18 lb ft + 45°
Crankshaft Position Sensor Bolt 8 N·m 71 lb in
Crankshaft Balancer Bolt 150 N·m + 60° 111 lb ft + 60°
Cylinder Head Bolts M9 35 N·m + 180° 26 lb ft + 180°
Engine Cooling Thermostat Housing Bolts 8 N·m 71 lb in
Engine Front Cover Bolts M10 35 N·m 26 lb ft
Engine Front Cover Bolts M6 8 N·m 71 lb in
Engine Mount Bracket Bolts 60N·m + 45-60° 44 lb ft + 45-60°
Engine Mount Right Side to Engine Mount Bracket 55 N·m 41 lb ft
Engine Mount to Body Fastener Nut 50 N·m 37 lb ft
Engine Mount to Body Fastener Bolts 58 N·m 43 lb ft
Exhaust Manifold to Cylinder Head 22 N·m 16 lb ft
Fuel Injection Rail to Intake Manifold 7 N·m 62 lb in
Ignition Coil Bolts 8 N·m 71 lb in
Inlet Manifold Bolt 20 N·m 15 lb ft
Knock Sensor 20 N·m 15 lb ft
Oil Filter 20 N·m 15 lb ft
Sump Bolt 10 N·m 89 lb in
Sump Drain Plug 14 N·m 124 lb in
Oil Pressure Indicator 20 N·m 15 lb ft
Oil Pressure Relief Valve 50 N·m 37 lb ft
Oil Pump Cover Bolts 8 N·m 71 lb in
Oxygen Sensor to Exhaust Manifold 42 N·m 31 lb ft
Spark Plugs 25 N·m 18 lb ft
Starter Cover Bolts 20 N·m 15 lb ft
Throttle Body Bolts 9 N·m 80 lb in
Timing Chain Guide 8 N·m 71 lb in
Timing Chain Tensioner 8 N·m 71 lb in
Timing Chain Tensioner Shoe 20 N·m 15 lb ft
Torque Dampener to Flex Plate 62 N·m 46 lb ft
Transmission to Engine Bolts 80 N·m 59 lb ft
Water Outlet 8 N·m 71 lb in
Water Pump Housing Bolts 8 N·m 71 lb in
Water Pump Drain Plug 15 N·m 11 lb ft
Water Pump Pulley Bolts 10 N·m 89 lb in


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Engine Mechanical Specifications

Specification
General Data
Engine Type 4-Cylinder Inline
Displacement 1398 ccm 85 cu in
Bore 73.4 mm 2.9 in
Stroke 82.6 mm 3.3 in
Compression Ratio 10.5 : 1
Number of Valves 16
Maximum Power @ engine speed kW/RPM 55 KW / 4200
Maximum Torque @ engine speed Nm/RPM / lbf ft/RPM 123 Nm / 4000 91 lbf ft / 4000
Engine Block, Crankshaft, Pistons, and Connecting Rods
Cylinder Bore Diameter Standard 73.392 mm - 73.408 mm 2.8894 in - 2.8901 in
Cylinder Bore Diameter Oversize 0.5 73.892 mm - 73.908 mm 2.9091 in - 2.9098 in
Piston Diameter Standard 73.353 mm - 73.367 mm 2.8879 in - 2.8885 in
Piston Diameter Oversize 0.5 73.853 mm - 73.867 mm 2.9076 in - 2.9081 in
Piston Clearance to Bore 0.025 mm -0.055 mm 0.001 in - 0.0022 in
Piston - Upper Compression Ring Thickness 1.17 mm - 1.195 mm 0.0461 in 0.0470 in
Piston - Upper Compression Ring Gap 0.25 mm - 0.4 mm 0.0098 in - 0.0157 in
Piston - Upper Compression Ring Side Clearance 0.025 mm - 0.07 mm 0.001 in - 0.0028 in
Piston - Lower Compression Ring Thickness 1.17 mm - 1.195 mm 0.0461 in 0.0470 in
Piston - Lower Compression Ring Gap 0.4 mm - 0.6 mm 0.0157 in - 0.0236 in
Piston - Lower Compression Ring Side Clearance 0.025 mm - 0.07 mm 0.001 in - 0.0028 in
Piston - Oil Ring Thickness 1.92 mm - 2 mm 0.0756 in - 0.0787 in
Piston - Oil Ring Gap 0.25 mm - 0.75 mm 0.0098 in - 0.0295 in
Piston - Oil Ring Side Clearance 0.04 mm - 0.12 mm 0.0016 in - 0.0047 in
Gudgeon Pin Bore Diameter 18.006 mm - 18.012 mm 0.7089 in - 0.7091 in
Gudgeon Pin Outer Diameter 17.995 mm - 18 mm 0.7085 in - 0.7087 in
Gudgeon Pin Length 52.7 mm - 53 mm 2.0748 in - 2.0866 in
Gudgeon Pin Clearance to Piston Bore 0.006 mm - 0.017 mm 0.0002 in - 0.0007 in
Gudgeon Pin Clearance to Conrod Bore Shrinked in Conrod
Crankshaft Balancer Clearance to Engine Front Cover 4.5 mm 0.1772 in
Crankshaft Bearing Journal Standard Diameter (brown or green) 50.004 mm - 50.017 mm 1.9687 in - 1.9692 in
Crankshaft Bearing Journal Undersize 0.25 Diameter (brown/blue or green/blue) 49.754 mm - 49.767 mm 1.9588 in - 1.9593 in
Crankshaft Bearing Journal Undersize 0.5 Diameter (brown/white or green/white) 49.504 mm - 49.517 mm 1.949 in - 1.9495 in
Crankshaft Bearing Journal Width Standard 23.000 mm - 23.052 mm 0.9055 in - 0.9076 in
Crankshaft Bearing Journal Width Undersize 0.25 23.200 mm -23.252 mm 0.9134 in - 0.9154 in
Crankshaft Bearing Journal Width Undersize 0.4 23.400 mm - 23.452 mm 0.9213 in - 0.9233 in
Crankshaft Bearing Mark 328N (brown) - Thickness 1.989 mm -1.995 mm 0.0783 in - 0.0785 in
Crankshaft Bearing Mark 329N (green) - Thickness 1.995 mm - 2.001 mm 0.0785 in - 0.0788 in
Crankshaft Bearing Mark 330N - Thickness Undersize 0.25 (brown/blue) 2.114 mm - 2.120 mm 0.0832 in - 0.0835 in
Crankshaft Bearing Mark 331 - Thickness Undersize 0.25 (green/blue) 2.120 mm - 2.126 mm 0.0835 in - 0.0837 in
Crankshaft Bearing Mark 332 - Thickness Undersize 0.5 (brown/white) 2.239 mm - 2.245 mm 0.0881 in - 0.0884 in
Crankshaft Bearing Mark 332 - Thickness Undersize 0.5 (green/white) 2.245 mm - 2.251 mm 0.0884 in - 0.0886 in
Crankshaft Bearing Clearance 0.007 mm - 0.031 mm 0.0003 in - 0.0012 in
Crankshaft Bearing Clearance Axial 0.100 mm - 0.202 mm 0.0039 in - 0.008 in
Crankshaft Bearing Out Of Round 0.03 mm 0.0012 in
Conrod Bearing Journal Diameter Standard 42.971 mm - 42.987 mm 1.6918 in - 1.6924 in
Conrod Bearing Journal Diameter Undersize 0.25 (blue) 42.721 mm - 42.737 mm 1.6819 in - 1.6826 in
Conrod Bearing Journal Diameter Undersize 0.5 (white) 42.471 mm - 42.487 mm 1.6721 in - 1.6727 in
Conrod Bearing Thickness Standard 1.490 mm - 1.500 mm 0.0587 in - 0.0591 in
Conrod Bearing Thickness Undersize 0.25 1.615 mm - 1.625 mm 0.0636 in - 0.064 in
Conrod Bearing Thickness Undersize 0.5 1.740 mm - 1.750 mm 0.0685 in - 0.0689 in
Conrod Bearing Diameter Standard (upper and lower) 1.490 mm - 1.500 mm 0.0587 in - 0.0591 in
Conrod Bearing Diameter Undersize 0.25 (upper and lower) 1.615 mm - 1.625 mm 0.0636 in - 0.064 in
Conrod Bearing Diameter Undersize 0.5 (upper and lower) 1.740 mm - 1.750 mm 0.0685 in - 0.0689 in
Conrod Bearing Clearance 0.013 mm - 0.061 mm 0.0005 in - 0.0024 in
Cylinder Head And Valve Train
Cylinder Head - Intake Valve Seat Width
1.4 mm - 1.8 mm 0.0551 in - 0.0709 in
Cylinder Head - Exhaust Valve Seat Width 1 mm - 1.4 mm 0.0394 in - 0.0551 in
Cylinder Head - Valve Seat Angle Standard 90° 30'
Cylinder Head - Valve Seat Angle Oversize 110°
Cylinder Head - Intake Valve Guide Inner Diameter Standard 4.991 mm - 5.007 mm 0.1965 in - 0.1971 in
Cylinder Head - Intake Valve Guide Inner Diameter + 0.075 5.066 mm - 5.082 mm 0.1994 in - 0.2001 in
Cylinder Head - Intake Valve Guide Inner Diameter 0.150 5.141 mm - 5.157 mm 0.2024 in - 0.203 in
Cylinder Head - Exhaust Valve Guide Inner Diameter Standard 4.991 mm - 5.007 mm 0.1965 in - 0.1971 in
Cylinder Head - Exhaust Valve Guide Inner Diameter + 0.075 5.066 mm - 5.082 mm 0.1994 in - 0.2001 in
Cylinder Head - Exhaust Valve Guide Inner Diameter + 0.150 5.141 mm - 5.157 mm 0.2024 in - 0.203 in
Cylinder Head - Valve Guide Length 38.7 mm - 39.3 mm 1.5236 in - 1.5472 in
Intake Valve Length Standard 92.9 mm 3.6575 in
Exhaust Valve Length Standard 92.7 mm 3.6496 in
Intake Valve Stem Diameter Standard 4.950 mm - 4.965 mm 0.1949 in - 0.1955 in
Exhaust Valve Stem Diameter Standard 4.930 mm - 4.945 mm 0.1941 in - 0.1947 in
Intake Valve Stem Diameter + 0.075 5.025 mm - 5.040 mm 0.1978 in - 0.1984 in
Exhaust Valve Stem Diameter + 0.075 5.005 mm - 5.020 mm 0.197 in - 0.1976 in
Intake Valve Stem Diameter + 0.150 5.100 mm - 5.115 mm 0.2008 in - 0.2014 in
Exhaust Valve Stem Diameter + 0.150 5.080 mm - 5.095 mm 0.2000 in - 0.2006 in
Intake Valve Disc Diameter 27.9 mm - 28.1 mm 1.0984 in - 1.1063 in
Exhaust Valve Disc Diameter 24.9 mm - 25.1 0.9803 in -- 0.9882 in
Valve Spring Height Free 40 mm 1.5748 in
Valve Spring Height Under Load - Valve open 21.5 mm 0.8465 in
Valve Spring Height Under Load -Valve closed 30 mm 1.1811 in
Valve Clearance to Guide Intake 0.026 mm - 0.057 mm 0.001 in - 0.0022 in
Valve Clearance to Guide Exhaust 0.046 mm - 0.077 mm 0.0018 in - 0.0030 in
Engine Oil
Quality Dexos II
Filling - With New Oil Filter 3.5 L 3.7 Quarts
Viscosity 5W30 GF-4
Oil Pressure @ Idle Speed 150 kpa 22 psi
Oil Pressure @ 3000 rpm - 3500 rpm 380 kpa - 650 kpa 55 psi - 94 psi
Oil Pump
Axial Clearance Vane Rotor to Cover 0.01 mm 0.0004 in
Axial Clearance Vane to Cover
0.09 mm 0.0036 in
Axial Clearance Vane Ring to Cover 0.04 mm 0.0016 in
Axial Clearance Slide to Cover 0.08 mm 0.0031 in
Axial Clearance Slide Seal to Cover 0.09 mm 0.0036 in
Radial Clearance Vane to Vane Rotor 0.05 mm 0.002 in
Oil Pump Slide Spring Length 76.5 mm 3.0118 in
Radial Clearance Vane to Slide 0.2 mm 0.008 in


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GM Part Number
Bolt Connections Screw Locking Compound 12345382 10953489
Camshaft Bearings Dexos1 Engine Oil 19293000 19286321
Camshaft Front Oil Seal Sealant 1052943 10953491
Camshafts Dexos1 Engine Oil 19293000 19286321
Crankshaft Bearing Lubricant Dexos1 Engine Oil 19293000 19286321
Engine Block Oil Gallery Plugs Sealant 1052943 10953491
Engine Oil Dexos1 Engine Oil 19293000 19286321
Inlet and Exhaust Valves Dexos1 Engine Oil 19293000 19286321
Sump Sealant 12378521 88901148
Oxygen Sensor Assembly Paste - White 88862477 88862478
Oxygen Sensor Threads Anti-seize 12397953 NA
Rear Crankshaft Main Bearing Cap Sealant 12378521 88901148
Rear Crankshaft Oil Seal Dexos1 Engine Oil 19293000 19286321
Rod Bearing - Rod Pins of Crankshaft Dexos1 Engine Oil 19293000 19286321
Seal Rings Silicone Grease - White 12345579 10953481
Turbo Heat Shield Fastener Lubricant 12345996 10953501
Water Pump Bearing Sealant 1052943 10953491


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Disassembled Views
Figure 1: Accessory Drive Components
Figure 2: Engine Front Cover and Oil Pump Assembly (1 of 2)
Figure 3: Engine Front Cover and Oil Pump Assembly (2 of 2)
Figure 4: Timing Chain Components
Figure 5: Inlet Manifold Assembly
Figure 6: Cylinder Head Assembly
Figure 7: Engine Block Assembly


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Engine Identification
Engine Number
Note: The engine identification number must be stamped to the cylinder block in case of engine replacement.
The engine number is stamped to the engine block (1).


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Symptoms - Engine Mechanical

Strategy Based Diagnostics
All diagnosis on a vehicle should follow a logical process. Strategy based diagnostics is a uniform approach for repairing all systems. The diagnostic flow may always be used
in order to resolve a system condition. The diagnostic flow is the place to start when repairs are necessary.
• Inspect for aftermarket devices which could affect the operation of the engine.
• Inspect for the correct oil level, proper oil viscosity, and correct filter application.
• Verify the exact operating conditions under which the concern exists. Note factors such as engine RPM, ambient temperature, engine temperature, amount of engine
warm-up time, and other specifics.
• Compare the engine sounds, if applicable, to a known good engine and make sure you are not trying to correct a normal condition.
Intermittent
Test the vehicle under the same conditions that the customer reported in order to verify the system is operating properly.
Symptom List
• Base Engine Misfire without Internal Engine Noises

• Base Engine Misfire with Abnormal Internal Lower Engine Noises
• Base Engine Misfire with Abnormal Valve Train Noise
• Base Engine Misfire with Coolant Consumption
• Base Engine Misfire with Excessive Oil Consumption
• Engine Noise on Start-Up, but Only Lasting a Few Seconds
• Upper Engine Noise, Regardless of Engine Speed
• Lower Engine Noise, Regardless of Engine Speed
• Engine Noise Under Load
• Engine Will Not Crank - Crankshaft Will Not Rotate
• Engine Compression Test
• Oil Consumption Diagnosis
• Oil Pressure Diagnosis and Testing
• Drive Belt Chirping, Squeal, and Whine Diagnosis
• Drive Belt Rumbling and Vibration Diagnosis
• Drive Belt Falls Off and Excessive Wear Diagnosis


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Oil Consumption Diagnosis

Checks Causes
The causes of excessive oil consumption may include the following conditions:
Preliminary • External oil leaks.
• Incorrect oil level or improper reading of the oil level indicator.
With the vehicle on a level surface, run the engine for a few minutes, allow adequate drain down time (2-3 minutes) and check for the correct engine oil
level.
• Improper oil viscosity.
Refer to the vehicle owners manual and use the recommended SAE grade and viscosity for the prevailing temperatures.
• Continuous high speed driving and/or severe usage.
• Crankcase ventilation system restrictions or malfunctioning components.
• Worn valve guides and/or valve stems.
• Worn, missing or improperly installed valve stem oil seals.
• Piston rings broken, worn, not seated properly.
Allow adequate time for the rings to seat.
Replace worn piston rings as necessary.
• Piston and rings improperly installed or miss-fitted to the cylinder bore.


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Engine Noise Under Load

Cause Correction
Insufficient or poor oil supply to components.
Low oil pressure 1. Perform oil pressure test.

2. Repair or replace all damaged components.
1. Inspect the torque converter bolts and flywheel.

Loose torque converter bolts 2. Repair or replace all damaged components.
1. Inspect the flywheel and flywheel attaching bolts.

Loose and/or damaged flywheel 2. Repair or replace all damaged components.
1. Inspect the piston rings for low ring tension, broken or worn rings, inspect cylinder bore.
Excessive piston-to-cylinder bore clearance 2. Repair or replace all damaged components.
1. Inspect the crankshaft end play and crankshaft thrust bearings.

Excessive crankshaft thrust bearing clearance 2. Repair or replace all damaged components.
1. Inspect the crankshaft bearings and crankshaft journals.

Excessive crankshaft bearing clearance 2. Repair or replace all damaged components.


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Engine Noise on Start-Up, but Only Lasting a Few Seconds

Cause Correction
Incorrect oil filter without anti-drainback feature Install the correct oil filter.
Incorrect oil viscosity Drain the engine oil and replace with the correct viscosity oil.
High stationary hydraulic lash adjuster (SHLA), tappet, leak down rate Replace the SHLAs, tappets, as required.
Worn crankshaft thrust bearing • Inspect the thrust bearing and crankshaft.
• Repair or replace as required.
Damaged or faulty oil filter by-pass valve • Inspect the oil filter by-pass valve for proper operation.
• Repair or replace as required.


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Base Engine Misfire without Internal Engine Noises

Condition Action
Abnormalities in the accessory drive belt and/or components may cause engine RPM variations,
noises similar to a faulty lower engine and also lead to a misfire condition. A misfire code may be
Abnormalities (severe cracking, bumps, or missing areas) in the present without an actual misfire condition.
accessory drive belt. Also worn, damaged, or misaligned accessory
drive components or excessive pulley runout. 1. Inspect the accessory drive components.
A misfire code may be present without an actual misfire condition.
Loose and/or damaged crankshaft pulley 1. Inspect crankshaft pulley and pulley bolt.
Loose torque converter bolts 1. Inspect torque converter bolts and flywheel.
Loose and/or damaged flywheel 1. Inspect flywheel and flywheel attaching bolts.
A severe restriction in the exhaust flow can cause significant loss of engine performance and may
Restricted exhaust system set a misfire code. Possible causes of restrictions include collapsed or dented pipes, plugged
silencers and/or catalytic converters. Repair or replace all damaged components.
1. Inspect fuel filter, fuel system for leaks and/or restrictions.
Air in fuel system 2. Repair or replace all damaged components.
1. Inspect valve bridge and valve finger-follower.

Bent and/or worn valve bridge and finger-follower 2. Repair or replace all damaged components.
Carbon on the valve stem or valve seat may cause the valve to stick.
Sticking valve 1. Inspect valves and valve guides.
1. Inspect timing gears.

Damaged or misaligned timing gears 2. Replace all damaged components.
1. Inspect camshaft lobes.

Worn or faulty camshaft lobes 2. Repair or replace all damaged components.
1. Perform compression tests.

2. Inspect the piston, piston rings and cylinder bore.
Excessive piston-to-cylinder bore clearance
1. Perform compression tests.

Faulty cylinder head gaskets and/or cracking or other damage to the
cylinder heads and engine block cooling system passages. (Coolant
consumption may or may not cause the engine to overheat.)


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Base Engine Misfire with Abnormal Internal Lower Engine Noises

Condition Actions
Abnormalities (server cracking, bumps or Abnormalities in the accessory drive belt and/or components may cause engine RPM variations, noises similar to faulty lower
missing areas) in the accessory drive belt engine and also lead to a misfire condition. A misfire code may be present without an actual misfire condition.
1. Inspect the accessory drive components.


Worn, damaged, or misaligned accessory
drive components or excessive pulley runout
2. Repair or replace all damage components.
Loose and/or damaged crankshaft pulley 1. Repair or replace all damaged components.
2. Inspect crankshaft pulley and pulley bolt.
Loose torque converter bolts 1. Inspect torque converter bolts and flywheel.
Loose and/or damaged flywheel 1. Inspect flywheel and flywheel attaching bolts.
1. Perform cylinder leak down and compression tests.

Excessive piston-to-cylinder bore clearance
Severely worn thrust surfaces on the crankshaft and/or thrust bearing may permit for and aft movement of the crankshaft and
create a misfire code without an actual misfire condition.
Excessive crankshaft thrust bearing clearance
1. Inspect the crankshaft end play and crankshaft thrust bearings.
2. Repair or replace all damaged.


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Base Engine Misfire with Abnormal Valve Train Noise

Condition Action
1. Inspect valve bridge and finger-follower.
Loose, worn or damaged valve bridge and finger-follower 2. Repair or replace all damaged components.
1. Inspect valve springs.

Broken valve springs 2. Repair or replace all damaged components.


Worn or faulty camshaft lobes 2. Repair or replace all damaged components.


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Base Engine Misfire with Coolant Consumption

Inspection Action
DEFINITION: Base engine misfire with coolant consumption
Preliminary Inspection Verify that there are no external coolant leaks.
• Cylinder balance test with scan tool
• Cooling system pressurisation
Isolate Affected Cylinders
• Inspection of glow plugs
• Compression test
• Inspect EGR valve and inlet system for evidence of coolant leakage.
EGR System Inspection
• Replace the EGR cooler if any problem is found.
• Remove cylinder heads of the affected cylinder bank and inspect for damage.
Cylinder Head Gasket Leakage
• Replace components as necessary.
• Inspect the cylinder head for cracks.
• Inspect the cylinder block for damage.
Cylinder Head or Engine Block Damage
• Inspect the cylinder block to head mating surface for straightness.
• Replace components as necessary.


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Base Engine Misfire with Excessive Oil Consumption

Condition Action
1. Inspect the valves and valve guides.
Worn valve guides 2. Repair or replace all damaged components.
1. Inspect the valve stem oil seals.

Worn valve stem oil seals 2. Repair or replace all damaged components.
1. Perform compression tests to determine the cause.

2. Inspect the piston rings for low ring tension, broken or worn rings.
Excessive piston-to-cylinder bore clearance 3. Inspect cylinder bore.


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Upper Engine Noise, Regardless of Engine Speed

Condition Action
Insufficient or poor oil supply to valve train.

1. Inspect valve finger-follower, valve bridge, valve finger follower lifter, oil pump and engine block oil galleries.
Improper lubrication to the valve finger-follower 2. Repair or replace all damaged components.
1. Inspect valve bridge and finger-follower.

Worn or damaged valve finger-follower 2. Repair or replace all damaged components.


Worn or faulty camshaft lobes 2. If damaged replace camshaft and all valve finger-followers.
1. Inspect timing gears.

Damaged or misaligned timing gears 2. Replace all damaged components.


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Lower Engine Noise, Regardless of Engine Speed

Condition Action
Worn accessory drive components (abnormalities such as severe cracking, bumps or missing areas in
the accessory drive belt and/or misalignment of the system components.)
Insufficient or poor oil supply to crankshaft and big end bearings.

1. Inspect the cylinder balance with scan tool to help locate the
cylinder that is the source of the noise.
2. If you cannot locate the cylinder that is the source of the
Leaking and/or sticking fuel injection nozzle (A stuck fuel injection nozzle can cause a noise similar to a
noise, diagnose the engine for mechanical damage.
damaged piston, rod or rod bearing.)
3. If it has been determined that the fuel injection nozzle is
causing the noise, replace the fuel injection nozzle.
1. Inspect crankshaft pulley and pulley bolt.

Loose and/or damaged crankshaft pulley 2. Repair or replace all damaged components.
1. Inspect torque converter bolts and flywheel.

Loose torque converter bolts 2. Repair or replace all damaged components.
1. Inspect flywheel and flywheel attaching bolts.

Loose and/or damaged flywheel 2. Repair or replace all damaged components.
1. Inspect the piston, gudgeon pin, and the connecting rod.

Excessive gudgeon pin-to-bore clearance 2. Repair or replace all damaged components.
1. Inspect connecting rod and big end bearings.

Misaligned or bent connecting rod 2. Repair or replace all damaged components.
1. Inspect the big end bearings, connecting rods, crankshaft and

crankshaft journals.
Excessive big end bearing clearance
1. Inspect the crankshaft bearings and crankshaft journals.

Excessive crankshaft bearing clearance 2. Repair or replace all damaged components.


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Engine Will Not Crank - Crankshaft Will Not Rotate

Cause Correction
1. Inspect the accessory drive system components.
Seized accessory drive system component 2. Repair or replace all damaged components.
Hydraulically locked cylinder

1. Inspect for broken head gasket(s).
• Coolant/antifreeze in cylinder 2. Inspect for cracked engine block or cylinder head.
• Oil in cylinder 3. Inspect for a sticking fuel injector.
• Fuel in cylinder
1. Remove the engine assembly. The torque converter bolts are not accessible with the engine installed to the
Seized automatic transmission torque transmission.
converter 2. Rotate the crankshaft at the pulley.
1. Disengage the clutch.

Seized manual gearbox 2. Rotate crankshaft at the pulley.
Material in cylinder
1. Inspect the cylinder for damaged components and/or foreign materials.
• Broken valve 2. Repair or replace as required.
• Piston material
• Foreign material
1. Inspect the crankshaft and big end bearings.
Seized crankshaft or big end bearing 2. Repair as required.
1. Inspect the connecting rods.

Bent or broken connecting rod 2. Repair as required.
1. Inspect the crankshaft.

Broken crankshaft 2. Repair as required.

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Drive Belt Chirping, Squeal, and Whine Diagnosis

Diagnostic Aids
• A chirping or squeal noise may be intermittent due to moisture on the drive belts or the pulleys. It may be necessary to spray a small amount of water on the drive belts in
order to duplicate the customers concern. If spraying water on the drive belt duplicates the symptom, cleaning the belt pulleys may be the probable solution.
• If the noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. An overcharged A/C
system, power steering system with a pinched hose or wrong fluid, or a generator failing are suggested items to inspect.
• A chirping, squeal or whine noise may be caused by a loose or improper installation of a body or suspension component. Other items of the vehicle may also cause the
noise.
• The drive belts will not cause a whine noise.
Test Description
2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not proceed further with this
table.
3. The noise may be an internal engine noise. Removing the drive belts one at a time and operating the engine for a brief period will verify the noise is related to the drive
belt. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive
belts removed.
4. Inspect all drive belt pulleys for pilling. Pilling is the small balls or pills or it can be strings in the drive belt grooves from the accumulation of rubber dust.
6. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or
the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across two or three pulleys. If a
misaligned pulley is found refer to that accessory drive component for the proper installation procedure for that pulley.
10. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed.
12. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all
of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley.
14. This test is to verify that the drive belt tensioner operates properly. If the drive belt tensioner is not operating properly, proper belt tension may not be achieved to keep
the drive belt from slipping which could cause a squeal noise.
15. This test is to verify that the drive belt is not too long, which would prevent the drive belt tensioner from working properly. Also if an incorrect length drive belt was
installed, it may not be routed properly and may be turning an accessory drive component in the wrong direction.
misaligned pulley is found refer to that accessory drive component for the proper installation procedure for that pulley.
17. This test is to verify that the pulleys are the correct diameter or width. Using a known good vehicle compare the pulley sizes.
19. Replacing the drive belt when it is not damaged or there is not excessive pilling will only be a temporary repair.
Step Action Yes No

Caution: Do not use belt dressing on the drive belt. Belt dressing causes the breakdown of the composition of the drive belt. Failure to follow this recommendation will
damage the drive belt.
DEFINITION: The following items are indications of chirping:
• A high pitched noise that is heard once per revolution of the drive belt or a pulley.
• Chirping may occur on cold damp start-ups and will subside once the vehicle reaches normal operating temp.
DEFINITION: The following items are indications of drive belt squeal:
• A loud screeching noise that is caused by a slipping drive belt. This is unusual for a drive belt with multiple ribs.
• The noise occurs when a heavy load is applied to the drive belt, such as an air conditioning compressor engagement snapping the throttle, or slipping on a seized pulley
or a faulty accessory drive component.
DEFINITION: The following items are indications of drive belt whine:
• A high pitched continuous noise.

• The noise may be caused by an accessory drive component failed bearing.
Did you review the Drive Belt Symptom operation and perform the necessary inspections? Go to Symptoms - Engine
1
Go to Step 2 Mechanical
Verify that there is a chirping, squeal or whine noise.
2
Does the engine make the chirping squeal or whine noise? Go to Step 3 Go to Diagnostic Aids
1. Remove the drive belt.
If the engine has multiple drive belts, remove the belts one at a time and perform the test below
each time a belt is removed.
3
2. Operate the engine for no longer than 30–40 seconds.
3. Repeat this test if necessary by removing the remaining belt(s).
Go to Symptoms - Engine
Does the chirping, squeal or whine noise still exist? Mechanical Go to Step 4
If diagnosing a chirping noise, inspect for severe pilling exceeding 1/3 of the belt groove depth.
4 If diagnosing a squeal or whine noise, proceed to Step 13.
Do the belt grooves have pilling? Go to Step 5 Go to Step 6

Clean the drive belt pulleys with a suitable wire brush.
5
Did you complete the repair? Go to Step 20 Go to Step 6
Inspect for misalignment of the pulleys.
6
Are any of the pulleys misaligned? Go to Step 7 Go to Step 8
Replace or repair any misaligned pulleys.
7
Inspect for bent or cracked brackets.
8
Did you find any bent or cracked brackets? Go to Step 9 Go to Step 10
Replace any bent or cracked brackets.
9
Inspect for improper, loose or missing fasteners.
10
Did you find the condition? Go to Step 11 Go to Step 12
1. Tighten any loose fasteners. Refer to Fastener Tightening Specifications .

11
2. Replace any improper or missing fasteners.

Inspect for a bent pulley.
12
Inspect for an accessory drive component seized bearing or a faulty accessory drive component.
13 If diagnosing a whine noise and the condition still exist, proceed to Diagnostic Aids.
Did you find and correct the condition? Go to Step 20 Go to Step 14

Test the drive belt tensioner for proper operation.
14
Inspect for the correct drive belt length.
15
Inspect for misalignment of a pulley.
16
Inspect for the correct pulley size.
17
Did you find and correct the condition? Go to Step 20 Go to Diagnostic Aids
Replace the bent pulley.
18
Replace the drive belt. Refer to Symptoms - Engine Mechanical .
19
Did you complete the repair? Go to Step 20 Go to Diagnostic Aids
20


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Drive Belt Rumbling and Vibration Diagnosis

Diagnostic Aids
The accessory drive components can have an affect on engine vibration. Vibration from the engine operating may cause a body component or another part of the vehicle to
make rumbling noise. Vibration can be caused by, but not limited to the A/C system over charged, the power steering system restricted or the incorrect fluid, or an extra load
on the generator. To help identify an intermittent or an improper condition, vary the loads on the accessory drive components.
The drive belt may have a rumbling condition that cannot be seen or felt. Sometimes replacing the drive belt may be the only repair for the symptom.
If replacing the drive belt, completing the diagnostic table, and the noise is only heard when the drive belts are installed, there might be an accessory drive component with a
failure. Varying the load on the different accessory drive components may aid in identifying which component is causing the rumbling noise.
Test Description
2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom.
3. This test is to verify that one of the drive belts is causing the rumbling noise or vibration. Rumbling noise may be confused with an internal engine noise due to the
similarity in the description. Remove only one drive belt at a time if the vehicle has multiple drive belts. When removing the drive belts the water pump may not be
operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belts removed.
4. Inspecting the drive belts is to ensure that they are not causing the noise. Small cracks across the ribs of the drive belt will not cause the noise. Belt separation can be
recognised at the edge of the belt or felt as a lump in the belt.
5. Small amounts of pilling is normal condition and acceptable. When the pilling is severe the drive belt does not have a smooth surface for proper operation.
9. Inspecting of the fasteners can eliminate the possibility that the wrong bolt, nut, spacer, or washer was installed.
11. This step should only be performed if the water pump is driven by the drive belt. Inspect the water pump shaft for being bent. Also inspect the water pump bearings for
smooth operation and excessive play. Compare the water pump with a known good water pump.
12. Accessory drive component brackets that are bent, cracked, or loose may put extra strain on that accessory component causing it to vibrate.
Step Action Yes No

DEFINITION: The following items are indications of drive belt rumbling:
• A low pitch tapping, knocking, or thumping noise heard at or just above idle.
• Heard once per revolution of the drive belt or a pulley.
• Rumbling may be caused from:
- Pilling, the accumulation of rubber dust that forms small balls (pills) or strings in the drive belt pulley groove
- The separation of the drive belt
- A damaged drive belt.
DEFINITION: The following items are indications of drive belt vibration:
• The vibration is engine-speed related.

• The vibration may be sensitive to accessory load.
Did you review the Drive Belt Symptom operation and perform the necessary inspections? Go to Symptoms - Engine
1
Go to Step 2 Mechanical
Verify that there is a rumbling noise or that the vibration is engine related.
2
Does the engine make the rumbling noise or vibration? Go to Step 3 Go to Diagnostic Aids
1. Remove the drive belt.
If the engine has multiple drive belts, remove the belts one at a time and perform the test below
each time a belt is removed.
3
2. Operate the engine for no longer than 30–40 seconds.
3. Repeat this test if necessary by removing the remaining belt(s).
Go to Symptoms - Engine
Does the rumbling or vibration still exist? Mechanical Go to Step 4
Inspect the drive belts for wear, damage, separation, sections of missing ribs, and debris build-up.
4
Did you find any of these conditions? Go to Step 7 Go to Step 5
Inspect for severe pilling of more than 1/3 of the drive belt pulley grooves.
5
Did you find severe pilling? Go to Step 6 Go to Step 7
1. Clean the drive belt pulleys using a suitable wire brush.
2. Reinstall the drive belts.
6
Did you correct the condition? Go to Step 8 Go to Step 7
Install a new drive belt.
7
Did you complete the replacement? Go to Step 8 Go to Step 9
8
9
Did you find any of these conditions? Go to Step 10 Go to Step 11

10
2. Replace improper or missing fasteners.

Inspect for bent or cracked brackets.
11
Did you find and correct the condition? Go to Step 12 Go to Diagnostic Aids
12


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Drive Belt Falls Off and Excessive Wear Diagnosis

Diagnostic Aids
If the drive belt repeatedly falls off the drive belt pulleys, this is because of pulley misalignment.
An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components
operate properly.
If the drive belt is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt.
Excessive wear on a drive belt is usually caused by an incorrect installation or the wrong drive belt for the application.
Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt to make a noise or to fall off.
Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt fall off.
Test Description
2. This inspection is to verify the condition of the drive belt. Damage may of occurred to the drive belt when the drive belt fell off. The drive belt may of been damaged,
which caused the drive belt to fall off. Inspect the belt for cuts, tears or sections of ribs missing.
misaligned pulley is found refer to that accessory drive component for the proper installation procedure of that pulley.
5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all
of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley.
6. Accessory drive component brackets that are bent or cracked will let the drive belt fall off.
7. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer or washer was installed. Missing. loose, or the wrong fasteners may cause pulley
misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket.
13. The inspection is to verify the drive belt is correctly installed on all of the drive belt pulleys. Wear on the drive belt may be caused by mis-positioning the drive belt by one
groove on a pulley.
14. The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys.
15. This inspection is to verify the drive belt is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the
drive belt accessory drive components load varies. The drive belt should not come in contact with an engine or a body component when snapping the throttle.
Step Action Yes No

DEFINITION: The drive belt falls off the pulleys or may not ride correctly on the pulleys.
DEFINITION: Wear at the outside ribs of the drive belt due to an incorrectly installed drive belt.
1 Did you review the Drive Belt Symptom operation and perform the necessary inspections? Go to Step 2 Go to Symptoms - Engine Mechanical
If diagnosing high wear, proceed to Step 13.
2 If diagnosing a drive belt that falls off, inspect for a damaged drive belt.

Install a new drive belt.
3
Does the drive belt continue to fall off? Go to Step 4 System OK
Inspect for misalignment of the pulleys.
4
Did you find and repair the condition? Go to Step 12 Go to Step 5
Inspect for a bent or dented pulley.
5
Inspect for a bent or a cracked bracket.
6
7
Did you find loose or missing fasteners? Go to Step 8 Go to Step 9

8
2. Replace improper or missing fasteners.

Test the drive belt tensioner for operating correctly.
9
Does the drive belt tensioner operate correctly? Go to Step 11 Go to Step 10
Replace the drive belt tensioner.
10
Inspect for failed drive belt idler and drive belt tensioner pulley bearings.
11
Did you find and repair the condition? Go to Step 12 Go to Diagnostic Aids
12
Inspect the drive belt for the proper installation.
13
Did you find this condition? Go to Step 16 Go to Step 14
Inspect for the proper drive belt.
14
Did you find this condition? Go to Step 16 Go to Step 15
Inspect for the drive belt rubbing against a bracket, hose, or wiring harness.
15
Did you find and repair the condition? Go to Step 17 Go to Diagnostic Aids
Replace the drive belt.
16
Did you complete the replacement? Go to Step 17 -
17
Did you correct the condition? System OK -


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Engine Mount Replacement - Right Side

2. Install engine support fixture. Refer to Engine Support Fixture .
3. Prior to removing the mount, mark the mount location using spray paint or a marker for correct positioning during installation.
Engine Mount Fastener
1 Tip
Perform the powertrain mount balancing - lower after installation of the fastener.
Tighten
50 N·m (37 lb ft)
Engine Mount Fastener (Qty: 2)
2
Tighten
58 N·m (43 lb ft)
Engine Mount Fastener (Qty: 3)
Procedure
3
Ensure the washer is in place before installing the bolt.
Tighten
58 N·m (43 lb ft)
Engine Mount
4 Procedure
Transfer components as necessary.


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Engine Mount Inspection

2. Observe the engine mount while raising the engine. Raising the engine removes the weight from the engine mount and creates slight tension on the rubber.
3. Replace the engine mount if the engine mount exhibits any of the following conditions:
• The hard rubber is covered with heat check cracks.
• The rubber is separated from the metal plate of the engine mount.
• The rubber is split through the center of the engine mount.
4. For engine mount replacement, refer to Engine Mount Replacement - Right Side .
5. For rear transmission mount replacement, refer to Transmission Rear Mount Replacement .
6. For left transmission mount replacement, refer to Transmission Mount Replacement - Left Side .


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Engine Mount Bracket Replacement - Right Side

1. Remove the engine mount. Refer to Engine Mount Replacement - Right Side .
3. Remove the nuts retaining the drive motor battery to charge cable to the frame rail and reposition. Refer to 300-Volt Battery Positive and Negative Cable Replacement :
Drive Motor Battery-to-APM Module → Drive Motor Battery-to-Charger → Inverter-to-Compressor/Heater Module → Drive Motor Battery-to-Inverter
Engine Mount Bracket Fastener (Qty: 2)
Caution: This component uses torque-to-yield bolts. When servicing this component do not reuse the bolts, New torque-to-yield bolts must be installed. Reusing
used torque-to-yield bolts will not provide proper bolt torque and clamp load. Failure to install NEW torque-to-yield bolts may lead to engine damage.
Procedure
1
1. Raise and lower the engine as needed to access the bolts.
2. Ensure to follow the tighten sequence.
Tighten
1. First pass: 60 N·m (44 lb ft)

2. Final pass: additional 45-60 degrees
Engine Mount Bracket Fastener
Procedure
Ensure to follow the tighten sequence.

2
Tighten
1. First pass: 60 N·m (44 lb ft)

2. Final pass: additional 45-60 degrees
Engine Mount Bracket
3 Procedure
Transfer components as necessary.


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Inlet Manifold Replacement

Special Tools
Removal Procedure


2. Remove the Air Cleaner Outlet Duct. Refer to Air Cleaner Outlet Duct Replacement .
3. Remove the fuel injection fuel rail assembly only. Refer to Fuel Injection Fuel Rail Assembly Replacement
4. Remove the evaporative emission canister purge solenoid valve hose (1). Refer to Plastic Collar Quick Connect Fitting Service .
5. Unclip and reposition the engine coolant air bleed hose without draining coolant. Refer to Engine Coolant Air Bleed Hose Connector Replacement
6. Remove the inlet manifold bolts (1).
7. Remove the inlet manifold from the vehicle (1).
8. Disconnect electrical connectors as necessary.
9. To disassemble the inlet manifold. Refer to Inlet Manifold Disassemble
10. For cleaning and inspection of the inlet manifold. Refer to Inlet Manifold Cleaning and Inspection .
1. Ensure the surface of the inlet manifold is clean before installing the new gasket.
2. Install the manifold gasket (1).
3. Install the inlet manifold in the vehicle (1).

4. Install the inlet manifold bolts (1).
Tighten
Tighten the inlet manifold bolts 20 N·m (15 lb ft).
5. Install the evaporative emission canister purge solenoid valve hose (1). Refer to Plastic Collar Quick Connect Fitting Service .
6. Install the fuel injection fuel rail assembly only. Refer to Fuel Injection Fuel Rail Assembly Replacement .
7. Install the Air Cleaner Outlet Duct. Refer to Air Cleaner Outlet Duct Replacement .
8. Fill the coolant fluid. Refer to Cooling System Draining and Filling .


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Special Tools
EN-955-1 Locking Pin
Removal Procedure
1. Remove the engine front cover. Refer to Engine Front Cover with Oil Pump Replacement .
2. Push the timing chain (2) in direction to the timing chain tensioner (1) and install the EN-955-1 pin (3).
3. Remove the two upper timing chain guide bolts (1).
4. Remove the upper timing chain guide (2).
5. Remove the two timing chain guide right side bolts (2).
6. Remove the timing chain guide right side (1).
7. Remove the timing chain tensioner shoe bolt (2).
8. Remove the timing chain tensioner shoe (1).
9. Remove the timing chain (1) and crankshaft sprocket (2) together as a unit.
10. Remove the engine front cover gasket (1).
1. Clean the engine front cover sealing surfaces on engine block and cylinder head.
2. Apply a 2 mm (0.0787 in) bead of RTV sealant the areas shown above (1, 2).
3. Install the engine front cover gasket (1).
4. Install the timing chain (1) and crankshaft sprocket (2) together as a unit.
5. Install the timing chain tensioner shoe (1).
6. Install the timing chain tensioner shoe bolt (2) and tighten to 20 N·m (15 lb ft).
7. Install the timing chain guide right side (1).
8. Install the timing chain guide right side bolts (2) and tighten to 8 N·m (71 lb in).
9. Push the timing chain (2) in direction of the timing chain tensioner (1) and remove EN-955-1 pin (3).
10. Install the engine front cover. Refer to Engine Front Cover with Oil Pump Replacement .


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Timing Chain Tensioner Replacement

Remove the camshaft timing chain. Refer to Camshaft Timing Chain Replacement
Timing Chain Tensioner Fastener (Qty: 2)
1 Tip
The timing chain is installed in the graphic for location use only. But is required to be removed to perform the procedure.
Tighten
8 N·m (71 lb in)
Timing Chain Tensioner
2 Procedure
Transfer parts as necessary.


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Hydraulic Valve Clearance Adjuster Arm Replacement

1. Remove the inlet camshaft. Refer to Inlet Camshaft Replacement .

2. Remove the exhaust camshaft. Refer to Exhaust Camshaft Replacement .
Remove the hydraulic valve clearance adjuster arms
Procedure
1
1. Mark the hydraulic valve clearance adjuster arms upon removal to ensure installation is in the correct position.
2. Lubricate the hydraulic valve clearance adjuster arms with engine oil before installing the arms.
3. Transfer Parts as necessary.


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Hydraulic Valve clearance Adjuster Replacement

Remove the hydraulic valve clearance adjuster arms. Refer to Hydraulic Valve Clearance Adjuster Arm Replacement
Remove the hydraulic valve lash adjuster
Procedure
1
1. Mark the hydraulic valve clearance adjuster upon removal to ensure installation is in the correct position.
2. Lubricate the hydraulic valve lash adjuster with engine oil before installtion.
3. Transfer Parts as necessary.


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Camshaft Inlet and Exhaust Sprocket Replacement

Special Tools
EN-955-1 Locking Pin
Removal Procedure


4. Remove the camshaft cover. Refer to Camshaft Cover Replacement .
5. Remove both camshaft position actuator solenoid valves. Refer to Camshaft Position Actuator Solenoid Valve Replacement : Exhaust → Intake .
6. Adjust the engine to TDC. Refer to Camshaft Timing Chain Adjustment .
7. Remove the engine mount bracket. Refer to Engine Mount Bracket Replacement - Right Side .
8. Place a floor jack with block of wood under the oil sump.
9. Remove engine support fixture. Refer Engine Support Fixture .
10. Remove the heater water shutoff valve inlet hose clamp (1) at engine.
11. Remove the heater water shutoff valve inlet hose (2) from engine.
12. Disconnect the heater water shutoff valve inlet hose from the engine.
13. Remove the timing chain tensioner plug (1) from the engine front cover.
14. Install a wrench (1) on the cast hexagonal portion of the inlet camshaft, rotate the camshaft toward the exhaust camshaft in order to apply tension.
15. Install EN-955-1 pin (2) to the timing chain tensioner bore (1).
16. Remove the wrench from inlet camshaft.
17. Remove the 2 upper timing chain guide bolts (1).
19. Loosen the inlet camshaft sprocket bolt (2) while holding up the hexagon of the inlet camshaft with a wrench (1).
20. Loosen the exhaust camshaft sprocket bolt while holding up the hexagon of the exhaust camshaft with a wrench.
21. Remove the camshaft sprocket bolts (2) and the camshaft position exciter wheels (1).
22. Remove the camshaft sprockets (2) and timing chain (1) as one unit.
23. Remove the inlet and exhaust camshaft sprocket.
24. Allow the chain to rest on the front cover.
1. Install the camshaft sprockets (2) and timing chain (1) as one unit.
2. Install the camshaft position exciter wheels (1).
3. Install the camshaft sprocket bolts (2) and tighten to 50 N·mplus 45+15 degrees (37 lb ft) plus 45+15 degrees.
4. Remove the EN-955-1 pin .
5. Adjust the camshaft timing chain. Refer to Camshaft Timing Chain Adjustment .
6. Install the upper timing chain guide (2).
7. Install the upper timing chain guide bolts (1) and tighten to 8 N·m (71 lb in).
8. Install the timing chain tensioner plug (1) and tighten to 50 N·m (37 lb ft).
9. Install both camshaft position actuator solenoid valves. Refer to Camshaft Position Actuator Solenoid Valve Replacement : Exhaust → Intake .
10. Connect the heater water shutoff valve inlet hose (2) to the engine.
11. Install the heater water shutoff valve inlet hose clamp (1).
12. Install the engine mount bracket. Refer to Engine Mount Bracket Replacement - Right Side .
13. Install the camshaft cover. Refer to Camshaft Cover Replacement .


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Cylinder Head Replacement

Special Tools
• EN-470-B Angular Torque Wrench .

• EN-955 Fixing Pin .
Removal Procedure

1. Disable the high voltage system. Refer to High Voltage Disabling

2. Remove the camshaft cover. Refer to Camshaft Cover Replacement
3. Remove the exhaust manifold. Refer to Exhaust Manifold with Catalytic Converter Replacement
4. Remove the Inlet manifold. Refer to Inlet Manifold Replacement
5. Install engine support fixture. Refer to Engine Support Fixture
6. Remove the Water Pump. Refer to Water Pump Replacement
7. Remove the water outlet. Refer to Water Outlet Replacement
8. Remove the Camshaft Position Actuator Solenoid Valve inlet and exhaust. Refer to Camshaft Position Actuator Solenoid Valve Replacement : Exhaust → Intake
9. Remove the Camshaft Position Sensor Exhaust only. Refer to Camshaft Position Sensor Replacement : Intake → Exhaust
10. Adjust the engine to TDC. Refer to Camshaft Timing Chain Inspection
11. Remove the timing chain tensioner plug (1) from the engine front cover.
12. Install a wrench (1) on the cast hexagonal portion of the inlet camshaft, rotate the camshaft toward the exhaust camshaft in order to apply tension.
13. Install EN-955 Locking Pin (2) to the timing chain tensioner bore (1).
14. Remove the wrench from inlet camshaft.
17. Loosen the inlet camshaft sprocket bolt (2) while holding up the hexagon of the inlet camshaft with a wrench (1).
18. Loosen the exhaust camshaft sprocket bolt while holding up the hexagon of the exhaust camshaft with a wrench.
19. Remove the camshaft sprocket bolts (2) and the camshaft position exciter wheels (1).
20. Remove the camshaft sprockets (2) and timing chain (1) as one unit.
21. Disconnect electrical connectors as necessary.
22. Reposition electrical harness aside.
23. Allow the camshaft sprockets (2) and timing chain (1) rest on the front cover Do NOT remove sprockets or chain.
24. Place a floor jack with block of wood under the oil sump.
25. Remove engine support fixture. Refer Engine Support Fixture
26. Loosen the 12 cylinder head bolts in the sequence as shown above. Use the following procedure:
• First pass: Loosen the cylinder head bolts 90 degrees.
• Final pass: Loosen the cylinder head bolts 180 degrees.
Note: Do not damage the guide sleeves (4) and (5).
27. Remove the cylinder head bolts (1).

28. With the aid of helper, lift the timing chain side of the cylinder head assembly slightly in direction of the transmission.
29. Remove the cylinder head (2).
30. Remove the cylinder head gasket (3) and discard the gasket.
31. With the cylinder head out of vehicle bend the top third of the engine front cover gasket (1) back and forth until snaps off at the breaking point.
33. Clean and inspect the cylinder head. Refer to Cylinder Head Cleaning and Inspection
34. For disassembly of the cylinder head. Refer to Cylinder Head Disassemble
1. For disassembly of the cylinder head. Refer to Cylinder Head Assemble

2. Clean sealing surfaces of engine front cover and engine block from grease and old gasket material.
Note: The engine front cover gasket comes as a complete unit.
3. Before installation the of the new front cover gasket, bend the top third of the engine front cover gasket (1) back and forth until snaps off at the breaking point.
4. Install the engine front cover gasket (1) to ensure for a proper fit and alignment.
5. Clean the surface of the cylinder head and engine front cover.
6. Install the cylinder head gasket to engine block.
7. Apply a 2 mm (0.0787 in) bead of RTV sealant to the areas shown (1).
8. Install engine front cover bolts (1) in order to guide the NEW upper engine front cover gasket.
9. Apply a 2 mm (0.0787 in) bead of RTV sealant to the areas shown (2).
10. Ensure the guide sleeves are in place (4) and (5) before installing the cylinder head.
11. Install a NEW cylinder head gasket (3). The marking "Top" should point to the cylinder head.
12. Install the cylinder head (2).
13. Install the cylinder head bolts (1) and hand tighten only.
14. Adjust the cylinder head to the engine front cover. Use a rubber mallet.
15. Position the engine front cover to cylinder head by installing 3 bolts (1).
16. Tighten the 3 bolts (1) to 8 N·m (71 lb in).

17. Using a EN-470-B angular torque wench tighten the cylinder head bolts in the sequence as shown above. Tighten the cylinder head bolts to 25 N·m (18 lb ft) plus 180
degrees.
18. Loosen the bolts from engine front cover (1).
19. Install the remaining bolts to engine front cover and water pump.
20. Tighten the engine front cover bolts (1) and (2) to 8 N·m (71 lb in).
21. Tighten the water pump bolts (3) to 8 N·m (71 lb in).
22. Install the water pump pulley. Refer to Water Pump Pulley Replacement
23. Install engine mount bracket. Refer to Engine Mount Bracket Replacement - Right Side
24. Install the engine mount. Refer to Engine Mount Replacement - Right Side
25. Install the camshaft sprockets (2) and timing chain (1) as one unit.
26. Install the camshaft position exciter wheels (1).
27. Install the camshaft sprocket bolts (2) and tighten to 50 N·m (37 lb ft) plus 45 + 15 degrees.
28. Remove the EN-955 locking pin .
29. Adjust the camshaft timing chain. Refer to Camshaft Timing Chain Inspection
31. Install the upper timing chain guide bolts (1) and tighten to 8 N·m (71 lb in).
32. Install the timing chain tensioner plug and tighten to 50 N·m (37 lb ft).
33. Install the Camshaft Position Actuator Solenoid Valve inlet and exhaust. Refer to Camshaft Position Actuator Solenoid Valve Replacement : Exhaust → Intake
34. Install the Camshaft Position Sensor Exhaust only. Refer to Camshaft Position Sensor Replacement : Intake → Exhaust
35. Install the camshaft cover. Refer to Camshaft Cover Replacement
36. Install the exhaust manifold. Refer to Exhaust Manifold with Catalytic Converter Replacement
37. Install Inlet manifold. Refer to Inlet Manifold Replacement
38. Install the water outlet. Refer to Water Outlet Replacement
39. Fill coolant fluid. Refer to Cooling System Draining and Filling
40. Enable the high voltage system. Refer to High Voltage Enabling
41. Test the vehicle using the following procedure:
• Crank the engine several times. Listen for any unusual noises or evidence that parts are binding.
• Start the engine and listen for unusual noises.
• Check the vehicle oil pressure gauge or light and confirm that the engine has acceptable oil pressure.
• Run the engine speed at about 1,000 RPM until the engine has reached normal operating temperature.
• Listen for sticking lifter and other unusual noises.
• Inspect for fuel, oil and/or coolant leaks while the engine is running.
42. Road test the vehicle for normal operation.
43. Inspect for coolant, oil, gas or exhaust leaks.


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Sump Replacement
Special Tools
EN-49980 Guidance Pins
Removal Procedure
1. Remove the oil filter and drain the engine oil. Refer to Engine Oil and Oil Filter Replacement .
2. Remove the catylitic converter. Refer to Catalytic Converter Replacement .
3. Remove the heater inlet and outlet pipes. Refer to Heater Inlet And Outlet Pipe Replacement
4. Remove the crankshaft pulley. Refer to Crankshaft Balancer Replacement .
5. Remove the sump to transmission bolts (1).
6. Remove the oil sump bolts (1).
7. Remove the sump.
1. Clean the sealing surface of crankshaft bearing cap tie plate and the groove in the engine front cover from old gasket material, oil, dirt and grease.
2. Install the 2 EN-49980 guide pins (1) to the sump screw bores as shown.
Note: The sealing bead should be applied close to the inner edge of the oil sump. Take care that the oil suction gallery (4) will not get contaminated with sealing
compound or dirt.
3. Apply 2 mm (0.0787 in) thickness of sealing compound (3, 2, 1).

Note: The complete installation procedure of the oil sump should be done in 10 minutes.
4. Loosely install the sump bolts (1) in all but the guide pin locations.
5. Remove the EN-49980 guide pins and install the remaining sump bolts.
6. Tighten the oil sump bolts to 10 N·m (89 lb in).
7. Position the transmission converter cover and hand tighten the cover to transmission bolt.
8. Install the sump to transmission bolts (1), and tighten to 40 N·m (30 lb ft).
9. Install a NEW oil filter and fill the engine with oil. Refer to Engine Oil and Oil Filter Replacement .
10. Install the catylitic converter. Refer to Catalytic Converter Replacement .
11. Install the crankshaft pulley. Refer to Crankshaft Balancer Replacement .
12. Install the heater inlet and outlet pipes, and refill the coolant system. Refer to Heater Inlet And Outlet Pipe Replacement


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Automatic Transmission Flex Plate Replacement

Remove the transmission. Refer to Transmission Replacement .
Special Tools
• EN-470-B Angular Torque Wrench
• EN-956-1 Extension
• EN-49979 Crankshaft Shock Mount Retainer

Automatic Transmission Flex Plate Fastener (Qty: 6)

1 Tighten
• 35 N·m (26 lb ft)

• Tighten the bolt an additional 30 degrees, and one more pass at 15 degrees using EN-470-B wrench .
2 Flex Plate
Automatic Transmission Flex Plate
Procedure
Inspect the engine flywheel for the following:

3
1. Stress cracks around the engine flywheel
2. Cracks at welded areas that retain the ring gear onto the engine flywheel
3. Damaged or missing ring gear teeth
4. Do not attempt to repair the welded areas that retain the ring gear to the engine flywheel plate. Install a new engine flywheel.


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Crankshaft Balancer Replacement

1. Mark the balancer to the cover relationship or Set to TDC.

2. Remove the water pump belt. Refer to Water Pump Belt Replacement .
3. Remove the heater water auxiliary pump. Refer to Heater Water Auxiliary Pump Replacement
4. Remove the drive motor battery coolant cooler Inlet hose assembly. Refer to Drive Motor Battery Coolant Cooler Inlet Hose Assembly Replacement
Crankshaft Pulley Fastener

1 Tighten
• 150 N·m (111 lb ft)

• Tighten the bolt an additional 60 degrees.
Crankshaft Pulley
Procedure
1. Use EN-49979 retainer and EN-956-1 extension to remove the crankshaft pulley.
2. To ensure correct installation of the crankshaft pulley, measure the distance between the pulley and the front cover. Refer to Crankshaft Balancer Installation .
2
Special Tools

• EN-49979 Crankshaft Shock Mount Retainer


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Crankshaft Front Oil Seal Replacement

Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement .

Camshaft Front Oil Seal
Procedure
1. Using a flat-bladed tool, remove the crankshaft front oil seal.

2. Use EN-960 installer to install the new crankshaft front oil seal.
1
Special Tools
EN-960 Crankshaft Front Oil Seal Installer


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Crankshaft Rear Oil Seal Replacement

Special Tools
EN-658 Rear Main Seal Installer
Removal Procedure
1. Remove the automatic transmission flex plate. Refer to Automatic Transmission Flex Plate Replacement .
Note: Do not damage the outside diameter of the crankshaft or chamber with any tool.
2. Using a flat-bladed tool, remove the rear crankshaft oil seal (1).
1. Install the crankshaft rear oil seal (1) with EN-658 installer (2).
2. Using the EN-658 installer (2) , install a NEW crankshaft real oil seal (1).
3. Install the automatic transmission flex plate. Refer to Automatic Transmission Flex Plate Replacement .


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Engine Front Cover with Oil Pump Replacement

1. Remove the camshaft cover. Refer to Camshaft Cover Replacement .

2. Remove both camshaft position actuator solenoid valves. Refer to Camshaft Position Actuator Solenoid Valve Replacement : Exhaust → Intake .
4. Set the crankshaft to TDC. Refer to Camshaft Timing Chain Inspection
6. Remove the water pump pulley and the water pump. Refer to Water Pump Replacement .
7. Remove the sump. Refer to Sump Replacement .
Engine Front Cover with Oil Pump Fastener (Qty: 13)
Procedure
1
Ensure to mark the location of each bolt.
Tighten
8 N·m (71 lb in)
Engine Front Cover with Oil Pump Fastener (Qty: 2)
2
Tighten
35 N·m (26 lb ft)
Engine Front Cover with Oil Pump Gasket
Procedure
3 1. Remove the camshaft timing chain out of the way before removing the engine front cover gasket. Refer to Camshaft Timing Chain Replacement .
2. Replace the engine front cover gasket whenever the cover is removed.
3. Adjust timing chain on installation. Refer to Camshaft Timing Chain Adjustment
Tip
Removal of timing chain is necessary to get access to engine front cover gasket.
Engine Front Cover RTV Sealant
4 Procedure
Apply a 2 mm (0.0787 in) bead of RTV sealant to the areas shown (3).

Engine Front Cover with Oil Pump
Procedure
5 1. To disassemble oil pump, refer to Engine Front Cover and Oil Pump Disassemble .
2. For cleaning and inspection of the oil pump, refer to Engine Front Cover and Oil Pump Cleaning and Inspection .
3. Reposition coolant hoses as necessary.
4. Disconnect electrical connector as necessary.


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Engine Oil Pressure Indicator Switch Replacement

Remove the air cleaner resonator outlet duct.Refer to Air Cleaner Resonator Outlet Duct Replacement
Engine Oil Pressure Sensor and/or Switch
Caution: Refer to Component Fastener Tightening Caution in the Preface section.
Procedure
1
1. Disconnect the oil pressure sensor electrical connector.
Tighten
20 N·m (15 lb ft)


Volt

Engine Replacement
Special Tools
• CH-904 Base Frame

• CH-49289 Centring Frame
• EN-470-B Angle Meter
• EN-6015 Closure Plugs
• EN-49290 Engine Support Tool
Removal Procedure


2. Disconnect the intermediate steering shaft from the steering gear. Refer to Intermediate Steering Shaft Replacement .
3. Open the drive motor battery coolant reservoir cap (1).

4. Open the drive motor generator power inverter module coolant reservoir cap (2).
5. Remove both front wheelhouse liners. Refer to Front Wheelhouse Front Liner Replacement .
7. Place a basin underneath.
8. Disconnect the drive motor battery radiator inlet pipe connector (1).
9. Disconnect the drive motor battery coolant cooler outlet pipe connector (2).
10. Disconnect the drive motor battery coolant cooler inlet pipe connector (3).
11. Disconnect the heater water shutoff valve outlet hose (1).
12. Remove the clamp (3) and disconnect the drive motor power inverter module cooling outlet hose (2) from the drive motor power inverter module cooling pump (1).
13. Drain the engine cooling system. Refer to Cooling System Draining and Filling .
14. Recover the air conditioning refrigerant. Refer to Refrigerant Recovery and Recharging : High Voltage Electric Compressor .
15. Remove the drive motor generator power inverter module. Refer to Drive Motor Generator Power Inverter Module Replacement .
18. Disconnect the canister purge pipe (1) from the canister purge valve. Refer to Plastic Collar Quick Connect Fitting Service .
19. Plug the connections with the EN-6015 plugs .
20. Disconnect the fuel feed pipe (2) from the fuel rail assembly. Refer to Plastic Collar Quick Connect Fitting Service .
21. Plug the connections with the EN-6015 plugs .
22. Press the locking tab (1) rearward in order to release the transmission range selector lever cable (2) from the cable bracket.
23. Disconnect the transmission range selector lever cable terminal (1) from the transmission manual pin, then position the cable out of the way.
24. Unlock the connector (1) and disconnect the heater water shutoff valve inlet hose (2) from the valve assembly.
25. Disconnect the heater water shutoff valve outlet hose (1) from the valve assembly.
Note: Do not remove any hoses from the reservoir.
26. Remove the engine coolant reservoir and lay down on the engine. Refer to Coolant Recovery Reservoir Replacement .
27. Unlock the connector (2) and release the clamp (3).
28. Remove the drive motor power inverter module coolant radiator hose (1).
29. Disconnect the drive motor power inverter module cooling outlet hose (2) from the charger (1).
30. Remove the nut (1) and separate the air conditioning compressor and evaporator hose (2) at the connection above the valve cover.
31. Disconnect the air conditioning evaporator thermal expansion valve tube from the condenser. Refer to Air Conditioning Evaporator Thermal Expansion Valve Tube
Replacement .
32. Unclip the ambient temperature sensor (1) and the wiring harness from the radiator air baffle (2) and hang aside.
33. Remove all radiator air baffle clips (2).
34. Remove the left and the right radiator air baffles (1, 3).
35. Remove the ground cable nut (3) and the ground cable (1).
36. Disconnect the AC pressure sensor wiring harness plug (2).
37. Disconnect and unclip the coolant fan wiring harness plug (1).
39. Disconnect 3 ECM wiring harness plugs (4) and remove the clip (3).
40. Unclip the drive motor power inverter module ground cable clip (3) and open the cable retainer (2).
41. Disconnect the wiring harness plug (1).
42. Loosen the 3 bolts (1) of the accessory wiring junction block (2).
43. Lift up the upper part of the accessory wiring junction block while uncliping it from the lower part of the accessory wiring junction block (3).
44. Remove the wiring harness (1) from the lower part of the accessory wiring junction block and lay the wiring harness aside.
45. Remove the electronic power steering (EPS) ground cable nut (3) and the EPS ground cable (2).
46. Remove the cover (1).
47. Remove the EPS power supply cable nut (1) and the EPS power supply cable (2).
48. Lay EPS ground cable and power supply cable aside.
49. Unclip the wiring harness from the transmission.
50. Disconnect the Wiring Harness Plug (2). Refer to High Voltage Connectors .
51. Disconnect the high voltage-wiring harness plug (1). Refer to High Voltage Connectors .
52. Raise the vehicle. Refer to Lifting and Jacking the Vehicle .
53. Disconnect the heater water auxiliary pump wiring harness plug (1).
54. Remove the ground cable nut (1) and unclip the ground cable (2).
55. Disconnect the drive motor generator power inverter module coolant pump wiring harness plug (3) and unclip the clip (1).
56. Disconnect and unclip the wiring harness plug (2).
57. Disconnect the left and right wheel speed sensor wiring harness plug and unclip the wiring harness (1) from the lower control arms and the suspension frame, then
position out of the way.
58. Remove the left and right anti-roll bar links from the strut assemblies. Refer to Anti-roll Bar Link Replacement .
59. Disconnect the steering linkage outer track rods from the steering knuckles. Refer to Steering Linkage Outer Track Rod Replacement .
60. Disconnect the left and right lower control arms from the steering knuckles. Refer to Lower Control Arm Replacement .
61. Disconnect the left and right front wheel shafts from the wheel hubs. Refer to Front Wheel Drive Shaft Replacement .
Note: The SPX installation manual is supplied with the special tool and is also available online from SPX directly. Go to www.spxtools-shop.com.
63. Assemble the EN-49290 support tool (1) according to the details provided in the SPX installation manual.
64. Support the CH-904 base frame on a jack.
65. Support the EN-49290 support tool on the CH-904 base frame .
66. Install the EN-49290 support tool (1) according to the details provided in the SPX manual.
68. Place the ECM and the accessory wiring junction block wiring harnesses on the top of engine assembly.
69. Place all wiring harnesses and hoses on the powertrain unit if possible or ensure at least that they are free.
70. Remove and DISCARD the 3 engine mount bolts (1) from the engine mount (3) and the engine mount bracket (2).
71. Remove and DISCARD the 3 transmission mount bolts (1) from the transmission mount (2) and the transmission mount bracket (3).
72. Raise the vehicle.
73. Assemble the CH-49289 centring frame (1) according to the details provided in the SPX manual.
74. Support the CH-904 base frame on a jack.
75. Support the CH-49289 centring frame on the CH-904 base frame .
76. Install the CH-49289 centring frame (1) according to the details provided in the SPX manual.
Note: Simplified graphic. Engine/transmission unit is fixed with engine support tool to suspension frame. Suspension frame is supported by centring adapter and
underframe.
77. Remove the suspension frame bolts (1, 2).

78. Remove the frame reinforcements (3).
79. Slowly and carefully lower the suspension frame (4) with the powertrain (PT) unit and the radiator assembly from the vehicle. Thereby take care on coolant hoses, wiring
harnesses and other components which could be caught on the vehicle.
80. Disconnect the coolant hose (6) from the radiator outlet hose tee.
81. Disconnect the coolant vent hose (5) from the engine coolant radiator.
82. Disconnect the engine coolant air bleed hose (4) from the water outlet.
83. Disconnect the heater water shutoff valve inlet hose (2) from the water pump.
84. Disconnect the heater water shutoff valve outlet hose (3) from the water outlet.
85. Lay the engine coolant reservoir (1) along with the coolant hoses aside.
86. Disconnect the radiator outlet hose (1) from the engine coolant thermostat housing.
87. Disconnect the radiator inlet hose (2) from the water outlet.
88. Loosen the coolant hose assembly from the suspension frame.
89. Disconnect the transmission oil cooler pipes from the radiator. Refer to Transmission Fluid Cooler Hose/Pipe Quick-Connect Fitting Disconnection and Connection .
90. Remove the entire radiator assembly from the suspension frame.
91. Remove left and right front wheel drive shafts from the transmission. Refer to Front Wheel Drive Shaft Replacement .
92. Disconnect and unclip all wiring harnesses and wiring harness plugs from the transmission.
93. Disconnect the steering gear assist motor connectors. Refer to FEP Connectors : Steering Gear .
94. Install a suitable cable to the 3 engine lift brackets.
95. Install a suitable engine lifting device to the cable.
96. Extend the engine lifting device until the steel cables are slightly tensioned.
97. Remove the rear transmission mount through bolt (2) from the rear transmission mount (1).
98. Using the engine lifter, remove the PT-unit from the suspension frame.
99. Lay the PT-unit down on a wooden pallet.
100. Remove the 2 starter opening cover bolts (2).
101. Remove the starter opening cover (1).
102. Remove the 4 torque dampener bolts.
103. Remove the 9 transmission fasteners.
104. Using an engine lifter, remove the transmission from the engine.
105. Install the engine to a suitable engine stand.
106. Transfer all parts as needed.
1. Remove the engine from the engine stand and lay it down on a wooden pallet, using an engine lifter.

2. Position the engine to the transmission assembly.
3. Install the 9 transmission to engine fasteners and tighten to 80 N·m (59 lb ft).

4. Install the 4 torque dampener bolts and tighten to 62 N·m (46 lb ft).
5. Install the starter opening cover (2).

6. Install the 2 starter opening cover bolts (2) and tighten to 20 N·m (15 lb ft).
7. Using the engine lifter, position the PT-unit to the suspension frame.
8. Install the rear transmission mount through bolt (2) to the rear transmission mount (1) and tighten to 100 N·m (74 lb ft).
9. Remove the engine lifter from the engine lift brackets.
10. Connect the steering gear assist motor connectors. Refer to FEP Connectors : Steering Gear .
11. Connect and clip in all wiring harnesses and wiring harness plugs to the transmission.
12. Install left and right front wheel drive shafts to the transmission. Refer to Front Wheel Drive Shaft Replacement .
13. Install the entire radiator assembly to the suspension frame.
14. Fasten the coolant hose assembly to the suspension frame.
15. Connect the radiator inlet hose (2) to the water outlet.
16. Connect the radiator outlet hose (1) to the engine coolant thermostat housing.
17. Connect the transmission oil cooler pipes to the radiator. Refer to Transmission Fluid Cooler Hose/Pipe Quick-Connect Fitting Disconnection and Connection .
18. Connect the coolant hose (6) to the radiator outlet hose tee.
19. Connect the coolant vent hose (5) to the engine coolant radiator.
20. Connect the engine coolant air bleed hose (4) to the water outlet.
21. Connect the heater water shutoff valve inlet hose (2) to the water pump.
22. Connect the heater water shutoff valve outlet hose (3) to the water outlet.
23. Lay the engine coolant reservoir (1) down on the engine.
24. Position the suspension frame with the PT-unit and the radiator assembly to the vehicle. Thereby take care on wiring harnesses, coolant hoses and other components.
25. Position the suspension frame, so that the positioning pins (1) of the CH-49289 centring frame match to the appropriate under body holes.
26. Install the frame reinforcements (3) and the frame reinforcement bolts. Hand tighten only.
27. Install the 4 suspension frame bolts (1, 2) and tighten to 160 N·m (118 lb ft).
28. Tighten the frame reinforcement bolts to 58 N·m (43 lb ft).
29. Lower the CH-49289 centering frame (1) with the CH-904 base frame and a jack.
30. Remove the CH-49289 centring frame (1) from the CH-904 base frame .
31. Disassemble the CH-49289 centring frame (1) according to the details provided in the SPX manual.
33. Install the 3 NEW engine mount bolts (1) to the engine mount (3) and the engine mount bracket (2) and tighten to 58 N·m (43 lb ft).
Caution: Refer to Torque-to-Yield Fastener Caution in the Preface section.

34. Install the 3 NEW transmission mount bolts (1) to the transmission mount (2) and the transmission mount bracket (3) and tighten in a first pass to 100 N·m (74 lb ft).
35. Tighten the transmission mount bolts in a second pass to additional 90 - 105 degrees, using the EN-470-B meter .
37. Lower the EN-49290 support tool (1) with the CH-904 base frame and a jack.
38. Remove the EN-49290 support tool (1) from the CH-904 base frame .
39. Disassemble the EN-49290 support tool (1) according to the details provided in the SPX installation manual.
40. Install the catalytic converter. Refer to Catalytic Converter Replacement .
41. Connect the left and right front wheel shafts to the wheel hubs. Refer to Front Wheel Drive Shaft Replacement .
42. Connect the left and right lower control arms to the steering knuckles. Refer to Lower Control Arm Replacement .
43. Connect the steering linkage outer track rods to the steering knuckles. Refer to Steering Linkage Outer Track Rod Replacement .
44. Install the left and right anti-roll bar links to the strut assemblies. Refer to Anti-roll Bar Link Replacement .
45. Connect the left and right wheel speed sensor wiring harness plug and clip the wiring harness (1) to the lower control arms and the suspension frame.
46. Connect the drive motor generator power inverter module coolant pump wiring harness plug (3) and clip in the clip (1).
47. Connect and clip in the wiring harness plug (2).
48. Install the ground cable (2).
49. Install and tighten the cable nut (1)
50. Connect the heater water auxiliary pump wiring harness plug (1).
52. Connect the high voltage wiring harness plug (1). Refer to High Voltage Connectors .
53. Connect the wiring harness plug (2). Refer to High Voltage Connectors .
54. Install the EPS power supply cable (2).
55. Install and tighten the EPS power supply cable nut (1).
56. Clip the wiring harness to the transmission.
57. Install the EPS ground cable (2).
58. Install and tighten the EPS ground cable nut (3).
59. Install the cover (1).
60. Install the wiring harness (1) to the lower part of the accessory wiring junction block.
61. Clip the upper part of the accessory wiring junction block (2) to the lower part of the accessory wiring junction block (3).
62. Tighten the 3 bolts (1) of the accessory wiring junction block (2) to 10 N·m(89 lb in).
63. Connect the wiring harness plug (1).
64. Connect 3 ECM wiring harness plugs (4) and install the clip (3).
65. Clip the drive motor power inverter module ground cable clip (3) and close the cable retainer (2).
66. Install the left headlamp. Refer to Headlamp Replacement : Volt → Ampera .
67. Connect and clip in the coolant fan wiring harness plug (1).
68. Install the ground cable (1) and the ground cable nut (3) and tighten.
69. Connect the A/C pressure sensor wiring harness plug (2).
70. Install the left and the right radiator air baffles (1, 3).
71. Install all radiator air baffle clips (2).
72. Clip in the ambient temperature sensor (1) and the wiring harness to the radiator air baffle (2).
73. Install the air conditioning compressor and evaporator hose (2) at the connection above the valve cover.
74. Install the nut (1) and tighten to 22 N·m(16 lb ft).
75. Connect the air conditioning evaporator thermal expansion valve tube to the condenser. Refer to Air Conditioning Evaporator Thermal Expansion Valve Tube
Replacement .
76. Connect the drive motor power inverter module cooling outlet hose (2) to the charger (1).
77. Install the drive motor power inverter module coolant radiator hose (1).
78. Lock the connector (2) and fasten the clamp (3).
79. Reposition and tighten the engine coolant reservoir. Refer to Coolant Recovery Reservoir Replacement .
80. Connect the heater water shutoff valve outlet hose (1) to the valve assembly.
81. Connect the heater water shutoff valve inlet hose (2) to the valve assembly and lock the connector (1).
82. Connect the transmission range selector lever cable terminal (1) to the transmission manual pin.
83. Press the locking tab (1) forward in order to lock the transmission range selector lever cable (2) to the cable bracket.
84. Connect the canister purge pipe (1) to the canister purge valve. Refer to Plastic Collar Quick Connect Fitting Service .
85. Connect the fuel feed pipe (2) to the fuel rail assembly. Refer to Plastic Collar Quick Connect Fitting Service .
86. Connect the fuel feed pipe (1) to the fuel rail assembly. Refer to Fuel Feed Pipe Replacement : Chassis → Engine Compartment .
88. Connect the drive motor generator module cooling outlet hose (2) to the drive motor generator module cooling pump (1) and install the clamp (3).
89. Connect the heater water shutoff valve outlet hose (1).
90. Connect the drive motor battery radiator inlet pipe connector (1).
91. Connect the drive motor battery coolant cooler outlet pipe connector (2).
92. Connect the drive motor battery coolant cooler inlet pipe connector (3).
93. Install both front wheelhouse liners. Refer to Front Wheelhouse Front Liner Replacement .
94. Install the front bumper fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera .
Note: High voltage system stays disabled.
98. Install the drive motor generator power inverter module. Refer to Drive Motor Generator Power Inverter Module Replacement .
99. Fill the engine cooling system. Refer to Cooling System Draining and Filling .
100. Fill the drive motor generator battery cooling system. Refer to Drive Motor Battery Cooling System Draining and Filling .
101. Fill the drive motor generator cooling system. Refer to Drive Motor Generator Power Inverter Module Cooling System Draining and Filling .
102. Charge the air conditioning system. Refer to Refrigerant Recovery and Recharging : High Voltage Electric Compressor .
103. Check engine oil level. Refer to Engine Oil and Oil Filter Replacement .

105. Connect the intermediate steering shaft to the steering gear. Refer to Intermediate Steering Shaft Replacement .
106. Check and correct transmission fluid level. Refer to Transmission Fluid Level and Condition Check .


Volt

Engine Oil and Oil Filter Replacement

Removal Procedure
2. Place a drain pan under the sump drain plug.
3. Remove the sump drain plug (1), and allow the oil to drain completely.
4. Install the oil sump drain plug and tighten to 14 N·m (124 lb in).
5. Place the drain pan under the oil filter (1).

6. Remove the oil filter. Allow the oil to drain completely.
1. Lubricate the NEW oil filter gasket with clean engine oil.
2. Tighten the oil filter (1) to 25 N·m (18 lb ft).
4. Refill the engine oil. Refer to Approximate Fluid Capacities .
5. Start the engine and inspect for leaks.
6. Reset the oil life monitor.


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Camshaft Cover Replacement

Remove the ignition coil. Refer to Ignition Coil Replacement .

1 Remove the oil level indicator
2 Remove the oil cap
Camshaft Cover Fastener (Qty: 15)
Procedure
3
Ensure to follow the tighten sequence shown.
Tighten
8 N·m (71 lb in)
Camshaft Cover Gasket
4 Procedure
Do not reuse the camshaft gasket. Also use a new gasket when removing or replacing camshaft cover.
Camshaft Cover
Procedure
5
1. Remove or reposition the clips as necessary.
2. Disconnect electrical connector as necessary.


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Inlet Camshaft Replacement

Removal Procedure
1. Remove the camshaft sprocket. Refer to Camshaft Inlet and Exhaust Sprocket Replacement .
2. Remove the camshaft bearing cap bolts in sequence shown. Ensure to remove the bolts one turn at a time until there is no spring tension pushing on the camshaft.
3. Remove the camshaft bearing cap bolts (1).
4. Remove the camshaft bearing caps (2).
5. Remove the inlet camshaft (3).
Note: Ensure that the camshaft sealing rings are in place in the camshaft grooves. Camshaft sealing rings must be in place below the surface of the camshaft journal in
order to avoid being pinched between the cylinder head and the camshaft caps.
1. Lubricate the camshaft and camshaft bearing caps with engine oil.
2. Install the inlet camshaft (3).
3. Install the camshaft bearing caps (2).
4. Install the camshaft bearing cap and hand tighten the bolts (1).
5. Install and tighten the camshaft bearing cap bolts one turn at a time in sequence as shown to 8 N·m (71 lb in).
6. Install the camshaft intake sprocket. Refer to Camshaft Inlet and Exhaust Sprocket Replacement .


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Exhaust Camshaft Replacement

Removal Procedure
1. Remove the camshaft exhaust sprocket. Refer to Camshaft Inlet and Exhaust Sprocket Replacement .
2. Remove the camshaft bearing cap bolts in sequence shown. Ensure to remove the bolts one turn at a time until there is no spring tension pushing on the camshaft.
3. Remove the camshaft bearing cap bolts (1).
4. Remove the camshaft bearing caps (2).
5. Remove the exhaust camshaft (3).
Note: Ensure that the camshaft sealing rings are in place in the camshaft grooves. Camshaft sealing rings must be in place below the surface of the camshaft journal in
order to avoid being pinched between the cylinder head and the camshaft caps.
1. Lubricate camshaft and camshaft bearing caps with engine oil.

2. Install the exhaust camshaft (3).
3. Install the camshaft bearing caps (2).
4. Install the camshaft bearing cap and hand tighten the bolts (1).
5. Install and tighten the camshaft bearing cap bolts one turn at a time in sequence as shown 8 N·m (71 lb in).
6. Install the camshaft exhaust sprocket. Refer to Camshaft Inlet and Exhaust Sprocket Replacement .


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Valve Stem Oil Seal and Valve Spring Replacement

Special Tools
• EN-958 Installer

• EN-6086 Basic Kit, Spring and Wedge Replacer
• EN-840 Pliers / Remover
• EN-952 Fixing Pin
Removal Procedure
2. Remove the right front wheel house liner. Refer to Front Wheelhouse Rear Liner Replacement .
4. Remove the hydraulic valve clearance adjuster arms. Refer to Hydraulic Valve Clearance Adjuster Arm Replacement .
5. Remove the spark plugs. Refer to Spark Plug Replacement .
6. Adjust the engine to TDC of cylinder 1 and fix the crankshaft. Refer to Camshaft Timing Chain Adjustment .
Inlet Valve Stem Oil Seal Removal Cylinder 1

1. Prepare the 2 EN-6086-6 supports (1) for the installation by tightening the support head in a centred position to the rail with the bolt (2).
2. Install the EN-6086-5 mounting shaft (3) along with the 2 EN-6086-6 supports (4) and the EN-6086-8 handle to the cylinder head.
Note: The demounting piece must point to the inlet side.
3. Install the EN-6086-7 lever (2) along with the EN-6086-11 demounting piece (1) to the mounting shaft.
4. Position the mounting shaft centred above the spark plug bores and tighten the 4 fasteners (6).
5. Install the EN-6086-15 pneumatic adapter (5) to the spark plug screw bore of cylinder 1.
6. Apply air pressure to cylinder 1.
7. Remove the valve keys, valve spring retainers and the valve springs of the intake valves of cylinder 1, using the following procedure:
Caution: The demounting piece part of EN-6086 Basic Kit, Spring and Wedge Replacer must be applied parallel to the valve retainers in order to prevent damage to the
tools or the valve train components. If demounting piece is not applied parallel it could cause damage to the valve stem keys or the valve retainers.
7.1. Apply tension to the valve springs, using the EN-6086-7 lever (1) and the EN-6086-11 demounting piece (2) until the valve keys are discharged from spring load
and remove the valve keys.
7.2. Release tension from the valve springs and remove the valve spring retainers and the valve springs.
8. Remove the inlet valve stem oil seals (2) of cylinder 1, using the EN-840 pliers (1).
Inlet Valve Stem Oil Seal Installation Cylinder 1

Note: Lubricate the NEW inlet valve stem oil seals with clean engine oil.
1. Install the NEW inlet valve stem oil seals of cylinder 1, using the EN-958 installer (1).
2. Prepare the EN-6086-200-1 mounting piece for the valve key installation. The mounting piece must be assembled in the following order:
2.1. Support (6)
2.2. Bushing (5)
2.3. Spring (4)
2.4. EN-6086-200-10 plunger (3)
2.5. Screw Connection (2)
2.6. Lever Adapter (1)
3. Install the valve keys (1) to the mounting piece (2) and fix them with the bushing.
4. Install the inlet valve springs, the inlet valve spring retainers and the inlet valve keys, using the following procedure:
4.1. Replace the EN-6086-11 demounting piece with the assembled EN-6086-200-1 mounting piece (1).
4.2. Install the inlet valve springs and the inlet valve spring retainers to the cylinder head.
Caution: The demounting piece part of EN-6086 Basic Kit, Spring and Wedge Replacer must be applied parallel to the valve retainers in order to prevent damage to the
tools or the valve train components. If demounting piece is not applied parallel it could cause damage to the valve stem keys or the valve retainers.
Note: The cone side of the valve keys must point to the valve stem.
4.3. Push down the mounting piece (1) using the lever (2) until the valve keys are audible engaged.
4.4. Inspect the inlet valve keys (1) for proper seating.
Exhaust Valve Stem Oil Seal Removal Cylinder 1
Remove the exhaust valve stem oil seals of cylinder 1:
1. Transfer the EN-6086-7 lever to the exhaust side of cylinder 1.

2. Replace the EN-6086-200-1 mounting piece with the EN-6086-11 demounting piece .
3. Remove the exhaust valve keys, exhaust valve spring retainers, exhaust valve springs and the exhaust valve stem oil seals as described above.
Exhaust Valve Stem Oil Seal Installation Cylinder 1
1. Replace the EN-6086-11 demounting piece with the assembled EN-6086-200-1 mounting piece (1).
2. Install the exhaust valve keys, exhaust valve spring retainers, exhaust valve springs and the exhaust valve stem oil seals of cylinder 1 as described above.
1. Release the air pressure from cylinder 1.

2. Transfer the EN-6086-15 pneumatic adapter from cylinder 1 to the spark plug bore of cylinder 4.
4. Transfer the EN-6086-7 lever to the inlet side of cylinder 4.
6. Remove the inlet valve keys, inlet valve spring retainers, inlet valve springs and the inlet valve stem oil seals of cylinder 4 as described above.
1. Replace the EN-6086-11 demounting piece with the assembled EN-6086-200-1 mounting piece .
2. Install the inlet valve keys, inlet valve spring retainers, inlet valve springs and the inlet valve stem oil seals of cylinder 4 as described above.
Exhaust Valve Stem Oil Seal Removal And Installation Cylinder 4
Replace the exhaust valve keys, exhaust valve spring retainers, exhaust valve springs and the exhaust valve stem oil seals of cylinder 4 as described above.

4. Transfer the EN-6086-7 lever to the inlet side of cylinder 2.

2. Replace the EN-6086-11 demounting piece with the assembled EN-6086-200-1 mounting piece (1).

4. Transfer the EN-6086-7 lever to the intake side of cylinder 3.

2. Replace the EN-6086-11 demounting piece with the assembled EN-6086-200-1 mounting piece .
1. Release air pressure from cylinder 3.

2. Remove the EN-6086-15 pneumatic adapter.
3. Remove all parts of EN-6086 spring and wedge replacer .
4. Shift to neutral gear and release the park brake.
5. Install the spark plugs. Refer to Spark Plug Replacement .
6. Install the hydraulic valve clearance adjuster arms. Refer to Hydraulic Valve Clearance Adjuster Arm Replacement .
8. Remove the EN-952 fixing pin and install the crankshaft bearing cap tie plate hole plug. Refer to.
9. Install the right front wheelhousing lining. Refer to Front Wheelhouse Rear Liner Replacement .


Volt

Engine Mount Bracket Removal
1. Remove the 3 engine mount bracket bolts (1).

2. Remove the engine mount bracket (2).


Volt

Camshaft Timing Chain Inspection

Special Tools

• EN-953-A Fixing Tool
• EN-49977-100 Transmitter Disc Fixation
1. Remove the ignition coil. Refer to Ignition Coil Removal .

2. Remove the camshaft cover. Refer to Camshaft Cover Removal .
3. Remove the air conditioning compressor bracket. Refer to Air Conditioning Compressor Bracket Removal .
4. Rotate the engine clockwise until the bore (2) in the crankshaft balancer aligns with the mark (1) on the engine front cover.
5. Ensure that the camshaft grooves (1) are visible as shown. If the camshaft grooves are not visible rotate the crankshaft 360°.
6. Remove the crankshaft bearing cap tie plate hole plug (2) and the seal ring (1).
Caution: To ensure proper crankshaft top dead centre (TDC) alignment, the retention pin should fit easily through the bore in the crankshaft tie plate and into the
crankshaft. Binding of the retention pin could affect proper engine timing.
7. Install EN-952 fixing pin (1) in order to fix the crankshaft in TDC position.
Note: The fixing tool should be installed completely to both camshaft grooves without extreme effort.
8. Install EN-953-A fixing tool (1) to the camshafts.

9. Install EN-49977-100 fixation (1) in order to inspect the correct position of the camshaft position exciter wheels.
Note: A wrong installation position is possible. Make sure that the fixation tool is installed without clearance to the cylinder head in areas (3) and (4).
10. Tighten the bolts (2) of EN-49977-100 fixation.

11. If EN-953-A fixing tool or EN-49977-100 fixation can not be installed, refer to Camshaft Timing Chain Adjustment .
12. Remove EN-49977-100 fixation.
13. Remove EN-953-A fixing tool.
14. Remove EN-952 fixing pin.
15. Install crankshaft bearing cap tie plate hole plug and seal ring and tighten to 40 N·m (30 lb ft).
16. Install the camshaft cover. Refer to Camshaft Cover Installation .
17. Install the ignition coil. Refer to Ignition Coil Installation .
18. Install the air conditioning compressor bracket. Refer to Air Conditioning Compressor Bracket Installation .


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Camshaft Timing Chain Adjustment

Special Tools

1. Remove the ignition coil. Refer to Ignition Coil Removal .

2. Remove the camshaft cover. Refer to Camshaft Cover Removal .
3. Remove the air conditioning compressor bracket. Refer to Air Conditioning Compressor Bracket Removal .
4. Remove the camshaft position actuator solenoid valves. Refer to Camshaft Position Actuator Solenoid Valve Removal .
5. Rotate the engine clockwise until the bore (2) in the crankshaft balancer aligns with the mark (1) on the engine front cover.
6. Remove the crankshaft bearing cap tie plate hole plug (2) and the seal ring (1).
Caution: To ensure proper crankshaft top dead centre (TDC) alignment, the retention pin should fit easily through the bore in the crankshaft tie plate and into the
crankshaft. Binding of the retention pin could affect proper engine timing.
7. Install EN-952 fixing pin (1) in order to fix the crankshaft in TDC position.
8. Loosen the inlet camshaft sprocket bolt (2) while holding up the hexagon of the inlet camshaft with a spanner (1) until the camshaft position exciter wheel is clearly
rotatable.
9. Loosen the exhaust camshaft sprocket bolt while holding up the hexagon of the exhaust camshaft with a spanner until the camshaft position exciter wheel is clearly
rotatable.
Note: The fixing tool should be installed completely to both camshaft grooves without extreme effort.
10. Adjust camshafts that EN-953-A fixing tool (1) can be installed.

11. Remove 2 upper timing chain guide bolts (1).
12. Remove upper timing chain guide (2).
Note: Push the fixing tool in the direction of the arrow to ensure it engages without clearance.
13. Install EN-49977-200 fixing tool (2) and adjust that the gearing (1) of the fixing tool engages with the inlet camshaft sprocket gearing (1).
14. Tighten the 2 fastening bolts (1) of EN-49977-200 fixing tool while pushing the fixing tool in direction of the arrow.
15. Tighten the adjuster bolt (2).
16. Install EN-49977-100 fixation (2) in order to find and fix the correct position of the camshaft position exciter wheels.
17. Tighten the 3 fastening bolts (6) of EN-49977-100 fixation.
18. Tighten the intake camshaft sprocket bolt (4) while holding up the hexagon (1) of the intake camshaft to 50 N·m (37 lb ft).
19. Tighten the intake camshaft sprocket bolt (4) while holding up the hexagon (1) of the intake camshaft to an additional 60°.
20. Tighten the exhaust camshaft sprocket bolt while holding up the hexagon of the exhaust camshaft to 50 N·m (37 lb ft).
21. Tighten the exhaust camshaft sprocket bolt while holding up the hexagon of the exhaust camshaft to an additional 60°.
22. Remove EN-49977-100 transmitter disc fixation and EN-49977-200 fixing tool.
23. Install upper timing chain guide (2).
24. Install 2 upper timing chain guide bolts (1) and tighten to 8 N·m (71 lb in).
25. Remove EN-953-A fixing tool.
26. Remove EN-952 fixing pin.
27. Rotate the crankshaft for 720° and check the engine timing again. Repeat the adjustment procedure if necessary.
29. Install the camshaft position actuator solenoid valves. Refer to Camshaft Position Actuator Solenoid Valve Installation .
30. Install the camshaft cover. Refer to Camshaft Cover Installation .
31. Install the ignition coil. Refer to Ignition Coil Installation .
32. Install the air conditioning compressor bracket. Refer to Air Conditioning Compressor Bracket Installation .


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Draining Fluids and Oil Filter Removal

Special Tools
EN-726-A Oil Filter Spanner
1. Remove the oil sump drain plug (4) and the seal ring (1) allow the oil to drain out.
2. Remove the oil filter (2). Use EN-726-A wrench (3).
3. Install the oil pan drain plug and a NEW seal ring and tighten to 14 N·m (124 lb in).
4. Remove the water pump drain plug (1) and the water pump drain plug seal ring (2) and allow the remaining coolant fluid to drain out.
5. Install the water pump drain plug and a NEW seal ring and tighten to 15 N·m (11 lb ft).


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Engine Lift Bracket Removal
1. Remove the sidewise engine lift bracket bolt (3).

2. Remove the sidewise engine lift bracket (2).
3. Remove the 2 engine lift bracket bolts (4).
4. Remove the engine lift bracket (1).

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Exhaust Manifold Removal
1. Remove the 2 catalytic converter bracket bolts (1) from the catalytic converter bracket (2).
2. Remove the 9 exhaust manifold nuts (1).
3. Remove the exhaust manifold (1) and the exhaust manifold gasket (2).


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Engine Coolant Thermostat Housing Removal
1. Remove the 3 engine coolant thermostat housing bolts (1).

2. Remove the engine coolant thermostat housing (2) and the engine coolant thermostat housing seal ring (3).


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Water Outlet Removal
1. Remove the 4 water outlet bolts (1).

2. Remove the water outlet (2) and the 2 water outlet seal rings (3).


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Air Conditioning Compressor Bracket Removal
1. Remove the 3 air conditioning compressor bracket bolts (1).

2. Remove the air conditioning compressor bracket (2).


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Water Pump Pulley Removal
1. Loosen the 3 water pump pulley bolts (2) while holding up the water pump pulley hub with a spanner.
2. Remove the 3 water pump pulley bolts (2).
3. Remove the water pump pulley (1).

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Crankshaft Balancer Removal

Special Tools
• EN-49979 Crankshaft Shock Mount Retainer.

• EN-956-1 Extension .
1. Install EN-49979 retainer to EN-956-1 extension .

2. Loosen the crankshaft balancer bolt (4) while fixing the crankshaft balancer (3) with EN-49979 retainer (1) and EN-956-1 extension (2).
3. Remove the crankshaft balancer bolt (2).
4. Remove the crankshaft balancer (1).


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Water Pump Removal
1. Remove the 5 short water pump bolts (4) and the 5 long water pump bolts (3).
2. Remove the water pump (2).
3. Remove the water pump gasket (1).

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Throttle Body Removal
1. Remove the 4 throttle body bolts (1).

2. Remove the throttle body (2) and the throttle body seal ring (3)


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Inlet Manifold Removal
1. Loosen the 6 intake manifold bolts (1).

Note: Intake manifold bolts remain in intake manifold screw bores.
2. Remove the intake manifold (1) in compound with the intake manifold gasket.


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Ignition Coil Removal

Special Tools
EN-6009 Remover and Installer Ignition Module
1. Remove the 2 ignition coil bolts (1).

2. Install EN-6009 remover and installer (2) and remove the ignition coil (1).


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Camshaft Cover Removal
1. Remove the oil level indicator (1).

2. Remove the 15 camshaft cover bolts (1).
3. Remove the camshaft cover (2) and the camshaft cover gasket (3).


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Camshaft Position Actuator Solenoid Valve Removal
1. Remove the 4 camshaft position actuator solenoid valve bolts (1).

2. Move the intake camshaft position actuator solenoid valve (1) carefully counter clockwise in the position shown.
3. Move the exhaust camshaft position actuator solenoid valve (2) carefully clockwise in the position shown.
Caution: The camshaft position actuator solenoid valves must be kept parallel to the engine front cover during removal and installation. The camshaft position actuator
solenoid valves can be damaged if they become wedged or stuck during this process.
4. Carefully remove the 2 camshaft position actuator solenoid valves (2) and the seal rings (1).


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Sump Removal
1. Remove the 16 oil sump bolts (1).

Note: Work with care. Do not damage the oil sump or crankshaft bearing tie plate sealing surfaces.
2. Install a mounting lever to the area (1) and loosen the oil sump by cautiously levering.
3. Remove the oil sump (2) and the seal rings (1).


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Engine Front Cover and Oil Pump Removal

1. Set engine to TDC. Refer to Camshaft Timing Chain Inspection .
2. Remove the 13 engine front cover bolts M6 (1).

3. Remove the 2 engine front cover bolts M10 (2).
4. Remove the engine front cover.

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Camshaft Timing Chain Removal

Special Tools

• EN-955-1 Fixing Pin from EN-955 Kit
1. The engine should be adjusted to TDC.

2. The crankshaft should be fixed with EN-952 fixing pin.
3. The camshaft should be fixed with EN-953-A fixing tool.
4. Push the timing chain (2) in direction to the timing chain tensioner (1) and fix the tensioner with EN-955-1 fixing pin (3).
7. Remove the 2 timing chain guide right side bolts (2).
8. Remove the timing chain guide right side (1).
9. Remove the timing chain tensioner shoe bolt (2).
10. Remove the timing chain tensioner shoe (1).
11. Remove the timing chain (1) in compound with the crankshaft sprocket (2).


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Timing Chain Tensioner Removal
1. Remove the 2 timing chain tensioner bolts (1).

2. Remove the timing chain tensioner (2).


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Engine Front Cover Gasket Removal
Remove the engine front cover gasket (1).


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Camshaft Sprocket Removal
1. Loosen the inlet camshaft sprocket bolt (1) while holding the hexagon of inlet camshaft (2) with a spanner.
2. Remove the inlet camshaft sprocket bolt (1) and the inlet camshaft position exciter wheel (2).
3. Remove the inlet camshaft sprocket (3).
4. Loosen the exhaust camshaft sprocket bolt while holding the hexagon of exhaust camshaft with a spanner.
5. Remove the exhaust camshaft sprocket bolt and the exhaust camshaft position exciter wheel.
6. Remove the exhaust camshaft sprocket.


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Intake Camshaft Removal
1. Remove the camshaft bearing cap bolts in a spiral sequence as shown one turn at a time until there is no spring tension pushing on the camshaft.
Note: Mind the markings on the camshaft bearing caps to ensure they will be installed in the same position.
2. Remove the 10 camshaft bearing cap bolts (1).

3. Remove the 5 camshaft bearing caps (2).
4. Remove the intake camshaft (3).


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Exhaust Camshaft Removal
1. Remove the camshaft bearing cap bolts in a spiral sequence as shown one turn at a time until there is no spring tension pushing on the camshaft.
Note: Mind the markings on the camshaft bearing caps to ensure they will be installed in the same position.
2. Remove the 10 camshaft bearing cap bolts (1).

3. Remove the 5 camshaft bearing caps (2).
4. Remove the exhaust camshaft (3).


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Hydraulic Valve Clearance Adjuster Arm Removal
Note: Mind the installation position of the hydraulic valve clearance adjuster arms.
Remove the 16 hydraulic valve clearance adjuster arms (1).

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Hydraulic Valve clearance Adjuster Removal
Note: Mind the installation position of the hydraulic valve clearance adjusters.
Remove the 16 hydraulic valve clearance adjusters (1).

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Cylinder Head Removal
1. Loosen the 12 cylinder head bolts in the sequence as shown. Use the following procedure:
1.1. Loosen the cylinder head bolts 90°.
1.2. Loosen the cylinder head bolts 180°.
Note: Do not damage the guide sleeves (4) and (5).
2. Remove the 12 cylinder head bolts (1).

3. Remove the cylinder head (2).
4. Remove the cylinder head gasket (3).


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Piston, Connecting Rod, and Bearing Removal
Note: Mark the installation position of the connecting rod bearing caps. The connecting rod bearings and bearing caps must not be interchanged with other connecting
rods.
1. Remove the 4 connecting rod bearing cap bolts (1) of cylinder 2 and 3.

2. Remove the 2 connecting rod bearing caps (2) and the 2 connecting rod bearings of cylinder 2 and 3.
3. Rotate the crankshaft 180°.
4. Remove the 4 connecting rod bearing cap bolts (1) of cylinder 1 and 4.
5. Remove the 2 connecting rod bearing caps (2) and the 2 connecting rod bearings of cylinder 1 and 4.
6. Remove the 4 pistons (1) and connecting rods (2) and the 4 upper connecting rod bearings (3) from the cylinder block.


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Crankshaft and Bearing Removal
1. Remove the crankshaft position sensor bolt (3).

2. Remove the crankshaft position sensor (1) and the crankshaft position sensor seal ring (2).
3. Remove the 12 outer crankshaft bearing cap tie plate bolts (1).
4. Loosen the 10 inner crankshaft bearing cap tie plate bolts in a sequence as shown.
5. Remove the 10 crankshaft bearing cap tie plate bolts (1)
Remove the crankshaft bearing cap tie plate (2).
6. Remove the 4 lower crankshaft bearings (3) and the lower crankshaft thrust bearing (4).
7. Remove the crankshaft rear oil seal (5).
8. Remove the crankshaft (1), the 4 upper crankshaft bearings (2) and the upper crankshaft thrust bearing (3).


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Cylinder Head Disassemble

Special Tools
• EN-6215 Mounting Equipment

• EN-6167 Support Set
• EN-6086 Spring And Wedge Replacer Kit
• EN-6171 Release Tool
• EN-849 Assembly Tray

1. Install the cylinder head (1) to EN-6215-1 mounting table (2) in compound with EN-6215-5 sidewise support (3). Fix the cylinder head with the appropriate short bolts.
2. Install EN-6215-4 handle (1) to EN-6215-1 mounting table.
3. Turn the cylinder head 180°.
4. Rework the spark plug threads.
5. Install 4 EN-6167-1 brace (1) and fix with EN-6167-5 bolts (2) in order to support the valves.
6. Solve the valve spring retainers with an easy hammer hit. Use a rubber mallet (1) and EN-6171 release tool (2).
7. Install EN-6086-7 lever arm (2) to the handle (1).
8. Install EN-6086-11 demounting piece (4) in compound with EN-6086-1 adapter (3) to the lever.
Note: The demounting piece must be applied parallel to the valve spring retainers in order to prevent damage to the tools or the valve train components.
9. Press down the valve springs and the upper valve spring retainers until the valve keys are discharged from spring load. Remove the valve keys.
Note: Mind the installation position of valve springs, valve spring retainers and valve keys
10. Remove valve springs and valve spring retainers and place to EN-849 assembly tray to ensure they will be installed in their original position.
11. Remove the valve stem oil seals (2). Use EN-840 pliers (1).
12. Remove EN-6167-5 bolts and EN-6167-1 brace.
Note: Mind the installation position of the valves.
13. Remove the valves and place to EN-849 assembly tray (1) to ensure they will be installed in their original position.


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Cylinder Head Cleaning and Inspection

Special Tools
• EN-6216 Gauge

• EN-6216-200/300/400 Gauge Instruments
• GE-571-B Gauge
Cleaning Procedure
1. Remove any old thread sealant, gasket material or sealant.

2. Clean all cylinder head surfaces with non-corrosive sealant.
3. Blow out all the oil galleries using compressed air.

4. Remove any carbon deposits from the combustion chamber.
Visual Inspection
1. Inspect the cylinder head camshaft bearing surfaces for the following conditions:
• Excessive scoring or pitting
• Discolouration from overheating
• Deformation from excessive wear
• If the camshaft bearing journals appear to be scored or damaged, you must replace the cylinder head. DO NOT machine the camshaft bearing journals.
2. If any of the above conditions exist on the camshaft bearing surfaces, replace the cylinder head.
3. Inspect the cylinder head for the following:
• Cracks, damage or pitting in the combustion chambers.
• Swarf in the oil galleries -- Continue to clean the galleries until all swarf is removed.
• Coolant leaks or damage to the deck face sealing surface -- If coolant leaks are present, measure the surface warpage as described under cylinder head
measurement - deck flatness inspection.
• Damage to any gasket surfaces.
• Burnt or eroded areas in the combustion chamber.
• Cracks in the exhaust ports and combustion chambers.
• External cracks in the water passages.
• Restrictions in the inlet or exhaust passages.
• Restrictions in the cooling system passages.
• Rusted, damaged or leaking core plugs.
4. If the cylinder head is cracked or damaged, it must be replaced. No welding or patching of the cylinder head is allowed.
Valve Inspection And Measurement
1. Clean the valves of carbon and oil. Carbon can be removed with a wire brush.
2. Inspect the valves for the following conditions:
2.1. Inspect the valve faces for burning and cracking (1). If pieces are broken, replace the valve and inspect the corresponding piston and cylinder head area for
damage.
2.2. Inspect the valve for straightness and distortion (2). Distorted valve must be replaced.
2.3. Inspect the valve stem for wear (3).
2.4. Inspect the valve key grooves for chipping and wear (5). Replace the valve if chipped or worn.
3. Measure the valve length (2). Use a slide gauge (1). Refer to Engine Mechanical Specifications to find the permitted values.
4. Measure the valve stem diameter. Use a micrometer gauge (2). Refer to Engine Mechanical Specifications to find the permitted values. Note the measurement results.
Cylinder Head Measurement

1. Inspect the cylinder head sealing surface for flatness. Use a straightedge (1).
2. Prepare the gauge for valve stem to guide clearance measurement. Assemble the EN-6216 gauge and the EN-6216-200/300/400 gauge instruments as follows:
2.1. Install the extension (5) to the support (4).
2.2. Install the inside calliper (2) to the extension (5).
2.3. Install the gauge (3) to the support (4) and pretension to 1 mm (0.0394 in).
2.4. Install the calibration washer (1) as shown to justify the gauge.
2.5. Adjust the gauge to 0 mm (0 in) by rotating the instrument dial.
2.6. Carefully remove the calibration washer (1).
3. Measure the valve guide inner diameter (2) as shown in different areas (3). Use EN-6216 gauge (1) and gauge instruments. Note the measurement results. Refer
to Engine Mechanical Specifications to find the permitted values.
4. Subtract the valve stem diameter from valve guide inner diameter to calculate the valve stem to guide clearance. Refer to Engine Mechanical Specifications to find the
permitted values.
5. Turn the cylinder head upside down.


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Cylinder Head Assemble

Special Tools
• EN-6215 Mounting Equipment

• EN-6167 Support Set
• EN 6086 Spring And Wedge Replacer Kit
• EN-835-A Installer
Note: Lubricate the valve guides and the valve stems with engine oil.
Note: Examine that the valves will be installed in their original position.
1. Install the 16 valves to the cylinder head.

2. Install EN-6167-1 braces (1) and fix with EN-6167-5 bolts (2) in order to support the valves.
3. Install the 16 valve stem oil seals. Use EN-835-A installer to push down the valve stem oil seals.
Note: Examine that the valve springs and the valve spring retainers will be installed in their original position.
4. Install the 16 valve springs and the 16 valve spring retainers.

Note: A wrong combination of mounting piece and plunger can cause damage to the plunger or the valve keys.
5. Prepare EN-6086-200-1 mounting piece for the valve key installation. The mounting piece must be assembled in the following order:
5.1. Support (6)
5.2. Bushing (5)
5.3. Spring (4)
5.4. EN-6086-200-10 plunger (3)
5.5. Screw connection (2)
5.6. Lever adapter (1)
6. Install the valve keys (1) to the mounting piece (2) as shown and fix them with the bushing.
7. Install EN-6086-7 lever (2) in compound with the lever adapter (3) and the mounting piece (4) to the handle (1).
8. Push the mounting piece slightly down until the valve keys audibly engage.
9. Repeat the procedure on the remaining 15 valves.
10. Remove EN-6167-1 braces and EN-6167-5 bolts.
11. Remove the cylinder head from the EN-6215-1 mounting table.


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Engine Block Disassemble
1. Remove the knock sensor bolt (3).

2. Remove the knock sensor (2).
3. Remove the 2 cylinder head guide sleeves (1). Use suitable pliers.
4. Remove the 2 transmission guide sleeves (4, 5). Use suitable pliers.

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Engine Block Assemble
1. Install the knock sensor (2).
2. Install the knock sensor bolt (3) and tighten to 20 N·m (15 lb ft).

3. Install the 2 cylinder head guide sleeves (1). Use a rubber mallet.
4. Install the 2 transmission guide sleeves (4, 5). Use a rubber mallet.


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Piston and Connecting Rod Disassemble

Warning: Handle the piston carefully. Worn piston rings are sharp and may cause bodily injury.
1. Remove the piston rings. Use piston ring pliers (1)

2. The piston rings are ordered as followed:
• Upper compression ring (1)
• Lower compression ring (2)
• Oil rings and oil ring spacer (3, 4)
In case of damage on piston, piston pin or connecting rod all components of the piston assembly have to be replaced. The piston pin cannot be removed and reinstalled due
to the shrink fit of connecting rod and piston pin.


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Piston, Connecting Rod, and Bearing Cleaning and Inspection

Visual Inspection And Cleaning Procedure
Connecting Rod
1. Clean the connecting rods in solvent and dry with compressed air.
2. Inspect the connecting rod for the following:
• Signs of being twisted, bent, nicked or cracked
• Scratches or abrasion on the connecting rod bearing seating surfaces
Piston
1. Clean the piston with a cleaning solvent. DO NOT wire brush any parts of the piston.
2. Clean the piston ring grooves.
3. Inspect the piston on the following:
• Cracked ring lands, skirts or pin bosses
• Ring grooves for nicks
• Eroded areas on the top of the piston (1)
• Scuffed or damaged skirts (2)
• Worn gudgeon pin bores (3)
4. If there is any excessive wear, replace the piston.
5. Measure the clearance between piston pin and piston bore.
Piston And Connecting Rod Measurement Procedure

Piston Ring Clearance
1. Install the piston rings to the cylinder as shown and measure the piston ring end gap (1). Compare the measurements with those provided below:
• The upper compression ring end gap should be 0.250 mm - 0.400 mm (0.0098 in - 0.0157 in)
• The lower compression ring end gap should be 0.400 mm - 0.600 mm (0.0157 in - 0.0236 in)
• The oil ring end gap should be 0.250 mm - 0.750 mm (0.0098 in - 0.0295 in)
2. If the clearance is greater than the provided specifications, the piston rings must be replaced.
3. Measure the piston ring side clearance as shown (1). Compare the measurements with those provided below:
• The upper compression ring side clearance should be 0.025 mm - 0.070 mm (0.001 in - 0.0028 in)
• The lower compression ring side clearance should be 0.025 mm - 0.070 mm (0.001 in - 0.0028 in)
• The oil ring side clearance should be 0.040 mm - 0.120 mm (0.0016 in - 0.0047 in)
4. If the clearance is greater than the provided specifications, replace the piston rings.
5. If the clearance is still to great, replace the pistons.
Connecting Rod Bearing Clearance (With Micrometer Gauge Internal Measuring Device)
1. Install the connecting bearings and the connecting rod bearing caps.
2. Tighten the connecting rod bearing cap bolts in the following sequence:
Note: The old bolts can be reused for the measuring procedure.
2.1. Tighten the connecting rod bearing cap bolts to 10 N·m (89 lb in).
2.2. Tighten the bolts to an additional 60°.
2.3. Tighten the bolts to an additional 15°.
3. Measure the connecting rod bearing diameters at 3 points as shown (1). Use an internal measuring device.
4. Calculate the average connecting rod inner diameter.
Formula: 1. result + 2. result + 3. result / 3
5. Measure the connecting rod journal diameter at 2 points between 1 and 3 and between 2 and 4. Use a micrometer gauge.
6. Calculate the average connecting rod journal diameter.
Formula: 1. result + 2. result / 2.
7. Subtract the average connecting rod journal diameter from the average connecting rod bearing diameter in order to determine the connecting rod bearing clearance.
The clearance should be 0.013 mm - 0.061 mm (0.0005 in - 0.0024 in)


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Piston and Connecting Rod Assemble

In case of damage on piston, piston pin or connecting rod, all components of the piston assembly have to be replaced. The piston pin cannot be removed and reinstalled due
to the shrink fit of connecting rod and piston pin. In case of replacement use a suitable, customary assembly tool.
1. Install the piston rings. Use piston ring pliers (1).

Note: Mind the TOP marking on the piston rings.
2. The piston rings must be ordered as follows:

• Upper compression ring (1)
• Lower compression ring (2)
• Piston oil rings with spacer (3, 4)
3. The piston ring joints should be displaced as followed:
• Upper compression ring joint (2)
• Lower compression ring joint (5)
• Oil ring joint, upper part (1)
• Oil ring joint, lower part (4)
• Oil ring spacer joint (3)


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Inlet Manifold Disassemble
1. Remove the evaporative emission canister purge solenoid valve bolt (1).

2. Remove the evaporative emission canister purge solenoid valve (2) from intake manifold.
3. Remove the 2 fuel rail bolts (2).
4. Remove the fuel rail (1).
5. Remove the fuel injector retainer clamp (3).
6. Separate the fuel injector (2) from fuel rail (1).
7. Remove the inlet manifold gasket (1).
8. Remove the manifold absolute pressure sensor bolt (2).
9. Remove the manifold absolute pressure sensor (3).


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Inlet Manifold Cleaning and Inspection
1. Clean the sealing surfaces (1, 2).

2. Inspect the inlet manifold for cracks and fractures.


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Inlet Manifold Assemble
1. Install a NEW inlet manifold gasket (1).

2. Install the manifold absolute pressure sensor (3).
3. Install the manifold absolute pressure sensor bolt (2) and tighten.
4. Install the fuel injector (2) to fuel rail.
5. Install the fuel injector retainer clamp (3).
6. Install the fuel rail (1).
7. Install the 2 fuel rail bolts (2) and tighten to 7 N·m (62 lb in).

8. Install the evaporative emission canister purge solenoid valve (2) to the inlet manifold.
9. Install the evaporative emission canister purge solenoid valve bolt (1) and tighten.


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Crankshaft and Bearing Cleaning and Inspection

Special Tools

• GE-571-B Dial Gauge.
Crankshaft End Play, Check

Note : Crankshaft attached with crankshaft bearing caps.
1. Install the GE-571-B gauge (1).

• Install the holder on the front of the engine block.
• Place the dial gauge plunger against the crankshaft and adjust.
2. Measure the longitudinal play of the crankshaft.
• Move the crankshaft in the longitudinal direction.
• Permissible crankshaft end play 0.100-0.202 mm (0.0039-0.0080 in).
3. Remove the GE-571-B gauge.
Crankshaft Out-of-Round, Check

Note: Crankshaft removed.
1. Insert the crankshaft in the engine block.

2. Install the GE-571-B gauge (1).
• Attach holder to the engine block.
• Place the dial gauge plunger against the crankshaft bearing journal and adjust.
3. Check the rotational play of the crankshaft.
• Turn the crankshaft evenly.
• Maximum permissible rotational play 0.03 mm (0.001 in).
4. Remove the GE-571-B gauge.
Check Crankshaft Bearing Clearance (With Plastigage)

Note:
• Crankshaft removed.
• Do not rotate the crankshaft.
1. Lay out plastigauge. Refer to electronic parts catalog to find the recommended plastigage.
Lay out plastigauge (flexible plastic thread) around the entire width of the crankshaft bearing journal (1).
Note: The bolts can be reused for checking the crankshaft bearing play.
2. Install the 4 lower crankshaft bearings (3) and the lower crankshaft thrust bearing (4).
3. Install the crankshaft bearing cap tie plate (2).
4. Install the 10 inner crankshaft bearing cap tie plate bolts (1).

5. Tighten the 10 inner crankshaft bearing cap tie plate bolts in a sequence as shown and in the following order:
5.1. Tighten the inner crankshaft bearing cap tie plate bolts to 25 N·m (18 lb ft).
5.2. Tighten the inner crankshaft bearing cap tie plate bolts an additional 60°. Use EN-470-B wrench .
6. Remove the crankshaft bearing cap tie plate bolts and the crankshaft bearing cap tie plate.
Note: When reading the value, do not confuse millimetres and inches on the measuring scale.
7. Measure the crankshaft bearing play.

• Compare the width of the flattened plastic thread (arrow) to the measuring scale (1).
• The crankshaft bearing play should be 0.007-0.031 mm (0.00028-0.00122 in).
Check Crankshaft Bearing Clearance (With Micrometer Gauge Internal Measuring Device)
Note: The bolts can be reused for checking the crankshaft bearing play.
1. Install and tighten the crankshaft bearing cap tie plate and the crankshaft bearings as shown above.
2. Measure the crankshaft bearing diameter at 3 points.
Measure in areas as shown (1) with an internal measuring device.
Calculate the average crankshaft bearing diameter.
Formula: 1. result + 2. result + 3. result / 3.
3. Measure the crankshaft bearing journal diameter at 2 points between (1) and (3) and between (2) and (4) with the micrometer gauge.
4. Calculate the average crankshaft bearing journal diameter.
Formula: 1. result + 2. result / 2.
5. Determine the crankshaft bearing play.
Calculation formula: average crankshaft bearing diameter minus average crankshaft bearing journal diameter.
6. The crankshaft bearing play should be 0.007-0.031 mm (0.00028-0.00122 in).


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Engine Front Cover and Oil Pump Cleaning and Inspection

Engine Front Cover Cleaning Procedure
1. Clean the engine front cover sealing surface.
Caution: To ensure proper engine lubrication, clean clogged or contaminated oil galleries in an approved solvent and with compressed air. Failure to clean oil galleries
may cause engine damage.
2. Clean the shown oil gallery with solvent and compressed air. Blow compressed air from bore (2) to bore (1).
Engine Front Cover Visual Inspection
Inspect the engine front cover for cracks, scratches and damage.
Oil Pump Visual Inspection and Measurement
1. Inspect the oil pump cover and the engine front cover for flatness.
2. Inspect the oil pump vanes, the oil pump vane rotor, the oil pump vane rings and the oil pump slide for localised flatting.
3. Inspect the oil pump slide pivot pin for firm seat.
Note: Oil pump components are installed.

4. Measure the oil pump axial clearances. Use a straight edge (1) and a feeler gauge.
4.1. The maximal axial clearance between engine front cover and oil pump vane rotor should be 0.1 mm (0.004 in).
4.2. The maximum axial clearance between engine front cover and oil pump vane should be 0.09 mm (0.0035 in).
4.3. The maximum axial clearance between engine front cover and oil pump vane ring should be 0.4 mm (0.016 in).
4.4. The maximum axial clearance between engine front cover and oil pump slide should be 0.08 mm (0.0031 in).
4.5. The maximum axial clearance between engine front cover and oil pump slide seal should be 0.09 mm (0.0035 in).
5. Measure the oil pump radial clearance. Use a feeler gauge (1). Measure the clearance between oil pump vane rotor and oil pump vane (3).
The maximum clearance should be 0.05 mm (0.002 in).
6. Measure the clearance between oil pump vane and oil pump slide (2).
The maximum clearance should be 0.2 mm (0.008 in).


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Engine Front Cover and Oil Pump Disassemble

Engine Front Cover Disassemble
1. Remove the intake camshaft position sensor bolt (1).

2. Remove the intake camshaft position sensor (2) and the seal ring (3).
3. Remove the exhaust camshaft position sensor bolt (6).
4. Remove the exhaust camshaft position sensor (5) and the seal ring (4).
5. Remove the oil pressure relief valve (7, 8 and 9)
6. Remove the crankshaft front oil seal (10).
Oil Pump Removal
1. Remove the 8 oil pump cover bolts (1).

2. Remove the oil pump cover (2).
Warning: Before removing the spring, cover the spring with a towel to prevent the spring from flying and possibly causing damage or personal injury.
Note: Position a screw driver between the oil pump slide spring windings (2).
3. Protect the engine front cover edge (1) with a suitable piece of plastic.
4. Compress the oil pump slide spring with a screw driver and remove the oil pump slide spring along with the oil pump slide spring pin.
Note: Mind the installation position of the oil pump components.
5. Remove the oil pump components in the following order:

5.1. Outer oil pump vane ring (1).
5.2. Oil pump vane rotor (3) and the 7 oil pump vanes (2).
5.3. Inner oil pump vane ring (6).
5.4. Oil pump slide (4) and the 2 oil pump slide seals with the 2 oil pump slide seal springs (5).


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Sump Cleaning and Inspection
Caution: To ensure proper engine lubrication, clean clogged or contaminated oil galleries in an approved solvent and with compressed air. Failure to clean oil galleries
may cause engine damage.
1. Clean the oil suction gallery (2) with compressed air. Ensure that there are no remains of dirt or old gasket material.
2. Remove all remains of old gasket material from sealing surface (1) and screw bores (3).
3. Clean the sealing surfaces from dirt and grease.
4. Inspect the sealing surface for cracks and damage.


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Crankshaft and Bearing Installation

Special Tools

• EN-658-1 Installer from EN-658 Kit.
• EN-235-6 Installer from EN-235-D Kit.
1. Lubricate crankshaft, crankshaft bearings and crankshaft bearing cap tie plate with engine oil.
2. Install the 4 upper crankshaft bearings (2) and the crankshaft thrust bearing (3).
3. Install the crankshaft (1).
Note: Refer to the electronic parts catalogue to find a suitable sealing compound.
4. Apply sealing compound (1) to the outer rim of the groove on the crankshaft bearing cap tie plate. The thickness of the sealing bead should be 2 mm (0.0787 in).
Note: The complete installation procedure should be done in 10 minutes.
5. Install the 4 lower crankshaft bearings (3) and the lower crankshaft thrust bearing (4).
6. Install the crankshaft bearing cap tie plate (2).
Note: Do not reuse the old bolts.
7. Install the 10 inner crankshaft bearing cap tie plate bolts (1).

8. Tighten the 10 NEW inner crankshaft bearing cap tie plate bolts in a sequence as shown and in the following order:
8.1. Tighten the inner crankshaft bearing cap tie plate bolts to 25 N·m (18 lb ft).
9. Install the 12 NEW outer crankshaft bearing cap tie plate bolts (1) and tighten in the following order:
9.1. Tighten the outer crankshaft bearing cap tie plate bolts to 10 N·m (89 lb in).
9.2. Tighten the outer crankshaft bearing cap tie plate bolts an additional 60°. Use EN-470-B wrench .
9.3. Tighten the outer crankshaft bearing cap tie plate bolts an additional 15°. Use EN-470-B wrench .
10. Install the crankshaft position sensor (1) and a NEW crankshaft position sensor seal ring (2).
11. Install the crankshaft position sensor bolt (3) and tighten to 8 N·m (71 lb in).
Note: Lubricate the crankshaft rear oil seal.
12. Install the crankshaft rear oil seal (1) with EN-235-6 installer (2).
13. Use EN-658-1 installer (1) to strike the crankshaft rear oil seal.


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Piston, Connecting Rod, and Bearing Installation

Special Tools
EN-470-B Angular Torque Wrench .
1. Adjust the piston ring joints as follows:

1.1. Upper compression ring (1).
1.2. Lower compression ring (4).
1.3. Oil rings (2) or (3).
1.4. Oil ring spacer (5).
2. The arrow (1) on the piston head must point to the timing side.
3. The markings on the connecting rods (2) must point to the transmission side.
4. Install a suitable piston ring compressor tool in order to compress the piston rings.
5. Install the pistons (1) in compound with connecting rods (2) and upper connecting rod bearings (3) to the engine block and to the crankshaft.
Note: The connecting rod bearing caps must be installed in their original position.
6. Verify that the flarings (1) on the connecting rod bearing caps point to the transmission side.
7. Install the 2 connecting rod bearings and the 2 connecting rod bearing caps (2) of cylinder 1 and 4.
8. Install the 4 NEW connecting rod bearing cap bolts (1) and tighten in the following sequence:
8.1. Tighten the connecting rod bearing cap bolts to 25 N·m (18 lb ft).
8.2. Tighten the connecting rod bearing cap bolts an additional 45°. Use EN-470-B spanner .
9. Rotate the crankshaft 180°.
10. Install the 2 connecting rod bearings and the 2 connecting rod bearing caps (2) of cylinder 3 and 2.
11. Install the 4 connecting rod bearing cap bolts (1) and tighten in the following sequence:
11.1. Tighten the connecting rod bearing cap bolts to 25 N·m (18 lb ft).
11.2. Tighten the connecting rod bearing cap bolts an additional 45°. Use EN-470-B spanner .


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Cylinder Head Installation

Special Tools
EN-470-B Angular Torque Wrench .
1. Clean the sealing surfaces and remove all remains of dirt and old gasket material from thread bores, water galleries and oil galleries.
Note: Mind the guide sleeves (4) and (5).
2. Install a NEW cylinder head gasket (3). The marking "Top" should point to the cylinder head.
3. Install the cylinder head (2).
4. Install the 12 cylinder head bolts (1) and hand-tighten.
5. Lay on a straight edge (1) to engine block and cylinder head and adjust the transition in area (2) until there is no clearance between cylinder head and straight edge.
Use a rubber mallet.

6. Tighten the cylinder head bolts in the sequence as shown and in the following order:
6.1. Tighten the cylinder head bolts to 35 N·m (26 lb ft).
6.2. Tighten the cylinder head bolts an additional 180°. Use EN-470-B wrench .


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Hydraulic Valve clearance Adjuster Installation
Note: Mind the installation position of the hydraulic valve clearance adjusters.
1. Lubricate the hydraulic valve clearance adjusters with engine oil.

2. Install the 16 hydraulic valve clearance adjusters (1).

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Hydraulic Valve Clearance Adjuster Arm Installation
Note: Hydraulic valve clearance adjuster arms should be installed in their original position.
1. Lubricate the hydraulic valve clearance adjuster arms with engine oil.
2. Install the 16 hydraulic valve clearance adjuster arms (1).

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Intake Camshaft Installation
Note: Mind the markings on the camshaft bearing caps. Camshaft bearing caps should be installed in their original position.

2. Install the intake camshaft (3).
3. Install the 5 camshaft bearing caps (2).
4. Install the 10 camshaft bearing cap bolts (1) and hand-tighten.
Note: Tighten the camshaft bearing cap bolts one turn at a time in order to avoid shape distortion of the camshaft.
5. Tighten the camshaft bearing cap bolts one turn at a time and in a spiral sequence as shown to 8 N·m (71 lb in).


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Exhaust Camshaft Installation
Note: Mind the markings on the camshaft bearing caps. Camshaft bearing caps should be installed in their original position.

2. Install the exhaust camshaft (3).
3. Install the 5 camshaft bearing caps (2).
4. Install the 10 camshaft bearing cap bolts (1) and hand-tighten.
Note: Tighten the camshaft bearing cap bolts one turn at a time in order to avoid shape distortion of the camshaft.
5. Tighten the camshaft bearing cap bolts one turn at a time and in a spiral sequence as shown to 8 N·m (71 lb in).


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Camshaft Sprocket Installation
1. Install the inlet camshaft sprocket (3).

2. Install the inlet camshaft position sensor exciter wheel (2) and the inlet camshaft sprocket bolt (1).
3. Install the exhaust camshaft sprocket.
4. Install the exhaust camshaft position sensor exciter wheel and the exhaust camshaft sprocket bolt.
Tightening of camshaft sprocket bolts will be done after engine front cover installation.


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Timing Chain Tensioner Installation
1. Install the timing chain tensioner (2).
2. Install the 2 timing chain tensioner bolts (1) and tighten to 8 N·m (71 lb in).

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Engine Front Cover Gasket Installation

Note: The complete installation procedure should be done in 10 minutes.
1. Clean the sealing surfaces and remove all remains of old sealing compound material.
Note: Refer to electronic parts catalogue to find a suitable sealing compound.
2. Apply sealing compound to the shown areas (1) and (2). The thickness of the sealing bead should be 2 mm (0.0787 in).
Note: Mind the guide sleeves.
3. Install the engine front cover gasket (1).

4. Install the timing chain. Refer to Camshaft Timing Chain Installation .
5. Install the engine front cover. Refer to Engine Front Cover and Oil Pump Installation .


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Camshaft Timing Chain Installation

Special Tools

• EN-955-1 Fixing Pin from EN-955 Kit
1. The engine should be adjusted to TDC.

2. The crankshaft should be fixed with EN-952 fixing pin.
3. The camshaft should be fixed with EN-953-A fixing tool.
4. Install the timing chain (1) in compound with the crankshaft sprocket (2).
5. Install the timing chain tensioner shoe (1).
6. Install the timing chain tensioner shoe bolt (2) and tighten to 20 N·m (15 lb ft).
7. Install the timing chain guide right side (1).
8. Install the 2 timing chain guide right side bolts (2) and tighten to 8 N·m (71 lb in).
9. Push the timing chain (2) in direction to the timing chain tensioner (1) and remove EN-955-1 fixing pin (3).
The upper timing chain guide will be installed after the installation of the engine front cover and the fastening of the camshaft sprockets.


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Engine Front Cover and Oil Pump Installation

Special Tools

• EN-49977-200 Fixing Tool

Note: Mind the guide sleeves when installing engine front cover.
1. Install the engine front cover (3).

2. Install the 13 engine front cover bolts M6 (1).
3. Install the 2 engine front cover bolts M10 (2).
4. Tighten the 13 engine front cover bolts M6 to 8 N·m (71 lb in).

5. Tighten the 2 engine front cover bolts M10 to 35 N·m (26 lb ft).
Camshaft Sprocket Fastening

Note: Push the fixing tool in the direction of the arrow to ensure it engages without clearance.
1. Install EN-49977-200 fixing tool (2) and adjust that the gearing (1) of the fixing tool engages with the inlet camshaft sprocket gearing (1).
2. Tighten the 2 fastening bolts (1) of EN-49977-200 fixing tool while pushing the fixing tool in direction of the arrow.
3. Tighten the adjuster bolt (2).
4. Install EN-49977-100 transmitter disc fixation (2) in order to find and fix the correct position of the camshaft position exciter wheels.
5. Tighten the fastening bolts (6) of EN-49977-100 transmitter disc fixation.
6. Tighten the intake camshaft sprocket bolt (4) while holding up the hexagon (1) of the intake camshaft to 50 N·m (37 lb ft).
7. Tighten the intake camshaft sprocket bolt (4) while holding up the hexagon (1) of the intake camshaft to an additional 60°.
8. Tighten the exhaust camshaft sprocket bolt while holding up the hexagon of the exhaust camshaft to 50 N·m (37 lb ft).
9. Tighten the exhaust camshaft sprocket bolt while holding up the hexagon of the exhaust camshaft to an additional 60°.
10. Remove EN-49977-100 transmitter disc fixation and EN-49977-200 fixing tool.
Upper timing chain guide installation

2. Install the 2 upper timing chain guide bolts (1) and tighten to 8 N·m (71 lb in).
3. Remove EN-953-A fixing tool and EN-952 fixing pin.


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Sump Installation
Special Tools
EN-49980 Guidance Pins
Note: Refer to electronic parts catalogue to find a suitable sealing compound.
1. Clean the sealing surfaces from old sealing material, dirt, oil and grease.
Note: The sealing bead should be applied close to the inner edge of the oil sump. Take care that the oil suction gallery (4) will not get contaminated with sealing
compound or dirt.
2. Apply sealing compound to the oil sump. The thickness of the sealing bead (3) should be 2 mm (0.0787 in).
3. Apply sealing compound to the groove of the engine front cover (1).
4. Apply sealing compound around the screw bore (2) of the crankshaft bearing cap tie plate.
5. Install the oil sump seal rings to the grooves of the engine front cover.
Note: The complete installation procedure of the oil sump should be done in 10 minutes.
6. Install the 2 EN-49980 pins (1) and (2) to the shown oil sump screw bores.
Note: Take care that the sealing bead will not get smeared while the installation procedure. A smeared sealing bead in the area around the oil suction gallery will cause
engine damage.
7. Cautiously install the oil sump. Guide the oil sump with EN-49980 pins (2) and the equivalent screw bores (1).
8. Fix the oil sump with 4 oil sump bolts.
9. Remove EN-49980 pins.
10. Install the remaining 12 sump bolts and hand tighten.
11. Lay on a straight edge (1) to oil sump and engine block and adjust the transition in area (2) until there is no clearance between oil sump and straight edge. Use a rubber
mallet.
12. Tighten the 16 oil sump bolts to 10 N·m (89 lb in).


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Camshaft Position Actuator Solenoid Valve Installation
Caution: The camshaft position actuator solenoid valves must be kept parallel to the engine front cover during removal and installation. The camshaft position actuator
solenoid valves can be damaged if they become wedged or stuck during this process.
1. Install the 2 camshaft position actuator solenoid valves (2) and the 2 seal rings (1) by carefully and evenly pressing.

2. Install the 4 camshaft position actuator solenoid valve bolts (1) and tighten to 8 N·m (71 lb in).
3. The 2 camshaft position actuator solenoid valves should be installed in the position as shown (1) and (2).


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Camshaft Cover Installation

Note: The thickness of the sealing bead should be 2 mm (0.0787 in).
2. Apply sealing compound to areas (1) and (2). Refer to Adhesives, Fluids, Lubricants, and Sealers .
Note: The installation procedure should not take longer than 10 minutes.
3. Install the camshaft cover (2) and a NEW gasket (3).

4. Install the 15 camshaft cover bolts (1).
5. Tighten the 15 camshaft cover bolts in a sequence as shown to 8 N·m (71 lb in).
6. Install the oil level indicator (1).


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Ignition Coil Installation

Special Tools
EN-6009 Remover and Installer Ignition Module
1. Install the ignition coil (1) and remove EN-6009 remover and installer (2).
2. Install the 2 ignition coil bolts (1) and tighten to 8 N·m (71 lb in).


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Oil Filter Installation

Special Tools
EN-726-A Oil Filter Spanner
1. Install the EN-726-A wrench (2) to the oil filter (1).

2. Install the oil filter to the oil sump and tighten to 20 N·m (15 lb ft).
3. Remove the EN-726-A wrench.


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Inlet Manifold Installation

2. Install the inlet manifold (1) along with the inlet manifold gasket.

3. Install the 6 inlet manifold bolts (1) and tighten to 20 N·m (15 lb ft).


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Throttle Body Installation
1. Install the throttle body (2) and a NEW throttle body seal ring (3)
2. Install the 4 throttle body bolts (1) and tighten to 9 N·m (80 lb in).

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Water Pump Installation

2. Install the water pump (2) and a NEW water pump gasket (1).
3. Install the 5 short water pump bolts (4) and the 5 long water pump bolts (3) and tighten in a cross sequence to 8 N·m (71 lb in).


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Crankshaft Balancer Installation

Special Tools


Note: The crankshaft balancer flange must fit the hexagon of the oil pump rotor (2) and to the dihedral of the crankshaft (1).
1. Install the crankshaft balancer by cautious reciprocating and pressing.

2. Measure the distance a between the crankshaft balancer (2) and the mark on the engine front cover (1). The distance a should be 4.5 mm (0.1772 in).
3. Install the crankshaft balancer bolt.

4. Tighten the crankshaft balancer bolt (4) to while fixing the crankshaft balancer (3) with EN-49979 retainer (1) and EN-956-1 extension (2) in the following order:
4.1. Tighten the crankshaft balancer bolt to 150 N·m (111 lb ft).
4.2. Tighten the crankshaft balancer bolt to an additional 60°. Use EN-470-B wrench .


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Water Pump Pulley Installation
1. Install the water pump pulley (1).

2. Install the 3 water pump pulley bolts (2).
3. Tighten the 3 water pump pulley bolts (2) to 10 N·m (89 lb in) while holding up the water pump pulley hub with a spanner.


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Air Conditioning Compressor Bracket Installation
1. Install the air conditioning compressor bracket (2).
2. Install the 3 air conditioning compressor bracket bolts (1) and tighten to 22 N·m (16 lb ft).

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Water Pump Belt Installation
1. Pre-install the water pump belt (2) to the crankshaft balancer.

2. Guide the water pump belt (2) over the water pump pulley (1) and push it with the thumb in the water pump pulley groove.
3. Slowly rotate the crankshaft by means of the crankshaft balancer bolt (3) to install the water pump belt while pushing the belt in the water pump pulley groove.
4. Rotate the crankshaft and check proper seat of the water pump belt in the grooves of the water pump pulley and the crankshaft balancer.

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Water Outlet Installation

2. Install the water outlet (2) and 2 NEW water outlet seal rings (3).
3. Install the 4 water outlet bolts (1) and tighten to 8 N·m (71 lb in).


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Engine Coolant Thermostat Housing Installation

2. Install the engine coolant thermostat housing (2) and a NEW engine coolant thermostat housing seal ring (3).
3. Install the 3 engine coolant thermostat housing bolts (1) and tighten to 8 N·m (71 lb in).


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Exhaust Manifold Installation

1. Clean the exhaust manifold and the cylinder head sealing surfaces from old gasket material.
2. Install a NEW exhaust manifold gasket (2).

3. Install the exhaust manifold (1).
4. Install the 9 exhaust manifold nuts (1) and hand-tighten.
5. Install the 2 catalytic converter bracket bolts (1) to the catalytic converter bracket (2).
6. Tighten the 9 exhaust manifold nuts to 22 N·m (16 lb ft).

7. Tighten the 2 catalytic converter bracket bolts to 10 N·m (89 lb in).


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Engine Lift Bracket Installation
1. Install the engine lift bracket (1).
2. Install the 2 engine lift bracket bolts (4) and tighten to 22 N·m (16 lb ft).
3. Install the sidewise engine lift bracket (2).
4. Install the sidewise engine lift bracket bolt (3) and tighten to 22 N·m (16 lb ft).


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Engine Mount Bracket Installation
1. Install the engine mount bracket (2).
Caution: Refer to Torque-to-Yield Fastener Caution in the Preface section.
2. Install the 3 engine mount bracket bolts and tighten to 60 N·m (44 lb ft) + 45-60°.


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Engine Front Cover and Oil Pump Assemble

Oil Pump Installation
Note: Oil pump slide spring pin and oil pump slide spring, as well as slide seal and slide seal spring can be ordered as single parts. All other oil pump components can
only be ordered as a replacement kit.
1. Install the oil pump components in the following order:

Note: The bore (8) in the oil pump slide must fit smooth-running and without clearance to the oil pump slide pivot pin (7)
1.1. Install the oil pump slide (6).

1.2. Install the inner oil pump vane ring (5).
Note: Mind the installation position of the oil pump vane rotor (4). The mark (9) must point in the direction of the oil pump cover.
1.3. Install the oil pump vane rotor (4).
Note: Mind the localised flattings (3) on the oil pump vanes (2) caused by the oil pump vane rings. The localised flattings must point to the oil pump vane rotor.
1.4. Install the 6 oil pump vanes (2).

1.5. Install the outer oil pump vane ring (1).
2. Install the 2 oil pump slide seals and the 2 oil pump slide seal springs (2) in the position as shown to the 2 grooves (1) of the oil pump slide.
3. Protect the engine front cover edge (5) with a suitable piece of plastic.
Note: The length of the removed oil pump slide spring (2) should be 76.5 mm (3.0118 in).
4. Install the oil pump slide spring pin along with the oil pump slide spring (4). Use a screwdriver to compress the oil pump slide spring. The flat side of oil pump slide
spring pin must face upwards.
5. Measure the oil pump clearances to ensure a correct installation of the oil pump components. Refer to Engine Front Cover and Oil Pump Cleaning and Inspection .
6. Lubricate the oil pump vanes, the oil pump vane rotor, the oil pump slide spring and the area (3) with engine oil.
7. Inspect the oil pump slide spring mechanism for practicability.
8. Install the oil pump cover (2) and the 8 oil pump cover bolts (1).

9. Tighten the oil pump cover bolts in a sequence as shown to 8 N·m (71 lb in).
10. Install the crankshaft balancer (1) and rotate in shown direction (2) in order to inspect the function of the oil pump mechanism. Crankshaft balancer should be rotated
easily.
Engine Front Cover Assemble

1. Install the crankshaft front oil seal (10).
2. Install the oil pressure relief valve (7), (8) and (9) and tighten to 50 N·m (37 lb ft).
3. Install the exhaust camshaft position sensor (5) and the seal ring (4).
4. Install the exhaust camshaft sensor bolt (6) and tighten to 6 N·m (53 lb in).
5. Install the intake camshaft position sensor (2) and the seal ring (3).
6. Install the intake camshaft sensor bolt (1) and tighten to 6 N·m (53 lb in).


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Water Pump Belt Removal
1. Cut the water pump belt (1) with a suitable cutting tool.

2. Remove the water pump belt.


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Automatic Transmission Flex Plate Removal

Special Tools


2. Install EN-49979 retainer (1) in compound with EN-956-1 extension (2) to the crankshaft balancer as shown.
3. Loosen the 6 flex plate bolts (3) while holding up the crankshaft balancer.
4. Remove the 6 flex plate bolts and the flex plate bolt washer (2).
5. Remove the flex plate (1).


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Engine Block Cleaning and Inspection

Special Tools
EN-8087 Cylinder Bore Gauge
For equivalent regional tool, refer to Special Tools .
Cleaning Procedure
1. Remove any old thread sealant, gasket material or sealant.

2. Clean all the following areas with solvent:
• Sealing surfaces
• Cooling passages
• Oil passages
3. Clean all threaded and through holes with solvent.
4. Dry the engine block with compressed air.
Visual Inspection
1. Inspect the crankshaft bearings journals for damage or spun bearings. The crankshaft bearing journals are not repairable, if the crankshaft bearing journals are
damaged the engine block assembly must be replaced.
2. Inspect all sealing and mating surfaces for damage, repair or replace the engine block assembly if necessary.
3. Inspect all threaded and through holes for damage or excessive debris.
4. Inspect all bolts for damage, if damaged replace with NEW bolts only.
5. Inspect the cylinder walls for cracks or damage. The cylinder sleeves are not serviced separately, if the cylinders are damaged the cylinder block assembly must be
replaced.
6. Inspect the engine block for cracks. Do not repair any cracks. If cracks are found, the cylinder block assembly must be replaced.
Measuring Procedure
Engine Block Flatness Inspection
1. Inspect the engine block as shown for distortion. Use a straightedge (1).

2. Inspect the engine block as shown for deflection. Use a straightedge (1).
Cylinder bore and crankshaft bearing bore
Note: Old bolts can be used for the measuring procedure.
1. Install the crankshaft bearing cap tie plate and tighten.

2. Inspect the crankshaft main bearing bores. Use the EN-8087 gauge (1) to measure the bearing bore concentricity and alignment. Refer to Engine Mechanical
Specifications to find the permitted values.
3. Replace the engine block and crankshaft bearing cap tie plate if the crankshaft bearing bores are out of specification.
4. Inspect the cylinder bores using the EN-8087 gauge (1). Inspect for the following items:
• Wear
• Taper
• Runout
• Ridging
5. Refer to Engine Mechanical Specifications to find the permitted values.
6. If the cylinder bores are out of specification, replace the engine block.
7. Remove the crankshaft bearing cap tie plate.


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Automatic Transmission Flex Plate Installation

Special Tools


1. Install the flex plate (1).
2. Install the flex plate bolt washer (2) and the 6 flex plate bolts (3).
4. Install EN-49979 retainer (1) in compound with EN-956-1 extension (2) to the crankshaft balancer as shown.
5. Tighten the 6 flex plate bolts to 35 N·m (26 lb ft).

6. Tighten the 6 flex plate bolts to an additional 30°. Use EN-470-B wrench .
7. Tighten the 6 flex plate bolts to an additional 15°. Use EN-470-B wrench .


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Engine Component Description

Cylinder Block
The cylinder block is a hollow frame structured in-line 4 cylinder. The block has 5 crankshaft bearings with the thrust bearing located on the third bearing from the front of the
engine.
Crankshaft
The crankshaft is a steel crankshaft. It is supported in 5 main journals with main bearings which have oil clearance for lubrication. The 3rd bearing which controls the proper
axial end play of the crankshaft.
Oil Pump
The engine is equipped with a variable oil pump. The oil pump is integrated into the engine front cover and provides different oil pressure values depending on the engine
speed.
Sump
The sump is a structural aluminium sump with transmission attachment points. The oil suction gallery for the oil pump is integrated into the sump.
Piston and Connecting Rod
The pistons are aluminium pistons. The connecting rods are made of fractured steel. The piston pin is floating in piston bore and shrinked in connecting rod.
Cylinder Head
This cylinder head is a double over head camshaft (DOHC) type and has 2 camshafts that open 4 valves per cylinder with hydraulic valve clearance adjusters and hydraulic
valve clearance adjuster arms. The cylinder head is made of cast aluminum alloy for strength and hardness whole remaining light weight. The combustion chamber of the
cylinder head is designed for increasing of squish and swirl efficiency to help maximise petrol combustion efficiency.
Camshaft Drive with Variable Camshaft Timing
A timing chain is used for camshaft drive. There is a tensioner to control the tension of the chain. The engine is equipped with a variable camshaft timing system. The
camshaft adjuster will readjust itself depending on the engine speed. The valve timing readjusts to reduce fuel consumption and provides optimal power and torque. The
variable camshaft timing makes an exhaust gas recirculation unnecessary.
Inlet Manifold
The inlet manifold provides the air flow passage to the combustion chambers through the throttle body. The inlet manifold along with the throttle body have an effect on engine
torque, power, noise, driveability, emission, fuel economy and performance. The inlet manifold is made of plastic for better strength while maintaining light weight.
Exhaust Manifold
The exhaust manifold is located to the cylinder head and channels the exhaust gas out of the combustion chamber. It is designed to endure on high pressure and high
temperature. The exhaust manifold includes the catalytic converter.


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Lubrication Description
General Lubrication Description
Oil is applied under pressure to the crankshaft bearings (6), connecting rod bearings (5), camshaft bearings (2) and hydraulic clearance adjusters (3). In addition, the variable
oil pump (8), variable camshaft phaser (1), and hydraulic chain tensioner (13) are supplied with pressurised oil. Oil is sucked from the oil sump through the fixed screen into
the variable vane type oil pump. The pump is integrated in the front cover and directly driven by the crankshaft. Also integrated into the front cover is a pressure relieve
valve (7) that opens when the oil pressure is too high at a cold start. When that valve is open some oil flows directly into the oil sump. Normally the pressurised oil passes into
the engine oil gallery leading to the oil filter (4). The oil is cleaned by passing the filter from the outer to the inner side of the filter. Then the oil flows into the main oil gallery. A
filter by-pass valve in the oil filter ensures continuous oil flow in case the oil filter should be restricted by more than 1.7 bar. From the oil filter the oil is distributed to the
crankshaft bearings, oil pump displacement control chamber (9) and cylinder head feed (10). The connecting rod bearings are supplied by oil flow passages through the
crankshaft connecting the main journals to the rod journals. A groove around each upper main bearing furnishes oil to the drilled crankshaft passages. In the cylinder head the
oil is distributed to the variable camshaft phasers, chain tensioner, oil pressure switch (11) and through the restrictor orifice (12) into the camshaft feed oil gallery. From there
the hydraulic tappets and camshaft bearings are supplied with oil.
Variable Oil Pump Description
The engine is equipped with a variable displacement vane oil pump. It is indirectly regulated by the oil pressure out of the main oil gallery. The purpose of this indirect
regulation is to keep a defined maximum pressure in the main oil gallery independently of the individual pressure drop between the pump outlet and the main gallery inlet and
the individual oil flow to the consumers (bearing clearances differ, wear differs, [mldr ]) The purpose of the variable displacement is to reduce the power consumption of the
pump to reduce the overall fuel consumption of the engine. The oil flow of a static displacement oil pump is linear to the speed of the pump. This would lead to a too high oil
pressure after a certain engine speed (approx. 1000 rpm at cold oil temperature, approx. 3000 rpm at hot oil temperatures). To reduce that high oil pressure, normal pumps
have a relieve valve: a portion of the pressurised, already pumped oil is fed back to the intake of the pump. This is waste of power. The oil flow of a Variable Displacement
Vane Pump (VDVP) as used in Fam 0 Gen 3 is linear to the speed and to the eccentricity of the rotor to the slide. The slide is movable, so it is possible to reduce the oil flow
for a given speed by reducing the eccentricity. With a lower flow the oil pressure is reduced; pump oil flow now equals engine oil flow.


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Special Tools
Illustration Tool Number / Description
EN-194-E
KM-194-E
Spark Plug Key
EN-470-B
KM-470-B
J-45059
Angular Torque Wrench

EN-498-B
KM-498-B
Pressure Gauge
EN-652
DT-652
KM-652
Flywheel Holder
EN-658
KM-658
J-35264
Installer
EN-663
KM-663
Installer
EN-726-A
KM-726-A
J-29142
Oil Filter Spanner
EN-840
KM-840
Pliers / Remover
EN-849
KM-849
Assembly Tray
EN-952
KM-952
Fixing Tool Crankshaft
EN-953-1
Fixing Tool Camshaft
EN-955
KM-955
Locking Pins
EN-956-1
KM-956-1
Extension
EN-960
KM-960
Installer
EN-45000
KM-J-45000
J-45000
Remover Oil Seal
EN-6009
KM-6009
Remover/Installer
EN-6086
MKM-6086
Basic Kit, Spring and Wedge Replacer
EN-6167
KM-6167
Adapter Kit
EN-6171
KM-6171
Release Tool
EN-6179
KM-6179
Installer / Remover
EN-6215
KM-6215
Mounting Equipment
EN-6216
MKM-6216
Dial Gauge
EN-8087
J-8087
Cylinder Bore Gauge

EN-48248
Cylinder Compression Pressure Gauge
EN-48488
KM-956
Holding Spanner
EN-49977-100
Fixation Sensor Discs and Camshafts
EN-49977-200
Fixing Tool
EN-49979
Retainer Shock Mount Crankshaft
EN-49980
Guidance Pins Oil sump
GE-571-B
MKM-571-B
Dial Gauge


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Specification
Accessory DC Power Control Module Cooling Air Duct Fasteners 1.5 N·m 13 lb in
Air Conditioning and Drive Motor Cooling Compressor Bolt 22 N·m 16 lb ft
Air Conditioning and Drive Motor Cooling Compressor Nut 22 N·m 16 lb ft
Air Conditioning Compressor and Condenser Hose Bolt 22 N·m 16 lb ft
Air Conditioning Compressor and Condenser Hose Nut 17 N·m 12 lb ft
Air Conditioning Compressor Front Hose Bracket Bolt 17 N·m 12 lb ft
Air Conditioning Compressor Front Hose Bolt 22 N·m 16 lb ft
Air Conditioning Compressor Front Hose Nut 22 N·m 16 lb ft
Air Conditioning Compressor And Evaporator Hose Nut 17 N·m 12 lb ft
Air Conditioning Refrigerant Pressure Sensor 6 N·m 53 lb in
Air Conditioning Thermal Expansion Valve Bolt 7 N·m 62 lb in
Air Distribution Case Screw 3 N·m 27 lb in
Air Inlet Fastener 2.5 N·m 23 lb in
Air Inlet Housing Fastener 2.5 N·m 23 lb in
Air Inlet Valve Actuator Gear Screw 1.5 N·m 13 lb in
Blower Motor Control Module Screw 2 N·m 17 lb in
Bracket Heater Core Inlet Tube Bolt 2.5 N·m 23 lb in
Bracket Heater Core Outlet Tube Bolt 2.5 N·m 23 lb in
Heater Inlet and Outlet Pipe Bolt 17 N·m 12 lb ft
Heater Coolant Heater 9 N·m 80 lb in
Heater Water Shutoff Valve Nuts 9 N·m 80 lb in
HVAC Module Assembly Fastener 10 N·m 89 lb in
Instrument Panel Centre Air Outlet Duct Fasteners 1.5 N·m 13 lb in
Mode Actuator Screw 1.5 N·m 13 lb in
Side Window Defogger Outlet Duct Fasteners 1.5 N·m 13 lb in


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GM Part Number
Air Conditioning System Lubricant 12356150 10953485
POE Oil Lubricant 88862657 88862658


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Refrigerant System Specifications

Specification
POE Oil GM P/N 88862657 for United States
POE Oil GM P/N 88862658 for Canada

Refrigerant Charge, R134a 950 g 2.1 lb
Total System POE Oil Capacity 180 ml 6.1 oz
Compressor² 85 ml¹ 2.9 oz¹
Condenser 20 ml¹ 0.7 oz¹
Desiccant Cartridge 10 ml¹ 0.3 oz¹
Evaporator 10 ml¹ 0.3 oz¹
Drive Motor Battery Cooler 10 ml¹ 0.3 oz¹
Abrupt Refrigerant Loss 60 ml³ 2.0 oz³
¹If more than the specified amount of POE oil was drained from a component, add the equal amount of oil drained.
²The service compressor contains 85ml (2.9 oz) of POE oil.
³Abrupt refrigerant loss due to large leak, hose rupture, collision, or pressure relief valve opening. Conditions that allow the refrigerant to seep or bleed off over time do not
cause this oil loss. Upon replacement of a component that caused a large refrigerant loss, also add the required amount of oil for the particular component.


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Handling of Refrigerant Lines and Fittings

Caution: To avoid system damage use only R-134a dedicated tools when servicing the A/C system.
• Keep all metal tubing lines free of dents or kinks. Any line restrictions will cause the loss of system capacity.
• Never bend a flexible hose line to a radius of less than four times the diameter of the hose.
• Never allow a flexible hose line to come within 65 mm (2-1/2 in) of the exhaust manifold.
• Inspect flexible hose lines regularly for leaks or brittleness.
• Replace flexible hose lines with new lines if you find signs of deterioration or leaking.
• Discharge the refrigeration system of all refrigerant before disconnecting any fitting in the refrigeration system.
• Proceed very cautiously regardless of the gauge readings.
Warning: For personal protection, goggles and lint-free gloves should be worn and a clean cloth wrapped around fittings, valves, and connections when doing work that
includes opening the refrigerant system. If refrigerant comes in contact with any part of the body severe frostbite and personal injury can result. The exposed area should be
flushed immediately with cold water and prompt medical help should be obtained.
• Open the fittings very slowly.

• If you notice pressure when you loosen a fitting, allow the pressure to bleed off as described Discharging, Adding Oil, Evacuating, and Charging Procedures for A/C
System.
• Cap or tape any refrigerant line immediately after it is opened. This will prevent the entrance of moisture and dirt, which can cause internal compressor wear or plugged
lines in the condenser, the evaporator core, the expansion valve, or the compressor inlet screens.
Note: Use two proper wrenches to connect the fittings.
• Back up the opposing fitting to prevent distortion of the connecting lines or the components.
• Keep the sealing surfaces in perfect condition. A burr or a piece of dirt may cause a refrigerant leak.
• When seal washers are used, always install the seal washer without lubrication.
• When O-rings are used, always lightly coat the new O-ring seal with mineral base 525 viscosity refrigerant oil prior to installation.


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Leak Testing
Special Tools
• GE-50078 Infrared Refrigerant Leak Detector

• GE-42220 Universal 12V Leak Detection Lamp
• GE-43872 Fluorescent Dye Cleaner
Refrigerant Leak Testing
Note: All A/C system repairs must be verified using electronic leak detection. Dye detection may take up 2 or 3 days to be reliable.
Note: General Motors vehicles are now manufactured with fluorescent dye installed directly into the air conditioning (A/C) system.
Note: Directive 2006/40/EC: If a high amount of refrigerant has escaped, the needed repair must be completed before the air conditioning is filled with refrigerant (Article 6
section 3 and 3 chemicals climate protection order).
The fluorescent dye mixes and flows with the refrigerant oil throughout the refrigerant system.
Verifying some passive leaks may require using the GE-50078 detector, even though the A/C system contains fluorescent dye.
Visual Inspection
Visually trace the entire refrigerant system and look for signs of lubricant leakage, damage, and corrosion on all lines hoses and components (Oil can be an indication of a
leak). Each questionable area should be checked for leaks using an electronic leak detector.
Fluorescent Leak Detector
Note: Always use UV protective eyewear when working with UV light.
Fluorescent dye will assist in locating any leaks in the A/C system.
Note: POE oil is water soluble.

• Condensation on the evaporator core or the refrigerant lines may wash the POE oil and fluorescent dye away from the actual leak. Condensation may also carry dye
through the HVAC module drain.
• Leaks in the A/C system will be indicated in a light green or yellow colour when using the leak detection lamp.
Use the leak detection lamp in the following areas:
- All fittings or connections that use seal washers or O-rings
- All of the A/C components
- The A/C hoses and pressure switches
- The HVAC module drain tube, if the evaporator core is suspected of leaking
- The service port sealing caps
The sealing cap is the primary seal for the service ports.
• Follow the instructions supplied with the GE-42220 lamp .
• To prevent false diagnosis in the future, thoroughly clean the residual dye from any area where leaks were found. Use a rag and the approved GE-43872 cleaner.
Replacing System Dye After Flushing
Note: Do not add dye to the refrigerant system equipped with high voltage electric compressors. The only means of replenishing dye after flushing is by replacing components
containing the dye. Currently a compatible dye wafer is contained in the O.E. desiccant package. Adding dye that is not compatible with the high voltage electric compressor
may cause compressor damage and high voltage isolation faults.
To prevent false diagnosis, thoroughly clean any residual dye from the service port with a rag and the approved fluorescent dye cleaner GE-43872 cleaner.
Electronic Leak Detection
Infrared detectors operate differently than heated sensor type detectors. They detect changes in concentration of refrigerant rather than absolute concentration. If the tip is
held at a detected leak for more than 5 seconds the detector will saturate and zero to that concentration and will no longer detect leaks at that concentration or less. Move tip
away from the leak saturation area for 30 seconds to reset the sensitivity of the detector.
Adequate system pressure is required for effective leak detection.
• If system is empty install 10% of system charge.

• Temperature must be above 60 F.
Do not use:
• Soap solutions (not effective for leak detection)

• Shop air (will introduce contamination to the refrigerant system)
• High pressure gasses i.e nitrogen (may cause system damage)
Air movement from the engine cooling fan can affect the detectors ability to detect leaks. Always leak test with engine off and if possible after engine has reached normal
operating temperature.
• All fittings and components should be checked.

• Take care not to contaminate the probe tip if the part being tested is contaminated.
• No cleaners containing solvents should be used prior to using electronic leak detector.
• Always follow the refrigerant system around in a continuous path so that no areas of potential leaks are missed. Move the tip along the refrigerant system at a rate of no
more than 75 mm per second and a distance of 10 mm from the surface being tested. If a leak is found, always continue to test the remainder of the system.
Follow the instructions supplied with the GE-50078 detector .
Leak Detection with Nitrogen
If a leak test with fluorescent leak detector or halogen leak detector is not possible, then a leak test with nitrogen must take place. Use the Air Conditioning Leak Detector
Nitrogen Kit+ for this test.
Using soap suds or a leak detection spray, coat the suspected leak area and look for visible bubbles caused by nitrogen escaping from the leak.


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Air Conditioning (A/C) System Performance Test

Table 1: A/C Performance Table
This test measures the operating efficiency of the A/C system under the following conditions:
• The current ambient air temperature

• The current relative humidity
• The high side pressure of the A/C system
• The low side pressure of the A/C system
• The temperature of the air being discharged into the passenger compartment
Test Description
1. This step determines if the A/C system has at least the minimum refrigerant charge required to operate the system without damage.
2. This step measures the performance of the A/C system.
3. This step is to allow for vehicle variations as well as high ambient temperatures.
Step Action Values Yes No

Note:
• The ambient air temperature must be at least 16°C (60°F).
• Do not induce additional air flow across the front of the vehicle during the test.
• If you were sent here from a DTC diagnostic table, clear the DTC upon completion of this test.
1. Park the vehicle inside or in the shade.

2. Open the windows in order to ventilate the interior of the vehicle.
3. If the A/C system was operating, allow the A/C system to equalise for about More than 16°C (60°F) -
2 minutes. 345 kPa (50 psi)
More than 24°C (75°F) -
5. Install the J-43600 ACR 2000 Air Conditioning Service Centre or GE-48800
1 483 kPa (70 psi)
CoolTech A/C Recharge Machine .
6. Record the ambient air temperature and humidity. More than 33°C (90°F) -
7. Record the low and high side STATIC pressure readings. 690 kPa (100 psi)
Go to
Are both the low side and high side pressures within the specified value? Step 2 Go to Leak Testing
Note: Record the relative humidity and the ambient air temperature at the time of
the test.
1. Close the vehicle doors and windows.

2. Open the driver's door window 12.7-15.2 cm (5-6 in).
3. Select the following HVAC control settings:
• The A/C is ON.
• The coldest temperature setting
• The maximum blower speed
• Recirculation mode
• The instrument panel (I/P) outlet mode
• All I/P outlets are OPEN.
4. Install thermometers in the left and right centre panel air outlets.
5. Apply the handbrake.
6. Place the transaxle/transmission in one of the following positions:
2 • PARK (Automatic) -
• NEUTRAL (Manual)
7. Start the engine and warm to operating temperature.
8. Operate the A/C system for 5 minutes.
9. Inspect A/C components for the following conditions:
• Abnormal frost areas
• Unusual noises
10. Record the following information:
• The panel outlet air temperatures
• The low-side pressure
• The high-side pressure
11. Compare the low and high side pressures and the panel output temperatures to the
A/C Performance Table below.
Does all the data recorded fall within the specified ranges of the A/C Performance Table Go to
below? Step 5 Go to Step 3
If the pressures and temperatures recorded do not fall within the specified ranges:
1. Continue to operate the A/C system for an additional 5 minutes.

2. Record the pressures and temperatures again.
3. Compare the low and high side pressures and the panel output temperature to the -
3
A/C Performance Table below.
Does all the data recorded fall within the specified ranges of the A/C Performance Table Go to
below? Step 5 Go to Step 4
Perform the necessary repairs. Refer to A/C Diagnostics Chart .
4 - Go to
Is the action complete? Step 5 -
Operate the system in order to verify the test results.
5 - System Go to Symptoms - HVAC Systems
Did you find the same results? OK - Automatic
A/C Performance Table
Ambient Temperature Relative Humidity Low Side Service Port Pressure High Side Service Port Pressure Maximum Left Center Discharge Air Temperature
13-18°C (55-65°F) 0-100% 296-268 kPa (43-39 psi) 826-1198 kPa (120-174 psi) 9°C (48°F)
Less than 40% 310-310 kPa (45-45 psi) 950-1329 kPa (138-193 psi) 12°C (52°F)
19-24°C (66-75°F)
Greater than 40% 282-289 kPa (41-42 psi) 1019-1446 kPa (148-210 psi) 12°C (52°F)
42-46°C (106-115°F)
47-49°C (116-120°F) Below 30% 186-227 kPa (27-33 psi) 1991-2308 kPa (289-335 psi) 12°C (52°F)

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A/C Diagnostics Chart

Low Side Gauge Reading High Side Gauge Reading Potential Causes
Low Refrigerant Charge
Low
Restriction between Compressor and High Side port
Low Low/Normal Evaporator Freezing
Restriction between the Low Side and High Side ports or Restricted TXV
High
Compressor Stuck at Maximum Displacement
Low Compressor has Low Displacement or Internal Malfunction
Malfunctioning Cooling Fans
Refrigerant Overcharge
High Restriction between the Low Side Port and Compressor Inlet
High
Restricted Condenser Air Flow
Expansion Device Stuck Open
Air in A/C System
Refrigerant Contamination
Normal/High Normal/High
PAG or POE Oil Overcharge


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Heating Performance Diagnostic

Step Action Yes No
DEFINITION: Heating system performance.
Were you sent here from Symptoms or another diagnostic table? Go to Symptoms - HVAC Systems -
1
Go to Step 2 Automatic
Warning: Refer to Moving Parts and Hot Surfaces Warning in the Preface section.
1. Turn ignition to on.

2. Select vent mode.
2 3. Select the warmest temperature setting.
4. Select Maximum blower speed.
5. Feel the temperature of the heater core inlet hose.
Does the heater core inlet hose feel warm to hot? Go to Step 3 Go to Step 9
1. Select the minimum blower speed.
2. Feel the temperature of the heater core inlet and outlet hoses.
3
Does the heater core inlet hose feel warmer than the heater core outlet hose? Go to Step 7 Go to Step 4
1. Install a thermometer into the centre I/P panel air outlet.
2. Secure a thermometer to the heater core outlet hose.
3. Select the maximum blower speed.
4. Record the temperature at the following location.
5. Record the temperature at the following locations:
4 • The centre I/P panel air outlet
• The heater core outlet hose
6. Compare the recorded temperatures.
Are the two temperature readings about equal? Go to Step 5 Go to Step 6

1. Inspect and repair the following areas of the vehicle for cold air leaks:
• The scuttle
• The recirculation door
5 • The HVAC module case
2. Perform the necessary repairs.
Go to
Are the repairs complete? Step 11 -
1. Inspect the temperature door operation. Refer to Heating and Air Conditioning System Description and
Operation .
6 2. Perform any necessary repairs.
Go to
Are the repairs complete? Step 11 -
1. Turn the ignition to off.
2. Back-flush the heater core.
3. Turn the ignition to on.
4. Select the vent mode.
7 5. Select the minimum blower speed.
6. Select the warmest temperature setting.
7. Feel the temperature of the heater core inlet and outlet hoses.
Does the heater core inlet hose feel warmer than the heater core outlet hose? Go to Step 8 Go to Step 11
Replace the heater core. Refer to Heater Core Replacement .
8 Go to
Is the repair complete? Step 11 -
Inspect and repair the following areas:
• Kinked hose

• Heater valve inlet filter
9
• Air in the coolant circuit
• Inoperable heater valve
Go to
Did you find and correct the condition? Step 11 Go to Step 10
Inspect the coolant heater control module. Refer to Heating Performance Diagnostic .
10 Go to
11


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Defrosting Insufficient
Step Action Yes No
DEFINITION: Time required to defrost the windshield is longer than normal.
1 Were you sent here from Symptoms or another diagnostic table? Go to Step 2 Go to Symptoms - HVAC Systems - Automatic
1. Turn ignition to ON..
2. Select the DEFROST mode.
2 3. Select the maximum blower speed.
Does sufficient air flow from the defroster outlets? Go to Step 3 Go to Step 6
1. Select the minimum blower speed.
2. Select the maximum temperature setting.
Warning: Refer to Moving Parts and Hot Surfaces Warning in the Preface section.
3
3. Feel the temperature of the inlet and outlet hoses at the heater core.
Does the inlet hose feel warmer than the outlet hose? Go to Step 7 Go to Step 4
Perform the A/C system performance test. Refer to Air Conditioning (A/C) System Performance Test .
4
Is the A/C system operating within the specifications? Go to Step 5 Go to Step 8
Inspect for correct operation of the air inlet door.
5
Is the air inlet door operating correctly? Go to Step 10 Go to Step 9
Repair the air delivery concern. Refer to Diagnostic Starting Point - Vehicle .
6 -
Is the repair complete? Go to Step 10
Repair the heating concern. Refer to Heating Performance Diagnostic .
7 -
Repair the A/C performance concern. Refer to Air Conditioning (A/C) System Performance Test .
8 -
Repair the air inlet door concern. Refer to Air Inlet Assembly Replacement .
9 -
10
Did you find and correct the problem? System OK Go to Step 2


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Noise Diagnosis - Blower Motor

Step Action Yes No
DEFINITION: Noise originating from the blower motor.
Were you sent here from Symptoms or another diagnostic table? Go to Go to Symptoms - HVAC Systems -
1
Step 2 Automatic
Inspect the air inlet grille for debris.
2 Go to
Is debris present? Step 8 Go to Step 3
1. Sit inside the vehicle.
2. Close the vehicle doors and windows.
3. Turn the ignition to the accessory position.
3 4. Cycle the blower motor through all of the speeds and modes in order to determine where and when the
noise occurs.
Go to
Is a noise evident during the blower operation? Step 4 Go to Step 11
Inspect for excessive vibration at each blower motor speed by feeling the blower case.
4 Go to
Is excess vibration present? Step 6 Go to Step 5
Listen to the blower motor at each speed.
5 Go to
Is the blower motor making a squeaking or chirping noise? Step 9 Go to Step 11
1. Remove the blower motor. Refer to Blower Motor Replacement .
2. Inspect the blower motor impeller for deposits of foreign material.
6 3. Inspect the blower motor for deposits of foreign material.
Go to
Did you find any foreign material on the blower motor or blower motor impeller? Step 8 Go to Step 7
Inspect the blower motor for the following conditions:
• Cracked blades

7 • A loose impeller retainer
• Improper impeller alignment
Go to
Did you find any of these conditions? Step 9 Go to Step 10
Remove the foreign material.
8 Go to
Replace the blower motor. Refer to Blower Motor Replacement .
9 Go to
Install the blower motor. Refer to Blower Motor Replacement .
10 Go to
11


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Air Conditioning Compressor Oil Diagnosis

Note: To avoid repeat compressor failure, always inspect the condition of the refrigerant oil and take the appropriate corrective action before installing the replacement
compressor.
Condition Corrective Action

Clean Oil no debris present No corrective action necessary.
Clean Oil with debris present • Inspect the suction port of the replacement compressor for presence of a suction screen. If the replacement compressor does NOT
contain a suction screen, install suction screen in the line.
• Replace desiccant or component containing the desiccant.
• Replace desiccant filter if applicable.
• Remove and inspect high pressure side filter (if applicable).
• Remove, inspect, clean, or replace orifice tube.
• If the system has a front orifice tube and is equipped with a filter in the rear auxiliary line, remove, inspect, clean, or replace the
filter.
• If the system has a front orifice tube and is not equipped with a filter in the rear auxiliary line, remove the filter in the auxiliary TXV
and Install a universal inline A/C Filter P/N 89016656 (AC Delco P/N 15-10413) as close to the rear TXV as possible.
Dark brown/black and/or • Replace desiccant or component containing the desiccant.
pungent/unusual odour with no debris • Replace desiccant filter if applicable.
present • Flush refrigerant system. Refer to Flushing .
Dark brown/black and/or • Replace desiccant or component containing the desiccant.
pungent/unusual odour with debris • Replace desiccant filter if applicable.
present • Flush refrigerant system. Refer to Flushing .
• Inspect the suction port of the replacement compressor for presence of a suction screen. If the replacement compressor does NOT
contain a suction screen, install suction screen.
• Remove and inspect high pressure side filter (if applicable).
• Remove, inspect, clean, or replace orifice tube.
• If the system has a front orifice tube and is equipped with a filter in the rear auxiliary line, remove, inspect, clean, or replace the
filter.
• If the system has a front orifice tube and is not equipped with a filter in the rear auxiliary line, remove the filter in the auxiliary TXV
and install a universal inline A/C Filter P/N 89016656 (AC Delco P/N 15-10413) as close to the rear TXV as possible.
Oil Overcharge Flush refrigerant system. Refer to Flushing .
Refrigerant Contamination Flush refrigerant system. Refer to Flushing .
Hybrid Polyolester Refrigerant Oil • Flush refrigerant system. Refer to Flushing .
(POE) Contamination • Replace desiccant or component containing the desiccant.
• Replace desiccant filter if applicable.


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Noise Diagnosis - HVAC Module

Step Action Yes No
DEFINITION: Noise originating from the HVAC module.
Were you sent here from Symptoms or another diagnostic table? Go to Symptoms - HVAC Systems -
1
Go to Step 2 Automatic
2. Cycle through all of the following:
• Blower motor speeds
• HVAC modes
• Temperature control settings
2 3. Determine the type of noise:
• Scrape, pop
• Tick/click, chirp or groaning
• Air rush/whistle
Is a scrape or pop noise evident when selecting modes or temperature settings? Go to Step 6 Go to Step 3
Is a tick/click, chirping, groaning or scraping noise present, but decreases as blower motor speed is
3
decreased? Go to Step 6 Go to Step 4
4 Is an air rush/whistle noise evident in all modes but not all temperature settings? Go to Step 6 Go to Step 5
5 Is an air rush/whistle noise evident only in defrost or floor mode? Go to Step 6 Go to Step 6
Remove the HVAC module. Refer to Air Conditioning and Heater Module Assembly Removal and
Installation .
6
1. Inspect the air flow doors for proper operation.
2. Inspect the ducts for obstructions or foreign materials.
7
Go to
Were any of these conditions found? Step 10 Go to Step 8
Inspect the mode and temperature doors and seals for warping or cracking.
8 Go to
Are the doors in normal condition? Step 11 Go to Step 9
Replace the appropriate door and/or seals.
9 Go to
Remove any obstructions or foreign material found.
10 Go to
Install the HVAC Module. Refer to Air Conditioning and Heater Module Assembly Removal and Installation .
11 Go to
Operate the system to verify the repair.
12


Volt

Odour Diagnosis
Step Action Yes No
DEFINITION: Odour originating or noticed through the HVAC system.
Go to Go to Symptoms - HVAC Systems -
1 Were you sent here from Symptoms or another diagnostic table?
Step 2 Automatic
1. Sit inside the vehicle.
2. Close all of the doors and windows.
3. Start Turn ignition to on.
4. Select the maximum blower speed.
5. Select the PANEL air outlet mode.
6. Select the coldest temperature setting.
2 7. Cycle through all of the blower speeds, modes and temperatures to define what type of odour is present.
• Musty smell
• Coolant smell
• Oil smell
Go to
Does the odour have a musty smell? Step 3 Go to Step 8
Inspect the HVAC filter and the air inlet grille for debris.
3 Go to
Is debris present? Step 4 Go to Step 5
Remove any debris.
4 Go to
Inspect for wet carpeting.
5 Go to
Is the carpet wet? Step 6 Go to Step 8
Inspect for the following conditions:
1. Water leaks around the windscreen

6 2. Blockage of the HVAC module drain
3. Leaks around the door seals
Go to
Is a leak present? Step 7 Go to Step 15
Repair the leak as necessary.
7 Go to
Does the odour have a coolant smell? Go to
8
Inspect the cooling system for leaks. Refer to Loss of Coolant .
9 Go to
Is a leak present? Step 10 Go to Step 12
Inspect for coolant leaking inside the vehicle or for a film build-up on the windscreen.
10 Go to
Is the condition present? Step 11 Go to Step 15
Replace the heater core. Refer to Heater Core Replacement .
11 Go to
Does the odour have an oily smell? Go to
12
1. Inspect the engine compartment for any leaks. Refer to the following procedures:
• Oil Leak Diagnosis
13 • Fluid Leak Diagnosis
2. Repair any oil leaks.
Go to
A musty odour can be caused by mould or mildew build-up on the evaporator or the heater core or inside of the HVAC
14 module. Refer to Odour Correction .
Go to
15 System
Did you find and correct the condition? OK Go to Step 2


Volt

Odour Correction
Eliminating Air Conditioning Odour
1. Odours may be emitted from the air conditioning system primarily at start up in hot, humid climates. The following conditions may cause the odour:
• Debris is present in the HVAC module assembly.
• Microbial growth on the evaporator core.
2. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odour into the passenger compartment. To remove odours of this type,
the microbial growth must be addressed. Perform the following procedure:
• Remove evaporator core. Refer to Air Conditioning Evaporator Replacement .
• Clean evaporator core with a solution of 40% vinegar and 60% water.
• Refit evaporator core. Refer to Air Conditioning Evaporator Replacement .


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Refrigerant Recovery and Recharging - High Voltage Electric Compressor

Special Tools
• GE 43600 Hybrid A/C Oil Injector Adapter Hose

• GE-45037-A A/C Oil Injector
• GE-48800 CoolTech A/C Recharge Machine
• GE 48997 Hybrid A/C Oil Injector Adapter Hose
Danger: This A/C system's high voltage A/C Compressor uses Polyolester (POE) refrigerant oil. Use of any refrigerant oil other than POE may result in compressor failure
and/or loss of high voltage isolation which may result in serious danger or death. For applicable equipment please refer to TIS Newsletter/repair equipment information.
Warning: To prevent personal injury, avoid breathing A/C Refrigerant and lubricant vapour or mist. Work in a well ventilated area. To remove refrigerant from the A/C System,
use service equipment designed for recovery that is certified to meet the requirements of the appropriate SAE Standards. If an accidental system discharge occurs, ventilate
the work area before continuing service. Additional health and safety information may be obtained from the refrigerant, refrigerant recovery, and lubricant manufacturers.
Warning: For personal protection, goggles and lint-free gloves should be worn and a clean lint free cloth wrapped around fittings, valves, and connections when doing work
that includes opening the refrigerant system. If refrigerant comes in contact with any part of the body severe frostbite and personal injury can result. The exposed area should
be flushed immediately with cold water and prompt medical help should be obtained.
Caution: This A/C refrigerant system is equipped with a High Voltage electric A/C compressor and you must replace the desiccant if the A/C refrigerant system has been open
to atmosphere for more than thirty minutes, or if the A/C refrigerant oil has been contaminated. Failure to replace the desiccant will result in damage to the A/C refrigerant
system.
Caution: R-134a is the only approved refrigerant for use in this vehicle. The use of any other refrigerant may result in poor system performance or component failure and
potentially void the vehicle warranty for the refrigerant system.
Caution: Do not lubricate A/C line seal washers as mineral oil will damage the seal and cause leaks. Use only 525 viscosity mineral oil to lubricate o-rings as well as fitting
threads for the prevention of fitting seizure.
Caution: Failure to flush the refrigerant recovery recharge equipment hoses before adding refrigerant to a hybrid vehicle with an electric compressor may result in an
unacceptable amount of Polyalkylene Glycol (PAG) oil entering the refrigerant system. This could result in reduced electrical resistance of the Polyolester (POE) oil and
reduce its ability to provide the required level of high voltage isolation.
Both the GE 43600 Hybrid A/C Oil Injector Adapter Hose and GE-48800 CoolTech A/C Recharge Machine are a complete air conditioning service centre for R-134a. The
ACR 2000 recovers, recycles, evacuates and recharges A/C refrigerant quickly, accurately and automatically. The unit has a display screen that contains the function controls
and displays prompts that will lead the technician through the recover, recycle, evacuate and recharge operations. R-134a is recovered into and charged out of an internal
storage vessel. Both units automatically replenish this vessel from an external source tank in order to maintain a constant 5.45-6.82 kg (12-15 lbs) of A/C refrigerant.
The ACR 2000 has a built in A/C refrigerant identifier that will test for contamination, prior to recovery and will notify the technician if there are foreign gases present in the A/C
system. If foreign gases are present, the ACR 2000 will not recover the refrigerant from the A/C system.
The ACR 2000 also features automatic air purge, single pass recycling and an automatic oil drain.
GE-48800 CoolTech A/C Recharge Machine is released as a required replacement for the previously essential GE 43600 Hybrid A/C Oil Injector Adapter Hose . The GE-
48800 CoolTech A/C Recharge Machine is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including
Hybrid systems with Polyolester (POE) refrigerant oil.
Refer to the GE 43600 Hybrid A/C Oil Injector Adapter Hose and GE-48800 CoolTech A/C Recharge Machine ACR 2000 manual for operation and setup instruction. Always
recharge the A/C System with the correct amount of R-134a. Refer to Refrigerant System Specifications for the correct amount.
A/C Refrigerant System Oil Charge Replenishing
If oil was removed from the A/C system during the recovery process or due to component replacement, the oil must be replenished. If no oil was removed from the A/C
system during recovery, do not charge any POE oil into the A/C system. POE refrigerant oil can be injected into a charged A/C system using GE-45037-A injector along with
GE 48997 adapter . For the proper quantities of oil to add to the A/C refrigerant system, refer to Refrigerant System Specifications .


Volt

Flushing
Special Tools
• GE-42220 Universal 12V Leak Detection Lamp

• GE-48800 CoolTech A/C Recharge Machine
• GE-45268 Flush Adaptor Kit
For equivalent regional tools. Refer to Special Tools .
ACR2000 (GE-48800) Hose Flush Procedure
Note:
• The following hose flushing procedure must be performed every time the ACR2000 (GE-48800) is used on the hybrid vehicles. It must be completed before the ACR2000
(GE-48800) is connected to the vehicle to begin a diagnostic or service procedure.
• The high voltage (HV) electric air conditioning (A/C) compressor uses a polyolester (POE) refrigerant oil instead of a polyalkylene glycol (PAG) synthetic refrigerant oil.
This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation.
• The following hose flush procedure is required to prevent oil cross-contamination. Laboratory testing has shown that flushing the ACR2000 (GE-48800) using the
following procedure will minimise oil cross-contamination to a negligible amount (<500ppm).
• Failure to flush the ACR2000 (GE-48800) hoses before adding refrigerant to a hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of
PAG oil entering the refrigerant system. It may also cause a battery energy control module hybrid battery voltage system isolation lost diagnostic trouble code
(DTC P1AE7) to be set. Additionally the A/C system warranty will be voided.
• The ACR2000 (GE-48800) will need to be retrofitted with a GE-48800-50 (Hose-ACR2000 Oil Flush Loop) to be able to perform the following procedure. All hybrid
dealers will receive a GE-48800-50, with installation instructions, which is a component of the hybrid essential tool package. Dealers not included in the hybrid marketing
plan and needing to service a hybrid vehicle can obtain the GE-48800-50 from SPX Kent Moore, 1-800-GM-TOOLS (1-800-468-6657).
- The GE-48800-50 Retrofit Kit replaces the existing hose mount fittings on the ACR2000. Installation instructions are included to properly update the ACR2000 for hybrid
vehicle A/C service.
- New hybrid compliant A/C refrigerant recharging equipment (GE-48800) will replace current ACR2000 equipment. GE-48800 meets new SAE refrigerant recovery
standard J-2788 and is specially designed for GM hybrid vehicle A/C service.
Before Beginning the Hose Flushing Procedure
1. Always allow the ACR2000 to complete the hose flush cycle to assure that all oil and refrigerant is removed from the hoses and the ACR2000 flow control circuit.
2. Assure the ACR2000 has at least 4.08 kg (9 lb) of chargeable refrigerant before proceeding.
3. A Low Filter Flow message displayed during the hose flushing process indicates that the hose couplers are not connected or open.
Hose Flushing Procedure
1. Connect the ACR2000 service hose couplers to the GE-48800-50 hose flush adapter fittings and open the service hose coupler valves.
2. Power on the ACR2000.
3. If there is positive pressure in the ACR2000 service hoses, press START to recover the service hoses. If there is 88-98 kPa (26-29 Hg) of vacuum showing on the
display screen, skip to step 7.
4. Press Vacuum.
5. Press Start. Allow the vacuum programme to run until the display screen shows between 88-98 kPa (26-29 Hg).
6. Press Pause.
7. Press Main Menu.
8. Press Scroll Menu.
9. Press Oil Flush.
10. Press Next.
11. Enter 03:00 (for a three minute flush) and press Start.
12. The ACR2000 will now flush the service hoses for three minutes and then recover the refrigerant
13. Close the ACR2000 service hose couplers and remove the GE-48800-50 hose flush adapter.
14. The ACR2000 can now be connected to the hybrid vehicle to perform the A/C system diagnostic or service procedures.
Note: Flushing with the ACR 2000 is not intended to remove metal from the A/C system.
Flushing is intended to remove the following contaminants:
• Contaminated polyolester (POE) oil

• Desiccant, following a desiccant bag failure
• Overcharge of POE oil
• Refrigerant contamination
Note: Warmer engine or ambient temperature decreases the refrigerant recovery time during the A/C flush procedure.
1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging : High Voltage Electric Compressor .
2. Remove the air conditioning refrigerant desiccant. Refer to Air Conditioning Refrigerant Desiccant Replacement .
3. Remove the air conditioning refrigerant desiccant plug from the desiccant cartridge.
4. Install the air conditioning refrigerant desiccant plug without the desiccant cartridge.
5. Remove the evaporator thermal expansion valve. Refer to Air Conditioning Evaporator Thermal Expansion Valve Replacement : Drive Motor Battery Coolant
Cooler → A/C Evaporator
6. Install GE-45268-115 to the evaporator.
7. Remove the drive motor battery cooler thermal expansion valve. Refer to Air Conditioning Evaporator Thermal Expansion Valve Replacement : Drive Motor Battery
Coolant Cooler → A/C Evaporator
8. Install another GE-45268-115 to the drive motor battery cooler.
9. Install A/C evaporator tube to both GE-45268-115.
10. Install A/C evaporator TXV tube to both GE-45268-115 using an oversized seal washer.
11. Remove the A/C and drive motor battery cooling compressor. Refer to Air Conditioning and Drive Motor Battery Cooling Compressor Replacement
12. Inspect the end of the suction hose for a suction screen.
13. Remove the suction screen, if installed.
14. Install GE-45268-4 to the A/C compressor suction hose.
15. Install GE-452688-5 to the A/C compressor discharge hose.
16. Forward flow refrigerant flushing is recommended for contaminated refrigerant or POE oil.
17. Perform the following procedure:
Note: The filter inside the GE-45268-1 is serviceable. Remove and discard the check valve from the filter.
17.1. Service the filter with ACDelco P/N GF 470 before each flush.
Connect the GE-45268-1 flush filter to the suction port of the GE-45268-4 flush adapter.
17.2. Connect the blue hose from the GE-48800 ACR 2000 Air Conditioning Service Centre to the J 45268-1 flush filter adapter.
17.3. Connect the red hose from the GE-48800 ACR 2000 Air Conditioning Service Centre to the GE-45268-5 flush adapter.
18. Reverse flow refrigerant flushing is recommended for desiccant cartridge failure.
Note: The filter inside the J 45268-1 is serviceable. Remove and discard the check valve from the filter.
18.1. Service the filter with AC P/N GF 470, before each flush. Connect the J 45268-1 flush filter to the discharge port of the GE-45268-5 flush adapter.
18.2. Connect the blue hose from the GE-48800 ACR 2000 Air Conditioning Service Centre to the J 45268-1 flush filter adapter.
18.3. Connect the red hose from the GE-48800 ACR 2000 Air Conditioning Service Centre to the suction port of the GE-45268-4 flush adapter.
Note: Close the valve on the external refrigerant tank, before starting the flush process.
19. Flush the front A/C system. Follow the instructions supplied with the GE-48800 ACR 2000 Air Conditioning Service Centre .
Note: Close the valve on the external refrigerant tank, before starting the flush process.
20. Flush the A/C system. Follow the instructions supplied with the GE-48800 ACR 2000 Air Conditioning Service Centre
21. Remove the GE-45268-4 from the A/C compressor suction hose.
22. Remove the GE-45268-5 from the A/C compressor discharge hose.
Note: Flushing will remove all the POE oil from the A/C system.
The A/C system must be replenished with the correct amount of POE oil.
23. If the removed A/C compressor is being reinstalled, perform the following procedure:
• Drain the POE oil from the A/C compressor.
• Add the total system capacity of POE oil to the A/C compressor. Refer to Refrigerant System Specifications .
24. If you will replace the A/C compressor after flushing the system, perform the following procedure:
24.1. Refer to the Refrigerant System Specifications .
24.2. DO NOT drain the new POE oil from the compressor.
24.3. Deduct the amount of POE oil shipped with the service compressor from the amount of POE oil listed in the capacities table. Refer to Refrigerant System
Specifications .
24.4. Add the calculated amount to the compressor, as needed.
25. Install the air conditioning and drive motor battery cooling compressor. Refer to Air Conditioning and Drive Motor Battery Cooling Compressor Replacement
Note: Flushing will remove the fluorescent leak detection dye from the A/C system.
26. Replace the air conditioning refrigerant desiccant. Refer to Air Conditioning Refrigerant Desiccant Replacement .
Note: The air conditioning refrigerant desiccant is manufactured with POE fluorescent leak detection dye wafer inside.
27. Remove A/C evaporator TXV tube from both GE-45268-115.

28. Remove A/C evaporator tube from both GE-45268-115.
29. Remove both GE-45268-115.
30. Install the drive motor battery cooler thermal expansion valve. Refer to Air Conditioning Evaporator Thermal Expansion Valve Replacement : Drive Motor Battery Coolant
Cooler → A/C Evaporator
31. Install the evaporator thermal expansion valve. Refer to Air Conditioning Evaporator Thermal Expansion Valve Replacement : Drive Motor Battery Coolant Cooler → A/C
Evaporator
32. Evacuate and recharge the A/C system. Refer to Refrigerant Recovery and Recharging : High Voltage Electric Compressor
33. Leak test the fittings using GE-42220 Universal 12V Leak Detection Lamp


Volt

Air Conditioning and Drive Motor Battery Cooling Compressor Replacement

• Identify conditions under which high voltage is always present and personal protection equipment (PPE) and proper procedures must be followed.
Danger: This A/C system's high voltage A/C Compressor uses Polyolester (POE) refrigerant oil. Use of any refrigerant oil other than POE may result in compressor failure
and/or loss of high voltage isolation which may result in serious danger or death. For applicable equipment please refer to TIS Newsletter/repair equipment information.
1. Disable hybrid high voltage system. Refer to High Voltage Disabling and High Voltage Enabling .
4. Remove the air conditioning compressor and evaporator hose from air conditioning compressor front. Refer to Air Conditioning Compressor and Evaporator Hose
Replacement .
5. Remove the exhaust manifold with catalytic converter. Refer to Exhaust Manifold with Catalytic Converter Replacement .
6. Remove the air conditioning compressor front hose. Refer to Air Conditioning Compressor Front Hose Replacement .
7. Disconnect the electrical connectors from the air conditioning and drive motor cooling compressor. Refer to High Voltage Connectors .
Air Conditioning and Drive Motor Cooling Compressor Nut

1
Tighten
22 N·m (16 lb ft)
Air Conditioning and Drive Motor Cooling Compressor Stud
2
Tighten
10 N·m (89 lb in)
Air Conditioning and Drive Motor Cooling Compressor Bolts (Qty: 2)
3
Tighten
22 N·m (16 lb ft)
Air Conditioning and Drive Motor Cooling Compressor
Procedure
4 1. Remove the air conditioning compressor and condenser hose from the air conditioning and drive motor cooling compressor. Refer to Air Conditioning
Compressor and Condenser Hose Replacement .
2. A/C compressor oil balancing is not required. The service A/C compressor contains enough oil; however, add any oil that was removed during the A/C system
recovery process. Refer to Refrigerant Recovery and Recharging : High Voltage Electric Compressor .
3. Reprogramme the A/C compressor. Refer to Air Conditioning Compressor Control Module Programming and Setup .


Volt

Air Conditioning Compressor and Condenser Hose Replacement

Remove the air conditioning and drive motor battery cooling compressor. Refer to Air Conditioning and Drive Motor Battery Cooling Compressor Replacement .
Air Conditioning Compressor and Condenser Hose Bolt
1
Tighten
22 N·m (16 lb ft)
2 Air Conditioning Compressor and Condenser Hose


Volt

Air Conditioning Compressor Front Hose Replacement

6. Remove any wires connected to the air conditioning compressor front hose.
Air Conditioning Compressor Front Hose Nut

1
Tighten
22 N·m (16 lb ft)
Air Conditioning Compressor Front Hose Bolt
2
Tighten
17 N·m (13 lb ft)
Air Conditioning Compressor Front Hose Bolt
3
Tighten
22 N·m (16 lb ft)
4 Air Conditioning Compressor Front Hose


Volt

Air Conditioning Compressor and Evaporator Hose Replacement

Removal Procedure
1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging : High Voltage Electric Compressor
2. Remove the throttle body. Refer to Throttle Body Assembly Replacement .
3. Remove wire retainers from air conditioning compressor and evaporator hose.
4. Disconnect the EVAP purge solenoid hose from the purge solenoid and reposition. Refer to Plastic Collar Quick Connect Fitting Service .
5. Remove the air conditioning compressor and evaporator hose nut (1) at air conditioning compressor front hose.
6. Remove the air conditioning compressor and evapoprator hose (2) from air conditioning compressor front hose.
7. Remove the air conditioning compressor and evaporator hose nut (1) at the air conditiong evaporator.
8. Remove the air conditioning compressor and evaporator hose nut (2) at the drive motor battery coolant cooler
9. Remove the air conditioning compressor and evaporator hose (3) from the vehicle.
1. Install the air conditioning compressor and evaporator hose (3) to the vehicle.
2. Install the air conditioning compressor and evaporator hose nut (2) at the drive motor battery coolant cooler and tighten to 17 N·m (13 lb ft)
3. Install the air conditioning compressor and evaporator hose nut (1) at the air conditioning evaporator and tighten to 17 N·m (13 lb ft).
4. Install the air conditioning compressor and evaporator hose (2) to air conditioning compressor front hose.
5. Install the air conditioning compressor and evaporator hose nut (1) at air conditioning compressor front hose and tighten to 22 N·m (16 lb ft).
6. Connect the EVAP purge solenoid hose from the purge solenoid. Refer to Plastic Collar Quick Connect Fitting Service .
7. Install wire retainers from air conditioning compressor and evaporator hose.
8. Install the throttle body. Refer to Throttle Body Assembly Replacement .
9. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging : High Voltage Electric Compressor .


Volt

Air Conditioning Evaporator Thermal Expansion Valve Tube Replacement

Removal Procedure
4. Remove the coolant recovery reservoir. Refer to Coolant Recovery Reservoir Replacement .
5. Remove the right headlamp. Refer to Headlamp Replacement : Volt → Ampera .
6. Disconnect electrical connectors and wire retainers from air conditioning evaporator thermal expansion valve tube.
7. Remove the air conditioning evaporator thermal expansion valve tube nut (1) at air conditioning evaporator.
8. Remove the air conditioning evaporator thermal expansion valve tube nut (2) at the drive motor battery coolant cooler.
9. Remove the air conditioning evaporator thermal expansion valve tube (3) from the air conditioning evaporator and the drive motor battery coolant cooler.
10. Remove the air conditioning evaporator thermal expansion valve tube clip (1) from the stud.
11. Remove the air conditioning evaporator thermal expansion valve tube retainer (2) from the body.
12. Remove the air conditioning evaporator thermal expansion valve tube (3).
13. Remove the air conditioning evaporator thermal expansion valve tube nut (1) at the air conditioning condenser.
14. Remove the air conditioning evaporator thermal expansion valve tube (2) from the air conditioning condenser.
15. Remove the air conditioning evaporator thermal expansion valve tube from the vehicle.
1. Install the air conditioning evaporator thermal expansion valve tube to the vehicle.
2. Install the air conditioning evaporator thermal expansion valve tube (2) from the air conditioning condenser.
3. Install the air conditioning evaporator thermal expansion valve tube nut (1) at the air conditioning condenser and tighten to 17 N·m (13 lb ft).
4. Install the air conditioning evaporator thermal expansion valve tube (3).
5. Install the air conditioning evaporator thermal expansion valve tube retainer (2) from the body.
6. Install the air conditioning evaporator thermal expansion valve tube clip (1) from the stud.
7. Install the air conditioning evaporator thermal expansion valve tube (3) from the air conditioning evaporator and the drive motor battery coolant cooler.
8. Install the air conditioning evaporator thermal expansion valve tube nut (2) at the drive motor battery coolant cooler and tighten to 17 N·m (13 lb ft).
9. Install the air conditioning evaporator thermal expansion valve tube nut (1) at air conditioning evaporator and tighten to 17 N·m (13 lb ft).
10. Connect electrical connectors and wire retainers from air conditioning evaporator thermal expansion valve tube.
11. Install the right headlamp. Refer to Headlamp Replacement : Volt → Ampera .
12. Install the coolant recovery reservoir. Refer to Coolant Recovery Reservoir Replacement .


Volt

Air Conditioning Refrigerant Service Valve Core Replacement

Special Tools
• GE-39400-A Halogen Leak Detector

• GE-46246 Valve Core Removal Tool
For equivalent regional tools, Refer to Special Tools
Removal Procedure
2. Use GE-46246 Valve Core Removal Tool or equivalent to remove the valve core.
1. Use GE-46246 Valve Core Removal Tool or equivalent to install and tighten the valve core.
2. Evacuate and charge the A/C system. Refer to Refrigerant Recovery and Recharging : High Voltage Electric Compressor .
Note: To prevent loss of refrigerant charge, tighten the cap. Replace the cap if the seal is missing or damaged.
3. Test the affected A/C fittings for leaks using GE-39400-A Halogen Leak Detector .


Volt

Air Conditioning Refrigerant Desiccant Replacement

Special Tools
GE-39400-A Halogen Leak Detector
For equivalent regional tools, Refer to Special Tools
Removal Procedure
2. Remove the front wheelhouse front liner on the driver side. Refer to Front Wheelhouse Front Liner Replacement
3. Remove the air conditioning receiver and dehydrator Plug (1)
Note: Cap all A/C components immediately to prevent system contamination.
4. Remove and discard the sealing washers (2).

5. Remove the receiver and dehydrator (3) from the condenser.
1. Install the receiver and dehydrator (3) in the condenser.
2. Install new sealing washers (2).
3. Install the air conditioning receiver and dehydrator Plug (1)
4. Install the front wheelhouse front liner on the driver side. Refer to Front Wheelhouse Front Liner Replacement
6. Leak test the fittings using the GE-39400-A Halogen Leak Detector


Volt

Air Conditioning Evaporator Thermal Expansion Valve Replacement - A/C Evaporator

3. Disconnect the air conditioning compressor and evaporator hose from the expansion valve. Refer to Air Conditioning Compressor and Evaporator Hose Replacement
4. Disconnect the air conditioning evaporator thermal expansion valve tube from the expansion valve.Refer to Air Conditioning Evaporator Thermal Expansion Valve Tube
Replacement
Air Conditioning Thermal Expansion Valve Bolts (Qty: 2).

1
Tighten
7 N·m (62 lb in)
2 Air Conditioning Thermal Expansion Valve


Volt

Air Conditioning Evaporator Thermal Expansion Valve Replacement - Drive Motor Battery Coolant Cooler

3. Remove the air conditioning compressor and evaporator hose. Refer to Air Conditioning Compressor and Evaporator Hose Replacement
4. Remove the air conditioning evaporator thermal expansion valve tube. Refer to Air Conditioning Evaporator Thermal Expansion Valve Tube Replacement
Air Conditioning Thermal Expansion Valve Bolts (Qty: 2).

1
Tighten
7 N·m (62 lb in)
2 Air Conditioning Thermal Expansion Valve


Volt

Air Conditioning Refrigerant Pressure Sensor Replacement - Low Pressure

Disconnect the air conditioning refrigerant pressure sensor electrical connector.

Air Conditioning Refrigerant Pressure Sensor
1
Tighten
6 N·m (53 lb in)


Volt

Air Conditioning Refrigerant Pressure Sensor Replacement - High Pressure

1. Remove the right headlamp. Refer to Headlamp Replacement : Volt → Ampera

2. Disconnect the air conditioning refrigerant pressure sensor electrical connector.
Air Conditioning Refrigerant Pressure Sensor

1
Tighten
6 N·m (53 lb in)


Volt


2. Disconnect the air conditioning refrigerant temperature sensor electrical connector.
Air Conditioning Refrigerant Temperature Sensor

1
Tighten
6 N·m (53 lb in)


Volt


Remove The Front Right Side Wheelhouse Front Liner.. Refer to Front Wheelhouse Front Liner Replacement .
Ambient Air Temperature Sensor
Procedure
1
2. Unsnap the temperature sensor from the air deflection/baffle.


Volt

Air Conditioning Condenser Replacement

2. Remove the drive motor battery coolant radiator. Refer to Drive Motor Battery Coolant Radiator Replacement
3. Remove the air conditioning compressor and condenser hose from condenser. Refer to Air Conditioning Compressor and Condenser Hose Replacement
4. Remove the air conditioning evaporator thermal expansion valve tube from the condenser. Refer to Air Conditioning Evaporator Thermal Expansion Valve Tube
Replacement
Air Conditioning Condenser

1
Tip
Push in tabs to release condenser.


Volt

Air Conditioning and Heater Module Assembly Removal and Installation

3. Remove the instrument panel tie bar. Refer to Instrument Panel Tie Bar Replacement .
4. Disconnect the HVAC module electrical connectors.
5. Remove the air conditioning evaporator thermal expansion valve tube. Refer to Air Conditioning Evaporator Thermal Expansion Valve Tube Replacement .
6. Remove the heater water shutoff valve actuator inlet. Refer to Heater Water Shutoff Valve Actuator Inlet Hose Replacement .
7. Remove the heater inlet hose. Refer to Heater Inlet Hose Replacement .
HVAC Module Assembly Fastener (Qty: 1)

1
Tighten
10 N·m (89 lb in)
2 Heater and Air Conditioning Evaporator and Blower Module


Volt

Air Conditioning Evaporator Replacement

1. Remove the heater and air conditioning evaporator and blower module. Refer to Air Conditioning and Heater Module Assembly Removal and Installation .
2. Remove the heater core. Refer to Heater Core Replacement .
3. Disconnect the heater and air conditioning evaporator and blower module assembly electrical connectors.
A/C Evaporator Fastener (Qty: 8)
1
2 Heater and Air Conditioning Evaporator and Blower Module Lower Case
3 Air Conditioning Evaporator Core


Volt

Air Conditioning Evaporator and Blower Module Drain Hose Replacement

Remove Front Floor Console Extension Cover. Refer to Front Floor Console Extension Replacement - Right Side
Air Conditioning Evaporator and Blower Module Drain Hose
Procedure
1
1. Loosen the carpet in the range of the front floor console.
2. Release and pull off the drain hose from the HVAC module assembly and unsnap the drain fitting grommet from the front floor panel.


Volt

Heater Inlet Hose Replacement


•
1. Disable the high voltage system. Refer to High Voltage Disabling and High Voltage Enabling .
2. Drain the coolant. Refer to Cooling System Draining and Filling .
5. Unclip from heater water auxiliary pump inlet hose.
Heater Inlet Hose Clamp
Procedure
Reposition the heater inlet hose clamp using BO-38185 pliers

1
Special Tools

2 Heater Inlet Hose Quick Connect Fitting
Heater Inlet Hose
3


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Heater Inlet And Outlet Pipe Replacement

Special Tools
Removal Procedure


4. Remove the front wheelhouse front liner on passenger side. Refer to Front Wheelhouse Front Liner Replacement .
5. Remove the heater inlet and outlet pipe clamps (1) at heater water auxiliary pump using BO-38185 pliers .
6. Remove the heater inlet and outlet pipe (2) from the heater water auxiliary pump.
7. Remove the heater inlet and outlet pipe clamps (1) at the heater water auxiliary pump inlet hose and the heater outlet hose using BO-38185 pliers .
8. Remove the heater inlet and outlet pipe bolts (2) from the cradle.
9. Remove the heater inlet and outlet pipe (3) from the vehicle.
1. Install the heater inlet and outlet pipe (3) to the vehicle.
2. Install the heater inlet and outlet pipe bolts (2) to the cradle and torque to 17 N·m (13 lb ft).
3. Install the heater inlet and outlet pipe clamps (1) at the heater water auxiliary pump inlet hose and the heater outlet hose using BO-38185 pliers .
4. Install the heater inlet and outlet pipe (2) to the heater water auxiliary pump.
5. Install the heater inlet and outlet pipe clamps (1) at the heater water auxiliary pump using BO-38185 pliers .
6. Install the front wheelhouse front liner on passenger side. Refer to Front Wheelhouse Front Liner Replacement .


Volt

Heater Outlet Hose Replacement


•
Heater Outlet Hose Clamps (Qty: 2)
Procedure
Reposition the heater outlet hose clamps using BO-38185 pliers

1
Special Tools

Heater Outlet Hose
2


Volt

Heater Core Outlet Tube Replacement


•
2. Remove the air conditioning and heater module assembly. Refer to Air Conditioning and Heater Module Assembly Removal and Installation .
Bracket Heater Core Outlet Tube Bolt

1
Tighten
2.5 N·m (23 lb in)
2 Heater Core Outlet Tube Brace
3 Heater Core Outlet Tube Clamp
4 Heater Core Outlet Tube


Volt

Heater Core Inlet Tube Replacement


•
2. Remove the air conditioning and heater module assembly. Refer to Air Conditioning and Heater Module Assembly Removal and Installation .
Bracket Heater Core Inlet Tube Bolt

1
Tighten
2.5 N·m (23 lb in)
2 Heater Core Outlet Tube Brace
3 Heater Core Outlet Tube Clamp
4 Heater Core Outlet Tube


Volt

Heater Inlet Pipe Adapter Replacement


•
1. Disable high voltage system. Refer to High Voltage Disabling and High Voltage Enabling .
2. Remove the heater water shutoff valve actuator inlet hose. Refer to Heater Water Shutoff Valve Actuator Inlet Hose Replacement .
Heater Inlet Pipe Adapter Hose Clamps
Procedure
Reposition the heater inlet pipe adapter hose clamps using BO-38185 pliers.
1
Special Tools

Heater Inlet Pipe Adapter
2


Volt

Air Inlet Valve Actuator Gear Replacement

Remove the air inlet assembly. Air Inlet Assembly Replacement

Air Inlet Valve Actuator Gear Screw (Qty: 3)
1
Tighten
1.5 N·m (13 lb in)
Air Inlet Valve Actuator Gear
Procedure
2
Disconnect the air inlet valve actuator gear electrical connector.
Tip
Actuator is self-calibrating when connecting the battery.


Volt

Passenger Compartment Air Filter Replacement

Removal Procedure
1. Open the instrument panel lower compartment and remove rubber mat.Refer to.Instrument Panel Lower Compartment Replacement
2. Remove the instrument panel lower compartment filter access door.

3. Unclip 2 clips (1) and remove passenger compartment air filter (2).
1. Install passenger compartment air filter (2) and clip in 2 clips (1).
2. Install the instrument panel lower compartment filter access door.
3. Install instrument panel compartment. Refer to Instrument Panel Lower Compartment Replacement .


Volt

Air Inlet Replacement

Remove the heater and air conditioning evaporator and blower module. Refer to Air Conditioning and Heater Module Assembly Removal and Installation .
Air Inlet Fastener (Qty: 2)
1
Tighten
2.5 N·m (23 lb in)
2 Air Inlet


Volt

Air Inlet Assembly Replacement

1. Remove the heater and air conditioning evaporator and blower module. Refer to Air Conditioning and Heater Module Assembly Removal and Installation .
2. Remove the air inlet valve actuator gear. Refer to Air Inlet Valve Actuator Gear Replacement .
3. Remove the air inlet valve and inside air valve control cam. Refer to Air Inlet Valve and Inside Air Valve Control Cam Replacement .
Air Inlet Housing Fastener (Qty: 4)

1
Tighten
2.5 N·m (23 lb in)
2 Air Inlet Housing


Volt

Blower Motor Control Module Replacement

1. Remove the I/P Lower Trim Panel Insulator Refer to Instrument Panel Lower Trim Panel Insulator Replacement .
2. Remove the right side floor front air outlet duct. Refer to.Floor Front Air Outlet Duct Replacement - Right Side
3. Reposition any wiring or hoses to gain access to blower motor control.
Blower Motor Control Module Screw (Qty: 2)

1
Tighten
2 N·m (17 lb in)
Blower Motor Control Module
2 Procedure
Disconnect the wiring connector.


Volt

Air Inlet Valve and Inside Air Valve Control Cam Replacement

Remove the air inlet valve actuator gear. Refer to Air Inlet Valve Actuator Gear Replacement
Air Inlet Valve and Inside Air Valve Control Cam
Procedure
1
Release the centre tab and pull off the control cam.
Tip
The air inlet valve and inside air valve control cam can only be fitted in one position.


Volt

Air Inlet Valve Lever Replacement

Remove the inlet valve and inside air valve control cam gear. Refer to Air Inlet Valve and Inside Air Valve Control Cam Replacement .
Mode Valve Lever
Procedure
1 1. Move the inlet valve to the middle position and mark the position of the inlet valve lever notch to the mode valve gear.
2. Remove the inlet valve lever.
Tip
Use the indentation for the correct positioning of the lever arms.


Volt

Blower Motor Replacement

1. Remove the instrument panel lower trim panel insulator - right side. Refer to Instrument Panel Lower Trim Panel Insulator Replacement .
2. Remove the floor air outlet duct. Refer to Floor Front Air Outlet Duct Replacement - Right Side .
3. Disconnect the blower motor electrical connector.
Blower Motor Fastener (Qty: 3)
1
2 Blower Motor


Volt

Air Distributor Case Replacement

1. Remove the HVAC module. Refer to Air Conditioning and Heater Module Assembly Removal and Installation .
2. Reposition any wiring harnesses before removal.
Air Distribution Case Screw Qty: (7)

1
Tighten
3 N·m (27 lb in)
Air Distribution Case
Procedure
2
1. Prior to removing the air distribution case, note the routing of the wiring to ensure proper reinstallation.
2. Disconnect all electrical connections.
3. When replacing the air distribution case, transfer all necessary components.


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Instrument Panel Outer Air Outlet Replacement - Left Side

Procedures
1
1. Use a flat bladed plastic trim tool to aid in the removal of the air outlet from the instrument panel assembly.
3. When replacing the air outlet assembly, transfer all necessary parts.


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Instrument Panel Centre Air Outlet Replacement

1. Remove the instrument panel upper trim pad retainer assembly. Refer to Upper Trim Pad Retainer Replacement .
2. Remove the instrument panel centre air outlet duct. Refer to Instrument Panel Centre Air Outlet Duct Replacement .
Instrument Panel Centre Air Outlet Fasteners (Qty: 6) (3 per outlet)
1
2 Instrument Panel Centre Air Outlet Assemblies (Right or Left)


Volt

Instrument Panel Outer Air Outlet Replacement - Right Side

1 Procedure
Use a flat bladed plastic trim tool to aid in the removal of the air outlet from the instrument panel assembly.


Volt

Floor Front Air Outlet Duct Replacement - Right Side

Remove the instrument panel lower compartment. Refer to Instrument Panel Lower Compartment Replacement .
1 Floor Front Air Outlet Duct Fastener
2 Floor Front Air Outlet Duct - Right Hand Side


Volt

Floor Front Air Outlet Duct Replacement - Left Side

1 Floor Front Air Outlet Duct Fastener
2 Floor Front Air Outlet Duct - Left Side

Volt

Instrument Panel Centre Air Outlet Duct Replacement

Remove the Upper Trim Pad Retainer Replacement. Refer to Upper Trim Pad Retainer Replacement
Instrument Panel Centre Air Outlet Duct Fasteners (Qty: 6)
1
Tighten
1.5 N·m (13 lb in)
2 Instrument Panel Centre Air Outlet Duct


Volt

Windscreen Defroster Nozzle Replacement

Remove the instrument panel centre air outlet duct. Refer to Instrument Panel Centre Air Outlet Duct Replacement .
Windscreen Defroster Nozzle Duct Fasteners (Qty: 2)
1
2 Windscreen Defroster Nozzle Duct


Volt

Side Window Defogger Outlet Duct Replacement - Left Side

Remove the instrument panel centre air outlet duct. Refer to Instrument Panel Centre Air Outlet Duct Replacement .
Side Window Defogger Outlet Duct - Left Fasteners
1
Tighten
1.5 N·m (13 lb in)
2 Side Window Defogger Outlet Duct - Left


Volt

Side Window Defogger Outlet Duct Replacement - Right Side

Remove the instrument panel upper trim pad assembly. Refer to Upper Trim Pad Retainer Replacement .
Side Window Defogger Outlet Duct Fastener (Qty: 2)
1
Tighten
1.5 N·m (13 lb in)
2 Side Window Defogger Outlet Duct - Right Side


Volt


1. Prepare the heater and air conditioning remote control for replacement. Refer to Control Module References .
2. Remove Radio Control Assembly. Refer to Radio Control Assembly Replacement .
Heater and Air Condition Remote Control
Procedure
1
1. Disconnect the heater and air conditioning control harness connector.
2. Programme the heater and air conditioning remote control. Refer to Control Module References .


Volt


1. Disconnect the negative battery cable..

2. Remove the brake pedal assembly. Refer to Brake Pedal Assembly Replacement .
Mode Actuator Screw (Qty: 3)
Procedure
1
Disconnect the mode actuator electrical connector.
Tighten
1.5 N·m (13 lb in)
Mode Actuator
2
Tip
Actuator is self-calibrating when connecting the battery.Refer to Actuator Recalibration


Volt

Mode Valve Lever Replacement

Remove the mode control cam. Refer to Mode Control Cam Actuator Replacement .
Mode Valve Lever
Procedure
1 1. Move the valve to the middle position and mark the position of the mode valve lever notch to the mode valve gear.
2. Remove the mode valve lever.
Tip
Use the indentation for the correct positioning of the lever arms.


Volt

Heater Coolant Heater Heat Shield Replacement

Remove the front wheelhouse front liner on the passenger side. Refer to Front Wheelhouse Front Liner Replacement
1 Heater Coolant Heater Heat Shield Retainers (Qty: 2).
2 Heater Coolant Heater Heat Shield


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Heater Core Replacement

1. Remove the Front Floor Console Extension Replacement - left side. Refer to Front Floor Console Extension Replacement - Left Side .
2. Remove the heater inlet hose from the heater core tube. Refer to Heater Inlet Hose Replacement .
3. Remove the Heater Water Shutoff Valve Inlet Hose. Refer to Heater Water Shutoff Valve Inlet Hose Replacement .
4. Remove the heater inlet tube. Refer to Heater Core Inlet Tube Replacement
5. Remove the heater outlet tube. Refer to Heater Core Outlet Tube Replacement
Heater Core Bracket Fastener

1
Tighten
1.4 N·m (12.4 lb in)
2 Heater Core Bracket (Qty: 2)
Heater Core
3 Procedure
Pull out the heater core.


Volt

Heater Coolant Heater Air Supply Hose Replacement


•
Heater Coolant Heater Air Supply Hose Clamps (Qty 2)
Procedure
Reposition the heater coolant heater air supply hose clamps using BO-38185 pliers
1
Special Tools

Heater Coolant Heater Air Supply Hose
2


Volt

Heater Coolant Heater Replacement


•
2. Remove the intake manifold. Refer to Intake Manifold Replacement .
3. Remove the heater outlet hose. Refer to Heater Outlet Hose Replacement .
4. Remove the heater inlet hose. Refer to Heater Inlet Hose Replacement .
5. Disconnect the electrical connectors from the heater coolant cooler. Refer to High Voltage Connectors .
Heater Coolant Heater Nuts (Qty: 5)

1
Tighten
9 N·m (80 lb in)
Heater Coolant Heater
2


Volt

Heater Water Auxiliary Pump Replacement


•
3. Remove the front wheelhouse front liner on the passenger side. Refer to Front Wheelhouse Front Liner Replacement .
4. Remove the heater coolant heater heat shield. Refer to Heater Coolant Heater Heat Shield Replacement .
5. Remove the heater inlet and outlet pipe. Refer to Heater Inlet And Outlet Pipe Replacement .
6. Disconnect the electrical connector from the heater water auxiliary pump.
Heater Water Auxiliary Pump Nuts (Qty: 2)

1
Tighten
9 N·m (80 lb in)
2 Heater Water Auxiliary Pump


Volt

Accessory DC Power Control Module Cooling Air Inlet Duct Replacement

Remove the floor stowage trim compartment. Refer to Rear Compartment Floor Stowage Trim Compartment Replacement .
Accessory DC Power Control Module Cooling Air Inlet Duct Fastener
1
Tighten
1.5 N·m (13 lb in)
2 Accessory DC Power Control Module Cooling Air Inlet Duct


Volt

Accessory DC Power Control Module Cooling Air Duct Replacement

Remove the floor stowage trim compartment. Refer to Rear Compartment Floor Stowage Trim Compartment Replacement .
Accessory DC Power Control Module Cooling Air Duct Fastener (Qty: 2)
1
Tighten
1.5 N·m (13 lb in)
2 Accessory DC Power Control Module Cooling Air Duct


Volt

Accessory DC Power Control Module Cooling Blower Replacement

1. Remove the floor stowage trim compartment. Refer to Rear Compartment Floor Stowage Trim Compartment Replacement .
2. Remove 12 volt battery. Refer to Battery Replacement .
3. Disconnect the DC power control module electrical connector.
Accessory DC Power Control Module Cooling Blower Fastener (Qty: 3)
1
2 Accessory DC Power Control Module Cooling Blower


Volt

Heater Water Shutoff Valve Replacement


•
1. Disable high voltage system. Refer to High Voltage Disabling and High Voltage Enabling .
2. Pinch and remove the heater water shutoff valve actuator inlet hose from valve. Refer to Heater Water Shutoff Valve Actuator Inlet Hose Replacement .
3. Pinch and remove the heater water shutoff valve inlet hose from valve. Refer to Heater Water Shutoff Valve Inlet Hose Replacement .
4. Pinch and remove the heater water auxiliary pump inlet hose from valve. Refer to Heater Water Auxiliary Pump Inlet Hose Replacement .
Heater Water Shutoff Valve Nuts (Qty: 2).

1
Tighten
9 N·m (80 lb in)
Heater Water Shutoff Valve
Note: Prevent coolant contact with electrical connectors.
2 Procedure
1. Check and fill the coolant. Refer to Cooling System Draining and Filling .
2. Perform the heater water shutoff valve learn procedure.


Volt

Heater Water Shutoff Valve Actuator Inlet Hose Replacement


•
1 Heater Water Shutoff Valve Actuator Inlet Hose Quick Connect

Heater Water Shutoff Valve Actuator Inlet Hose Clamp
Procedure
Reposition the heater water shutoff valve actuator inlet hose clamp using the BO-38185 pliers.
2
Special Tools

Heater Water Shutoff Valve Actuator Inlet Hose
3


Volt

Heater Water Shutoff Valve Inlet Hose Replacement

Special Tools
Removal Procedure

4. Disconnect the heater water shutoff valve inlet hose quick connect fitting (1) at the heater water shutoff valve.
5. Remove the heater water shutoff valve inlet hose (2) from the heater water shutoff valve.
6. Remove the heater water shutoff valve inlet hose clamp (1) at engine using BO-38185 pliers .
7. Remove the heater water shutoff valve inlet hose (2) from engine.
8. Remove the heater water shutoff valve inlet hose from the vehicle.
1. Install the heater water shutoff valve inlet hose to the vehicle.
2. Install the heater water shutoff valve inlet hose (2) to the engine.
3. Install the heater water shutoff valve inlet hose clamp (1) at the engine using BO-38185 pliers .
4. Install the heater water shutoff valve inlet hose (2) to the heater water shutoff valve.
5. Connect the heater water shutoff valve inlet hose quick connect fitting (1) at heater water shutoff valve.
7. Fill the cooling system. Refer to Drive Motor Generator Power Inverter Module Cooling System Draining and Filling .


Volt

Heater Water Auxiliary Pump Inlet Hose Replacement

Special Tools
Removal Procedure
4. Remove the heater water auxiliary pump inlet hose clamp (1) at the coolant reservoir using BO-38185 pliers .
5. Remove the heater water auxiliary pump inlet hose (2) from the coolant reservoir.
6. Remove the heater water auxiliary pump inlet hose clamps (1) at engine and heater water shutoff valve using BO-38185 pliers.
7. Remove the heater water auxiliary pump inlet hose (2) from the engine and heater water shutoff valve.
8. Remove the heater water auxiliary pump inlet hose clamp (1) at the heater inlet and outlet pipe using BO-38185 pliers.
10. Remove the heater water auxiliary pump inlet hose (2) from the heater inlet and outlet pipe.
11. Remove the heater water auxiliary pump inlet hose from the vehicle.
1. Install the heater water auxiliary pump inlet hose to the vehicle.
2. Install the heater water auxiliary pump inlet hose (2) to the engine and heater water shutoff valve.
3. Install the heater water auxiliary pump inlet hose clamp (1) at the heater inlet and outlet pipe using BO-38185 pliers.
4. Install the heater water auxiliary pump inlet hose (2) to the engine and heater water shutoff valve.
5. Install the heater water auxiliary pump inlet hose clamps (1) at the engine and heater water shutoff valve using BO-38185 pliers.
6. Install the heater water auxiliary pump inlet hose (2) to the coolant reservoir.
7. Install the heater water auxiliary pump inlet hose clamp (1) at the coolant reservoir using BO-38185 pliers.


Volt

Heater Vent Hose Replacement


•
Heater Vent Hose Clamps (Qty 2)
Procedure
Reposition the heater vent hose clamps using BO-38185 pliers

1
Special Tools

Heater Vent Hose
2


Volt

Heater Outlet Hose Vapour Vent Hose Replacement


•
2. Partially drain the coolant. Refer to Cooling System Draining and Filling .
Heater Outlet Hose Vapour Vent Hose Clamps (Qty: 2)
Procedure
Reposition the heater outlet vapour vent hose clamps using BO-38185 pliers
1
Special Tools

2 Heater Outlet Hose Vapour Vent Hose Retainers (Qty: 2)
Heater Outlet Hose Vapour Vent Hose
3


Volt

Heating and Air Conditioning System Description and Operation

Heating
The heating system uses the engine and a high voltage heater to provide heat to the passenger compartment. The high voltage heater is used when the engine is not running
and passenger compartment heat is requested. The high voltage heater provides different levels of heat depending on the amount of heat needed and outside temperature.
The HVAC Control Module turns on the coolant pump and monitors the temperature sensors in the passenger compartment, outside air, engine radiator, high voltage heater
and the engine to determine the position of the coolant flow control valve and if the high voltage heater is needed. Passenger compartment heat is provided by air flowing
through the heater core. The heater core is heated by coolant from either the engine or the high voltage heater.
The engine cooling system circulates a 50/50 mixture of Dex-cool and distilled water.
Air Conditioning
The A/C system uses the refrigerant R-134a which is a gas at very low temperatures and can transfer heat from the passenger compartment and high voltage battery to the
outside air. The A/C system is mechanically protected with the use of a high pressure relief valve on the A/C compressor. If the refrigerant pressure sensor were to fail or if the
A/C system becomes restricted and the refrigerant pressure continued to rise, the high pressure relief will open and release refrigerant from the system.
The high voltage electric A/C compressor is a self contained high voltage inverter, electric motor, and direct coupled compressor. The electric A/C compressor has the ability
to run and provide cooling performance while the vehicle engine is not running. This feature enables the electric A/C compressor to run at a speed independent of the engine.
The electronic climate control module and the Vehicle Integration Control Module (VICM) will command the electric A/C compressor to a speed necessary to maintain a
desired cooling level rather than cycle the electric A/C compressor on and off.
The electric A/C compressor builds pressure and adds heat to the refrigerant gas. The refrigerant gas flows from the electric A/C compressor to the condenser where heat is
transferred to the outside air when the refrigerant condenses from a gas to a liquid. The liquid refrigerant then flows to a thermal expansion valve (TXV) on the battery chiller.
The TXV lowers the pressure of the liquid refrigerant which makes the refrigerant expand from a liquid to a vapour. The low pressure refrigerant vapour flows into the battery
chiller and begins to boil and change into a gas as the refrigerant absorbs heat from the battery coolant also flowing inside the battery chiller. The battery coolant and
refrigerant are separated by several plates inside the battery chiller. The liquid refrigerant also flows to a second TXV on the evaporator. The low pressure refrigerant vapour
flows from the TXV into the evaporator and begins to boil and change into a gas as the refrigerant absorbs heat from the passenger compartment air that is flowing through
the outside of the evaporator. The moisture in the passenger compartment air condenses on the outside of the evaporator and flows down to the bottom of the HVAC module
where it drains outside the passenger compartment through a drain hose. The low pressure refrigerant gas then flows from the battery chiller and the evaporator back to the
electric A/C compressor where the cycle is repeated.

Volt

Special Tools
GE 39400-A
J 39400-A
Halogen Leak Detector
GE 42220
J 42220
Universal 12V Leak Detection Lamp

GE 43872
J 43872
Fluorescent Dye Cleaner
GE 45037-A
J 45037-A
A/C PAG Oil Injector
GE 45268
J 45268
Flush Adaptor Kit

GE 46246
J 46246
Valve Core Removal Tool
GE 48800
CoolTech A/C Recharge Machine
GE 48997
Hybrid A/C Oil Injector Adapter Hose


Volt

Sensor Resistance Table

Temperature Ambient Air Temp Sensor Inside Air Temp Sensor Evaporator Temperature sensor HVAC Duct temperature Sensors
°C °F (K ohms) (K ohms) (K ohms) (K ohms)
-40 -40 333.6 174.5 100.9 100.9
-35 -31 241.1 125.1 72.7 72.3
-30 -22 176.1 90.7 53.1 52.6
-25 -13 129.9 66.5 39.1 38.6
-20 -4 96.8 49.3 29.1 28.6
-15 5 72.8 36.9 21.8 21.4
-10 14 55.3 27.9 16.5 16.1
-5 23 42.3 21.3 12.6 12.3
0 32 32.7 16.4 9.7 9.4
5 41 25.4 12.7 7.6 7.3
10 50 19.9 10 5.9 5.7
15 59 15.7 7.9 4.7 4.4
20 68 12.5 6.3 3.7 3.5
25 77 10.0 5.0 3.0 2.8
30 86 8.1 4.0 2.4 2.2
35 95 6.5 3.3 1.9 1.8
40 104 5.3 2.7 1.5 1.5
45 113 4.4 2.2 1.2 1.2
50 122 3.6 1.8 1.0 1.0
55 131 3.0 1.5 0,8 0.8
60 140 2.5 1.2 0.7 0.7
65 140 2.1 1.0 0.6 0.6
70 158 1.8 .9 0.5 0.5
75 167 1.4 .8 0.44 0.44
80 176 1.2 .6 0.37 0.37
85 185 1.0 .5 0.32 0.32


Volt

HVAC Schematics
Figure 1: Power, Ground, Data Communication and Blower Controls
Figure 2: Actuators
Figure 3: Temperature Sensors
Figure 4: Cabin Heater
Figure 5: Compressor Controls


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HVAC Component Replacement Reference

Component Code/Schematic
Scan Tool Name Name Service Name Repair Instruction Name
Passenger Compartment Humidity, Passenger
B160 Humidity/Windscreen Humidity/Windscreen Inside Air Moisture and Windscreen
Compartment Humidity Sensor Temperature, Windscreen
Temperature Sensor Temperature Sensor Temperature Sensor Replacement
Temperature
M46 Air Recirculation Door
Air Recirculation Door Actuator Air Recirculation Door Actuator Air Inlet Valve Actuator Replacement
Actuator
Left Temperature Door Actuator M614 Air Temperature Actuator Air Temperature Actuator Temperature Valve Actuator Replacement
Mode Door Actuator M37 Mode Door Actuator Mode Door Actuator Mode Control Cam Actuator Replacement
B7F Air Temperature Sensor- Duct Air Temperature Sensor- Duct Air Temperature Sensor Replacement -
Upper Left Duct Air Temperature Sensor
Duct Upper Upper Upper
B7B Air Temperature Sensor- Duct Air Temperature Sensor - Duct Air Temperature Sensor Replacement -
Lower Left Duct Air Temperature Sensor
Duct Lower Lower Lower
B222 A/C Evaporator Refrigerant Evaporator Refrigerant Low Air Conditioning Refrigerant Temperature
A/C Evaporator Temperature Sensor
Low Side Temperature Sensor Side Temperature Sensor Sensor Replacement
B39 Evaporator Temperature Evaporator Temperature Air Conditioning Refrigerant Temperature
A/C Evaporator Temperature Sensor
Sensor Sensor Sensor Replacement
Inside Air Temperature, Sun Load Temperature and Headlamp
B10B Ambient Light/Sunload
Sunload Sensor Ambient Light and Sunload Automatic Control Ambient Light Sensor
Sensor
sensor Replacement
B10B Inside Air Inside Air Temperature, Sun Load Temperature and Headlamp
Passenger Compartment Air Temperature Sensor Temperature/Ambient Ambient Light and Sunload Automatic Control Ambient Light Sensor
Light/Sunload Sensor sensor Replacement
Blower Motor Control Module K8 Blower Motor Control Module Blower Motor Control Module Blower Motor Control Module Replacement
Blower Motor M8 Blower Motor Blower Motor Blower Motor Replacement
B1 A/C Refrigerant Pressure A/C Refrigerant Pressure Air Conditioning Refrigerant Pressure Sensor
A/C Low Side Pressure Sensor
Sensor Sensor Replacement - Low Pressure
B1 A/C Refrigerant Pressure A/C Refrigerant High Side Air Conditioning Refrigerant Pressure Sensor
A/C High Side Pressure Sensor
Sensor Pressure Sensor Replacement - High Pressure
B135 Coolant Heater Coolant Heater Temperature
Heater Core Coolant Temperature Coolant Temperature Sensor Replacement
Temperature Sensor Sensor
Q66 Passenger Compartment Passenger Compartment
Passenger Compartment Heater Coolant Control Solenoid
Heater Coolant Control Solenoid Heater Coolant Control Heater Water Shutoff Valve Replacement
Valve
Valve Solenoid Valve
Auxiliary Coolant Pump G36 Auxiliary Coolant Pump Auxiliary Coolant Pump Heater Water Auxiliary Pump Replacement
K10 Coolant Heater Control
Coolant Heater Control Module Coolant Heater Control Module Heater Coolant Heater Replacement
Module
B23 Ambient Air Temperature Ambient Air Temperature Ambient Air Temperature Sensor
Ambient Air Temperature Sensor
Sensor Sensor Replacement
Radio/HVAC Control A20 Radio/HVAC Control Radio/HVAC Control Radio Control Assembly Replacement
Heater and Air Conditioning Remote Control
Remote Heater and Air Conditioning Control Module K33 HVAC Control Module HVAC Control Module
Replacement


Volt

DTC B0163
DTC Descriptors
DTC B0163 02: Passenger Compartment Temperature Sensor Circuit Short to Ground
DTC B0163 05: Passenger Compartment Temperature Sensor Circuit High Voltage/Open

Signal Terminal 3 B0163 02 B0163 05 B0163 05 1
Low Reference - B0163 05, B0183 05 -- --
1. HVAC Malfunction
The ambient light/sunload sensor includes the sunload sensor and passenger compartment temperature sensor.
This sensor assembly provides information about:
• Sun heat intensity

• Passenger compartment temperature
The vehicle uses a sunload sensor that is integrated into one sensor assembly along with the passenger compartment temperature sensor. Low reference and signal circuits
enable the sensor to operate. The sensor signal varies between 0-5 V.
The passenger compartment temperature sensor is a negative temperature co-efficient thermistor. A signal and low reference circuit enables the sensor to operate. As the air
temperature increases, the sensor resistance decreases. The sensor signal varies between 0-5 V.
Bright or high intensity light causes the vehicles interior temperature to increase. The HVAC system compensates for the increased temperature by diverting additional cool air
into the vehicle.

• The HVAC control module is ON.
B0163 02 or B0163 05
The HVAC control module detects the sensor signal out of range. The signal voltage is less than 0.1 V or greater than 4.9 V for more than 50 ms.
• The system will use the last valid values as default.
• If no value is read at the time of fault, the HVAC control module uses 0 W/m².
B0163 02 or B0163 05
The sensor signal is within specified range between 0.1-4.9 V.
Schematic Reference
HVAC Schematics

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B10B ambient light/sunload sensor. It may take up to 2 minutes for all vehicle
2.1. Vehicle OFF, disconnect the harness connector at the K33 HVAC control module.
If less than 2 Ω, replace the K33 HVAC control module.
If less than 10 Ω
4. Verify the scan tool parameter Passenger Compartment Air Temperature (Unfiltered) is less than -35°F.
If -35°F or greater
If infinite resistance, replace the K33 HVAC control module.
If less than -35°F
6. Verify the scan tool parameter Passenger Compartment Air Temperature (Unfiltered) is greater than 240°F.
If 240°F or less
6.1. Vehicle OFF, disconnect the harness connector at the K33 HVAC control module, vehicle in Service Mode.
If less than 1 V
6.3. Vehicle OFF
If greater than 240°F
7. Test or replace the B10B ambient light sensor.
Repair Instructions
• HVAC Component Replacement Reference



Volt

DTC B0173, B0178, or B3933

DTC Descriptors
DTC B0173 02: Upper Left Duct Air Temperature Sensor Circuit Short to Ground
DTC B0173 05: Upper Left Duct Air Temperature Sensor Circuit High Voltage/Open
DTC B0178 02: Lower Left Duct Air Temperature Sensor Circuit Short to Ground
DTC B0178 05: Lower Left Duct Air Temperature Sensor Circuit High Voltage/Open
DTC B3933 02: Air Conditioning Evaporator Temperature Sensor Circuit Short to Ground
DTC B3933 05: Air Conditioning Evaporator Temperature Sensor Circuit High Voltage/Open

Upper Left Duct Air Temperature Sensor Signal B0173 02 B0173 05 B0173 05 1
Lower Left Duct Air Temperature Sensor Signal B0178 02 B0178 05 B0178 05 1
Air Conditioning Evaporator Temperature Sensor Signal B3933 02 B3933 05 B3933 05 1
Low Reference -- B0173 05, B0178 05, B3933 05 B0173 05, B0178 05, B3933 05 -
1. Air Temperature Malfunction
The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors:
• Air temperature sensor left upper

• Air temperature sensor left lower
• Evaporator temperature sensor
A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases, the sensor resistance decreases. The sensor
signal voltage decreases as the resistance decreases. The sensor operates within a temperature range between -40 to +85°C (-40 to +185°F). The sensor signal varies
between 0-5 V. The HVAC control module converts the signal to a range between 0-255 counts. As the air temperature increases the count value will decrease. If the HVAC
control module detects a malfunctioning sensor, then the control module software will use a default air temperature value. The default action ensures that the HVAC system
can adjust the inside air temperature near the desired temperature until the condition is corrected.
The vehicle is turned ON.
A default value is used when the DTC is set.
• The DTC will become history if the HVAC control module no longer detects a failure.
• The history DTC will clear after 100 fault-free ignition cycles.
Schematic Reference
HVAC Schematics

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the appropriate temperature sensor. It may take up to 2 minutes for all vehicle systems
to power down.
2. Test for less than 10 Ω between the low reference circuit terminal B and ground.
If less than 10 Ω
4. Verify the scan tool parameter is less than -39°F.
• Lower Left Duct Air Temperature Sensor
• Upper Left Duct Temperature Sensor
• A/C Evaporator Temperature Sensor
If greater than -39°F
4.2. Test for infinite resistance between the signal circuit terminal A and ground.
If -39°F or less
5. Install a 3 A fused jumper wire between the signal circuit and the low reference circuit terminal B.
6. Verify the scan tool parameter is greater than 240°F.
• Lower Left Duct Air Temperature Sensor
• Upper Left Duct Temperature Sensor
• A/C Evaporator Temperature Sensor
If 240°F or less
If less than 1 V
6.3. Vehicle OFF
7. Test or replace the temperature sensor.
Component Testing
1. Test the air temperature sensor by varying the sensor temperature while monitoring the sensor resistance.
2. Compare the readings with the Sensor Resistance Table and verify that the resistance is within 5 percent of the specification.
If not within the specified range, replace the sensor.
Repair Instructions



Volt

DTC B018A, B048C, B048F, or B1395

DTC Descriptors
DTC B018A 02: Windscreen Temperature Sensor Circuit Short to Ground
DTC B018A 05: Windshield Temperature Sensor Circuit High Voltage/Open
DTC B048C 02: Humidity Sensor Humidity Circuit Short to Ground
DTC B048C 05: Humidity Sensor Humidity Circuit High Voltage/Open
DTC B048F 02: Humidity Sensor Temperature Circuit Short to Ground
DTC B048F 05: Humidity Sensor Temperature Circuit High Voltage/Open
DTC B1395 03: Control Module Voltage Reference Output Circuit Low Voltage
DTC B1395 07: Control Module Voltage Reference Output Circuit High Voltage

5 V Reference B1395 03 B1395 03 B1395 07 -
Signal Terminal 2 B048C 02 B048C 05 B048C 05 -
Signal Terminal 5 B048F 02 B048F 05 B048F 05 -
Signal Terminal 4 B018A 02 B018A 05 B018A 05 -
B018A 05,
B048C 05,
Ground - -- --
B048F 05,
B1395 03
The windscreen temperature and inside moisture sensor integrates the relative humidity sensor, windscreen temperature sensor and humidity sensing element temperature
sensor.
• Relative humidity level on inside windscreen

• Temperature of the inside windscreen
• Temperature of the humidity sensor element
The relative humidity sensor measures the relative humidity on the compartment side of the windscreen. It also detects the temperature of the windscreen surface on the
compartment side. Both values are used as control inputs for the HVAC control module application to calculate the fog risk on windscreen compartment side and ability to
reduce fuel consumption by decreasing A/C compressor power to a minimum without causing any fog. The sensor will also enable partial recirculation mode in order to
improve heat-up performance of the passenger compartment under cold ambient temperature conditions without the risk of mist build-up on the windscreen. The humidity
sensor element temperature sensor supplies the temperature of the humidity sensor element. It is only needed if the thermal contact between the humidity sensing element
and the inside windscreen surface is not sufficient.

B018A 02, B048C 02, B048C 02 or B1395 03
The HVAC control module detects the sensor signal out of range. The signal voltage is less than 0.1 V for more than 50 ms.
B018A 05, B048C 05, B048C 05 or B1395 07

The HVAC control module detects the sensor signal out of range. The signal voltage is greater than 4.9 V for more than 50 ms.
• If no value is read at the time of fault, the HVAC control module uses 60% for humidity.
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B160 windscreen temperature and inside moisture sensor. It may take up to 2
minutes for all vehicle systems to power down.
If less than 10 Ω
If less than 4.8 V
If less than 1 V, replace the K33 HVAC control module.
5. Verify the scan tool Windscreen Temperature and Passenger Compartment Humidity Sensor Temperature parameters are less than -39°F.
5.2. Test for less than 1 V between the signal circuit terminals listed below and ground.
- Windscreen temperature sensor signal terminal 4
- Passenger compartment humidity sensor temperature signal terminal 5
If less than -39°F
6. Verify the scan tool Passenger Compartment Humidity parameters is greater than 95%.
If 95% or less
If greater than 95%
7. Install a 3 A fused jumper wire between the signal circuit terminals listed below and the 5 V reference circuit terminal 1.
• Windscreen temperature sensor signal terminal 4
• Passenger compartment humidity sensor temperature signal terminal 5
8. Verify the scan tool Windscreen Temperature and Passenger Compartment Humidity Sensor Temperature parameters are greater than 239°F.
If 239°F or less
8.2. Test for infinite resistance between the signal circuit terminals listed below and ground.
- Windscreen temperature sensor signal terminal 4
- Passenger compartment humidity sensor temperature signal terminal 5
9. Install a 3 A fused jumper wire between the passenger compartment humidity sensor signal circuit terminal 2 and the low reference circuit terminal 3.
10. Verify the scan tool Passenger Compartment Humidity Sensor parameter is less than 5%.
If 5% or greater
If less than 5%
11. Test or replace the B160 windscreen temperature and inside moisture sensor.
Repair Instructions


Volt

DTC B0183
DTC Descriptors
DTC B0183 02: Solar Load Sensor Circuit Short to Ground
DTC B0183 05: Solar Load Sensor Circuit High Voltage/Open

Sensor Signal Terminal 3 B0163 02 B0163 05 B0163 05 1
Sensor Signal Terminal 4 B0183 02 B0183 05 B0183 05 1
Low Reference - B0163 05, B0183 05 -- --
1. HVAC Malfunction

The vehicle uses a sunload sensor that is integrated into one sensor assembly along with the passenger compartment temperature sensor. Low reference and signal circuits
enable the sensor to operate. The sensor signal varies between 0-5 V.
into the vehicle.

B0163 02 or B0163 05
B0183 02
The 5 V identification pulse is not received.
B0183 05
The input signal is static and greater than 4.8 V.
• If no value is read at the time of fault, the HVAC control module uses 0 W/m².
B0163 02 or B0163 05
B0183 02 or B0183 05
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B10B ambient light/sunload sensor. It may take up to 2 minutes for all vehicle
If less than 10 Ω
4. Verify the Sunload scan tool parameter is less than 2 W/m2.
If 2 W/m2 or greater
If less than 2 W/m2
6. Verify the scan tool parameter is greater than 20 W/m2.
If 20 W/m2 or less
If less than 1 V
6.3. Vehicle OFF
If greater than 20 W/m2
7. Test or replace the B10B ambient light sensor.
Repair Instructions



Volt

DTC B0193
DTC Descriptors
DTC B0193 01: Front Blower Motor Speed Circuit Short to Battery
DTC B0193 06: Front Blower Motor Speed Circuit Low Voltage/Open

B+ B0193 06 B0193 06 -- --
Control B0193 06 B0193 06 B0193 01 -
Ground - B0193 06 -- --
The blower motor control module is an interface between the HVAC control module and the blower motor. The blower motor speed control from the HVAC control module,
battery positive and ground circuits enable the blower motor control module to operate. The HVAC control module provides a pulse width modulation (PWM) signal to the
blower motor control module in order to command the blower motor speed. The blower motor control module transfers the PWM signal into a corresponding blower motor
voltage. The voltage resides between 2-13 V and changes linear to the height of the PWM signal.

B0193 01
The voltage at the HVAC control module output to the blower motor control module is always high.
B0193 06
The voltage at the HVAC control module output to the blower motor control module is always low or floating.
The blower motor is inoperative.
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the X1 harness connector at the K8 blower motor control module. It may take up to 2 minutes for all vehicle
2.1. Vehicle OFF.
If less than 10 Ω
3. Vehicle in Service Mode, verify a test lamp illuminates between B+ circuit terminal 6 and ground.
3.1. Vehicle OFF.
3.1. Vehicle OFF.
If infinite resistance, replace the K8 blower motor control module.
4. Connect a DMM between the control circuit X1 terminal 3 and the B+ circuit terminal 6.
5. Verify the proper voltages when changing the blower speed positions, with the HVAC in Comfort Mode.
• OFF 12.0 V-11.0 V
• Low 11.0 V-9.0 V
• Med 1 9.0 V-7.0 V
• Med 2 7.0 V-6.0 V
• Med 3 6.0 V-5.0 V
• Med 4 5.0 V-3.0 V
HI 2.0 V-1.0 V
•
If not within the specified range
If less than 1 V
If within the specified range
6. Connect the X1 harness connector at the K8 blower motor control module. Disconnect the harness connector at the M8 blower motor..
7. Connect a DMM between the control circuit terminal B and B+.
8. Verify the proper voltages when changing the blower speed positions, with the HVAC in Comfort Mode.
• OFF 0 V
• Low 2.0 V-3.0 V
• Med 1 3.0 V-4.5 V
• Med 2 4.5 V-6.5 V
• Med 3 6.5 V-8.5 V
• Med 4 8.5 V-10.0 V
• HI 10.0 V-12.0 V
If not within the specified range
8.1. Vehicle OFF, disconnect the harness connector X2 at the K8 blower motor control module.
If less than 1 V
If infinite resistance, replace the K8 blower motor control module.
If within the specified range
9. Verify a test lamp illuminates between B+ circuit terminal A and ground.
9.1. Vehicle OFF.
If less than 2 Ω.
If infinite resistance, replace the M8 blower motor.
10. All OK.
Repair Instructions



Volt

DTC B0223, B0233, B023A, or B0408

DTC Descriptors
DTC B0223 01: Recirculate Position Command 1 Circuit Short to Battery
DTC B0223 06: Recirculate Position Command 1 Circuit Short to Ground or Open
DTC B0233 01: Air Flow Control Circuit Short to Battery
DTC B0233 06: Air Flow Control Circuit Short to Ground or Open
DTC B023A 02: HVAC Actuators Supply Voltage Short to Ground
DTC B0408 01: Main Temperature Control Circuit Short to Battery
DTC B0408 06: Main Temperature Control Circuit Short to Ground or Open

Stepper Motors 12 V Reference B023A 02, B0223 06, B0233 06, B0408 06 B0223 06, B0233 06, B0408 06 -- --
Recirculation Actuator Control 1 B0223 06 B0223 06 B0223 01 1
Air Temperature Actuator Control 1 B0408 06 B0408 06 B0408 01 1
Mode Actuator Control 1 B0233 06 B0233 06 B0233 01 1
1. HVAC Malfunction
Stepper motors are used for temperature regulation, air distribution control and recirculation flap control.
With the appropriate switches at the HVAC control, the desired air temperature flap position, air distribution flap position and recirculation flap position can be put in. The
selected values are passed to the HVAC control module via serial data. The HVAC control module supplies a 12 V reference voltage to the stepper motors and energises the
4 stepper motor coils with a pulsed ground signal. The stepper motors put the appropriate flap into the calculated position, in order to reach the put in temperature/position.

B023A 02
The stepper motors supply output is shorted to ground.
B0223 01, B0233 01 or B0408 01
At least one control output (of 4 possible outputs) of the appropriate stepper motor is shorted to voltage when motor starts moving. Faults are not detected when motor is
already running or target position is already reached.
B0223 06, B0233 06 or B0408 06
At least one control output (of 4 possible outputs) of the appropriate stepper motor is shorted to ground or open when motor starts moving. Faults are not detected when
motor is already running or target position is already reached.
B023A 02
• The affected output will be switched off for hardware protection.
• All stepper motors are deactivated.
B0223, B0233 or B0408
• The affected output will be switched off for hardware protection.
• The affected stepper motor is deactivated.
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

1. Vehicle OFF, disconnect the harness conector at the appropriate door actuator, vehicle in Service Mode.
2. Connect a test lamp between the B+ circuit terminal 2 and ground.
3. Verify the test lamp turns ON and OFF when commanding the actuator ON and OFF with a scan tool.
If the test lamp is always ON
If the test lamp turns ON and OFF
4. Vehicle OFF, disconnect the harness connector at the actuator and disconnect the harness connectors at the K33 HVAC control module, vehicle in Service Mode.
5. Test for less than 1 V between each actuator harness connector terminals listed below and ground.
• Control Circuit - terminal 1
If 1 V or greater
If less than 1 V
6. Vehicle OFF.
7. Test for infinite resistance between each actuator harness connector terminals listed below and ground.
If less than infinite resistance
Repair the short to ground on the circuit.
If Infinite resistance
8. Test for less than 2 Ω between each harness connector terminal listed below end to end.
Note: See schematic for the K33 HVAC control module terminal numbers.
• HVAC Actuator - terminal 1 and HVAC control module terminal

If 2 Ω or greater
Repair the open/high resistance in the circuit.
If less than 2 Ω
9. Replace the actuator. The DTC should not set.
If the DTC sets
Replace the K33 HVAC control module.
10. All OK.
Repair Instructions



Volt

DTC B0468, B046B, or B046C

DTC Descriptors
DTC B0468 01: Auxiliary Heater Coolant Pump Control Circuit Short to Battery
DTC B0468 06: Auxiliary Heater Coolant Pump Control Circuit Low Voltage/Open
DTC B046B 00: Auxiliary Heater Coolant Pump Feedback Circuit Malfunction
DTC B046C 02: Auxiliary Heater Coolant Pump Enable Circuit Short to Ground
DTC B046C 05: Auxiliary Heater Coolant Pump Enable Circuit High Voltage/Open

Control Terminal 1 B046C 02 B0468 06, B046B 00, B046C 05 B046C 05 -
Control Terminal 3 B0468 06 B0468 06 B0468 01 -
Signal B046B 00 B046B 00 B046B 00 --
The auxiliary heater coolant pump is controlled with a pulse-width modulated control sent from the HVAC control module to the auxiliary heater coolant pump. The higher the
duty cycle on the control the higher the pump speed. An enable signal from the HVAC control module to the auxiliary heater coolant pump provides overall control of the
pump. When voltage is present, the pump can operate. The auxiliary heater coolant pump provides a hard-wired pulse-width modulated feedback signal to the HVAC control
module. During normal operation, this feedback signal provides pump speed information.
B0468 01
• The 12 V battery system voltage is greater than 9 V.

• The vehicle is in the RUN power mode.
• The HVAC system is turned ON.
B0468 06

B046B 00

B046C 02

B046C 05

B0468 01
Requested PWM is not zero and the feedback from the Auxiliary Heater is always High.
B0468 06
Feedback from the auxiliary heater voltage is always low or floating.
B046B 00
PWM duty cycle/frequency out of range
B046C 02
B046B 05
The auxiliary heater coolant pump is disabled.
B0468 01
Feedback of auxiliary heater output corresponds with requested PWM signal.
B0468 06
Feedback of auxiliary heater output corresponds with requested PWM signal.
B046B 00
PWM duty cycle/frequency is within defined range
B046C 02
Requested status of the output is ON and feedback shows normal operation

B046B 05
Requested status of the output is OFF and feedback shows normal operation
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Vehicle in Service Mode, HVAC system turned ON, with a scan tool, verify that the Auxiliary Heater Coolant Pump Command is between 20%-90% and Auxiliary Heater
Coolant Pump Feedback is about 50%
1. Vehicle OFF, disconnect the harness connector at the G36 auxiliary heater coolant pump.
3.1. Vehicle OFF.
If less than 10 Ω
4. Vehicle ON, verify a test lamp illuminates between the B+ circuit terminal 5 and ground.
4.1. Vehicle OFF.
4.1. Vehicle OFF.
If infinite resistance, replace the G36 auxiliary heater coolant pump..
5. Vehicle ON, connect a test lamp between the enable circuit terminal 1 and the ground circuit terminal 4.
6. Verify the test lamp turns ON and OFF when Commanding the Auxiliary Coolant Pump Speed Command ON and OFF with a scan tool.
6.1. Vehicle OFF, disconnect the harness connector at the K33 HVAC control module, vehicle ON.
7. Connect a DVOM between the control circuit terminal 3 and the enable circuit terminal 1.
8. Verify the voltage changes when Commanding the Auxiliary Coolant Pump Speed Command ON and OFF with a scan tool.
If the voltage stays below 3 volts while commanding ON and OFF
If the voltage stays greater than 11 volts while commanding ON and OFF
If the voltage is 0 volts OFF and 12 volts ON while commanding ON and OFF
9. Verify the scan tool Auxiliary Coolant Pump Speed Feedback Frequency parameter is less than 10%.
If greater than 10%
If 10% or less
11. Verify the scan tool Auxiliary Coolant Pump Speed Feedback Frequency parameter is greater than 90%.
If less than 90%
If less than 1 V
11.3. Vehicle OFF
If 90% or greater
12. If all circuits test normal, test or replace the G36 auxiliary heater coolant pump.
Repair Instructions
• Heater Water Auxiliary Pump Replacement



Volt

DTC B046A
DTC Descriptors
DTC B046A 02: Auxiliary Heater Coolant Pump Temperature Circuit Short to Ground
DTC B046A 05: Auxiliary Heater Coolant Pump Temperature Circuit Short to Battery or Open
Short to Signal
Circuit Ground Open/High Resistance Short to Voltage Performance
Signal circuit B046A 02 B046A 05 B046A 05 -
Low B0163 05, B0183 05, B018A 05, B046A 05, B048C 05, B0163 05, B0183 05, B018A 05, B046A 05, B048C 05,
-- -
Reference B048F 05 B048F 05
Circuit Description
The HVAC control module supplies the temperature sensor with a low reference circuit and 5 V signal circuit. The HVAC control module determines the voltage drop across
the sensor, which is proportional to temperature. As the temperature increases, the sensor resistance decreases and the voltage signal decreases. As the temperature
decreases, the sensor resistance increases and the voltage signal increases.
The ignition is turned ON.

The HVAC control module detects the temperature sensor signal circuit is less than -38°F or more than 185°F for more than 15 seconds.
A default value is used when the DTC is set.
• The DTC will become history if the HVAC control module no longer detects a failure.
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B135 coolant heater temperature sensor. It may take up to 2 minutes for all vehicle
If less than 10 Ω
4. Verify the scan tool Heater Core Coolant Temperature Sensor parameter is less than -35°F.
If less than -35°F
6. Verify the scan tool Heater Core Coolant Temperature Sensor parameter is greater than 240°F.
If 240°F or less
If less than 1 V
6.3. Vehicle OFF.
7. Test or replace the B135 coolant heater temperature sensor.
Component Testing
1. Test the temperature sensor by varying the sensor temperature while monitoring the sensor resistance.
2. Compare the readings with the Temperature Versus Resistance and verify that the resistance is within 5 percent of the specification.
Repair Instructions



Volt

DTC P0071-P0073
DTC Descriptors
DTC P0071: Ambient Air Temperature Sensor Performance
DTC P0072: Ambient Air Temperature Sensor Circuit Low Voltage
DTC P0073: Ambient Air Temperature Sensor Circuit High Voltage

Signal circuit P0072 P0072 P0073 P0071
Low Reference -- P0073 P0073 P0071
The Hybrid/EV Powertrain Control Module 2 supplies the ambient air temperature sensor with a low reference circuit and 5 V signal circuit. The Hybrid/EV Powertrain Control
Module 2 determines the voltage drop across the sensor, which is proportional to temperature. As the air temperature increases, the sensor resistance decreases. As the air
temperature decreases, the sensor resistance increases.
Vehicle in Service Mode.

The Hybrid/EV Powertrain Control Module 2 detects the ambient air temperature sensor signal circuit is less than -35°C (-39°F) or more than 85°C (185°F) for more than
15 seconds.
• The DIC will display SERVICE A/C SYSTEM.

• The system operates using a default value.
• The DTC will become history if the Hybrid/EV Powertrain Control Module 2 no longer detects the condition that set the DTC.
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference

1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B23 ambient air temperature sensor. It may take up to 2 minutes for all vehicle
2.1. Vehicle OFF, disconnect the harness connector at the K114A Hybrid/EV powertrain control module 2.
If less than 2 Ω, replace the K114A Hybrid/EV powertrain control module 2.
If less than 10 Ω
4. Verify the scan tool Ambient Air Temperature Sensor parameter is less than -35°F.
4.1. Vehicle OFF, disconnect the harness connector at the K114A Hybrid/EV powertrain control module 2.
If infinite resistance, replace the K114A Hybrid/EV powertrain control module 2.
If less than -35°F
5. Install a 3 A fused jumper wire between the signal circuit terminal A and the low reference circuit terminal B.
6. Verify the scan tool Ambient Air Temperature Sensor parameter is greater than 240°F.
If 240°F or less
6.1. Vehicle OFF, disconnect the harness connector at the K114A Hybrid/EV powertrain control module 2, vehicle in Service Mode.
If less than 1 V
6.3. Vehicle OFF
If less than 2 Ω, replace the K114A Hybrid/EV powertrain control module 2.
7. Test or replace the B23 ambient air temperature sensor.
Repair Instructions
• Ambient Air Temperature Sensor Replacement
• Control Module References for Hybrid/EV Powertrain Control Module 2 replacement, programming and setup


Volt

DTC P0531, P0532, or P0533

• Diagnostic Procedure Instructions provides an overview of the diagnostic category.
DTC Descriptors
DTC P0531: Air Conditioning (A/C) Refrigerant Pressure Sensor Circuit
DTC P0532: Air Conditioning (A/C) Refrigerant Pressure Sensor Circuit Low Voltage
DTC P0533: Air Conditioning (A/C) Refrigerant Pressure Sensor Circuit High Voltage

5 V Reference P0531 00P0532 00 P0531 00P0532 00 -- --
Signal P0531 00 P0532 00 P0531 00 P0532 00 P0531 00 P0533 00 -
Low Reference -- P0531 00 P0532 00 -- --
The engine control module (ECM) monitors the high side refrigerant pressure through the A/C refrigerant pressure sensor. The ECM supplies a 5 V reference and a low
reference to the sensor. Changes in the A/C refrigerant pressure cause the sensor signal to the ECM to vary. When the pressure is high, the signal voltage is high. When the
pressure is low, the signal voltage is low. When pressure is high, the ECM commands the cooling fans on.

• Any of the conditions for setting the DTC are met for 15 seconds.
• Battery voltage is between 11-18 V.
• The ECM detects that the A/C pressure is less than 1 psi (0.01 V).
• The ECM detects that the A/C pressure is more than 428 psi (4.92 V).
This is a type D DTC.
This is a type D DTC.
Diagnostic Aids
A malfunction within the refrigerant system causing high pressure can cause this DTC to set.
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Vehicle in Service Mode, observe the scan tool A/C High Side Pressure Sensor parameter in the ECM data list. The reading should be between 6.8 kPa (1 psi) and 2950 kPa
(428 psi).
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B1 A/C refrigerant pressure sensor. It may take up to 2 minutes for all vehicle
2.1. Vehicle OFF, disconnect the harness connector at the K20 ECM.
If less than 2 Ω, replace the K20 ECM.
If less than 10 Ω
If less than 4.8 V
4.1. Vehicle OFF, disconnect the harness connector at the K20 ECM control module.
4.1. Vehicle OFF, disconnect the harness connector at the K20 ECM control module, vehicle in Service Mode.
If less than 1 V, replace the K20 ECM.
5. Verify the scan tool A/C High Side Presure Sensor parameter is less than 4.8-5.2 V.
If 4.8-5.2 V or greater
5.1. Vehicle OFF, disconnect the harness connector at the K20 ECM, vehicle in Service Mode.
If less than 1 V, replace the K20 ECM.
If less than 4.8-5.2 V
7. Verify the scan tool A/C High Side Pressure Sensor parameter is greater than.02 V.
If.02 V or less
7.1. Vehicle OFF, disconnect the harness connector at the K20 ECM.
If greater than.02 V
8. Test or replace the B1 A/C refrigerant pressure sensor.
Repair Instructions



Volt

DTC P0534
DTC Descriptor
DTC P0534: Air Conditioning (A/C) Refrigerant Charge Low
The AC compressor function is to provide refrigerant flow in the AC refrigerant loop to help cool down and dehumidify the for the cabin and help maintain the battery
temperature. Rather than a more typical pulley, the A/C compressor uses a 3-phase alternating current, high voltage electric motor to operate. It has an on-board inverter that
takes High Voltage direct current from the vehicle's High Voltage Battery and inverts it to alternating current for the motor. The AC compressor shall be activated when any of
the three following events occur:
• The customer selects ECO or Comfort.

• The HVAC system is fan only but the customer selects defrost mode
• The High Voltage Battery Thermal System requests the AC compressor on to help maintain the battery temperature
The Hybrid Powertrain control module 2 (HPCM2) uses values from the A/C refrigerant pressure transducers, A/C refrigerant thermistor, ambient air temperature sensor,
cabin climate control request, battery cell temperature sensors, battery coolant temperature sensors and battery coolant pumps to determine the speed at which the
compressor will operate. This message is sent from the HPCM2 to the A/C compressor control module via serial data message.
DTC P0534 Case 1
• 12V battery system voltage is equal to or greater than 10.25V

• The air conditioning compressor control module has 300V
• The A/C compressor motor is running for at least 30 seconds.
• Must be in battery active cooling mode for at least 1 minute
• The following DTCs must not be set: P0CE0; P0CE2; P0CE3; P0CE6; P0CE7; P1CE7; P1CE8, P0C47; P0C4A, P1F18, P0C44, P0C45, P0C43,P0CD6, p0CD7, P0CD8,
P0071; P0072; P0073
DTC P0534 Case 2

• AC compressor off for greater than 240 seconds
• Outside air temperature greater than 15C. (59F)
• The following DTCs must not be set: P2516, P2517, P2518, P0606, P0071,P0072, P0073
DTC P0534 Case 3

• AC compressor on for greater than 240 seconds
• Outside air temperature greater than 5C (41F).
• The following DTCs must not be set: P2516, P2517, P2518, P0606, P0071,P0072, P0073
DTC P0534 Case 4

• A/C compressor off for greater than 240 seconds
• The following DTCs must not be set: P0531,P0532, P0533,P0606, P0071; P0072; P0073
DTC P0534 Case 1
The difference between the hybrid/EV battery pack coolant outlet temperature and hybrid/EV battery pack coolant inlet temperature within the evaluation period of 120
seconds is less than a calibrated amount of 3 to 5 degrees. The required temperature difference requirement is based on outside air temperature and whether the cabin
blower is on or off.
DTC P0534 Case 2
Low side pressure is a less than a designated value based on outside air temperature.
DTC P0534 Case 3
Low side pressure is less than 150 kPa (21.75 PSI) for outside air temperature greater than 5C (41F).
DTC P0534 Case 4
High side pressure is greater than 5000 kPa (725 PSI)
The A/C compressor control module is disabled.
P0534 is a type B DTC.
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
Diagnostic Aids
P1EC3 is the hybrid/EV battery pack heater circuit fault DTC. It diagnoses three different circuit faults (short-ground, short-battery, open circuit); one of these, short to ground,
could cause the hybrid/EV battery pack heater to activate and could cause P0534 to set. Diagnose P1EC3 before diagnosing P0534.
1. Verify that DTC P1EC3 is not set.

If the DTC is set, Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
If the DTC is set, Refer to Air Conditioning (A/C) System Performance Test .
Repair Instructions


Volt

DTC P0536-P0538 or P153B

DTC Descriptors
DTC P0536: Air Conditioning (A/C) Evaporator Temperature Sensor 2 Performance
DTC P0537: Air Conditioning (A/C) Evaporator Temperature Sensor 2 Circuit Low Voltage
DTC P0538: Air Conditioning (A/C) Evaporator Temperature Sensor 2 Circuit High Voltage
DTC P153B: Air Conditioning (A/C) Evaporator Temperature Sensor 2 Not Plausible

Signal P0537 P0537 P0538 P0536
Low Reference -- P0537 -- --
Circuit Description
The A/C refrigerant low side temperature sensor measures the temperature on the low pressure side of the A/C Compressor.
The Hybrid Powertrain control module (HPCM2) supplies the A/C evaporator temperature sensor with a low reference circuit and 5-volt signal circuit. The HPCM2 determines
the voltage drop across the sensor, which is proportional to temperature. As the temperature increases, the sensor resistance decreases and the voltage signal decreases. As
the temperature decreases, the sensor resistance increases and the voltage signal increases.
• DTC P153B makes comparisons between other temperature sensors to determine if the A/C refrigerant low side temperature sensor reading is close to other temperature
readings after a soak period. P153B is intended to run after a long ambient soak period, such as being parked overnight, when a hot engine condition has cooled, etc.
• DTCs P0537 and P0538 monitor A/C refrigerant low side temperature sensor for out of range conditions.
• DTC P0536 looks for the A/C refrigerant low side temperature sensor to go down in temperature when the compressor is operated with a cold engine and after the
compressor has been off for one hour.
P1536
• 12 V battery system voltage above 10.25 V

• Hybrid Powertrain Control Module 2 is awake and communicating.
• None of these DTCs may be active: P0537; P0538, P0073; P0072; P0071, P0119; P0118; P0117; P0116, P0606.
• Engine coolant temperature must be within 15 degrees of outside air temperature.
• AC compressor must have been off for an hour since the last time the AC compressor was on.
• AC compressor must be turned on for one minute.
P1537 or P0538
• 12 V battery system voltage above 10.25 V

• Hybrid Powertrain Control Module 2 is awake and communicating.
P153B
• HPCM2 is awake and communicating.

• None of these DTCs may be active: P0537;P0538, P0073; P0072; P0071, P0119; P0118; P0117; P0116, P0531, P0532; P0533, P0606
• Outside air temperature raw and corrected values must have had a chance to settle out. Once this occurs these variables are assigned a status of valid. May need to
have some time driving in EV mode
• Engine coolant temperature must be within 15 degrees of outside air temperature (i.e., cool engine)
• Outside air temperature must be between 32°F and 131°F.
P0536
The difference between the A/C refrigerant low side temperature sensor before compressor on and after compressor on changes less than 2 degrees over a 30 second
period.
P0537
The HPCM2 detects the A/C refrigerant low side temperature sensor signal circuit is less than -38°F for more than 15 seconds.
P0538
The HPCM2 detects the A/C refrigerant low side temperature sensor signal circuit is more than 185°F for more than 4 seconds.
P153B
• The difference between the A/C refrigerant low side temperature sensor and the outside air temperature value is greater than 10°C and
• The difference between the A/C refrigerant low side temperature sensor and the temperature calculated from the current high Side Refrigerant Pressure Sensor reading
is greater than 10 degrees.
These are type B DTCs.
Schematic Reference
HVAC Schematics
• Automatic HVAC Description and Operation

• Heating and Air Conditioning System Description and Operation

• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B222 A/C refrigerant low side temperature sensor. It may take up to 2 minutes for all
vehicle systems to power down.
2.1. Vehicle OFF, disconnect the harness connector at the K114B HPCM2.
If less than 2 Ω, replace the K114B HPCM2.
If less than 10 Ω
4. Verify the scan tool parameter A/C evaporator Temperature sensor is less than -35°F.
If infinite resistance, replace the K114B HPCM2.
If less than -35°F
5. Install a 3 A fused jumper wire between the signal circuit terminal B and the low reference circuit terminal A.
6. Verify the scan tool parameter A/C evaporator Temperature sensor is greater than 240°F.
If 240°F or less
6.1. Vehicle OFF, disconnect the harness connector at the K114B HPCM2, vehicle in Service Mode.
If less than 1 V
6.3. Vehicle OFF
If less than 2 Ω, replace the K114B HPCM2..
7. Test or replace the B222 A/C refrigerant low side temperature sensor.
Component Testing
1. Test the A/C refrigerant low side temperature sensor by varying the sensor temperature while monitoring the sensor resistance.
2. Compare the readings with the Sensor Resistance Table and verify that the resistance is within 5 percent of the specification.
Repair Instructions

• Control Module References for HPCM2 control module replacement, programming and setup


Volt

DTC P0D69-P0D7F
DTC Descriptors
DTC P0D69: A/C Compressor Motor Voltage Sensor Performance
DTC P0D6A: A/C Compressor Motor Voltage Sensor Circuit High Voltage
DTC P0D6B: A/C Compressor Motor Voltage Sensor Circuit Low Voltage
DTC P0D6F: A/C Compressor Motor High Current
DTC P0D71: Electric A/C Compressor Control Module Temperature Sensor Performance
DTC P0D72: Electric A/C Compressor Control Module Temperature Sensor Circuit High Voltage
DTC P0D73: Electric A/C Compressor Control Module Temperature Sensor Circuit Low Voltage
DTC P0D76: Electric A/C Compressor Control Module Output Driver Temperature Sensor Performance
DTC P0D77: Electric A/C Compressor Control Module Output Driver Temperature Sensor Circuit High Voltage
DTC P0D78: Electric A/C Compressor Control Module Output Driver Temperature Sensor Circuit Low Voltage
DTC P0D7A: A/C Compressor Motor Phase U Low Current
DTC P0D7B: A/C Compressor Motor Phase U High Current

DTC P0D7C: A/C Compressor Motor Phase V Low Current
DTC P0D7D: A/C Compressor Motor Phase V High Current
DTC P0D7E: A/C Compressor Motor Phase W Low Current
DTC P0D7F: A/C Compressor Motor Phase W High Current
The AC compressor function is to provide refrigerant flow in the AC refrigerant loop to help cool down the cabin, help dehumidify the air in a defrost mode and help maintain
the battery temperature. Rather than a more typical pulley, the A/C compressor uses a 3-phase alternating current, high voltage electric motor to operate. It has an on-board
inverter that takes High Voltage direct current from the vehicle's High Voltage Battery and inverts it to alternating current for the motor. The AC compressor shall be activated
when any of the three following events occur:
• The customer pushes the AC button

• The HVAC control, in AUTO mode, requests the electric AC compressor on to help in cooling the cabin or removing moisture in the defrost mode
The Hybrid Powertrain control module 2 uses values from the A/C refrigerant pressure transducers, A/C refrigerant thermistor, duct temperature sensors, ambient air
temperature sensor, passenger compartment temperature sensor, evaporator temperature sensor, battery cell temperature sensors, battery coolant temperature sensors and
battery coolant pumps to determine the speed at which the compressor will operate. This speed request message is sent from the Hybrid/EV Powertrain Control Module 2 to
the A/C compressor control module via serial data message.
Certain performance DTCs in this group, P0D69, P0D71, P076, are intended to run after a long ambient soak period, such as being parked overnight, when a hot engine
condition has cooled, etc.
DTC P0D69
• 12 V battery system voltage is above 10.25 V.

• A/C compressor control module is awake.
• Main HV battery contactors must be closed.
• DTCs P0D6A; P0D6B, P0ABC, P0ABD, P0ABB, P0AF8, P1A07, U1111, U185A, P0AE4, P0AD9, P0AA1, P0ADD, P1EBC, P0AE2 must not be set.
DTC P0D6A

• Difference between the A/C compressor control module high voltage levels and the high voltage Battery Pack Side Voltage is less than 15 V.
• There are no battery pack voltage DTCs set.
• Battery Pack Voltage Sensors are valid.
DTC P0D6B

• Difference between the A/C compressor control module high voltage levels and the high voltage Battery Pack Side Voltage exceeds 15 V.
• Battery Pack Voltage Sensors are valid.
• There are no battery pack voltage DTCs set.
• Main HV Contactors are Closed
• No main HV contactor faults are active
DTC P0D6F

• Compressor Speed Request is greater than 0 RPM
DTC P0D71

• Vehicle is in Run Mode or Charging Mode
• Compressor has been off for > 6 hours
• Outside air temperature is greater than -7°C
• Engine coolant temperature is within 15° of outside air temperature
• DTCs P0D77, P0D78, P0606 P0073; P0072; P0071, P0113, P0112, P0111, P0114, P0119; P0118; P0117; P0116, P0D72; P0D73 must not be set
DTC P0D72

• Outside Air temperature is greater than -7°C (19°F)
• Following DTCs are not set: CPU temp sensor, output driver temp sensor, outside air temperature sensor, engine coolant temperature sensor.
DTC P0D73
DTC P0D76

• Engine coolant temperature is within 15° of outside air temperature
• Compressor has been off for > 6 hours
• Following DTCs are not set: P0D77; P0D78, P0606, P0073; P0072; P0071, P0073; P0072; P0071, P0113, P0112, P0111, P0114, P0119; P0118; P0117; P0116
DTC P0D77

DTC P0D78

DTC P0D7A

• Compressor Speed Request is 0 RPM
DTC P0D7B

DTC P0D7C
DTC P0D7D

DTC P0D7E

DTC P0D7F

DTC P0D69
A/C compressor control module high voltage input voltage is not within 10 V of high voltage battery voltage
DTC P0D6A
A/C compressor control module input voltage is greater than 450 V for 6 seconds
DTC P0D6B
A/C compressor control module input voltage is less than 190 V for 6 seconds
DTC P0D6F
A/C compressor control module DC current draw is greater than 27 A for more than 6 seconds.
DTC P0D71
Compressor temperature sensor is not within 10 of intake air temperature sensor and compressor temperature sensor is not within 10° of compressor output driver
temperature sensor.
DTC P0D72
less than -40°C (-40°F) for 6 seconds.
DTC P0D73
greater than 135°C (276.6°F) for 6 seconds.
DTC P0D76
Compressor output driver temperature sensor is not within 7° of intake air temperature sensor and compressor output driver temperature sensor is not within 11° of outside air
temperature.
DTC P0D77
Air conditioning compressor module output driver temperature sensor is less than -40°C (-40°F)
DTC P0D78
Air conditioning compressor module output driver temperature sensor is greater than 135°C (276.6°F)
DTC P0D7A
Air conditioning compressor motor current U-phase Input>= 68 A
DTC P0D7B
Air conditioning compressor motor current U-phase Input <= -68 A
DTC P0D7C
Air conditioning compressor motor current V-phase Input >= 68 A

DTC P0D7D
Air conditioning compressor motor current V-phase Input<=-68 A
DTC P0D7E
Air conditioning compressor motor current W-phase Input>= 68 A
DTC P0D7F
Air conditioning compressor motor current W-phase Input <= -68 A
The A/C compressor control module is disabled.
These are all type B DTCs
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

1. Verify that DTC P0D69-P0D7F is not set.

If the DTC is set, verify that the A/C compressor control module and the Hybrid/EV powertrain control module 2 have the latest software and reprogramme the
modules if needed.
2. Operate the vehicle within the conditions for running the DTC. If the DTC resets, replace the G1 A/C compressor. Refer to High Voltage Disabling .
Repair Instructions

• Control Module References for control module replacement, programming and setup


Volt

DTC P151C or P2516-P2518

DTC Descriptors
DTC P151C: Air Conditioning (A/C) Low Side Refrigerant Pressure Sensor Not Plausible
DTC P2516: Air Conditioning (A/C) Low Side Refrigerant Pressure Sensor Performance
DTC P2517: Air Conditioning (A/C) Low Side Refrigerant Pressure Sensor Circuit Low Voltage
DTC P2518: Air Conditioning (A/C) Low Side Refrigerant Pressure Sensor Circuit High Voltage

5 V Reference P2516 00 P2517 00 P2516 00 P2517 00 -- --
Signal P2516 00 P2517 00 P2516 00 P2517 00 P2516 00 P2518 00 -
Low Reference -- P2516 00 P2517 00 -- --
The Hybrid Powertrain control module (HPCM2) monitors the low side refrigerant pressure through the A/C pressure sensor. The HPCM2 supplies a 5 V reference and a low
reference to the sensor. Changes in the A/C refrigerant pressure cause the sensor signal to the HPCM2 to vary. When the pressure is high, the signal voltage is high. When
the pressure is low, the signal voltage is low.

P151C
• 12 V battery system voltage above 10.25 V.

• None of these DTCs may be active: P2517, P2518, P0073; P0072; P0071, P0119; P0118; P0117; P0116, P0531, P0532; P0533, P537,P538, P153B, P0606
• Outside Air Temperature raw and corrected values must have had a chance to settle out. Once this occurs these variables are assigned a status of valid. May need to
have some time driving in EV mode
• Engine coolant temperature must be within 15 degrees of outside air temperature
• Outside Air Temperature between 0°C (32°F) and 25°C (77°F).
P2516

• None of these DTCs may be active: P2517, P2518, P0073; P0072; P0071, P0119; P0118; P0117; P0116, P0606
• Engine coolant temperature must be within 15 degrees of outside air temperature
• AC compressor must be turned on for one minute. (This may the require the service technician to select an HVAC mode that causes the AC compressor to run).
P2517 or P2518

DTC P151C
The A/C low side Refrigerant Pressure reading and the A/C high side Refrigerant Pressure reading must be within 200 kPa (29 psi). and the A/C low side Refrigerant
Pressure reading and the pressure derived from the A/C Refrigerant Temperature Sensor must be within 200 kPa (29 psi)
DTC P2516
The difference between the A/C low side pressure Sensor before compressor on and after compressor on changes less than 50 kPa (7 psi) over a 15 second period.
DTC P2517
The HPCM2 detects a short to ground or open at the A/C low side pressure sensor signal circuit.
DTC P2518
The HPCM2 detects a short to voltage at the A/C low side pressure sensor signal circuit.
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
1. Vehicle OFF and all vehicle systems OFF, disconnect the harness connector at the B1C A/C low side pressure sensor harness connector. It may take up to 2 minutes
for all vehicle systems to power down.
If less than 10 Ω
If less than 4.8 V
If less than 1 V, replace the K114B HPCM2.
5. Verify the scan tool A/C Low Side Pressure Sensor parameter is less than 4.8-5.2 V.
If 4.8-5.2 V or greater
If less than 4.8-5.2 V
7. Verify the scan tool A/C Low Side Pressure Sensor parameter is greater than.02 V.
If.02 V or less
If greater than.02 V
8. Test or replace the B1C A/C refrigerant pressure sensor.
Repair Instructions



Volt

DTC P1ECA or P1EC9

DTC Descriptors
DTC P1ECA: A/C Compressor Motor Instantaneous High Voltage
DTC P1EC9: A/C Compressor Motor Instantaneous High Current
inverter that takes High Voltage direct current from the vehicle's High Voltage Battery and inverts it to alternating current for the motor. The AC compressor shall be activated

The Hybrid/EV Powertrain Control Module 2 uses values from the A/C refrigerant pressure transducers, A/C refrigerant thermistor, duct temperature sensors, ambient air
battery coolant pumps to determine the speed at which the compressor will operate. This speed request message is sent from the Hybrid/EV Powertrain Control Module 2 to
the A/C compressor control module via GM LAN message.
DTC P1ECA
• System voltage is above 10.25 V.
DTC P1EC9
• System voltage is above 10.25 V.

DTC P1ECA
Sets when the high voltage to the module is greater than 480 V for 3 seconds
DTC P1EC9
Sets when DC Link is above threshold of 60 A for 3 seconds
The A/C compressor control module is disabled but will retry once the compressor speed request goes to 0 RPM and a new speed request greater than 0 RPM is sent.
The DTC can be cleared with the scan tool.
Schematic Reference
HVAC Schematics

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Verify that DTC P1ECA or P1EC9 is not set.

If the DTC is set, verify that the A/C compressor control module and the Hybrid/EV powertrain control module 2 have the latest software and reprogramme the
modules if needed.
2. Operate the vehicle within the conditions for running the DTC.
If the DTC is set, replace the G1 A/C compressor.
Repair Instructions



Volt

DTC P1F0A-P1F0D
DTC Descriptors
DTC P1F0A: A/C Compressor Motor Speed Performance
DTC P1F0B: A/C Compressor Motor Start-Up Current Performance
DTC P1F0C: Electric A/C Compressor Control Module A/C Compressor Motor Current Feedback Circuit Low Voltage
DTC P10FD: Electric A/C Compressor Control Module A/C Compressor Motor Current Feedback Circuit High Voltage
inverter that takes High Voltage direct current from the vehicle's High voltage battery and inverts it to alternating current for the motor. The AC compressor shall be activated

The Hybrid/EV Powertrain Control Module 2 uses values from the A/C refrigerant pressure transducers, A/C refrigerant thermistor, duct temperature sensors, ambient air
battery coolant pumps to determine the speed at which the compressor will operate. This message is sent from the Hybrid/EV Powertrain Control Module 2 to the A/C
compressor control module via serial data message.
AC Compressor has a motor start up procedure that can take a variable length of time to run to bring the motor up to requested speed. Length of time is dependent on
external conditions such as under-bonnet temperature and high side pressure. In hotter conditions, the motor start up time will be longer. The A/C compressor control module
monitors an internal parameter known as the DC link current which is based off DC input current. It is not possible to measure this parameter externally.
DTC P1F0A

• Compressor is in start up mode
DTC P1F0B

DTC P1F0C

DTC P1F0D

DTC P1F0A
• A/C compressor control module temperature is greater than 85°C (185°F) and compressor motor speed does not reach to 1800 RPM within 20 seconds after the start of
spinning
• A/C compressor control module temperature is less than or equal to 85°C and A/C compressor motor speed does not reach 1800 RPM.
DTC P1F0B
Any A/C compressor control module phase current (U/V/W) >= -1A during initial motor startup process
DTC P1F0C
A/C compressor control module DC link Current is less than 2.5 A for 6 seconds
DTC P1F0D
A/C compressor control module DC link Current is greater than 36.7 A for 6 seconds
The A/C compressor control module is disabled but will retry once the compressor speed request goes to 0 RPM and a new speed request > 0 RPM is sent.
These are type B DTCs
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Verify that DTC P0F0A-P1F0D is not set.

If the DTC is set, verify that the A/C compressor control module and the Hybrid/EV Powertrain Control Module 2 have the latest software and reprogramme the
modules if needed
2. Operate the vehicle within the conditions for running the DTC.
If the DTC is set, replace the G1 A/C compressor.
Repair Instructions



Volt

DTC P2681, P26A3, P26A6, P26A7, or P26A9

DTC Descriptors
DTC P2681: Engine Coolant Bypass Valve Control Circuit
DTC P26A3: Engine Coolant Bypass Valve Performance
DTC P26A6: Engine Coolant Bypass Valve Position Sensor Circuit Low Voltage
DTC P26A7: Engine Coolant Bypass Valve Position Sensor Circuit High Voltage
DTC P26A9: Engine Coolant Bypass Valve Position Sensor Stop Performance
The passenger compartment heater coolant control valve regulates the engine coolant flow into the cabin heater loop depending on engine coolant temperature and ambient
temperature conditions. The passenger compartment heater coolant control valve has two positions: ByPass or Link. In the ByPass position, the coolant in the engine loop
and heater loop are separated and in the link position the coolant circulates through both loops. The valve movement is controlled by a PWM signal. A 50% duty cycle is a
normal duty cycle. A 75% duty cycle represents a valve commanded to the link position. A 25% duty cycle represents a valve commanded to the ByPass position. The
passenger compartment heater coolant control valve uses an internal position sensor that sends a signal to the hybrid powertrain control module to determine the valve
position.
When the engine coolant temperature heats up, a valve learn procedure takes place. The hybrid powertrain control module 2 commands the valve to the link position and
records the voltage coming back from the position sensor. Then the hybrid powertrain control module 2 commands the valve back to the bypass position and records the
voltage coming back from the position sensor. The voltage values in both the link and bypass positions must fall within calibrated ranges.
P2681, P26A6 and P26A7
12 V battery system voltage is greater than or equal to 10.25 V.
P26A3 and P26A9
• 12 V battery system voltage is greater than or equal to 10.25 V.

• None of the following DTCs are set; P2681, P26A6, P26A7.
P2681
The hybrid powertrain control module 2 has detected a short to voltage or an open on valve drive circuit.
P26A6
The hybrid powertrain control module 2 has detected a short to ground on feedback circuit. The feedback signal is less than 5% (0.25 V).
P26A7
The hybrid powertrain control module 2 has detected a short to voltage on feedback circuit. The feedback signal is greater than 95% (4.25 V).
P26A3
• The hybrid powertrain control module 2 has detected a stuck valve.
• The valve did not reach the commanded position within 15 seconds after 3 attempts to move the valve.
• The coolant temperature is above 50° C.
OR
• The hybrid powertrain control module 2 has detected a stuck valve.
• The valve did not reach the commanded position within 15 seconds
• The coolant temperature is above 65° C.
P26A9
• The feedback signal is between 70% - 95% (3.5 V - 4.75 V) or between 5% - 30% (0.25 V-1.5 V)
OR
• The hybrid powertrain control module 2 has detected the valve feedback has drifted beyond acceptable range.
OR
• The hybrid powertrain control module 2 has detected the valve feedback to be erratic beyond acceptable range.
DTCs P2681, P26A3, P26A6, P26A7 and P26A9 are type B DTCs.
• DTCs P2681, P26A3, P26A6, P26A7 and P26A9 are type B DTCs.
• DTC P26A3 requires the ignition to cycle from ON to OFF.
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference

If DTC P0606, P0CE7, P2518 and P26A7 are set, refer to DTC P151C or P2516-P2518
If DTC P0606, P0CE7 and P26A7 are set, refer to DTC P0601-P0604, P0606, or P062F
2. With a scan tool, verify that the Passenger Compartment Heater Coolant Control Solenoid Valve Feedback is between 37%-62%.
1. Vehicle OFF and all vehicle systems OFF. Disconnect the harness connector at the Q66 Passenger Compartment Heater Coolant Control Valve. It may take up to 2
minutes for all vehicle systems to power down.
2.1. Vehicle OFF.
If less than 10 Ω
3.1. Disconnect the harness connector at the K114B HPCM2.
If less than 10 Ω
4. Verify a test lamp illuminates between the B+ circuit terminal 1 and ground.
4.1. Vehicle OFF.
4.1. Vehicle OFF.
If infinite resistance, replace the X50A Underhood Fuse Block.
5. Vehicle ON.
If less than 4.8 V
6.1. Vehicle OFF, disconnect the harness connector at the K114B HPCM2, vehicle ON.
7. Verify the scan tool Passenger Compartment Heater Coolant Control Valve Feedback parameter is less than 10%.
If 10% or greater
7.1. Vehicle OFF, disconnect the harness connector at the K114B HPCM2, vehicle ON.
If less than 10%
9. Verify the scan tool Passenger Compartment Heater Coolant Control Valve Feedback parameter is greater than 10%.
If 10% or less
If greater than 95%
10. Connect a test lamp between the control circuit terminal 2 and the B+ circuit terminal 1.
11. Verify the test lamp turns ON and OFF when Commanding the Passenger Compartment Heater Coolant Control Valve ON and OFF with a scan tool.
If less than 1 V
11.3. Vehicle OFF.
11.2. Test for infinite resistance between the control circuit terminal 2 and ground.
If infinite resistance, replace the K114B HPCM2.
12. Test or replace the Q66 passenger compartment heater coolant control valve.
Repair Instructions
• Heater Water Shutoff Valve Replacement



Volt

Symptoms - HVAC Systems - Automatic

Note: The following steps must be completed before using the symptom tables:
2. Review the system operation in order to familiarize yourself with the system functions. Refer to Automatic HVAC Description and Operation .
• Inspect for aftermarket devices which may affect the operation of the HVAC System. Refer to Checking Aftermarket Accessories .
• Verify the A/C compressor turns freely and is not seized.
• Verify that the customer is using the correct key to enable personalisation and is not inadvertently activating auxiliary HVAC controls.
• The A/C compressor will not operate in cold outside air temperatures.
• The following conditions may cause window fogging:
- Wet carpet or mats
- High humidity
- Interior water leak
- Blocked A/C evaporator drain tube
- Maximum passenger capacity
- Blocked body pressure relief valves
• Inspect the air distribution system for causes of reduced air flow:
- Obstructed or dirty passenger compartment air filter, if equipped
- Blocked or damaged air inlet or outlet vents
Intermittent
Symptom List


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Diagnostic Aids
Check the following mechanical fault sources:
• Air distribution box

• Air distribution hoses/air distribution ducts
Schematic Reference
HVAC Schematics
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: Check for bulletins before proceeding.
1. Vehicle in Service Mode, place the blower motor switch in each speed position. Verify that the blower motor operates properly in each position.
If the blower motor does not operate properly in all speeds, refer to DTC B0193 .
2. Using the scan tool observe the mode, temperature, air inlet and recirculation door positions. Verify the actual and commanded door positions are within 4 counts of
each other.
If not within the specified range, refer to Circuit/System Testing DTC B0223, B0233, B023A, or B0408 .
3. Engine ON, A/C ON, place the temperature control in the coldest position. Verify that cool air flows from the ducts in the vehicle.
If the air is not cool, refer to Air Conditioning (A/C) System Performance Test .
4. Turn the A/C OFF and place the temperature control in the warmest position.
If the air is insufficiently heated refer to Heating Performance Diagnostic .
5. Engine OFF, Vehicle in Service Mode, cover the sunload sensor assembly with a workshop towel or other suitable item. Verify the scan tool Sunload Sensor parameter
changes.
If it does not change, refer to Circuit/System Testing DTC B0183 .
6. Measure actual inside air temperature using a thermometer. Compare this value to the scan tool Inside Passenger Compartment Air Temp. Sensor parameter. The
measured temperature should be within 5 degrees of parameter.
If not within the specified range, refer to Circuit/System Testing DTC B0163 .
7. Vehicle in Service Mode, observe the scan tool A/C Evaporator Temperature Sensor parameter. The reading should be between -39°F and 185°F and change with
evaporator air temperature changes.
If not within the specified range, refer to Circuit/System Testing DTC B0173, B0178, or B3933 or DTC P0536-P0538 or P153B .
Repair Instructions


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Actuator Recalibration
Note: Do not adjust any controls on the HVAC control module while the HVAC control module is self-calibrating. If interrupted, improper HVAC performance will result.
When replacing the HVAC control module it will be necessary to allow the HVAC control module to perform a calibration process. When installing the HVAC control module be
sure to perform the following:
1. Place the ignition switch to the OFF position.

2. Disconnect the scan tool.
3. Install the HVAC control module.
4. Connect all previously disconnected components.
6. Wait 40 seconds for the HVAC control module to self-calibrate.
7. Verify that no DTCs have set as current DTCs.
When replacing the HVAC actuator it will be necessary to allow the HVAC control module to perform a calibration process. When installing the HVAC actuator be sure to
perform one of the following:
Preferred Method (with Scan Tool)
1. Clear all DTCs.

2. Place the ignition switch in the OFF position.
3. Install the HVAC actuator.
5. Start the vehicle.
6. With the scan tool, initiate the HVAC Actuators re-calibration feature of the Remote Heater and Air Conditioning Control Module Special Functions menu.
Alternate Method (without Scan Tool)
1. Clear all DTCs.

2. Place the ignition switch to the OFF position.
3. Install the HVAC actuator.
5. Remove the HVAC control module fuse for a minimum of 10 seconds.
6. Install the HVAC control module fuse.
8. Wait 40 seconds for the HVAC control module to self-calibrate.


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Air Inlet Valve Actuator Replacement

Remove the air inlet assembly. Air Inlet Assembly Replacement

Air Inlet Valve Actuator Gear Screw (Qty: 3)
1
Tighten
1.5 N·m (13 lb in)
Air Inlet Valve Actuator Gear
Procedure
2
Disconnect the air inlet valve actuator gear electrical connector.
Tip


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Temperature Valve Actuator Replacement

1. Disconnect the negative and positive cables from the accessory DC power control module. Refer to Battery Positive and Negative Cable Replacement
2. Remove the floor air outlet duct- right side. Refer to Floor Front Air Outlet Duct Replacement - Right Side .
Temperature Valve Actuator Screw (Qty: 2)

1
Tighten
1.5 N·m (13 lb in)
Temperature Valve Actuator
2
Tip


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Remove the floor air outlet duct - right side. Refer to Floor Front Air Outlet Duct Replacement - Right Side .
Air Conditioning Refrigerant Temperature Sensor
Procedure
1
1. Disconnect the refrigerant temperature sensor electrical connector.
2. Twist and pull the refrigerant temperature sensor from the HVAC module assembly.


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Duct Air Temperature Sensor Replacement - Upper

1. Remove Upper Trim Pad Retainer. Refer to Upper Trim Pad Retainer Replacement .
2. Disconnect the upper air temperature sensor electrical connector.
1 Air Temperature Sensor - Upper


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Duct Air Temperature Sensor Replacement - Lower

1. Remove the inflatable restraint instrument panel lower module - driver side. Refer to Inflatable Restraint Instrument Panel Lower Module Replacement - Driver Side .
2. Remove the front air outlet duct left -- side. Refer to Floor Front Air Outlet Duct Replacement - Left Side .
3. Disconnect the lower air temperature sensor electrical connector.
1 Air Temperature Sensor - Lower


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Inside Air Moisture and Windscreen Temperature Sensor Replacement

Remove the inside rearview mirror mount plate cover. Refer to Inside Rearview Mirror Mount Plate Cover Replacement .
Inside Air Moisture and Windscreen Temperature Sensor
Procedure
1 1. Squeeze the two electrical connector tabs and release the connector from the windscreen temperature sensor.
2. Slide the connector upward from the sensor.
3. Slide the sensor from under the multi-function accessory bracket clip.
4. Remove the sensor.


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Sun Load Temperature and Headlamp Automatic Control Ambient Light Sensor Replacement

Remove instrument panel upper trim panel. Refer to Instrument Panel Upper Trim Panel Replacement .
Sun Load Temperature and Headlamp Automatic Control Ambient Light Sensor
Procedure
1
2. Twist the sensor anti-clockwise to remove.


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HVAC Control Components
HVAC Control
The HVAC control contains all switches, which are required to control the functions of HVAC and serve as interface between the operator and the HVAC control module. The
selected values are passed to the HVAC control module via serial data.
HVAC Remote Control Module
The HVAC control module is a serial data device that interfaces between the operator and the HVAC system to maintain and control desired air temperature and air
distribution settings. The battery positive voltage circuit provides power that the HVAC control module uses for keep alive memory. If the battery positive voltage circuit loses
power, all HVAC DTCs and settings will be erased from keep alive memory. The body control module (BCM), which is the vehicle power mode master, provides a device ON-
Signal. The HVAC control module provides blower, air delivery mode and air temperature settings.
The HVAC control module supports the following features:
Feature Availability
Purge Yes
Personalisation Yes
Actuator Calibration Yes
HVAC Coolant Pump
The HVAC control module will control a cabin coolant heater pump based on a valid flow rate. If the HVAC Heating system requests a coolant flow rate, the HVAC coolant
pump will be commanded "on" and to the desired speed.
HVAC Cabin Coolant Sensor
The HVAC control module will monitor a coolant temperature sensor input. This will be used to determine the heat source requirements for the coolant heater control module.
This input will also be used along with engine temperature and other vehicle inputs.
Mode Actuator
The mode actuator is a 5-pin stepper motor. The HVAC control module supplies a 12 V reference voltage to the stepper motor and energises the 4 stepper motor coils with a
pulsed ground signal. The stepper motor puts the mode flap into the calculated position in order to reach the selected position. The null point of the stepper motor will be
calibrated, if the stepper motor is new. When the stepper motor is calibrated, the HVAC control module can drive the applicable coil to reach exactly the desired position of the
flap.
Air Temperature Actuator
The air temperature actuator is a 5-pin stepper motor. The HVAC control module supplies a 12 V reference voltage to the stepper motor and energises the 4 stepper motor
coils with a pulsed ground signal. The stepper motor puts the mixed air flap into the calculated position, in order to reach the selected temperature. The null point of the
stepper motor will be calibrated, if the stepper motor is new. When the stepper motor is calibrated, the HVAC control module can drive the applicable coil to reach exactly the
desired position of the flap.
Recirculation Actuator
The recirculation actuator is a 5-pin stepper motor. The HVAC control module supplies a 12 V reference voltage to the stepper motor and energises the 4 stepper motor coils
with a pulsed ground signal. The stepper motor puts the recirculation flap into the calculated position in order to reach the desired position. The null point of the stepper motor
will be calibrated, if the stepper motor is new. When the stepper motor is calibrated, the HVAC control module can drive the applicable coil to reach exactly the desired
position of the flap.
Blower Motor Control Module
The fan motor control module controls the speed of the fan motor by increasing or decreasing the voltage drop on the ground side of the fan motor. The HVAC control module
provides a low side pulse width modulation (PWM) signal to the fan motor control module via the fan motor speed control circuit. As the requested blower speed increases,
the HVAC control module increases the amount of time that the speed signal is modulated to ground. As the requested blower speed decreases, the HVAC control module
decreases the amount of time that the signal is modulated to ground.
Duct Temperature Sensors
The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The sensors operate within a temperature range of -40 to +85°C (-40 to +185°F). The
sensors are installed in the air distribution ducts and measure the temperature of the air that streams from the ducts. The HVAC control module uses these values to calculate
the mixed air flap position.
Evaporator Temperature Sensor
The evaporator temperature sensor is a 2-wire negative temperature co-efficient thermistor. The sensor operates within a temperature range of -40 to +85°C (-40 to +185°F).
The sensor is installed at the evaporator and measures its temperature. If the temperature drops close to 3°C (38°F), the A/C compressor will be commanded off by the HVAC
control module in order to prevent icing of the evaporator.
A/C Refrigerant Temperature Sensor
The A/C refrigerant temperature sensor is a 2-wire negative temperature co-efficient thermistor. The sensor operates within a temperature range of -40 to +85°C (-40 to
+185°F). The sensor is installed in the low side refrigerant line and measures its temperature. If the temperature drops close to 3°C (38°F), the A/C compressor will be
commanded off by the Hybrid/EV powertrain control module 2 in order to prevent icing of the evaporator.
Windscreen Temperature and Inside Moisture Sensor
The windscreen temperature and inside moisture sensor includes the relative humidity sensor, windscreen temperature sensor and humidity sensing element temperature
sensor.
• Relative humidity level at windscreen (compartment side)

• Temperature of the windscreen inside (compartment side)
• Temperature of the humidity sensor element
The relative humidity sensor measures the relative humidity of the compartment side of the windscreen. It also detects the temperature of the windscreen surface on the
passenger compartment side. Both values are used as control inputs for the HVAC control module application to calculate the fog risk on windscreen compartment side and
ability to reduce fuel consumption by decreasing A/C compressor power to a minimum without causing any fog. The sensor will also enable partial recirculation mode in order
to improve heat-up performance of the passenger compartment under cold ambient temperature conditions without the risk of mist build-up on the windscreen. The humidity
sensor element temperature sensor supplies the temperature of the humidity sensor element.
Ambient Light/Sunload Sensor

The solar sensor is connected to ground and to a 5 V stabilised voltage supply through the HVAC control module. As the sunload increases, the sensor signal voltage also
increases and vice versa. The signal varies between 1.4-4.5 V and is provided to the HVAC control module.
into the vehicle.
A/C Compressor
inverter that takes high voltage direct current from the vehicle's high voltage battery and inverts it to alternating current for the motor. The AC compressor shall be activated
• The customer pushes the AC button or

• The HVAC control, in ECO climate or Comfort Climate Settings, requests the electric AC compressor on to help in cooling the cabin or removing moisture in conditions
where the windows may fog or
• The hybrid/EV powertrain control module 2 requests the AC compressor on to help maintain the battery temperature
The hybrid/EV powertrain control module 2 uses values from the A/C refrigerant pressure sensor, A/C refrigerant thermistor, duct temperature sensors, ambient air
battery coolant pumps to determine the speed at which the compressor will operate. This message is sent from the hybrid/EV powertrain control module 2 to the A/C
compressor control module via serial data message.
Air Speed
The blower control switch is part of the HVAC faceplate control. The selected value of the blower switch position is sent to the HVAC control module via serial data.
The blower motor control module is an interface between HVAC control module and blower motor. The blower motor control module regulates supply voltage and ground
circuits to blower motor. The HVAC control module provides a PWM signal to the blower motor control module in order to command the desired blower motor speed. The
blower motor control module supplies battery voltage to the blower motor and uses the blower motor ground as a low side control to adjust the blower motor speed. The
voltage amounts between 2-13 V and changes linear to the height of the PWM signal.
Air Delivery
The HVAC control module controls the distribution of air within the passenger compartment by the use of the mode actuator. The modes that may be selected are:
• Defrost
• Defog
• Panel
• Floor
• BiLevel
In auto mode, the air delivery mode is controlled automatically based on cooling/warming needs of the compartment. The desired air distribution mode can be selected with
the air distribution buttons at the HVAC faceplate control. The HVAC control delivers the values to the HVAC control module via serial data. The HVAC control module
controls the mode actuator so that it drives the flap to the calculated position. Depending on the position of the flap, air is distributed through various ducts leading to the
outlets in the dash. Turning the mode flap to the defrost position, the HVAC control module will move the recirculation actuator to outside air, reducing window fogging. When
defrost is selected, the blower motor will be activated. The HVAC control module enables a high volume of air delivered to the front defrost vents. A/C is available in all
modes.
The rear window demister does not affect the HVAC system.
Heating and A/C Operation
The purpose of the heating and A/C system is to provide heated and cooled air to the interior of the vehicle. The A/C system will also remove humidity from the interior and
reduce windscreen fogging. Regardless of the temperature setting, the following can affect the rate that the HVAC system can achieve the desired temperature:
• Ambient air temperature

• Difference between inside and desired temperature
• Blower motor speed setting
• Mode setting
• Air conditioning control module operation
• Hybrid/EV powertrain control module 2 operation
• Coolant heater control module
Pressing the climate mode buttons (Comfort Mode or ECO Mode) enables the HVAC control module to determine whether to request A/C compressor and coolant heater
activation. Based on the thermal conditions of the vehicle the HVAC control module sends a serial data message to the hybrid/EV powertrain control module 2 for the A/C
request. The hybrid/EV powertrain control module 2 will request the A/C compressor control Module to engage A/C. The HVAC control module sends the heating request to
the coolant heater control module to produce heat.
Climate Mode button (Fan Only) will disable all heating and cooling of the vehicle unless overridden by dehumidification requirements.
Recirculation Operation
The recirculation button is part of the HVAC faceplate control. The selected recirculation button position is sent to the HVAC control module via serial data. The HVAC control
module controls the air intake through the recirculation actuator. The recirculation switch closes and opens the recirculation flap in order to circulate the air within the vehicle,
or route outside air into the vehicle.
Inside air recirculation is prevented if the defrost mode is not active. When the defrost mode is active, the recirculation actuator opens the recirculation flap and outside air is
circulated to the windscreen to reduce fogging.
In automatic recirculation mode the values of the windscreen temperature and inside moisture sensor are used as control inputs for the HVAC control module application to
calculate the fog risk on the passenger compartment side of the windscreen. The A/C compressor and the defrost mode are activated to prevent or remove fog on the
passenger compartment side of the windscreen.
Automatic Operation
The user can select to operate the Blower, Recirculation and Air Delivery operations in auto per auto operation mode.
To put the HVAC system in full automatic mode, the following is required:
1. The auto button must be pressed.

2. The system indicates that all 3 functions are being operated automatically by lighting the auto button LED.
When the auto button is pressed, the system responds by putting the blower, air delivery and recirculation into auto mode. If any of these functions are adjusted then the auto
button indication will go off and the function will leave auto operation and follow the user requested setting: auto, blower, air delivery and recirculation. In this setting the
blower request is adjusted to quickly heat the cabin initially. After comfort is reached, the blower is minimised to reduce noise and temperature drifts.
Under cold ambient temperatures, the automatic HVAC system provides heat in the most efficient manner. The operator can select an extreme temperature setting but the
system will not warm the vehicle any faster. Under warm ambient temperatures, the automatic HVAC system also provides air conditioning in the most efficient manner.
Selecting an extreme cool temperature will not cool the vehicle any faster.
In automatic mode the values of the windscreen temperature and inside moisture sensor are used as control inputs for the HVAC control module application to calculate the
fog risk on the passenger compartment side of the windscreen and ability to reduce fuel consumption by decreasing A/C compressor power to a minimum without causing any
fog. The A/C compressor and the defrost mode may be activated to prevent or remove fog on the passenger compartment side of the windscreen. The sensor will also enable
partial recirculation mode in order to improve heat-up performance of the passenger compartment under cold ambient temperature conditions without the risk of mist build-up
on the windscreen.
Coolant Heater Control Module
The coolant heater control module is an essential element of the hybrid heating system. The hybrid/EV powertrain control module 2 controls the passenger compartment
heater coolant control valve, and the HVAC commands the coolant heater control module activation. Heated coolant either from the engine or the coolant heater control
module will meet HVAC temperature demands. The coolant heater control module will be commanded "off" if the coolant temperature exceeds the desired temperature. If the
coolant temperature reaches an even higher level, the passenger compartment heater coolant control valve will move to the 'bypass' position, preventing coolant from flowing
through the coolant heater control module and the cabin heater core.
Coolant heat generated by the engine is also an element of the heating system. Once the engine coolant is warm enough to supply the required heat, the passenger
compartment heater coolant control valve will move to the 'link' position, which allows sharing of coolant between the engine, the coolant heater control module and
passenger compartment heater core. The coolant heater control module power level will be reduced and/or cycled on/off as the engine turns on/off during charge-sustaining
mode, maintaining cabin comfort. When the engine is utilised for charge sustaining mode the thermostat will control the normal engine operating coolant temperature. The
thermostat also creates a restriction for the cooling system that promotes a positive coolant flow and helps prevent cavitation.
Heater coolant enters the heater core through the inlet heater hose, in a pressurised state. The heater core is located inside the HVAC module. The ambient air drawn
through the HVAC module, absorbs the heat of the coolant flowing through the heater core. Heated air is distributed to the passenger compartment, through the HVAC
module, for passenger comfort. Opening or closing the air temperature flap controls the amount of heat delivered to the passenger compartment. The coolant exits the heater
core through the return heater hose and recirculates back to the system as controlled by the coolant passenger compartment heater coolant control valve.
A/C Compressor Cycle
Refrigerant is the key element in an air conditioning system. R-134a is presently the only Environmental Protection Agency approved refrigerant for automotive use. R-134a is
a very low temperature gas that can transfer the undesirable heat and moisture from the passenger compartment to the outside air.
The compressor builds pressure on the vapour refrigerant. Compressing the refrigerant also adds heat to the refrigerant. The refrigerant is discharged from the compressor,
through the discharge hose, and forced to flow to the condenser and then through the balance of the A/C system.
Compressed refrigerant enters the condenser in a high temperature, high pressure vapour state. As the refrigerant flows through the condenser, the heat of the refrigerant is
transferred to the ambient air passing through the condenser. Cooling the refrigerant causes the refrigerant to condense and change from a vapour to a liquid state.
The condenser is located in front of the radiator for maximum heat transfer. The condenser is made of aluminium tubing and aluminium cooling fins, which allows rapid heat
transfer for the refrigerant. The semi-cooled liquid refrigerant exits the condenser and flows to the Receiver/Dehydrator(R/D).
The R/D contains desiccant that absorbs moisture that may be in the refrigerant system. The R/D also acts as a storage vessel to ensure that a steady flow of liquid reaches
the Thermal Expansion Valve (TXV). The refrigerant exits the R/D and flows through the liquid line to the TXV.
The TXV is located at the front of dash and attaches to the evaporator inlet and outlet pipes. The TXV is the dividing point for the high and the low pressure sides of the A/C
system. As the refrigerant passes through the TXV, the pressure on the refrigerant is lowered. The TXV also metres the amount of liquid refrigerant that can flow into the
evaporator.
Refrigerant exiting the TXV flows into the evaporator core in a low pressure, liquid state. The HVAC control module blows air through the evaporator core. Warm and moist air
will cause the liquid refrigerant to boil inside of the evaporator core. The boiling refrigerant absorbs heat from the ambient air and draws moisture onto the evaporator. The
refrigerant exits the evaporator through the suction line and back to the A/C compressor, in a vapour state, and completing the A/C cycle of heat removal. At the A/C
compressor, the refrigerant is compressed again and the cycle of heat removal is repeated.
The conditioned air is distributed through the HVAC control module for passenger comfort. The heat and moisture removed from the passenger compartment will also change
form, or condense, and is discharged from the HVAC control module as water through a drain to the outside (underside) of the vehicle.
The A/C system is mechanically protected with the use of a high pressure relief valve. If the A/C refrigerant pressure sensor fails or if the refrigerant system becomes
restricted and refrigerant pressure continued to rise, the high pressure relief will pop open and release refrigerant from the system.


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Drive Motor 1 and 2 and Auxiliary Transmission Fluid Pump Temperature Sensors
°C °F OHMS (±10%)
Temperature vs Resistance Values (Approximate)
230 446 106
220 428 128
210 410 154
200 392 187
190 374 228
180 356 281
170 338 349
160 320 436
150 302 550
140 284 701
130 266 903
120 248 1176
110 230 1550
100 212 2069
90 194 2799
80 176 3843
70 158 5359
60 140 7599
50 122 10,970
40 104 16,150
30 86 24,270
20 68 37,300
10 50 58,750
0 32 94,980
-10 14 158,000
-20 -4 271,200
-30 -22 481,000
-40 -40 884,600


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Figure 1: Power, Earth and Data Communication
Figure 2: Drive Motors Monitoring
Figure 3: Transmission Internal Mode Switch
Figure 4: Drive Motors and Transmission Fluid Pump Controls


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Hybrid Controls Electronic Component Views

Figure 1: Hybrid Controls Electronic Component Views
Figure 2: High-Voltage Terminal Locator


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DTC P0335 or P0336

DTC Descriptor
DTC P0335: Crankshaft Position Sensor Circuit
DTC P0336: Crankshaft Position Sensor Performance
The crankshaft position sensor detects crankshaft speed and position. The crankshaft position sensor produces an alternating current (AC) voltage of different amplitude and
frequency. The frequency depends on the velocity of the crankshaft, and the AC voltage output depends on the crankshaft position and battery voltage. The crankshaft
position sensor works in conjunction with a 58 tooth reluctor wheel attached to the crankshaft. The engine control module (ECM) can synchronise the ignition timing, fuel
injector timing, and spark knock control based on the crankshaft position sensor and the camshaft position sensor inputs. The crankshaft position sensor is also used to
detect misfire. The ECM also sends a replicated signal over a dedicated line to the hybrid powertrain control module.
The hybrid powertrain control module uses crankshaft speed and position to confirm ICE status in various modes; for example to confirm Autostart and Autostop functionality.
In addition to the signal sent over the dedicated line, this information is also sent from the ECM to the hybrid powertrain control module over serial data. The serial data status
will be used by the hybrid powertrain control module in the event of a failure of this circuit.
P0335 or P0336
The vehicle is ON.

P0335
No signal from the crank sensor for more than 2 seconds.
P0336
The signal from the crank sensor is invalid for more than 1 second.
Diagnostic Aids
A high-resistance earth at either the power inverter module or the ECM may cause these DTCs to set intermittently.
Schematic Reference
• Hybrid Controls Schematics



• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Verify that ECM DTCs P0335 or P0336 are not set.

If either of the DTCs are set, refer to Engine Controls and Fuel DTC P0335 or P0336 .
2. With the engine running, observe the hybrid powertrain control module Engine Speed parameter with a scan tool. The parameter should display the current engine
speed, matching the tachometer and/or the ECM Engine Speed parameter.
If the hybrid powertrain control module Engine Speed parameter displays a value other than the current engine speed, continue with Circuit/System Testing.
2. Vehicle in Service Mode, test for 4.8-5.2 V between the signal circuit terminal 5 and earth.
3. If the DTC is set, program the T6 power inverter module. If the DTC resets, replace the T6 power inverter module.
Repair Instructions
• Control Module References for engine control module replacement, programming, and setup
• Control Module References for Drive Motor Generator Power Inverter module, also called the power inverter module, replacement, programming and set-up


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DTC P0506 or P0507

DTC Descriptor
DTC P0506: Idle Air Control (IAC) System - RPM Too Low
DTC P0507: Idle Air Control (IAC) System - RPM Too High
The hybrid powertrain control module determines the engine speed which is based on the high-voltage battery pack state of charge. 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. The
hybrid powertrain control module can detect a condition where the engine is cranking but does not start or has stalled, or if the engine speed does not match the commanded
speed.
The throttle actuator control (TAC) motor is controlled by the engine control module (ECM). The DC motor located in the throttle body drives the throttle blade. In order to
decrease engine speed, along with spark and fuel delivery changes the ECM commands the throttle closed reducing air flow into the engine and the engine speed decreases.
In order to increase engine speed, the ECM commands the throttle plate open allowing more air to pass the throttle plate. If the hybrid powertrain control module detects the
actual engine speed is not within a predetermined range of the commanded engine speed, this DTC sets.
• DTCs , P0068, P0101, P0102, P0103, P0112, P0113, P0116, P0117, P0118, P0121, P0122, P0123, P0128, P0171, P0172, P0201, P0202, P0203, P0204, P0222, P0223,
P0300-P0304, P0351-P0354, P0461-P0463, P0496, P0606, P06A3, P0721, P1516, P2066-P2068, P2101, P2122, P2123, P2127, P2128, P2135, P2138, P2227-P2230
are not set.
• The system voltage is between 9-32 volts.
• The accelerator pedal position is valid.
• The accelerator pedal position is less than 1 percent.
• The engine has been running for greater than 60 seconds.
• The vehicle speed is less than 1.6 km/h (1 mph).
• The barometric pressure (BARO) is greater than 70 kPa (11 psi).
• The engine coolant temperature (ECT) is greater than 60-125°C (140-257°F).
• The intake air temperature (IAT) is warmer than -20°C (-4°F).
• The commanded engine speed is steady within 25 RPM.
• A scan tool output control is not active.
• DTCs P0506 or P0507 run continuously when the above conditions are met for greater than 10 seconds.
P0506
The actual engine speed is approximately 75 RPM less than the commanded engine speed.
P0507
The actual engine speed is approximately 150 RPM greater than the commanded engine speed.
Diagnostic Aids
• A stalling condition can cause DTC P0506 to set.

• An intermittent vehicle speed sensor (VSS) signal can cause DTC P0507 to set.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Verify that there are no other DTCs set.

If any other DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Verify that none of the conditions listed below exist:
P0506
• Excess deposits in the Q38 throttle body. Refer to Throttle Body Inspection and Cleaning .
• Restricted exhaust
• Mechanical conditions that limit engine speed
• Parasitic load on the engine -- For example, a transmission condition or a belt driven accessory condition.
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
Repair Instructions


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DTC P0601-P0604, P0606, P062F, P1EB6 or P1EB7 - Hybrid Powertrain Control Module
DTC Descriptor
DTC P0601: Control Module Read Only Memory Performance
DTC P0604: Control Module Random Access Memory Performance
DTC P0606: Control Module Processor Performance
DTC P1EB6: Drive Motor 1 Control Module Long Term Memory Reset
DTC P1EB7: Drive Motor 2 Control Module Long Term Memory Reset
This is an internal fault detection of the hybrid powertrain control module. The hybrid powertrain control module is internal to the power inverter module, often referred to as
the drive motor generator power inverter module and is not serviced separately. This fault is handled inside the hybrid powertrain control module and no external circuits are
involved.

• The system voltage is greater than 9.5V.
The control module has detected an internal malfunction.
• DTCs P0601-P0604, P0606, P061A, P061B, P062F, P1EB6, and P1EB7 are Type A DTCs.
• The hybrid powertrain control module requests the hybrid powertrain control module 2 to open the high-voltage contactor relays.
DTCs P0601-P0604, P0606, P061A, P061B, P062F, P1EB6, and P1EB7 are Type A DTCs.
• Circuit Testing

• Wiring Repairs
DTC Type Reference

If DTC is set, refer to DTC B1325, B1330, B1517, C0800, C0899, C0900, C12E1, C12E2, P0562, P0563, P1A0C, P1A0D, or P1EFC .
Repair Instructions
Control Module References for Drive Motor Generator Power Inverter Module, also called the power inverter module, replacement, programming and set-up.


Volt

DTC P061A or P061B

DTC Descriptor
DTC P061A: Internal Control Module Torque System Circuitry Performance
DTC P061B: Internal Control Module Torque Calculation Performance
The hybrid powertrain control module is responsible for vehicle torque management. To accomplish this, the hybrid powertrain control module constantly monitors all aspects
of requested and actual delivered torque from involved controllers. If a torque management fault is detected propulsion power will be reduced or shut down. The hybrid
powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module and is not serviced separately. This
fault is handled inside the hybrid powertrain control module and no external circuits are involved.

• The system voltage is at least 9.5 V.

• DTCs P061A or P061B are Type A DTCs.
DTCs P061A and P061B are Type A DTCs.
• Circuit Testing

• Wiring Repairs
DTC Type Reference

2. If the DTC is set, replace the T6 power inverter module.
Repair Instructions


Volt

DTC P06AF
DTC Descriptor
DTC P06AF: Torque Management System Performance - Forced Engine Shutdown
The hybrid powertrain control module monitors a state of health message that the ECM transmits to verify the ECM is functioning properly. The hybrid powertrain control
module is part of the power inverter module, often referred to as the drive motor power inverter module, and is not serviced separately.
The system voltage is greater than 9.5 V.
The hybrid powertrain control module does not detect a valid state of health message from the ECM.
• DTC P06AF is a Type A DTC.

• The hybrid powertrain control module requests the hybrid control module 2 to open the high-voltage contactor relays.

DTC P06AF is a Type A DTC.
DTC Type Reference
Verify that ECM DTC P0606, P0A1D is not set.
1. Vehicle OFF, remove the F103 drive motor generator control module sight shield. Refer to Drive Motor Generator Power Inverter Module Cover Replacement .
2. Disconnect the T6 power inverter module X1 connector and the ECM X1 connector.
3. Test for less than 1 Ω between the serial data circuits listed below:
• T6 power inverter module X1 connector terminal 10 and K20 ECM X1 connector terminal 43
• T6 power inverter module X1 connector terminal 11 and K20 ECM X1 connector terminal 29
If greater than the specified range, test the serial data circuit for an open/high resistance condition. If the circuit tests normal, replace the K20 ECM.
Repair Instructions
Control Module References for ECM or Drive Motor Generator Power Inverter Module, also called the power inverter module, replacement, programming, and set-up.


Volt

DTC P06B1, P06B2, P06B4, P06B5, P06E7 or P06E8

DTC Descriptor
DTC P06B1: Sensor Supply Positive Voltage Circuit 1 Low Voltage
DTC P06B2: Sensor Supply Positive Voltage Circuit 1 High Voltage
DTC P06B4: Sensor Supply Positive Voltage Circuit 2 Low Voltage
DTC P06B5: Sensor Supply Positive Voltage Circuit 2 High Voltage
DTC P06E7: Sensor Supply Positive Voltage Circuit 3 Low Voltage
DTC P06E8: Sensor Supply Positive Voltage Circuit 3 High Voltage
The motor control modules share an internal 15 V reference power supply in order to operate the drive motor sensors processors. This fault is handled inside the power
inverter module, often referred to as the drive motor generator power inverter module, and no external circuits are involved. The control modules listed below are part of the
power inverter module and are not serviced separately:
• Auxiliary transmission fluid pump control module

• Drive motor control module 1

P06B1, P06B4, or P06E7
The reference voltage is less than 12 V for 1 second.
P06B2, P06B5, or P06E8
The reference voltage is greater than 18 V for 1 second.
• DTCs P06B1, P06B2, P06B4, P06B5, P06E7, and P06E8 are Type A DTCs.
• The power inverter module requests the hybrid powertrain control module 2 to open the high voltage contactor relays.
DTCs P06B1, P06B2, P06B4, P06B5, P06E7, and P06E8 are Type A DTCs.
Diagnostic Aids
This DTC may set due to low 12 V system voltage.
DTC Type Reference
If the DTC is set, program the T6 power inverter module. If the DTC resets, replace the T6 power inverter module.
Repair Instructions


Volt

DTC P0A1B or P0A1C

DTC Descriptor
DTC P0A1B: Drive Motor 1 Control Module Performance
DTC P0A1C: Drive Motor 2 Control Module Performance
This is a fault detection of the drive motor generator power inverter module's internal motor control modules. This fault is handled inside the drive motor generator power
inverter module, no external circuits are involved. The motor control modules are part of the drive motor generator power inverter module and are not serviced separately.

• DTCs P0A1B and P0A1C are Type A DTCs.

• The drive motor generator power inverter module commands the battery energy control module to open the high voltage contactor relays.
DTCs P0A1B and P0A1C are Type A DTCs.
DTC Type Reference
If the DTC is set, program the T6 drive motor generator power inverter module.
If the DTC resets, replace the T6 drive motor generator power inverter module.
Repair Instructions
Control Module References for Drive Motor Generator Power Inverter Module replacement, set-up and programming.


Volt

DTC P0A2B-P0A2D or P0A31-P0A33

DTC Descriptors
DTC P0A2B: Drive Motor 1 Temperature Sensor Performance
DTC P0A2C: Drive Motor 1 Temperature Sensor Circuit Low Voltage
DTC P0A2D: Drive Motor 1 Temperature Sensor Circuit High Voltage
DTC P0A31: Drive Motor 2 Temperature Sensor Performance
DTC P0A32: Drive Motor 2 Temperature Sensor Circuit Low Voltage
DTC P0A33: Drive Motor 2 Temperature Sensor Circuit High Voltage

Motor Temperature Sensor Signal P0A2C, P0A32 P0A2D, P0A33 P0A2D, P0A33 P0A2B, P0A31
Motor Temperature Sensor Low Reference - P0A2D, P0A33 - P0A2B, P0A31
Drive Motor 1/2 Temperature

Operating Conditions: Vehicle ON
Parameter Normal Range: 0.29 V to 4.43 V

Motor Temperature Signal 0.00 V 4.45 V Sensor Damage Possible
Motor Temperature Sensor Low Reference - 4.45 V --
The motor temperature sensor is a non-serviceable part of the power inverter module, often referred to as the drive motor generator assembly. The motor temperature sensor
is a thermistor, or a resistor that changes value when the temperature changes. The sensor has a negative-temperature coefficient. This means that as the temperature
increases, the resistance decreases, and as the temperature decreases, the resistance increases. The motor control module supplies a 5 V reference signal to the sensor and
measures the voltage drop in the circuit. When the motor is cold, the sensor resistance is high and the motor control module detects high signal voltage. As the motor
temperature increases, the resistance of the sensor decreases, which lowers the signal voltage.
P0A2B and P0A31
• DTC P0A2C-P0A2D, P0A32, P0A33, P0AEF or P0AF0 is not set.

• The Propulsion System Inactive time is greater than 6 hours, the Charge Off time is greater than 2 hours and the Thermal Conditioning Off time is greater than 2 hours.
• The transmission and power inverter module temperature is greater than -40°C (-40°F).
• The vehicle is ON or the power inverter module is awake.
• Drive motor temperature is greater than -20°C (-4°F).
• Transmission Fluid Temperature is valid.
P0A2C and P0A32
Vehicle is ON or the power inverter module is awake.
P0A2D and P0A33
Vehicle has been driven for at least 90 seconds.
P0A2B and P0A31

The Motor temperature is more than 20°C (36°F) greater than the average of the Transmission Fluid Temperature and the power inverter module temperatures.
P0A2C and P0A32
Motor temperature sensor signal is greater than 184°C (363°F) for 3 seconds.
P0A2D and P0A33
Motor temperature sensor signal is less than -41°C (-42°F) when drive motor generator torque is greater than 20 N·m (15 lb ft) for 90 seconds.
DTCs P0A2B-P0A2D, P0A31-P0A33 are Type A DTCs.
DTCs P0A2B-P0A2D, P0A31-P0A33 are Type A DTCs.
Diagnostic Aids
• The motor temperature sensor can be damaged by excessive electric current. Test the sensor for an open condition whenever a short-circuit to voltage condition is
observed.
• Test the X175 transmission 20-way connector for proper terminal contact whenever an open or high resistance circuit condition is observed.
Schematic Reference

• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
DT-44152 Jumper Harness, 20 terminal
P0A2B and P0A31
1. Allow the vehicle to cool to ambient temperature by leaving the vehicle OFF and not connected to a charger for at least 6 hours.
2. Vehicle ON, observe Motor 1 temperature, Motor 2 temperature, Transmission Fluid Temperature and Power Inverter Module Temperature scan tool parameters.
All temperature parameters should be within 28°C (50°F) of each other and ambient temperature.
P0A2C, P0A2D, P0A32, and P0A33
Vehicle ON, observe the motor control modules motor temperature scan tool parameter.
The motor temperature parameter should be between -41 and 184°C (-42 and 363°F).
1. Vehicle OFF, disconnect the transmission X175 20-way harness connector.
Note: The vehicle must be ON to test the low reference circuit. Other DTCs will set with the X175 connector disconnected.
2. Connect DT-44152 jumper harness to the vehicle harness side only.
3. Vehicle ON, test the jumper harness side for less than 8 ohms between the low reference circuit terminals listed below and earth for the appropriate drive motor
generator:
• Drive motor 1 low reference circuit terminal S
• Drive motor 2 low reference circuit terminal H
If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the T6 power inverter module.
4. Vehicle ON, verify the scan tool motor temperature sensor parameter is less than -41°C (-42°F).
If more than the specified value, test the motor temperature sensor signal circuit for a short-circuit to earth. If the circuit tests normal, replace the T6 power inverter
module.
5. Install a 3-amp fused jumper wire between the signal circuit terminal and the low reference circuit terminal listed below for the appropriate drive motor generator. Verify
the scan tool motor temperature sensor parameter is greater than 184°C (363°F):
• Drive motor 1 terminals K and S
• Drive motor 2 terminals J and H
Note: If a short-circuit to voltage is found, test the motor temperature sensor for an open circuit or physical damage.
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 T6 power inverter module.
6. Vehicle OFF, connect the DT-44152 jumper harness to the X175 transmission 20-way connector at the transmission. Measure and record the resistance between the
sensor signal and low reference terminals. Compare the actual sensor and circuit resistance to the expected sensor resistance. Refer to Temperature Versus
Resistance .
If the resistance is near the expected value, test the transmission internal harness signal circuit for a short-circuit to earth. If the circuit tests normal, replace the M15
drive motor.
If the resistance is not near the expected value, test the transmission internal harness signal and low reference circuits for an open or shorted together condition. If the
circuits test normal, replace the M15 drive motor.
Repair Instructions
• Control Valve Body Cover Removal for Wiring Harness Extension Harness replacement
• Drive Motor Generator Rotor and Stator Removal - Unit A for Drive Motor 1 replacement
• Control Module References for Drive Motor Generator Power Inverter Module, also called the power inverter module, replacement, programming and set-up


Volt

DTC P0A2F
DTC Descriptor
DTC P0A2F: Drive Motor 1 High Temperature
The transmission contains two electric motor generators. The drive motors are cooled by the transmission fluid. Hot fluid exits the drive motor housing and flows to the
transmission cooler supply line. The supply line connects to the cooler. From the cooler, the fluid returns through the oil cooler return line and enters the lubrication circuits.
The motor temperature sensor is part of the drive motor generator assembly and is not serviced separately.
DTC P0A2B is not set.
The motor temperature sensor is greater than 200°C (392°F) for 3 seconds and has not fallen below 135°C (275°F).
• DTC P0A2F is a Type B DTC.

• The hybrid powertrain control module commands the engine into derate mode.
• Autostop is disabled.
DTC P0A2F is a Type B DTC.
Diagnostic Aids
• Ask about the customer's driving habits, trailer towing, etc.
• Ensure the engine cooling system is functioning normally.
• The hybrid powertrain control module will reduce drive motor generator torque at temperatures greater than 160°C (320°F). Drive motor generator torque is reduced to
zero if the temperature reaches 190°C (374°F).
DTC Type Reference
Scan Tool Reference
1. Verify that DTC P0A2C is not set.

If DTC P0A2C is set, refer to DTC P0A2B-P0A2D or P0A31-P0A33 .
2. Vehicle ON, observe the scan tool ECM engine coolant temperature (ECT) and Transmission Fluid Temperature parameters in freeze frame data. The readings should
be below 125°C (257°F).
If the ECT was above 125°C (257°F) when the DTC set, go to Engine Overheating and correct that concern first.
3. Vehicle ON, observe the scan tool motor 1 temperature and motor 2 temperature parameters in freeze frame data. The reading should be above 200°C (392°F). If
greater than the specified value, refer to Automatic Transmission Overheating . If the transmission tests normal, replace M15A drive motor 1 generator.
Repair Instructions
Drive Motor Generator Rotor and Stator Removal - Unit A for Drive Motor 1 replacement


Volt

DTC P0A35
DTC Descriptor
DTC P0A35: Drive Motor 2 High Temperature
The transmission contains two electric drive motors and an auxiliary transmission fluid pump. The drive motor motors and auxiliary transmission fluid pump are cooled by the
transmission fluid. Hot fluid exits the drive motor motors and auxiliary transmission fluid pump housing and flows to the transmission cooler supply line. The supply line
connects to the cooler. From the cooler, the fluid returns through the oil cooler return line and enters the lubrication circuits. A non-serviceable motor temperature sensor is
located in each drive motor assembly.
DTC P0A31 is not set.
The motor temperature sensor is greater than 200°C (392°F) for 3 seconds, and has not fallen below 135°C (275°F).
• DTC P0A35 is a Type B DTC.

DTC P0A35 is a Type B DTC.
Diagnostic Aids
• The hybrid powertrain control module will reduce drive motor torque at temperatures greater than 160°C (320°F). Drive motor generator torque is reduced to zero if the
temperature reaches 190°C (374°F).
DTC Type Reference
Scan Tool Reference
1. Verify that DTC P0A31 is not set.

If DTC P0A31 is set, refer to DTC P0A2B-P0A2D or P0A31-P0A33 .
2. Vehicle ON, observe the scan tool ECM engine coolant temperature (ECT) parameter in freeze frame data. The reading should be below 125°C (257°F).
If the ECT was above 125°C (257°F) when the DTC set, go to Engine Overheating and correct that concern first.
3. Vehicle ON, observe the scan tool motor 1 temperature and motor 2 temperature parameters in freeze frame data. The reading should be above 200°C (392°F). If
greater than the specified value, go to Automatic Transmission Overheating . If transmission tests normal, replace M15B drive motor 2 generator.
Repair Instructions
Drive Motor Generator Rotor and Stator Removal - Unit B for Drive Motor 2 replacement


Volt

DTC P0A3F, P0A40, P0C52, P0C53, P0C5C, P0C5D or P1B03

DTC Descriptor
DTC P0A3F: Drive Motor 1 Position Sensor Circuit
DTC P0A40: Drive Motor 1 Position Sensor Performance
DTC P0C52: Drive Motor 1 Position Sensor Circuit 1 Low Voltage
DTC P0C53: Drive Motor 1 Position Sensor Circuit 1 High Voltage
DTC P0C5C: Drive Motor 1 Position Sensor Circuit 2 Low Voltage
DTC P0C5D: Drive Motor 1 Position Sensor Circuit 2 High Voltage
DTC P1B03: Drive Motor 1 Position Sensor Circuit Tracking Lost

Drive Motor 1 Position Sensor 1 P0C52 P0A3F P0C53, P0A3F P1B03, P0A40
Drive Motor 1 Position Sensor 2 P0C5C P0A3F P0C5D, P0A3F P1B03, P0A40
Drive Motor 1 Position Sensor Excitation P0A3F P0A3F P0A3F P1B03, P0A40
The drive motor position sensor is monitored by the motor control module. The motor control module monitors the angular position, speed and direction of the drive motor
generator rotor based upon the signals of the resolver-type position sensor. The position sensor contains a drive coil, two driven coils and an irregular shaped metallic rotor.
The metallic rotor is mechanically attached to the shaft of the drive motor generator. At vehicle ON, the motor control module outputs a 7 volt ac, 10 kHz excitation signal to
the drive coil. The drive coil excitation signal creates a magnetic field surrounding the two driven coils and the irregular shaped rotor. The motor control module then monitors
the two driven coil circuits for a return signal. The position of the irregular metallic rotor causes the magnetically-induced return signals of the driven coils to vary in size and
shape. A comparison of the two driven coils signals allows the motor control module to determine the exact position, speed and direction of the drive motor generator rotor.
The position sensor is a non-serviceable part of the drive motor.
The vehicle is ON.
P0C52, P0C5C
Circuit voltage less than 0.5 V.
P0C53, P0C5D
Circuit voltage greater than 4.5 V.
P0A3F
Sin or Cos signal is less than 2.3 V.
P0A40
Sin or Cos signal is greater than 4 V.
P1B03
The motor control module cannot track the motor position based on the sensor signals.
• DTCs P0A3F, P0A40, P0C52, P0C53, P0C5C, P0C5D and P1B03 are Type A DTCs.
• The hybrid powertrain control module commands GFI State. The vehicle will continue to run in electric mode if there is sufficient hybrid battery SOC.
DTCs P0A3F, P0A40, P0C52, P0C53, P0C5C, P0C5D and P1B03 are Type A DTCs.
Diagnostic Aids
• The drive motor generator position sensor circuits operate at very low current. These circuits are susceptible to moisture intrusion, corrosion and terminal damage.
Extreme care must be taken when probing terminals and manipulating harnesses. Poor terminal connections can result in intermittent operation.
• If the customer comments that the problem occurs only during moist environmental conditions: rain, snow, vehicle washing, etc., inspect the sensor wiring for signs of
water intrusion. If the DTC is not current, clear all DTCs and simulate the effects of water intrusion by using the following procedure:
1. Spray the suspected area with a 5 percent saltwater solution. To create a 5 percent saltwater solution, add 2 teaspoons (12 g) of salt to 8 fl oz (237 ml) of water.
2. Test drive the vehicle at various speeds over various road surfaces such as bumps and turns.
3. Rinse the area thoroughly when completed.
• The sensor circuit loops are a twisted pair with each pair covered in a foil shield. The shield circuits outside of the transmission are earthed to a stud on the drive motor
generator power inverter module assembly.
• The drive motor generator position sensor harness circuits are shielded. Improperly earthed shield circuits may cause inaccurate sensor signals.
Schematic Reference
• Component Connector End Views

• Inline Harness Connector End Views
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
Special Tools
• DT-44152 Jumper Harness

• DT-48493 Jumper Harness
Note: You must perform the Component Testing before proceeding with Circuit/System Testing.
1. Vehicle OFF, disconnect the X175 harness connector at the transmission.

2. Install the DT-44152 jumper harness to the vehicle harness side only.
3. Vehicle ON, test for 0.8-1.4 V between the terminals listed below and earth:
• Terminal U
• Terminal T
• Terminal L
• Terminal M
If greater than the specified range, test the signal circuit for a short-circuit to voltage, short-circuit to earth or an open circuit/high resistance. If the circuit tests normal
replace the T6 power inverter module.
• Terminal V
• Terminal W
If outside the specified range, test the signal circuits for a short-circuit to voltage, short-circuit to earth or an open-circuit/high resistance. If the circuits test normal
Component Testing
Note: If the transmission control wiring harness extension harness circuits fail the circuit tests, replace the transmission control wiring harness extension harness, do not
repair.
1. Verify that DTCs P1AF0, P1AF2 P1B43, P1E1E, P1E22, P1B0B, or P1B0C are not set.
If DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle
3. Install the DT-48493 jumper harness to the transmission side only.
4. Test for 10-25 Ω between terminal V and terminal W.
If not within the specified range, test the transmission control wiring harness extension harness circuits for a short-circuit to voltage, short-circuit to earth or an open-
circuit/high resistance. If the circuits test normal, replace the M15A drive motor with a generator assembly.
5. Test for 20-40 Ω between the signal terminal U and the signal terminal T.
6. Test for 30-60 Ω between the signal terminal L and the signal terminal M.
7. Test for greater than 10,000 Ω between the terminals listed below and earth:
• Terminal V
• Terminal W
• Terminal U
• Terminal T
• Terminal L
• Terminal M
8. Test for infinite resistance between the terminals listed below:
• Terminals V and U
• Terminals V and L
• Terminals U and L
If not within the specified range, test the transmission control wiring harness extension harness circuits for a short-circuit to voltage, short-circuit to earth or an open
9. If the test is passed refer to Circuit/System Testing.
Repair Instructions

Volt

DTC P0A45, P0A46, P0C57, P0C58, P0C61, P0C62 or P1B04

DTC Descriptor
DTC P0A45: Drive Motor 2 Position Sensor Circuit
DTC P0A46: Drive Motor 2 Position Sensor Performance
DTC P1B04: Drive Motor 2 Position Sensor Circuit Loss of Tracking

Drive Motor Generator 2 Position Sensor 1 P0A45, P0C57 P0A45 P0C58, P0A45 P1B04, P0A46
Drive Motor Generator 2 Position Sensor 2 P0A45, P0C61 P0A45 P0C62, P0A45 P1B04, P0A46
Drive Motor Generator 2 Position Sensor Excitation P0A45 P0A45 P0A45 P1B04, P0A46
The drive motor generator position sensor is monitored by the motor control module. The motor control module monitors the angular position, speed and direction of the drive
motor generator rotor based upon the signals of the resolver-type position sensor. The position sensor contains a drive coil, two driven coils and an irregular shaped metallic
rotor. The metallic rotor is mechanically attached to the shaft of the drive motor generator. At vehicle ON, the motor control module outputs a 7 volt ac, 10 kHz excitation signal
to the drive coil. The drive coil excitation signal creates a magnetic field surrounding the two driven coils and the irregular shaped rotor. The motor control module then
monitors the two driven coil circuits for a return signal. The position of the irregular metallic rotor causes the magnetically-induced return signals of the driven coils to vary in
size and shape. A comparison of the two driven coils signals allows the motor control module to determine the exact position, speed and direction of the drive motor generator
rotor. The position sensor is a non-serviceable part of the drive motor generator.
The vehicle is ON.
P0C57 or P0C61
Circuit voltage less than 0.5 V.
P0C58 or P0C62
Circuit voltage greater than 4.5 V.
P0A45
The motor control module cannot determine the motor position based upon the sensor signals.
P0A46
The motor control module detects a degraded motor position sensor signal.
P1B04
The motor control module cannot track the motor position based on the sensor signals.
• DTCs P0A45, P0A46, P0C57, P0C58, P0C61, P0C62, and P1B04 are Type A DTCs.
• Motor control module 2 stops requesting power for drive motor 2.
DTCs P0A45, P0A46, P0C57, P0C58, P0C61, P0C62, and P1B04 are Type A DTCs.
Diagnostic Aids
• The drive motor generator position sensor circuits operate at very low current. These circuits are susceptible to moisture intrusion, corrosion and terminal damage.
Extreme care must be taken when probing terminals and manipulating harnesses. Poor terminal connections can result in intermittent operation.
• If the customer comments that the problem occurs only during moist environmental conditions: rain, snow, vehicle washing, etc., inspect the sensor wiring for signs of
water intrusion. If the DTC is not current, clear all DTCs and simulate the effects of water intrusion by using the following procedure:
1. Spray the suspected area with a 5 percent saltwater solution. To create a 5 percent saltwater solution, add 2 teaspoons (12 g) of salt to 8 fl oz (237 ml) of water.
2. Test drive the vehicle at various speeds over various road surfaces such as bumps and turns.
3. Rinse the area thoroughly when completed.
• The sensor circuit loops are a twisted pair with each pair covered in a foil shield. The shield circuits outside of the transmission are earthed to a stud on the drive motor
generator power inverter module assembly.
• The drive motor generator position sensor harness circuits are shielded. Improperly earthed shield circuits may cause inaccurate sensor signals.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
1. Vehicle OFF, disconnect the X1 and X2 harness connectors at the transmission.

2. Vehicle ON, at the harness side test for 0.8-1.4 V between the terminals listed below and earth:
• X1 Terminal 1
• X1 Terminal 2
• X1 Terminal 3
• X1 Terminal 4
If not within the specified range, test the signal circuits for a short-circuit to voltage, short-circuit to earth or an open-circuit/high resistance. If the circuits test normal
• X2 Terminal 1
• X2 Terminal 2
If outside the specified range, test the signal circuits for a short-cicuit to voltage, short-circuit to earth or an open-circuit/high resistance. If the circuits test normal
Component Testing
1. Verify that DTCs P1AF0, P1AF2 P1B43, P1E1E, P1E22 P1B0B, or P1B0C are not set.
If DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
3. At the transmission side test for 10-25 Ω between terminal 1 and terminal 2.
If not within the specified range, replace the M15B drive motor with a generator assembly.
4. Disconnect the X1 harness connector at the transmission.
5. Test for 30-60 Ω between the signal terminal 1 and the signal terminal 2.
6. Test for 20-40 Ω between the signal terminal 3 and the signal terminal 4.
7. Test for greater than 10,000 Ω between the terminals listed below and earth:
• X1 Terminal 1
• X1 Terminal 2
• X1 Terminal 3
• X1 Terminal 4
• X2 Terminal 1
• X2 Terminal 2
If less than the specified value, replace the M15B drive motor with a generator assembly.
• X1 Terminals 1 and 3
• X1 Terminal 1 and X2 Terminal 1
• X1 Terminal 3 and X2 Terminal 1
If less than the specified value, replace the M15B drive motor with a generator assembly.
9. If the test is passed refer to Circuit/System Testing.
Repair Instructions
• Drive Motor Generator Rotor and Stator Removal - Unit B for Drive Motor 2 replacement
• Control Module References for Drive Motor Generator Power Inverter Module Assembly, also called the power inverter module, replacement, programming, and set-up


Volt

DTC P0A78 or P0A79

DTC Descriptor
DTC P0A78: Drive Motor 1 Inverter Performance
DTC P0A79: Drive Motor 2 Inverter Performance
The power inverter module, often referred to as the drive motor generator power inverter module, contains the two drive motor control modules. Each motor control module
operates its respective drive motor generator based upon hybrid/EV powertrain control module commands. Each motor control module controls the speed, direction and
output torque of its respective drive motor generator through the sequencing actuation of high-current switching transistors called insulated gate bipolar transistors. Each
insulated gate bipolar transistor assembly is monitored for fault conditions. The motor control modules are part of the power inverter module and are not serviced separately.
The high voltage contactor relays are closed.
The motor control module detects excessive current flow through the switched portion of the insulated gate bipolar transistor.
• DTCs P0A78 and P0A79 are Type A DTCs.

• The power inverter module requests hybrid powertrain control module 2 to open the high-voltage contactor relays.
DTCs P0A78 and P0A79 are Type A DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
If the DTC is set, clear DTC; Turn the vehicle OFF for 2 minutes. Turn vehicle ON, Operate vehicle within conditions for running and setting DTC. If the DTC resets, go to
Circuit/System Testing.
Danger: Always perform the High-Voltage Disabling procedure prior to servicing any High Voltage component or connection. Personal Protection Equipment (PPE) and
The High-Voltage Disabling procedure will perform the following tasks:

1. Perform the High Voltage Disabling procedure for servicing at the drive motor generator control module cable connections.
2. Remove the 3-phase cable assembly from the power inverter module distribution box. Refer to Drive Motor Generator Rotor and Stator Removal - Unit A or Drive Motor
Generator Rotor and Stator Removal - Unit B .
3. Test for infinite resistance between the Phase Terminals listed below and earth for each phase of the appropriate M15 drive motor:
Drive Motor 1
• X5 terminal 3-phase U
• X5 terminal 2-phase V
• X5 terminal 1-phase W
Drive Motor 2
• X6 terminal 3-phase U
• X6 terminal 2-phase V
• X6 terminal 1-phase W
If not the specified value, test the AC circuit for a short-circuit to earth or a short-circuit between the AC circuit terminals and the aluminium cable mounting block. If
the circuit tests normal, replace the T6 power inverter module. If the DTC resets replace the M15 drive motor.
Repair Instructions
• Drive Motor Generator Rotor and Stator Removal - Unit A for Drive Motor 1 or Drive Motor 1 3-Phase Cable Assembly replacement
• Drive Motor Generator Rotor and Stator Removal - Unit B for Drive Motor 2 or Drive Motor 2 3-Phase Cable Assembly replacement
• Control Module References for power inverter module, often referred to as the Drive Motor Generator Power Inverter Module, replacement, programming and set-up.


Volt

DTC P0A89
DTC Descriptor
DTC P0A89: 14 Volt Power Module Current Sensor High Current
The 14 V power module, also called the accessory DC power control module, monitors output current. This sensor is internal to the 14 V power module and is not serviced
separately from the control module.
The vehicle is ON.
The sensor signal is out of range for more than 5 seconds.
• The 14 V power module stops supplying power to the 12 V system.

• DTC P0A89 is a Type C DTC.

DTC P0A89 is a Type C DTC.
DTC Type Reference
If the DTC is set, program the K1 14V power module. If the DTC resets, replace the K1 14 V power module.
Repair Instructions
Control Module References for Accessory DC Power Control Module, also called the 14 V Power Module, replacement, programming and set-up.


Volt

DTC P0A8D-P0A8F
DTC Descriptor
DTC P0A8D: 14 V Power Module System Voltage Low Voltage
DTC P0A8E: 14 V Power Module System Voltage High Voltage
DTC P0A8F: 14 V Power Module System Performance
The 14 V power module, also referred to as the accessory DC power control module, constantly monitors system input and output voltage. This sensor is internal to the 14 V
power module and is not serviced separately from the control module.
The vehicle is ON.
DTC P0A8D, P0A8E or P0A8F: the sensor signal is out of range for greater than 5 seconds.
• The 14 V power module stops supplying power to the 12 V system.

• DTCs P0A8D, P0A8E or P0A8F are Type C DTCs.
DTCs P0A8D, P0A8E or P0A8F are Type C DTCs.
Diagnostic Aids
DTC Type Reference
Repair Instructions
Control Module References for Accessory DC Power Control Module, also called the 14 V power module, replacement, programming and set-up.


Volt

DTC P0AB9
DTC Descriptor
DTC P0AB9: Hybrid/EV System Performance
This vehicle does not use a 12 V starter motor to crank the internal combustion engine. A much more powerful 300 V drive motor 1 located within the transmission is utilised to
crank the engine. The 300 V drive motor 1 can rotate the engine to operating speed (800 RPM) within just a few hundred milliseconds. The hybrid powertrain control module
can detect a condition where the engine is cranking but does not start or has stalled.
Drive motor 1 is cranking the engine.
The hybrid powertrain control module detects that crankshaft position sensor engine speed has not risen above the commanded cranking speed, indicating the engine has
failed to start, or the hybrid powertrain control module detects crankshaft position sensor engine speed has fallen below a specific minimum speed indicating the engine has
stalled.
DTC P0AB9 is a Type A DTC.

Cranks But Does Not Start
When the system orders engine Crank, the hybrid powertrain control module will command drive motor generator 1 to rotate the engine. The drive motor will continue to rotate
the engine at a specific RPM until the engine starts and causes increased engine RPM. The hybrid powertrain control module will cease engine rotation if an increase in
engine RPM is not observed after several seconds. This function may have the appearance of a start/stall condition.
Engine Stall
If stalling occurs after a successful engine start, the hybrid powertrain control module will recognize the drop in engine RPM and command drive motor generator 1 to maintain
engine RPM in an attempt to restart the engine. Drive motor generator 1 will continue to rotate the engine until the hybrid powertrain control module commands it to stop. The
engine may be rotated for many minutes after the actual engine stall condition occurred and is typically stopped only after the hybrid battery state of charge gets too low. This
function may have the appearance of a running engine.
DTC P0AB9 is a Type A DTC.
Diagnostic Aids
Any condition that causes the engine to stall and/or not start may set this DTC. Possible conditions include:
• Fuel conditions such as low level, low pressure or contamination.

• Engine conditions such as low compression.
• Restricted exhaust or air intake systems.
Always inspect for DTCs that would cause an engine stall and/or no start condition.
This DTC may set if the vehicle is powered off while driving.
1. Vehicle ON. Operate the hood release to open the hood. The engine should start and run.
If the engine fails to start, diagnose the engine system. Refer to Engine Cranks But Does Not Run .
2. If the engine starts, the problem is intermittent and not present at this time.
3. DTC is set, and the engine is running, program the T6 power inverter module.
If the DTC resets, replace the T6 power inverter module.
Repair Instructions


Volt

DTC P0AEE, P0AEF, P0AF0, P0AF3-P0AF5, P0BD2-P0BD4, P0BD7-P0BD9, P0BDC-P0BDE, or P0BE1-

P0BE3
DTC Descriptor
DTC P0AEE: Drive Motor Inverter Temperature Sensor 1 Performance
DTC P0AEF: Drive Motor Inverter Temperature Sensor 1 Circuit Low Voltage
DTC P0AF0: Drive Motor Inverter Temperature Sensor 1 Circuit High Voltage
DTC P0AF3: Drive Motor Inverter Temperature Sensor 2 Performance
DTC P0AF4: Drive Motor Inverter Temperature Sensor 2 Circuit Low Voltage
DTC P0AF5: Drive Motor Inverter Temperature Sensor 2 Circuit High Voltage
DTC P0BD2: Drive Motor Inverter Temperature Sensor 3 Performance
DTC P0BD3: Drive Motor Inverter Temperature Sensor 3 Circuit Low Voltage
DTC P0BD4: Drive Motor Inverter Temperature Sensor 3 Circuit High Voltage
DTC P0BD7: Drive Motor Inverter Temperature Sensor 4 Performance
DTC P0BD8: Drive Motor Inverter Temperature Sensor 4 Circuit Low Voltage
DTC P0BD9: Drive Motor Inverter Temperature Sensor 4 Circuit High Voltage

DTC P0BDC: Drive Motor Inverter Temperature Sensor 5 Performance
DTC P0BDD: Drive Motor Inverter Temperature Sensor 5 Circuit Low Voltage
DTC P0BDE: Drive Motor Inverter Temperature Sensor 5 Circuit High Voltage
DTC P0BE1: Drive Motor Inverter Temperature Sensor 6 Performance
DTC P0BE2: Drive Motor Inverter Temperature Sensor 6 Circuit Low Voltage
DTC P0BE3: Drive Motor Inverter Temperature Sensor 6 Circuit High Voltage
This is an internal fault detection of the drive motor generator power inverter module. This fault is handled inside the drive motor generator power inverter module and no
external circuits are involved.
P0AEE, P0AF3, P0BD2, P0BD7, P0BDC and P0BE1
• Ignition ON after the ignition has been OFF for 6 hours.
• Temperature average of the inverter phase temperature sensors is greater than 12°C (10°F).
• Motor temperature sensor is above -40°C (-40°F).
• DTCs P0AEF, P0AF0, P0BD3, P0BD4, P0BDD, P0BDE, P0A2C, and P0A2D are not set.
P0AEF, P0AF4, P0BD3, P0BD8, P0BDD and P0BE2
The ignition is ON.
P0AF0, P0AF5, P0BD4, P0BD9, P0BDE and P0BE3

• Motor temperature is above -40°C (-40°F). If motor temperature is less than -40°C (-40°F) with Ignition ON, the drive motor must operate at greater than 20 N·m
(14.75 lb ft) for a cumulative time of 1.5 minutes before the DTC will run.

P0AEE, P0AF3, P0BD2, P0BD7, P0BDC and P0BE1
• A 15°C (27°F) difference is observed between the individual inverter phase temperature sensor and the average of all the inverter phase temperatures.
• The above condition is present for 4 seconds.
P0AEF, P0AF4, P0BD3, P0BD8, P0BDD and P0BE2
The inverter phase temperature sensor is greater than 125°C (275°F) for 3 seconds.
P0AF0, P0AF5, P0BD4, P0BD9, P0BDE and P0BE3
The inverter phase temperature sensor is less than -40°C (-40°F) for 3 seconds.
• DTCs P0AEE, P0AEF, P0AF0, P0AF3, P0AF4, P0AF5, P0BD2, P0BD3, P0BD4, P0BD7, P0BD8, P0BD9, P0BDC, P0BDD, P0BDE, P0BE1, P0BE2 AND P0BE3 are
Type B DTCs.
DTCs P0AEE, P0AEF, P0AF0, P0AF3, P0AF4, P0AF5, P0BD2, P0BD3, P0BD4, P0BD7, P0BD8, P0BD9, P0BDC, P0BDD, P0BDE, P0BE1, P0BE2 AND P0BE3 are
Type B DTCs.
DTC Type Reference
If the DTC is set, program the T6 drive motor generator power inverter module. If the DTC resets, replace the T6 drive motor generator power inverter module.
Repair Instructions


Volt

DTC P0B0D
DTC Descriptor
DTC P0B0D: Auxiliary Transmission Fluid Pump Motor Control Module Performance
This is a fault detection of the auxiliary transmission fluid pump motor control module. This control module is part of the power inverter module, often referred to as the drive
motor generator power inverter module, and is not serviced separately. This fault is handled inside the power inverter module, no external circuits are involved.

• DTC P0B0D is a Type A DTC.


DTC P0B0D is a Type A DTC.
DTC Type Reference
If the DTC is set, program the T6 power inverter module.
If the DTC resets, replace the T6 power inverter module.
Repair Instructions


Volt

DTC P0BE6-P0BE8, P0BEA-P0BEC, P0BEE, P0BEF, P0BF0, P0BF2-P0BF4, P0BF6-P0BF8 or P0BFA-P0BFC

DTC Descriptor
DTC P0BE6: Drive Motor 1 Phase U Current Sensor Performance
DTC P0BE7: Drive Motor 1 Phase U Current Sensor Circuit Low Voltage
DTC P0BE8: Drive Motor 1 Phase U Current Sensor Circuit High Voltage
DTC P0BEA: Drive Motor 1 Phase V Current Sensor Performance
DTC P0BEB: Drive Motor 1 Phase V Current Sensor Circuit Low Voltage
DTC P0BEC: Drive Motor 1 Phase V Current Sensor Circuit High Voltage
DTC P0BEE: Drive Motor 1 Phase W Current Sensor Performance
DTC P0BEF: Drive Motor 1 Phase W Current Sensor Circuit Low Voltage
DTC P0BF0: Drive Motor 1 Phase W Current Sensor Circuit High Voltage
DTC P0BF2: Drive Motor 2 Phase U Current Sensor Performance
DTC P0BF3: Drive Motor 2 Phase U Current Sensor Circuit Low Voltage
DTC P0BF4: Drive Motor 2 Phase U Current Sensor Circuit High Voltage

DTC P0BF6: Drive Motor 2 Phase V Current Sensor Performance
DTC P0BF7: Drive Motor 2 Phase V Current Sensor Circuit Low Voltage
DTC P0BF8: Drive Motor 2 Phase V Current Sensor Circuit High Voltage
DTC P0BFA: Drive Motor 2 Phase W Current Sensor Performance
DTC P0BFB: Drive Motor 2 Phase W Current Sensor Circuit Low Voltage
DTC P0BFC: Drive Motor 2 Phase W Current Sensor Circuit High Voltage
This is an internal fault detection of the drive motor generator power inverter module. This fault is handled inside the drive motor generator power inverter module and no
The control module runs the program to detect an internal fault when the Hybrid wake-up circuit is active.
• DTCs P0BE6, P0BE7, P0BE8, P0BEA, P0BEB, P0BEC, P0BEE, P0BEF, P0BF0, P0BF2, P0BF3, P0BF4, P0BF6, P0BF7, P0BF8, P0BFA, P0BFB and P0BFC are
Type B DTCs.
DTCs P0BE6, P0BE7, P0BE8, P0BEA, P0BEB, P0BEC, P0BEE, P0BEF, P0BF0, P0BF2, P0BF3, P0BF4, P0BF6, P0BF7, P0BF8, P0BFA, P0BFB and P0BFC are
Type B DTCs.
DTC Type Reference

Repair Instructions


Volt

DTC P0BFD or P0BFE

DTC Descriptor
DTC P0BFD: Drive Motor 1 Phase U-V-W Correlation
DTC P0BFE: Drive Motor 2 Phase U-V-W Correlation
The power inverter module, often referred to as the drive motor generator power inverter module, contains the motor control modules and the hybrid powertrain control
module. Each motor control module operates its respective drive motor based upon hybrid powertrain control module commands. Each motor control module controls the
speed, direction and output torque of its respective drive motor generator through the sequencing actuation of high-current switching transistors called insulated gate bipolar
transistors. Each drive motor generator operates utilising 3-phase alternating current AC electricity. Each insulated gate bipolar transistor operates a single phase of the drive
motor generator. Each phase is individually identified as U, V and W. Each motor control module monitors the current of each phase in order to detect power inverter module
over-current conditions.
Because all the motor generator phase circuits are electrically joined together, they should each flow about the same amount of current. The motor control modules perform a
mathematical calculation to verify that the phase current sensors are accurate. If the U-V-W phase current sensors indicate about the same amount of phase current, the sum
of the calculation should be near zero. If the U-V-W phase currents are not similar, this DTC will set.

• The high voltage contactor relays are closed.

The sum of the 3-phase current sensors is greater than 156 A.
• DTCs P0BFD and P0BFE are Type A DTCs.

DTCs P0BFD and P0BFE are Type A DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

1. Perform the High Voltage Disabling procedure for servicing at the power inverter control module cable connections.
2. Remove the 3-phase cable assembly from the T6 power inverter module distribution box. Refer to Drive Motor Generator Rotor and Stator Removal - Unit A and Drive
Motor Generator Rotor and Stator Removal - Unit B .
3. Test for infinite resistance between each of the AC circuit terminals listed below and earth:
• X5 drive motor 1 phase U terminal
• X5 drive motor 1 phase V terminal
• X5 drive motor 1 phase W terminal
• X6 drive motor 2 phase U terminal
• X6 drive motor 2 phase V terminal
• X6 drive motor 2 phase W terminal
If not the specified value and the engine was running then stalled when the DTC set, test the AC circuit for a short-circuit to earth or a short-circuit between the AC
circuit terminals and the aluminium cable mounting block. If the circuit tests normal, replace the appropriate M15 drive motor. If the DTC resets replace the T6 power
inverter module.
If not the specified value, and the engine would not crank when the DTC set, test the AC circuit for a short-circuit to earth or a short-circuit between the AC circuit
terminals and the aluminium cable mounting block. If the circuit tests normal, replace the T6 power inverter module. If the DTC resets replace the M15 drive motor.
Repair Instructions
• Drive Motor Generator Rotor and Stator Removal - Unit A for Drive Motor 1, 3-Phase Cable Assembly replacement
• Drive Motor Generator Rotor and Stator Removal - Unit B for Drive Motor 2, 3-Phase Cable Assembly replacement
• Drive Motor Generator Rotor and Stator Removal - Unit A
• Drive Motor Generator Rotor and Stator Removal - Unit B
• Control Module References for Drive Motor Generator Power Inverter Module, also called the power inverter module, replacement, programming and set-up.


Volt

DTC P0C01 or P0C04

DTC Descriptor
DTC P0C01: Drive Motor 1 High Current
DTC P0C04: Drive Motor 2 High Current
The power inverter module, often referred to as the drive motor generator power inverter module, contains two motor control modules and the hybrid powertrain control
module. Each motor control module operates its respective drive motor generator based upon power inverter module commands. Each motor control modules controls the
speed, direction and output torque of its respective drive motor generator through the sequencing actuation of high-current switching transistors called insulated gate bipolar
transistors. Each drive motor generator operates utilising 3-phase AC electricity. Each insulated gate bipolar transistor operates a single phase of the drive motor generator.
Each phase is individually identified as U, V and W. Each motor control module monitors the current of each phase in order to detect power inverter module over-current
conditions. The motor control modules are part of the power inverter module and are not serviced separately.
The hybrid wake-up circuit is active.
One or more phase currents are greater than 725 A.

• DTCs P0C01 and P0C04 are Type A DTCs.
DTCs P0C01 and P0C04 are Type A DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

1. Perform the High Voltage Disabling .

2. Vehicle OFF, disconnect the appropriate 3-phase cable assembly from the T6 power inverter module listed below. Refer to Hybrid Controls Electronic Component Views
Figure 2: High Voltage Terminal Locator.
Drive Motor 1
• X5 phase U terminal 3
• X5 phase V terminal 2
• X5 phase W terminal 1
Drive Motor 2
3. Test for infinite resistance to circuit terminals listed below and earth:
Drive Motor 1
Drive Motor 2
If disconnect the 3-phase cable assembly from the T12 automatic transmission assembly. Refer to Drive Motor Generator Rotor and Stator Removal - Unit A and
Drive Motor Generator Rotor and Stator Removal - Unit B . Ensure the terminals are not contacting chassis earth. Test the circuits for a short-circuit to earth. If the
circuits test normal, replace the M15 drive motor.
4. Replace the T6 power inverter module.
Repair Instructions


Volt

DTC P0C05 or P0C08

DTC Descriptor
DTC P0C05: Drive Motor 1 Phase U-V-W Circuits
DTC P0C08: Drive Motor 2 Phase U-V-W Circuits
Each drive motor is controlled by a motor control module. The drive motor utilises 3-phase AC electricity. The drive motor stator coil is comprised of three phase circuits. The
phase circuits are identified as phase U, phase V and phase W. The U-V-W phase circuits are connected in a wye configuration. This means each phase is connected at a
single, central point. The motor control modules monitor a current sensor connected to each drive motor generator phase. The current sensor is part of the drive motor
assembly and is not serviced separately. The motor control module is part of the power inverter module, often referred to as the drive motor generator power inverter module,
and is not serviced separately.
• The Hybrid Wake-up circuit is active.

• Inverter voltage is greater than 35 V.
• The motor control module has applied greater than or equal to 23A to the drive motor.
The motor control module detects at least one U-V-W phase current sensor is less than 9 A.
• DTCs P0C05 and P0C08 are Type A DTCs.

• Propulsion will be disabled.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

1. Perform the High Voltage Disabling procedure for servicing at the T6 power inverter module cable connections.
2. Remove the 3-phase cable assembly from the power inverter module distribution box. Refer to Hybrid Controls Electronic Component Views Figure 2: High Voltage
Terminal Locator.
3. Test for less than 0.5 ohms at each phase by measuring between the following circuits with a DMM:
• Phase U and phase V
• Phase U and phase W
If not the specified value, inspect the 3 phase cable terminal fasteners at the Drive Motor Generator Rotor for the proper torque and for arc-flash damage. Refer to
Drive Motor Generator Rotor and Stator Removal - Unit A and Drive Motor Generator Rotor and Stator Removal - Unit B .
If any fasteners were loose and no arc-flash damage is present, torque the fasteners and re-assemble the vehicle. Retest for the DTC.
If any fasteners were loose and arc-flash damage is present, replace the drive motor generator assembly and the 3 phase cable assembly.
Disconnect the 3 phase cable assembly from the transmission. Refer to Drive Motor Generator Rotor and Stator Removal - Unit A and Drive Motor Generator Rotor
and Stator Removal - Unit B .
Test each cable for continuity from the PIM connection terminal to the transmission connection terminal.
If you measure greater than 0.5 ohms, replace the 3 phase cable assembly.
Replace the drive motor generator assembly and retest for the DTC. If the DTC resets, replace the PIM.
Repair Instructions


Volt

DTC P0C0B or P0C0E

DTC Descriptor
DTC P0C0B: Drive Motor 1 Inverter Supply Voltage Circuit
DTC P0C0E: Drive Motor 2 Inverter Supply Voltage Circuit
This is an internal fault detection of the power inverter module. This fault is handled inside the power inverter module and no external circuits are involved.
• Vehicle is ON or Charge Mode is active.

• High voltage is greater than 100 V.
The control module does not detect voltage at the insulated gate bipolar transistor bias supply.
• DTCs P0C0B and P0C0E are Type A DTCs.

DTCs P0C0B and P0C0E are Type A DTCs.
DTC Type Reference
Repair Instructions


Volt

DTC P0C17 or P0C18

DTC Descriptors
DTC P0C17: Drive Motor 1 Position Not Learned
DTC P0C18: Drive Motor 2 Position Not Learned
The drive motor position sensor is monitored by the motor control module. The motor control module monitors the angular position, speed and direction of the drive motor
generator based upon the signals of the resolver-type position sensor. The position sensor or resolver, contains a drive coil, two driven coils and an irregular shaped metallic
rotor. The metallic rotor is mechanically attached to the shaft of the drive motor generator. At vehicle ON, the motor control module outputs a 7 V alternating current, 10 kHz
excitation signal to the drive coil. The drive coil excitation signal creates a magnetic field surrounding the two driven coils and the irregular shaped rotor. The motor control
module then monitors the two driven coil circuits for a return signal. The position of the irregular shaped metallic rotor causes the magnetically-induced return signals of the
driven coils to vary in size and shape. A comparison of the two driven coil signals allows the motor control module to determine the exact position, speed and direction of the
drive motor generator.
Offset is the relationship between the position sensor and the drive motor generator output shaft. Whenever the vehicle is cycled to OFF, the motor control module attempts to
learn the offset of the drive motor position sensor. The motor control module will attempt to learn the position at hybrid wake-up, vehicle ON, only if no valid offset value has
ever been learned. The non-learned condition would normally occur only after a motor control module reprogramming event.
Vehicle is cycled from ON to OFF.

Condition 1
Position sensor offset value not learned because drive motor speed is greater than 50 RPM.
Condition 2
Position sensor offset value not learned because hybrid battery voltage is less than 192 V.
Condition 3
Position sensor offset value not learned because drive motor phase current is less than 15 A.
Schematic Reference
Scan Tool Reference
1. Verify that DTCs P0A40, P0A45, P0A46, P0A78, P0A79, P0A3F, P0C05, P0C08, P0C0B, P0C0E, P0C4E, P0C4F, P0C52, P0C53, P0C57, P0C58, P0C61, P0C62,
P0C5C, P0C5D, P1B03, P1B04, P1B0D or P1B0E is not set.
Repair Instructions


Volt

DTC P0C19
DTC Descriptor
DTC P0C19: Drive Motor 1 Torque Delivered Performance
Each drive motor generator is controlled by a motor control module. The motor control module constantly monitors the requested torque and the delivered torque of its
respective drive motor generator. The motor control module is part of the power inverter module, also called the drive motor generator power inverter module and is not
serviced separately.
• Vehicle ON.

• Drive motor 1 is commanded to develop torque.
The motor control module has detected that the drive motor torque is not being delivered as expected.
• DTC P0C19 is a Type A DTC.

DTC P0C19 is a Type A DTC.
Diagnostic Aids
Because the engine and drive motor 1 are mechanically connected through a planetary gear set, an engine condition that requires drive motor 1 to consume excessive current
while trying to rotate the engine may cause this DTC to set such as:
• Extreme braking during regeneration may cause this DTC to be set in history.
• Seized or binding engine
• Seized or binding accessory drive belt
DTC Type Reference
1. Verify that the engine is not seized or binding.

If the engine is seized or binding, refer to Symptoms - Engine Mechanical .
Repair Instructions


Volt

DTC P0C1A
DTC Descriptor
DTC P0C1A: Drive Motor 2 Torque Delivered Performance
Each drive motor generator is controlled by a motor control module. The motor control module constantly monitors the requested torque and the delivered torque of its
respective drive motor generator. The motor control module is part of the power inverter module, also called the drive motor generator power inverter module and is not
• Vehicle ON.

• Drive motor 2 is commanded to develop torque.
The motor control module has detected that drive motor generator torque is not being delivered as expected.
• DTC P0C1A is a Type A DTC.

DTC P0C1A is a Type A DTC.
Diagnostic Aids
Extremely hard braking during regeneration may cause this DTC to be set in history.
DTC Type Reference
Repair Instructions


Volt

DTC P0C20
DTC Descriptor
DTC P0C20: Auxiliary Transmission Fluid Pump Phase U-V-W Circuits
The power inverter module, often referred to as the drive motor generator power inverter module, contains three motor control modules and the hybrid powertrain control
module. Two of the motor control modules operate their respective drive motor generator based upon drive motor generator power inverter module commands. The third
motor control module controls the Auxiliary Transmission Fluid Pump Motor. The motors utilise 3 phase AC electricity. The motor stator coil is comprised of three-phase
circuits. The phase circuits are identified as phase U, phase V and phase W. The U-V-W phase circuits are connected in a wye configuration. This means each phase in the
motor stator is connected at a single, central point. The motor control modules monitor a current sensor connected to each motor phase. The current sensors are part of the
motor control module assembly and are not serviced separately. The motor control modules are part of the power inverter module and are not serviced separately.

• The motor control module has applied current to the auxiliary transmission fluid pump motor.
The motor control module detects at least one U-V-W phase current sensor is less than 1.0 A.

• Vehicle propulsion will be disabled.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

1. Perform the High Voltage Disabling procedure for servicing the T6 power inverter module assembly or T12 Transmission.
2. Disconnect the X8 connector from the T6 power inverter module.
3. Test for infinite resistance between the terminals listed below and each for each phase of the G5 auxiliary transmission fluid pump:
• Terminal 1 phase U
• Terminal 2 phase V
• Terminal 3 phase W
If less than the specified value, replace the G5 auxiliary transmission fluid pump.
Repair Instructions
• Auxiliary Fluid Pump Motor and Fluid Pump Disassemble and Auxiliary Fluid Pump Motor and Fluid Pump Assemble for Auxiliary Transmission Fluid Pump replacement


Volt

DTC P0C28
DTC Descriptor
DTC P0C28: Auxiliary Transmission Fluid Pump High Current
motor control module controls the Auxiliary Transmission Fluid Pump Motor. The motors utilise 3 phase AC electricity. The motor stator coil is comprised of three-phase
circuits. The phase circuits are identified as phase U, phase V and phase W. The U-V-W phase circuits are connected in a wye configuration. This means each phase is
connected at a single, central point. The motor control modules monitor a current sensor connected to each motor phase. The current sensor is part of the motor assembly
and is not serviced separately. The motor control modules are part of the power inverter module and are not serviced separately.
Vehicle is ON.
One or more phase currents are greater than 35 A.

• Vehicle propulsion will be disabled.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

1. Perform the High Voltage Disabling procedure for servicing the T6 power inverter module or T12 transmission.
2. Disconnect the X8 connector from the T6 power inverter module.
3. Test for infinite resistance between the terminals listed below and each for each phase of the G5 auxiliary transmission fluid pump:
• X8 terminal 3 phase U
• X8 terminal 2 phase V
• X8 terminal 1 phase W
If less than the specified value, replace the G5 auxiliary transmission fluid pump.
Repair Instructions
• Auxiliary Fluid Pump Motor and Fluid Pump Disassemble and Auxiliary Fluid Pump Motor and Fluid Pump Assemble for auxiliary transmission fluid pump replacement.


Volt

DTC P0C4E
DTC Descriptors
DTC P0C4E: Drive Motor 1 Position Exceeded Learning Limit
rotor.
Offset is the relationship between the position sensor and the drive motor generator output shaft. When the vehicle is turned OFF, the motor control module attempts to learn
the offset of the drive motor position sensor.
• The vehicle is cycled OFF.

• Drive motor generator speed is less than 20 RPM.
• DC High Voltage is greater than 192 V.

• The position sensor total offset exceeds 30 degrees during the learning process.
• The current learned value differs from the previous learned value by greater than 10 degrees.
DTC P0C4E is a Type A DTC.
DTC P0C4E is a Type A DTC.
Diagnostic Aids
• The drive motor generator position sensor circuits operate at very low current. Just a few ohms of additional circuit resistance may cause position sensor signal
degradation. Extreme care must be taken when probing terminals and manipulating harnesses.
• The sensor circuit loops are a twisted pair with each pair covered in a foil shield. The shield circuits outside of the transmission are earthed to the drive motor generator
power inverter module.
• Ensure the drive motor generator position sensor harness shield circuits are properly earthed prior to testing.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Special Tools
DT-44152 Jumper Harness
1. Verify that DTCs P0A3F, P0A40, P0C52, P0C53, P0C5C, P0C5D or P1B03 are not set.
If any of the DTCs are set, refer to DTC P0A3F, P0A40, P0C52, P0C53, P0C5C, P0C5D or P1B03 .
3. Install the DT-44152 jumper harness to the harness side only.
4. Disconnect the X1 harness connector at the T6 power inverter module.
5. Test for less than 1 Ω between the terminals listed below:
• DT 44152 Terminal L and X1 terminal 1
• DT 44152 Terminal M and X1 terminal 12
• DT 44152 Terminal U and X1 terminal 2
• DT 44152 Terminal T and X1 terminal 13
• DT 44152 Terminal W and X1 terminal 3
• DT 44152 Terminal V and X1 terminal 14
If greater that the specified range, test the signal circuit for an open/high resistance.
6. If all circuits test normal, replace the drive motor generator position sensor.
Component Testing

2. Install the DT-44152 jumper harness to the transmission side only.
3. Test for 10-25 Ω between the AC circuit at terminal V and the AC circuit at terminal W.
If less than the specified range, test the transmission control wiring harness extension harness circuits for a short-circuit between the AC circuits. If the circuits test
normal, replace the drive motor generator position sensor.
If greater than the specified range, test each transmission control wiring harness extension harness AC circuits for an open-circuit. If the circuits test normal, replace
the drive motor generator position sensor.
4. Test for 15-35 Ω between the signal terminal U and the signal terminal T.
If less than the specified range, test the transmission control wiring harness extension harness circuits for a short-circuit between the signal circuits. If the circuits test
If greater than the specified range, test each transmission control wiring harness extension harness signal circuits for an open-circuit. If the circuits test normal, replace
5. Test for 15-35 Ω between the signal terminal L and the signal terminal M.
If less than the specified range, test the transmission control wiring harness extension harness circuits for a short-circuit between the signal circuits. If the circuits test
If greater than the specified range, test each transmission control wiring harness extension harness signal circuits for an open-circuit. If the circuits test normal, replace
6. Test for greater than 10 Ω between the terminals listed below and earth:
• Terminal V
• Terminal W
• Terminal U
• Terminal T
• Terminal L
• Terminal M
If less that the specified value, test the transmission control wiring harness extension harness circuit for a short-circuit to earth. If the circuit tests normal, replace the
drive motor generator position sensor.
• Terminals V and U
• Terminals V and L
• Terminals U and L
If less that the specified value, test the transmission control wiring harness extension harness circuits for a short-circuit between the circuits. If the circuits test normal,
replace the drive motor generator position sensor.
Repair Instructions
• Case Cover Assembly Disassemble and Case Cover Assembly Assemble for drive motor generator 1 position sensor replacement.
• Automatic Transmission Wiring Harness and Output Speed Sensor Removal and Automatic Transmission Wiring Harness and Output Speed Sensor Installation for
Wiring Harness Extension Harness replacement


Volt

DTC P0C4F
DTC Descriptors
DTC P0C4F: Drive Motor 2 Position Exceeded Learning Limit
rotor.
Offset is the relationship between the position sensor and the drive motor generator output shaft. When the vehicle is turned OFF, the motor control module attempts to learn
the offset of the drive motor position sensor.
• The vehicle is cycled OFF.

• Drive motor generator speed is less than 20 RPM.
• DC High Voltage is greater than 192 V.

• The position sensor offset total exceeds 30 degrees during the learning process.
• The current learned value differs from the previous learned value by greater than 10 degrees.
DTC P0C4F is a Type A DTC.
DTC P0C4F is a Type A DTC.
Diagnostic Aids
• The drive motor generator position sensor circuits operate at very low current. Just a few ohms of additional circuit resistance may cause position sensor signal
degradation. Extreme care must be taken when probing terminals and manipulating harnesses.
• The sensor circuit loops are a twisted pair with each pair covered in a foil shield. The shield circuits outside of the transmission are earthed to the drive motor generator
power inverter module.
• Ensure the drive motor generator position sensor harness shield circuits are properly earthed prior to testing.
Schematic Reference

• Circuit Testing

• Wiring Repairs
1. Verify that DTC P0A45, P0A46, P0C57, P0C58, P0C61, P0C62, or P1B04 are not set.
If any of the DTCs are set, refer to DTC P0A45, P0A46, P0C57, P0C58, P0C61, P0C62, or P1B04 .
• Terminals 20 and X1 terminal 1
If greater that the specified range, test the signal circuit for an open/high resistance.
5. If all circuits test normal, replace the drive motor generator 2 position sensor.
Component Testing

2. Test for 15-25 Ω between the AC circuit at X2 terminal 1 and the AC circuit at X2 terminal 2.
If not within the specified range, replace the drive motor generator 2 position sensor.
3. Test for 35-55 Ω between the signal circuit at X1 terminal 3 and the signal circuit at X1 terminal 4.
4. Test for 35-55 Ω between the signal circuit at X1 terminal 1 and the signal circuit at X1, terminal 2.
5. Test for greater than 15 Ω between the terminals listed below and earth:
• X1 terminal 1
• X1 terminal 2
• X1 terminal 3
• X1 terminal 4
• X2 terminal 1
• X2 terminal 2
If less than the specified value, replace the drive motor generator 2 position sensor.
• X1 terminal 1 and X1 terminal 3
If less than the specified value, replace the drive motor generator 2 position sensor.
Repair Instructions
Drive Motor Generator Position Sensor Stator Removal and Drive Motor Generator Position Sensor Stator Installation for drive motor generator 2 position sensor replacement


Volt

DTC P150D or P150E

DTC Descriptor
DTC P150D: Supply Voltage Circuit 2 Low Voltage
DTC P150E: Supply Voltage Circuit 1 Low Voltage
motor control module controls the auxiliary transmission fluid pump motor. The hybrid powertrain control module and the motor control modules share the drive motor
generator power inverter module ignition voltage circuit, battery voltage circuits and chassis earth.
The vehicle is ON
• DTC P150D: battery voltage on circuit 2 is less than 8.0 V for more than 2.5 seconds.
• DTC P150E: battery voltage on circuit 1 is less than 8.0 V for more than 2.5 seconds.

DTC P150D and P150E are Type C DTCs.
DTC P150D and P150E are Type C DTCs.
• Circuit Testing

• Wiring Repairs
DTC Type Reference

If DTC P0562 or P0563 is set, refer to DTC B1325, B1330, B1517, C0800, C0899, C0900, C12E1, C12E2, P0562, P0563, P1A0C, P1A0D, or P1EFC .
DTC P150D
2. Vehicle ON, verify it is greater than 12.0 V at terminal 24.
If less than the specified range, test the circuit for a short to ground or an open/high resistance.
3. If the circuit tests normal, program the T6 power inverter module. If the DTC resets, replace the T6 power inverter module.
DTC P150E
2. Vehicle ON, verify it is greater than 12.0 V at terminal 35.
If less than the specified range, test the circuit for a short to ground or an open/high resistance.
3. If the circuit tests normal, program the T6 power inverter module. If the DTC resets, replace the T6 power inverter module.
Repair Instructions


Volt

DTC P15F0
DTC Descriptor
DTC P15F0: Engine Torque Delivered Circuit
This diagnostic applies to internal microprocessor integrity conditions within the hybrid powertrain control module. The hybrid powertrain control module is internal to the drive
motor generator power inverter module, and is not serviced separately. The hybrid powertrain control module monitors its ability to read and write to the memory. The hybrid
powertrain control module processor monitors the data to verify that the indicated engine torque delivered calculation is correct.

• DTC P15F0 is a Type A DTC.

• The hybrid powertrain control module commands the battery energy control module to open the high voltage contactor relays.
DTC P15F0 is a Type A DTC.
DTC Type Reference
Repair Instructions


Volt

DTC P15F1
DTC Descriptor
DTC P15F1: Axle Torque Request Circuit
powertrain control module processor monitors the data to verify that the indicated axle torque requested calculation is correct.


DTC Type Reference
Repair Instructions


Volt

DTC P15F2
DTC Descriptor
DTC P15F2: Engine Torque Command Signal Message Counter Incorrect
This diagnostic applies to internal microprocessor integrity conditions within the engine control module (ECM). The hybrid powertrain control module is internal to the power
inverter module, often referred to as the drive motor generator power inverter module and is not serviced separately. The hybrid powertrain control module sends an engine
torque requested message to the ECM over the serial data circuits. The ECM monitors the data to verify the indicated engine torque requested calculation is correct. The
ECM processor monitors the data to verify that the engine torque command is correct.
• Vehicle is ON.


DTC Type Reference
Note: Diagnose and repair any communication DTCs prior to performing this testing.
If the DTC is set, program the K20 ECM. If the DTC resets, replace the K20 ECM.
Repair Instructions
Control Module References for ECM replacement, programming and set-up.


Volt

DTC P16E0
DTC Descriptor
DTC P16E0: Engine Performance - No Torque Detected
This vehicle does not use a 12 V starter motor to crank the internal combustion engine. A much more powerful 300 V drive motor generator located within the transmission is
utilised to crank the engine. The 300 V drive motor generator can rotate the engine to operating speed, 800 RPM, within just a few hundred milliseconds. The hybrid
powertrain control module can detect a condition where the engine is cranking but does not start or has stalled.

• The system voltage is at least 10 V.
• Engine running.
• Fuel Level is NOT Low.
• No Fuel Level sensor DTCs set.
The hybrid powertrain control module expected the engine to be supplying torque but no torque is detected.

Diagnostic Aids
Any condition that causes the engine to stall and/or not start may set this DTC. Possible conditions include:
• Fuel conditions such as low pressure or contamination.

• Engine conditions such as low compression.
• Restricted exhaust or air intake systems.
Always inspect for DTCs that would cause an engine stall and/or no start condition.
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Vehicle ON. Operate the hood release to open the hood. The engine should start and run.
If the engine fails to start, diagnose the engine system. Refer to Engine Cranks But Does Not Run .
Repair Instructions


Volt

DTC P16F2
DTC Descriptor
DTC P16F2: Control Module Transmission Direction Range Switch
The hybrid powertrain control module compares the internal mode switch requested direction to other data to verify that the indicated direction range switch calculation is
correct.

• Ignition voltage is at least 9.5 V and no more than 18 V.
Condition 1
• No internal mode switch direction switch DTCs are set.

• A valid internal mode switch direction indicated by the internal mode switch does not match the direction indicated by the hybrid powertrain control module software.
Condition 2
• No internal mode switch direction switch DTCs are set.

• Two valid internal mode switch directions are indicated at the same time.
Condition 3
• One internal mode switch direction switch circuit has failed.
• The hybrid powertrain control module calculates a transmission direction based upon the remaining internal mode switch circuits but it does not match the direction
indicated by the hybrid powertrain control module software.
Condition 4
• Multiple internal mode switch directions and one internal mode switch direction switch circuit has failed.
• Based upon the remaining internal mode switch circuits the hybrid powertrain control module calculated two directions at the same time.
Condition 5
• More than one internal mode switch direction circuit has failed and the hybrid powertrain control module cannot calculate a transmission direction.
• Ignition voltage is 9.5-18 V.

Schematic Reference

• Circuit Testing
• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Verify that DTC P181C, P181D, P181E, P181F, P183A, P183B, P183C, P183D, P183E, P184A or P184B is not set.
If any of the DTCs are set, refer to DTC P181C-P181F, P183A-P183E, P184A, or P184B .
2. Verify that DTC P16F2 is not set.
If the DTC is set, program the hybrid powertrain control module. If the DTC resets, replace the T6 drive motor generator power inverter module.
Repair Instructions
Control Module References for Drive Motor Generator Power Inverter Module Replacement, set-up and programming


Volt

DTC P16F3
DTC Descriptor
DTC P16F3: Control Module Redundant Memory Performance
powertrain control module processor stores identical data in two locations and compares the data to verify that the stored data is correct.
The control module has detected that identical stored data is not the same when retrieved.


DTC Type Reference
1. Verify that DTC P1AC6, P0335 or any communication U-code DTC is not set.
2. If the DTC is set, program the T6 drive motor generator power inverter module. If the DTC resets, replace the T6 drive motor generator power inverter module.
Repair Instructions


Volt

DTC P16F4
DTC Descriptor
DTC P16F4: Control Module Transmission Range Switch Input Circuitry Performance
The automatic transmission manual shift shaft position switch assembly, also called the internal mode switch assembly, contains two sliding hall-effect switch assemblies
attached to the control valve body within the transmission. The 9 outputs from the switches indicate which position is selected by the transmission manual shaft. Four
outputs (A, B, C, P) are range selection inputs to the transmission control module (TCM). Five outputs (R1, R2, D1, D2, S) are direction selection inputs to the hybrid
powertrain control module. The Range input signals are represented as TCM scan tool parameters, Internal Mode Switch A, B, C, and P. The Direction input signals are
represented as hybrid powertrain control module scan tool parameters, Internal Mode Switch 2 - R1, R2, D1, D2, and S. The input voltage at the modules is high when a
switch is open and low when a switch is closed to earth. Each control module independently supplies power and earth to its respective switch assembly.
The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module and is not serviced
separately. The hybrid powertrain control module compares the internal mode switch requested direction to other data to verify that the indicated direction and range switch
calculation is correct.

• Ignition voltage is greater than 9.5 V.
Condition 1
The transmission direction, indicated by both the internal mode range and direction switch circuits, are valid but do not match.
Condition 2
• One internal mode direction switch circuit has failed.

• The hybrid powertrain control module calculates a transmission direction based upon the remaining internal mode direction circuits.
• The calculated hybrid powertrain control module transmission direction does not match the direction indicated by the internal mode range switch circuits.
Condition 3

• The internal mode range switch indicates a transitional position.
Condition 4

• The TCM has indicated the internal mode range switch parameter is invalid.
Condition 5
• More than one internal mode direction circuit has failed and the hybrid powertrain control module cannot calculate a transmission direction.
• The internal mode range switch indicates a transitional position.
Condition 6
• More than one internal mode direction circuit has failed and the hybrid powertrain control module cannot calculate a transmission direction.
• The TCM has indicated the internal mode range switch parameter is invalid.


Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Verify that DTC P181C, P181D, P181E, P181F, P183A, P183B, P183C, P183D, P183E, P184A, or P184B is not set.
2. Verify that DTC P1824, P182A, P182B, P182C, P182D, P182E, P182F, P1838, or P1839 is not set.
If any of the DTCs are set, refer to DTC P1824, P182A-P182F, P1838 or P1839 .
3. Verify that DTC P16F4 is not set.
If the DTC is set, program the hybrid powertrain control module. If the DTC resets, replace the T6 power inverter module.
Repair Instructions



Volt

DTC P16F6
DTC Descriptor
DTC P16F6: Control Module Range State Command
powertrain control module processor monitors the data to verify that the commanded range state calculation is correct.

The control module has detected the commanded transmission range state is not correct based upon internal calculations or by a comparison to input or output torque
conditions.

DTC Type Reference
Repair Instructions


Volt

DTC P179A
DTC Descriptor
DTC P179A: Auxiliary Transmission Fluid Pump Over-speed
motor control module controls the auxiliary transmission fluid pump motor. The hybrid powertrain control module and the motor control modules share the power inverter
module ignition voltage circuit, battery voltage circuits and chassis earth.
The vehicle is ON or the power inverter module is awake.
An auxiliary transmission fluid pump motor speed of greater than 6,500 RPM has been detected.

DTC Type Reference
Repair Instructions


Volt

DTC P181C-P181F, P183A-P183E, P184A, or P184B

DTC Descriptor
DTC P181C: Internal Mode Switch 2 R1 Circuit Low Voltage
DTC P181D: Internal Mode Switch 2 R1 Circuit High Voltage
DTC P181E: Internal Mode Switch 2 R2 Circuit Low Voltage
DTC P181F: Internal Mode Switch 2 R2 Circuit High Voltage
DTC P183A: Internal Mode Switch 2 D1 Circuit Low Voltage
DTC P183B: Internal Mode Switch 2 D1 Circuit High Voltage
DTC P183C: Internal Mode Switch 2 D2 Circuit Low Voltage
DTC P183D: Internal Mode Switch 2 D2 Circuit High Voltage
DTC P183E: Internal Mode Switch 2 Invalid Range
DTC P184A: Internal Mode Switch 2 S Circuit Low Voltage
DTC P184B: Internal Mode Switch 2 S Circuit High Voltage

Signal R1 P181C P181D P181D -
Signal R2 P181E P181F P181F -
Signal D1 P183A P183B P183B -
Signal D2 P183C P183D P183D -
Signal S P184A P184B P184B --
Low Reference -- P183E -- --
The automatic transmission manual shift shaft position switch assembly, also called the internal mode switch assembly, contains two sliding hall-effect switch assemblies
attached to the control valve body within the transmission. The 9 outputs from the switches indicate which position is selected by the transmission manual shaft. Four
outputs (A, B, C, P) are range selection inputs to the transmission control module (TCM). Five outputs (R1, R2, D1, D2, S) are direction selection inputs to the hybrid
powertrain control module. The Range input signals are represented as TCM scan tool parameters, Internal Mode Switch A, B, C, and P. The Direction input signals are
represented as hybrid powertrain control module scan tool parameters, Internal Mode Switch 2 - R1, R2, D1, D2, and S. The input voltage at the modules is high when a
switch is open and low when a switch is closed to earth. Each control module independently supplies power and earth to its respective switch assembly.
The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module and is not serviced
separately.
• The vehicle is ON for at least 5 seconds.

The direction internal mode switch state does not match a selected gear for 5 seconds.
DTCs P181C, P181D, P181E, P181F, P183A, P183B, P183C, P183D, P183E, P184A and P184B are Type B DTCs.
DTCs P181C, P181D, P181E, P181F, P183A, P183B, P183C, P183D, P183E, P184A and P184B are Type B DTCs.
Diagnostic Aids
• The internal mode switch assembly can be damaged by electric current exceeding 25 mA. Test the internal mode switch assembly for an open condition whenever a
short-circuit to voltage condition is observed.
• The internal mode switch is a non-serviceable part of the manual shift shaft position switch.
Schematic Reference
• Hybrid Controls Schematics

• Automatic Transmission Controls Schematics
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
Vehicle ON, observe the scan tool internal mode switch 2 parameters while moving the gear shift lever from Park, through all gear selector positions, and back to Park. The
parameters should match each gear range that is selected. Refer to Internal Mode Switch 2 Parameters table below:
Internal Mode Switch 2 Parameters
Selector Position
Parameter
Park Reverse Neutral Drive Manual
Internal Mode Switch 2 - D1 HIGH HIGH LOW LOW LOW
Internal Mode Switch 2 - D2 LOW LOW HIGH HIGH HIGH
Internal Mode Switch 2 - R1 HIGH LOW LOW HIGH HIGH
Internal Mode Switch 2 - R2 LOW HIGH HIGH LOW LOW
Internal Mode Switch 2 - S LOW HIGH LOW HIGH HIGH
1. Vehicle OFF. Disconnect the X175 20-way harness connector at the transmission. Additional DTCs may set.
2. Install the DT-44152 jumper harness to the harness side only.
3. Vehicle OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for less than 10 Ω between the low reference circuit
terminal G and earth.
If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the T6 power inverter module.
4. Vehicle ON, verify that each scan tool D1/D2/R1/R2/S parameter displays high.
If any parameter displays low, test that signal circuit terminal, as listed below, for a short-circuit to earth. If the circuit tests normal, replace the T6 power inverter
module.
• Parameter D1 - terminal E
• Parameter D2 - terminal F
• Parameter R1 - terminal C
• Parameter R2 - terminal D
• Parameter S - terminal B
5. Install a 3 A fused jumper wire between each terminal listed below, one at a time, and earth. Verify that each scan tool D1/D2/R1/R2/S parameter displays low when
earthed.
If a parameter displays high when earthed, test that signal circuit terminal, as listed below, for a short to voltage or an open/high resistance. If the circuit tests normal,
• Parameter D1 - terminal E
• Parameter D2 - terminal F
• Parameter R1 - terminal C
• Parameter R2 - terminal D
• Parameter S - terminal B
6. If the circuits test normal, test or replace the transmission internal extension harness or the automatic transmission B15 internal mode switch.
Repair Instructions
• Manual Shift Shaft Position Switch and Fluid Level Control Valve Removal and Manual Shift Shaft Position Switch and Fluid Level Control Valve Installation for Internal
Mode Switch replacement
• Automatic Transmission Wiring Harness and Output Speed Sensor Removal for Wiring Harness Extension Harness replacement


Volt

DTC P183F
DTC Descriptor
DTC P183F: Internal Mode Switch 1-2 Correlation
The hybrid powertrain control module compares the internal mode switch requested direction to other data to verify that the indicated direction range switch calculation is
correct.
• The ignition is ON

• DTCs P181C-P181F, P1824, P182A-P182F, P183A-P183E, P1838, P1839, P184A or P184B are not set.
The internal mode switch direction state does not match the internal mode switch range state.
DTC P183F is a Type A DTC.

DTC P183F is a Type A DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Verify that DTC P181C, P181D, P181E, P181F, P183A, P183B, P183C, P183D, P183E, P184A or P184B is not set.
2. Verify that DTC P183F is not set.
If the DTC is set, program the hybrid powertrain control module. If the DTC resets, replace the T6 drive motor generator power inverter module.
Repair Instructions
Control Module References for Drive Motor Generator Power Inverter Module replacement, set-up and programming


Volt

DTC P1A4F, P1A50-P1A54, P1ADC or P1ADD

DTC Descriptor
DTC P1A4F: Drive Motor 1 Control Module Not Programmed
DTC P1A50: Drive Motor 1 Control Module Random Access Memory (RAM)
DTC P1A51: Drive Motor 1 Control Module Read Only Memory (ROM)
DTC P1A52: Drive Motor 2 Control Module Not Programmed
DTC P1A53: Drive Motor 2 Control Module Random Access Memory (RAM)
DTC P1A54: Drive Motor 2 Control Module Read Only Memory (ROM)
DTC P1ADC: Drive Motor 1 Control Module Long Term Memory Performance
DTC P1ADD: Drive Motor 2 Control Module Long Term Memory Performance
The drive motor control modules are internal to the drive motor generator power inverter module assembly and are not serviced separately. This fault is handled inside the
drive motor control modules and no external circuits are involved.

• Ignition voltage is 8-18 V.
• DTCs P1A4F, P1A50, P1A51, P1A52, P1A53, P1A54, P1ADC and P1ADD are Type A DTCs.
DTCs P1A4F, P1A50, P1A51, P1A52, P1A53, P1A54, P1ADC and P1ADD are Type A DTCs.
DTC Type Reference
Repair Instructions


Volt

DTC P1A71-P1A73
DTC Descriptor
DTC P1A71: 14 Volt Power Module Temperature Sensor 2 Performance
DTC P1A72: 14 Volt Power Module Temperature Sensor 2 Circuit Low Voltage
DTC P1A73: 14 Volt Power Module Temperature Sensor 2 Circuit High Voltage
The 14 V power module, also called the accessory DC power control module, constantly monitors system temperature to protect against overheat conditions. The module also
monitors the function of the temperature sensors. These sensors are internal to the accessory DC power control module and are not serviced separately from the control
module.
The Vehicle is ON.
DTC P1A71, P1A72 or P1A73: the sensor signal is out of range for more than 5 seconds.
DTCs P1A71, P1A72 and P1A73 are Type C DTCs.

DTCs P1A71, P1A72 and P1A73 are Type C DTCs.
DTC Type Reference
Repair Instructions


Volt

DTC P1A90-P1A92
DTC Descriptor
DTC P1A90: 14 Volt Power Module Temperature Sensor 1 Performance
DTC P1A91: 14 Volt Power Module Temperature Sensor 1 Circuit Low Voltage
DTC P1A92: 14 Volt Power Module Temperature Sensor 1 Circuit High Voltage
monitors the function of the temperature sensors. These sensors are internal to the 14 V power module and are not serviced separately from the control module.
The vehicle is ON.
DTC P1A90, P1A91 or P1A92: the sensor signal is out of range for more than 5 seconds.
DTCs P1A90, P1A91 or P1A92 are Type C DTCs.

DTCs P1A90, P1A91 or P1A92 are Type C DTCs.
DTC Type Reference
Repair Instructions


Volt

DTC P1ABC or P1ABD

DTC Descriptor
DTC P1ABC: 14 Volt Power Module Hybrid/EV Battery System Voltage Low Voltage
DTC P1ABD: 14 Volt Power Module Hybrid/EV Battery System Voltage High Voltage
The 14 V power module, often referred to as the accessory DC power control module, constantly monitors system input and output voltage. This sensor is internal to the 14 V
The Vehicle is ON and the hybrid/EV battery contactors are closed.
• DTC P1ABC or P1ABD: the high-voltage sensor detects voltage less than 50V for 5 seconds.
• DTC P1ABD: the high-voltage sensor detects voltage greater than 500 V for 5 seconds.
DTCs P1ABC and P1ABD are Type C DTCs.

DTCs P1ABC and P1ABD are Type C DTCs.
DTC Type Reference
1. Verify that DTC P0562 or P0563 are not set.

2. If the DTC is set, program the K1 14V power module. If the DTC resets, replace the K1 14 V power module.
Repair Instructions


Volt

DTC P1ADE, P1ADF, P1AE0 or P1AE1

DTC Descriptor
DTC P1ADE: Drive Motor 1 Control Module System Voltage Low Voltage
DTC P1ADF: Drive Motor 1 Control Module System Voltage High Voltage
DTC P1AE0: Drive Motor 2 Control Module System Voltage Low Voltage
DTC P1AE1: Drive Motor 2 Control Module System Voltage High Voltage
module. Two of the motor control modules operate their respective drive motor generator based upon power inverter module commands. The third motor control module
controls the auxiliary transmission fluid pump motor. The hybrid powertrain control module and the motor control modules share the power inverter module ignition voltage
circuit, battery voltage circuits and chassis earth.
The Vehicle is ON.
DTCs P1ADE and P1AE0

Motor control module ignition voltage is less than or equal to 10 V for 5 seconds.
DTCs P1ADF and P1AE1
Motor control module ignition voltage is greater than 18 volts for 5 seconds.
DTCs P1ADE, P1ADF, P1AE0 and P1AE1 are Type C DTCs.
DTCs P1ADE, P1ADF, P1AE0 and P1AE1 are Type C DTCs.
Diagnostic Aids
A battery charger or vehicle jump start may have set DTCs P1ADF or P1AE1.
DTC Type Reference
1. Verify that DTCs P0562 or P0563 are not set.

Repair Instructions


Volt

DTC P1AE8, P1AE9, P1AEA or P1AEB

DTC Descriptor
DTC P1AE8: Drive Motor 1 Control Module Hybrid Battery Voltage Sense Circuit Low Voltage
DTC P1AE9: Drive Motor 1 Control Module Hybrid Battery Voltage Sense Circuit High Voltage
DTC P1AEA: Drive Motor 2 Control Module Hybrid Battery Voltage Sense Circuit Low Voltage
DTC P1AEB: Drive Motor 2 Control Module Hybrid Battery Voltage Sense Circuit High Voltage
The drive motor generator power inverter module contains two drive motor control modules. Each drive motor control module monitors its internal high voltage sensor for
correct operation, no external circuits are involved. The modules listed below are part of the drive motor generator power inverter module and are not serviced separately.
• Hybrid powertrain control module

• Motor control module 1
• Ignition is ON.

P1AE8 and P1AEA
The drive motor control module detects high-voltage sensor voltage below 0V.
P1AE9 and P1AEB
The drive motor control module detects high-voltage sensor voltage above 564 V. Cert Doc = 500 V.
• DTCs P1AE8, P1AE9, P1AEA and P1AEB are Type B DTCs.

DTCs P1AE8, P1AE9, P1AEA and P1AEB are Type B DTCs.
DTC Type Reference
Repair Instructions


Volt

DTC P1AEC-P1AEF
DTC Descriptors
DTC P1AEC: Drive Motor 1 Control Module Hybrid/EV Battery System Voltage
DTC P1AED: Drive Motor 2 Control Module Hybrid/EV Battery System Voltage
DTC P1AEE: Drive Motor 1 Control Module Hybrid/EV Battery System Voltage High
DTC P1AEF: Drive Motor 2 Control Module Hybrid/EV Battery System Voltage High
The power inverter module, also called the drive motor generator power inverter module, contains two motor control modules. Each motor control modules measures hybrid
battery high voltage with several internal sensors. The hybrid powertrain control module 2 also monitors high voltage with several internal sensors. The hybrid powertrain
control module 2 high voltage measurement is broadcast over serial data.
P1AEC and P1AED
The motor control modules compare the values in order to verify the hybrid battery high voltage measurement is accurate.
P1AEE and P1AEF
The motor control modules monitors for high voltage that is greater than the system allows during normal operation.
• The hybrid/EV battery system contactor relays are closed.

• Ignition voltage is 8 V and no more than 18 V.
P1AEC
DTCs P1AE8 or P1AE9 are not set.
P1AED
DTCs P1AEA or P1AEB are not set.
P1AEC and P1AED
A difference of more than 40 V on the high-voltage circuit is detected between the hybrid powertrain control module and the hybrid powertrain control module 2.
AND
A difference of more than 50 V on the high-voltage circuit is detected between the motor control module and the hybrid powertrain control module 2.
P1AEE and P1AEF
More than 425 V on the high-voltage circuit is detected by the motor control module.
• DTCs P1AEC and P1AED are Type B DTCs.

• DTCs P1AEE and P1AEF are Type A DTCs.
• DTCs P1AEC and P1AED are Type B DTCs.

• DTCs P1AEE and P1AEF are Type A DTCs.
Diagnostic Aids
Conditions such as loss of battery energy control module power or earth or removal of the high-voltage manual disconnect while the vehicle was being driven could create a
voltage surge that may set DTCs P1AEE and P1AEF. History DTCs P1AEE and P1AEF may indicate that the high-voltage contactor relays opened while large current flow
was present.
DTC Type Reference
1. Verify that DTCs P0ABB, P0ABC or P0ABD are not set.

2. If the DTC is set, program the hybrid powertrain control module. If the DTC resets, replace the T6 power inverter module.
Repair Instructions
Control Module References for Drive Motor Generator Power Inverter module, also called the power inverter module, replacement, programming and set-up.


Volt

DTC P1AF0 or P1AF2

DTC Descriptor
DTC P1AF0: Drive Motor 1 Control Module Hybrid Battery/EV Voltage System Isolation Lost
DTC P1AF2: Drive Motor 2 Control Module Hybrid Battery/EV Voltage System Isolation Lost
controls the auxiliary transmission fluid pump motor. Each motor control module measures hybrid battery high voltage with several internal sensors. The motor control
modules test for loss of isolation between either the high-voltage positive circuit or high-voltage negative circuit and vehicle chassis. The motor control modules test for
isolation when the high-voltage contactor relays are closed. The hybrid powertrain control module 2 only tests the hybrid battery assembly for high-voltage loss of isolation
when the high-voltage contactor relays are open.
Motor control modules' loss of isolation is detected through the use of two high-impedance resistors and voltage measuring circuitry. The two resistors are connected in series
between the high- voltage positive and high-voltage negative circuits. The centre connection of the two resistors is also connected to vehicle chassis. The motor control
module then measures the voltage drop across one of the resistors. Without a loss of isolation, the motor control module should measure about half of the high voltage
potential. This is referred to as mid-pack voltage. The Mid-pack voltage value is then doubled by the software and displayed on a scan tool as Motor 1 Isolation Voltage or
Motor 2 Isolation Voltage. When a loss of isolation is present, the motor isolation voltage display will indicate voltage that is more or less than actual hybrid battery high
voltage.

• High voltage is greater than 50 V.
• Ignition voltage is 8-18 V.
• DTCs P1AE8, P1AE9, P1AEA, P1AEB, P1AEC or P1AED are not set.
The ratio between negative Mid-Pack Voltage and positive Mid-Pack Voltage is greater than 4.53 for greater than 5 seconds.
DTCs P1AF0 and P1AF2 are Type B DTCs.
DTCs P1AF0 and P1AF2 are Type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

1. Verify that DTC P1F0E is not set.

If the DTC is set, refer to DTC P0AA6, P1AE6 or P1F0E .
2. Verify that DTC P0A78, P0A79, P0BFD, P0BFE, P0C01 or P0C04 is not set.
3. Refer to Loss of Isolation on the High-Voltage Main Bus . If all circuits test normal, replace the T6 power inverter module.
Repair Instructions
Control Module References for Drive Motor Generator Power Inverter Module, also called the power inverter module, and the Accessory DC Power Control Module, also
called the 14 V power module, replacement, programming and set-up.


Volt

DTC P1AF4-P1AF7
DTC Descriptor
DTC P1AF4: Drive Motor 1 Control Module Hybrid/EV Battery Voltage Isolation Sensing Circuit Low Voltage
DTC P1AF5: Drive Motor 1 Control Module Hybrid/EV Battery Voltage Isolation Sensing Circuit High Voltage
DTC P1AF6: Drive Motor 2 Control Module Hybrid/EV Battery Voltage Isolation Sensing Circuit Low Voltage
DTC P1AF7: Drive Motor 2 Control Module Hybrid/EV Battery Voltage Isolation Sensing Circuit High Voltage
The power inverter module, often referred to as the drive motor generator power inverter module, contains two motor control modules. Each motor control module measures
hybrid battery high voltage with several internal sensors. The motor control modules test for loss of isolation between either the high-voltage positive circuit or high-voltage
negative circuit and vehicle chassis. The motor control modules test for isolation when the high-voltage contactor relays are closed. The hybrid powertrain control module 2
only tests the hybrid battery assembly for high-voltage loss of isolation when the high-voltage contactor relays are open.
Motor control module loss of isolation is detected through the use of two high-impedance resistors and voltage measuring circuitry. The two resistors are connected in series
voltage. The motor control module monitors the loss of isolation voltage measuring circuitry for correct operation.

P1AF4 and P1AF6
• The Vehicle is ON.

• The hybrid/EV contactors are closed.
P1AF5 and P1AF7
• The Vehicle is ON.

• DTCs P1AE8 or P1AE9 not set.
P1AF4 and P1AF6
The motor control module detects isolation sensor voltage less than 20V.
P1AF5 and P1AF7
The motor control module detects the value of the mid-pack voltage subtracted from the pack voltage is greater than 40V.
• DTCs P1AF4, P1AF5, P1AF6 and P1AF7 are Type B DTCs.

DTCs P1AF4, P1AF5, P1AF6 and P1AF7 are Type B DTCs.
DTC Type Reference
1. Verify that DTC P0AA6 is not set.

If the DTC is set, refer to DTC P0AA6, P1AE6 or P1F0E .
2. Verify that DTCs P1AF4, P1AF5, P1AF6 or P1AF7 are not set.
If the DTC is set, program the T6 power inverter module with the latest software version. If the DTC resets replace the T6 power inverter module.
Repair Instructions


Volt

DTC P1B0B or P1B0C

DTC Descriptor
DTC P1B0B: Drive Motor 1 Control Module Hybrid/EV Battery Voltage Isolation Sensing Circuit 2 Low Voltage
DTC P1B0C: Drive Motor 1 Control Module Hybrid Battery Voltage Isolation Sensing Circuit 2 High Voltage
The power inverter module, often referred to as the drive motor generator power inverter module, contains two motor control modules. Each motor control module measures
hybrid battery high voltage with several internal sensors. The motor control modules test for loss of isolation between either the high-voltage positive circuit or high-voltage
negative circuit and vehicle chassis. The motor control modules test for isolation when the high-voltage contactor relays are closed. The hybrid powertrain control module 2
only tests the hybrid battery assembly for high-voltage loss of isolation when the high-voltage contactor relays are open.
voltage. The motor control module monitors the loss of isolation voltage measuring circuitry for correct operation.
The vehicle is ON.
P1B0C
DTC P1AE8 or P1AE9 is not set.
P1B0B
The motor control module detects isolation sensor voltage less than 20 V.
P1B0C
The motor control module detects isolation sensor voltage greater than 40 V.
• DTCs P1B0B and P1B0C are Type B DTCs.

DTCs P1B0B and P1B0C are Type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Repair Instructions
If DTC P1B0B or P1B0C is set, refer to Loss of Isolation on the High-Voltage Main Bus .


Volt

DTC P1B0D or P1B0E

DTC Descriptor
DTC P1B0D: Drive Motor 1 Control Module Drive Motor 1 Overspeed
DTC P1B0E: Drive Motor 2 Control Module Drive Motor 2 Overspeed
The drive motor position sensor is monitored by the drive motor control module. The drive motor control module monitors the angular position, speed and direction of the drive
motor based on the signals of the resolver-type position sensor. The position sensor allows the drive motor control module to determine the exact position, speed and
direction of the drive motor. The motor control modules are part of the power inverter module, often referred to as the drive motor generator power inverter module and are not
• Vehicle is ON.

• Drive motor control module temperature and voltage out of range DTCs have not set.
P1B0D
Drive motor 1 speed is greater than 6,300 RPM.

P1B0E
Drive motor 2 speed is greater than 9,500 RPM.
• DTCs P1B0D and P1B0E are Type A DTCs.

DTCs P1B0D and P1B0E are Type A DTCs.
Diagnostic Aids
• The drive axle and drive motor 2 are connected mechanically through a planetary gear set, any condition that allows the front wheel drive shaft to rotate too fast while the
transmission is in gear may cause DTC P1B0E to set. Ask the operator if the vehicle was subjected to downhill coasting at an excessive speed.
• A transmission mechanical failure that occurs during high drive motor generator torque may cause these DTCs to set.
• Repeated drive motor generator operation at speeds in excess of the DTC limits may cause deterioration of the drive motor generator magnets.
DTC Type Reference
1. Verify there are no hybrid Transmission DTCs set.

If other Hybrid Transmission DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Program the T6 power inverter module with the latest software version. If the DTC resets replace the T6 power inverter module.
Repair Instructions

Volt

DTC P1B0F or P1B10

DTC Descriptors
DTC P1B0F: Drive Motor 1 Position Learn Incorrect
DTC P1B10: Drive Motor 2 Position Learn Incorrect
The drive motor position sensor is monitored by the drive motor control module. The drive motor control module monitors the angular position, speed and direction of the drive
motor generator rotor based on the signals of the resolver-type position sensor. The position sensor contains a drive coil, two driven coils and an irregular shaped metallic
size and shape. A comparison of the two driven coils signals allows the motor control module to determine the exact position, speed and direction of the drive motor rotor. The
position sensor is a non-serviceable part of the drive motor.
A measurement called offset is needed for accurate determination of the motor position. Offset is the relationship between the position sensor and the drive motor generator
output shaft. Whenever the vehicle is cycled to OFF, the motor control module attempts to learn the offset of the drive motor position sensor by rapidly oscillating the motor
and observing the position sensor signals.
Condition 1, 2, 3 and 4
• Hybrid wake-up signal is not active following a vehicle power mode transition from ON to OFF.
• The motor control module has learned a valid drive motor position sensor offset value at least once.
Condition 2
Motor speed is less than 20 RPM.
Condition 1
Position sensor offset value not learned because drive motor speed is greater than 50 RPM.
Condition 2
Position sensor offset value not learned because hybrid battery voltage as observed at the motor control module is less than 192 V.
Condition 3
Position sensor offset value not learned because drive motor phase to phase current difference is less than 15 A.
Condition 4
Position sensor offset value not learned because the offset learn value is greater than the maximum allowed offset of 25 degrees.
• DTCs P1B10 and P1B0F are Type C DTCs.

• The motor control module operates the drive motor generator using the last valid learned offset.
• DTCs P1B10 and P1B0F are Type C DTCs.

• High voltage remains enabled immediately following a vehicle power mode transition from ON to OFF.
Diagnostic Aids
If the vehicle is powered-off while driving these DTCs may set.
Scan Tool Reference
1. Vehicle ON, verify that DTCs P0A40, P0A45, P0A46, P0A78, P0A79, P0A3F, P0C05, P0C08, P0C0B, P0C0E, P0C4E, P0C4F, P0C52, P0C53, P0C57, P0C58, P0C61,
P0C62, P0C5C, P0C5D, P1B03, P1B04 or P1B0D is not set.
2. Vehicle in Service Mode, observe the scan tool Hybrid Powertrain Control Module 2 contactor system status parameter. The status should display closed.
If not the specified value, refer to Symptoms - Hybrid Controls .
3. Cycle the vehicle OFF for 2 minutes, ON for 2 minutes then OFF for at least 10 seconds.
4. If the DTC is set, program the T6 power inverter module. If the DTC resets, replace the appropriate M15 drive motor with generator assembly.
Repair Instructions
• Drive Motor Generator Rotor and Stator Removal - Unit B for Drive Motor 2 replacement


Volt

DTC P1B15
DTC Descriptor
DTC P1B15: Regenerative Braking Torque Request Signal Message Counter Incorrect
This diagnostic applies to internal microprocessor integrity conditions within the hybrid powertrain control module. The hybrid powertrain control module is internal to the
power inverter module, often referred to as the drive motor generator power inverter module and is not serviced separately. The hybrid powertrain control module monitors its
ability to read and write to the memory. The hybrid powertrain control module processor monitors the data to verify that the indicated brake torque request calculation is
correct.
• The vehicle is ON for 1 second.

• DTC P1B15 is a Type A DTC.

DTC P1B15 is a Type A DTC.
DTC Type Reference
Repair Instructions


Volt

DTC P1B41 or P1B42

DTC Descriptor
DTC P1B41: Drive Motor 1 Control Module Hybrid/EV Battery Voltage Isolation Sensing Performance
DTC P1B42: Drive Motor 2 Control Module Hybrid/EV Battery Voltage Isolation Sensing Performance
The power inverter module, often referred to as the drive motor generator power inverter module, contains two drive motor control modules. Each drive motor control module
monitors its internal high voltage sensor for correct operation, no external circuits are involved. The modules listed below are part of the power inverter module and are not
serviced separately:


P1B41
DTC P1AE8, P1AE9, P1B0B or P1B0C is not set.
P1B42
DTC P1AEA, P1AEB, P1B43 or P1B44 is not set.
The difference between the voltage sensed and hybrid battery voltage is greater than 40V.
And
The difference between the voltage sensed and the high voltage measured is greater than 50V.
• DTCs P1B41 and P1B42 are Type B DTCs.

DTCs P1B41 and P1B42 are Type B DTCs.
DTC Type Reference
Repair Instructions

Volt

DTC P1B43 or P1B44

DTC Descriptor
DTC P1B43: Drive Motor 2 Control Module Hybrid/EV Battery Voltage Isolation Sensor Circuit 2 Low Voltage
DTC P1B44: Drive Motor 2 Control Module Hybrid/EV Battery Voltage Isolation Sensor Circuit 2 High Voltage
The power inverter module, often referred to as the drive motor generator power inverter module, contains two drive motor control modules. Each drive motor control module
monitors its internal high voltage sensor for correct operation, no external circuits are involved. The modules listed below are part of the power inverter module and are not
serviced separately:



P1B43
The drive motor control module detects isolation sensor voltage less than 20 V.
P1B44
The drive motor control module detects isolation sensor voltage greater than 40 V.
• DTCs P1B43 and P1B44 are Type B DTCs.

DTCs P1B43 and P1B44 are Type B DTCs.
DTC Type Reference
Repair Instructions


Volt

DTC P1BFF or P1E23-P1E25

DTC Descriptor
DTC P1BFF: Auxiliary Transmission Fluid Pump Motor Control Module Not Programmed
DTC P1E23: Auxiliary Transmission Fluid Pump Control Module Random Access Memory
DTC P1E24: Auxiliary Transmission Fluid Pump Control Module Long Term Memory Performance
DTC P1E25: Auxiliary Transmission Fluid Pump Control Module Read Only Memory
This is an internal fault detection of the auxiliary transmission fluid pump control module. The modules listed below are internal to the power inverter module and are not
serviced separately. These faults are handled inside the hybrid powertrain control module and no external circuits are involved.


The control module has detected an internal malfunction or a control module was not programmed after replacement.
• DTCs P1BFF P1E23, P1E24, and P1E25 are Type A DTCs.
DTCs P1BFF P1E23, P1E24, and P1E25 are Type A DTCs.
DTC Type Reference

Repair Instructions
Control Module References for Drive Motor Generator Power Inverter Module, also called the power inverter module, replacement, programming and set-up


Volt

DTC P1E0A or P1E0B

DTC Descriptor
DTC P1E0A: Drive Motor 1 Control Module Module Torque Calculation Performance
DTC P1E0B: Drive Motor 2 Control Module Module Torque Calculation Performance
The motor control modules perform redundant calculations of desired and achieved torque values. These values are continuously compared and should always be the same.
Ignition voltage is 8-18 V.
The redundant torque calculation does not match the primary calculation.
• DTCs P1E0A and P1E0B are Type A DTCs.


DTCs P1E0A and P1E0B are Type A DTCs.
DTC Type Reference
1. Verify there is no transmission or motor control module DTCs set.

If other Transmission or motor control module DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Program the T6 power inverter module with the latest software version. If the DTC resets replace the T6 power inverter module.
Repair Instructions


Volt

DTC P1E0E
DTC Descriptor
DTC P1E0E: 14 V Power Module Not Programmed

• Ignition voltage is greater than 10 volts.
A new service replacement 14 V power module, also called the accessory DC power control module, contains a unique manufacturing calibration. This DTC will be current
when a new 14 V power module is installed on a vehicle prior to the Service Programming System (SPS) event. The DTC will remain current until the 14 V power module has
undergone a successful program. Once the program event is completed, the DTC goes into history and can be cleared.
• The auxiliary power module stops supplying power to the 12 V system.
• DTC P1E0E is a Type C DTC.
DTC P1E0E is a Type C DTC.

DTC Type Reference
Repair Instructions


Volt

DTC P1E15-P1E18
DTC Descriptor
DTC P1E15: Drive Motor 1 Control Module 5 Volt Reference 1 Circuit
DTC P1E18: Auxiliary Transmission Fluid Pump Control Module 5 Volt Reference Circuit
controls the auxiliary transmission fluid pump motor. Each motor control module utilises a 5 V reference power supply for internal circuit needs. This fault is handled inside the
power inverter module and no external circuits are involved. The motor control modules and the hybrid powertrain control module are part of the power inverter module and
are not serviced separately.


DTCs P1E15, P1E16, P1E17, and P1E18 are Type C DTCs.
DTCs P1E15, P1E16, P1E17, and P1E18 are Type C DTCs.
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Program the T6 power inverter module. If the DTC resets, replace the T6 power inverter module.
Repair Instructions


Volt

DTC P1E19 or P1E1A

DTC Descriptor
DTC P1E19: Auxiliary Transmission Fluid Pump Control Module System Voltage Low
DTC P1E1A: Auxiliary Transmission Fluid Pump Control Module System Voltage High
The vehicle is ON.
DTC P1E19
System voltage is less than 9.5 V for 1 second.
DTC P1E1A
System voltage is greater than 9.5 V for 1 second.
DTCs P1E19 and P1E1A are Type C DTCs.
DTCs P1E19 and P1E1A are Type C DTCs.
DTC Type Reference

Repair Instructions


Volt

DTC P1E1B-P1E1F
DTC Descriptor
DTC P1E1B: Auxiliary Transmission Fluid Pump Control Module Hybrid Battery Voltage Isolation Sensing Performance
DTC P1E1C: Auxiliary Transmission Fluid Pump Control Module Hybrid Battery Voltage Isolation Sensor Circuit 1 Low Voltage
DTC P1E1D: Auxiliary Transmission Fluid Pump Control Module Hybrid Battery Voltage Isolation Sensor Circuit 1 High Voltage
DTC P1E1E: Auxiliary Transmission Fluid Pump Control Module Hybrid Battery Voltage Isolation Sensor Circuit 2 Low Voltage
DTC P1E1F: Auxiliary Transmission Fluid Pump Control Module Hybrid Battery Voltage Isolation Sensor Circuit 2 High Voltage
The power inverter module, also called the drive motor generator power inverter module, contains three motor control modules and the hybrid powertrain control module. Two
of the motor control modules operate their respective drive motor generator based upon power inverter module commands. The third motor control module controls the
auxiliary transmission fluid pump motor. The motor control modules and the hybrid powertrain control module are part of the power inverter module and are not serviced
separately.
Each motor control module measures hybrid battery high voltage with several internal sensors. The motor control modules test for loss of isolation between either the high-
voltage positive circuit or high-voltage negative circuit and vehicle chassis. The motor control modules test for isolation when the high-voltage contactor relays are closed. The
hybrid powertrain control module 2 only tests the hybrid battery assembly for high-voltage loss of isolation when the high-voltage contactor relays are open.
potential. This is referred to as mid-pack voltage. The mid-pack voltage value is then doubled by the software and displayed on a scan tool as Motor 1 Isolation Voltage,
Motor 2 Isolation Voltage or Auxiliary Transmission Fluid Pump Isolation Voltage. When a loss of isolation is present, the motor isolation voltage display will indicate voltage
that is more or less than actual hybrid battery high voltage. The motor control module monitors the loss of isolation voltage measuring circuitry for correct operation.
1. The vehicle is ON.

2. The system voltage is at least 9 V.
P1E1B
The motor control module detects a correlation difference between the mid-pack isolation sensor and overall pack voltage.
P1E1C and P1E1E
The motor control module detects isolation sensor voltage less than 20 V.
P1E1D and P1E1F
The motor control module detects isolation sensor voltage greater than 40 V.
DTCs P1E1B, P1E15C, P1E1D, P1E1E, and P1E1F are Type C DTCs.
DTCs P1E1B, P1E15C, P1E1D, P1E1E, and P1E1F are Type C DTCs.
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Program the T6 power inverter module. If the DTC resets, replace the T6 power inverter module.
Repair Instructions


Volt

DTC P1E20-P1E22
DTC Descriptor
DTC P1E20: Auxiliary Transmission Fluid Pump Control Module Hybrid/EV Battery Voltage Sense Circuit Low Voltage
DTC P1E21: Auxiliary Transmission Fluid Pump Control Module Hybrid/EV Battery Voltage Sense Circuit High Voltage
DTC P1E22: Auxiliary Transmission Fluid Pump Control Module Hybrid Battery Voltage System Isolation Lost
controls the auxiliary transmission fluid pump motor. Each drive motor control module monitors its internal high voltage sensor for correct operation, no external circuits are
involved. The motor control modules and the hybrid powertrain control module are part of the power inverter module and are not serviced separately.

DTC P1E20
The drive motor control module detects high-voltage sensor voltage less than 30 V.
DTC P1E21
The drive motor control module detects high-voltage sensor voltage greater than 500 V.
P1E22
The drive motor control module detects an isolation fault between the battery pack and chassis earth.
• DTCs P1E20 and P1E21 are Type A DTCs.

• DTC P1E22 is a Type B DTC.
• DTCs P1E20 and P1E21 are Type A DTCs.

DTC Type Reference
Repair Instructions

Volt

DTC P1E27 or P1E28

DTC Descriptor
DTC P1E27: Auxiliary Transmission Fluid Pump Control Module Hybrid/EV Battery System Voltage High Voltage
DTC P1E28: Auxiliary Transmission Fluid Pump Control Module Hybrid/EV Battery System Voltage
controls the auxiliary transmission fluid pump motor. Each drive motor control module monitors its internal high voltage sensor for correct operation, no external circuits are
involved. The motor control modules and the hybrid powertrain control module are part of the power inverter module and are not serviced separately.

• High-voltage contactors are closed.
P1E28
DTC P1E20 or P1E21 is not set.

DTC P1E27
The motor control module detects High Voltage greater than 425 V.
DTC P1E28
The motor control module detects a correlation fault while comparing the mid-pack and overall pack voltage.
• DTC P1E27 is a Type A DTC.


Diagnostic Aids
DTC Type Reference

Repair Instructions


Volt

DTC P1E29
DTC Descriptor
DTC P1E29: Auxiliary Transmission Fluid Pump Control Module Calculated Motor Position Performance
circuit, battery voltage circuits and chassis earth. The motor control modules and the hybrid powertrain control module are part of the power inverter module and are not
The auxiliary transmission fluid pump motor control module uses sensorless control to estimate motor speed and position from the phase current sensors.
The vehicle is ON or the power inverter module is awake.
The auxiliary transmission fluid pump motor control module detects a fault.

DTC Type Reference
1. Verify that DTC P179A, P1E20, P1E21, P1E22, P1E27, P1E28, P1E1C, P1E1D, P1E1E, P1E1F, P1E1B, P1E29, P1E34, P1E35, or P1E36 is not set.
If DTC P179A, P1E20, P1E21, P1E22, P1E27, P1E28, P1E1C, P1E1D, P1E1E, P1E1F, P1E1B, P1E29, P1E34, P1E35, or P1E36 is set, refer to Diagnostic Trouble
Code (DTC) List - Vehicle .
Repair Instructions


Volt

DTC P1E2A-P1E2F or P1E30-P1E32

DTC Descriptor
DTC P1E2A: Auxiliary Transmission Fluid Pump Phase U Current Sensor Circuit Low Voltage
DTC P1E2B: Auxiliary Transmission Fluid Pump Phase U Current Sensor Circuit High Voltage
DTC P1E2C: Auxiliary Transmission Fluid Pump Phase U Current Sensor Performance
DTC P1E2D: Auxiliary Transmission Fluid Pump Phase V Current Sensor Circuit Low Voltage
DTC P1E2E: Auxiliary Transmission Fluid Pump Phase V Current Sensor Circuit High Voltage
DTC P1E2F: Auxiliary Transmission Fluid Pump Phase V Current Sensor Performance
DTC P1E30: Auxiliary Transmission Fluid Pump Phase W Current Sensor Circuit Low Voltage
DTC P1E31: Auxiliary Transmission Fluid Pump Phase W Current Sensor Circuit High Voltage
DTC P1E32: Transmission Fluid Pump Phase W Current Sensor Performance
controls the auxiliary transmission fluid pump motor. This is an internal fault detection of the power inverter module. This fault is handled inside the power inverter module and
no external circuits are involved.
Each motor control module operates its respective drive motor based upon hybrid powertrain control module commands. Each motor control module controls its respective
motor through the sequencing actuation of high-current switching transistors called insulated gate bipolar transistors. Each motor operates utilising 3-phase alternating current
AC electricity. Each insulated gate bipolar transistor operates a single phase of the drive motor generator. Each phase is individually identified as U, V and W. Each motor
control module monitors the current of each phase in order to detect out of range current conditions.
Because each individual motor's phase circuits are electrically joined together, the phases normally flow about the same amount of current. The motor control module
performs a mathematical calculation to verify that the phase current sensors are accurate. If the U-V-W phase current sensors indicate about the same amount of phase
current, the sum of the calculation should be near zero. If the U-V-W phase currents are not similar, this DTC will set.
The vehicle is ON or the module is awake.
• DTCs P1E2A P1E2B, P1E2C, P1E2D, P1E2E, P1E2F, P1E30, P1E31, and P1E32 are Type A DTCs.
DTCs P1E2A P1E2B, P1E2C, P1E2D, P1E2E, P1E2F, P1E30, P1E31, and P1E32 are Type A DTCs.
DTC Type Reference
Repair Instructions


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DTC P1E33
DTC Descriptor
DTC P1E33: Auxiliary Transmission Fluid Pump Phase U-V-W Current Sensors Not Plausible
controls the auxiliary transmission fluid pump motor.
Each motor control module operates its respective drive motor based upon hybrid powertrain control module commands. Each motor control module controls its respective
motor through the sequencing actuation of high-current switching transistors called insulated gate bipolar transistors. Each motor operates utilising 3-phase alternating current
AC electricity. Each insulated gate bipolar transistor operates a single phase of the drive motor generator. Each phase is individually identified as U, V and W. Each motor
control module monitors the current of each phase in order to detect out-of-range current conditions.
Because each individual motor's phase circuits are electrically joined together, the phases normally flow about the same amount of current. The motor control module
performs a mathematical calculation to verify that the phase current sensors are accurate. If the U-V-W phase current sensors indicate about the same amount of phase
current, the sum of the calculation should be near zero. If the U-V-W phase currents are not similar, this DTC will set.
• The vehicle is ON or the module is awake.


The sum of the 3-phase current sensors is greater than 5 A.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference

1. Perform the High Voltage Disabling procedure for servicing the T6 power inverter module assembly or T12 transmission.
2. Remove the X8 connector from the T6 power inverter module.
3. Test for infinite resistance between the AC circuit terminals listed below and ground:
• Terminal 1-phase W
• Terminal 3-phase U
If not the specified value, replace the G5 auxiliary transmission fluid pump motor.
If the circuit tests normal, replace the T6 drive motor power inverter module. If the DTC resets, replace the G5 auxiliary transmission fluid pump motor.
Repair Instructions
• Auxiliary Fluid Pump Motor and Fluid Pump Disassemble in Off-Vehicle Repair Instructions for Auxiliary Transmission Fluid Pump Motor removal


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DTC P1E34-P1E36
DTC Descriptor
DTC P1E34: Auxiliary Transmission Fluid Pump Inverter Temperature Sensor Circuit High Voltage
DTC P1E35: Auxiliary Transmission Fluid Pump Inverter Temperature Sensor Circuit Low Voltage
DTC P1E36: Auxiliary Transmission Fluid Pump Inverter Temperature Sensor Performance
This is an internal fault detection of the power inverter module, often referred to as the drive motor generator power inverter module. This fault is handled inside the power
inverter module and no external circuits are involved.
• The vehicle is ON or the module is awake.

• Motor temperature is above -40°C (-40°F). If motor temperature is less than -40°C (-40°F) at vehicle ON, the drive motor must operate at greater than 20 N·m (14.75 lb ft)
for a cumulative time of 1.5 minutes before the DTC will run.
DTC P1E34
The inverter phase temperature sensor is less than -58°C (-72°F) for 3 seconds. If the fault is detected at the start of a drive cycle the DTC will set after 600 seconds.
DTC P1E35
The inverter phase temperature sensor is greater than 130°C (266°F) for 3 seconds.
DTC P1E36
A 20°C (36°F) difference is observed between the individual inverter phase temperature sensor and the average of the Hybrid Electronics Coolant Temperature and the
Transmission Fluid Temperature.
DTCs P1E34, P1E35 and P1E36 are Type B DTCs.
DTCs P1E34, P1E35 and P1E36 are Type B DTCs.
DTC Type Reference
Repair Instructions


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DTC P1E37
DTC Descriptor
DTC P1E37: Auxiliary Transmission Fluid Pump Inverter High Temperature
controls the auxiliary transmission fluid pump motor. The inverter temperature sensor is part of the power inverter module and is not serviced separately.
• The vehicle is ON and propulsion is active.

• DTC P1E36 is not set.
The pump inverter temperature sensor is greater than 98°C (208°F).

• The hybrid powertrain control module commands the engine into derate mode.
DTC P1E37 is a Type B DTC.
Diagnostic Aids
DTC Type Reference
Scan Tool Reference
1. Verify that DTC P1E36 is not set.

If DTC P1E36 is set, refer to DTC P1E34-P1E36 .
2. Verify that DTC P0C11, P0C12, P0C13, P0C14, P0C15, or P0C16 is not set.
If DTC P0C11, P0C12, P0C13, P0C14, P0C15, or P0C16 is set, refer to DTC P0C11-P0C16 .
Repair Instructions


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DTC P1E38
DTC Descriptor
DTC P1E38: Auxiliary Transmission Fluid Pump Inverter Supply Voltage Circuit
The power inverter motor, often referred to as the drive motor generator power inverter module, contains three motor control modules and the hybrid powertrain control
Vehicle is ON or Charge Mode is active.
The control module does not detect voltage at the insulated gate bipolar transistor bias power supply.

DTC Type Reference
Repair Instructions


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DTC P1E39
DTC Descriptor
DTC P1E39: Auxiliary Transmission Fluid Pump Inverter Performance
controls the auxiliary transmission fluid pump motor. Each motor control module controls its respective motor through the sequencing actuation of high-current switching
transistors called insulated gate bipolar transistors. Each insulated gate bipolar transistor assembly is monitored for fault conditions. The motor control modules are part of the
power inverter module and are not serviced separately.
The Vehicle is ON or Charge Mode is active.
The motor control module detects excessive current flow through the switched portion of the insulated gate bipolar transistor.

• Propulsion will be disabled and the power inverter module requests the hybrid powertrain control module 2 to open the high-voltage contactor relays.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference

1. Perform the High Voltage Disabling procedure for servicing the T6 power inverter module assembly or the T12 transmission.
2. Remove the X8 connector from the T6 power inverter module.
3. Test for infinite resistance between each of the AC circuit terminals listed below and earth:
• Terminal 1-phase W
• Terminal 3-phase U
If not the specified value, replace the G5 auxiliary transmission fluid pump motor.
If the circuit tests normal, replace the T6 power inverter module. If the DTC resets, replace the G5 auxiliary transmission fluid pump motor.
Repair Instructions
• Auxiliary Fluid Pump Motor and Fluid Pump Disassemble in Off-Vehicle Repair Instructions for Auxiliary Transmission Fluid Pump Motor removal.


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DTC P1E3A
DTC Descriptor
DTC P1E3A: Auxiliary Transmission Fluid Pump Motor Torque Delivered Performance

• The system voltage is between 11.0-16.0 V.
• Auxiliary transmission fluid pump torque command is greater than 6.8 N·m (5 lb ft).
The actual auxiliary transmission fluid pump speed is more than 200 RPM different from the commanded speed.
DTC P1E3A is a Type A DTC.

DTC P1E3A is a Type A DTC.
Diagnostic Aids
There should always be other hybrid powertrain or motor control module DTC's set along with DTC P1E3A. Always diagnose other DTC's before addressing this DTC.
DTC Type Reference
1. Verify that no other hybrid powertrain or motor control module DTC is set.
If any hybrid powertrain or motor control module DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
If the DTC is set, refer to Auxiliary Fluid Pump Motor and Fluid Pump Disassemble , Table 1: Electric Auxiliary Pump Drive Motor Removal.
Repair Instructions
• Auxiliary Fluid Pump Motor and Fluid Pump Disassemble for Electric Auxiliary Pump Drive Motor Removal


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DTC P1E3E or P1E3F

DTC Descriptor
DTC P1E3E: 14 V Power Module Random Access Memory
DTC P1E3F: 14 V Power Module Read Only Memory
This is an internal fault detection of the 14 V power module, also called the accessory DC power control module. This fault is handled inside the 14 V power module and no

• The system voltage is at least 9.5 V.
DTCs P1E3E and P1E3F are Type C DTCs.

DTCs P1E3E and P1E3F are Type C DTCs.
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Program the K1 14 V power module. If the DTC resets, replace the K1 14 V power module.
Repair Instructions
Control Module References for Accessory DC Power Control Module, also called the 14 V Power Module, replacement, programming and set-up.


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DTC P1E40-P1E42
DTC Descriptor
DTC P1E40: 14 Volt Power Module Hybrid/EV Battery System Voltage Performance
DTC P1E41: 14 Volt Power Module Hybrid/EV Battery System Overvoltage Sensing Circuit
DTC P1E42: 14 Volt Power Module Hybrid/EV Battery System High Voltage
The 14 V power module, also called the accessory DC power control module, constantly monitors system input and output voltage. This sensor is internal to the 14 V power
module and is not serviced separately from the control module.
The vehicle is ON.
Voltage greater than 450 V has been detected.
• DTCs P1E40, P1E41 and P1E42 are Type C DTCs.

DTCs P1E40, P1E41 and P1E42 are Type C DTCs.
Diagnostic Aids
DTCs P1E41 and P1E42 may indicate that the high-voltage contactor relays may have opened while large current flow was present. Conditions such as loss of hybrid
powertrain control module 2 power or earth or removal of the high-voltage manual disconnect while the vehicle was driving could create a voltage surge that may set this
DTC.
DTC Type Reference
Repair Instructions


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DTC P1E43 or P1E44

DTC Descriptor
DTC P1E43: 14 Volt Power Module System Overvoltage Sensing Circuit
DTC P1E44: 14 Volt Power Module System High Voltage
The accessory DC power control module, also referred to as the 14 V power module, constantly monitors system input and output voltage. This sensor is internal to the 14 V
The hybrid powertrain control module commands the 14 V power module to begin charging.
Voltage greater than 18 V has been detected on the 14 V circuit.
DTCs P1E43 and P1E44 are Type C DTCs.

DTCs P1E43 and P1E44 are Type C DTCs.
Diagnostic Aids
A battery charger or vehicle jump start may have set this DTC.
DTC Type Reference
Repair Instructions


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DTC P1E45
DTC Descriptor
DTC P1E45: 14 Volt Power Module Temperature Sensors 1-2 Not Plausible
The 14 V power module, also referred to as the accessory DC power control module, constantly monitors system temperature to protect against over-heat conditions. The
module also monitors the function of the temperature sensors. These sensors are internal to the 14 V power module and are not serviced separately from the control module.
The vehicle is ON.
Sensor 1 and sensor 2 values vary by greater than 30°C.
DTC P1E45 is a Type C DTC.
DTC P1E45 is a Type C DTC.

DTC Type Reference
Repair Instructions


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DTC P1E46-P1E49
DTC Descriptor
DTC P1E46: 14 Volt Power Module Temperature Sensor 1 High Temperature Sensing Circuit
DTC P1E47: 14 Volt Power Module Temperature Sensor 1 Circuit High Temperature
DTC P1E48: 14 Volt Power Module Temperature Sensor 2 High Temperature Sensing Circuit
DTC P1E49: 14 Volt Power Module Temperature Sensor 2 Circuit High Temperature
monitors the function of the temperature sensors. These sensors are internal to the 14 V power module and are not serviced separately from the control module.
The 14 V power module is an air cooled component. The 14 V power module vent fan is controlled by the hybrid powertrain control module 2.
The vehicle is ON.
The sensor signal is out of range for more than 5 seconds.

• DTCs P1E46 and P1E47 are Type B DTCs.

• DTCs P1E48 and P1E49 are Type C DTCs.
• DTCs P1E46 and P1E47 are Type B DTCs.

• DTCs P1E48 and P1E49 are Type C DTCs.
• Circuit Testing

• Wiring Repairs
DTC Type Reference
1. Verify that DTC P1EA6 or P1EA7 is not set.

2. Program the K1 14 V power module. If the DTC resets, replace the K1 14 V power module.
Repair Instructions


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DTC P1E4A or P1E4B

DTC Descriptor
DTC P1E4A: Control Module Redundant Drive Motor 1 Speed Sensing Circuit
DTC P1E4B: Control Module Redundant Drive Motor 2 Speed Sensing Circuit
motor generator based upon the signals of the resolver-type position sensor. The position sensor allows the motor control module to determine the exact position, speed and
direction of the drive motor generator. The hybrid powertrain control module also calculates motor speed. This fault is handled inside the power inverter module, often referred
to as the drive motor generator power inverter module, and no external circuits are involved.
This diagnostic runs once at vehicle ON.
The calculated motor speed is greater than 400 RPM different from the measured speed.
• DTC P1E4A is a Type A DTC.

• DTC P1E4B is a Type A DTC.
• DTC P1E4A is a Type A DTC.

• DTC P1E4B is a Type A DTC.
DTC Type Reference

Repair Instructions


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DTC P1EA9
DTC Descriptors
DTC P1EA9: 14 V Power Module System Low Voltage
The 14 V power module, also called the accessory DC power control module, monitors its 14 volt circuit when it is enabled. This DTC sets when the 14 volt circuit in the 14 V
power module is below this minimum level at the time it is enabled. 14V power module module functions will run only when an APM enable message from the hybrid
powertrain control module is active on the serial data circuit.
The hybrid powertrain control module commands the 14 V power module to begin charging.
The 14 volt circuit at the 14 V power module is below 7.0 volts when attempting to begin charging.
• DTC P1EA9 is a Type C DTC.

• The 14 V power module will not allow 14 volt conversion to begin in this condition.

• DTC P1EA9 is a Type C DTC.
• The 14 volt circuit at the 14 V power module is above 7 volts.
Diagnostic Aids
The 14 V power module is protected by a 200 amp in-line mega-fuse. The output current of the 14 V power module is lower than the fuse rating.
Schematic Reference
• Circuit Testing

DTC Type Reference
Scan Tool Reference
1. Remove the B+ harness connector X4 at the K1 14V power module.

2. Connect a test lamp between 12 volt battery positive and the K1 14 V power module connector X4 at the module.
3. Vehicle ON, observe the Low-Voltage Circuit Voltage parameter in the 14 V Power Module data list. The parameter should be within 0.5 volts of the actual 12 volt battery
voltage.
If the voltage is not within the specified range, replace the K1 14V power module.
4. Vehicle OFF, remove the positive connection at the 12 volt battery.
5. Measure the resistance between the X4 connector and the battery positive connection.
If the resistance is greater than 1.0 ohm, repair the high- resistance condition in the 12 volt circuit.
If the resistance is less than 1.0 ohm, replace the battery positive cable - B+ APM Module to Battery Fuse Block.
Repair Instructions
• Battery Positive and Negative Cable Replacement for B+ APM Module to Battery Fuse Block.
• Control Module References for Accessory DC Power Control Module, also called the 14 V power module, replacement, programming and set-up


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DTC P1EB8
DTC Descriptor
DTC P1EB8: Auxiliary Transmission Fluid Pump Control Module Long Term Memory Reset
This is an internal fault detection of the motor control module. The motor control module is internal to the power inverter module, often referred to as the drive motor generator
power inverter module, and is not serviced separately. This fault is handled inside the hybrid powertrain and motor control modules and no external circuits are involved.
This diagnostic runs once at vehicle ON.
DTC P1EB8 is a Type A DTC.
DTC P1EB8 is a Type A DTC.

DTC Type Reference

Repair Instructions


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DTC P2797
DTC Descriptor
DTC P2797: Auxiliary Transmission Fluid Pump Performance
The power inverter module, often referred to as the drive motor generator power inverter module contains three motor control modules and the hybrid powertrain control

• The system voltage is between 11.0 and 16.0 V.
The actual auxiliary transmission fluid pump speed is 650 RPM less than the commanded speed.

Diagnostic Aids
There should always be other hybrid powertrain or motor control module DTCs set along with DTC P2797. Always diagnose other DTCs before addressing this DTC.
DTC Type Reference
1. Verify that no other hybrid powertrain or motor control module DTC is set.
If any hybrid powertrain or motor control module DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
If the DTC is set, refer to Auxiliary Fluid Pump Motor and Fluid Pump Disassemble , Table 1: Electric Auxiliary Pump Drive Motor Removal.
Repair Instructions
• Auxiliary Fluid Pump Motor and Fluid Pump Disassemble for Electric Auxiliary Pump Drive Motor Removal


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Symptoms - Hybrid Controls

2. Review the system operation in order to familiarize yourself with the system functions.
Refer to the following procedures:
• Drive Motor Generator Power Inverter Module Description and Operation

• High Voltage Monitoring Systems Description
• Drive Motor Battery System Description
• Transmission General Description
• Inspect for aftermarket devices which could affect the operation of the Hybrid System. Refer to Checking Aftermarket Accessories .
Intermittent
Symptom List

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The 14 volt power module, also referred to as the accessory DC power control module, supplies the energy that flows between the high voltage (300 V) direct current (DC)
and low voltage (14 V) DC to charge the 12 V battery and power accessories. The 14 V power module receives a wake-up signal on a discrete line from the hybrid powertrain
controller 2 when the vehicle is On. After a successful initialisation, the 14 V power module receives an enable command from the hybrid powertrain control module over the
serial data circuits to begin power conversion.
Diagnostic Aids
• A poor connection at the B+ terminal of the 14 V power module or open 200 Amp Mega-Fuse in the left rear engine compartment, will prevent the 14 V power module
from powering up and all values in the 14 V power module data list will read zero on the scan tool.
• A poor connection on the 14 V power module wake-up signal circuit will prevent the 14 V power module from powering up and all data values in the 14 V power module
data list will read zero on the scan tool.
Schematic Reference

• Circuit Testing

DTC Type Reference
1. Vehicle OFF, measure and record the battery voltage at the battery terminals. The battery voltage should stabilise between 12.4 and 12.8 V within a few minutes of
turning the vehicle OFF.
If not within the specified range, refer to Battery Inspection/Test
2. Vehicle ON, accessories OFF, measure and record the battery voltage at the battery terminals. The voltage should be at least 1 V greater than the voltage measured in
step 1 but less than 15 V.
If not within the specified range, refer to Circuit/System Testing.
1. Vehicle ON, verify that no K1 14 V power module or B18 battery current sensor DTCs are set that would cause a charging system concern.
If DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Vehicle OFF, measure the voltage across the battery terminals. The voltage should read 12.4 V or greater at room temperature.
If not within the specified range, refer to Battery Inspection/Test
3. Connect a carbon pile tester to the C1 battery.
4. Vehicle ON, turn all accessories off. Observe the voltage reading on the tester. The voltage should read between 12.6-15.5V.
5. Adjust the carbon pile tester so that the 12 V current on the 14 V power module data list is reading 160 amps. The voltage reading should remain between 12.6-15.5 V.
If not within the specified value, replace the K1 14 V power module.
Repair Instructions

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Drive Motor Generator Power Inverter Module Cover Replacement

Drive Motor Generator Power Inverter Module Cover Fastener (Qty: 2)

1
Tighten
9 N·m (80 lb in)
2 Drive Motor Generator Power Inverter Module Cover


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Drive Motor Generator Power Inverter Module Replacement

Removal Procedure

1. Disable the high-voltage system. Refer to High Voltage Disabling .

2. Remove the power inverter module cover. Refer to Drive Motor Generator Power Inverter Module Cover Replacement .
3. Disconnect the electrical connectors (1).
4. Remove the shield circuit harness earth fasteners (2) and reposition the earth cables.
5. Disconnect the coolant pipes from the power inverter module. Refer to Drive Motor Power Inverter Module Cooling Inlet Hose Replacement and . Drive Motor Generator
Control Module Radiator Outlet Hose Replacement .
6. Remove the high-voltage interlock loop connector fasteners (1) and reposition the connector.
7. Remove the three-phase cable fasteners (1) and reposition the cables.
8. Discard the cable housing seals and the cable fastener seals.
9. Remove the 300 volt cable fasteners (1) and reposition the cables.
Note: The top cable should already be removed when the high-voltage disabling was performed.
10. Discard the 300 volt cable connector seals.

11. Remove the power inverter fasteners (1) and drive motor power inverter control module (2).
Note: Replacement power inverter module comes pre-assembled with new coolant fittings. Replace coolant fittings only if necessary.
12. Remove the coolant fitting fasteners (1) , the coolant fittings (2), and use NEW seals (3).
Note: It is possible to install the coolant fittings 180° out of position. Ensure the larger alignment tab is facing downwards.
1. Install NEW coolant tube seals (3) and the coolant fittings (2).

2. Tighten the coolant tube fasteners to 3 N·m (27 lb in).

3. Install the drive motor power inverter control module (2) and tighten the fasteners (1) to 9 N·m (80 lb in).
Note: Start the 300 volt cable fasteners by hand.
4. Install the 300 volt cables with NEW seals and tighten the fasteners (1) to 9 N·m (80 lb in).
5. With NEW connector housing and fastener seals, install the three-phase cables and tighten the fasteners (1) to 9 N·m (80 lb in).
6. Install the high-voltage interlock loop connector fasteners (1) and tighten to 6 N·m (53 lb in).
7. Connect the coolant pipes to the power inverter module. Refer to Drive Motor Power Inverter Module Cooling Inlet Hose Replacement and . Drive Motor Generator
Control Module Radiator Outlet Hose Replacement .
8. Fill the cooling system. Refer to Drive Motor Generator Power Inverter Module Cooling System Draining and Filling .
9. Install the ground strap fasteners (2) and tighten to 9 N·m(80 lb in).
10. Connect the electrical connectors (1).
11. Install the power inverter module cover. Refer to Drive Motor Generator Power Inverter Module Cover Replacement .
12. Enable the high-voltage system. Refer to High-Voltage Enabling .
13. For control module programming and set-up procedures, refer to Control Module References .


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Accessory DC Power Control Module Replacement


•
Before working on any high-voltage system, be sure to wear the following Personal Protection Equipment:
• Safety goggles with appropriate side shields when within 15 metres (50 feet) of the vehicle, either indoors or outdoors.
• Certified and up-to-date Class "0" Insulation gloves rated at 1000 V with leather protectors.
- Wear the Insulation gloves with leather protectors at all times when working with the high-voltage battery assembly, whether the system is energised or not.

2. Remove the accessory DC power control module cooling air inlet duct. Refer to Accessory DC Power Control Module Cooling Air Inlet Duct Replacement .
3. Remove the accessory DC power control module cooling air duct. Refer to Accessory DC Power Control Module Cooling Air Duct Replacement .
4. Disconnect the negative and positive cables from the accessory DC power control module. Refer to Battery Positive and Negative Cable Replacement .
Battery Positive and Negative Cable Nut (Qty: 2)

1
Tighten
9 N·m (80 lb in)
Accessory DC Power Control Module Nut (Qty: 2)

2
Tighten
22 N·m (16 lb ft)
Accessory DC Power Control Module Bolt (Qty: 2)
3
Tighten
19 N·m (14 lb ft)
Accessory DC Power Control Module
Procedure
4
1. Raise the vehicle to access the connector. Refer to Lifting and Jacking the Vehicle .
2. Disconnect the electrical connector underneath the vehicle.


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Location
The 14 V Power Module, also called the Accessory DC Power Control Module, is located in the rear trunk compartment underneath the floor stowage trim panel. It is attached
to the chassis with four fasteners and connected to a plastic cooling duct. The 14 V Power Module has a high-voltage pigtail that passes through the floor of the rear
compartment and connects to a high voltage cable that comes from the hybrid battery pack. Also connected to the 14 V Power Module are the 12 V cables + positive and -
negative, and a signal connector for serial data.
Operating Functions
The 14 V Power Module is an electronic device that takes the place of the generator on a traditional vehicle. On a hybrid or electric vehicle the 14 V power module converts
high voltage (300 V) direct current (DC) to low voltage (12 V) DC for accessory electrical operation and to charge the 12 volt battery.
Normally, the 14 V power module only supplies 12 volts DC when the vehicle is under a normal drive cycle. However there are certain instances when the vehicle is being
charged through a standard wall socket where the14 V power module operation is required to sustain the 12 volt battery.
The 14 V power module is capable of supplying up to 180 Amps of 12 volt DC.
Communication and Hosted Diagnostics
The 14 V power module has internal diagnostic tests that run at both power-up and during operation. All DTCs from the 14 V power module are reported to and hosted by the
hybrid powertrain control module. The 14 V power module only communicates with the hybrid powertrain control module and only over serial data.
Circuit Inputs
Inputs to the 14 V power module include the high voltage and 12 volt circuits. The 14 V power module also has two 12 volt discrete inputs, Accessory and Run/Crank, either
one has to be at a high level in order for it to wake up. The 14 V power module is connected to the powertrain expansion communication circuit and communicates with the
hybrid powertrain control module. The 14 V power module monitors various internal components for current, voltage and temperature. The 14 V power module will not begin
supplying 12 volts DC until:
• Either the Accessory input or Run/Crank input are high, and
• The appropriate serial data enable signal is communicated by the hybrid powertrain control module.
The 14 V power module will not begin conversion of voltage however, until the appropriate serial data enable signal is sent by the hybrid powertrain control module.
For more information on the 12 V Battery Charging System, refer to Charging System Description and Operation .
Circuit Outputs
The only outputs supported by the 14 V power module are serial data communications and 12 volts DC which powers the 12 volt components in the vehicle and charges the
12 volt battery. Low-voltage 12 V cables on the hybrid/EV vehicle do not require unique colouring or servicing procedures.


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Overview
The power inverter module, often referred to as the drive motor generator power inverter module, converts high voltage direct current (DC) electrical energy to 3 phase
alternating current (AC) electrical energy. The power inverter module assembly is cooled with pre-mixed Dexcool® circulating through a cooling system that is separate from
the engine cooling system. The hybrid cooling system utilises a heat exchanger at the front of the vehicle and electric pumps to circulate the coolant. The engine control
module (ECM) monitors a temperature sensor in the hybrid cooling system and operates the radiator fan and the hybrid coolant pumps in response to system temperature.
High-Voltage Circuits
Direct Current (DC)
The power inverter module assembly is connected to the positive and negative terminals of the high voltage, (DC) drive motor generator battery. Both of the negative and
positive high voltage DC battery poles are isolated from the vehicle chassis by a specific amount of resistance. Each high-voltage DC cable is switched ON or OFF by a high-
voltage, high-current contactor relay contained within the drive motor generator battery assembly. All high-voltage DC negative and positive DC cables are individually
shielded and orange in colour to alert the technician to the potential presence of high voltage. The electric air conditioning compressor high-voltage DC cables are externally
connected at the power inverter module assembly.
Three-Phase Alternating Current (AC)
Three individual cables connect each phase of the drive motor to the power inverter module. Each individually shielded cable is orange in colour to alert the technician to the
potential presence of high voltage. A single shielded cable connects the auxiliary transmission fluid pump to the power inverter module. This cable contains 3 individual wires
that are connected to the 3 phases of the auxiliary transmission fluid pump. The cable is orange in colour to alert the technician to the potential presence of high voltage.
Low-Voltage Circuits
The 14 V power module, also called the accessory DC power control module is the device which converts high-voltage (300 V) DC to low-voltage (12V) DC for accessory
electrical operation and to charge the 12 volt accessory battery.
Low-Voltage (12 V) Direct Current
Low-voltage (12 V) cables on the hybrid-electric vehicle do not require unique colouring or servicing procedures.
Drive Motor Generator Power Inverter Module
Overview
The power inverter module contains 3 motor control modules and the hybrid powertrain control module. Two of the motor control modules operate their respective drive motor
generators based upon power inverter module commands. The third motor control module controls the auxiliary transmission fluid pump motor. The hybrid powertrain control
module and the motor control modules share the power inverter module ignition voltage circuit, battery voltage circuits and chassis earth. All four modules are flash-
programmable micro-processors.
Hybrid Powertrain Control Module
Location
The hybrid powertrain control module is a non-serviceable, flash-programmable micro-processor contained within the power inverter module.
Operating Functions
The hybrid powertrain control module is the main controller of powertrain operation. The hybrid powertrain control module determines when to perform normal operating
modes such as electric mode, extended range mode and regenerative braking. The hybrid powertrain control module also operates in conjunction with the hybrid powertrain
control module 2 to determine when to enable and disable the DC high-voltage circuits. Each motor control module operates the applicable motor based upon hybrid
powertrain control module commands.
The hybrid powertrain control module is the host controller for DTC information for the following control modules:
• 14 V power module

• Auxiliary transmission fluid pump motor control
These modules diagnose their own operation and determine when a fault condition is present. The 14 V power module communicates the diagnostic status to the hybrid
powertrain control module over serial data.
All 3 motor control modules and the hybrid powertrain control module exchange information and commands on a serial peripheral interface bus internal communication circuit
as well as the hi-speed hybrid GMLAN communication circuit.
In the event a hosted module communicates a fault condition, the hybrid powertrain control module will determine if one or more operating modes are affected and notify the
vehicle operator by requesting the MIL illuminate and/or by displaying a message in the Driver Information Centre. In addition, the hybrid powertrain control module will store
the associated DTC information for retrieval by a scan tool. Some hosted modules may require an ignition cycle to clear certain DTCs from the hybrid powertrain control
module.
Circuit Inputs
In addition to data parameters, the hybrid powertrain control module directly monitors the following signal circuits:
• Transmission shift selector internal mode switch direction and Park/Neutral switch signals
• Engine crankshaft position sensor signal
• High-voltage interlock circuit
Motor Control Modules
Location
Both the electric motor generators and the auxiliary transmission fluid pump motor are located within the transmission. They are each controlled by their own motor control
module, each module is a flash-programmable micro-processor. Each motor control module is contained within the drive motor generator power inverter control module
assembly. Also contained within the drive motor generator power inverter control module assembly is the hybrid powertrain control module micro-processor.
Operating Functions
The motor control modules operate their respective motors based upon hybrid powertrain control module commands. Each motor control module controls the speed, direction
and output torque of its respective traction motor or the auxiliary transmission fluid pump motor through the sequencing actuation of high-current switching transistors called
insulated gate bipolar transistors.
In addition to the internal serial peripheral interface bus communication circuit that the hybrid powertrain control module and each motor control module control use to
communicate, the motor control module controls also communicate on the Hi-speed and Hybrid serial data circuits. The motor control module control does not store its own
diagnostic trouble code (DTC) information. The hybrid powertrain control module will store motor control module control associated DTC information for retrieval by a scan
tool. The scan tool can communicate directly with each motor control module control in order to retrieve data parameters only.
Circuit Inputs
In addition to data parameters, each motor control module control monitors its respective motor for voltage, current, speed, direction and temperature. Additionally, the motor
control module control monitors the insulated gate bipolar transistor components for temperature and proper operation. Some of the motor control module control operation
data is shared with the hybrid powertrain control module.
Circuit Outputs
Each motor control module controls its respective insulated gate bipolar transistor driver board that, in turn, controls each motor. The motors operate using 3-phase
alternating current (AC) electricity. Three cables connect each motor generator to the power inverter module. Each individually shielded cable is orange in colour to alert the
technician that the potential for high voltage is present. A single shielded cable connects the auxiliary transmission fluid pump to the power inverter module. This cable
contains 3 individual wires that are connected to the 3 phases of the auxiliary transmission fluid pump. The cable is orange in colour to alert the technician to the potential
presence of high voltage.
Accessory DC Power Control Module
Location
The accessory DC power control module, also called the 14 V power module, is located in the rear compartment. Refer to Accessory DC Power Control Module Description
and Operation for description and operation information.


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Electromagnetic Compatibility Description

Overview
Vehicles are typically subject to certain legal requirements that limit the amount of electromagnetic interference (EMI) that can be generated by the vehicle's electronic
devices. Additionally, the electronic devices within the vehicle must be able to withstand a certain amount of EMI without affecting their operation. EMI is generated whenever
electrical current flows through a circuit. The amount of EMI generated, or amplitude, is usually dependant upon the amount of current flow, amperage, the on-off pattern of
current flow through the circuit and frequency. The EMI requirements are generally referred to as electromagnetic compatibility.
There are many ways of ensuring the vehicle meets electromagnetic compatibility requirements. These include:
• Adding capacitors and resistors to certain electrical circuits

• Regulating the frequency at which a component may operate
• Shielding the wires, cables and components
Circuit Design
The power inverter module, often referred to as the drive motor generator power inverter module, and the 14 V power module, also called the accessory DC power control
module assembly, each contain filter capacitors connected to the high-voltage circuits. These capacitors are necessary to reduce the voltage spikes that occur as a result of
the switching of current On and Off. Reducing voltage spikes reduces EMI. The frequency of current switching is also closely regulated. Too high a frequency can cause an
increase in EMI generation.
Wiring/Cable Design
Different types of wire/cable shielding methods are utilised in the vehicle. Common types of circuit shielding include twisted-pair and internal braid or foil. Twisted pairs are
typically used in circuits such as serial data circuits. The wire pair is twisted together at a particular turns-per-length ratio. Shielded cable is utilised for all other circuits
requiring either protection from external EMI or to reduce EMI radiation of the cable itself into other nearby components or circuits.
High Voltage Cable
• 300 Volt Battery Positive and Negative Cable Assembly

• Power Inverter Module 3 Phase Cable Assembly
• Air Conditioning Compressor Assembly
The high-voltage cables utilise internal braid shielding. Typically, both ends of the internal braid shield are attached to chassis earth. All of the high-voltage, internally shielded
cables are earthed at their cable end attachment points. Mounting blocks, where used, perform the shield to chassis earth connection. Connection points not serviced with a
mounting block utilise a separate ring terminal.
Low and Intermediate Voltage Wiring
The signal circuits for the transmission sensors utilise shielding protection. The drive motor generator position sensor and temperature sensor circuits utilise internal foil
shielding. The wiring harness external of the transmission assembly is connected to chassis earth with ring terminals at the drive motor control module assembly. The internal
transmission wiring harness is attached to chassis earth with a ring terminal at the valve body assembly.
The auxiliary transmission fluid pump 3 phase cables utilise internal foil shielding. The wiring harness shield is connected to chassis earth within the motor generator power
inverter module.
Component Shielding
Certain components utilise their structure to effectively shield EMI. Metal covers, chassis earthed metal cases and electro-magnetically conductive gaskets may all be part of
a component's electromagnetic compatibility design.
Shielding Loss
A loss of proper shielding may result in poor AM band radio reception and/or incorrect sensor circuit readings depending upon the location of the shield loss. Damage that has
penetrated to the insulated conductor of high voltage cables is not repairable. Minor damage to the outer sheathing can be repaired, refer to Drive Motor Generator Power
Inverter Module Cable Inspection . Certain Low and Intermediate voltage shielded wiring harnesses may be repairable. Refer to Wiring Repairs and Splicing Twisted or
Shielded Cable .


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High Voltage Monitoring Systems Description

The hybrid system monitors several high-voltage components for attempted access. Additionally, a minimum amount of isolation resistance is maintained at all times between
both negative and positive poles of the hybrid battery and the vehicle chassis. The drive motor generator power inverter module microprocessors and the hybrid powertrain
control module 2 monitor the hybrid system for access and loss of isolation detection.
High Voltage Interlock Circuit
The High Voltage Interlock Circuit is a wire loop that passes through certain high-voltage components. The high-voltage interlock circuit is used to determine if access to high-
voltage components is being attempted. The opening of these high-voltage components causes the high voltage interlock circuit to open. The hybrid system may react to the
loss of high-voltage interlock circuit continuity by opening the high-voltage contactor relays and discharging the high voltage capacitors. The high-voltage interlock circuit
signal is generated by the hybrid powertrain control module 2. The high voltage interlock circuit status is monitored by the hybrid powertrain control module 2, the hybrid
powertrain control module and each drive motor control module.
High Voltage DC Chassis Isolation
The hybrid system monitors the electrical potential between high- voltage and the vehicle chassis. High voltage should always be isolated from the vehicle chassis by a certain
amount of resistance to avoid the potential for a life threatening current path. In the event that a high voltage leak path is detected to the vehicle chassis, the hybrid system
will set a diagnostic trouble code (DTC). High voltage DC chassis isolation is monitored by the motor control modules and the hybrid powertrain control module 2.
Testing for loss of isolation requires special tools and procedures. Because of the high voltages present in the hybrid system, a loss of isolation may occur due to insulation
breakdown. Insulation breakdown typically occurs only when high voltages and/or current is present. Conditions such as insulation breakdown cannot be diagnosed with a
typical DMM because high voltage is not used by the DMM when measuring resistance.


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Vehicle Operating Modes Description
This vehicle is an Extended Range Electric Vehicle. It uses an electric propulsion system to drive the vehicle at all times. Electricity is the vehicle's primary source of energy,
while gasoline is the secondary source.
The vehicle has two modes of operation - Electric and Extended Range. In both modes, the vehicle is propelled by the electric motors that are internal to the transmission.
Electrical energy is converted into mechanical energy to drive the wheels and propel the vehicle. The vehicle's performance remains the same in either mode.
This overview is not a comprehensive list of all aspects of the Extended Range Electric Vehicle. Refer to Automatic Transmission 4ET50 Electronic Component Description
for information regarding transmission operation. More detailled and comprehensive information is also available through the dealer training programme.
Electric Mode
Electric Mode is the primary mode of operation for this vehicle. While in electric mode the vehicle is powered by electrical energy stored in the high-voltage battery. The
vehicle can operate in this mode for a range of up to 40-80 km (25-50 miles) until the battery has reached a low state of charge.
Extended Range Mode
When the vehicle reaches the end of its electric range, it switches to extended range mode. In this mode, electricity is produced by the motor generator which is driven by the
internal combustion engine (ICE). This secondary source of electric power extends the vehicle range. Operation will continue in extended range mode until the vehicle can be
plugged in to recharge the high-voltage battery and restore electric mode.
The high-voltage battery will continue to provide some power and work together with the ICE to provide peak performance when it is required, such as driving up a steep
incline or during high acceleration. The high-voltage battery will not be recharged while in extended range mode.
Internal Combustion Engine (ICE) Starting
This vehicle does not use a 12 V starter motor to crank the ICE. A much more powerful 300 V motor/generator located within the transmission is utilised to crank the ICE. The
300 V drive motor generator can rotate the ICE to operating speed (800 RPM) within just a few hundred milliseconds. The 300 V drive motor generator allows near-instant
starting of the ICE.
The vehicleis on-board computers determine when the ICE needs to run. Some of the normal vehicle conditions that force the ICE to run are:
• The high-voltage battery has a low state of charge
• The bonnet is open or not completely latched
• The ICE is needed to maintain the high-voltage battery temperature
• The ICE needs to run for maintenance
• Extremely low ambient temperatures
When the bonnet is open, the ICE will run without turning off. The high-voltage battery is neither charged nor discharged when this occurs.
Some high-voltage battery faults will cause the ICE to run without turning off.
Service Mode
The Service Mode is available for service and diagnostics, and to verify the proper operation of the MIL and may be required for emission inspection purposes. With the
vehicle off, and the brake pedal not applied, pressing and holding the POWER button for more than 5 seconds will place the vehicle in Service Mode. The instruments and
audio systems will operate as they do in ON/RUN, but the vehicle will not be able to be driven. The propulsion system will not start in Service Only Mode.
Engine Unavailable
If the vehicle runs out of fuel, or the power inverter module has detected the ICE will not start due to a malfunction, the vehicle can continue to be driven in electric mode.
Maintenance Modes
Engine maintenance mode runs the engine to keep it in good working condition when the vehicle has been operated in electric mode only for a prolonged period. Engine
maintenance mode will run the ICE, even if the drive motor battery state of charge is sufficient to operate the vehicle in electric mode.
When only electric mode is used for a prolonged period, fuel maintenance mode will run the ICE to use up old fuel. The ICE will run until enough fresh fuel is added or a low
fuel level is detected. During fuel maintenance mode the ICE may cycle on and off.
Regenerative Braking
When the vehicle is coasting or braking the power inverter module may operate the drive motor generator in an electrical generation mode. Operating as electrical generator,
the drive motor generator exerts a driveline load that helps to slow the vehicle. The electrical energy that the drive motor generator creates is transferred by the drive motor
generator power inverter module to the drive motor generator battery assembly. Constant communication between the power inverter module and the electronic brake control
module allows the blending of regenerative braking force with hydraulic braking force.

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Special Tools
DT-44152 Jumper Harness, 20 Terminal
DT-47825-10 Jumper Harness

EL-48569 Terminal Covers
EL-50322 Pre-Charge Test Tool


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Temperature Degrees C (Degrees F) Resistance k ohm (typical)
-40°C (-40°F) 75.5
-20°C (-4°F) 21.6
0°C (32°F) 7.2
20°C (68°F) 2.7
40°C (104°F) 1.2
60°C (140°F) 0.5
80°C (176°F) 0.3
100°C (212°F) 0.16


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Hybrid Cooling System Specifications

Specification
Pre-mixed Dexcool® (50/50 mixture of Dexcool® and deionised water)
High-Voltage Battery Pack Cooling 6.2 L 6.6 qt
Power Electronics Cooling 2.8 L 3.0 qt


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Figure 1: Hybrid/EV Electronics Cooling
Figure 2: Hybrid/EV Battery Pack Cooling
Figure 3: Hybrid/EV Battery Modules - Temperature Sensors 1 through to 7
Figure 4: Hybrid/EV Battery Modules - Temperature Sensors 8 through to 16


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DTC P0480 or P0483

DTC Descriptors
DTC P0480: Cooling Fan 1 Control Circuit
DTC P0483: Cooling Fan System Performance
The hybrid/EV powertrain control module 2 controls the radiator cooling fans. The cooling fans are controlled with a pulse width modulated (PWM) signal. The hybrid/EV
powertrain control module 2 diagnoses any faults with the hardwire circuit to the engine control module. The engine control module sends a fan request PWM signal to the
hybrid/EV powertrain control module 2 through a hardwire circuit. The hybrid/EV powertrain control module 2 operates in a pass-through mode for the engine control module
fan request. The higher the duty cycle the higher the cooling fan speed.
The 12 V battery voltage is greater than or equal to 9 V.
The hybrid/EV powertrain control module 2 has detected an open-circuit, short-circuit to earth or short-circuit to voltage fault on the fan control circuit.
DTC P0480 and P0483 are type B DTCs.

DTC P0480 and P0483 are type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Vehicle in Service Mode, with a scan tool, command the Cooling Fan Motor Command to 90%. Verify that the cooling fan motor speed is greater than 0 RPM and the cooling
fans are operating.
Danger: Any hybrid/EV battery pack replacement shall be performed by High-Voltage Qualified Technicians only. The replacement procedure can be found in the service
instruction and must be strictly followed at all times. The High-Voltage Qualified Technician is responsible for adherence to the manufacturer's service instructions as well as
current national legal regulations. If the hybrid/EV battery pack needs to be replaced contact the Technical Assistance Centre for further instructions prior to removal of the
battery pack.
1. Ignition OFF, disconnect the harness connector at the appropriate G10 cooling fan motor.
3. Vehicle in Service Mode, verify that a test lamp illuminates between the B+ circuit terminal 1 and earth.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit tests normal and the B+ circuit fuse is open, test or
replace G10 cooling fan motor.
4. Connect a test lamp between the control circuit terminal4 and the B+ circuit terminal 1.
5. Command the Cooling Fan Motor Command ON between 10% and 90% with a scan tool. Verify the test lamp changes between dim (10%) and bright (90%).
If the test lamp is always bright, test the control circuit for a short-circuit to earth. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2.
If the test lamp is always dim or OFF, test the control circuit for a short-circuit to voltage or an open-circuit/high resistance. If the circuit tests normal, replace the
K114B hybrid/EV powertrain control module 2.
6. If all circuits test normal, replace the appropriate G10 cooling fan motor.
Repair Instructions
• Cooling Fan and Shroud Replacement

• Control Module References for hybrid/EV powertrain control module 2 replacement, programming and set-up


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DTC P0A7E
DTC Descriptors
DTC P0A7E: Hybrid/EV Battery Pack High Temperature
The hybrid/EV battery pack has 16 hybrid/EV battery temperature sensors. The hybrid/EV battery temperature sensors are located on the top of the hybrid/EV batteries. The
temperature sensor is a variable resistor that measures the temperature of the hybrid/EV battery cell groups. The hybrid/EV battery interface control module supplies 5 V to
the signal circuit and a ground for the low-reference circuit. The hybrid/EV battery temperature sensor resistance changes with battery temperature. The lower the
temperature, the higher the resistance of the sensor. The higher the temperature, the lower the resistance of the sensor. The hybrid/EV powertrain control module 2 uses the
battery temperature sensors to determine the hybrid/EV battery module temperature to control the battery cooling system operation.
• The hybrid/EV powertrain control module 2 and battery energy control module are awake and communicating.
• None of the following DTCs are set: P0A9C, P0A9D, P0A9E, P0AC6, P0AC7, P0AC8, P0ACB, P0ACC, P0ACD, P0AE9, P0AEA, P0AEB, P0BC3, P0BC4, P0BC5,
P0C34, P0C35, P0C36, P0C7D, P0C7E, P0C7F, P0C82, P0C83, P0C84, P0C89, P0C8A, P0C8B, P0C8E, P0C8F, P0C90, P0C93, P0C94, P0C95, P0C98, P0C99,
P0C9A, P0CA9, P0CAA, P0CAB, P0CAE, P0CAF, P0CB0, P0CB3, P0CB4, P0CB5, P0CB8, P0CB9, P0CBA, P1E8E, P1E8F, P1E90, P1E91, P1E93, P1E94, P1E95,
P1E96, P1E97, P1E99, P1E9A, P1E9B, P1E9C, P1E9D, P1E9F, P1EA0, P1EA1, P1EA2, P1EA3, P1EA5, P1EB1, P1EB2, P1EB3, P1EB4, P1EB5, U2401, U2603,
U2604, U2605 and U2606.
The maximum sensed temperature in the hybrid/EV battery is greater than 73.5°C (164.3°F).
• DTC P0A7E is a type A DTC.

• All of the battery contactors will open.
DTC P0A7E is a type A DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
EL-48900 HEV Safety Kit
Vehicle in Service Mode, observe the scan tool hybrid/EV powertrain control module 2 Maximum Hybrid Battery Module Temperature. The readings should be between -39
and +60°C (-38.2 and +140°F).
Danger: High voltage enabling and disabling shall be only performed by High Voltage Qualified Technicians. The procedures for high-voltage enabling/disabling can be found
in the service instructions and must be strictly followed at all times. The usage of the Protocol High Voltage Disabling/Enabling is mandatory. The High-Voltage Qualified
Technician is responsible for the adherence to the manufacturer's service instructions as well as current national legal regulations.
Questions regarding training can be answered by your national training centre.
battery pack.
1. Vehicle in Service Mode, verify that DTC P0A9C-P0A9E, P0AC6-P0ACD, P0AE9-P0AEB, P0BC3-P0BC5, P0C34-P0C36, P0C7D-P0C9A, or P0CA9-P0CBA P0C43-
P0C45, P0C47, P0C4A, P0CD6, P0CD7, P0CD8, P0CE0-P0CE3, P0CE6, P0CE7, P0CE9, P0CED, P148A-P148C, P1EC6-P1EC8 or P1E8C is not set.
2. If DTC P0A7E is set, replace the A4 hybrid/EV battery pack.
Repair Instructions
• Drive Motor Battery Replacement and Shipping Preparation

• Control Module References for hybrid/EV battery interface control module replacement, programming and set-up for the hybrid/EV battery pack replacement.


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DTC P0A9C-P0A9E, P0AC6-P0ACD, P0AE9-P0AEB, P0BC3-P0BC5, P0C34-P0C36, P0C7D-P0C9A or P0CA9-

P0CBA
DTC Descriptors
DTC P0A9C: Hybrid/EV Battery Temperature Sensor 1 Performance
DTC P0A9D: Hybrid/EV Battery Temperature Sensor 1 Circuit Low Voltage
DTC P0A9E: Hybrid/EV Battery Temperature Sensor 1 Circuit High Voltage
DTC P0AC6: Hybrid/EV Battery Temperature Sensor 2 Performance
DTC P0AC7: Hybrid/EV Battery Temperature Sensor 2 Circuit Low Voltage
DTC P0AC8: Hybrid/EV Battery Temperature Sensor 2 Circuit High Voltage
DTC P0ACB: Hybrid/EV Battery Temperature Sensor 3 Performance
DTC P0ACC: Hybrid/EV Battery Temperature Sensor 3 Circuit Low Voltage
DTC P0ACD: Hybrid/EV Battery Temperature Sensor 3 Circuit High Voltage
DTC P0AE9: Hybrid/EV Battery Temperature Sensor 4 Performance
DTC P0AEA: Hybrid/EV Battery Temperature Sensor 4 Circuit Low Voltage
DTC P0AEB: Hybrid/EV Battery Temperature Sensor 4 Circuit High Voltage

DTC P0BC3: Hybrid/EV Battery Temperature Sensor 5 Performance
DTC P0BC4: Hybrid/EV Battery Temperature Sensor 5 Circuit Low Voltage
DTC P0BC5: Hybrid/EV Battery Temperature Sensor 5 Circuit High Voltage
DTC P0C34: Hybrid/EV Battery Temperature Sensor 6 Performance
DTC P0C35: Hybrid/EV Battery Temperature Sensor 6 Circuit Low Voltage
DTC P0C36: Hybrid/EV Battery Temperature Sensor 6 Circuit High Voltage
DTC P0C7D: Hybrid/EV Battery Temperature Sensor 7 Performance
DTC P0C7E: Hybrid/EV Battery Temperature Sensor 7 Circuit Low Voltage
DTC P0C7F: Hybrid/EV Battery Temperature Sensor 7 Circuit High Voltage
DTC P0C8A: Hybrid/EV Battery Temperature Sensor 9 Circuit Low Voltage
DTC P0C8B: Hybrid/EV Battery Temperature Sensor 9 Circuit High Voltage
DTC P0C8E: Hybrid/EV Battery Temperature Sensor 10 Performance
DTC P0C8F: Hybrid/EV Battery Temperature Sensor 10 Circuit Low Voltage

DTC P0C9A: Hybrid/EV Battery Temperature Sensor 12 Circuit High Voltage
DTC P0CA9: Hybrid/EV Battery Temperature Sensor 13 Performance
DTC P0CAA: Hybrid/EV Battery Temperature Sensor 13 Circuit Low Voltage
DTC P0CAB: Hybrid/EV Battery Temperature Sensor 13 Circuit High Voltage
DTC P0CAE: Hybrid/EV Battery Temperature Sensor 14 Performance
DTC P0CAF: Hybrid/EV Battery Temperature Sensor 14 Circuit Low Voltage
DTC P0CB0: Hybrid/EV Battery Temperature Sensor 14 Circuit High Voltage
DTC P0CB3: Hybrid/EV Battery Temperature Sensor 15 Performance
DTC P0CB4: Hybrid/EV Battery Temperature Sensor 15 Circuit Low Voltage
DTC P0CB5: Hybrid/EV Battery Temperature Sensor 15 Circuit High Voltage
DTC P0CB8: Hybrid/EV Battery Temperature Sensor 16 Performance
DTC P0CB9: Hybrid/EV Battery Temperature Sensor 16 Circuit Low Voltage
DTC P0CBA: Hybrid/EV Battery Temperature Sensor 16 Circuit High Voltage
The hybrid/EV battery pack has 16 hybrid/EV battery temperature sensors. The hybrid/EV battery temperature sensors are located on the top of the hybrid/EV batteries. The
temperature sensor is a variable resistor that measures the temperature of the hybrid/EV battery cell groups. The hybrid/EV battery interface control module supplies 5 V to
the signal circuit and a ground for the low-reference circuit. The hybrid/EV battery temperature sensor resistance changes with battery temperature. The lower the
temperature, the higher the resistance of the sensor. The higher the temperature, the lower the resistance of the sensor. The hybrid/EV powertrain control module 2 uses the
battery temperature sensors to determine the hybrid/EV battery module temperature to control the battery cooling system operation.
P0A9D, P0A9E, P0AC7, P0AC8, P0ACC, P0ACD, P0AEA, P0AEB, P0BC4, P0BC5, P0C35, P0C36, P0C7E, P0C7F, P0C83, P0C84, P0C8A, P0C8B, P0C8F, P0C90,
P0C94, P0C95, P0C99, P0C9A, P0CAA, P0CAB, P0CAF, P0CB0, P0CB4, P0CB5, P0CB9 and P0CBA
• The 12 V battery voltage is greater than 9 V.

• Hybrid/EV powertrain control module 2 and battery energy control module are awake and communicating
• None of the following DTCs are set: P1E93, P1E99, P1E9F, P1EA5, P1E8E, P1E94, P1E9A or P1EA0
• 2nd Protection Self test is not running
P0A9C, P0AC6, P0ACB, P0AE9, P0BC3, P0C34, P0C7D, P0C82, P0C89, P0C8E, P0C93, P0C98, P0CA9, P0CAE, P0CB3 and P0CB8
• Propulsion System Off Time is greater than the calibration

• Propulsion System Off Time is not faulted (ECM clock diagnostics)
• Off Board Charging Off Time is greater than the calibration
• Off Board Charging Off Time is not faulted (hybrid/EV powertrain control module 2 clock diagnostics)
• Battery Thermal Conditioning Off Time is greater than the calibration
• Battery Thermal Conditioning Off Time is not faulted (hybrid/EV powertrain control module 2 clock diagnostics)
• None of the following DTCs are set: P0A9C, P0A9D, P0A9E, P0AC6, P0AC7, P0AC8, P0ACB, P0ACC, P0ACD, P0AE9, P0AEA, P0AEB, P0BC3, P0BC4, P0BC5,
P0C34, P0C35, P0C36, P0C7D, P0C7E, P0C7F, P0C82, P0C83, P0C84, P0C89, P0C8A, P0C8B, P0C8E, P0C8F, P0C90, P0C93, P0C94, P0C95, P0C98, P0C99,
P0C9A, P0CA9, P0CAA, P0CAB, P0CAE, P0CAF, P0CB0, P0CB3, P0CB4, P0CB5, P0CB8, P0CB9, P0CBA, P1E8E, P1E8F, P1E90, P1E91, P1E93, P1E94, P1E95,
P1E96, P1E97, P1E99, P1E9A, P1E9B, P1E9C, P1E9D, P1E9F, P1EA0, P1EA1, P1EA2, P1EA3, P1EA5, P1EB1, P1EB2, P1EB3, P1EB4, P1EB5, U2401, U2603,
U2604, U2605 and U2606
• The average of the hybrid/EV battery temperature sensors shifts more than a calibrated amount.
P0A9C, P0AC6, P0ACB, P0AE9, P0BC3, P0C34, P0C7D, P0C82, P0C89, P0C8E, P0C93, P0C98, P0CA9, P0CAE, P0CB3 and P0CB8
• The hybrid/EV battery temperature sensor is in normal operating range, but is 15°C (27°F) different from the other sensors.
• The difference between a hybrid/EV battery temperature sensor and the average of the other hybrid/EV battery temperature sensors is greater than 10°C (18°F).
• The range of the hybrid/EV battery temperature sensor during the period the temperature average was shifting is less than 1°C (2°F)
P0A9D, P0AC7, P0ACC, P0AEA, P0BC4, P0C35, P0C7E, P0C83, P0C8A, P0C8F, P0C94, P0C99, P0CAA, P0CAF, P0CB4 and P0CB9
The hybrid/EV battery temperature sensor is greater than 87.5°C (189.5°F).
P0A9E, P0AC8, P0ACD, P0AEB, P0BC5, P0C36, P0C7F, P0C84, P0C8B, P0C90, P0C95, P0C9A, P0CAB, P0CB0, P0CB5 and P0CBA
The hybrid/EV battery temperature sensor is -40°C (-40°F).
• DTCs P0A9C, P0A9D, P0A9E, P0AC6, P0AC7, P0AC8, P0ACB, P0ACC, P0ACD, P0AE9, P0AEA, P0AEB, P0BC3, P0BC4, P0BC5, P0C34, P0C35, P0C36, P0C7D,
P0C7E, P0C7F, P0C82, P0C83, P0C84, P0C89, P0C8A, P0C8B, P0C8E, P0C8F, P0C90, P0C93, P0C94, P0C95, P0C98, P0C99, P0C9A, P0CA9, P0CAA, P0CAB,
P0CAE, P0CAF, P0CB0, P0CB3, P0CB4, P0CB5, P0CB8, P0CB9, and P0CBA are type B DTCs.
• If eight sensors fail, the vehicle will operate in a reduced power mode and electric only engine On (EV) (engine will be running continuously).
DTCs P0A9C, P0A9D, P0A9E, P0AC6, P0AC7, P0AC8, P0ACB, P0ACC, P0ACD, P0AE9, P0AEA, P0AEB, P0BC3, P0BC4, P0BC5, P0C34, P0C35, P0C36, P0C7D,
P0CAE, P0CAF, P0CB0, P0CB3, P0CB4, P0CB5, P0CB8, P0CB9, and P0CBA are type B DTCs.
Diagnostic Aids
Low or no coolant in the system may set a DTC P0A9D, P0AC7, P0ACC, P0AEA, P0BC4, P0C35, P0C7E, P0C83, P0C8A, P0C8F, P0C94, P0C99, P0CAA, P0CAF, P0CB4
or P0CB9.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
Vehicle in Service Mode, observe the scan tool Hybrid Battery 1-16 temperature parameters. The readings should be between -39 and +87°C (-38.2 and + 188.6°F) with no
greater than a 15°C (27°F) difference between any of the temperature sensor readings.
battery pack.
1. Vehicle in Service Mode, verify that DTC P0C47, P0CE2, P0CE3, P1E8C, P1EC6 P1EC7, or P1EC8 is not set.
2. If DTC P0A9C, P0A9D, P0A9E, P0AC6, P0AC7, P0AC8, P0ACB, P0ACC, P0ACD, P0AE9, P0AEA, P0AEB, P0BC3, P0BC4, P0BC5, P0C34, P0C35, P0C36, P0C7D,
P0CAE, P0CAF, P0CB0, P0CB3, P0CB4, P0CB5, P0CB8, P0CB9, or P0CBA is set, replace the A4 hybrid/EV battery pack.
Repair Instructions

• Control Module References for hybrid/EV battery interface control module replacement, programming and set-up for the hybrid/EV battery pack replacement.


Volt

DTC P0C32
DTC Descriptor
DTC P0C32: Hybrid/EV Battery Pack Cooling System Performance
The hybrid/EV powertrain control module 2 will monitor the battery temperature and set a DTC if the battery temperature can not be properly maintained.
• The 12 V system voltage is greater than 9 V.

• The vehicle is in propulsion system active mode.
OR
• The vehicle is plugged into an AC source.
• DTC P1EC6 heater performance diagnostic, DTC P0C4A pump performance diagnostic and DTC P0534 R134A low-charge detection have completed
• The following DTCs are not set; P0534, P0C47, P0C4A, P0CE0, P0CE2, P0CE3, P1A5A, P1EC6, P1EC7, P1EC8 and P1F18
• The vehicle is in Active Cooling mode.

• The Battery Average Temperature continuously exceeds 45°C (113°F) for 5 minutes.
OR
• The vehicle is in Active Heating mode.
• The Battery Average Temperature is continuously below -25°C (-13°F) for 50 minutes.
DTC P0C32 is a type A DTC.
Diagnostic Aids
• The hybrid/EV battery pack coolant pump may be faulty.

• The hybrid/EV battery pack coolant control valve may be leaking internally.
• The hybrid/EV battery pack heater may be defective.
• The hybrid/EV battery coolant level may be low or there may be no coolant.
• The AC refrigerant level may be low or the AC chiller may be inoperative.
• The hybrid/EV battery coolant lines may be restricted or blocked.
Schematic Reference
• Hybrid Cooling Schematics

• HVAC Schematics
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
battery pack.
1. Vehicle in Service Mode, verify that DTCs P0C47, P0C4A, P0CE0, P0CE2, P0CE3, P0CE6, P0CE7, P148A, P148B, P148C, P1EBE, P1EBF, P1EC3, P1EC4, P1EC5,
P1EC6, P1EC7, P1EC8 or P1F18 is not set.
If any of the DTCs is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle
2. Observe the scan tool Battery Average Temperature parameter. The reading should be above -25°C (-13°F) and below 45° C (113° F).
If the reading is below -25°C (-13°F) refer to Hybrid/EV Battery Cooling Diagnostic .
If the reading is above 45°C (113°F) refer to Hybrid/EV Battery Cooling Diagnostic .


Volt

DTC P0C43-P0C45
DTC Descriptors
DTC P0C43: Hybrid/EV Battery Pack Coolant Temperature Sensor 1 Performance
DTC P0C44: Hybrid/EV Battery Pack Coolant Temperature Sensor 1 Circuit Low Voltage
DTC P0C45: Hybrid/EV Battery Pack Coolant Temperature Sensor 1 Circuit High Voltage
The hybrid/EV battery has 2 hybrid/EV battery pack coolant temperature sensors. The hybrid/EV battery pack coolant temperature sensors are located in the coolant inlet
(sensor 1) and the outlet (sensor 2) of the hybrid/EV battery. The temperature sensor is a variable resistor that measures the temperature of the hybrid/EV battery coolant.
The hybrid/EV battery pack coolant temperature sensor resistance changes with battery coolant temperature. The lower the temperature, the higher the resistance of the
sensor. The higher the temperature, the lower the resistance of the sensor. The battery energy control module (BECM) uses the hybrid/EV battery temperature sensors to
determine the hybrid/EV battery pack temperature to control the battery cooling and heating operations.
P0C43

• The 12 V battery voltage is greater than or equal to 9 V.
• None of the following DTCs are set: P0C44, P0C45, P0C47, P0C4A, P0CD7, P0CD8, P1F18 or U0111.
• The coolant pump speed is greater than 20%.
P0C44

• BECM is awake and communicating
P0C45

• BECM is awake and communicating
P0C43
The hybrid/EV battery pack coolant temperature sensor 1 reading is not within 28°C (50.4°F) of the hybrid/EV battery pack coolant temperature sensor 2 and is not within
28° C (50.4° F) of the Average Hybrid Battery Pack Temperature .
P0C44
The hybrid/EV battery pack coolant temperature sensor 1 is greater than 87.5°C (189.5°F).
P0C45
The hybrid/EV battery pack coolant temperature sensor 1 is less than or equal to -40°C (-40°F).
• DTC P0C43-P0C45 are type B DTCs.

• The active heating mode is disabled.
DTC P0C43-P0C45 are type B DTCs.
Diagnostic Aids
• Low or no coolant in the system may set a DTC P0C43.
• DTC P0C43-P0C45 will prevent battery heating and the vehicle will be unable to start in cold weather with battery temperatures below -25°C (-13°F).
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
1. Vehicle in Service Mode, observe the scan tool Hybrid/EV Battery Pack Coolant Temperature Sensor 1 parameter. The readings should be between -39 and +85°C (-
38.2 and +185°F).
2. Compare the Hybrid/EV Battery Pack Coolant Temperature Sensor 1 and Hybrid/EV Battery Pack Coolant Temperature Sensor 2 parameters. The sensor readings
should be within 28°C (50.4°F) of each other.
battery pack.
1. Vehicle in Service Mode, verify that DTC P0AC1, P0B10, P0C44, P0C47, P0C4A or P1F18 is not set.
If any DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. If DTC P0C43, P0C44, or P0C45 is set, replace the A4 hybrid/EV battery pack.
Repair Instructions

• Control Module References for battery energy control module replacement and hybrid battery interface control modules 1-4, programming and set-up for the hybrid/EV
battery pack replacement.


Volt

Hybrid/EV Battery Pack Coolant Pump Malfunction - DTC P0C47, P0C4A or P1F18
DTC Descriptors
DTC P0C47: Hybrid/EV Battery Pack Coolant Pump Control Circuit
DTC P0C4A: Hybrid/EV Battery Pack Coolant Pump Performance
DTC P1F18: Hybrid/EV Battery Pack Coolant Pump Enable Circuit
The hybrid/EV battery pack coolant pump circulates coolant through the drive motor battery coolant radiator, drive motor battery coolant cooler and the hybrid/EV battery pack
to control the temperature of the hybrid/EV battery pack. An enable signal from the hybrid/EV powertrain control module 2 to the hybrid/EV battery pack coolant pump
provides overall control of the pump. When this circuit is high, the pump can operate. The pump is controlled with a pulse-width modulated signal from the hybrid/EV
powertrain control module 2 to the hybrid/EV battery pack coolant pump. The higher the duty cycle the higher the pump speed. The hybrid/EV battery pack coolant pump
provides a hard-wired pulse-width modulated feedback signal to the hybrid/EV powertrain control module 2. During normal operation, this feedback signal provides pump
speed information to the hybrid/EV powertrain control module 2. The hybrid/EV battery pack coolant pump has some self-diagnostic capability. If the hybrid/EV battery pack
coolant pump determines there is an internal fault it provides this information on this same feedback circuit instead of pump speed information.
P0C47

• The coolant pump enable is commanded.
P0C4A

• The hybrid/EV powertrain control module 2 is awake and communicating with the battery energy control module.
• Runs once per ignition cycle when the propulsion system goes active.
• The heater performance diagnostic has passed.
• None of the following DTCs are set: P0C44, P0C45, P0C47, P1EC6, P1F18, U0111, U18B, or U2602.
P1F18
P0C47
The hybrid/EV powertrain control module 2 detects the Coolant Pump Control circuit is open, shorted to voltage or shorted to earth.
P0C4A
The hybrid/EV powertrain control module 2 did not see the battery inlet temperature fall fast enough during the 18 second test period. The hybrid/EV powertrain control
module 2 did not detect a decrease of 2° C (3.6° F) in 4 seconds within the 18 second test period.
P1F18
The hybrid/EV powertrain control module 2 detects the Coolant Pump Enable circuit is open, shorted to voltage or shorted to earth.
DTCs P0C47, P0C4A and P1F18 are type B DTCs.
DTCs P0C47, P0C4A and P1F18 are type B DTCs.
Diagnostic Aids
• Low or no coolant in the system may set a DTC P0C4A.

• P1EC5 may cause a DTC P0C4A
• P1F18 may cause a DTC P0C47
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
1. Vehicle in Service Mode, verify that DTC P0C43, P0C44, P0C45, P0CE0, P0CE2, P0CE3, P0D0A, P0D11, P1EBC, P1EC3, P1EC4, P1EC5, P1EC6, P1EC7 or P1EC8
is not set.
2. Vehicle in Service Mode, with the pump is disabled and not running, verify the scan tool parameters listed below:
• Hybrid/EV Battery Pack Coolant Pump Command is less than 10%.
• Hybrid/EV Battery Pack Coolant Pump Feedback is 0%.
• Hybrid/EV Battery Pack Coolant Pump Speed is 25 RPM.
3. Vehicle OFF, connect the charge cord set. With the vehicle in Charge Mode, pump enabled and not running, verify the scan tool parameters listed below:
• Hybrid/EV Battery Pack Coolant Pump Command is 10%.
• Hybrid/EV Battery Pack Coolant Pump Feedback to be 50% +/-5%.
• Hybrid/EV Battery Pack Coolant Pump Speed is 50 RPM.
Note: The vehicle must be in Charge Mode and the pump is enabled and not running before proceeding to the next step.
4. Vehicle in Service Mode, command the Hybrid/EV Battery Pack Coolant Pump Heater to 90 kW with a scan tool. Observe the Hybrid/EV Battery Pack Coolant Pump
Temperature Sensor 1 parameter. The temperature reading should rise after a 15 second delay, +/- 10 seconds, to above 54° C +/-5° C (129.2° F +/-10°).
5. With the pump enabled and running with the Hybrid/EV Battery Pack Coolant Pump Temperature Sensor 1 parameter above 54° C +/-5° C (129.2° F +/-10°), verify the
scan tool parameters listed below:
• Hybrid/EV Battery Pack Coolant Pump Command to be greater than 10%.
• Hybrid/EV Battery Pack Coolant Pump Feedback to be 50% +/-5%.
• Hybrid/EV Battery Pack Coolant Pump Speed is greater than 50 RPM.
6. Verify that the Hybrid/EV Battery Pack Coolant Pump Temperature Sensor 1 parameter dropped to below 40° C (104° F) after a 15 second delay, +/- 10 seconds, with
the pump running.
The Hybrid/EV Battery Pack Coolant Pump Temperature Sensor 1 parameter did not drop to below 40° C (104° F). Refer to Hybrid/EV Battery Cooling Diagnostic
battery pack.
1. Vehicle in Service Mode, verify that DTC P0C43, P0C44, P0C45, P1EC5, P1EC6, U0111, U185B, or U2602 is not set.
2. Ignition OFF, disconnect the harness connector at the G37 hybrid/EV battery pack coolant pump.
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 Ω between the ground circuit terminal 4
and ground.
4. Connect a test lamp between the B+ circuit terminal 5 and earth circuit terminal 4.
5. Vehicle in Service Mode, verify that a test lamp illuminates between the B+ circuit terminal 5 and earth circuit terminal 4.
replace the G37 hybrid/EV battery pack coolant pump.
6. Connect a test lamp between the enable circuit terminal 1 and earth circuit terminal 4.
7. Command the Hybrid Battery Pack Coolant Pump Command OFF (10%) and ON (90%) with a scan tool. Verify the test lamp turns OFF and ON when changing between
If the test lamp is always illuminated at 10%, test the pump enable circuit for a short-circuit to voltage. If the circuit tests normal, replace the K114B hybrid/EV
If the test lamp does not illuminate at 90%, test the pump enable circuit for a short-circuit to earth or an open-circuit/high resistance. If the circuit tests normal, replace
the K114B hybrid/EV powertrain control module 2.
9. Command the Hybrid Battery Pack Coolant Pump Command ON between 20% and 90% with a scan tool. Verify that a test lamp changes illumination between bright
(20%) and dim (90%) between the control circuit terminal 3 and the B+ circuit terminal 5.
If the test lamp is always dim or does not illuminate, test the control circuit for a short-circuit to voltage or an open-circuit/high resistance. If the circuit tests normal,
replace the K114B hybrid/EV powertrain control module 2.
10. Verify the scan tool Hybrid/EV Battery Pack Coolant Pump Feedback parameter is less than 10%.
If greater than the specified range, test the feedback circuit terminal 2 for a short-circuit to earth. If the circuit tests normal, replace the K114B hybrid/EV powertrain
control module 2.
11. Install a 3 A fused jumper wire between the feedback circuit terminal 2 and the ground circuit terminal 4. Verify that the scan tool, Hybrid/EV Battery Pack Coolant Pump
Feedback parameter is greater than 90%.
If less than the specified range, test the feedback circuit for a short-circuit to voltage or an open-circuit/high resistance. If the circuit tests normal, replace the K114B
hybrid/EV powertrain control module 2.
12. If all circuits test normal, replace the G37 hybrid/EV battery pack coolant pump.
Repair Instructions
• Drive Motor Battery Coolant Pump Replacement



Volt

DTC P0CD6-P0CD8
DTC Descriptors
DTC P0CD6: Hybrid/EV Battery Pack Coolant Temperature Sensor 2 Performance
DTC P0CD7: Hybrid/EV Battery Pack Coolant Temperature Sensor 2 Circuit Low Voltage
DTC P0CD8: Hybrid/EV Battery Pack Coolant Temperature Sensor 2 Circuit High Voltage
The hybrid/EV battery has 2 hybrid/EV battery pack coolant temperature sensors. The hybrid/EV battery pack coolant temperature sensors are located in the coolant inlet
(sensor 1) and the outlet (sensor 2) of the hybrid/EV battery. The temperature sensor is a variable resistor that measures the temperature of the hybrid/EV battery coolant.
The hybrid/EV battery pack coolant temperature sensor resistance changes with battery coolant temperature. The lower the temperature, the higher the resistance of the
sensor. The higher the temperature, the lower the resistance of the sensor. The battery energy control module (BECM) uses the hybrid/EV battery temperature sensors to
determine the hybrid/EV battery pack temperature to control the battery cooling operation.
P0CD6
• The hybrid/EV powertrain control module 2 is awake and communicating.

• None of the following DTCs are set: P0C47, P0C4A, P0CD7, P0CD8, U185B, or U2602.
• The coolant pump speed is greater than 20%.
P0CD7

• The battery energy control module is awake and communicating.
P0CD8

P0CD6
The hybrid/EV battery pack coolant temperature sensor 2 is not within 20°C (36°F) of the hybrid/EV battery pack coolant temperature sensor 1 and the Average Hybrid/EV
Battery Pack Temperature.
P0CD7
The coolant temperature 2 is greater than or equal to 87.5°C (189.5°F).
P0CD8
The coolant temperature 2 is less than or equal to -40°C (-40°F).
DTC P0CD6-P0CD8 are type B DTCs.
DTC P0CD6-P0CD8 are type B DTCs.
Diagnostic Aids
• Low or no coolant in the system may set a DTC P0CD6.

• The hybrid/EV powertrain control module 2 will use battery pack cell temperatures as a default.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
1. Vehicle in Service Mode, observe the scan tool Hybrid\EV Battery Pack Coolant Temperature Sensor 2 parameter. The readings should be between -39°C and +85°C (-
38.2°F and +185°F).
2. Compare the Hybrid\EV Battery Pack Coolant Temperature Sensor 2 and Hybrid\EV Battery Pack Coolant Temperature Sensor 1 parameters. The sensor readings
should be within 20°C (36°F) of each other.
battery pack.
1. Vehicle in Service Mode, verify that DTC P0AC1, P0B10, P0C44, P0C47, P0C4A or P1F18 is not set.
2. If DTC P0CD6, P0CD7, or P0CD8 is set, replace the A4 hybrid/EV battery pack.
Repair Instructions



Volt

DTC P0CE0, P0CE2, P0CE3, P1EC7 or P1EC8

DTC Descriptors
DTC P0CE0: Hybrid/EV Battery Pack Coolant Control Valve Performance
DTC P0CE2: Hybrid/EV Battery Pack Coolant Control Valve Control Circuit 1 Low Voltage
DTC P0CE3: Hybrid/EV Battery Pack Coolant Control Valve Control Circuit 1 High Voltage
DTC P1EC7: Hybrid/EV Battery Pack Coolant Control Valve Control Circuit 2 Low Voltage
DTC P1EC8: Hybrid/EV Battery Pack Coolant Control Valve Control Circuit 2 High Voltage
The hybrid/EV battery pack coolant control valve drive circuit in the hybrid/EV powertrain control module 2 is two control circuit, terminal 1 (Drive A) and terminal 2 (Drive B),
that can drive the valve motor in a forward or reverse direction. One end position of the range is the Radiator connection, the middle position is the bypass position and the
other end is the chiller position.
P0CE0
• Vehicle in Service Mode and the Propulsion System transitions to Active.
• The battery minimum temperature and battery inlet temperature are above -26°C (-14.8°F)
• None of the following DTCs are set: P0CE2, P0CE3, P0CE6, P0CE7, P1EC7, P1EC8
OR
• Hybrid/EV powertrain control module 2 is awake

• The battery minimum temperature and battery inlet temperature are above -26°C (-14.8°F)
• None of the following DTCs are set: P0CE2, P0CE3, P0CE6, P0CE7, P1EC7, P1EC8
P0CE2, P1EC7, P0CE3, and P1EC8

• Hybrid/EV Battery Pack Coolant Control Valve is being commanded to move.
P0CE0
• The control circuit terminal 1 (Drive A) or control circuit terminal 2 (Drive B) is open.
OR
• If during any learn procedure the valve does not reach the end-stops of approximately 42% and 50% in 30 seconds or goes past the end-stops of approximately 30% and
70% or the difference between the two end-stops is less than 15% or greater than 33%.
OR
• Hybrid/EV Battery Pack Coolant Control Valve has not reached its commanded position within 30 seconds.
OR
• Hybrid/EV Battery Pack Coolant Control Valve feedback position is not within 3% of valve commanded position.
OR
• Hybrid/EV Battery Pack Coolant Control Valve feedback position signal is erratic and its noise level sum is greater than 12% over 4 seconds.
P0CE2
The hybrid/EV powertrain control module 2 detects control circuit terminal 1 (Drive A) is grounded during a period when the hybrid/EV powertrain control module 2 is
commanding 12 V on the control circuit terminal 1 (Drive A). This occurs when the valve is commanded towards the 100% chiller position.
P0CE3
The hybrid/EV powertrain control module 2 detects control circuit terminal 1 (Drive A) has 12 V during a period when the hybrid/EV powertrain control module 2 is
commanding 0 volts on the control circuit terminal 1 (Drive A). This occurs when the valve is commanded towards the radiator position.
P1EC7
The hybrid/EV powertrain control module 2 detects control circuit terminal 2 (Drive B) is earthed during a period when the hybrid/EV powertrain control module 2 is
commanding 12 V on the control circuit terminal 2 (Drive B). This occurs when the valve is commanded towards the radiator position.
P1EC8
The hybrid/EV powertrain control module 2 detects control circuit terminal 2 (Drive B) has 12 V during a period when the hybrid/EV powertrain control module 2 is
commanding 0 volts on the control circuit terminal 2 (Drive B). This occurs when the valve is commanded towards the 100% chiller position.
DTCs P0CE0, P0CE2, P0CE3, P1EC7, and P1EC8 are type B DTCs
• DTCs P0CE0, P0CE2, P0CE3, P1EC7, and P1EC8 are type B DTCs
• The Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn will need to be performed.
Diagnostic Aids
• Verify that the wire harness connector does not have corrosion when diagnosing a DTC P0CE0, P0CE2, P1EC7, P0CE3, or P1EC8.
• After a valve replacement the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn will need to be performed to prevent resetting DTCs.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Vehicle in Service Mode, with a scan tool, command the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Command between 10%-90%. Verify that the Hybrid/EV
Battery Pack Coolant Control Solenoid Valve Feedback matches the command. There may be a delay between the command and valve response.
battery pack.
1. Vehicle in Service Mode, verify that DTC P0CE6 or P0CE7 are not set.
If DTC P0CE6 or P0CE7 is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Verify that DTC P0CE0 is not set.
If DTC P0CE0 is set, with a scan tool, perform the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn procedure.
3. Ignition OFF, and all vehicle systems OFF, it may take up to 2 minutes for all vehicle systems to power down, operate the vehicle within the conditions for running the
DTC.
4. Verify that the DTC does not reset.
5. Ignition OFF, disconnect the harness connector at the Q65 hybrid/EV battery pack coolant control valve.
6. Connect a test lamp between control circuit terminal 1 and control circuit terminal 2.
7. Vehicle in Service Mode, command the Hybrid/EV Battery Pack Coolant Control Solenoid Valve between Normal and Bypass and observe the test lamp. Verify that the
test lamp illuminates momentarily between each command.
If the test lamp does not illuminate, test both control circuits for an open-circuit/high resistance on either control circuit. If the circuits test normal, replace the K114B
hybrid/EV powertrain control module 2. After the repair, with a scan tool, perform the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn procedure.
If the test lamp illuminates only on one command, test both control circuits for a short-circuit to voltage or short-circuit to earth on either control circuit. If the circuits
test normal, replace the K114B hybrid/EV powertrain control module 2. After the repair, with a scan tool, perform the Hybrid/EV Battery Pack Coolant Control Solenoid
Valve Learn procedure.
8. If all circuits test normal, test or replace the Q65 hybrid/EV battery pack coolant control valve.
Repair Instructions
• Drive Motor Battery Coolant Flow Control Valve Replacement



Volt

DTC P0CE6 or P0CE7

DTC Descriptors
DTC P0CE6: Hybrid/EV Battery Pack Coolant Control Valve Position Sensor Circuit Low Voltage
DTC P0CE7: Hybrid/EV Battery Pack Coolant Control Valve Position Sensor Circuit High Voltage
The valve provides position feedback to the hybrid/EV powertrain control module 2 based on a potentiometer in the valve. The hybrid/EV powertrain control module 2 uses this
feedback to monitor the valve position. Different valve positions correspond to different resistance values. The hybrid/EV powertrain control module 2 determines the
resistance values corresponding to the end stop positions of the valve by moving the valve to an end-stop and back to its original position when the ignition is first turned on.
This is referred to as the hybrid/EV powertrain control module 2 "diagnostic learn" the valve. This provides a valve shaft breakage test and allows the hybrid/EV powertrain
control module 2 to "learn" the position feedback value that corresponds to that end-stop. The end-stop that is used at each Vehicle in Service Mode alternates between each
end, the radiator end one time, the chiller end the next time, the radiator end the next time, etc.
The 12 V battery voltage is greater than 9 V.
P0CE6
Feedback Voltage is less than 28% of the 5 V reference voltage.

P0CE7
Feedback Voltage is greater than 72% of the 5 V reference voltage.
• DTCs P0CE6 and P0CE7 are type B DTCs.

• The hybrid/EV powertrain control module 2 uses only the two extreme positions of the valve, radiator and 100% chiller
DTCs P0CE6 and P0CE7 are type B DTCs.
Diagnostic Aids
After a valve replacement the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn will need to be performed to prevent resetting DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
Vehicle in Service Mode, with a scan tool, command the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Command between 10%-90%. Verify that the Hybrid/EV
Battery Pack Coolant Control Solenoid Valve Feedback matches the command. There may be a 2-5 second delay between the command and valve response.
battery pack.
1. Ignition OFF, disconnect the harness connector at the Q65 hybrid/EV battery pack coolant control 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 10 Ω between the low-reference circuit
terminal 5 and earth.
If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the K114B hybrid/EV powertrain control
module 2. After the repair, with a scan tool, perform the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn procedure.
3. Vehicle in Service Mode, test for 4.8-5.2 V between the 5 V reference circuit terminal 6 and earth.
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 is short-circuited to earth, refer to Testing
the 5 V Reference Circuits for a Short-circuit to Earth. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2. After the repair, with a scan
tool, perform the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn procedure.
If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit is shorted to voltage, refer to Testing the 5 V Reference Circuits for
a Short-Circuit to Voltage. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2. After the repair, with a scan tool, perform the
Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn procedure.
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 K114B hybrid/EV
powertrain control module 2. After the repair, with a scan tool, perform the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn procedure.
If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2.
After the repair, with a scan tool, perform the Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn procedure.
5. If all circuits test normal, test or replace the Q65 hybrid/EV battery pack coolant control valve.
Testing the 5 V Reference Circuits for a Short-circuit to Earth

1. Ignition OFF, disconnect the X1 harness connector at the K114B hybrid/EV powertrain control module 2.
2. Test for less than 100 Ω at the following terminals and earth;
• Terminal 62
• Terminal 63
• Terminal 64
If greater than the specified range, replace the K114B hybrid/EV powertrain control module 2.
3. Repair the short-circuit to earth on the appropriate 5 V reference circuit. After the repair, with a scan tool, perform the Hybrid/EV Battery Pack Coolant Control Solenoid
Valve Learn procedure.
Testing the 5 V Reference Circuits for a Short-Circuit to Voltage
1. Ignition OFF, disconnect the X1 harness connector at the K114B hybrid/EV powertrain control module 2.
2. Vehicle in Service Mode, test for greater than 5.2 V at the following terminals and earth;
• Terminal 62
• Terminal 63
• Terminal 64
If less than the specified range, replace the K114B hybrid/EV powertrain control module 2.
3. Repair the short-circuit to voltage on the appropriate 5 V reference circuit. After the repair, with a scan tool, perform the Hybrid/EV Battery Pack Coolant Control
Solenoid Valve Learn procedure.
Repair Instructions
• Drive Motor Battery Coolant Flow Control Valve Replacement



Volt

Hybrid/EV Electronics Coolant Pump Malfunction - DTC P0CE9 or P0CED

DTC Descriptors
DTC P0CE9: Hybrid/EV Electronics Coolant Pump Control Circuit
DTC P0CED: Hybrid/EV Electronics Coolant Pump Enable Circuit
The hybrid/EV electronics coolant pump circulates coolant through the drive motor battery coolant radiator, hybrid/EV powertrain control module 1 and the battery charger to
control the temperature of the hybrid/EV powertrain control module 1 and the battery charger. An enable signal from the hybrid/EV powertrain control module 2 to the
hybrid/EV electronics coolant pump provides overall control of the pump. When this circuit is high, the pump can operate. The pump is controlled with a pulse-width
modulated signal from the hybrid/EV powertrain control module 2 to the hybrid/EV electronics coolant pump. The higher the duty cycle the higher the pump speed. The
hybrid/EV electronics coolant pump provides a hard-wired pulse-width modulated feedback signal to the hybrid/EV powertrain control module 2. During normal operation, this
feedback signal provides pump speed information. The hybrid/EV electronics coolant pump has some self-diagnostic capability. If it determines there is an internal fault, it
provides this information on this same feedback circuit instead of pump speed information.
P0CE9

• The coolant pump enabled is commanded.
P0CED
P0CE9
The hybrid/EV powertrain control module 2 has detected an open-circuit, short-circuit to voltage or short-circuit to earth on the coolant pump control circuit.
P0CED
The hybrid/EV powertrain control module 2 has detected an open-cicuit, short-circuit to voltage or short-circuit to earth on the coolant pump enable circuit.
DTCs P0CE9 and P0CED are a type B DTCs.
DTCs P0CE9 and P0CED are a type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Vehicle in Service Mode, propulsion system active, with a scan tool, verify that the Hybrid Electronics Coolant Pump Command is between 20%-90% and Hybrid Electronics
Coolant Pump Feedback is 50% +/-5%.
battery pack.
1. Verify that DTC P0C43, P0C44, P0C45, P0C47, or P1EC6 is not set.
2. Ignition OFF, disconnect the harness connector at the G35 hybrid/EV electronics coolant pump.
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 Ω between the ground circuit terminal 4
and ground.
4. Connect a test lamp between the B+ circuit terminal 5 and the earth circuit terminal 4.
replace the G35 hybrid/EV electronics coolant pump.
6. Connect a test lamp between the enable circuit terminal 1 and the earth circuit terminal 4.
7. Command the Hybrid Battery Pack Coolant Pump Command OFF (10%) and ON (90%) with a scan tool. The test lamp should turn OFF and ON when changing
9. Command the Hybrid Battery Pack Coolant Pump Command ON between 20% and 90% with a scan tool. Verify that a test lamp changes illumination between bright
(20%) and dim (90%) between the control circuit terminal 3 and the B+ circuit terminal 5.
10. Verify the scan tool Hybrid/EV Electronics Coolant Pump Feedback parameter is less than 10%.
control module 2.
11. Install a 3 A fused jumper wire between the feedback circuit terminal 2 and the earth circuit terminal 4. Verify that the scan tool, Hybrid/EV Electronics Coolant Pump
Feedback parameter is greater than 90%.
If less that the specified range, test the feedback circuit for a short-circuit to voltage or an open-circuit/high resistance. If the circuit tests normal, replace the K114B
12. If all circuits test normal, replace the G35 hybrid/EV electronics coolant pump.
Repair Instructions
• Generator Control Module Coolant Pump Replacement



Volt

DTC P0CEF-P0CF1
DTC Descriptors
DTC P0CEF: Hybrid/EV Electronics Coolant Temperature Sensor Performance
DTC P0CF0: Hybrid/EV Electronics Coolant Temperature Sensor Circuit Low Voltage
DTC P0CF1: Hybrid/EV Electronics Coolant Temperature Sensor Circuit High Voltage
The hybrid/EV electronics have a coolant temperature sensor. The hybrid/EV electronics coolant temperature sensor is located in the coolant radiator. The temperature
sensor is a variable resistor that measures the temperature of the hybrid/EV electronics coolant. The hybrid/EV electronics coolant temperature sensor resistance changes
with battery coolant temperature. The lower the temperature, the higher the resistance of the sensor. The higher the temperature, the lower the resistance of the sensor. The
hybrid/EV powertrain control module 2 uses the hybrid/EV electronics coolant temperature sensor to determine the hybrid/EV electronics temperature to control the hybrid/EV
electronics cooling operation.
P0CEF

• Ignition is not in CRANK.
• No fault on power inverter max. temperature sensor.
• Hybrid/EV electronics coolant pump off soak time is greater than 6 hours OR hybrid/EV electronics coolant pump off soak time is greater than 6 hours and has been
enabled for less than 15 seconds.
• None of the following DTCs are set; P0606, P0CF1, P0CF0, P0CE9, P0CED, P0A2D, P0A2C, P0A2B, P0A2F, P0A31, P0A32, P0A33 or P0A35.
OR
• Ignition is in RUN.
• The propulsion system active.
• The hybrid/EV electronics coolant pump is enabled.
• The hybrid/EV electronics coolant pump speed (duty cycle) is between within 30% and 90%.
• None of the following DTCs are set; P0CF1, P0CF0, P0CE9, P0CED, P1ED6, P1ED7, P1ED8, P0A2D, P0A2C, P0A2B, P0A2F, P0A31, P0A32, P0A33 or P0A35.
OR
• Ignition is OFF.
• The hybrid/EV electronics coolant pump is enabled.
• The hybrid/EV electronics coolant pump speed (duty cycle) is between within 30% and 90%.
• The vehicle is in charge mode.
• None of the following DTCs are set; P0CF1, P0CF0, P0CE9, P0CED, P1ED7, P1ED6 or P1ED8.
P0CF0 and P0CF1

P0CEF
• The coolant temperature does not fall within 30°C (86°F) of the Drive Motor A Inverter Temperature or Drive Motor B Inverter Temperature (the higher of the two
readings).
OR
• The coolant temperature does not fall within 20°C (68°F) and the battery charger temperature is 10°C (50°F).
OR
• The coolant temperature does not fall within 10°C (50°F) of the battery charger temperature.
P0CF0
The hybrid/EV electronics coolant temperature is greater than 87.5°C (189.5°F).
P0CF1
The hybrid/EV electronics temperature is less than -40°C (-40°F).
DTC P0CEF-P0CF1 are type B DTCs.
DTC P0CEF-P0CF1 are type B DTCs.
Diagnostic Aids
• Low or no coolant in the system may set a DTC P0CF0.

• An inoperative hybrid/EV electronics coolant pump may set a DTC P0CEF.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
Vehicle in Service Mode, observe the scan tool hybrid/EV powertrain control module 2 Hybrid Electronics Coolant Temperature parameter. The readings should be between -
39 and +85°C (-38.2 and +185°F).
battery pack.
1. Vehicle in Service Mode, verify that DTC P0CE9 or P0CED is not set.
2. Ignition OFF, disconnect the harness connector at the B202 hybrid/EV electronics coolant temperature sensor.
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 10 Ω between the low reference circuit
module 2.
4. Vehicle in Service Mode, verify the scan tool Hybrid Electronics Coolant Temperature is less than -35 °C (-38.2 °F).
If greater than the specified range, test the signal circuit terminal 1 for a short to ground. If the circuit tests normal, replace the K114B hybrid/EV powertrain control
module 2.
5. Install a 3 A fused jumper wire between the signal circuit terminal 1 and the low-reference circuit terminal 2. Verify that the scan tool Hybrid Electronics Coolant
Temperature parameter is greater than 127°C (260.6°F).
If less 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 K114B hybrid/EV
6. If all circuits test normal, test or replace the B202 hybrid/EV electronics coolant temperature sensor.
Component Testing
1. Ignition OFF, disconnect the harness connector at the B202 hybrid/EV electronics coolant temperature sensor.
2. Test for 54-75.5k Ω at approximately 21.11°C (70°F) between the signal terminal and the low-reference terminal.
If not within the specified range, replace the B202 hybrid/EV electronics coolant temperature sensor.
Repair Instructions
• Coolant Temperature Sensor Replacement



Volt

Cooling Fan Malfunction - DTC P148A-P148C

DTC Descriptors
DTC P148A: Cooling Fan Signal Circuit Performance
DTC P148B: Cooling Fan Signal Circuit Low Voltage
DTC P148C: Cooling Fan Signal Circuit High Voltage
The hybrid/EV powertrain control module 2 controls the radiator cooling fans. The cooling fans are controlled with a pulse width modulated (PWM) signal. The hybrid/EV
powertrain control module 2 diagnoses any faults with the hardwire circuit to the engine control module. The engine control module sends a fan request PWM signal to the
hybrid/EV powertrain control module 2 through a hardwire circuit. The hybrid/EV powertrain control module 2 operates in a pass-through mode for the engine control module
fan request. The higher the duty cycle the higher the cooling fan speed.
P148A

• The cooling fans are enabled for more than 10 seconds.
• None of the following DTCs are set: P148B or P148C.
OR
• The propulsion system is inactive.
• The energy storage system thermal condition request is ActiveCool.
• None of the following DTCs are set: P148B or P148C.
P148B
P148C

• OR
• The propulsion system is inactive.
• The energy storage system thermal condition request is ActiveCool.
P148A
The PWM fan duty cycle request from engine control module (Hardwire) is not within 30% of the requested engine cooling fan speed sent to the hybrid/EV powertrain control
module 2 via serial data.
P148B
The hybrid/EV powertrain control module 2 has detected a duty cycle of greater than 97% from the engine control module.
P148C
The hybrid/EV powertrain control module 2 has detected a duty cycle of less than 3% from the engine control module.

DTCs P148A, P148B and P148C are type B DTCs.
DTCs P148A, P148B and P148C are type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Vehicle in Service Mode, with a scan tool, command the Cooling Fan Motor Command ON. Verify that the Cooling Fan Motor Command is greater than 0% and the cooling
fans operate.
battery pack.
1. Ignition OFF, disconnect the X1 harness connector at the K20 engine control module.
3. If all circuits test normal, replace the K20 engine control module.
Repair Instructions
Control Module References for engine control module or hybrid/EV powertrain control module 2 replacement, programming and set-up


Volt

14 Volt Power Module Cooling Fan Malfunction - DTC P1EA6 or P1EA7

DTC Descriptors
DTC P1EA6: 14 Volt Power Module Cooling Fan Control Circuit
DTC P1EA7: 14 Volt Power Module Cooling Fan Enable Circuit
The 14 V power module cooling fan blows air through the 14 V power module to control the temperature of the 14 V power module. The fan is controlled with a pulse-width
modulated signal sent from the hybrid/EV powertrain control module 2 to the 14 V power module fan. The longer the duty cycle on the signal the higher the fan speed.
Maximum fan speed is 3,900 RPM. An enable signal from the hybrid/EV powertrain control module 2 to the 14 V power module fan provides overall control of the fan. When
this circuit is high, the fan can operate. The 14 V power module fan provides a hard-wired pulse-width modulated feedback signal to the hybrid/EV powertrain control module
2. During normal operation, this feedback signal provides fan speed information. The 14 V power module fan has some self-diagnostic capability. If it determines there is an
internal fault it provides this information on this same feedback circuit instead of speed information.
P1EA6

• The 14 V power module fan is enabled
P1EA7
P1EA6
The hybrid/EV powertrain control module 2 has detected an open, short-circuit to voltage or short-circuit to earth on the 14 V power module cooling fan control circuit
P1EA7
The hybrid/EV powertrain control module 2 has detected an open, short-circuit to voltage or short-circuit to earth on the 14 volt power module cooling fan enable circuit.
DTCs P1EA6 and P1EA7 are type B DTCs.
DTCs P1EA6 and P1EA7 are type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Vehicle in Service Mode, with a scan tool, command the 14 V Power Module Fan Command between 10%-90%-10%. Verify that the 14 V Power Module Fan Speed
increases and decreases with the command.
battery pack.
1. Ignition OFF, disconnect the harness connector at the G38 14 V power module cooling fan.
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 10 Ω between the ground circuit
3. Connect a test lamp between the B+ circuit terminal 5 and earth circuit terminal 1.
replace the G38 14 V power cooling module fan.
5. Connect a test lamp between the enable circuit terminal 4 and earth circuit terminal 1.
6. Command the 14 V Power Module Fan Command OFF (10%) and ON (90%) with a scan tool. Verify the test lamp turns OFF and ON when changing between the
commanded states.
8. Command the 14 V Power Module Fan ON between 10% and 90% with a scan tool. Verify that a test lamp changes illumination between bright (10%) and dim (90%)
between the control circuit terminal 3 and the B+ circuit terminal 5.
9. Verify the scan tool 14 V Power Module Fan Feedback parameter is less than 10%.
control module 2.
10. Install a 3 A fused jumper wire between the feedback circuit terminal 2 and the B+ circuit terminal 5. Verify that the scan tool, 14 V Power Module Fan Feedback
parameter is greater than 90%.
If less that the specified range, test the feedback circuit for a short-circuit to voltage or an open-circuit/high resistance. If the circuit tests normal, replace the K114B
11. If all circuits test normal, replace the G38 14 V power module cooling fan.
Repair Instructions
• Accessory DC Power Control Module Cooling Blower Replacement



Volt

Hybrid/EV Battery Pack Coolant Heater Malfunction - DTC P1EC6

DTC Descriptor
DTC P1EC6: Hybrid/EV Battery Pack Heater Performance
The hybrid/EV battery contains 5 high-voltage contactors and 2 transistors. The high-voltage contactors allow the high-voltage DC batteries to be connected to the vehicle or
safely contain the high-voltage DC within the hybrid/EV battery assembly. The 5 high-voltage contactors are a main positive high-voltage contactor, main negative high-
voltage contactor, charge positive high-voltage contactor, charge negative high-voltage contactor and multi-function high-voltage contactor. The 2 transistors are the
precharge transistor and heater transistor. These contactors/transistors close and open in sequence and are controlled by the hybrid/EV powertrain control module 2. The
hybrid/EV powertrain control module 2 supplies voltage to the control circuit for the high-voltage contactors/transistors. Earth is provided through the case earth.
The hybrid/EV battery pack coolant heater is mounted to the coolant inlet on the back side of the hybrid/EV battery contactor assembly. The hybrid/EV battery pack coolant
heater uses a 360 V power source.
After the ignition is turned ON, the hybrid/EV battery pack coolant heater is commanded ON. The hybrid/EV powertrain control module 2 monitors the temperature change at
the hybrid/EV battery pack coolant temperature sensor 1 to determine if the hybrid/EV battery pack coolant heater is functioning properly.

• The vehicle is not connected to an active AC source.
• The hybrid/EV battery pack coolant temperature sensor 1 is less than 45°C (113°F).
• The difference between the hybrid/EV battery pack coolant temperature sensor 1 and the hybrid/EV battery average cell temperature is less the 25°C (77°F)
• Runs once per ignition cycle when propulsion system goes active.
• None of the following DTCs are set; P1EC3, P1EC4, P1EC5, P0C44, P0C45, P1F18, P0C47, or U0111.
The hybrid/EV powertrain control module 2 did not see the battery pack coolant temperature sensor 1 rise fast enough during the test period of one minute. The required
increase in temperature is approximately 1°C (1.8°F) change for every 2 seconds.
• DTC P1EC6 is a type B DTC.

• The hybrid/EV battery pack coolant heater will be disabled.
DTC P1EC6 is a type B DTC.
Diagnostic Aids
P1EC6 will prevent battery heating and the vehicle will be unable to start in cold weather with battery temperatures below -25°C (-13°F).
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
battery pack.
1. Ignition OFF, disable the high voltage at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling .
2. If the DTC is set, replace the A4 hybrid/EV battery pack.
Repair Instructions



Volt

Hybrid Cooling System Pressure Cap Testing

Special Tools
• GE-46143 Radiator Cap and Surge Tank Test Adapter


2. Wash the pressure cap sealing surface with water.
Note: Lubricate GE-46143 Radiator Cap and Surge Tank Test Adapter and pressure cap O-rings with coolant and press cap to seat O-ring on GE-46143 Radiator Cap
and Surge Tank Test Adapter before turning to engage threads.
3. Use the EN-24460-A Cooling System Pressure Tester (1) with GE-46143 Radiator Cap and Surge Tank Test Adapter (2) in order to test the pressure cap.
4. Test the pressure cap for the following conditions:
• Pressure release when the EN-24460-A Cooling System Pressure Tester exceeds the pressure rating of the pressure cap.
• Maintain the rated pressure for at least 10 seconds.
Note the rate of pressure loss.
5. Replace the pressure cap under the following conditions:
• The pressure cap does not release pressure which exceeds the rated pressure of the cap.
• The pressure cap does not hold the rated pressure.


Volt

Hybrid Cooling System Leak Test

Special Tools

• GE-46143 Radiator Cap and Surge Tank Test Adapter

2. Test the operation of the pressure cap. Refer to Hybrid Cooling System Pressure Cap Testing .
3. Wash the pressure cap mating surface with water.
4. Use the EN-24460-A Cooling System Pressure Tester with the GE-46143 Radiator Cap and Surge Tank Test Adapter in order to apply pressure to the cooling system.
5. The cooling system should hold the rated pressure for at least 2 minutes.
Note: Do not use stop leak or any other chemicals. Only use premix Dexcool (50/50 mixture of Dexcool and deionised)


Volt

Hybrid Battery Pack Coolant Passage Leak Test

Special Tools

• GE-50385 Battery Pack Coolant Passage Pressure Test Adapter
• GE-50389 Coolant Pressure Test Quick Connecter
1. Install Cooling System Pressure Tester Cap Adapter to EN-24460-A Cooling System Pressure Tester .
2. Install GE-47716-8 Vac-N-Fill Cap to Cooling System Pressure Tester Cap Adapter.
3. Install GE-50389 Coolant Pressure Test Quick Connecter to GE-47716-8 Vac-N-Fill Cap .
4. Install GE-50385-1 Coolant Pressure Tester Adapter to GE-50389 Quick Connecter .
5. Install GE-50385-1 Coolant Pressure Tester Adapter to battery pack inlet connector.
6. Install GE-50385-2 Coolant Pressure Tester Adapter to battery pack outlet connector.
7. Apply pressure to the battery pack coolant passages.
8. The cooling passages should hold the rated pressure for at least 2 minutes.

Volt

Drive Motor Battery Cooling System Draining and Filling

Special Tools

• GE-46143 Cooling System Adapter
Draining Procedure
1. Remove the battery radiator inlet hose from the quick connect at the right frame rail. Refer to Drive Motor Battery Radiator Inlet Hose Replacement
2. To drain the battery coolant, remove the battery hose quick connect at the battery. Refer to Drive Motor Battery Coolant Cooler Inlet Hose Assembly Replacement
• Discoloured--Follow the flush procedure. Refer to Flushing .
Note: To prevent boiling of the coolant/water mixture in the vehicle's cooling system, do not apply vacuum to a cooling system above 49°C (120°F). The tool will not operate
1. Install GE-46143 Cooling System Adapter

2. Attach the Van-N-Fill cap to GE-46143 Cooling System Adapter .
3. Attach the vacuum gauge assembly to the Vac-N-Fill cap.
4. Attach the filling hose to the barb fitting on the vacuum gauge assembly.
Note: Use a Pre-mixed Dexcool® (50/50 mixture of Dexcool® and deionised water). Always use more coolant than necessary. This will eliminate air from being drawn
into the cooling system.

8. Attach the venture assembly to the vacuum tank.
9. Attach a shop air hose to the venture assembly.
Ensure the valve on the venture assembly is closed.
11. Open the valve on the venture assembly. The vacuum gauge will begin to rise and a hissing noise will be present.
12. Continue to draw a vacuum until the needle stops rising. This should be 610-660 mm Hg (24-26 in Hg).
18. Once the vacuum gauge reaches zero, close the valve on the vacuum gauge assembly and repeat steps 12-18.
19. Detach the Vac-N-Fill cap from the GE-46143 Cooling System Adapter .
20. Remove GE-46143 Cooling System Adapter from the surge tank filler neck.
22. Inspect the concentration of the coolant mixture using GE-26568 Coolant and Battery Tester.
Note: After filling the cooling system, the extraction hose can be used to remove excess coolant and achieve the proper coolant level.


Volt

Drive Motor Generator Power Inverter Module Cooling System Draining and Filling
Special Tools

• GE-46143 Cooling System Adapter
Draining Procedure
1. Remove the drive motor generator control module coolant pump hose from the pump. Refer to Drive Motor Generator Control Module Coolant Pump Hose Replacement
• Discoloured--Follow the flush procedure. Refer to Flushing .
Note: To prevent boiling of the coolant/water mixture in the vehicle's cooling system, do not apply vacuum to a cooling system above 49°C (120°F). The tool will not operate
1. Install GE-46143 Cooling System Adapter

2. Attach the Van-N-Fill cap to GE-46143 Cooling System Adapter .
3. Attach the vacuum gauge assembly to the Vac-N-Fill cap.
4. Attach the filling hose to the barb fitting on the vacuum gauge assembly.
Note: Use a Pre-mixed Dexcool® (50/50 mixture of Dexcool® and deionised water). Always use more coolant than necessary. This will eliminate air from being drawn
into the cooling system.

8. Attach the venture assembly to the vacuum tank.
9. Attach a shop air hose to the venture assembly.
Ensure the valve on the venture assembly is closed.
11. Open the valve on the venture assembly. The vacuum gauge will begin to rise and a hissing noise will be present.
12. Continue to draw a vacuum until the needle stops rising. This should be 610-660 mm Hg (24-26 in Hg).
18. Once the vacuum gauge reaches zero, close the valve on the vacuum gauge assembly and repeat steps 12-18.
19. Detach the Vac-N-Fill cap from the GE-46143 Cooling System Adapter .
20. Remove GE-46143 Cooling System Adapter from the surge tank filler neck.
22. Inspect the concentration of the coolant mixture using GE-26568 Coolant and Battery Tester.
Note: After filling the cooling system, the extraction hose can be used to remove excess coolant and achieve the proper coolant level.


Volt

Coolant Temperature Sensor Replacement

1. Partially drain the coolant just below the level of the coolant temperature sensor. Refer to Drive Motor Generator Power Inverter Module Cooling System Draining and
Filling
2. Remove the front fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera
1 Coolant Temperature Sensor Retaining Clip.

2 Coolant Temperature Sensor


Volt

Generator Control Module Coolant Tank Hose Replacement

1. Drain the coolant. Refer to Drive Motor Generator Power Inverter Module Cooling System Draining and Filling
2. Remove the left front headlamp. Refer to Headlamp Replacement : Volt → Ampera
Generator Control Module Coolant Tank Hose Clamps (Qty: 2)
Procedure
Reposition the generator control module coolant tank hose clamps using BO-38185 hose clamp pliers .
1
Special Tools

Generator Control Module Coolant Tank Hose
Procedure
2
Unclip drive motor battery radiator outlet hose from hose.
Tip


Volt

Drive Motor Generator Control Module Coolant Pump Hose Replacement

Special Tools
Removal Procedure
1. Remove the front wheelhouse front liner on the driver's side. Refer to Front Wheelhouse Front Liner Replacement
2. Place a drain pan under pump.
3. Remove the drive motor generator control module coolant pump hose clamp (1) at generator control module coolant pump using BO-38185 Hose Clamp Pliers .
4. Remove the drive motor generator control module coolant pump hose (2) from the generator control module coolant pump.
5. Remove the drive motor generator control module coolant pump hose clamp (1) at drive motor battery coolant air separator using BO-38185 Hose Clamp Pliers .
6. Remove the drive motor generator control module coolant pump hose (2) from drive motor battery coolant air separator.
7. Remove the drive motor generator control module coolant pump hose from the vehicle.
1. Install the drive motor generator control module coolant pump hose to the vehicle.
2. Install the drive motor generator control module coolant pump hose (2) to the drive motor battery coolant air separator.
3. Install the drive motor generator control module coolant pump hose clamp (1) at drive motor battery coolant air separator using BO-38185 Hose Clamp Pliers .
4. Install the drive motor generator control module coolant pump hose (2) to the generator control module coolant pump.
5. Install the drive motor generator control module coolant pump hose clamp (1) at generator control module coolant pump using BO-38185 Hose Clamp Pliers .
6. Install the front wheelhouse front liner on the driver's and passenger side. Refer to Front Wheelhouse Front Liner Replacement
7. Remove the drain pan.
8. Fill the cooling system.


Volt

Drive Motor Generator Control Module Cooling Outlet Hose Replacement

Special Tools
Removal Procedure
1. Drain the cooling system. Refer to Drive Motor Generator Power Inverter Module Cooling System Draining and Filling
2. Remove the front wheelhouse front liner on the driver's and passenger side. Refer to Front Wheelhouse Front Liner Replacement
3. Remove the front bumber fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera
4. Unfasten and reposition the drive motor battery coolant pump with out draining the battery cooling system. Refer to Drive Motor Battery Coolant Pump Replacement
5. Unbolt and reposition the drive motor battery coolant cooler outlet hose Refer to Drive Motor Battery Coolant Cooler Outlet Hose Replacement
6. Unbolt and reposition the drive motor battery coolant inlet hose. Refer to Drive Motor Battery Coolant Inlet Hose Replacement
7. Remove the drive motor generator control module cooling outlet hose clamp (1) at generator control module coolant pump using BO-38185 Hose Clamp Pliers .
8. Remove the drive motor generator control module cooling outlet hose (2) from the generator control module coolant pump.
9. Remove the drive motor generator control module cooling outlet hose clamp (1) at drive motor battery charger using BO-38185 Hose Clamp Pliers .
10. Remove the drive motor generator control module cooling outlet hose (2) from drive motor battery charger.
11. Disconnect the drive motor generator control module cooling outlet hose (1) from the cooling fan and shroud.
12. Remove the drive motor generator control module cooling outlet hose from the vehicle.
1. Install the drive motor generator control module cooling outlet hose to the vehicle.
2. Connect the drive motor generator control module cooling outlet hose (1) to the cooling fan and shroud.
3. Install the drive motor generator control module cooling outlet hose (2) to the drive motor battery charger.
4. Install the drive motor generator control module cooling outlet hose clamp (1) at drive motor battery charger using BO-38185 Hose Clamp Pliers .
5. Install the drive motor generator control module cooling outlet hose (2) to the generator control module coolant pump.
6. Install the drive motor generator control module cooling outlet hose clamp (1) at generator control module coolant pump using BO-38185 Hose Clamp Pliers .
7. Reposition and bolt the drive motor battery coolant inlet hose. Refer to Drive Motor Battery Coolant Inlet Hose Replacement
8. Reposition and bolt the drive motor battery coolant cooler outlet hose Refer to Drive Motor Battery Coolant Cooler Outlet Hose Replacement
9. Reposition and fasten the drive motor battery coolant pump with out draining the battery cooling system. Refer to Drive Motor Battery Coolant Pump Replacement
10. Install the front bumper fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera
11. Install the front wheelhouse front liner on the driver's and passenger side. Refer to Front Wheelhouse Front Liner Replacement
12. Fill the cooling system. Refer to Drive Motor Generator Power Inverter Module Cooling System Draining and Filling


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Drive Motor Generator Control Module Radiator Outlet Hose Replacement

3. Remove the drive motor generator power inverter module cover. Refer to Drive Motor Generator Power Inverter Module Cover Replacement
Drive Motor Generator Conrtrol Module Radiator Outlet Hose Clamp
Procedure
Reposition the drive motor generator control module radiator outlet hose clamp using BO-38185 Hose Clamp Pliers
1
Special Tools

2 Drive Motor Generator Control Module Radiator Outlet Hose Quick Connect Fitting
Drive Motor Generator Control Module Radiator Outlet Hose
3
Tip


Volt

Generator Control Module Coolant Radiator Hose Replacement

Generator Control Module Coolant Radiator Hose Clamp
Procedure
Reposition the generator control module coolant radiator hose clamp using BO-38185 Hose Clamp Pliers
1
Special Tools

2 Generator Control Module Coolant Radiator Hose Quick Connect
Generator Control Module Coolant Radiator Hose
3
Tip


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Generator Control Module Coolant Pump Replacement

3. Remove the drive motor generator control module coolant pump hose. Refer to Drive Motor Generator Control Module Coolant Pump Hose Replacement
4. Remove the drive motor generator control module cooling outlet hose. Refer to Drive Motor Generator Control Module Cooling Outlet Hose Replacement
Generator Control Module Coolant Pump Bolts (Qty: 2).

1
Tighten
9 N·m (80 lb in)
2 Generator Control Module Coolant Pump.


Volt

Radiator Grille Screen Replacement

Remove front bumper fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera
1 Radiator Grille Screen Retainers (Qty: 4)
2 Radiator Grille Screen


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Drive Motor Power Inverter Module Cooling Inlet Hose Replacement

2. Remove the drive motor generator power inverter module cover. Refer to Drive Motor Generator Power Inverter Module Cover Replacement
3. Remove the front compartment front sight shield. Refer to Front Compartment Front Sight Shield Replacement : Volt → Ampera
Drive Motor Power Inverter Module Cooling Inlet Hose Quick Connect.
1 Procedure
Release clip and slide hose off fitting.

Drive Motor Power Inverter Module Cooling Inlet Hose Quick Connect.
2 Procedure
Release clip and slide hose off fitting.

3 Drive Motor Power Inverter Module Cooling Inlet Hose Retainer.
Drive Motor Power Inverter Module Cooling Inlet Hose.
4
Tip


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Drive Motor Battery Coolant Cooler Replacement

1. Drain the coolant. Refer to Drive Motor Battery Cooling System Draining and Filling .
2. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging : High-Voltage Electric Compressor .
3. Remove air conditioning compressor and evaporator hose. Refer to Air Conditioning Compressor and Evaporator Hose Replacement .
4. Reposition air conditioning evaporator thermal expansion valve tube. Refer to Air Conditioning Evaporator Thermal Expansion Valve Tube Replacement .
5. Remove drive motor battery coolant cooler inlet hose from coolant cooler. Refer to Drive Motor Battery Coolant Cooler Inlet Hose Replacement .
6. Remove drive motor battery coolant cooler inlet hose assembly from coolant cooler. Refer to Drive Motor Battery Coolant Cooler Inlet Hose Assembly Replacement .
Drive Motor Battery Coolant Cooler Nuts (Qty: 3)

1
Tighten
9 N·m (80 lb in)
2 Drive Motor Battery Coolant Cooler


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Drive Motor Battery Coolant Radiator Replacement

1. Drain the coolant. Refer to Drive Motor Battery Cooling System Draining and Filling and Drive Motor Generator Power Inverter Module Cooling System Draining and
Filling
2. Remove the radiator air side baffels. Refer to Radiator Air Side Baffle Replacement - Left Side and Radiator Air Side Baffle Replacement - Right Side
3. Remove the radiator air seal . Refer to Radiator Air Seal Replacement
4. Remove the radiator grille screen. Refer to Radiator Grille Screen Replacement
5. Remove the generator control module coolant radiator hose. Refer to Generator Control Module Coolant Radiator Hose Replacement
6. Remove the drive motor battery radiator inlet hose. Refer to Drive Motor Battery Radiator Inlet Hose Replacement
7. Remove the drive motor battery radiator outlet hose. Refer to Drive Motor Battery Radiator Outlet Hose Replacement
8. Remove the drive motor power inverter module cooling inlet hose. Refer to Drive Motor Power Inverter Module Cooling Inlet Hose Replacement
Drive Motor Battery Coolant Radiator Bolts (Qty: 2).

1
Tighten
9 N·m (80 lb in)
2 Drive Motor Battery Coolant Radiator


Volt

Drive Motor Battery Coolant Filter Replacement

Remove the drive motor battery coolant cooler inlet hose assembly from the battery. Refer to Drive Motor Battery Coolant Cooler Inlet Hose Assembly Replacement
1 Drive Motor Coolant Filter

Volt

Drive Motor Battery Coolant Pump Replacement

1. Drain the coolant. Refer to Drive Motor Battery Cooling System Draining and Filling
3. Remove the drive motor battery coolant pump inlet hose from pump. Refer to Drive Motor Battery Coolant Pump Inlet Hose Replacement
4. Remove the drive motor battery coolant inlet hose from pump. Refer to Drive Motor Battery Coolant Inlet Hose Replacement
Generator Control Module Coolant Pump Bolts (Qty: 2).

1
Tighten
9 N·m (80 lb in)
Generator Control Module Coolant Pump.
2
Tip


Volt

Drive Motor Battery Coolant Pump Inlet Hose Replacement

Drive Motor Battery Coolant Pump Inlet Hose Clamps (Qty: 2)
Procedure
Reposition the drive motor battery coolant pump inlet hose clamps using BO-38185 Hose Clamp Pliers
1
Special Tools

Drive Motor Battery Coolant Pump Inlet Hose
2
Tip


Volt

Drive Motor Battery Radiator Surge Tank Replacement

2. Remove drive motor battery coolant pump inlet hose. Refer to Drive Motor Battery Coolant Pump Inlet Hose Replacement
3. Remove drive motor battery coolant cooler outlet hose. Refer to Drive Motor Battery Coolant Cooler Outlet Hose Replacement
4. Remove drive motor battery radiator outlet hose. Refer to Drive Motor Battery Radiator Outlet Hose Replacement
5. Remove the generator control module coolant tank hose. Refer to Generator Control Module Coolant Tank Hose Replacement
6. Remove radiator upper brackets and reposition radiator rearwards to allow access to bolts. Refer to Radiator Upper Bracket Replacement
Drive Motor Battery Radiator Surge Tank Bolts (Qty: 2)

1
Tighten
9 N·m (80 lb in)
2 Drive Motor Battery Radiator Surge Tank


Volt

Drive Motor Battery Coolant/Air Separator Replacement

2. Remove the front bumper fascia. Refer to Front Bumper Fascia Removal and Installation : Volt → Ampera
3. Remove the drive motor generator control module coolant pump hose. Refer to Drive Motor Generator Control Module Coolant Pump Hose Replacement
4. Remove the drive motor generator control module radiator outlet hose. Refer to Drive Motor Generator Control Module Radiator Outlet Hose Replacement
5. Remove the generator control module coolant tank hose. Refer to Generator Control Module Coolant Tank Hose Replacement
1 Drive Motor Battery Coolant Air Separator Retainer.

2 Drive Motor Battery Coolant Air Separator.


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Drive Motor Battery Coolant Cooler Outlet Hose Replacement

Drive Motor Battery Coolant Cooler Outlet Hose Bolt

1
Tighten
9 N·m (80 lb in)
Drive Motor Battery Coolant Cooler Outlet Hose Clamp
Procedure
Reposition the drive motor battery coolant cooler outlet hose clamp using BO-38185 Hose Clamp Pliers
2
Special Tools

3 Drive Motor Battery Coolant Cooler Outlet Hose Quick Disconnect Fitting
Drive Motor Battery Coolant Cooler Outlet Hose
4
Tip


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Drive Motor Battery Coolant Flow Control Valve Replacement

1. Remove the throttle body assembly. Refer to Throttle Body Assembly Replacement
2. Remove both 40-way wire harness connectors.
3. Pinch and remove the drive motor battery coolant outlet hose from valve. Refer to Drive Motor Battery Coolant Outlet Hose Replacement
4. Pinch and remove the drive motor battery coolant cooler inlet hose from valve. Refer to Drive Motor Battery Coolant Cooler Inlet Hose Replacement
5. Pinch and remove the drive motor battery coolant flow control valve inlet hose assembly from valve. Refer to Drive Motor Battery Coolant Cooler Inlet Hose Assembly
Replacement
6. Disconnect the electrical connector from the drive motor battery coolant flow control valve.
Drive Motor Battery Coolant Flow Control Valve.
Tip
Prevent coolant contact with electrical connectors.
1 Procedure
1. Use a nut to compress the two plastic clips that retain the valve to the metal bracket.
2. Check and fill the coolant. Refer to Drive Motor Battery Cooling System Draining and Filling
3. Perform the drive motor battery coolant flow control valve learn procedure.


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Drive Motor Battery Coolant Inlet Hose Replacement

Drive Motor Battery Coolant Inlet Hose Bolt

1
Tighten
9 N·m (80 lb in)
Drive Motor Battery Coolant Inlet Hose Clamp
Procedure
Reposition the drive motor battery coolant inlet hose clamp using BO-38185 Hose Clamp Pliers
2
Special Tools

3 Drive Motor Battery Coolant Inlet Hose Quick Disconnect Fitting
Drive Motor Battery Coolant Inlet Hose
4
Tip


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Drive Motor Battery Coolant Outlet Hose Replacement

1. Drain the drive motor battery cooling system. Refer to Drive Motor Battery Cooling System Draining and Filling
2. Remove the air conditioning compressor and evapoprator hose. Refer to Air Conditioning Compressor and Evaporator Hose Replacement
3. Reposition the air conditioning evaporator thermal expansion valve tubes from the TXV valve. Refer to Air Conditioning Evaporator Thermal Expansion Valve Tube
Replacement
4. Remove the front exhaust pipe heat shield. Refer to Exhaust Pipe Heat Shield Replacement : Rear → Center → Front
Drive Motor Coolant Outlet Hose Bolt

1
Tighten
9N·m (80 lb in)
Drive Motor Coolant Outlet Hose Quick Disconnect
2 Procedure
Disconnect the quick disconnect at the battery.

Drive Motor Coolant Outlet Hose Quick Disconnect
Procedure
3
Disconnect the quick disconnect at the drive motor battery coolant flow control valve.
Tip


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Drive Motor Battery Radiator Inlet Hose Replacement

2. Remove the front wheelhouse front liner on passenger side. Refer to Front Wheelhouse Front Liner Replacement
3. Place a drain pan under the vehicle.
Drive Motor Battery Radiator Inlet Hose Clamp
Procedure
Reposition the drive motor battery radiator inlet hose clamp using BO-38185 Hose Clamp Pliers
1
Special Tools

2 Drive Motor Battery Radiator Inlet Hose Quick Connect
Drive Motor Battery Radiator Inlet Hose
Tip
3 Unclip hose from drive motor generator control module cooling outlet hose.
Tip


Volt

Drive Motor Battery Radiator Outlet Hose Replacement

1 Drive Motor Battery Radiator Outlet Hose Quick Connect
Drive Motor Battery Radiator Outlet Hose Clamp
Procedure
Reposition the drive motor battery radiator outlet hose clamp using BO-38185 Hose Clamp Pliers
2
Special Tools

Drive Motor Battery Radiator Outlet Hose
3
Tip


Volt

Drive Motor Battery Coolant Cooler Inlet Hose Replacement

Replacement
Drive Motor Battery Coolant Cooler Inlet Hose Clamp.
Procedure
Reposition the drive motor battery coolant cooler inlet hose clamp using BO-38185 Hose Clamp Pliers
1
Special Tools

2 Drive Motor Battery Coolant Cooler Inlet Hose Quick Connect Fitting.
Drive Motor Battery Coolant Cooler Inlet Hose
3
Tip


Volt

Drive Motor Battery Coolant Cooler Inlet Hose Assembly Replacement

Special Tools
Removal Procedure
1. Drain the cooling system. Refer to Drive Motor Battery Cooling System Draining and Filling
Replacement
4. Remove the drive motor battery coolant cooler inlet hose assembly clamp (1) at the drive motor battery coolant cooler using BO-38185 Hose Clamp Pliers .
5. Remove the drive motor battery coolant cooler inlet hose assembly clamps (2) at the drive motor battery coolant flow control valve using BO-38185 Hose Clamp Pliers .
6. Remove the drive motor battery coolant cooler inlet hose assembly (3) from the drive motor battery coolant cooler and drive motor battery coolant flow control valve.
7. Remove the exhaust pipe heat shield front. Refer to Exhaust Pipe Heat Shield Replacement : Rear → Center → Front
8. Disconnect the drive motor battery coolant cooler inlet hose assembly quick disconnect fitting (1) at the battery.
9. Remove the drive motor battery coolant cooler inlet hose assembly (2) from the battery.
10. Disconnect the drive motor battery coolant cooler inlet hose assembly quick disconnect fitting (1) from drive motor battery inlet hose and drive motor battery coolant
cooler outlet hose and drive motor battery coolant cooler inlet hose.
11. Remove the drive motor battery coolant cooler inlet hose assembly bracket nuts (2) from the body.
12. Remove the drive motor battery coolant cooler inlet hose from the vehicle.
1. Install the drive motor battery coolant cooler inlet hose from the vehicle.
2. Install the drive motor battery coolant cooler inlet hose assembly bracket nuts (2) to the body.
3. Connect the drive motor battery coolant cooler inlet hose assembly quick disconnect fitting (1) to the drive motor battery inlet hose and drive motor battery coolant cooler
outlet hose and drive motor battery coolant cooler inlet hose.
4. Install the drive motor battery coolant cooler inlet hose assembly (2) to the battery and tighten to 9 N·m (80 lb in).
5. Connect the drive motor battery coolant cooler inlet hose assembly quick disconnect fitting (1) at the battery.
6. Install the exhaust pipe heat shield front. Refer to Exhaust Pipe Heat Shield Replacement : Rear → Center → Front
7. Install the drive motor battery coolant cooler inlet hose assembly (3) to the drive motor battery coolant cooler and drive motor battery coolant flow control valve.
8. Install the drive motor battery coolant cooler inlet hose assembly clamps (2) at the drive motor battery coolant flow control valve using BO-38185 Hose Clamp Pliers .
9. Install the drive motor battery coolant cooler inlet hose assembly clamp (1) at the drive motor battery coolant cooler using BO-38185 Hose Clamp Pliers.
Replacement
11. Install the air conditioning compressor and evaporator hose. Refer to Air Conditioning Compressor and Evaporator Hose Replacement


Volt


The Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn procedure must be completed when the following components are replaced:
• Hybrid/EV Powertrain Control Module 2

• Hybrid/EV Battery Pack Coolant Control Solenoid Valve
The Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn procedure can be completed with a scan tool using the following steps:

3. Select Hybrid/EV Battery Pack Coolant Control Solenoid Valve Learn in the Hybrid/EV Powertrain Control Module 2 Control Functions list.
4. Follow the scan tool directions to complete the procedure.


Volt

Drive Motor Battery Cooling Description

This vehicle is equipped with three fully independent cooling systems. The power electronics cooling system is dedicated to cooling the battery charger and the power inverter
module. The battery cooling system is dedicated to cooling and heating the high-voltage battery. The engine cooling system is dedicated to cooling the engine and providing
heat to the passenger compartment.
Battery Cooling System Description and Operation
The battery cooling system uses a radiator, two 12 volt pulse width modulated (PWM) radiator fans, a 12 volt coolant pump, a refrigerant/coolant heat exchanger (chiller) and a
coolant flow control valve to cool down the high-voltage battery. There is also a high-voltage heater inside the battery to heat the coolant entering the battery when needed.
The Vehicle Integration Control Module (VICM) monitors the battery coolant temperature, battery cell temperature, refrigerant temperature and refrigerant pressure. The VICM
determines how much battery cooling or heating is required and turns on the coolant pump, positions the coolant flow control valve and depending on what is required, will
signal the Engine Control Module (ECM) to operate the radiator fans, request the A/C Compressor Module (ACCM) to turn on the high- voltage A/C compressor or turn on the
high-voltage heater. The battery cooling system could be activated when the vehicle is on and during charging.
The battery cooling system circulates a pre-mixed Dexcool® which is a 50/50 mixture of Dexcool and deionised water. Deionised water is required for high-voltage isolation
and to prevent corrosion from affecting heat sink performance. Always use pre-mixed coolant and never use tap water in the battery coolant system.


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Drive Motor Generator Control Module Cooling System Description and Operation
This vehicle is equipped with three fully independent cooling systems. The power electronics cooling system is dedicated to cooling the battery charger and the power inverter
module. The battery cooling system is dedicated to cooling and heating the high-voltage battery. The engine cooling system is dedicated to cooling the engine and providing
heat to the passenger compartment.
Power Electronics Cooling System Description and Operation
The power electronics cooling system uses a radiator, two 12 volt pulse width modulated (PWM) radiator fans, a 12 volt coolant pump and to cool down the Drive Motor
Generator Power Inverter Module (PIM) and the Drive Motor Battery Charger. The Vehicle Integration Control Module (VICM) activates the coolant pump and monitors a
temperature sensor in the power electronics radiator. The VICM also signals the Engine Control Module (ECM) to operate the radiator fans in response to the power
electronics cooling system temperature. The coolant pump will be activated when the vehicle is on and during charging. The power electronics radiator is combined with the
battery radiator to form one radiator.
The power electronics cooling system circulates a pre-mixed Dexcool® which is a 50/50 mixture of Dexcool and de-ionised water. Deionised water is required for high-voltage
isolation and to prevent corrosion from affecting heat sink performance. Always use pre-mixed coolant and never use tap water in the power electronics coolant system.


Volt


This vehicle is equipped with three fully independent cooling systems. The hybrid/EV electronics cooling system is dedicated to cooling the battery charger and the drive motor
generator power inverter module. The hybrid/EV battery pack cooling system is dedicated to cooling and heating the high-voltage hybrid/EV battery. The engine cooling
system is dedicated to cooling the engine and providing heat to the passenger compartment.
Hybrid Electronics Cooling System Description and Operation
The primary purpose of the hybrid/EV electronics cooling loop is to cool the drive motor generator power inverter module, while propulsion is enabled, and the on-board
charge module, when it is plugged in. The hybrid/EV electronics cooling system uses the hybrid/EV electronics radiator, the two 12 V pulse width modulated (PWM) radiator
fans, a 12 V hybrid/EV electronics coolant pump to circulate coolant through the drive motor generator power inverter module and the drive motor battery charger. The
hybrid/EV powertrain control module 2 activates the hybrid/EV electronics coolant pump and monitors a temperature sensor in the hybrid/EV electronics radiator. The
hybrid/EV powertrain control module 2 monitors the hybrid/EV electronics cooling system temperature to determine when to operate the radiator fans. The hybrid/EV
electronics coolant pump will be activated when the vehicle is on and during charging. The hybrid/EV electronics radiator is combined with the battery pack cooling system
radiator to form one radiator assembly. The hybrid/EV electronics coolant pump and radiator cooling fans will also be enabled during an after-run event which is determined
by coolant loop temperature.
The hybrid/EV electronics cooling system circulates a pre-mixed DEXCOOL® which is a 50/50 mixture of DEXCOOL® and deionised water. Deionised water is required for
high-voltage isolation and to prevent corrosion from affecting heat sink performance. Always use pre-mixed coolant and never use tap water in the hybrid/EV electronics
coolant system.
Hybrid/EV Battery Pack Cooling System Description and Operation
The energy storage system cooling system uses a battery radiator, the two 12 V pulse width modulated (PWM) radiator fans, a 12 V hybrid/EV battery pack coolant pump, a
refrigerant/coolant heat exchanger (chiller), the electric A/C compressor motor control module assembly, refrigerant pressure and temperature sensors, ambient air
temperature sensor and a hybrid/EV battery pack coolant flow control valve to cool down the high voltage hybrid/EV battery. There is also a high-voltage heater inside the
hybrid/EV battery to heat the coolant entering the hybrid/EV battery when needed. The hybrid/EV powertrain control module 2 monitors the hybrid/EV battery coolant
temperature, hybrid/EV battery cell temperature, refrigerant temperature and refrigerant pressure. The hybrid/EV powertrain control module 2 determines how much hybrid/EV
battery cooling or heating is required and turns on the hybrid/EV battery pack coolant pump, positions the hybrid/EV battery pack coolant flow control valve and depending on
what is required will operate the radiator fans, request the A/C Compressor Module to turn on the high-voltage A/C compressor or turn on the high voltage hybrid/EV battery
pack heater. The hybrid/EV battery pack cooling system could be activated when the vehicle is operating, during charging, or when the vehicle is OFF and maintaining the
hybrid/EV battery pack temperature. Refer to Automatic HVAC Description and Operation .
The Hybrid/EV Battery Pack Coolant Control Valve is used to manage the flow of coolant circulating through the hybrid/EV battery temperature control system. The valve has
one fluid input port and three fluid output ports, identified as Radiator, Bypass and Chiller. The valve has an internal valve body that is rotated by the valve motor to different
positions to control which fluid ports are connected. The valve operates through 90 degrees. When the valve is directing coolant to the Radiator port, coolant is routed through
a front-mounted heat exchanger. When the valve is in the Bypass position, coolant is routed through the battery pack without passing through additional heat exchangers.
When the valve is in the Chiller position coolant is routed through a heat exchanger that allows the A/C cooling system to reduce coolant temperature. The valve can be
moved to several intermediate positions between Bypass and Chiller, for blended cooling of the hybrid/EV battery pack coolant for optimum efficiency.
The valve provides position feedback to the hybrid/EV powertrain control module 2 based on a potentiometer in the valve. The hybrid/EV powertrain control module 2 uses this
feedback to monitor the valve position. Different valve positions correspond to different resistance values. When the ignition is first turned on the hybrid/EV powertrain control
module 2 determines and records the sensor values corresponding to the end-stop positions of the valve by moving the valve to an end-stop and back to its original position.
This is referred to as the hybrid/EV powertrain control module 2 "diagnostic learn" of the valve. This provides a valve shaft breakage test and allows the hybrid/EV powertrain
control module 2 to "learn" the position feedback value that corresponds to that end-stop. The end-stop that is used at each ignition key cycle alternates between each end-
stop.
The hybrid/EV battery pack cooling system circulates a pre-mixed DEXCOOL® which is a 50/50 mixture of DEXCOOL® and deionised water. Deionised water is required for
high-voltage isolation and to prevent corrosion from affecting heat sink performance. Always use pre-mixed coolant and never use tap water in the battery coolant system.
Passenger Compartment Heater System Description and Operation
Passenger Compartment Heater Coolant Control Valve and Auxiliary Heater Coolant Pump
The passenger compartment heater coolant control valve is also controlled by hybrid/EV powertrain control module 2 to assist in regulating passenger compartment comfort
based on presence or absence of engine heat. Refer to Automatic HVAC Description and Operation .
The passenger compartment heater system uses the engine radiator, the two 12 V pulse width modulated (PWM) radiator fans, a 12 V auxiliary heater coolant pump, a
passenger compartment heater coolant control valve, a high- voltage coolant heater control module and a heater core. The hybrid/EV powertrain control module 2 operates
the two radiator fans in response to engine temperature.
The passenger compartment heater coolant control valve has two positions. When commanded in bypass mode, as when the engine is OFF, the passenger compartment
heater coolant control valve separates the engine and the cabin heater control module coolant loops to prevent heat generated by the cabin heater control module for
passenger compartment heating from dissipating into the engine coolant loop. After the engine starts up and is warmed up, excess engine heat will allowed to assist the cabin
heater control module in heating the passenger compartment; the passenger compartment heater coolant control valve is commanded to link mode and the two coolant loops
are connected.
The HVAC control module turns on the auxiliary heater coolant pump and monitors the temperature sensors in the passenger compartment and coolant loop to determine if
the high-voltage cabin heater control module is needed. Passenger compartment heat is provided by air flowing through the heater core. The heater core is heated by coolant
from the engine, the high- voltage cabin heater control module or both. The hybrid/EV powertrain control module 2 will command the position of the passenger compartment
heater coolant control valve to either isolate the passenger compartment heater loop from the engine coolant loop or link the two loops together to maximize efficiency
depending on the passenger compartment heat requirements. When operating the vehicle in cold temperatures, the engine may run for short periods to assist in maximising
heat efficiency to the passenger compartment depending on the outside temperature and the passenger compartment heat requirements.
The hybrid/EV powertrain control module 2 will command the passenger compartment heater coolant control valve into bypass mode when the module goes to sleep, at
controller wake-up, and during other times except:
• During learn (after extended loss of 12 V power to the controller)
• When the scan tool is sending a command.
• If the valve is stuck in an intermediate position (between two end positions) due to failure or debris.
The passenger compartment heater cooling system circulates a 50/50 mixture of DEXCOOL® and distilled water.
14 V Power Module Cooling
The 14 V power module is air-cooled. Refer to Accessory Power Module Description and Operation. The 14 V power module fan is powered by a brushless DC motor and has
operating speeds between 0-3,900 RPM. The 14 V power module fan is serviced separately from 14 V power module assembly. The hybrid/EV powertrain control module 2
will command the 14 V power module fan while in RUN mode.


Volt

Special Tools
GE 47716
Vac-N-Fill Coolant Refill Tool
EN 24460-A
J 24460-A
GE 26568
J 26568
Coolant and Battery Tester

BO 38185
J 38185
Hose Clamp Pliers
GE 46143
J 46143
Cooling System Adapter
GE-50385
Battery Pack Coolant Passage Pressure Test Adapter

GE-50389
Coolant Pressure Test Quick Connecter


Volt


Figure 1: Battery Energy Control Module Power, Earth and Data Communication
Figure 2: Internal Battery Communication
Figure 3: High-Voltage Interlock Loop - Main
Figure 4: High-Voltage Interlock Loop - Charging
Figure 5: High-Voltage Contactors - Control
Figure 6: High-Voltage Contactors - High Voltage Positive
Figure 7: Hybrid/EV Battery Section 1
Figure 10: High-Voltage Contactors - High Voltage Negative


Volt

High Voltage Safety

Danger: Follow the safety regulations for hybrid/electric vehicles. The High-Voltage Qualified Technician is responsible for the adherence to the manufacturer's service
Danger: High-voltage circuits should only be tested using the EL-50774 Low/High Resistance Meter and test leads with at least a CAT III rating or isolated test adapters such
as EL-50690. Failure to follow the procedures exactly as written may result in serious injury or death.
Danger: This vehicle is equipped with a high-voltage battery that is completely isolated from the chassis earth. Never utilise AC powered test equipment to probe the high
voltage system. Serious injury, death and component damage could occur if the high-voltage system is earthed through the electric utility.
Failure to follow the procedure exactly as written may result in serious injury or death.
battery pack.
Special Tools
• EL-50209 High-Voltage Terminal Cover

• EL-48900 HEV Safety Kit
Precautions when Performing Service or Inspections

• Always verify that the high voltage has been disabled before working on or around high-voltage components, wires, cables or harnesses.
• Remove all metal objects such as rings and watches.
• The EL-48900 HEV safety kit contains safety cones. Place the safety cones around the vehicle to alert other technicians that you are working on the high-voltage system.
• Remove all keyless entry transmitters and the manual service disconnect from the vehicle and secure in a place outside the vehicle.
• Always wear certified and tested high-voltage insulation gloves when inspecting or testing any high-voltage wires and components.
• Use the "One Hand" rule:
Work with only one hand whenever possible.
Keep the other hand behind your back.
• DO NOT carry any metal objects such as a mechanical pencil or a measuring tape that could fall and cause a short circuit.
• After removing any high-voltage wires, protect and insulate the terminal ends immediately with the EL-50209 high- voltage terminal cover and UL® Listed or equivalent
insulation tape rated at a minimum of 600 V.
• Always tighten the high-voltage terminal fasteners to the specified torque. Insufficient or excessive torque will cause malfunctions or damage.
• After finishing work on the high-voltage systems and before reinstalling the high-voltage manual disconnect, inspect for the following:
Verify high-voltage system integrity and that all connectors are installed.
Verify that all tools or loose components have been removed.
Labels for Components, Wire Harness and Connectors
The wire harnesses and cables for high-voltage circuits are encased in an orange coloured covering. In addition, high-voltage components such as the Energy Storage
System and high-voltage cables are affixed with "High-Voltage" red danger (1) and orange warning (2) labels.
High-Voltage insulation Glove Inspection Procedure

The following procedure visually and functionally inspects the insulation gloves to be used while performing service on high- voltage systems. This inspection procedure
should be performed prior to any procedure that requires the use of class "0" insulation gloves rated at 1,000 V.
1. Remove glove from leather protector.

2. Inflate glove and seal opening. Pinch the opening closed tightly to prevent any air loss.
3. Press glove to increase pressure.
4. Inspect for the following conditions:
• pin holes
• air leaks
• wear, tears or abrasions
• damp or wet material
• certified up-to-date
If any of the above conditions are met, do not use the gloves.

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High Voltage Disabling

Table 1: High-Voltage System Disabling Protocol
Special Tools
EL-50554-1 14 V Power Inverter Assurance Harness
EL-50554-2 Charger Assurance Harness
EL-50774 Low/High-Resistance Meter

battery pack.
Note: Print this form. Perform the High-Voltage Disabling procedures listed. Check off individual steps when completed.
Note: A suitable hoist to safely lift the vehicle up is required to perform the disabling procedure.
High-Voltage System Disabling Protocol
Name of certified person performing the high-voltage procedure:

VIN Licence Plate
Step
Procedure Description Completed
1 Review the high-voltage safety information. Refer to High Voltage Safety . O
2 Vehicle OFF. Post red HIGH-VOLTAGE ENABLED sign clearly visible on the vehicle. O
Ensure the area around the vehicle is restricted and marked as such via warning cones, cordon tape or chain. Ensure all personnel not tasked with enabling
3 O
the High-Voltage System have cleared the area.
4 Disconnect and remove all 12 V battery chargers and the AC Charge Cable from the X98 Hybrid Battery Charger Receptacle. O
5 Remove all keyless entry transmitters from the vehicle and secure in a place outside the vehicle. O
Attempt to start the vehicle with the Ignition Mode Switch.
6 O
If the vehicle enters Propulsion System Active mode or the engine starts, locate and remove all keyless entry transmitters from within the vehicle and return
to step 5.
7 Secure the vehicle from rolling, set transmission selector to park (P) position. O
Note: The 12 V battery must be disconnected to ensure proper test results.
8 O
Disconnect the 12 V battery. Refer to Battery Negative Cable Disconnection and Connection .
9 Remove the S15 manual service disconnect (1). Place the manual service disconnect in a secure place outside the vehicle. O
10 Cover the exposed high-voltage opening with insulation tape rated at a minimum of 600 V or equivalent. O
11 Wait 5 minutes before continuing, to allow the high-voltage capacitors to discharge. O
Verify the EL-50554 voltage disable assurance test harness using the EL-50774, verify that the EL-50554-1 and EL-50554-2 cables measure less than 1 Ω at
the following points:
12 • High-voltage DC (-360 V) negative terminal B to the High-voltage DC (-360 V) negative terminal. O
• High-voltage DC (+360 V) positive terminal A to the High-voltage DC (+360 V) positive terminal.
If the test result was greater than the specified range, repair or replace the EL-50554-1 or EL-50554-2 and repeat all measurements.
Using the EL-50774, verify that the EL-50554-1 and EL-50554-2 have infinite resistance between the High-voltage DC (+360 V) positive terminal A to High-
voltage DC (-360 V) negative terminal B.
13 O
If the test result was less than the specified range, repair or replace the EL-50554-1 or EL-50554-2 and repeat all measurements.
Verify the EL-50554-1 and EL-50554-2 High-voltage DC (-360 V) negative terminal B and the High-voltage DC (+360 V) positive terminal A have the proper
terminal tension. Refer to Testing for Proper Terminal Contact. Testing for Intermittent Conditions and Poor Connections
14 O
If a poor connection is found, repair or replace the EL-50554-1 or EL-50554-2 and repeat all measurements.
15 Remove the T6 power inverter module cover. Refer to Drive Motor Generator Power Inverter Module Cover Replacement O
Note: Wear your High-Voltage Insulation gloves and face shield until you have determined that a high-voltage exposure risk is no longer present.
16 O
Disconnect the X3 harness connector at the T6 power inverter module.
Note: The following tests must be performed using a EL-50774 set to the DC voltage setting. Performing the following tests with the EL-50774 not set on the
DC voltage setting will result in inaccurate test results.
Note: A 9 V DC battery can be used to test the EL-50774.

17 O
Test the EL-50774 by measuring a 12 V battery.
If the EL-50774 does not properly measure a 12 V battery, repair or replace the EL-50774 and repeat all voltage measurements.
Note: 5 minutes must have elapsed since removing the manual service disconnect before continuing to allow the high-voltage capacitors to discharge and
ensure proper test results.
Verify that the voltage has been disabled at the T6 power inverter module. Using the EL-50774, verify the voltage measures less than 3 V at the following
points:
18 O
• High-voltage DC (-360 V) negative terminal B to vehicle chassis earth.
• High-voltage DC (+360 V) positive terminal A to vehicle chassis earth.
• High-voltage DC (+360 V) positive terminal A and high- voltage DC (-360 V) negative terminal B.
If the test result was greater than 3 V, leave the EL-50774 connected to the terminals until the voltage drops below 3 V to allow the high-voltage capacitors
to discharge. Continue to the next step once the voltage is below 3 V.
Verify that the voltage has been disabled at the X3 harness connector at the T6 power inverter module. Using the EL-50774, verify the voltage measures less
than 3 V at the following points:

19 • High-voltage DC (+360 V) positive terminal A to vehicle chassis earth. O
If the test result was greater than 3 V, there is a stuck closed contactor and a loss of isolation within the A4 battery pack assembly. Refer to Hybrid\EV
Battery Voltage Present .
Remove the 3 catalytic converter nuts . Disconnect catalytic converter from the exhaust manifold. Move and secure the exhaust to one side. Refer to Catalytic
20 O
Converter Replacement .
21 Remove the front exhaust pipe heat shield. Refer to Exhaust Pipe Heat Shield Replacement : Rear → Center → Front . O
22 Disconnect the X1 and X2 harness connectors at the A28 hybrid battery contactor assembly. O
Disconnect the high-voltage interlock harness connector listed below at the A28 hybrid battery contactor assembly.
23 • F118 hybrid battery pack connector jumper connector. O

• X6 14 V power module jumper connector.
• X7 battery charger jumper connector.
24 Disconnect the X4 harness connector at the A28 hybrid battery contactor assembly. O
Connect the EL-50554-1 to the A28 hybrid battery contactor assembly. Using the EL-50774, verify the voltage measures less than 3 V at the following points:

Verify that the voltage has been disabled at the X4 harness connector at the A28 hybrid battery contactor assembly. Using the EL-50774, verify the voltage
measures less than 3 V at the following points:

Connect the EL-50554-2 to the A28 hybrid battery contactor assembly. Using the EL-50774, verify the voltage measures less than 3 V at the following points:

Verify that the voltage has been disabled at the X5 harness connector at the A28 hybrid battery contactor assembly harness. Using the EL-50774, verify the
voltage measures less than 3 V at the following points:

Verify that the voltage has been disabled at the A28 hybrid battery contactor assembly. Using the EL-50774, verify the voltage measures less than 3 V at the
following points:

Note: A 9 V DC battery can be used to test the EL-50774.
32 Test the EL-50774 by measuring a 12 V battery. O
If the EL-50774 does not properly measure a 12 V battery, repair or replace the EL-50774 and repeat all voltage measurements.
33 If all the test results were less than 3 V, the A4 battery pack assembly, 360 V DC power inverter cables or general vehicle can now be serviced. O
34 Sign, date and time this protocol. Replace red HIGH VOLTAGE ENABLED with GREEN HIGH VOLTAGE DISABLED sign. O
Date:
Time: Signature
LEAVE THE COMPLETELY FILLED OUT PROTOCOL CLEARLY VISIBLE INSIDE THE VEHICLE.


Volt

High-Voltage Enabling
Table 1: High-Voltage System Enabling Protocol
Table 2: Checklist Ampera/Volt Europe
Special Tools
EL-50554-1 14 V Power Inverter Assurance Harness
EL-50554-2 Charger Assurance Harness
EL-50774 Low/High-Resistance Meter
battery pack.
Note: Print this form. Perform the High-Voltage Enabling procedures listed. Check off the individual steps as they are completed.
Note: A suitable hoist to safely lift the vehicle up is required to perform the enabling procedure.
Review the high-voltage safety information prior to performing the High-Voltage Enabling procedure. Refer to High Voltage Safety .
High-Voltage System Enabling Protocol
Name of certified person performing the high-voltage procedure:

VIN Licence Plate
Checklist Ampera/Volt Europe
Step
Procedure Description Completed
1 Replace the GREEN HIGH VOLTAGE ENABLED with the RED HIGH VOLTAGE DISABLED sign. O
Ensure the area around the vehicle is restricted and marked as such via warning cones, cordon tape or chain. Ensure all personnel not tasked with enabling
2 O
the High-Voltage System have cleared the area.
3 Ensure that the keys and the S15 Hybrid/EV Battery Pack High Voltage Manual Disconnect Lever are securely stored outside the vehicle. O
4 Disconnect and remove any 12 V battery chargers and cables, if connected. O
5 Ensure that the 12 V battery is disconnected and the pole is covered to prevent uncontrolled reconnection with the battery cable. O
6 Secure the vehicle from rolling, set transmission selector to park (P) position. O
Verify if, and which repairs, were performed on the vehicle related to the High-Voltage System and that they are properly documented in the relevant work
7 O
order file.
Note: Always tighten the high-voltage fasteners to the specified torque. Insufficient or excessive torque will cause malfunctions or damage.
After finishing work on the high-voltage systems and before reinstalling the high-voltage manual disconnect lever, inspect for the following:
8 Verify that all tools or loose components have been removed. O

Verify high-voltage system integrity and that all connectors are installed.
Verify that all high-voltage interlock circuit connectors and covers are installed.
Install any components or connectors that have been removed or replaced during diagnosis.
Test

Performed
Yes No
If any high-voltage components or wiring had been removed, an electrical test of the earth connections must be performed with the EL-50774 and the 4-wire
9
test leads. Refer to Earth Connection Resistance Test.
O O
10 Install the S15 hybrid/EV battery pack high-voltage manual disconnect lever (1). O
11 Connect the 12 V battery. Refer to Battery Negative Cable Disconnection and Connection . O
12 With the bonnet open, start the engine, then Vehicle OFF. O
Vehicle in Service Mode, perform the driver's window express learn and clear all DTC Information with a scan tool. Refer to Window Motor Programming -
13 O
Express Function .
14 Vehicle OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power down. O
Vehicle in Service Mode, verify with a scan tool no DTCs are set.
15 O
If DTCs are set, go to the appropriate DTC information. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
16 Start and idle the engine for 2 minutes. O
17 Vehicle OFF and wait 5 minutes. O
Vehicle in Service Mode, verify with the scan tool the T6 traction power inverter module and K114B hybrid/EV powertrain control module 2 DTC Information
that the following DTCs have Ran Since Code Clear and have not set:
1. Motor position sensor learn DTCs P0C17 and P0C18.

2. Contactor DTCs P0AD9, P0ADD, P0D0A, P0D11, P0AE4 and P1EBC.
3. Discharge and Pre-charge DTCs P0C76, P0C77, P0C78 and P0AFB.
18 4. High-voltage loss of isolation DTCs P0AA6, P1AE6 and P1F0E. O
If the DTCs have Run and Passed, test drive the vehicle and verify no DTCs are set.
If the DTCs are set, go to the appropriate DTC information. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
If the DTCs have Not Run Since Code Clear, review and operate the vehicle according to the applicable DTC Conditions for Running and ensure the DTCs
run and pass.
Note: Ensure this protocol is kept with the vehicle's records after all test steps and repairs have been completed.
19 O
Sign, date and time this protocol. Replace red HIGH VOLTAGE ENABLED with GREEN HIGH VOLTAGE DISABLED sign.
Date:
Time: Signature
LEAVE THE COMPLETELY FILLED OUT PROTOCOL CLEARLY VISIBLE INSIDE THE VEHICLE.


Volt

DTC P0601-P0604 or P0606 - Hybrid Powertrain Control Module 2

DTC Descriptors
DTC P0601 00: Control Module Read Only Memory Performance
DTC P0602 00: Control Module Not Programmed
DTC P0603 00: Control Module Long Term Memory Reset
DTC P0604 00: Control Module Random Access Memory Performance
DTC P0606 00: Control Module Processor Performance
This diagnostic applies to internal microprocessor integrity conditions within the control module. This diagnostic also addresses if the control module is not programmed. The
control module monitors its ability to read and write to the memory. It also monitors a timing function. No external circuits are involved.
• Vehicle ON.

The control module detects an internal malfunction or incomplete programming.

• DTCsP0601, P0602, P0603, P0604, and P0606 are Type A DTCs.
• The high-voltage contactor relays may open.
DTCsP0601, P0602, P0603, P0604, and P0606 are Type A DTCs.
Diagnostic Aids
DTC P0606 may set in Hybrid Powertrain Control Module 2 due to other faults. Do not replace the Hybrid Powertrain Control Module 2 until other DTCs are diagnosed first.
Verify that DTC P0601, P0602, P0603, P0604, or P0606 is not set.
If DTC P0601, P0602, P0603, P0604, or P0606 is set with other DTCs set, diagnose all other DTCs first. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
If the DTC P0601, P0602, P0603, P0604, or P0606 is set without other DTCs set, refer toDTC P0601-P0604, P0606, or P062F .
Repair Instructions


Volt

DTC P0641-P0643 or P0651-P0653

DTC Descriptors
DTC P0641: 5 V Reference 1 Circuit - Main
DTC P0642: 5 V Reference 1 Circuit Low Voltage
DTC P0643: 5 V Reference 1 Circuit High Voltage
DTC P0651: 5 V Reference 2 Circuit - Charger
DTC P0652: 5 V Reference 2 Circuit Low Voltage
DTC P0653: 5 V Reference 2 Circuit High Voltage
The high-voltage interlock circuit is utilised to verify high-voltage component integrity. High-voltage interlock circuit is a circuit loop that passes through certain high-voltage
components. High-voltage interlock circuit is used to determine if access to high-voltage components is being attempted. The opening of these high-voltage components
causes high- voltage interlock circuit to open. The hybrid powertrain control module 2 monitors both the high- voltage interlock 5 V reference circuit voltage and the high-
voltage interlock signal circuit voltage in order to detect circuit faults. When the hybrid powertrain control module 2 detects a loss of high-voltage interlock circuit voltage, the
high-voltage contactors are commanded open.

• The hybrid powertrain control module 2 is awake and communicating
DTC P0641 and P0643
The hybrid powertrain control module 2 detects the main loop 5 V reference voltage is greater than 4.90 V.
DTC P0642
The hybrid powertrain control module 2 detects the main loop 5 V reference voltage is less than 2.63 V and the main loop signal is less than 1.08 V.
DTC P0651 and P0653
The hybrid powertrain control module 2 detects the charger loop 5 V reference voltage is greater than 4.90 V.
DTC P0652
The hybrid powertrain control module 2 detects the charger loop 5 V reference voltage is less than 2.63 V and the charger loop signal is less than 1.08 V.
DTCs P0641-P0643 and P0651-P0653 are type A DTCs.
DTCs P0641-P0643 and P0651-P0653 are type A DTCs.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
1. Ignition ON, observe the scan tool High-Voltage System Interlock Circuit Status parameter. The reading should be PASS.
If the reading is UNKNOWN or FAIL, refer to P0641, P0642 and P0643.
2. Observe the scan tool Battery Charging System High-Voltage Interlock Circuit Status parameter. The reading should be PASS.
If the reading is UNKNOWN or FAIL, refer to P0651, P0652 and P0653.

battery pack.
P0641, P0642, and P0643
Note: The main high-voltage interlock circuit is routed through several in-line connectors and modules.
1. Ignition OFF, disable high voltage at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal A at the S15 hybrid battery pack high voltage manual disconnect housing and earth.
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 K114B hybrid
If greater than the specified range, test the 5 V reference circuit for a short to voltage. If the circuit tests normal, replace the K114B hybrid powertrain control module 2.
4. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for 8-10k Ω between the signal circuit terminal B and
earth.
If less than the specified range, test the signal circuit for a short to ground. If the circuit tests normal, replace the K114B hybrid powertrain control module 2.
If greater than the specified range, test the signal circuit for an open/high resistance. If the circuit tests normal, replace the K114B hybrid powertrain control module 2.
5. If all circuits test normal, test or replace the S15 hybrid battery pack high-voltage manual disconnect.
battery pack.
P0651, P0652, and P0653
Note: The charger high-voltage interlock circuit is routed through several in-line connectors.
1. Ignition OFF, disable high voltage at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling .
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal C of the S15 hybrid battery pack high- voltage manual disconnect housing and earth.
4. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for 8-10k Ω between the signal circuit terminal D and
earth.
Component Testing
Test for 35-45 Ω between the following terminals of the S15 hybrid battery pack high-voltage manual disconnect:
• Terminal A and terminal B

• Terminal C and terminal D
If not within the specified range, replace the S15 hybrid battery pack high-voltage manual disconnect.
Repair Instructions

• Control Module References for hybrid powertrain control module 2, 14 V power module, power inverter module, air conditioning compressor control module and coolant
heater control module replacement, programming and set-up


Volt

DTC P0A0C or P0A0D

DTC Descriptors
DTC P0A0C: High-Voltage System Interlock Circuit Low Voltage
DTC P0A0D: High-Voltage System Interlock Circuit High Voltage
The main high-voltage interlock circuit is utilised to verify high- voltage component integrity. The main high-voltage interlock circuit is used to determine if access to high-
voltage components is being attempted. The opening of these high-voltage components causes the main high-voltage interlock circuit to open. The hybrid powertrain control
module 2 sources about 12 mA of current on the 5 V main high-voltage interlock circuit loop. The hybrid powertrain control module 2 monitors both the main high-voltage
interlock 5 V reference circuit current and the main high-voltage interlock signal circuit current in order to detect circuit faults. When the hybrid powertrain control module 2
detects a loss of main high-voltage interlock circuit current, the high-voltage contactors are commanded open.
P0A0C

• The high-voltage contactors are closed.
P0A0D

• The hybrid powertrain control module 2 is awake and communicating.
P0A0C
• The hybrid powertrain control module 2 detects main high-voltage interlock circuit 5 V reference current is between 5-18 mA and high-voltage interlock circuit signal
current is less than 5 mA.
• DTC P0A0C sets within 1 second when the above condition is met.
P0A0D
• The hybrid powertrain control module 2 detects main high-voltage interlock circuit 5 V reference current is less than 5 mA and high-voltage interlock circuit signal current
is greater than 35 mA.
• DTC P0A0D sets within 1 second when the above condition is met.
• DTCs P0A0C and P0A0D are Type A DTCs.

• The hybrid powertrain control module 2 opens the main high- voltage contactors when vehicle speed is less than 5 km/h (3 mph).
DTCs P0A0C and P0A0D are Type A DTCs.
Diagnostic Aids
• Test for a fully engaged hybrid battery pack high voltage manual disconnect whenever an open high-voltage interlock circuit condition is observed. The hybrid battery
pack high-voltage manual disconnect must be pressed down fully in order to engage the high-voltage interlock circuit terminals.
• The main high-voltage interlock circuit is also routed through several in-line connectors.
• With the ignition in the OFF position, the hybrid powertrain control module 2 will source 12 mA on the main high-voltage interlock circuit for 5 minutes every time a vehicle
door is opened.
Note: The following diagnostic aid applies for both current and history DTCs.
• Tapping or wiggling the F115 Hybrid/EV Battery Pack Fuse Cover may duplicate the condition.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
Ignition ON, observe the hybrid powertrain control module 2 High Voltage Interlock Circuit Status parameter.
The parameter should indicate a PASS condition.

battery pack.
1. Vehicle OFF, disable high-voltage at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling .
3. Vehicle in Service Mode, test for 4.8-5.2 V between the 5 V reference circuit terminal A at S15 hybrid battery pack high-voltage manual disconnect housing and earth.
4. Vehicle OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for 8-10k Ω between the signal circuit terminal B and
earth.
Component Testing

Repair Instructions

• Control Module References for hybrid powertrain control module 2, 14 V power module, power inverter module, air conditioning compressor control module and coolant
heater control module replacement, programming and set-up


Volt

DTC P0A80
DTC Descriptor
DTC P0A80: Replace Hybrid/EV Battery Pack
The battery energy control module will determine when a fault condition is present. Diagnostics and system status are communicated from the battery energy control module
to hybrid powertrain control module 2 through serial data. The hybrid powertrain control module 2 is the host controller for diagnostic trouble code information.

• Hybrid battery temperature is greater than -7°C (19.4°F)
• Hybrid battery state of charge is between 20% and 90%
• Battery voltage and current is varying. Requires more than 10 minutes of city driving.
• None of the following DTCs are set: P0A9C, P0A9D, P0A9E, P0ABB, P0ABC, P0ABD, P0AC1, P0AC2, P0AC6, P0AC7, P0AC8, P0ACB, P0ACC, P0ACD, P0AE9,
P0AEA, P0AEB, P0AF8, P0B13, P0B10, P0B11, P0BC3, P0BC4, P0BC5, P0C34, P0C35, P0C36, P0C7D, P0C7E, P0C7F, P0C82, P0C83, P0C84, P0C89, P0C8A,
P0C8B, P0C8E, P0C8F, P0C90, P0C93, P0C94, P0C95, P0C98, P0C99, P0C9A, P0CA9, P0CAA, P0CAB, P0CAE, P0CAF, P0CB0, P0CB3, P0CB4, P0CB5, P0CB8,
P0CB9, P0CBA, P1A07, P1E8E, P1E8F, P1E90, P1E91, P1E93, P1E94, P1E95, P1E96, P1E97, P1E99, P1E9A, P1E9B, P1E9C, P1E9D, P1E9F, P1EA0, P1EA1,
P1EA2, P1EA3, P1EA5, P1EB1, P1EB2, P1EB3, P1EB4, P1EB5, P1EBA, P1EBB, U2401, U2603, U2604, U2605, U2606, U0111 and U185A
• Battery voltage and current is varying. Requires more than 10 minutes of city driving.
• Hybrid Battery Calculated Resistance is greater than 1 Ω.
DTC P0A80 is a type B DTC.
DTC P0A80 is a type B DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

Special Tools
battery pack.
1. Verify that no other DTCs are set.

2. If DTC P0A80 is set, replace the A4 hybrid/EV battery pack.
Repair Instructions



Volt

DTC P0AA1, P0AD9, P0ADD, P0AE2, P0AE4, P0D0A, P0D11, P1EBC-P1EBF, P1EC0 or P1EC3-P1EC5
DTC Descriptors
DTC P0AA1: Hybrid/EV Battery Positive Contactor Circuit Stuck Closed
DTC P0AD9: Hybrid/EV Battery Positive Contactor Control Circuit
DTC P0ADD: Hybrid/EV Battery Negative Contactor Control Circuit
DTC P0AE2: Hybrid/EV Battery Precharge Transistor Circuit Stuck On
DTC P0AE4: Hybrid/EV Battery Precharge Transistor Control Circuit
DTC P0D0A: Battery Charging System Positive Contactor Control Circuit
DTC P0D11: Battery Charging System Negative Contactor Control Circuit
DTC P1EBC: Hybrid/EV Battery Multifunction Contactor Control Circuit
DTC P1EBD: Battery Charging System Contactors Stuck Open
DTC P1EBE: Hybrid/EV Battery Multifunction Contactor Stuck Open
DTC P1EBF: Hybrid/EV Battery Multifunction Contactor Stuck Closed
DTC P1EC0: Hybrid/EV Battery System Contactors Stuck Open

DTC P1EC3: Hybrid/EV Battery Pack Heater Transistor Control Circuit
DTC P1EC4: Hybrid/EV Battery Pack Heater Transistor Stuck Off
DTC P1EC5: Hybrid/EV Battery Pack Heater Transistor Stuck On
P0AA1
• Is run once during a precharge event.

• The main negative contactor is closed.
• The bus voltage reading at the hybrid/EV powertrain control module 2 is less than 15% of battery voltage before the negative contactor closes.
• None of the following DTCs are set; P0ABC, P0ABD, P1A07, P0ABB, P0AF8, P1AE8, P1AE9 or P1AEC
P0AD9, P0ADD, P0AE4, P0D0A, P0D11 and P1EBC
The 12 V battery voltage is greater than 10 V.
P0AE2
• During precharge mode.

• The multi-function contactor and negative contactor are closed.
• None of the following DTCs are set; P0AA1, P0ABC, P0ABD, P1A07, P0ABB, P0AF8, P1AE8, P1AE9 or P1AEC
P1EBD or P1EBE
• Runs once at the beginning of each charge cycle.

• Charge mode is not in heat only mode.
• The heater transistor is commanded on for 2 seconds.
• None of the following DTCs are set; P0AC1, P0AC2, P0B10, P0B11, P0B13, P0D53, P0D54, P1EBA or P1EBB.
P1EBF
CHARGE MODE
• Runs once during charger precharge.

• The battery charger negative and positive contactors are closed.
OR
BATTERY HEATING ONLY MODE

• The battery charger is in heating only mode.
• Battery current is greater than 1 A.
P1EC0

• The main positive and negative contactors are closed for more than 1 second.
• None of the following DTCs are set; P1AE8, P1AE9 or P1AEC.
P1EC3
• The hybrid/EV powertrain control module is awake and communicating.

P1EC4
• Runs once at the beginning of each charge cycle.

• Charge mode is not in heat only mode.
P1EC5

• During battery charger precharge mode.
• The battery charger negative and positive contactors are closed.
• The multi-function contactor is open.
• The heater transistor duty cycle is less than 5 %.
• None of the following DTCs are set; P0D53 or P0D54.
P0AA1 and P0AE2
The bus voltage is measured to be greater than 80% of battery voltage.
P0AD9, P0ADD, P0AE4, P0D0A, P0D11 and P1EBC
The hybrid/EV powertrain control module 2 has detected an open or short-circuit to voltage in the control circuit for the corresponding contactor.
P1EBD
• The heater transistor is commanded on for 2 seconds.

• The charger commanded output current is greater than 1 A and the charger output current is less than 1 A.
P1EBE
The Accumulated Battery Current greater than 100 A has been detected for 4 seconds.
P1EBF
CHARGE MODE
The charger high-voltage output is greater than 130 V for the first 300 ms of the charger precharge mode.
OR
BATTERY HEATING ONLY MODE

Battery current of more than 1 A is detected at the charger during battery heater only mode.
P1EC0
The main bus voltage is less than 80% of battery voltage.
P1EC3
The hybrid/EV powertrain control module 2 has detected a fault in the heater transistor control circuit.
P1EC4
The total Accumulated Battery Current difference between the battery charger output current and the battery charging current after 4 seconds is less than 200 A.
P1EC5
The battery charger sensed current is greater than 0.4 A during the battery charger precharge mode with the multi-function and heater transistor commanded OFF.
• DTCs P0AA1, P0AD9, P0AE2, P0AE4, P0D0A, P0D11, P1EBD, P1EBE, P1EC0 or P1EC5 are type A DTCs.
• The contactors will be opened.
• Battery charging mode will not be available.
OR
• DTCs P0ADD, P1EBC or P1EBF, P1EC3, or P1EC4 are type B DTCs.
OR
• DTC P1EC3 is a type B DTC.
• The hybrid/EV battery heater will be disabled.
• DTCs P0AA1, P0AD9, P0AE2, P0AE4, P0D0A, P0D11, P1EBD, P1EBE, P1EC0 or P1EC5 are type A DTCs.
OR
• DTCs P0ADD, P1EBC or P1EBF, P1EC3, or P1EC4 are type B DTCs.
Diagnostic Aids
• P1EC5 may cause a overheat condition and set a P0C4A.

• P0ADD will result in precharge too long and set a P0C78.
• P1EC3 or P1EC4 will prevent battery heating and the vehicle will be unable to start in cold weather with battery temperatures below -25°C (-13°F).
Note: If the high-voltage contactors opened while under high-current load, replace the drive motor battery wire junction block relay. The following conditions could cause the
high-voltage contactors to open while under high-current load:
• A collision resulting in supplemental inflatable restraint deployment.

• A loss of power or earth to the hybrid/EV powertrain control module 2 while the vehicle is moving.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
1. Vehicle OFF, disable the high voltage at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling .
3. Vehicle in Service Mode, verify that DTC P0AE2, P0AE4, P1EC3, P1EC4 or P1EC5 is not set.
If DTC P0AE2 or P0AE4 is set, refer to Hybrid/EV Battery Precharge Transistor Diagnosis.
If DTC P1EC3, P1EC4 or P1EC5 is set, refer to Hybrid/EV Battery Pack Heater Transistor Diagnosis.
4. Command the Hybrid/EV Battery Negative Contactor OPEN and CLOSED with a scan tool while listening for the contactor to open and close. The Hybrid/EV Battery
Negative Contactor should be heard opening and closing.
If the Hybrid/EV Battery Negative Contactor does not open and close, refer to Hybrid/EV Battery Negative Contactor Diagnosis.
5. Command the Hybrid/EV Battery Positive Contactor OPEN and CLOSED with a scan tool while listening for the contactor to open and close. The Hybrid/EV Battery
Positive Contactor should be heard opening and closing.
If the Hybrid/EV Battery Positive Contactor does not open and close, refer to Hybrid/EV Battery Positive Contactor Diagnosis.
6. Command the Battery Charging System Negative Contactor OPEN and CLOSED with a scan tool while listening for the contactor to open and close. The Battery
Charging System Negative Contactor should be heard opening and closing.
If the Hybrid/EV Battery Negative Contactor does not open and close, refer to Battery Charging System Negative Contactor Diagnosis.
7. Command the Battery Charging System Positive Contactor OPEN and CLOSED with a scan tool while listening for the contactor to open and close. The Battery
Charging System Positive Contactor should be heard opening and closing.
If the Battery Charging System Positive Contactor does not open and close, refer to Battery Charging System Positive Contactor Diagnosis.
8. Command the Hybrid/EV Battery Multifunction Contactor OPEN and CLOSED with a scan tool while listening for the contactor to open and close. The Hybrid/EV Battery
Multifunction Contactor should be heard opening and closing.
If the Hybrid/EV Battery Multi-function Contactor does not open and close, refer to Hybrid/EV Battery Multifunction Contactor Diagnosis.
P0AE2 or P0AE4 - Hybrid/EV Battery Precharge Transistor Diagnosis
Danger: High voltage enabling and disabling shall be only performed by High Voltage Qualified Technicians. The procedures for high-voltage enabling/disabling can be
found in the service instructions and must be strictly followed at all times. The usage of the Protocol High Voltage Disabling/Enabling is mandatory. The High-Voltage
Qualified Technician is responsible for the adherence to the manufacturer's service instructions as well as current national legal regulations.

Danger: Any hybrid/EV battery pack replacement shall be performed by High-Voltage Qualified Technicians only. The replacement procedure can be found in the
service instruction and must be strictly followed at all times. The High-Voltage Qualified Technician is responsible for adherence to the manufacturer's service
instructions as well as current national legal regulations. If the hybrid/EV battery pack needs to be replaced contact the Technical Assistance Centre for further
instructions prior to removal of the battery pack.
3. Disconnect the X2 harness connector at the A28 hybrid/EV battery contactor assembly.
4. Vehicle OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for less than 10 Ω between the ground circuit
replace the A4 hybrid/EV battery pack.
6. Reconnect the X2 harness connector at the A28 hybrid/EV battery contactor assembly.
Note: If connectors X1 and X2 were disconnected during the disabling procedure, reconnect X1 before commanding the contactor closed.
7. Vehicle in Service Mode, command the Hybrid/EV Battery Pack Precharge Transistor CLOSED.
Note: Ignore DTC P0AD9, P0ADD, P0AE4, P0D0A, P0D11, P1EBC or P1EC3 when disconnecting the X1 connector with the Vehicle in Service Mode.
9. Connect a test lamp between control circuit terminal 11 and earth.
10. Vehicle in Service Mode, command the Hybrid/EV Battery Pack Precharge Transistor OPEN and CLOSED 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 hybrid powertrain control module 2.
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 hybrid powertrain control
module 2.
11. If all circuits test normal, replace the A4 hybrid/EV battery pack.
P1EC3, P1EC4, or P1EC5 - Hybrid/EV Battery Pack Heater Transistor Diagnosis
6. Vehicle in Service Mode, test for less than 1 V between the control circuit terminal 2 harness connector at the A28 hybrid battery contactor assembly and earth.
If greater than the specified range, test the control circuit for a short to voltage. If the circuit tests normal, replace the K114B hybrid powertrain control module 2.
7. Vehicle OFF, test for infinite resistance between control circuit terminal 2 harness connector at the A28 hybrid battery contactor assembly and earth.
If less than the specified value, test the control circuit for a short to ground. If the circuit tests normal, replace the K114B hybrid powertrain control module 2.
9. Test for less than 2 Ω in the control circuit end to end between terminal 2 X2 harness connector at the A28 hybrid battery contactor assembly and terminal 54 X2
harness connector at the K114B hybrid powertrain control module 2.
If greater than the specified range, test the control circuit for an open/high resistance.
10. If all circuits test normal, replace the K114B hybrid/EV powertrain control module 2. If the DTC resets, replace the A4 hybrid/EV battery pack.
P1EC0 - Hybrid/EV Battery System Contactors Stuck Open Diagnosis
7. Vehicle in Service Mode, command the Hybrid/EV Battery Negative Contactor CLOSED.
10. Vehicle in Service Mode, command the Hybrid/EV Battery Negative Contactor OPEN and CLOSED with a scan tool. The test lamp should turn ON and OFF when
module 2.
12. Command the Hybrid/EV Battery Positive Contactor OPEN and CLOSED with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
module 2.
P0ADD - Hybrid/EV Battery Negative Contactor Diagnosis
7. Vehicle in Service Mode, command the Hybrid/EV Battery Negative Contactor CLOSED.
10. Vehicle in Service Mode, command the Hybrid/EV Battery Negative Contactor OPEN and CLOSED with a scan tool. The test lamp should turn ON and OFF when
module 2.
P0AA1 or P0AD9 - Hybrid/EV Battery Positive Contactor Diagnosis
7. Vehicle in Service Mode, command the Hybrid/EV Battery Positive Contactor CLOSED.
10. Command the Hybrid/EV Battery Positive Contactor OPEN and CLOSED with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
module 2.
P1EBD - Battery Charging System Contactors Stuck Open Diagnosis
7. Vehicle in Service Mode, command the Battery Charging System Negative Contactor CLOSED.
10. Command the Battery Charging System Negative Contactor OPEN and CLOSED with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
module 2.
12. Command the Battery Charging System Positive Contactor OPEN and CLOSED with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
module 2.
P0D11 - Battery Charging System Negative Contactor Diagnosis
10. Command the Battery Charging System Negative Contactor OPEN and CLOSED with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
module 2.
P0D0A - Battery Charging System Positive Contactor Diagnosis

10. Command the Battery Charging System Positive Contactor OPEN and CLOSED with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
module 2.
P1EBC, P1EBE or P1EBF - Hybrid/EV Battery Multifunction Contactor Diagnosis

7. Vehicle in Service Mode, command the Hybrid/EV Battery Multi-function Contactor CLOSED.
10. Command the Hybrid/EV Battery Multifunction Contactor OPEN and CLOSED with a scan tool. The test lamp should turn ON and OFF when changing between the
commanded states.
module 2.
Repair Instructions

• Control Module References for hybrid/EV powertrain control module 2, battery energy control module replacement and hybrid battery interface control modules 1-4,
programming and set-up for the hybrid/EV battery pack replacement.

Volt

DTC P0AA6, P1AE6 or P1F0E

DTC Descriptors
DTC P0AA6: Hybrid/EV Battery Voltage System Isolation Lost
DTC P1AE6: Battery Energy Control Module Hybrid/EV Battery Voltage Isolation Sensor Circuit
DTC P1F0E: Battery Charging Voltage System Isolation Lost
The vehicle is equipped with a high-voltage isolation monitor feature. The purpose of the battery energy control module high-voltage isolation monitor circuit is to test the
resistance between the high- voltage positive and negative direct current (DC) bus and chassis earth. The battery energy control module isolation monitoring system
measures the resistance between the high-voltage system and chassis earth in the following way. The battery energy control module places an AC signal on the high-voltage
system and monitors its amplitude. A reduced amplitude return signal indicates a loss of resistance to chassis earth. This isolation monitor method is sometimes referred to as
the active isolation monitor. The hpcm2 requests the BECM to perform this test. Measurement values are reported to the hpcm2 , which makes the determination of an
isolation fault.
The isolation check for P0AA6 Hybrid Battery Voltage System Isolation Lost runs when all the contactors (main positive, main negative contactor, multi-purpose contactor,
charger positive contactor and charger negative contactor) are open. This check monitors isolation in the drive motor battery system. This check runs only once during the
time that the hpcm2 is awake and runs after the contactors have been open for 10 seconds. This monitor typically runs when the vehicle is turned off after a drive. It could
also run when the vehicle is first started, if there is a long enough period between the hpcm2 waking up and the main contactors closing.
The isolation check for P1F0E Battery Charging Voltage System Isolation Lost runs when the main contactors and the multi-purpose contactor are open and the charger
contactors are closed. This check monitors for isolation in the charger system along with the drive motor battery system. This check runs once during the time that the hpcm2
is awake and requires that the contactors main and multi-purpose contactors be open and the charger contactors be closed for 10 seconds.
The battery energy control module runs an internal self check of this sensor circuit. When this test fails, DTC P1AE6 will be set.
P0AA6
• The hybrid powertrain control module 2 and battery energy control module are awake and communicating
• All the contactors (main positive, main negative contactor, multi-purpose contactor, charger positive contactor and charger negative contactor) transition to open for 10
seconds.
P1AE6

• The hybrid powertrain control module 2 and battery energy control module are awake and communicating.
• The hybrid powertrain control module 2 has requested the battery energy control module to run the isolation test.
• The main contactors are open.
• DTC U185B is not set.
P1F0E
• The hybrid powertrain control module 2 and battery energy control module are awake and communicating
• The vehicle is in Charge Mode Only for 10 seconds. Heating or cooling modes are not active.
P0AA6
• The battery energy control module has detected active isolation resistance is less than 325k Ω.
• 5 Vehicle ON and Vehicle OFF cycles have occurred.
P1AE6
The battery energy control module has detected no return AC signal, thus indicating a fault with the active isolation sensing circuits.
P1F0E
• During charge mode the battery energy control module has detected active isolation resistance of less than 325k Ω after 10 seconds.
• 5 Vehicle ON and Vehicle OFF cycles have occurred.
DTCs P0AA6, P1AE6 and P1F0E are Type A DTCs.
• DTCs P0AA6, P1AE6 and P1F0E are Type A DTCs.

• P0AA6 and P1F0E require one Vehicle ON and Vehicle OFF cycle
• P0AA6 and P1F0E require a minimum resistance of 400K Ω.
Diagnostic Aids
• A single high-voltage contactor stuck closed can set this DTC.
• An open charger fuse may cause a P1AE6 or P1F0E.
• Condensation or water intrusion into the hybrid/EV battery pack may cause P0AA6, P1AE6 or P1F0E to set.
• Low or no coolant in the hybrid/EV battery cooling system may cause P0AA6, P1AE6 or P1F0E to set.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
1. Verify that the vehicle hybrid/EV battery cooling system is full.

If the hybrid/EV battery cooling system is low, refer to Hybrid/EV Battery Cooling Diagnostic .
2. Observe the scan tool hybrid powertrain control module 2, Isolation Test Resistance parameter. The reading should display greater than 500k Ω.
battery pack.
3. Vehicle in Service Mode, verify that DTC P0A7E, P0AA1, P0AD9, P0ADD, P0AE2, P0AE4, P0C32, P0D0A, P0D11, P1EBC-P1EBF, P1EC0 or P1EC3-P1EC5 is not
set.
4. Vehicle OFF, disconnect the 12 V battery.
Note: The following continuity tests must be performed using an Insulation Multimeter. Select the Isolation test setting, then select the 500 V range.
5. With the Insulation Multimeter, set on the Isolation test setting, test for greater than 400k Ω between the A28 hybrid battery contactor assembly harness connector
terminals listed below and chassis earth:
• Battery charger negative harness side terminal B X5
• Battery charger positive harness side terminal A X5
If less than the specified range, disconnect the X4 connector at the T18 battery charger. Test for greater than 400k Ω between the circuit terminals and chassis earth.
If the test result is greater than the specified value, replace the T18 battery charger. If the test result is less than the specified range, replace the 300 V DC cables and
test or replace the charger fuse.
6. Remove the fuse cover and battery protector (Insulator). Refer to Battery Charger and 14 V Power Module Maxi 20 A Fuse Replacement .
7. With the Insulation Multimeter, set on Ohm setting, test for less than 1 Ω across the battery charger fuse.
If greater than the specified range, replace the battery charger fuse.
8. If all the circuit tests normal, replace the A4 hybrid/EV battery pack.
Repair Instructions
• Battery Charger and 14 V Power Module Maxi 20 A Fuse Replacement

• 300 Volt Battery Positive and Negative Cable Replacement : Drive Motor Battery-to-APM Module → Drive Motor Battery-to-Charger → Inverter-to-Compressor/Heater
Module → Drive Motor Battery-to-Inverter
• Control Module References for battery energy control module replacement, programming and set-up for the hybrid/EV battery pack replacement.


Volt

DTC P0ABB, P0ABC or P0ABD

DTC Descriptors
DTC P0ABB: Hybrid/EV Battery Voltage Sensor Circuit Performance
DTC P0ABC: Hybrid/EV Battery Voltage Sensor Circuit Low Voltage
DTC P0ABD: Hybrid/EV Battery Voltage Sensor Circuit High Voltage
The hybrid powertrain control module 2 monitors individual cell voltage readings from the battery energy control module. The battery energy control module monitors the
voltage of the 96 battery cell groups. Voltage sense lines are attached to each individual cell group, and these sense lines terminate at a connector located on the top surface
of the battery section. A serviceable voltage sense harness joins this connector to a drive motor battery high-voltage interface control module, also located on the top surface
of the battery section. The drive motor battery high-voltage interface control module encodes the voltage reading and transmits it to the battery energy control module through
the battery control harness. There is one drive motor battery high-voltage interface control module located on battery sections one and two, and two drive motor battery high-
voltage interface control modules associated with battery section three. The drive motor battery high-voltage interface control module, voltage sense harnesses, battery
control harness and battery energy control module are all considered serviceable components.
P0ABB
• The hybrid powertrain control module 2 and battery energy control module is awake and communicating.
• DTC U0111 or U185A is not set.
P0ABC and P0ABD
• The hybrid powertrain control module 2 and battery energy control module is awake and communicating.
P0ABB
The hybrid powertrain control module 2 detects difference of 10 V between the average cell group voltage multiplied by 96 and the voltage measured at battery side of the
main contactors.
P0ABC
The battery energy control module detects the terminal voltage is less than 24 V on the battery side of the main contactors.
P0ABD
The battery energy control module detects the terminal voltage is greater than 456 V on the battery side of the main contactors.
DTCs P0ABB, P0ABC and P0ABD are type B DTCs.
DTCs P0ABB, P0ABC and P0ABD are type B DTCs.
Diagnostic Aids
The hybrid/EV battery pack high-voltage manual service disconnect is out, not installed correctly, or a blown manual service disconnect fuse will cause P0ABB and/or P0ABC
to set.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
Ignition ON, engine OFF, observe the battery energy control module scan tool Hybrid Battery Pack Terminal 1 Voltage, Hybrid Battery Pack Terminal 2 Voltage parameters,
and the hybrid powertrain control module 2 Hybrid Battery Pack Voltage parameter. The readings should be between 288-393.6 V, and should be within 10 V of each other.
battery pack.

If any other DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle
2. If DTC P0ABB, P0ABC or P0ABD is set, replace the A4 hybrid/EV battery pack. If DTC P0ABB resets, replace the K114B hybrid powertrain control module 2.
Repair Instructions

• Control Module References for battery energy control module and hybrid powertrain control module 2 replacement , programming and set-up for the hybrid/EV battery
pack replacement.


Volt

DTC P0AC1, P0AC2, P0B10, P0B11, P0B13, P1EBA or P1EBB

DTC Descriptors
DTC P0AC1: Hybrid/EV Battery Low Resolution Current Sensor Circuit Low Voltage
DTC P0AC2: Hybrid/EV Battery Low Resolution Current Sensor Circuit High Voltage
DTC P0B10: Hybrid/EV Battery High Resolution Current Sensor Circuit Low Voltage
DTC P0B11: Hybrid/EV Battery High Resolution Current Sensor Circuit High Voltage
DTC P0B13: Hybrid/EV Battery Low Resolution Current Sensor High Resolution Current Sensor Not Plausible
DTC P1EBA: Hybrid/EV Battery Low Resolution Current Sensor Exceeded Learning Limit
DTC P1EBB: Hybrid/EV Battery High Resolution Current Sensor Exceeded Learning Limit
The hybrid/EV battery current sensor is mounted inside the hybrid/EV battery pack. The positive high-voltage cable that goes to the positive contactor relay passes through
the hybrid/EV battery pack current sensor. The hybrid/EV battery pack current sensor detects the amperage that flows in and out of the hybrid/EV batteries. The battery
energy control module supplies and monitors a 5 V reference signal to the hybrid/EV battery pack current sensor. The hybrid/EV battery pack current sensor returns a signal
between 0 and 5 V to the battery energy control module. The hybrid/EV battery pack current sensor signal is in proportion to the amperage going in and out of the hybrid/EV
battery pack. A signal voltage of the hybrid/EV battery pack current sensor greater than 2.5 V indicates that the hybrid/EV battery is being charged and a signal voltage less
than 2.5 V indicates discharging. The hybrid/EV battery pack current sensor has 2 measurement ranges in order to maintain accuracy. The ranges are low resolution and high
resolution. The measurement ranges of the hybrid/EV battery pack current sensor have some overlap with each other. The high resolution measures from -23 to +23 A. The
low resolution measures from -470 to +280 A.
P0AC1, P0AC2, P0B10 and P0B11

P0B13
• The hybrid/EV battery low-resolution current sensor or the hybrid/EV battery high-resolution current sensor value is between -20 and +20 A.
• None of the following DTCs are set: P0AC1, P0AC2, P1EBA and P1A07, P0B10, P0B11, P1EBB.
P1EBA and P1EBB
• Runs during battery energy control module initialisation.

• The high-voltage main and charger contactors are open (during wake-up).
P0AC1
The battery energy control module detects that the hybrid/EV battery pack current sensor low resolution is less than -470 A.
P0AC2
The battery energy control module detects that the hybrid/EV battery pack current sensor low resolution is greater than +280 A.
P0B10
The battery energy control module detects that the hybrid/EV battery pack current sensor high resolution is less than -23 A.
P0B11
The battery energy control module detects that the hybrid/EV battery pack current sensor high resolution is greater than +23 A.
P0B13
The difference between the Hybrid/EV Battery's low-resolution current sensor value and its high-resolution current sensor value is greater than 10 A.
P1EBA
The battery energy control module detects that the Pack Current Low-Resolution Offset is greater than the calibration Low- Resolution Offset of 8 A.
P1EBB
The battery energy control module detects that the Pack Current High-Resolution Offset is greater than the calibration High- Resolution Offset of 2.5 A.
• DTC P0AC1, P0AC2, P0B10, P0B11, P0B13, P1EBA and P1EBB are type A DTCs.
• The driver information centre (DIC) displays the SERVICE HYBRID SYSTEM message.
• If any of these DTCs are set, the vehicle will operate in a reduced power mode and electric only engine ON.
• The contactors may open at any time.
DTC P0AC1, P0AC2, P0B10, P0B11, P0B13, P1EBA and P1EBB are type A DTCs.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

• EL-50211 Low-Voltage Jumper Harness Extension
Ignition ON, observe the scan tool Hybrid/EV Battery Pack Low Resolution Current Sensor parameter. The reading should be between -470 and +280 A, and change with the
amount of current draw on the hybrid/EV battery pack. Observe the scan tool Hybrid/EV Battery Pack High-Resolution Current Sensor parameter. The reading should be
between -23 and +23 A, and change with the amount of current draw on the hybrid/EV battery pack. Typical current sensor reading in a parked vehicle with the ignition ON
and all accessories OFF, is between 1 and 10 A.
battery pack.

2. If DTC P0AC1, P0AC2, P0B10, P0B11, P0B13, P1EBA or P1EBB is set, replace the A4 hybrid/EV battery pack.
Repair Instructions



Volt

DTC P0AF8
DTC Descriptor
DTC P0AF8: Hybrid System Voltage
The drive motor battery contains 288 cells. Groups of three cells are welded together in parallel. There are a total of 96 cell groups in the drive motor battery assembly. These
cell groups are electrically connected in-series. Each individual cell group is rated at 3.7 V, for a nominal system voltage of 355 V direct current. The battery cells are also
grouped together into three sections. The first 90 cells/30 cell groups make up battery section one. This section is adjacent to the cowl and contains batteries 67 through to
96. Battery section two is located behind section one. It is made up of 72 cells/24 cell groups and contains batteries 43 through to 66. The transverse battery section is section
number three, it is made up of the remaining 126 cells/42 cell groups and contains batteries 1 through to 42. The three battery sections are individually serviceable
components.
The battery energy control module monitors the voltage of the 96 battery cell groups through the four drive motor battery high- voltage interface controllers. Voltage sense
lines are attached to each individual cell group, and these sense lines terminate at a connector located on the top surface of the battery section. A serviceable voltage sense
harness joins this connector to a drive motor battery high-voltage interface control module, also located on the top surface of the battery section. The drive motor battery high-
voltage interface control module encodes the voltage reading and transmits it to the battery energy control module through the battery control harness. There is one drive
motor battery high-voltage interface control module located on battery sections one and two, and two drive motor battery high-voltage interface control modules associated
with battery section three. The drive motor battery high-voltage interface control module, voltage sense harnesses, battery control harness and battery energy control module
are all considered serviceable components.
to hybrid powertrain control module 2 through serial data. The hybrid powertrain control module 2 is the host controller for diagnostic trouble code information.

• The hybrid/EV battery main contactors are closed.
• None of the following DTCs are set; P0ABB, P0ABC, P0ABD, P1A07, P1AE8, P1AE9, P1AEA, P1AEB, P1AEC, P1AED, P1AE20 P1AE27 or P1E28.
OR
• The hybrid/EV battery main contactors are open.

• The charger contactors are closed.
• The multi-function contactor is closed.
• None of the following DTCs are set; P0ABB, P0ABC, P0ABD, P0D4E, P0D4F, P0D5C, P16C5, P1A07, P1EEB, P1EEC or P1ECE.
• The difference between the Hybrid/EV Battery pack voltage and the hybrid powertrain control module bus voltage is greater than 12 V.
OR
• The difference between the Hybrid/EV Battery pack voltage and the charger module's bus voltage is greater than 12 V.
DTC P0AF8 is a type A DTC.
• DTC P0AF8 is a type A DTC.

• The Clear Secured High-Voltage DTCs reset function must be performed to prevent resetting the DTC.
Diagnostic Aids
An open charger fuse may cause P0AF8 to set.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

2. Clear the P0AF8 and perform the Clear Secured High Voltage DTCs reset function. Refer to Clear Secured High-Voltage DTCs .
3. Put the vehicle into Charge Mode by plugging in the wall charger.
4. Observe the hybrid powertrain control module 2 Battery Charger High-Output parameter and the hybrid/EV battery energy control module Hybrid Battery Pack Terminal
1 Voltage parameter. Each reading should be within 12 V of each other and DTC P0AF8 did not reset.
If readings are not within 12 V of each other or the DTC is set, refer to Battery Charger Bus Diagnostics.
If readings are within 12 V of each other and the DTC is not set, refer to Battery Main Bus Diagnostics.
battery pack.
Battery Charger Bus Diagnostics
1. Ignition OFF, disable the high voltage at the T18 Battery Charger. Refer to High Voltage Disabling .
• High-voltage DC (-360 V) negative terminal B X5 harness connector at the A28 hybrid/EV battery contactor assembly to vehicle chassis earth.
• High-voltage DC (+360 V) positive terminal A X5 harness connector at the A28 hybrid/EV battery contactor assembly to vehicle chassis earth.
• High-voltage DC (+360 V) positive terminal A X5 harness connector at the A28 hybrid/EV battery contactor assembly and the high-voltage DC (-360 V) negative
terminal B X5 harness connector at the A28 hybrid/EV battery contactor assembly.
If less than the specified value, replace the high-voltage DC cables. After the repair is complete with a scan tool, the Clear Secured High-Voltage DTCs reset function
must be performed.
• High-voltage DC (-360 V) negative terminal B X4 harness connector at the T18 Battery Charger and the high voltage DC (-360 V) negative terminal B X5 harness
connector at the A28 hybrid/EV battery contactor assembly.
• High-voltage DC (+360 V) positive terminal A X4 harness connector at the T18 Battery Charger and the high- voltage DC (+360 V) negative terminal A X5 harness
connector at the A28 hybrid/EV battery contactor assembly.
If greater than the specified value, replace the high-voltage DC cables. After the repair is complete with a scan tool, the Clear Secured High-Voltage DTCs reset
function must be performed.
6. If all circuits test normal, replace the T18 Battery Charger. If the DTC resets, replace the A4 hybrid/EV battery pack assembly.
Battery Main Bus Diagnostics
1. Ignition OFF, disable the high voltage at the T6 Power Inverter Module Assembly. Refer to High Voltage Disabling .
2. Disconnect the F118 hybrid battery pack connector jumper connector at the A28 hybrid/EV battery contactor assembly.
• High-voltage DC (-360 V) negative terminal B X3 harness connector at the A28 hybrid/EV battery contactor assembly to vehicle chassis earth.
• High-voltage DC (+360 V) positive terminal A X3 harness connector at the A28 hybrid/EV battery contactor assembly to vehicle chassis earth.
• High-voltage DC (+360 V) positive terminal A X3 harness connector at the A28 hybrid/EV battery contactor assembly and the high-voltage DC (-360 V) negative
terminal B X3 harness connector at the A28 hybrid/EV battery contactor assembly.
If less than the specified value, replace the high-voltage DC cables. After the repair is complete with a scan tool, the Clear Secured High-Voltage DTCs reset function
must be performed.
• High-voltage DC (-360 V) negative terminal B X3 harness connector at the A28 hybrid/EV battery contactor assembly and the high-voltage DC (-360 V) negative
terminal B X3 harness connector at the T6 Power Inverter Module Assembly.
• High-voltage DC (+360 V) positive terminal A X3 harness connector at the A28 hybrid/EV battery contactor assembly and the high-voltage DC (+360 V) negative
terminal A X3 harness connector at the T6 Power Inverter Module Assembly.
If greater than the specified value, replace the high-voltage DC cables. After the repair is complete with a scan tool, the Clear Secured High-Voltage DTCs reset
function must be performed.
6. If all circuits test normal, replace the T6 Power Inverter Module Assembly. If the DTC resets, replace the A4 hybrid/EV battery pack assembly.
Repair Instructions



Volt

DTC P0AFA or P0AFB

DTC Descriptors
DTC P0AFA: Hybrid/EV Battery System Voltage Low
DTC P0AFB: Hybrid/EV Battery System Voltage High
The battery energy control module will diagnose its own systems and determine when a fault condition is present. Diagnostics and system status is communicated from the
battery energy control module to the hybrid powertrain control module 2 through serial data. The hybrid powertrain control module 2 is the host controller for diagnostic trouble
code (DTC) information. The battery energy control module monitors the hybrid/EV battery voltage at the battery side of the high-voltage main contactors.

• The system voltage is 9 V.
• None of the following DTCs are set; P0ABC, P0ABD, P1A07, P0AF8, P0ABB, P0B3D, P0B42, P0B47, P0B4C, P0B51, P0B56, P0B5B, P0B60, P0B65, P0B6A, P0B6F,
P0B74, P0B79, P0B7E, P0B83, P0B88, P0B8D, P0B92, P0B97, P0B9C, P0BA1, P0BA6, P0BAB, P0BB0, P0BB5, P0BBA, P1B17, P1B1A, P1B1D, P1B20, P1B23,
P1B26, P1B46, P1B49, P1B4C, P1B4F, P1B52, P1B55, P1B58, P1B5B, P1B5E, P1B61, P1B64, P1B67, P1B6A, P1B6D, P1B70, P1B73, P1B76, P1B79, P1B7C,
P1B7F, P1B82, P1B85, P1B88, P1B8B, P1B8E, P1B91, P1B94, P1B97, P1B9A, P1B9D, P1BA0, P1BA3, P1BA6, P1BA9, P1BAC, P1BAF, P1BB2, P1BB5, P1BB8,
P1BBB, P1BBE, P1BC1, P1BC4, P1BC7, P1BCA, P1BCD, P1BD0, P1BD3, P1BD6, P1BD9, P1BDC, P1BDF, P1BE2, P1BE5, P1BE8, P1BEB, P1BEE, P1BF1, P1BF4,
P1BF7, P1BFA, P1BFD, P1E02, P1E05, P0B3E, P0B43, P0B48, P0B4D, P0B52, P0B57, P0B5C, P0B61, P0B66, P0B6B, P0B70, P0B75, P0B7A, P0B7F, P0B84,
P0B89, P0B8E, P0B93, P0B98, P0B9D, P0BA2, P0BA7, P0BAC, P0BB1, P0BB6, P0BBB, P1B18, P1B1B, P1B1E, P1B21, P1B24, P1B27, P1B47, P1B4A, P1B4D,
P1B50, P1B53, P1B56, P1B59, P1B5C, P1B5F, P1B62, P1B65, P1B68, P1B6B, P1B6E, P1B71, P1B74, P1B77, P1B7A, P1B7D, P1B80, P1B83, P1B86, P1B89,
P1B8C, P1B8F, P1B92, P1B95, P1B98, P1B9B, P1B9E, P1BA1, P1BA4, P1BA7, P1BAA, P1BAD, P1BB0, P1BB3, P1BB6, P1BB9, P1BBC, P1BBF, P1BC2, P1BC5,
P1BC8, P1BCB, P1BCE, P1BD1, P1BD4, P1BD7, P1BDA, P1BDD, P1BE0, P1BE3, P1BE6, P1BE9, P1BEC, P1BEF, P1BF2, P1BF5, P1BF8, P1BFB, P1BFE, P1E03,
P1E06, P1E90, P1E8F, P1E91, P1E8E, P1E93, P1E96, P1E95, P1E97, P1E94, P1E99, P1E9C, P1E9B, P1E9D, P1E9A, P1E9F, P1EA2, P1EA1, P1EA3, P1EA0,
P1EA5, P1EB1, P1EB5, P0B3B, P0B40, P0B45, P0B4A, P0B4F, P0B54, P0B59, P0B5E, P0B63, P0B68, P0B6D, P0B77, P0B7C, P0B81, P0B86, P0B8B, P0B95,
P0B9A, P0B9F, P0BA4, P0BA9, P0BAE, P0BB3, P0BB8, P1B28, P1B29, P1B2A, P1B2B, P1B2C, P1B2D, P1E4C, P1E4D, P1E4E, P1E4F, P1E50, P1E51, P1E52,
P1E53, P1E54, P1E56, P1E57, P1E58, P1E59, P1E5A, P1E5B, P1E5C, P1E5D, P1E5E, P1E5F, P1E60, P1E61, P1E62, P1E63, P1E64, P1E65, P1E66, P1E67,
P1E68, P1E69, P1E6A, P1E6B, P1E6C, P1E6E, P1E6F, P1E70, P1E71, P1E72, P1E73, P1E74, P1E75, P1E76, P1E77, P1E78, P1E79, P1E7A, P1E7B, P1E7C,
P1E7D, P1E7E, P1E7F, P1E80, P1E81, P1E82, P1E83, P1E84, P1E86, P1E87, P1E88, P1E89, P1E8A, P0B3C, P0B41, P0B46, P0B4B, P0B50, P0B55, P0B5A,
P0B5F, P0B64, P0B69, P0B6E, P0B73, P0B78, P0B7D, P0B82, P0B87, P0B8C, P0B91, P0B96, P0B9B, P0BA0, P0BA5, P0BAA, P0BAF, P0BB4, P0BB9, P1B16,
P1B19, P1B1C, P1B1F, P1B22, P1B25, P1B45, P1B48, P1B4B, P1B4E, P1B51, P1B54, P1B57, P1B5A, P1B5D, P1B60, P1B63, P1B66, P1B69, P1B6C, P1B6F,
P1B72, P1B75, P1B78, P1B7B, P1B7E, P1B81, P1B84, P1B87, P1B8A, P1B8D, P1B90, P1B93, P1B96, P1B99, P1B9C, P1B9F, P1BA2, P1BA5, P1BA8, P1BAB,
P1BAE, P1BB1, P1BB4, P1BB7, P1BBA, P1BBD, P1BC0, P1BC3, P1BC6, P1BC9, P1BCC, P1BCF, P1BD2, P1BD5, P1BD8, P1BDB, P1BDE, P1BE1, P1BE4, P1BE7,
P1BEA, P1BED, P1BF0, P1BF3, P1BF6, P1BF9, P1BFC, P1E01 and P1E04
P0AFA
The Hybrid Battery Pack Voltage is less than 205 V.
OR
The Minimum Hybrid Battery Cell Group Voltage in the hybrid battery is less than 2.05 V.
P0AFB
The Hybrid Battery Pack Voltage is greater than 419 V.
OR
The Maximum Hybrid Battery Cell Group Voltage in the hybrid battery is greater than 4.4 V.
• DTCs P0AFA and P0AFB are type A DTCs.

• If any of these DTCs are set, the vehicle will operate in a reduced power mode and charge sustaining mode.
• Once Vehicle Power has been turned OFF all of the contactors will be prevented from closing.
P0AFA and P0AFB

• DTCs P0AFA and P0AFB are type A DTCs.
• The Clear Secured High-Voltage DTCs reset function must be performed with a scan tool before clear codes.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
• EL-48571-25 High-Voltage Battery Pin Out Box


1. Verify that DTC P0AA1, P0AD9, P0ADD, P0AE2, P0AE4, P0B3B, P0B3C, P0B3D, P0B3E, P0B40, P0B41, P0B42, P0B43, P0B45, P0B46, P0B47, P0B48, P0B4A,
P0B4B, P0B4D, P0B4C, P0B4F, P0B50, P0B51, P0B52, P0B54, P0B55, P0B56, P0B57, P0B59, P0B5A, P0B5B, P0B5C, P0B5E, P0B60, P0B5F, P0B61, P0B63,
P0B64, P0B65, P0B66, P0B69, P0B68, P0B6A, P0B6D, P0B6B, P0B6E, P0B70, P0B6F, P0B72, P0B74, P0B73, P0B75, P0B77, P0B78, P0B79, P0B7A, P0B7D,
P0B7C, P0B7E, P0B7F, P0B81, P0B82, P0B83, P0B84, P0B86, P0B87, P0B88, P0B89, P0B8B, P0B8C, P0B8D, P0B8E, P0B90, P0B91, P0B92, P0B93, P0B95,
P0B96, P0B97, P0B98, P0B9A, P0B9B, P0B9C, P0B9D, P0B9F, P0BA1, P0BA0, P0BA2, P0BA4, P0BA5, P0BA6, P0BA7, P0BA9, P0BAA, P0BAB, P0BAC, P0BAE,
P0BAF, P0BB0 ,P0BB1, P0BB3, P0BB4, P0BB5, P0BB6, P0BB8, P0BB9, P0BBA, P0BBB, P0D0A, P0D11, P1B16, P1B17, P1B18, P1B19, P1B1A, P1B1B, P1B1C,
P1B1D, P1B1E, P1B1F, P1B20, P1B21, P1B22, P1B23, P1B24, P1B25, P1B26, P1B27, P1B28, P1B29, P1B2B, P1B2A, P1B2C, P1B2D, P1B45, P1B46, P1B47,
P1B48, P1B49, P1B4A, P1B4B, P1B4C, P1B4D, P1B4E, P1B4F, P1B50, P1B51, P1B52, P1B53, P1B54, P1B55, P1B56, P1B57, P1B58, P1B59, P1B5A, P1B5B,
P1B5C, P1B5D, P1B5E, P1B5F, P1B60 ,P1B61 ,P1B62, P1B63, P1B64, P1B65, P1B66, P1B67, P1B68, P1B69, P1B6A, P1B6B, P1B6C, P1B6D, P1B6E, P1B6F,
P1B70, P1B71, P1B72, P1B73, P1B74, P1B75, P1B76, P1B77, P1B78, P1B79, P1B7A, P1B7B, P1B7C, P1B7D, P1B7F, P1B7E, P1B80, P1B81, P1B82, P1B83,
P1B84, P1B85, P1B86, P1B87, P1B88, P1B89, P1B8A, P1B8B, P1B8C, P1B8D, P1B8E, P1B8F, P1B90, P1B91, P1B92, P1B93, P1B94, P1B95, P1B97, P1B96,
P1B98, P1B99, P1B9A, P1B9B, P1B9C, P1B9D, P1B9E, P1B9F, P1BA0, P1BA1, P1BA2, P1BA3, P1BA4, P1BA5, P1BA6, P1BA7, P1BA8, P1BA9 ,P1BAB, P1BAA,
P1BAC, P1BAD, P1BAE, P1BAF, P1BB0, P1BB1, P1BB2, P1BB3, P1BB4, P1BB5, P1BB6, P1BB7, P1BB8, P1BB9, P1BBA, P1BBB, P1BBC, P1BBD, P1BBE, P1BBF,
P1BC0, P1BC1, P1BC2, P1BC3, P1BC4, P1BC5, P1BC6, P1BC7, P1BC8, P1BC9, P1BCA, P1BCB, P1BCC, P1BCE, P1BCD, P1BCF, P1BD0, P1BD2, P1BD1,
P1BD3, P1BD4, P1BD5, P1BD6, P1BD7, P1BD8, P1BD9, P1BDA, P1BDB, P1BDD, P1BDC, P1BDE, P1BDF, P1BE1, P1BE0, P1BE3, P1BE2, P1BE4, P1BE5,
P1BE6, P1BE7, P1BE8, P1BE9, P1BEA, P1BEB, P1BEC, P1BED, P1BEE, P1BF0, P1BEF, P1BF1, P1BF2, P1BF4, P1BF3, P1BF5, P1BF4, P1BF7, P1BF8, P1BF9,
P1BFA, P1BFB, P1BFC, P1BFD, P1BFE, P1E01, P1E02, P1E03, P1E04, P1E05, P1E06, P1E4C, P1E4D, P1E4E, P1E4F, P1E50, P1E51, P1E52, P1E53, P1E54,
P1E55, P1E56, P1E57, P1E58, P1E59, P1E5A, P1E5B, P1E5C, P1E5D, P1E5E, P1E5F, P1E60, P1E62, P1E61, P1E63, P1E64, P1E65, P1E66, P1E67, P1E68,
P1E69, P1E6A, P1E6B, P1E6D, P1E6C, P1E6E, P1E6F, P1E70, P1E71, P1E72, P1E73, P1E74, P1E76, P1E75, P1E77, P1E78, P1E79, P1E7A, P1E7B, P1E7C,
P1E7D, P1E7E, P1E7F, P1E80, P1E81, P1E82, P1E83, P1E84, P1E85, P1E86, P1E87, P1E88, P1E89, P1E8A, P1EBC, P1EBD, P1EBF, P1EC0, P1EC3, P1EC4,
P1EC5, U2603, U2604, U2605, U2606 or U2401 is not set.
2. Ignition ON, engine OFF, verify that the scan tool Hybrid Battery Pack Terminal 1 Voltage parameter is between 205-419 V.
3. Observe the scan tool Hybrid Battery 1-96 voltage parameters. Each reading should be between 3.0-4.1 V and all readings should be within 0.1 V of each other.
battery pack.
2. If DTC P0AFA or P0AFB is set, replace the A4 hybrid/EV battery pack.
Repair Instructions

• Control Module References for battery energy control module and hybrid interface control battery module 1-4 replacement, programming and set-up for the hybrid/EV


Volt

DTC P0B3B-P0BBB, P1B16-P1B2D, P1B45-P1BFE, P1E01-P1E06 or P1E4C-P1E8A

DTC Descriptors
DTC P0B3B: Hybrid/EV Battery 1 Circuit
DTC P0B3C: Hybrid/EV Battery 1 Circuit Performance
DTC P0B3D: Hybrid/EV Battery 1 Circuit Low Voltage
DTC P0B3E: Hybrid/EV Battery 1 Circuit High Voltage
DTC P0B40: Hybrid/EV Battery 2 Circuit
DTC P0B41: Hybrid/EV Battery 2 Circuit Performance
DTC P0B42: Hybrid/EV Battery 2 Circuit Low Voltage
DTC P0B43: Hybrid/EV Battery 2 Circuit High Voltage

DTC P0B4A: Hybrid/EV Battery 4 Circuit
DTC P0B4B: Hybrid/EV Battery 4 Circuit Performance
DTC P0B4C: Hybrid/EV Battery 4 Circuit Low Voltage
DTC P0B4D: Hybrid/EV Battery 4 Circuit High Voltage
DTC P0B4F: Hybrid/EV Battery 5 Circuit
DTC P0B5A: Hybrid/EV Battery 7 Circuit Performance
DTC P0B5B: Hybrid/EV Battery 7 Circuit Low Voltage
DTC P0B5C: Hybrid/EV Battery 7 Circuit High Voltage
DTC P0B5E: Hybrid/EV Battery 8 Circuit
DTC P0B5F: Hybrid/EV Battery 8 Circuit Performance

DTC P0B6A: Hybrid/EV Battery 10 Circuit Low Voltage
DTC P0B6B: Hybrid/EV Battery 10 Circuit High Voltage
DTC P0B6D: Hybrid/EV Battery 11 Circuit
DTC P0B6E: Hybrid/EV Battery 11 Circuit Performance
DTC P0B6F: Hybrid/EV Battery 11 Circuit Low Voltage
DTC P0B7A: Hybrid/EV Battery 13 Circuit High Voltage
DTC P0B7C: Hybrid/EV Battery 14 Circuit

DTC P0B7D: Hybrid/EV Battery 14 Circuit Performance
DTC P0B7E: Hybrid/EV Battery 14 Circuit Low Voltage
DTC P0B7F: Hybrid/EV Battery 14 Circuit High Voltage

DTC P0B9A: Hybrid/EV Battery 20 Circuit
DTC P0B9F: Hybrid/EV Battery 21 Circuit
DTC P0BA0: Hybrid/EV Battery 21 Circuit Performance
DTC P0BA1: Hybrid/EV Battery 21 Circuit Low Voltage
DTC P0BA2: Hybrid/EV Battery 21 Circuit High Voltage
DTC P0BA4: Hybrid/EV Battery 22 Circuit
DTC P0BA9: Hybrid/EV Battery 23 Circuit
DTC P0BAA: Hybrid/EV Battery 23 Circuit Performance
DTC P0BAB: Hybrid/EV Battery 23 Circuit Low Voltage
DTC P0BAC: Hybrid/EV Battery 23 Circuit High Voltage
DTC P0BAE: Hybrid/EV Battery 24 Circuit
DTC P0BAF: Hybrid/EV Battery 24 Circuit Performance

DTC P0BB0: Hybrid/EV Battery 24 Circuit Low Voltage
DTC P0BB1: Hybrid/EV Battery 24 Circuit High Voltage
DTC P0BB3: Hybrid/EV Battery 25 Circuit
DTC P0BB4: Hybrid/EV Battery 25 Circuit Performance
DTC P0BB8: Hybrid/EV Battery 26 Circuit
DTC P0BBA: Hybrid/EV Battery 26 Circuit Low Voltage
DTC P0BBB: Hybrid/EV Battery 26 Circuit High Voltage

DTC P1B2C: Hybrid/EV Battery 31 Circuit
DTC P1B2D: Hybrid/EV Battery 32 Circuit





DTC P1BAA: Hybrid/EV Battery 66 Circuit High Voltage
DTC P1BAB: Hybrid/EV Battery 67 Circuit Performance
DTC P1BAC: Hybrid/EV Battery 67 Circuit Low Voltage
DTC P1BAD: Hybrid/EV Battery 67 Circuit High Voltage
DTC P1BAE: Hybrid/EV Battery 68 Circuit Performance
DTC P1BAF: Hybrid/EV Battery 68 Circuit Low Voltage

DTC P1BBA: Hybrid/EV Battery 72 Circuit Performance
DTC P1BBB: Hybrid/EV Battery 72 Circuit Low Voltage
DTC P1BBC: Hybrid/EV Battery 72 Circuit High Voltage
DTC P1BBD: Hybrid/EV Battery 73 Circuit Performance
DTC P1BBE: Hybrid/EV Battery 73 Circuit Low Voltage
DTC P1BBF: Hybrid/EV Battery 73 Circuit High Voltage
DTC P1BC0: Hybrid/EV Battery 74 Circuit Performance
DTC P1BC1: Hybrid/EV Battery 74 Circuit Low Voltage
DTC P1BC2: Hybrid/EV Battery 74 Circuit High Voltage

DTC P1BCA: Hybrid/EV Battery 77 Circuit Low Voltage
DTC P1BCB: Hybrid/EV Battery 77 Circuit High Voltage
DTC P1BCC: Hybrid/EV Battery 78 Circuit Performance
DTC P1BCD: Hybrid/EV Battery 78 Circuit Low Voltage
DTC P1BCE: Hybrid/EV Battery 78 Circuit High Voltage
DTC P1BCF: Hybrid/EV Battery 79 Circuit Performance
DTC P1BD0: Hybrid/EV Battery 79 Circuit Low Voltage
DTC P1BD1: Hybrid/EV Battery 79 Circuit High Voltage
DTC P1BD2: Hybrid/EV Battery 80 Circuit Performance
DTC P1BDA: Hybrid/EV Battery 82 Circuit High Voltage

DTC P1BDB: Hybrid/EV Battery 83 Circuit Performance
DTC P1BDC: Hybrid/EV Battery 83 Circuit Low Voltage
DTC P1BDD: Hybrid/EV Battery 83 Circuit High Voltage
DTC P1BDE: Hybrid/EV Battery 84 Circuit Performance
DTC P1BDF: Hybrid/EV Battery 84 Circuit Low Voltage
DTC P1BE0: Hybrid/EV Battery 84 Circuit High Voltage
DTC P1BE1: Hybrid/EV Battery 85 Circuit Performance
DTC P1BE2: Hybrid/EV Battery 85 Circuit Low Voltage
DTC P1BEA: Hybrid/EV Battery 88 Circuit Performance
DTC P1BEB: Hybrid/EV Battery 88 Circuit Low Voltage
DTC P1BEC: Hybrid/EV Battery 88 Circuit High Voltage
DTC P1BED: Hybrid/EV Battery 89 Circuit Performance
DTC P1BEE: Hybrid/EV Battery 89 Circuit Low Voltage

DTC P1BEF: Hybrid/EV Battery 89 Circuit High Voltage
DTC P1BF0: Hybrid/EV Battery 90 Circuit Performance
DTC P1BF1: Hybrid/EV Battery 90 Circuit Low Voltage
DTC P1BF2: Hybrid/EV Battery 90 Circuit High Voltage
DTC P1BFA: Hybrid/EV Battery 93 Circuit Low Voltage
DTC P1BFB: Hybrid/EV Battery 93 Circuit High Voltage
DTC P1BFC: Hybrid/EV Battery 94 Circuit Performance
DTC P1BFD: Hybrid/EV Battery 94 Circuit Low Voltage
DTC P1BFE: Hybrid/EV Battery 94 Circuit High Voltage
DTC P1E01: Hybrid/EV Battery 95 Circuit Performance
DTC P1E02: Hybrid/EV Battery 95 Circuit Low Voltage
DTC P1E03: Hybrid/EV Battery 95 Circuit High Voltage
DTC P1E04: Hybrid/EV Battery 96 Circuit Performance
DTC P1E05: Hybrid/EV Battery 96 Circuit Low Voltage

DTC P1E06: Hybrid/EV Battery 96 Circuit High Voltage
DTC P1E4C: Hybrid/EV Battery 33 Circuit
DTC P1E4D: Hybrid/EV Battery 34 Circuit
DTC P1E4E: Hybrid/EV Battery 35 Circuit
DTC P1E4F: Hybrid/EV Battery 36 Circuit
DTC P1E50: Hybrid/EV Battery 37 Circuit
DTC P1E5A: Hybrid/EV Battery 47 Circuit
DTC P1E5B: Hybrid/EV Battery 48 Circuit



DTC P1E8a: Hybrid/EV Battery 95 Circuit
The hybrid/EV battery pack contains 288 cells. Groups of three cells are welded together in parallel. There are a total of 96 cell groups in the hybrid/EV battery pack
assembly. These cell groups are electrically connected in-series. Each individual cell group is rated at 3.7 V, for a nominal system voltage of 355 V direct current. The battery
cells are also grouped together into three sections. The first 90 cells/30 cell groups make up battery section one. This section is adjacent to the cowl and contains batteries 67
through to 96. Battery section two is located behind section one. It is made up of 72 cells/24 cell groups and contains batteries 43 through to 66. The transverse battery
section is section number three, it is made up of the remaining 126 cells/42 cell groups and contains batteries 1 through to 42. The three battery sections are individually
serviceable components.
The battery energy control module monitors the voltage of the 96 battery cell groups through the four hybrid/EV battery interface control modules. Voltage sense circuits are
attached to each individual cell group, and these sense circuits terminate at a connector located on the top surface of the battery section. A serviceable auxiliary battery wiring
harenss joins this connector to a hybrid/EV battery interface control module, also located on the top surface of the battery section. The hybrid/EV battery interface control
module encodes the voltage reading and transmits it to the battery energy control module through the battery control harness. There is one hybrid/EV battery interface control
module located on battery sections one and two, and two hybrid/EV battery interface control modules associated with battery section three. The hybrid/EV battery interface
control module, battery energy control module wiring harness, auxiliary battery wiring harenss and battery energy control module are all considered serviceable components.
to hybrid/EV powertrain control module 2 through serial data. The hybrid/EV powertrain control module 2 is the host controller for diagnostic trouble code information.
DTC P0B3B, P0B3D, P0B3E, P0B40, P0B42, P0B43, P0B45, P0B47, P0B48, P0B4A, P0B4C, P0B4D, P0B4F, P0B51, P0B54, P0B52, P0B56, P0B57, P0B59, P0B5B,
P0B5C, P0B5E, P0B60, P0B61, P0B63, P0B65, P0B66, P0B68, P0B6A, P0B6B, P0B6D, P0B6F, P0B70, P0B72, P0B74, P0B75, P0B77, P0B79, P0B7A, P0B7C,
P0B7E, P0B7F, P0B81, P0B83, P0B84, P0B86, P0B88, P0B89, P0B8B, P0B8D, P0B8E, P0B90, P0B92, P0B93, P0B95, P0B97, P0B98, P0B9A, P0B9C, P0B9D, P0B9F,
P0BA1, P0BA2, P0BA4, P0BA6, P0BA7, P0BA9, P0BAB, P0BAC, P0BAE, P0BB0, P0BB1, P0BB3, P0BB5, P0BB6, P0BB8, P0BBA, P0BBB, P1B17, P1B18, P1B1A,
P1B1B, P1B1D, P1B1E, P1B20, P1B21, P1B23, P1B24, P1B26, P1B27, P1B28, P1B29, P1B2A, P1B2B, P1B2C, P1B2D, P1B46, P1B47, P1B4A, P1B4C, P1B4D,
P1B4F, P1B50, P1B52, P1B53, P1B55, P1B56, P1B58, P1B59, P1B5B, P1B5C, P1B5E, P1B5F, P1B61, P1B64, P1B62, P1B65, P1B67, P1B68, P1B6A, P1B6B, P1B6D,
P1B6E, P1B70, P1B71, P1B73, P1B74, P1B76, P1B77, P1B79, P1B7A, P1B7C, P1B7D, P1B7F, P1B80, P1B82, P1B83, P1B85, P1B86, P1B88, P1B89, P1B8B, P1B8C,
P1B8E, P1B8F, P1B91, P1B92, P1B94, P1B95, P1B97, P1B98, P1B9A, P1B9B, P1B9D, P1B9E, P1BA0, P1BA1, P1BA3, P1BA4, P1BA6, P1BA7, P1BA9, P1BAA,
P1BAC, P1BAD, P1BAF, P1BB0, P1BB2, P1BB3, P1BB5, P1BB6, P1BB8, P1BB9, P1BBB, P1BBC, P1BBE, P1BBF, P1BC1, P1BC2, P1BC4, P1BC5, P1BC7, P1BC8,
P1BCA, P1BCB, P1BCD, P1BCE, P1BD0, P1BD1, P1BD3, P1BD4, P1BD6, P1BD7, P1BD9, P1BDA, P1BDC, P1BDD, P1BDF, P1BE0, P1BE2, P1BE3, P1BE5, P1BE6,
P1BE8, P1BE9, P1BEB, P1BEC, P1BEE, P1BEF, P1BF1, P1BF2, P1BF4, P1BF5, P1BF7, P1BF8, P1BFA, P1BFB, P1BFD, P1BFE, P1E02, P1E03, P1E05, P1E06,
P1E4C, P1E4D, P1E4E, P1E4F, P1E50, P1E51, P1E52, P1E53, P1E54, P1E55, P1E56, P1E57, P1E58, P1E59, P1E5A, P1E5B, P1E5C, P1E5D, P1E5E, P1E5F, P1E60,
P1E61, P1E62, P1E63, P1E64, P1E65, P1E66, P1E67, P1E68, P1E69, P1E6A, P1E6B, P1E6C, P1E6D, P1E6E, P1E6F, P1E70, P1E71, P1E72, P1E73, P1E74, P1E75,
P1E76, P1E77, P1E78, P1E79, P1E7A, P1E7B, P1E7C, P1E7D, P1E7E, P1E7F, P1E80, P1E81, P1E82, P1E83, P1E84, P1E85, P1E86, P1E87, P1E88, P1E89 and P1E8A
All of the following conditions exist:
• Ignition in any position.

• None of the following DTCs are set; P1A07, P1E8E, P1E8F, P1E90, P1E91, P1E92, P1E93, P1E94, P1E95, P1E96, P1E97, P1E98, P1E99, P1E9A, P1E9B, P1E9C,
P1E9D, P1E9E, P1E9F , P1EA0, P1EA1, P1EA2, P1EA3, P1EA4, P1EA5, P1EB1, P1EB2, P1EB3, P1EB4, P1EB5, U2402, U2603, U2604, U2605 and U2606.
DTC P0B3C, P0B41, P0B46, P0B4B, P0B50, P0B55, P0B5A, P0B5F, P0B64, P0B69, P0B6E, P0B73, P0B78, P0B7D, P0B82, P0B87, P0B8C, P0B91, P0B96, P0B9B,
P0BA0, P0BA5, P0BAA, P0BAF, P0BB4, P0BB9, P1B19, P1B1F, P1B25, P1B45, P1B48, P1B4B, P1B4E, P1B51, P1B54, P1B57, P1B5A, P1B5D, P1B60, P1B63,
P1B66, P1B69, P1B6C, P1B6F, P1B72, P1B75, P1B78, P1B7B, P1B7E, P1B81, P1B84, P1B87, P1B8A, P1B8D, P1B90, P1B93, P1B96, P1B99, P1B9C, P1B9F,
P1BA2, P1BA5, P1BA8, P1BAB, P1BAE, P1BB1, P1BB4, P1BB7, P1BBA, P1BBD, P1BC0, P1BC3, P1BC6, P1BC9, P1BCC, P1BCF, P1BD2, P1BD5, P1BD8, P1BDB,
P1BDE, P1BE1, P1BE4, P1BE7, P1BEA, P1BED, P1BF0, P1BF3, P1BF6, P1BF9, P1BFC, P1E01 and P1E04
All of the following conditions exist:
• Ignition in ON/RUN.

• Vehicle speed is greater than 0.
• There is a change in the Voltage and Current readings.
• DTC U185A is not set.
Battery Circuit
• P0B3B, P0B40, P0B45, P0B4A, P0B4F, P0B54, P0B59, P0B5E, P0B63, P0B68, P0B6D, P0B72, P0B77, P0B7C, P0B81, P0B86, P0B8B, P0B90, P0B95, P0B9A,
P0B9F, P0BA4, P0BA9, P0BAE, P0BB3, P0BB8, P1B28, P1B29, P1B2A, P1B2B, P1B2C, P1B2D, P1E4C, P1E4D, P1E4E, P1E4F, P1E50, P1E51, P1E52, P1E53,
P1E54, P1E55, P1E56, P1E57, P1E58, P1E59, P1E5A, P1E5B, P1E5C, P1E5D, P1E5E, P1E5F, P1E60, P1E61, P1E62, P1E63, P1E64, P1E65, P1E66, P1E67,
P1E68, P1E69, P1E6A, P1E6B, P1E6C, P1E6D, P1E6E, P1E6F, P1E70, P1E71, P1E72, P1E73, P1E74, P1E75, P1E76, P1E77, P1E78, P1E79, P1E7A, P1E7B,
P1E7C, P1E7D, P1E7E, P1E7F, P1E80, P1E81, P1E82, P1E83, P1E84, P1E85, P1E86, P1E87, P1E88, P1E89, P1E8A are type B DTCs.
• The battery energy control module detects high resistance on the circuit.
Circuit Performance
• P0B3C, P0B41, P0B46, P0B4B, P0B50, P0B55, P0B5A, P0B5F, P0B64, P0B69, P0B6E, P0B73, P0B78, P0B7D, P0B82, P0B87, P0B8C, P0B91, P0B96, P0B9B,
P0BA0, P0BA5, P0BAA, P0BAF, P0BB4, P0BB9, P1B19, P1B1F, P1B25, P1B45, P1B48, P1B4B, P1B4E, P1B51, P1B54, P1B57, P1B5A, P1B5D, P1B60, P1B63,
P1B66, P1B69, P1B6C, P1B6F, P1B72, P1B75, P1B78, P1B7B, P1B7E, P1B81, P1B84, P1B87, P1B8A, P1B8D, P1B90, P1B93, P1B96, P1B99, P1B9C, P1B9F,
P1BA2, P1BA5, P1BA8, P1BAB, P1BAE, P1BB1, P1BB4, P1BB7, P1BBA, P1BBD, P1BC0, P1BC3, P1BC6, P1BC9, P1BCC, P1BCF, P1BD2, P1BD5, P1BD8, P1BDB,
P1BDE, P1BE1, P1BE4, P1BE7, P1BEA, P1BED, P1BF0, P1BF3, P1BF6, P1BF9, P1BFC, P1E01 and P1E04 are type B DTCs.
• The faulted cell group does not change voltage.
Low Voltage
• P0B3D,P0B42, P0B47, P0B4C, P0B51, P0B56, P0B5B, P0B60, P0B65, P0B6A, P0B6F, P0B74, P0B79, P0B7E, P0B83, P0B88, P0B8D, P0B92, P0B97, P0B9C,
P0BA1, P0BA6, P0BAB, P0BB0, P0BB5, P0BBA, P1B17, P1B1A, P1B1D, P1B20, P1B23, P1B26, P1B46, P1B4C, P1B4F, P1B52, P1B55, P1B58, P1B5B, P1B5E,
P1B61, P1B64, P1B67, P1B6A, P1B6D, P1B70, P1B73, P1B76, P1B79, P1B7C, P1B7F, P1B82, P1B85, P1B88, P1B8B, P1B8E, P1B91, P1B94, P1B97, P1B9A,
P1B9D, P1BA0, P1BA3, P1BA6, P1BA9, P1BAC, P1BAF, P1BB2, P1BB5, P1BB8, P1BBB, P1BBE, P1BC1, P1BC4, P1BC7, P1BCA, P1BCD, P1BD0, P1BD3, P1BD6,
P1BD9, P1BDC, P1BDF, P1BE2, P1BE5, P1BE8, P1BEB, P1BEE, P1BF1, P1BF4, P1BF7, P1BFA, P1BFD, P1E02 and P1E05 are type B DTCs.
• Any hybrid/EV battery voltage signal is less than 0.2 V.
High Voltage
• P0B3E, P0B43, P0B48, P0B4D, P0B52, P0B57, P0B5C, P0B61, P0B66, P0B6B, P0B70, P0B75, P0B7A, P0B7F, P0B84, P0B89, P0B8E, P0B93, P0B98, P0B9D,
P0BA2, P0BA7, P0BAC, P0BB1, P0BB6, P0BBB, P1B18, P1B1B, P1B1E, P1B21, P1B24, P1B27, P1B47, P1B4A, P1B4D, P1B50, P1B53, P1B56, P1B59, P1B5C,
P1B5F, P1B62, P1B65, P1B68, P1B6B, P1B6E, P1B71, P1B74, P1B77, P1B7A, P1B7D, P1B80, P1B83, P1B86, P1B89, P1B8C, P1B8F, P1B92, P1B95, P1B98,
P1B9B, P1B9E, P1BA1, P1BA4, P1BA7, P1BAA, P1BAD, P1BB0, P1BB3, P1BB6, P1BB9, P1BBC, P1BBF, P1BC2, P1BC5, P1BC8, P1BCB, P1BCE, P1BD1, P1BD4,
P1BD7, P1BDA, P1BDD, P1BE0, P1BE3, P1BE6, P1BE6, P1BE9, P1BEC, P1BEF, P1BF2, P1BF5, P1BF8, P1BFB, P1BFE, P1E03 and P1E06 are type B DTCs.
• Any hybrid/EV battery voltage signal is greater than 4.8 V.
• DTC P0B3B-P0BBB, P1B16-1B27, P1B45-P1BFE, P1E01-P1E06 or P1E4C-P1E8A are type B DTCs.
• If any of these DTCs are set, the vehicle will operate in a reduced power mode and electric only engine ON mode.
• If additional fault conditions occur, this may cause the contactors to open at anytime.
• DTC P0B3B-P0BBB, P1B16-1B27, P1B45-P1BFE, P1E01-P1E06 or P1E4C-P1E8A are type B DTCs.
• No hybrid/EV battery voltage signal is less than 0.2 V or greater than 4.8 V.
• Ignition must be cycled from ON to OFF.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
Ignition ON, observe the scan tool Hybrid/EV Battery 1-96 parameters. Each reading should be between 3.0-4.1 V, and all readings should be within 0.1 V of each other.
battery pack.

2. If DTC P0B3B-P0BBB, P1B16-1B27, P1B45-P1BFE, P1E01-P1E06 or P1E4C-P1E8A is set, replace the A4 hybrid/EV battery pack.
Repair Instructions

• Control Module References for battery energy control module and hybrid/EV battery interface control modules 1-4 replacement, programming and set-up for the hybrid/EV


Volt

DTC P0BBE
DTC Descriptor
DTC P0BBE: Hybrid/EV Battery Pack Voltage
cell groups are electrically connected in-series. Each individual cell group is rated at 3.7 V, for a nominal system voltage of 355 V direct current. The battery cells are also
grouped together into three sections. The first 90 cells/30 cell groups make up battery section one. This section is adjacent to the cowl and contains batteries 67 through to
96. Battery section two is located behind section one. It is made up of 72 cells/24 cell groups and contains batteries 43 through to 66. The transverse battery section is section
number three, it is made up of the remaining 126 cells/42 cell groups and contains batteries 1 through to 42. The three battery sections are individually serviceable
components.
The battery energy control module monitors the voltage of the 96 battery triplets. Voltage sense lines are attached to each individual triplet, and these sense lines terminate at
a connector located on the top surface of the battery section. A serviceable voltage sense harness joins this connector to a drive motor battery high-voltage interface control
module, also located on the top surface of the battery section. The drive motor battery high-voltage interface control module encodes the voltage reading and transmits it to
the battery energy control module through the battery control harness. There is one drive motor battery high-voltage interface control module located on battery sections one
and two, and two drive motor battery high-voltage interface control modules associated with battery section three. The drive motor battery high-voltage interface control
module, voltage sense harnesses, battery control harness and battery energy control module are all considered serviceable components.

• None of the following DTCs are set: P0B3D, P0B42, P0B47, P0B4C, P0B51, P0B56, P0B5B, P0B60, P0B65, P0B6A, P0B6F, P0B74, P0B79, P0B7E, P0B83, P0B88,
P0B8D, P0B92, P0B97, P0B9C, P0BA1, P0BA6, P0BAB, P0BB0, P0BB5, P0BBA, P1B17, P1B1A, P1B1D, P1B20, P1B23, P1B26, P1B46, P1B49, P1B4C, P1B4F,
P1B52, P1B55, P1B58, P1B5B, P1B5E, P1B61, P1B64, P1B67, P1B6A, P1B6D, P1B70, P1B73, P1B76, P1B79, P1B7C, P1B7F, P1B82, P1B85, P1B88, P1B8B,
P1B8E, P1B91, P1B94, P1B97, P1B9A, P1B9D, P1BA0, P1BA3, P1BA6, P1BA9, P1BAC, P1BAF, P1BB2, P1BB5, P1BB8, P1BBB, P1BBE, P1BC1, P1BC4, P1BC7,
P1BCA, P1BCD, P1BD0, P1BD3, P1BD6, P1BD9, P1BDC, P1BDF, P1BE2, P1BE5, P1BE8, P1BEB, P1BEE, P1BF1, P1BF4, P1BF7, P1BFA, P1BFD, P1E02, P1E05,
P0B3E, P0B43, P0B48, P0B4D, P0B52, P0B57, P0B5C, P0B61, P0B66, P0B6B, P0B70, P0B75, P0B7A, P0B7F, P0B84, P0B89, P0B8E, P0B93, P0B98, P0B9D,
P0BA2, P0BA7, P0BAC, P0BB1, P0BB6, P0BBB, P1B18, P1B1B, P1B1E, P1B21, P1B24, P1B27, P1B47, P1B4A, P1B4D, P1B50, P1B53, P1B56, P1B59, P1B5C,
P1B5F, P1B62, P1B65, P1B68, P1B6B, P1B6E, P1B71, P1B74, P1B77, P1B7A, P1B7D, P1B80, P1B83, P1B86, P1B89, P1B8C, P1B8F, P1B92, P1B95, P1B98,
P1B9B, P1B9E, P1BA1, P1BA4, P1BA7, P1BAA, P1BAD, P1BB0, P1BB3, P1BB6, P1BB9, P1BBC, P1BBF, P1BC2, P1BC5, P1BC8, P1BCB, P1BCE, P1BD1, P1BD4,
P1BD7, P1BDA, P1BDD, P1BE0, P1BE3, P1BE6, P1BE9, P1BEC, P1BEF, P1BF2, P1BF5, P1BF8, P1BFB, P1BFE, P1E03, P1E06, P1E90, P1E8F, P1E91, P1E8E,
P1E93, P1E96, P1E95, P1E97, P1E94, P1E99, P1E9C, P1E9B, P1E9D, P1E9A, P1E9F, P1EA2, P1EA1, P1EA3, P1EA0, P1EA5, P1EB1, P1EB5, P0B3B, P0B40,
P0B45, P0B4A, P0B4F, P0B54, P0B59, P0B5E, P0B63, P0B68, P0B6D, P0B77, P0B7C, P0B81, P0B86, P0B8B, P0B95, P0B9A, P0B9F, P0BA4, P0BA9, P0BAE,
P0BB3, P0BB8, P1B28, P1B29, P1B2A, P1B2B, P1B2C, P1B2D, P1E4C, P1E4D, P1E4E, P1E4F, P1E50, P1E51, P1E52, P1E53, P1E54, P1E56, P1E57, P1E58,
P1E59, P1E5A, P1E5B, P1E5C, P1E5D, P1E5E, P1E5F, P1E60, P1E61, P1E62, P1E63, P1E64, P1E65, P1E66, P1E67, P1E68, P1E69, P1E6A, P1E6B, P1E6C,
P1E6E, P1E6F, P1E70, P1E71, P1E72, P1E73, P1E74, P1E75, P1E76, P1E77, P1E78, P1E79, P1E7A, P1E7B, P1E7C, P1E7D, P1E7E, P1E7F, P1E80, P1E81,
P1E82, P1E83, P1E84, P1E86, P1E87, P1E88, P1E89, P1E8A, P0B3C, P0B41, P0B46, P0B4B, P0B50, P0B55, P0B5A, P0B5F, P0B64, P0B69, P0B6E, P0B73, P0B78,
P0B7D, P0B82, P0B87, P0B8C, P0B91, P0B96, P0B9B, P0BA0, P0BA5, P0BAA, P0BAF, P0BB4, P0BB9, P1B16, P1B19, P1B1C, P1B1F, P1B22, P1B25, P1B45,
P1B48, P1B4B, P1B4E, P1B51, P1B54, P1B57, P1B5A, P1B5D, P1B60, P1B63, P1B66, P1B69, P1B6C, P1B6F, P1B72, P1B75, P1B78, P1B7B, P1B7E, P1B81,
P1B84, P1B87, P1B8A, P1B8D, P1B90, P1B93, P1B96, P1B99, P1B9C, P1B9F, P1BA2, P1BA5, P1BA8, P1BAB, P1BAE, P1BB1, P1BB4, P1BB7, P1BBA, P1BBD,
P1BC0, P1BC3, P1BC6, P1BC9, P1BCC, P1BCF, P1BD2, P1BD5, P1BD8, P1BDB, P1BDE, P1BE1, P1BE4, P1BE7, P1BEA, P1BED, P1BF0, P1BF3, P1BF6, P1BF9,
P1BFC, P1E01 or P1E04
• The hybrid/EV powertrain control module 2 and battery energy control module are awake and communicating.
The difference between the maximum cell voltage in the Hybrid/EV Battery and the minimum cell voltage in the Hybrid/EV Battery is greater than 0.3 V.
• DTC P0BBE is a type B DTC.

• The vehicle will operate in a reduced power mode and electric only engine ON.
• If additional fault conditions occur, this may cause the contactors to open at anytime.
• DTC P0BBE is a type B DTC.

• The Clear Secured High-Voltage DTCs reset function must be performed to prevent resetting the DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
Ignition ON, engine OFF, observe the scan tool Hybrid Battery Pack Terminal 1 Voltage, Hybrid Battery Pack Terminal 2 Voltage and Hybrid Battery Pack Voltage parameters.
The readings should be between 288-393.6 V, and should be within 10 V of each other.
battery pack.

2. If DTC P0BBE is set, replace the A4 hybrid/EV battery pack.
Repair Instructions



Volt

DTC P0C77 or P0C78

DTC Descriptors
DTC P0C77: Hybrid/EV Battery System Precharge Time Too Short
DTC P0C78: Hybrid/EV Battery System Precharge Time Too Long
battery energy control module to the hybrid/EV powertrain control module 2 through serial data. The hybrid/EV powertrain control module 2 is the host controller for diagnostic
trouble code (DTC) information.
safely contain the high-voltage DC within the hybrid/EV battery pack assembly. The 5 high-voltage contactors are a main positive high-voltage contactor, main negative high-
hybrid/EV powertrain control module 2 supplies voltage to the control circuit for the high-voltage contactors and precharge transistors. Earth is provided through the case
earth. The hybrid/EV powertrain control module 2 supplies earth for the heater transistor through the hybrid/EV powertrain control module 2 case earth.
P0C77
• The main contactors are in precharge mode.

• Battery current sensor has not failed.
• High Voltage bus voltage less than 40 V before the start of precharge.
• Bus voltage sensor has not failed.
P0C78
• Battery voltage sensor has not failed.

• Bus voltage sensor has not failed.
P0C77
The bus voltage is above 80% of battery voltage in less than 50ms.
P0C78
The bus voltage has not reached 95% of battery voltage in 700 ms.
• DTC P0C77 and P0C78 are type A DTCs.

DTC P0C77 and P0C78 are type A DTCs.
Diagnostic Aids
• A collision resulting in supplemental inflatable restraint (SIR) deployment.
The precharge time can be affected by the following:
• A long precharge time may be caused by a stuck open hybrid/EV battery negative or hybrid/EV battery multi-function contactor.
• A long precharge time may be caused by a stuck ON hybrid/EV battery precharge transistor.
• A long precharge time may be caused by a short-circuit on the propulsion bus preventing the main bus from reaching its target voltage.
• A short precharge time may be caused by a hybrid/EV battery positive high-voltage contactor being stuck.
• A short precharge time may be caused by a positive high-voltage contactor being stuck.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
DTC P16F2
Scan Tool Reference
Special Tools
battery pack.
1. Ignition OFF, disable the high voltage at the T6 power inverter module. Refer to High Voltage Disabling .
2. Test for less than 5 Ω between terminal 5 and terminal 6 of the S15 hybrid/EV battery pack high-voltage manual disconnect lever.
If greater than the specified range, replace the S15 hybrid/EV battery pack high-voltage manual disconnect lever.
3. Reconnect the S15 hybrid/EV battery pack high-voltage manual disconnect lever.
5. Ignition ON, verify that DTC P0AA1, P0AD9, P0ADD, P0AE2, P0AE4, P0AFA, P0D0A, P0D11, P1EBC-P1EBF, P1EC0 or P1EC3-P1EC5 is not set.
6. With a scan tool, verify the Hybrid Battery Pack Voltage parameter is greater than 205 V at 21°C (69.8° F).
If the test result is less than the specified range, replace the A4 hybrid/EV battery pack.
9. Ignition ON, verify that a test lamp illuminates between the B+ circuit terminal 9 and ground.
10. Ignition OFF, disconnect the X1 harness connector at the A28 hybrid/EV battery contactor assembly and the X1 harness connector at the K114B hybrid/EV powertrain
control module 2.
11. Ignition ON, test for less than 1 V between the control circuit terminal 11 and earth.
If greater than the specified range, test the control circuit for a short to voltage. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2.
12. Ignition OFF, test for infinite resistance between control circuit terminal 11 and earth.
If less than the specified value, test the control circuit for a short to ground. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2.
13. Disconnect the X1 harness connector at the K114B hybrid/EV powertrain control module 2.
14. Test for less than 2 Ω in the control circuit end to end between terminal 11 X1 harness connector at the A28 hybrid/EV battery contactor assembly and terminal 8 X1
harness connector at the K114B hybrid/EV powertrain control module 2.
If greater than the specified range, test the control circuit for or open-circuit/high resistance.
15. If all circuits test normal, replace the K114B hybrid/EV powertrain control module 2. If the DTC resets, replace the A4 hybrid/EV battery pack.
Repair Instructions

• 300 Volt Battery Positive and Negative Cable Replacement Link to 207100


Volt

DTC P0D17 or P0D18

DTC Descriptors
DTC P0D17: Battery Charging System High-Voltage Interlock Circuit Low Voltage
DTC P0D18: Battery Charging System High-Voltage Interlock Circuit High Voltage
The energy management hig-voltage interlock circuit is utilised to verify high-voltage component integrity. The energy management high-voltage interlock circuit is used to
determine if access to high-voltage components is being attempted. The opening of these high-voltage components causes high- voltage interlock circuit to open. The hybrid
powertrain control module 2 sources about 12 mA of current on the 5 V energy management high-voltage interlock circuit loop. The hybrid powertrain control module 2
monitors both the energy management high-voltage interlock 5 V reference circuit current and the energy management high-voltage interlock signal circuit current in order to
detect circuit faults. When the hybrid powertrain control module 2 detects a loss of energy management high-voltage interlock circuit current, the high voltage contactors are
commanded open.
P0D17

• The charger contactors are closed.
P0D18
• The hybrid powertrain control module 2 is awake and communicating.
P0D17
The hybrid powertrain control module 2 detects energy management high-voltage interlock circuit 5 V reference voltage is less than 1.5 V.
P0D18
The hybrid powertrain control module 2 detects energy management high-voltage interlock circuit 5 V reference voltage is greater than 1.2 V before applying 5 V or the signal
voltage is greater than 2.2 V after applying 5 V.
• DTCs P0D17 and P0D18 are Type A DTCs.

• The hybrid powertrain control module 2 opens the high-voltage charger contactors.
DTCs P0D17 and P0D18 are Type A DTCs.
Diagnostic Aids
• Test for a fully engaged hybrid battery pack high voltage manual disconnect whenever an open high-voltage interlock circuit condition is observed. The hybrid battery
pack high-voltage manual disconnect must be pressed down fully in order to engage the high-voltage interlock circuit terminals.
• The high-voltage interlock circuit is also routed through several in-line connectors and modules.
• The hybrid powertrain control module 2 will source 12 mA on the charge high-voltage interlock circuit anytime the charge cord is plugged in.
Note: The following diagnostic aid applies for both current and history DTCs.
• Tapping or wiggling the F115 Hybrid/EV Battery Pack Fuse Cover may duplicate the condition.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
Ignition ON, observe the hybrid powertrain control module 2 Battery Charging System High-Voltage Interlock Circuit Status parameter.
The parameter should indicate a PASS condition.
battery pack.
1. Ignition OFF, disable high voltage at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling .
3. Ignition ON, test for 4.8-5.2 V between the 5 V reference circuit terminal C at the S15 hybrid battery pack high- voltage manual disconnect housing and earth.
4. Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for 8-10k Ω between the signal circuit terminal D and
earth.
Component Testing

Repair Instructions
Control Module References for hybrid powertrain control module 2 and battery charger replacement, programming and set-up

Volt

DTC P0D5E
DTC Descriptor
DTC P0D5E: Charger Bus Discharge Too Long
battery energy control module to the hybrid/EV powertrain control module 2 through serial data. The hybrid/EV powertrain control module 2 is the host controller for diagnostic
trouble code (DTC) information.
P0D5E
• The charger contactors are commanded open.

• Runs once per charger contacts discharge event.
• None of the following DTCs are set: P0D4E or P0D4F.
OR
• No confirmed charger bus discharge test pass or fail received by the hybrid/EV powertrain control module 2 from the battery charger control module.
• This test runs every 10 seconds after charger discharge event if no confirmed charger bus discharge result is received by the hybrid/EV powertrain control module 2 from
the battery charger control module.
P0D5E
• High-voltage bus does not discharge to below 60 V within 1.5 seconds of the charger contactors being commanded open.
OR
• With the charger contactors commanded open, current flowing to battery is greater than 2.5 A with the heater transistor enabled.
• DTC P0D5E is a type A DTC.

• All of the contactors will be prevented from closing.
• DTC P0D5E is a type A DTC.

Diagnostic Aids
• A collision resulting in supplemental inflatable restraint (SIR) deployment.
The precharge time can be affected by the following:
• A long precharge time may be caused by a stuck open hybrid/EV battery negative or hybrid/EV battery multi-function contactor.
• A long precharge time may be caused by a stuck ON hybrid/EV battery precharge transistor.
• A long precharge time may be caused by a short-circuit on the propulsion bus preventing the main bus from reaching its target voltage.
• A short precharge time may be caused by a hybrid/EV battery positive high-voltage contactor being stuck.
• A short precharge time may be caused by a positive high-voltage contactor being stuck.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
battery pack.
1. Ignition OFF, disable the high voltage at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling .
5. Ignition ON, verify that a test lamp illuminates between the B+ circuit terminal 9 and ground.
6. Ignition OFF, disconnect the X1 harness connector at the A28 hybrid/EV battery contactor assembly.
7. Ignition ON, test for less than 1 V between the following control circuit terminals and earth.
• Terminal 6
• Terminal 7
• Terminal 9
If greater than the specified range, test the appropriate control circuit for a short-circuit to voltage. If the circuit tests normal, replace the K114B hybrid/EV powertrain
control module 2.
8. Ignition OFF, test for infinite resistance between the following control circuit terminals and earth.
• Terminal 6
• Terminal 7
• Terminal 9
If less than the specified value, test the appropriate control circuit for a short to ground. If the circuit tests normal, replace the K114B hybrid/EV powertrain control
module 2.
9. Disconnect the X1 harness connector at the K114B hybrid/EV powertrain control module 2.
10. Test for less than 2 Ω in the control circuit end to end between the following terminals:
• Terminal 6 X1 harness connector at the A28 hybrid/EV battery contactor assembly and terminal 10 X1 harness connector at the K114B hybrid/EV powertrain control
module 2.
module 2.
module 2.
If greater than the specified range, test the appropriate control circuit for an open-circuit/high resistance.
Repair Instructions



Volt

DTC P1A07, P1E93, P1E99, P1E9F or P1EA5

DTC Descriptors
DTC P1A07: Battery Energy Control Module 5 V Reference Circuit
DTC P1E93: Hybrid/EV Battery Interface Control Module 1 5 V Reference Circuit
DTC P1E99: Hybrid/EV Battery Interface Control Module 2 5 V Reference Circuit
DTC P1E9F: Hybrid/EV Battery Interface Control Module 3 5 V Reference Circuit
DTC P1EA5: Hybrid/EV Battery Interface Control Module 4 5 V Reference Circuit
cell groups are electrically connected in-series. Each individual cell group is rated at 3.7 volts, for a nominal system voltage of 355 volts direct current. The battery cells are
also grouped together into three sections. The first 90 cells/30 cell groups make up battery section one. This section is adjacent to the cowl and contains batteries 67 through
to 96. Battery section two is located behind section one. It is made up of 72 cells/24 cell groups and contains batteries 43 through to 66. The transverse battery section is
section number three, it is made up of the remaining 126 cells/42 cell groups and contains batteries 1 through to 42. The three battery sections are individually serviceable
components.
The battery energy control module monitors the voltage of the 96 cell groups. Voltage sense lines are attached to each individual cell group, and these sense lines terminate
at a connector located on the top surface of the battery section. A serviceable voltage sense harness joins this connector to a drive motor battery high-voltage interface control
module, also located on the top surface of the battery section. The drive motor battery high-voltage interface control module encodes the voltage reading and transmits it to
the battery energy control module through the battery control harness. There is one drive motor battery high-voltage interface control module located on battery sections one
and two, and two drive motor battery high-voltage interface control modules associated with battery section three. The drive motor battery high-voltage interface control
module, voltage sense harnesses, battery control harness and battery energy control module are all considered serviceable components.
P1A07

• The 12 V battery voltage greater than or equal to 9 V.
P1E93, P1E99, P1E9F, P1EA5
• Ignition cycles from ON to OFF.

• No loss of communications between the battery energy control module and any of the hybrid/EV battery interface control modules.
• The 2nd protection circuit diagnostic is not running.
P1A07
The battery energy control module has detected a fault on the internal 5 V reference circuit.
P1E93, P1E99, P1E9F, P1EA5
• The 2nd protection circuit diagnostic is not running.

• A hybrid/EV battery interface control module has detected a fault on the internal 5 V reference circuit.
• DTCs P1A07 P1E93, P1E99, P1E9F, or P1EA5 are type B DTCs.
DTCs P1A07 P1E93, P1E99, P1E9F, or P1EA5 are type B DTCs.

Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
battery pack.
If DTC P1A07, P1E93, P1E99, P1E9F, or P1EA5 is set, replace the A4 hybrid/EV battery pack.
Repair Instructions



Volt

DTC P1E3D
DTC Descriptor
DTC P1E3D: Control Module Calculated Hybrid/EV Battery Performance
The hybrid/EV powertrain control module 2 performs internal calculations multiple times and compares the results of these calculations to verify proper operation of the
internal controller. The result of these calculations is a voltage. This voltage value is an internal value and cannot be measured externally.

• The hybrid/EV powertrain control module 2 is awake.
If the results of these calculations differ by more than one volt.
• DTC P1E3D is a type A DTC.


DTC P1E3D is a type A DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
If the DTC is set, replace the K114B hybrid/EV powertrain control module 2.
Repair Instructions
Control Module References for hybrid/EV powertrain control module 2 replacement, programming and set-up


Volt

DTC P1E92, P1E98, P1E9E or P1EA4

DTC Descriptors
DTC P1E92: Hybrid/EV Battery Interface Control Module 1 Cell Balancing Circuit
DTC P1E98: Hybrid/EV Battery Interface Control Module 2 Cell Balancing Circuit
DTC P1E9E: Hybrid/EV Battery Interface Control Module 3 Cell Balancing Circuit
DTC P1EA4: Hybrid/EV Battery Interface Control Module 4 Cell Balancing Circuit
To maintain a similar state of charge on the cell groups, the hybrid/EV powertrain control module 2 looks at the cell group voltages and determines which cell groups need
energy removed in order to maintain the battery groups at a similar state of charge. This is known as cell balancing. There is a resistor wired in parallel with the cell group and
a transistor switch in series with the resistor internal to the drive motor battery high-voltage interface control module. The hybrid/EV powertrain control module 2 sends a
command to the battery energy control module to begin cell balancing through the drive motor battery high-voltage interface control modules.

• The high-voltage fault circuit diagnostic is not running.
• None of the following DTCs are set, P1E8E, P1E94, P1E9A, P1EA0, U2401, U2603, U2604, U2605 or U2606.

The hybrid/EV battery interface control module has detected an internal cell balancing switch fault.
• DTCs P1E92, P1E98, P1E9E, and P1EA4 are type B DTCs.
• Cell balancing is disabled.
DTCs P1E92, P1E98, P1E9E, and P1EA4 are type B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

Special Tools
battery pack.
1. Verify that DTC P0B3B, P0B3C, P0B3D, P0B3E, P0B40, P0B41, P0B42, P0B43, P0B45, P0B46, P0B47, P0B48, P0B4A, P0B4B, P0B4D, P0B4C, P0B4F, P0B50,
P0B51, P0B52, P0B54, P0B55, P0B56, P0B57, P0B59, P0B5A, P0B5B, P0B5C, P0B5E, P0B60, P0B5F, P0B61, P0B63, P0B64, P0B65, P0B66, P0B69, P0B68,
P0B6A, P0B6D, P0B6B, P0B6E, P0B70, P0B6F, P0B72, P0B74, P0B73, P0B75, P0B77, P0B78, P0B79, P0B7A, P0B7D, P0B7C, P0B7E, P0B7F, P0B81, P0B82,
P0B83, P0B84, P0B86, P0B87, P0B88, P0B89, P0B8B, P0B8C, P0B8D, P0B8E, P0B90, P0B91, P0B92, P0B93, P0B95, P0B96, P0B97, P0B98, P0B9A, P0B9B,
P0B9C, P0B9D, P0B9F, P0BA1, P0BA0, P0BA2, P0BA4, P0BA5, P0BA6, P0BA7, P0BA9, P0BAA, P0BAB, P0BAC, P0BAE, P0BAF, P0BB0 ,P0BB1, P0BB3, P0BB4,
P0BB5, P0BB6, P0BB8, P0BB9, P0BBA, P0BBB, P1B16, P1B17, P1B18, P1B19, P1B1A, P1B1B, P1B1C, P1B1D, P1B1E, P1B1F, P1B20, P1B21, P1B22, P1B23,
P1B24, P1B25, P1B26, P1B27, P1B28, P1B29, P1B2B, P1B2A, P1B2C, P1B2D, P1B45, P1B46, P1B47, P1B48, P1B49, P1B4A, P1B4B, P1B4C, P1B4D, P1B4E,
P1B4F, P1B50, P1B51, P1B52, P1B53, P1B54, P1B55, P1B56, P1B57, P1B58, P1B59, P1B5A, P1B5B, P1B5C, P1B5D, P1B5E, P1B5F, P1B60 ,P1B61 ,P1B62,
P1B63, P1B64, P1B65, P1B66, P1B67, P1B68, P1B69, P1B6A, P1B6B, P1B6C, P1B6D, P1B6E, P1B6F, P1B70, P1B71, P1B72, P1B73, P1B74, P1B75, P1B76,
P1B77, P1B78, P1B79, P1B7A, P1B7B, P1B7C, P1B7D, P1B7F, P1B7E, P1B80, P1B81, P1B82, P1B83, P1B84, P1B85, P1B86, P1B87, P1B88, P1B89, P1B8A,
P1B8B, P1B8C, P1B8D, P1B8E, P1B8F, P1B90, P1B91, P1B92, P1B93, P1B94, P1B95, P1B97, P1B96, P1B98, P1B99, P1B9A, P1B9B, P1B9C, P1B9D, P1B9E,
P1B9F, P1BA0, P1BA1, P1BA2, P1BA3, P1BA4, P1BA5, P1BA6, P1BA7, P1BA8, P1BA9 ,P1BAB, P1BAA, P1BAC, P1BAD, P1BAE, P1BAF, P1BB0, P1BB1, P1BB2,
P1BB3, P1BB4, P1BB5, P1BB6, P1BB7, P1BB8, P1BB9, P1BBA, P1BBB, P1BBC, P1BBD, P1BBE, P1BBF, P1BC0, P1BC1, P1BC2, P1BC3, P1BC4, P1BC5, P1BC6,
P1BC7, P1BC8, P1BC9, P1BCA, P1BCB, P1BCC, P1BCE, P1BCD, P1BCF, P1BD0, P1BD2, P1BD1, P1BD3, P1BD4, P1BD5, P1BD6, P1BD7, P1BD8, P1BD9,
P1BDA, P1BDB, P1BDD, P1BDC, P1BDE, P1BDF, P1BE1, P1BE0, P1BE3, P1BE2, P1BE4, P1BE5, P1BE6, P1BE7, P1BE8, P1BE9, P1BEA, P1BEB, P1BEC,
P1BED, P1BEE, P1BF0, P1BEF, P1BF1, P1BF2, P1BF4, P1BF3, P1BF5, P1BF4, P1BF7, P1BF8, P1BF9, P1BFA, P1BFB, P1BFC, P1BFD, P1BFE, P1E01, P1E02,
P1E03, P1E04, P1E05, P1E06, P1E4C, P1E4D, P1E4E, P1E4F, P1E50, P1E51, P1E52, P1E53, P1E54, P1E55, P1E56, P1E57, P1E58, P1E59, P1E5A, P1E5B,
P1E5C, P1E5D, P1E5E, P1E5F, P1E60, P1E62, P1E61, P1E63, P1E64, P1E65, P1E66, P1E67, P1E68, P1E69, P1E6A, P1E6B, P1E6D, P1E6C, P1E6E, P1E6F,
P1E70, P1E71, P1E72, P1E73, P1E74, P1E76, P1E75, P1E77, P1E78, P1E79, P1E7A, P1E7B, P1E7C, P1E7D, P1E7E, P1E7F, P1E80, P1E81, P1E82, P1E83,
P1E84, P1E85, P1E86, P1E87, P1E88, P1E89 or P1E8A is not set.
2. If DTC P1E92, P1E98, P1E9E, or P1EA4 is set, replace the A4 hybrid/EV battery pack.
Repair Instructions



Volt

DTC P1EAB or P1EAC

DTC Descriptors
DTC P1EAB: Battery Energy Control Module Hybrid/EV Battery Cell High Voltage
DTC P1EAC: Hybrid/EV Battery Cell Over-voltage Signal Circuit Performance
The 2nd protection is a redundant method to monitor cell group overvoltage. The four hybrid/EV battery interface control modules independently read and test each cell group.
The 2nd protection circuit fault is the actual hardwire signal from the four hybrid/EV battery interface control modules to the battery energy control module and terminating in
the hybrid/EV powertrain control module 2. The hybrid/EV powertrain control module 2 diagnoses this line to determine when a cell group over-voltage condition exists.
The 2nd protection self test diagnostic is used to check the signal circuit. The battery energy control module performs this test once every power down cycle. When run/crank
input signal transitions low and after a calibrated delay, the battery energy control module informs the hybrid/EV powertrain control module 2, via serial data communication
bus that it is about to run the diagnostics on the 2nd protection circuit. The battery energy control module then proceeds to command, via internal serial data, each hybrid/EV
battery interface control module to run the check on its hardwire output. Each of the four hybrid/EV battery interface control modules pulls the signal circuit low and releases it,
in sequence. If any pulses are missing, the battery energy control module is able to diagnose which hybrid/EV battery interface control module(s) has a fault, and sets a
related fault, and sends this information to the hybrid/EV powertrain control module 2 on the serial data
P1EAB
• The battery energy control module and hybrid/EV powertrain control module 2 are awake and communicating.
• DTC P1EAC or U185A is not set
P1EAC
• The battery energy control module and hybrid/EV powertrain control module 2 are awake and communicating.
• Ignition cycles from ON to OFF.
• Ignition is OFF for 500 ms.
• The 12 V battery voltage greater than or equal to 9 V.
• None of the following DTCs are set; P1E8E, P1E94, P1E9A or P1EA0.
• No loss of communications between the battery energy control module and any of the hybrid/EV battery interface control modules.
P1EAB
A cell over-voltage is detected.
P1EAC
The hybrid/EV powertrain control module 2 has detected a fault with the 2nd protection fault flag.
• DTCs P1EAB and P1EAC are type A DTCs.

• Once Vehicle Power has been turned OFF all of the contactors will be prevented from closing.
• DTCs P1EAB and P1EAC are type A DTCs.

• After the repair, with a scan tool, perform the Clear Secured High-Voltage DTCs to prevent DTCs from resetting.
• Vehicle Power cycled from ON to OFF after code clear
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
Verify that DTC P0B3B, P0B3D, P0B3E, P0B40, P0B42, P0B43, P0B45, P0B47, P0B48, P0B4A, P0B4C, P0B4D, P0B4F, P0B51, P0B54, P0B52, P0B56, P0B57, P0B59,
P0B5B, P0B5C, P0B5E, P0B60, P0B61, P0B63, P0B65, P0B66, P0B68, P0B6A, P0B6B, P0B6D, P0B6F, P0B70, P0B72, P0B74, P0B75, P0B77, P0B79, P0B7A, P0B7C,
P0B7E, P0B7F, P0B81, P0B83, P0B84, P0B86, P0B88, P0B89, P0B8B, P0B8D, P0B8E, P0B90, P0B92, P0B93, P0B95, P0B97, P0B98, P0B9A, P0B9C, P0B9D, P0B9F,
P0BA1, P0BA2, P0BA4, P0BA6, P0BA7, P0BA9, P0BAB, P0BAC, P0BAE, P0BB0, P0BB1, P0BB3, P0BB5, P0BB6, P0BB8, P0BBA, P0BBB, P1B17, P1B18, P1B1A,
P1B1B, P1B1D, P1B1E, P1B20, P1B21, P1B23, P1B24, P1B26, P1B27, P1B28, P1B29, P1B2A, P1B2B, P1B2C, P1B2D, P1B46, P1B47, P1B4A, P1B4C, P1B4D, P1B4F,
P1B50, P1B52, P1B53, P1B55, P1B56, P1B58, P1B59, P1B5B, P1B5C, P1B5E, P1B5F, P1B61, P1B64, P1B62, P1B65, P1B67, P1B68, P1B6A, P1B6B, P1B6D, P1B6E,
P1B70, P1B71, P1B73, P1B74, P1B76, P1B77, P1B79, P1B7A, P1B7C, P1B7D, P1B7F, P1B80, P1B82, P1B83, P1B85, P1B86, P1B88, P1B89, P1B8B, P1B8C, P1B8E,
P1B8F, P1B91, P1B92, P1B94, P1B95, P1B97, P1B98, P1B9A, P1B9B, P1B9D, P1B9E, P1BA0, P1BA1, P1BA3, P1BA4, P1BA6, P1BA7, P1BA9, P1BAA, P1BAC, P1BAD,
P1BAF, P1BB0, P1BB2, P1BB3, P1BB5, P1BB6, P1BB8, P1BB9, P1BBB, P1BBC, P1BBE, P1BBF, P1BC1, P1BC2, P1BC4, P1BC5, P1BC7, P1BC8, P1BCA, P1BCB,
P1BCD, P1BCE, P1BD0, P1BD1, P1BD3, P1BD4, P1BD6, P1BD7, P1BD9, P1BDA, P1BDC, P1BDD, P1BDF, P1BE0, P1BE2, P1BE3, P1BE5, P1BE6, P1BE8, P1BE9,
P1BEB, P1BEC, P1BEE, P1BEF, P1BF1, P1BF2, P1BF4, P1BF5, P1BF7, P1BF8, P1BFA, P1BFB, P1BFD, P1BFE, P1E02, P1E03, P1E05, P1E06, P1E4C, P1E4D, P1E4E,
P1E4F, P1E50, P1E51, P1E52, P1E53, P1E54, P1E55, P1E56, P1E57, P1E58, P1E59, P1E5A, P1E5B, P1E5C, P1E5D, P1E5E, P1E5F, P1E60, P1E61, P1E62, P1E63,
P1E64, P1E65, P1E66, P1E67, P1E68, P1E69, P1E6A, P1E6B, P1E6C, P1E6D, P1E6E, P1E6F, P1E70, P1E71, P1E72, P1E73, P1E74, P1E75, P1E76, P1E77, P1E78,
P1E79, P1E7A, P1E7B, P1E7C, P1E7D, P1E7E, P1E7F, P1E80, P1E81, P1E82, P1E83, P1E84, P1E85, P1E86, P1E87, P1E88, P1E89, P1E8A, U2603, U2604, U2605 or
U2606 is not set.
battery pack.
1. Ignition OFF, disable the high voltage at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling
4. Ignition ON, test for 4.8-5.2 V between the over-voltage signal circuit terminal 6 and earth.
If less than the specified range, test the over-voltage signal circuit for a short-circuit to earth or an open/high resistance. If the circuit tests normal, replace the K114B
hybrid/EV powertrain control module 2. After the repair, with a scan tool, perform the Clear Secured High-Voltage DTCs .
If greater than the specified range, test the over-voltage signal circuit for a short-circuit to voltage. If the circuit tests normal, replace the K114B hybrid/EV powertrain
control module 2. After the repair, with a scan tool, perform the Clear Secured High-Voltage DTCs .
Repair Instructions



Volt

DTC P1F17
DTC Descriptor
DTC P1F17: System Isolation/Impact Sensor Fault - Hybrid/EV Battery System Contactors Open
The hybrid/EV powertrain control module 2 will set DTC P1F17 if the hybrid/EV powertrain control module has detected a passive loss of isolation, the supplemental inflatable
restraint sensors are not working or has lost communication with the hybrid/EV powertrain control module or the supplemental inflatable restraint module.
• Vehicle ON.

• P0AA6 is set in the hybrid/EV powertrain control module.

• DTCs B0083-B0088 are set in the supplemental inflatable restraint module.
OR
• P0AA6 is set in the hybrid/EV powertrain control module.
• DTC U184E is set.
OR
• The hybrid/EV powertrain control module 2 has lost communication with the hybrid/EV powertrain control module.
• DTC U184E is set.
OR
• The hybrid/EV powertrain control module 2 has lost communication with the hybrid/EV powertrain control module.
• DTCs B0083-B0088 are set in the supplemental inflatable restraint module.
• DTC P1F17 is a type A DTC.

• All of the contactors will be prevented from closing.
• DTC P1F17 is a type A DTC.

Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
battery pack.

2. Verify that the K36 inflatable restraint sensing and diagnostic module is programmed with the correct software calibration.
If the correct software is not installed, program the K36 inflatable restraint sensing and diagnostic module.
3. Vehicle in Service Mode, observe the scan tool Crash Event Detected parameter. The reading should be No.
If the reading is yes, perform the Clear Secured High-Voltage DTCs function.
4. Perform the Clear Secured High-Voltage DTCs function. If DTC P1F17 resets and no other DTCs are set, replace the K114B hybrid/EV powertrain control module 2.
Repair Instructions
Control Module References for hybrid/EV powertrain control module 2 and inflatable restraint sensing and diagnostic module replacement, programming and set-up


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Loss of Isolation on the High-Voltage Main Bus

Danger: Ensure all High-Voltage safety procedures are followed. Failure to follow the procedure exactly as written may result in serious injury or death.
Danger: Before working on any high voltage system, be sure to wear the following Personal Protection Equipment:
• Safety glasses with appropriate side shields when within 50 feet of the vehicle, either indoors or outdoors
• Certified and up-to-date Class "0" Insulation gloves rated at 1,000 V with leather protectors
- Wear the Insulation gloves at all times when working with the high- voltage battery assembly, whether the system is energised or not.
battery pack.
Special Tools
Loss of Isolation on the High-Voltage Main Bus
Note: Wear your High-Voltage Insulation gloves until you have determined that a high-voltage exposure risk is no longer present.
1. Ignition OFF, disable the high voltage at the A4 hybrid battery pack. Refer to High Voltage Disabling .
3. Ignition ON, verify that DTC P0AA1, P0AD9, P0ADD, P0AE2, P0AE4, P0D0A, P0D11, P1EBC-P1EBF, P1EC0 or P1EC3-P1EC5 is not set.
If any DTC is set, diagnose them first. Refer to DTC P0AA1, P0AD9, P0ADD, P0AE2, P0AE4, P0D0A, P0D11, P1EBC-P1EBF, P1EC0 or P1EC3-P1EC5 .
4. Ignition OFF, disconnect the 12 V battery. Refer to Battery Negative Cable Disconnection and Connection .
Note: The following continuity tests must be performed using an Insulation Multimeter. Select the Isolation test setting, then select the 500 V range.
5. Using the Insulation Multimeter, test for greater than 750k Ω between the circuit terminals listed below and ground.
• A28 Hybrid battery contactor assembly harness connector terminal A +300 V X4.
• A28 Hybrid battery contactor assembly harness connector terminal B -300 V X4.
If the test result is less than the specified value, disconnect the X356A connector at the K1 14 V power module. Test for greater than 750k Ω. If the test result is
greater than the specified value, replace the K1 14 V power module. If the test result is less than the specified value, replace the 300 V DC cables.
6. Test for greater than 750k Ω between the circuit terminals listed below and earth.
• T6 Power inverter module harness connector terminal A -300 V X3.
• T6 Power inverter module harness connector terminal B +300 V X3.
If the test result is less than the specified value, replace the 300 V DC cables.
Note: The following continuity tests require both the air conditioning control module and cabin heater control module circuits to be isolated by performing the following
test up to 3 times if a fault is detected.
8. Test for greater than 750k Ω between the circuit terminals listed below and earth.
• Terminal A +300 V X4.
• Terminal B -300 V X4.
If the test result is less than the specified value, disconnect the X2 connector at the G1 air conditioning control module. Test for greater than 750k Ω between the
circuit terminal and earth. If the test result is greater than the specified value, replace the G1 air conditioning control module.
If the test result is less than the specified value, with the X2 connector at the G1 air conditioning control module disconnected. Disconnect the X2 connector at the
K10 cabin heater control module. Test for greater than 750k Ω between the circuit terminal and earth. If the test result is greater than the specified value, replace the
K10 cabin heater control module. If the test result is less than the specified value, replace the 300 V DC cables.
9. Disconnect the X5 harness connector at the at the T6 power inverter module
Note: There may be up to a 5 second delay for proper test results to be displayed.
10. Test for greater than 750k Ω between the 3-phase cable circuit terminals listed below and earth.
• Terminal 1 300 V X5.
If the test result is less than the specified value, disconnect the X2 connector at the M15A Drive Motor 1. Test for greater than 750k Ω between the circuit terminal X2
at the M15A Drive Motor 1 and earth. If the test result is greater than the specified value, replace the 3- phase cables. If the test result is less than the specified value,
replace the M15A Drive Motor 1.
12. Test for greater than 750k Ω between the 3-phase cable circuit terminals listed below and earth.
If the test result is less than the specified value, disconnect the X2 connector at the M15A Drive Motor 1. Test for greater than 750k Ω between the circuit terminal X2
at the M15B Drive Motor 2 and earth. If the test result is greater than the specified value, replace the 3- phase cables. If the test result is less than the specified value,
replace the M15B Drive Motor 2.
13. Disconnect the X8 harness connector at the power inverter module.
14. Test for greater than 1.0M Ω between the 3-phase cable circuit terminals listed below and earth.
If the test result is less than the specified value, replace the G5 transmission fluid pump - auxiliary.
15. Test for greater than 750k Ω between the T6 power inverter module circuit terminals listed below and earth.
If the test result is less than the specified value, replace the T6 power inverter module.
16. If all circuits test normal, replace the A4 hybrid battery pack.
Repair Instructions

• 300 Volt Battery Positive and Negative Cable Replacement Link to 207100
• Air Conditioning and Drive Motor Battery Cooling Compressor Replacement
• Heater Coolant Heater Replacement
• Accessory DC Power Control Module Replacement
• Control Module References for the T6 power inverter module replacement, programming and set-up


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Hybrid\EV Battery Voltage Present

battery pack.
Special Tools
• EL-50209 High-Voltage Terminal Cover

1. Review the high-voltage safety information prior to performing the High-Voltage Disabling procedure. Refer to High Voltage Safety .
2. The Servicing the A4 Battery Pack Assembly or 360 V DC Cables procedure has been performed.
The procedure has not been performed. Refer to High Voltage Disabling before continuing to the next step.
3. Disconnect the X1 and X2 harness connectors at the A28 hybrid battery contactor assembly.
4. Vehicle in Service Mode, using the DMM, verify that the voltage measures less than 1 V at the following points and earth:
• Terminal 2 X1.
• Terminal 4 X1.
• Terminal 6 X1.
• Terminal 7 X1.
• Terminal 9 X1.
• Terminal 11 X1.
If greater than the specified range, test the appropriate control circuit for a short-circuit to voltage. If the circuit tests normal, replace the K114B hybrid/EV powertrain
control module 2.
5. Vehicle OFF, test for infinite resistance between control circuit terminal 2 X2 harness connector at the A28 hybrid/EV battery contactor assembly and earth.
If less than the specified value, test the control circuit for a short to ground. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2.
Note:
• Wear your High-Voltage Insulation gloves until you have determined that a high-voltage exposure risk is no longer present.
• A 9 V battery can be used to test the DMM.
6. Test the DMM by measuring a 12 V battery.

If the DMM does not properly measure a 12 V battery, repair or replace the DMM and repeat all voltage measurements.
7. Using the DMM, verify the voltage measures less than 1 V at the following points and earth:
If the DMM does not properly measure a 12 V battery, repair or replace the DMM and repeat all voltage measurements.
8. Disconnect the high-voltage interlock harness connector listed below at the A28 hybrid/EV battery contactor assembly if not already disconnected.
• F118 hybrid/EV battery pack connector jumper connector.
• X6 14 V power module jumper connector.
• X7 battery charger jumper connector.
10. Verify that the voltage has been disabled at the X4 harness connector at the A28 hybrid/EV battery contactor assembly. Using the DMM, verify that the voltage
• High-voltage DC (+360 V) positive terminal A and high- voltage DC (-360 V) negative terminal B
If greater than the specified range, leave the DMM connected to the terminals until the voltage drops below 3 V to allow the high-voltage capacitors to discharge.
Continue to the next step once the voltage is below 3 V.
12. Verify that the voltage has been disabled at the X5 harness connector at the A28 hybrid/EV battery contactor assembly. Using the DMM, verify that the voltage
• High-voltage DC (+360 V) positive terminal A and high- voltage DC (-360 V) negative terminal B
If greater than the specified range, leave the DMM connected to the terminals until the voltage drops below 3 V to allow the high-voltage capacitors to discharge.
Continue to the next step once the voltage is below 3 V.
Danger: The Hybrid/EV battery has exposed high-voltage and the installation of EL-5029 is required to completely isolate the voltage during the Hybrid/EV battery
removal. Failure to follow the procedure exactly as written may result in serious injury or death.
Note: Lowering the battery slightly will assist with the installation of the EL-50209.
14. Install the EL-50209.

15. Lower the battery from the vehicle with the EL-50209 installed. Refer to Drive Motor Battery Replacement and Shipping Preparation
16. There is a stuck-closed contactor and a loss of isolation within the A4 hybrid/EV battery pack assembly. Replace the A4 hybrid/EV pack assembly.
Repair Instructions


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High-Voltage System Inspection

Vehicle Collision Detection
The Supplemental Inflatable Restraint (SIR) sensors are designed to identify the severity of a collision and from what direction a collision has occurred. The SIR sensors
typically detect collision conditions for occupant impact-protection reasons. The hybrid powertrain control module 2 will open the high-voltage contactor relays and disable the
vehicle whenever an SIR deployment occurs.
The supplemental inflatable restraint module transmits through serial data to the hybrid powertrain control module 2 whenever a sensor fault is detected or a collision event
has been detected. The hybrid powertrain control module 2 will set a Crash Event Detected event and enter into a disable condition.
A complete inspection of the high-voltage system and components must be performed if the vehicle has been involved in a collision. The Crash Event Detected condition will
remain active until cleared by the hybrid powertrain control module 2 Clear Secured High Voltage DTCs output control function of the scan tool.
Special Tools

• EL-50211 Low-Voltage Jumper Harness Extension
Inspection Procedure
Danger: High-voltage circuits should only be tested using a digital multimeter (DMM) and test leads with at least a CAT III rating, such as the J 39200-A Digital Multimeter.
battery pack.
1. The vehicle has been involved in a collision with body damage.

If vehicle damage does not allow for repair, remove the A4 hybrid/EV battery pack from the vehicle. Refer to Drive Motor Battery Replacement and Shipping
Preparation . Refer to www.recyclemybattery.com for recycling information.
2. Have the air bags been deployed?
If the air bags have been deployed, refer to Air Bags Deployed Inspection.
3. Does the vehicle have right front end damage?
If the vehicle has right front end damage, perform the high voltage disable procedure at the T18 battery charger. Refer to High Voltage Disabling . Perform a visual
inspection of the T18 battery charger. Remove any covers or shields to gain access. Inspect the assembly for cracks, dents, pinched, cut or frayed high-voltage DC
300V cables, low-voltage cables or other physical damage.
4. Vehicle OFF, perform a visual inspection of the following high voltage components listed. Remove any covers or shields to gain access. Inspect the assembly for cracks,
dents, pinched, cut or frayed high-voltage DC 300V cables, low-voltage cables or other physical damage.
• A4 hybrid/EV battery pack (exterior only -- includes tray and A28 hybrid/EV battery contactor assembly)
• T18 battery charger (if not done in previous step).
• G1 air conditioning compressor.
• K10 coolant heater control module.
• K1 14 V accessory power module.
• T6 power inverter module.
• T12 automatic transmission assembly.
• The high-voltage DC 300 V cable between the A4 hybrid/EV battery pack and the T18 battery charger.
• The high-voltage DC 300 V cable between the T6 power inverter module and the A4 hybrid/EV battery pack.
• The high-voltage DC 300 V cable between the T6 power inverter module and the G1 air conditioning compressor.
• The high-voltage DC 300 V cable between the T6 power inverter module and the K10 coolant heater control module.
• The high-voltage DC 300 V cable between the T6 power inverter module and the K1 14 V accessory power module.
• The high-voltage DC 300 V cable between the T6 power inverter module and the K107A drive motor 1 control module.
• The high-voltage DC 300 V cable between the T6 power inverter module and the K107B drive motor 2 control module.
• The high-voltage DC 300 V cable between the T6 power inverter module and the K6 transmission fluid pump control module-auxiliary.
Perform the appropriate high-voltage disable procedure. Refer to High Voltage Disabling . Replace all components and cables identified as damaged. Continue to
next step after repairs.
5. Vehicle in Service Mode, verify that no DTCs are set.
6. With a scan tool clear the hybrid powertrain control module 2 Crash Event Detected disable condition only after all high-voltage components identified as damaged have
been replaced. Refer to Clear Secured High-Voltage DTCs .
7. Perform the required body repairs as per the approved service procedures.
Air Bags Deployed Inspection
1. Perform the high-voltage disable procedure at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling . If vehicle damage does not allow for access to the S15
hybrid/EV battery pack high-voltage manual disconnect lever, disconnect the 12V battery and remove the damaged portion of the vehicle until such time as the S15
hybrid/EV battery pack high-voltage manual disconnect lever can be removed and the High Voltage Disabling procedure can be completed. Remove the A4 hybrid/EV
battery pack from the vehicle. Refer to Drive Motor Battery Replacement and Shipping Preparation .
2. Perform a visual inspection of the A4 hybrid/EV battery pack for cracks, dents or other physical external damage.
If physical damage is observed, replace all components identified as damaged. Continue to next step after repairs.
3. Perform a visual inspection of the following high-voltage components listed. Remove any covers or shields to gain access. Inspect the assembly for cracks, dents,
pinched, cut or frayed high-voltage DC 300V cables, low-voltage cables or other physical damage.
• T18 battery charger.
• G1 air conditioning compressor.
• K10 coolant heater control module.
• K1 14 V accessory power module.
• T6 power inverter module.
• T12 automatic transmission assembly.
• The high-voltage DC 300 V cable between the A4 hybrid/EV battery pack and the T18 battery charger.
• The high-voltage DC 300 V cable between the T6 power inverter module and the A4 hybrid/EV battery pack.
• The high-voltage DC 300 V cable between the T6 power inverter module and the G1 air conditioning compressor.
• The high-voltage DC 300 V cable between the T6 power inverter module and the K10 coolant heater control module.
• The high-voltage DC 300 V cable between the T6 power inverter module and the K1 14 V accessory power module.
• The high-voltage DC 300 V cable between the T6 power inverter module and the K107A drive motor 1 control module.
• The high-voltage DC 300 V cable between the T6 power inverter module and the K107B drive motor 2 control module.
• The high-voltage DC 300 V cable between the T6 power inverter module and the K6 transmission fluid pump control module-auxiliary.
Replace all components and cables identified as damaged. Continue to next step after repairs.
Note: Ignore DTCs P0A0C, P0A0D, P0D17 and P0D18. These will set with the S15 hybrid/EV battery pack high voltage manual disconnect lever removed, the 12 V
battery connected and the Vehicle in Service Mode.
4. Install the EL-50211 low-voltage jumper harness extension.
6. Vehicle in Service Mode, verify that no DTCs are set.
7. Perform the required body repairs as per the approved service procedures.


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Battery Charger and 14 V Power Module Maxi 20 A Fuse Replacement

Removal Procedure

Danger: The Volt Battery Pack will utilise an exchange program. Please consult the most recent revision of bulletin/PI #PIP4841, available in Service Information (SI), for a list
of approved Volt Battery Pack service procedures. Components that may be removed and serviced without exchanging the complete battery pack are identified in the

2. Remove the multi-use relay and fuse cover screws (1) from the drive motor battery.
3. Remove the multi-use relay and fuse cover (2).
4. Remove the battery protector (Insulator) (1).
5. Remove the 14 V power module 20 amp maxi-fuse (2).
6. Remove the battery charger 20 amp maxi-fuse (3).
1. Install the 14 V power module 20 amp maxi-fuse (2).
2. Install the battery charger 20 amp maxi-fuse (3).
3. Install the battery protector (Insulator) (1).
4. Install the multi-use relay and fuse cover (2) with screws (1). Tighten to 6 N·m (53 lb in).


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300 Volt Battery Positive and Negative Cable Replacement - Drive Motor Battery-to-Inverter
Removal Procedure


2. Remove the exhaust pipe front heat shield. Refer to Exhaust Pipe Heat Shield Replacement : Rear → Center → Front .
3. Remove the bolt (2) holding the 300 V battery positive and negative cable connector (1), to the drive motor generator power inverter module.
Note: Replace the 300 V battery positive and negative connector seal.
4. Drain the drive motor battery cooling system. Refer to Drive Motor Battery Cooling System Draining and Filling .
5. Remove the drive motor battery coolant cooler inlet hose fitting (1) and set aside the drive motor battery coolant cooler hose (2).
6. Remove the high-voltage interlock loop connector (1) and the bolt (2) holding the connector (3) to the drive motor battery.
7. Disconnect the 300 V battery positive and negative cable retainers (1) from the studs.
8. Remove the 300 V battery positive and negative cable retainers (2) from the heater coolant shut-off valve bracket (1).
9. Remove the 300 V battery positive and negative cable (1) from the vehicle.
1. Position the 300 V battery positive and negative cable (1) in the engine compartment.
2. Connect the 300 V battery positive and negative cable retainers (2) to the heater coolant shut-off valve bracket (1).
3. Install the 300 V battery positive and negative cable retainers (1) to the tunnel studs.

4. Install the 300 V battery positive and negative connector bolt (2) and tighten to 8 N·m (71 lb in).
5. Connect the high voltage interlock loop connector (1) to the 300 V battery positive and negative cable connector (3).
6. Install the drive motor battery coolant cooler inlet hose fitting (1).
7. Fill the drive motor battery cooling system. Refer to Drive Motor Battery Cooling System Draining and Filling .


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300 Volt Battery Positive and Negative Cable Replacement - Inverter-to-Compressor/Heater Module
Removal Procedure


3. Remove the throttle body. Refer to Throttle Body Assembly Replacement .
4. Remove the inverter-to-compressor/heater module cable (1) from the power inverter module (2).
Note: Replace the 300 V battery positive and negative connector seal.

5. Locate the connectors (1) to the heater coolant heater module.
6. Detach the high-voltage inter-lock loop connector (1) and the 300 V battery positive and negative cable (2), from the heater coolant heater module (3).
7. Disconnect the 300 V battery positive and negative cable retainers (1) from the A/C compressor hose.
8. Remove the 300 V battery positive and negative cable (1) from the vehicle.
1. Position the 300 V battery positive and negative cable (1) in the engine compartment.
2. Connect the 300 V battery positive and negative cable connector (2) to the heater coolant heater module (3).
3. Connect the high-voltage inter-lock loop connector (1) to the heater coolant heater module (3).
4. Install the 300 V battery positive and negative cable retainers (1) to the A/C compressor hose.
5. Install the 300 V battery positive and negative connector (2) to the A/C and drive motor battery cooling compressor.
6. Connect the 300 V battery positive and negative cable retainers (1) to the A/C compressor hose.

7. Connect the 300 V battery positive and negative cable connector (1) to the drive motor generator power inverter module. Tighten to 8 N·m (71 lb in).
8. Install the throttle body. Refer to Throttle Body Assembly Replacement .


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300 Volt Battery Positive and Negative Cable Replacement - Drive Motor Battery-to-Charger
Removal Procedure


3. Remove the drive motor battery coolant cooler inlet hose asembly. Refer to Drive Motor Battery Coolant Cooler Inlet Hose Assembly Replacement .
4. Disconnect the high-voltage inter-lock loop connector (3) from the drive motor battery charger.
5. Remove the 300 V battery positive/negative cable retaining nut (1) and the 300V battery positive/negative connector (2).
6. Remove the 300 V battery positive/negative cable retainer nut (1) from the underbody stud.
7. Remove the 300 V battery positive/negative cable retainer nuts (1) from the chassis frame.
8. Remove the drive motor battery coolant cooler inlet hose fitting (1) and set aside the drive motor battery coolant cooler hose (2).
9. Remove the drive motor battery coolant outlet hose, if necessary. Refer to Drive Motor Battery Coolant Outlet Hose Replacement .
10. Remove the high-voltage inter-lock loop connector (1).
11. Remove the bolt (2) and set aside the connector (3).
12. Remove the high-voltage inter-lock loop connector (2) and the 300 V battery positive/negative connector (1), from the drive motor battery.
13. Remove the 300 V battery positive/negative cable from the vehicle.
1. Connect the 300 V battery positive/negative cable connector (1) and the high-voltage inter-lock loop connector (2), to the drive motor battery.
2. Install the drive motor battery coolant outlet hose, if necessary. Refer to Drive Motor Battery Coolant Outlet Hose Replacement .

3. Connect the high-voltage connector (3) and tighten bolt (2) to 8 N·m (71 lb in).
4. Install the drive motor battery coolant cooler inlet hose fitting (1).
5. Install the 300 V battery positive/negative retainers (2) and nuts (1) to the chassis frame studs and tighten to 8 N·m (71 lb in).
6. Connect the 300 V battery positive/negative cable retainer (2) and nut (1), to the panel stud, and tighten to 8 N·m (71 lb in).
7. Install the 300 V battery positive/negative cable into the fuel line retainer with clip (1).
8. Connect the 300 V battery positive/negative cable connector (2) and the high-voltage inter-lock loop connector (3), to the drive motor battery charger.
9. Install the 300 V battery positive/negative cable retainer (4) and nut (1) and tighten to 8 N·m (71 lb in).
10. Install the 300 V battery positive/negative cable retainer to the stud and tighten nut (1) to 8 N·m (71 lb in).
11. Install the drive motor battery coolant cooler inlet hose asembly. Refer to Drive Motor Battery Coolant Cooler Inlet Hose Assembly Replacement .


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300 Volt Battery Positive and Negative Cable Replacement - Drive Motor Battery-to-APM Module
Removal Procedure


2. Remove the drive motor battery. Refer to Drive Motor Battery Replacement and Shipping Preparation .
3. Support the fuel tank with an appropriate jack.
4. Remove the nuts (1) and the bolts (2) securing the floor panel bar (3) to the frame.
5. Remove the floor panel bar (3).
6. Remove the 300 V battery positive/negative cable retainer nut (1).
7. Detach the 300 V battery positive/negative cable (3) from the fuel rail fasteners (1).
8. Swing the individual fuel line clips (2) open.
9. Working towards the rear of the vehicle, detach the fuel line clip (1) and cables ties (2).
10. Unclip the fuel line clip (1) and the cable ties (2).
11. Disconnect the high-voltage inter-lock loop connector (1) and the 300 V battery positive/negative cable connector (2).
12. Remove the 300 V battery positive/negative cable fastener nut (3).
13. Remove the 300 V battery positive/negative cable (1) from the vehicle.
1. Position the 300 V battery positive/negative cable (1) below the vehicle.

2. Connect the 300 V battery positive/negative retainer and nut (3) to the bracket stud. Tighten to 8 N·m (71 lb in).
3. Connect the 300 V battery positive/negative cable connector (2) to the accessory DC power control module.
4. Connect the high-voltage inter-lock loop connector (1) to the accessory DC power control module.
7. Install the floor panel bar (3) to the frame mounts. Tighten the following:
• Floor panel bar nuts (1) to 22 N·m (16 lb ft).
• Floor panel bar bolts (2) to 58 N·m (43 lb ft).
8. Connect the 300 V battery positive/negative cable into the fuel line retainer clips (1).
9. Install the drive motor battery. Refer to Drive Motor Battery Replacement and Shipping Preparation .
10. Install the 300 V battery positive/negative cable retainer to the stud and tighten nut (1) to 8 N·m (71 lb in).
11. Connect the 300 V battery positive/negative cable connector (3) to the drive motor battery (3).
12. Connect the high-voltage inter-lock loop connector (1).
13. Connect the high-voltage inter-lock loop connector (1).
14. Install the connector (3) and tighten the bolt (1) to 8 N·m (71 lb in).
15. Connect the drive motor battery coolant cooler inlet hose fitting (1).
16. Fill the drive motor battery cooling system. Refer to Drive Motor Battery Cooling System Draining and Filling .
18. Clear the secure high-voltage DTCs. Refer to Clear Secured High-Voltage DTCs .
19. Rest the Hybrid/EV battery pack data. Refer to Hybrid/EV Battery Pack Data Reset .
20. Perform a Hybrid/EV battery pack capacity learn procedure. Refer to Hybrid/EV Battery Pack Capacity Learn .


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Special Tool
1. EL 49976 Battery Pack Lifting Fixture

2. EL 50209 Battery Terminal Covers
Removal Procedure


2. Remove the rear heat shields. Refer to Exhaust Pipe Heat Shield Replacement : Rear → Center → Front .
3. Remove the right underbody air deflectors. Refer to Underbody Front Air Deflector Replacement - Right Side .
Note: Not necessary to remove the underbody battery shield.
4. Remove the drive motor generator radiator surge tank cap.
5. Using a drain pan to collect any fluid, remove the drain plug (1) and drain the drive motor battery of fluid.
Note: Document the colour of the fluid and the quantity of fluid drained. Replace the drain plug with a NEW drain plug.
6. Using a drain pan to collect any coolant, remove the metal coolant pipe retainers (1) and disconnect the inlet and outlet coolant pipes (2).
7. Disconnect the following from the drive motor battery:
• Body Harness Connector X5 (1).
• Interlock Loop Connectors X3, X4 (2).
• Connectors X1 and X2 (3).
8. Remove the 300 V positive and negative cable connector mounting bolt (2).
9. Remove the 300 V positive and negative cable connector (3).
10. Remove connectors X4 and X5 (1).
11. Remove the 300 volt cable connector fastener (1).
12. Remove the earth strap fasteners (1), from the body side.
13. Support the battery (1) using the EL 49976 lifting fixture, in conjunction with a suitable lift table. The battery mass is approximately 204 kg (450 lbs).
14. Remove the battery tray fasteners (1) and (2).
15. Remove the drive motor generator battery and the EL-49976 battery lifting fixture from the lift table and set aside.
16. Remove the replacement drive motor generator battery and the replacement EL-49976 battery lifting fixture from the container and mount to the lift table.
17. If the drive motor generator battery is to be out of the vehicle for an extended period of time, place the drive motor generator battery in a safe location with the
appropriate safety cones and protocols. Install EL50209 protective terminal covers on connection points.
18. Ensure that tape covers the manual disconnect terminals on the drive motor generator battery.
19. If the drive motor generator battery is being returned, prepare the drive motor generator battery for safe shipping by performing the following:
• Install coolant plugs (2) in the coolant lines. Coolant plugs can be removed from the new service battery assembly and installed in the returned battery. Additional
coolant plugs (GM p/n 22770854) can be ordered if they are needed.
Note: As part of the battery removal process, all coolant should be drained from the battery pack.
• Install the Manual Service Disconnect (MSD) Cover. The MSD cover can be removed from the new service battery assembly and installed in the returned battery.
Additional MSD covers (GM p/n 22770856) can be ordered if they are needed.
Note: The MSD lever should remain with the vehicle and not be returned with the battery assembly.
• Install the High-Voltage Connector Cover. The high-voltage connector cover can be removed from the service battery and installed on the returned battery. If the
service battery assembly did not come with a high-voltage connector cover, additional covers can be ordered by calling 1-800 GM TOOLS. Reference tool # EL-50209
when placing your order.
Note: The failed battery must be removed and returned with a battery assembly lifting fixture (GM Special Tool EL-49976). This lifting fixture will be attached to the
failed battery and placed in the shipping container. Each new service battery will come with a battery assembly lifting fixture for use during installation. You will keep
this fixture for servicing future battery removals.
1. Using the EL 49976 lifting fixture , in conjunction with a suitable lift table, raise the generator drive motor battery to the vehicle.

2. Tighten the battery tray fasteners (1) to 58 N·m (43 lb ft) and tighten the battery tray fasteners (2) to 22 N·m (16 lb ft).
3. Install the earth strap fasteners (1) and tighten to 9 N·m (80 lb in).
4. Install the X4 and X5 connectors (1).
5. Connect the 300 V Cable (3) to the drive motor generator battery and tighten bolt (2) to 8 N·m (71 lb in).
6. Connect the following to the drive motor generator battery:
• Body Harness Connector X5 (1).
• Interlock Loop Connectors X3, X4 (2).
• Connectors X1 and X2 (3).
7. Connect the inlet and outlet coolant pipes (2) and install the metal coolant pipe retainers (1).
8. Install the rear heat shields. Refer to Exhaust Pipe Heat Shield Replacement : Rear → Center → Front .
9. Install the right underbody air deflectors. Refer to Underbody Front Air Deflector Replacement - Right Side .
11. Check the battery pack cooling system for leaks. Refer to Hybrid Cooling System Leak Test .
12. Clear the secured high voltage DTC's. Refer to Clear Secured High-Voltage DTCs .
13. Reset the Hybrid/EV battery pack data. Refer to Hybrid/EV Battery Pack Data Reset .
14. Program the battery energy control module. Refer to Electronic Brake Control Module Programming and Setup .
15. Perform the Hybrid/EV battery pack capacity learn procedure. Refer to Hybrid/EV Battery Pack Capacity Learn .


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Clear Secured High-Voltage DTCs

Clear Secured High-Voltage DTCs
The Hybrid/EV Battery Pack Clear Secured High Voltage DTCs procedure must be completed when the following components are replaced:

• Hybrid/EV Battery Energy Control Module
• Hybrid/EV Battery Interface Control Module
• Hybrid/EV Battery Pack
The Hybrid/EV Powertrain Control Module 2 Clear Secured High Voltage DTCs procedure can be completed with a scan tool using the following steps:
Note: A command reject may appear on the scan tool after the first Hybrid/EV Battery Pack Clear Secured High Voltage DTCs request. Ignore this command reject.
2. Vehicle in Service Mode, select Hybrid/EV Battery Pack Clear Secured High-Voltage DTCs in the Hybrid/EV Powertrain Control Module 2 Control Functions list.
5. Vehicle in Service Modeselect Hybrid/EV Battery Pack Clear Secured High Voltage DTCs in the Hybrid/EV Powertrain Control Module 2 Control Functions list.


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The Hybrid/EV Powertrain Control Module 2 Data Reset procedure must be completed when the following components are replaced:

The Hybrid/EV Powertrain Control Module 2 Data Reset procedure can be completed with a scan tool using the following steps:

2. Ignition ON, engine OFF.
3. Select Hybrid/EV Battery Pack Data Reset in the Hybrid/EV Powertrain Control Module 2 Control Functions list


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The Hybrid/EV Battery Pack Capacity Learn procedure must be completed when the following components are replaced:

The Hybrid/EV Powertrain Control Module 2 Capacity Learn procedure can be completed with a scan tool using the following steps:

2. Ignition ON, engine OFF.
3. Select Hybrid/EV Battery Pack Capacity Reset in the Hybrid/EV Powertrain Control Module 2 Control Functions list
5. Select Hybrid/EV Battery Pack Capacity Learn in the Hybrid/EV Powertrain Control Module 2 Control Functions list


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Overview
The hybrid battery contains 288 cells. Groups of three cells are welded together in-parallel called cell groups. There are a total of 96 cell groups in the hybrid battery
assembly. These cell groups are electrically connected in-series. Each individual cell group is rated at 3.7 V, for a nominal system voltage of 355 V direct current. The battery
cell groups are joined to form 3 distinct sections. The first 30 battery cell groups make up battery section 1. This section is adjacent to the cowl and contains battery cell
groups 67 through to 96. The next 24 battery cell groups make up battery section 2. This section is located behind section 1 and contains battery cell groups 43 through to 66.
The transverse battery section is section number 3 and it contains the remaining battery cell groups 1 through to 42. The 3 battery sections are individually serviceable
components.
The battery energy control module monitors the voltage of the 96 battery cell groups through 4 hybrid battery interface control modules. There is one hybrid battery interface
control module for section 1 and 2, with section 3 having two modules. The voltage sense lines are attached to each individual cell group, and these sense lines terminate at a
connector located on the top surface of the battery section. A serviceable voltage sense harness joins this connector to the hybrid battery interface control modules, located on
the top surface of the battery section. The hybrid battery interface control module encodes the voltage reading and transmits it to the battery energy control module through
the battery energy control module harness. The hybrid battery interface control modules 1-4, voltage sense harnesses, generator battery control harness and battery energy
control module are all considered serviceable components.
to the hybrid powertrain control module 2 through serial data. The hybrid powertrain control module 2 is the host controller for diagnostic trouble code information.
Location
The hybrid battery is located beneath the vehicle. The battery energy control module, hybrid battery interface control modules 1-4, current sensor, and high-voltage contactors
are located within the hybrid battery assembly. The hybrid powertrain control module 2 is located under the front passenger seat.


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Special Tools
EL-48571
High-Voltage Battery Pin Out Box
EL-48900
HEV Safety Kit

EL-50209
High-Voltage Terminal Cover
EL-50211
Low-Voltage Jumper Harness
EL-50554-1
14 V Power Inverter Assurance Harness
EL-50554-2
Charger Assurance Harness
EL-49976
Hybrid/EV Battery Lifting Fixture
EL-50772
Insulation Multimeter
EL-50774
Low/High-Resistance Meter


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Specification
Charge Port Housing Actuator Screw 3.5 N·m 31 lb in
Drive Motor Battery Charger Receptacle Fasteners 12 N·m 106 lb in


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Figure 1: Charging Port Door
Figure 2: Battery Charger
Figure 3: Battery State of Charge


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DTC P0CF4-P0CF6
DTC Descriptors
DTC P0CF4: Control Pilot Circuit Performance
DTC P0CF5: Control Pilot Circuit Low Voltage
DTC P0CF6: Control Pilot Circuit High Voltage
The hybrid/EV powertrain control module 2 monitors a pilot signal from the drive motor battery charger cable. The hybrid/EV powertrain control module 2 utilises this signal to
manage the charging process between the drive motor battery charger cable and the hybrid/EV powertrain control module 2.
Under normal charging conditions the control pilot signal is generated by the drive motor battery charger cable. This diagnostic runs with the drive motor battery charger cable
disconnected to verify the vehicle side circuit integrity. The diagnostic signal is generated internally by the hybrid/EV powertrain control module 2.
DTC P0CF4
• The vehicle 12 V battery system voltage needs to be above 9 V.
• The drive motor battery charger cable is disconnected and the charge port door is closed.
• Vehicle in Service Mode
• The vehicle needs to be driven above 25 km/h (16 mph) for more than 10 seconds.
DTC P0CF5
• Vehicle needs to be driven above 25 km/h (16 mph) for more than 10 seconds.
DTC P0CF6
• Vehicle needs to be driven above 25 km/h (16 mph) for more than 10 seconds.
DTC P0CF4
The control pilot circuit is not meeting its internal range requirements for 1 second. This can only be set internal to the hybrid/EV powertrain control module 2. This is an
internal circuit voltage in the hybrid/EV powertrain control module 2 and can not be measured.
DTC P0CF5
The control pilot circuit voltage divided by the system voltage is less than 0.03 for 1 second. This is an internal circuit voltage in the hybrid/EV powertrain control module 2 and
can not be measured.
DTC P0CF6
The control pilot circuit voltage divided by the system voltage is greater than 0.58 for 1 second. This is an internal circuit voltage in the hybrid/EV powertrain control module 2
and can not be measured.
• DTC P0CF4-P0CF6 are type A DTCs

• Disables high-voltage battery charging.
DTC P0CF4-P0CF6 are type A DTCs.

Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

1. Vehicle OFF, disable the high voltage at the T18 battery charger. Refer to High Voltage Disabling . Disconnect the X3 harness connector at the T18 battery charger and
the X2 harness connector at the K114B hybrid/EV powertrain control module 2.
Note: The following tests should be conducted at the hybrid battery charger receptacle pins behind the charge port door, not the hybrid battery charger receptacle
harness connector.
2. Test for infinite resistance between control pilot signal 1 circuit X98 hybrid battery charger receptacle terminal B and the terminals listed below:
• X98 hybrid battery charger receptacle terminal A
• X98 hybrid battery charger receptacle terminal C
• X98 hybrid battery charger receptacle terminal D
• X98 hybrid battery charger receptacle terminal E
If less than the specified range, repair the control pilot signal 1 circuit for a short-circuit between the circuits.
3. If all circuits test normal, replace the K114B hybrid/EV powertrain control module 2.
Repair Instructions


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DTC P0CF9 or P0D01

DTC Descriptors
DTC P0CF9: Control Pilot Charging Switch Performance
DTC P0D01: Control Pilot Charging Ventilation Switch Performance
The hybrid/EV powertrain control module 2 has two internal switches used to modify the control pilot signal. The first internal switch modifies the control pilot signal to indicate
to the drive motor battery charger cable that the vehicle is either ready or not ready to accept energy. The second internal switch modifies the control pilot signal to indicate to
the drive motor battery charger cable whether indoor ventilation is required.
• The diagnostics for DTC P0CF4-P0CF6 must have passed before these will run.
The hybrid/EV powertrain control module 2 measures a pilot signal voltage out of range for 10 seconds. This is an internal circuit voltage in the hybrid/EV powertrain control
module 2 and can not be measured.
• DTC P0CF9 and P0D01 are type A DTCs

• Disables the high-voltage battery charging.
DTC P0CF9 and P0D01 are type A DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools
Verify that DTC P0CF9 or P0D01 is not set.
If either of the DTCs are set, replace the K114B hybrid/EV powertrain control module 2.
Repair Instructions


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DTC P0D1F
DTC Descriptor
DTC P0D1F: Control Module Date/Time Synchronization Performance
The hybrid/EV powertrain control module 2 monitors the date and time data it receives from the radio. This time information is used to ensure the module's internal clock is
synchronised to the customer's local time. The Time of Day Charging feature utilises this internal clock to keep track of time and alarms for delayed charging modes. If this
radio time data is received during a drive cycle, the system is considered synchronised.
The vehicle needs to go from Vehicle OFF to Vehicle in Service Mode to start the diagnostic.
The vehicle is driven for more than 5 consecutive drive cycles where trip distance exceeds 15 Kilometres, and the date and time were unavailable from the Radio.
• DTC P0D1F is a type C DTC.

• On the Navigation screen "Default Charge Mode: Immediately" is displayed.
• The battery charger Time Of Day charging option is disabled, and charging mode is set to IMMEDIATE.
DTC P0D1F is a type C DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

1. Verify no radio DTC's are set.

If any radio DTC's are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
2. Verify that the scan tool radio/Data Display/Second parameter is incrementing.
If seconds are not incrementing, refer to Radio Programming and Setup .
3. Replace the K114B hybrid/EV powertrain control module 2.
Repair Instructions


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DTC P0D20, P0D22, P1EFA or P1EFB

DTC Descriptors
DTC P0D20: Battery Charger Output Voltage Performance
DTC P0D22: Battery Charger Output Current Performance
DTC P1EFA: Battery Charger High-Voltage Converter 1 Input Current Too High
DTC P1EFB: Battery Charger High-Voltage Converter 2 Input Current Too High
The hybrid/EV powertrain control module 2 monitors the battery charger high-voltage output and current output and ensures they are within the proper range. The battery
charger operates in either a constant current mode or a constant voltage mode. Whichever mode you are in will determine which diagnostic will be run. The battery charger
runs constant voltage mode at the beginning and end of the charge cycle and runs constant current mode most of the charging cycle.
P0D20
• Battery charger is charging and in constant voltage mode which only occurs under the following conditions:
- During charging bus precharge.
- When the hybrid/EV battery pack is close to being fully charged.
- When the hybrid/EV battery pack is hot and the hybrid/EV battery pack cooling system is activated.
P0D22
• Battery charger is charging and not in constant voltage mode
• The hybrid/EV powertrain control module 2 measures a current output of greater than about 0.5 A
P1EFA
• The vehicle is connected to a 120 V AC supply and battery charging is charging the high-voltage battery supply.
P1EFB
• The vehicle is connected to a 240 V AC supply and battery charging is charging the high-voltage battery supply.
P0D20
The hybrid/EV powertrain control module 2 measures that the battery charging bus voltage is not within about 15 % of the commanded voltage for about 5 seconds.
P0D22
The hybrid/EV powertrain control module 2 measures that the battery charging bus current is not within an acceptable percentage of the commanded current for about 40
seconds.
P1EFA, P1EFB
The battery charger detects an internal over-current condition. This is an internal measurement to the battery charger.
• DTC P0D20 and P0D22 are type A DTCs.

• DTC P1EFA and P1EFB are type C DTCs.
• Disables the vehicle high-voltage battery charging.
• DTC P0D20 and P0D22 are type A DTCs.

• DTC P1EFA and P1EFB are type C DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools


1. Verify no other battery-related DTCs are set.

If any battery-related DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for hybrid battery diagnostics.
2. Vehicle OFF, disable the high voltage at the A4 hybrid/EV battery pack and the T18 battery charger. Refer to High Voltage Disabling .
3. Disconnect the X4 connector at the T18 battery charger and at the X5 connector at the A4 hybrid/EV battery pack.
4. Test for infinite resistance between the 300 V circuit terminals listed below and earth:
• Terminal A X4
• Terminal B X4
If less than the specified range, test the 300 V circuit for a short-circuit to earth.
5. Test for less than 10 Ω between the 300 V circuit terminals listed below:
• T18 battery charger terminal A X4 and A4 hybrid/EV battery pack A X5
• T18 battery charger terminal B X4 and A4 hybrid/EV battery pack B X5
If greater than the specified range, test the 300 V circuit for an open-cicuit/high resistance.
6. Test for infinite resistance between the 300 V circuit terminal A X4 and B X4.
If less than the specified range, test the 300 V circuits for a short-circuit between the circuits.
7. If all circuits test normal, replace the T18 battery charger.
Repair Instructions
Control Module References for T18 battery charger replacement, programming and set-up


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DTC P0D21, P0D23, P1EF0 or P1EF1

DTC Descriptors
DTC P0D21: Battery Charger Output Voltage Too Low
DTC P0D23: Battery Charger Output Shorted
DTC P1EF0: Battery Charger High-Voltage Converter 1 Output Power Regulation Performance
DTC P1EF1: Battery Charger High-Voltage Converter 2 Output Power Regulation Performance
The hybrid/EV powertrain control module 2 and battery charger control module monitor the battery charger high-voltage output and current output and ensures it is in the
proper range and there is not a resistive short in the charging bus.
P0D21
• Battery charger in heating mode ONLY:
- Multi-function contactor must be commanded Open.
- Battery charging contactors must be commanded Closed.
- Commanded high-voltage current must be greater than 0.5 A.
- High-voltage battery heater duty cycle must be greater than 5%.
- Drive motor battery charger cable must be connected and vehicle receiving power.
• All other battery charging modes:
- Multi-function contactor and battery charging contactors must be commanded Closed.
- Drive motor battery charger cable must be connected and vehicle receiving power.
P0D23
• There can not be any high voltage or current sensor faults present.
• The battery charge system must be in the pre-charge state, and the multi-function contactor must be commanded Open.
• There can not be any high-voltage battery heating or cooling requests active.
• drive motor battery charger cable must be connected and vehicle receiving power.
P1EF0
• P0D53, P0D54, P0D4E, P0D4F, P1EEB or P1EEC should not be set.
• The vehicle 12 V battery system voltage needs to be above 9 V
• The vehicle is connected to a 120 V AC supply and the battery charger is converting power.
P1EF1
• P0D53, P0D54, P0D4E, P0D4F, P1EEB or P1EEC should not be set.
• The vehicle 12 V battery system voltage needs to be above 9 V
• The vehicle is connected to a 240 V AC supply and the battery charger is converting power.
P0D21
Battery charger high-voltage output voltage is less than 150 V for about 1 second.
P0D23
The battery charger high-voltage output current exceeds 0.1 A for about 3 seconds.
P1EF0 or P1EF1
The battery charger actual high-voltage output voltage or current is not within the allowable tolerance compared with the commanded output voltage or current. This is
measured internal to the battery charger.
P0D21
• DTC P0D21 is a type B DTC.

• Disables the high-voltage battery heating and/or charging.
P0D23, P1EF0, or P1EF1
• DTC P0D23 is a type A DTC.

P0D21
DTC P0D21 is a type B DTC.
P0D23, P1EF0, or P1EF1
DTC P0D23 is a type A DTC.
Diagnostic Aids
Low or unstable household voltage supply can cause this DTC to set. Verify with customer that domestic voltage was not fluctuating during charge attempt and that they are
using a dedicated circuit. Voltage fluctuations can be indicated by intermittent red LEDs on the drive motor battery charger cable.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

1. Verify no battery-related DTCs are set.

If any battery-related DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for hybrid battery diagnostics.
2. Clear DTC, connect the drive motor battery charger cable to vehicle and known good domestic supply voltage.
3. Verify DTC P0D21, P0D23, P1EF0 or P1EF1 is set.
If DTC is not set, the vehicle owner will have to attempt charge at home again. If the vehicle will not charge, they will need electrical supply serviced.
4. Vehicle OFF, disable the high voltage at the A4 hybrid/EV battery pack and the T18 battery charger. Refer to High Voltage Disabling .
5. Disconnect the X4 connector at the T18 battery charger and at the X5 connector at the A4 hybrid/EV battery pack.
6. Test for infinite resistance between the 300 V circuit terminals listed below and earth:
• Terminal A X4
• Terminal B X4
If less than the specified range, test the 300 V circuit for a short-circuit to earth.
7. Test for less than 10 Ω between the 300 V circuit terminals listed below:
• T18 battery charger terminal A X4 and A4 hybrid/EV battery pack A X5
• T18 battery charger terminal B X4 and A4 hybrid/EV battery pack B X5
If greater than the specified range, test the 300 V circuit for an open-cicuit/high resistance.
8. Test for infinite resistance between the 300 V circuit terminal A X4 and B X4.
If less than the specified range, test the 300 V circuits for a short-circuit between the circuits.
Repair Instructions
Control Module References for battery charger control module replacement, programming and set-up


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DTC P0D26
DTC Descriptor
DTC P0D26: Battery Charger System Precharge Time Too Long
Before connecting the battery charger to the hybrid/EV battery pack it is necessary to raise the voltage level of the battery charger output to match the hybrid/EV battery pack
voltage. This is called the precharge of the battery charger. During precharge the charging contactors are closed, but the multi-function contactor is open. Also the drive motor
battery charger cable needs to be plugged into the hybrid battery charge receptacle and utility power needs to be enabled to the vehicle. The hybrid/EV powertrain control
module 2 monitors the amount of time it takes to achieve the proper pre-charge voltage.
• Battery charger must go from disconnected to connected.
• Drive motor battery charger cable must be connected and vehicle receiving power.
• The multi-function contactor must be commanded Open.
The hybrid/EV powertrain control module 2 determines the battery charger does not reach its pre-charge voltage within about 10 seconds.

• DTC P0D26 is a type A DTC.
DTC P0D26 is a type A DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools


1. Verify DTC P1EC5 is not set.

If DTC P1EC5 is set, refer to DTC P0AA1, P0AD9, P0ADD, P0AE2, P0AE4, P0D0A, P0D11, P1EBC-P1EBF, P1EC0 or P1EC3-P1EC5
2. Verify that no other battery charger DTCs are set.
If any of the DTCs is set, diagnose first. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
Repair Instructions
Control Module References T18 battery charger replacement, programming and set-up


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DTC P0D2A
DTC Descriptor
DTC P0D2A: Battery Charger Input High Current
The hybrid/EV powertrain control module 2 monitors the battery charger AC current and verifies that it does not exceed its normal limit.
• There can not be any high voltage or current sensor faults present.
• Drive motor battery charger cable must be connected and vehicle receiving power.
120 V AC Supply
Exceeds 13 A for about 1 second.
240 V AC Supply
Exceeds 17 A for about 1 second.

• DTC P0D2A is a type A DTC.

DTC P0D2A is a type A DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

Verify DTC P0D2A is not set.
If DTC is set, disable the high voltage at the T18 battery charger. Refer to High Voltage Disabling . Replace the T18 battery charger.
Repair Instructions
Control Module References for battery charger replacement, programming and set-up


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DTC P0D2B or P0D2C

DTC Descriptors
DTC P0D2B: Control Pilot Indicator Control Circuit
DTC P0D2C: Charge Status Indicator Control Circuit

Charge Pilot Indicator Contol P0D2B P0D2B P0D2B -
Charge Status Indicator Contol P0D2C 1 P0D2C -
Charge Complete Indicator Contol 1 1 1 --
Low Reference -- P0D2C, P0D2B -- --
1. Plug In Charging Indicator Malfunction
The status of charging events (including delays) is communicated to the user through a charge status indicator and audio tones. The battery state of charge indicator, located
at the top middle of the instrument panel, will be permanently lit green when the vehicle is charging under automatic control. It will have a fast flash green if the charging is
delayed and will begin later. It will have a slow flash green when charging is complete. A permanently lit yellow indicator means the vehicle is not able to accept a charge. And
if there is no indicator lit, it means the electronic vehicle supply equipment is not working properly or is not connected.

Both conditions need to run for diagnostics to pass.
Condition 1
• The drive motor battery charger cable is disconnected (LEDs commanded OFF).
Condition 2
• The vehicle is connected to an AC supply and the battery charger is charging the vehicle (LEDs commanded ON).
• LED Commanded OFF, the hybrid/EV powertrain control module 2 detects a short-circuit to battery for about 4 seconds.
• LED Commanded ON, the hybrid/EV powertrain control module 2 detects a short-circuit to earth or an open-circuit/high resistance for about 4 seconds.
DTC P0D2B and P0D2C are type B DTCs.
DTC P0D2B and P0D2C are type B DTCs.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

1. Vehicle OFF, disconnect the harness connector at the P36 battery state of charge indicator.
2. Test for less than 10 Ω between the low reference terminal C and earth.
module 2.
3. Disconnect the drive motor battery charger cable for at least 10 seconds. Connect a test lamp between the signal terminal A and earth. Verify that the test lamp does not
illuminate.
If the test lamp does illuminate, test the signal circuit for a short-circuit to voltage. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2.
4. While connecting the drive motor battery charger cable, verify that the test lamp illuminates in the first 5 seconds of connecting the drive motor battery charger cable
If the test lamp does not illuminate, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K114B hybrid/EV
5. Disconnect the drive motor battery charger cable for at least 10 seconds. Connect a test lamp between the signal terminal B and earth. Verify that the test lamp does not
illuminate.
If the test lamp does illuminate, test the signal circuit for a short-circuit to voltage. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2.
6. While connecting the drive motor battery charger cable verify that the test lamp illuminates within 25 seconds of connecting the drive motor battery charger cable.
If the test lamp does not illuminate, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the K114B hybrid/EV
7. If all circuits test normal, replace the P36 battery state of charge indicator.
Repair Instructions


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DTC P0D39-P0D3B, P0D49, P0D4E-P0D54, P1ECB-P1ECD, P1ED0-P1ED9, P1EDB, P1EDC, P1EDE-P1EED or

P1EFE-P1F02
DTC Descriptors
DTC P0D39: Battery Charger Input Current Sensor Circuit Range/Performance
DTC P0D3A: Battery Charger Input Current Sensor Circuit Low Voltage
DTC P0D3B: Battery Charger Input Current Sensor Circuit High Voltage
DTC P0D49: Battery Charger 14 V Output Current Sensor Circuit Low Voltage
DTC P0D4A: Battery Charger 14 V Converter Output Current Sensor Circuit High Voltage
DTC P0D4E: Battery Charger Hybrid/EV Battery Output Voltage Sensor Circuit Low Voltage
DTC P0D4F: Battery Charger Hybrid/EV Battery Output Voltage Sensor Circuit High Voltage
DTC P0D53: Battery Charger Hybrid/EV Battery Output Current Sensor Circuit Low Voltage
DTC P0D54: Charger Hybrid/EV Battery Output Current Sensor Circuit High Voltage
DTC P1ECB: Battery Charger High-Voltage Converter 1 Temperature Sensor Circuit Low Voltage
DTC P1ECC: Battery Charger High-Voltage Converter 1 Temperature Sensor Circuit High Voltage
DTC P1ECD: Battery Charger High-Voltage Converter 1 Temperature Sensor Circuit Performance

DTC P1ED0: Battery Charger High-Voltage Converter 2 Temperature Sensor Circuit Low Voltage
DTC P1ED1: Battery Charger High-Voltage Converter 2 Temperature Sensor Circuit High Voltage
DTC P1ED2: Battery Charger High-Voltage Converter 2 Temperature Sensor Circuit Performance
DTC P1ED6: Battery Charger Cold Plate Temperature Sensor Circuit Low Voltage
DTC P1ED7: Battery Charger Cold Plate Temperature Sensor Circuit High Voltage
DTC P1ED8: Battery Charger Cold Plate Temperature Sensor Performance
DTC P1ED9: Battery Charger Converter Input Voltage Sensor 1 Circuit Low Voltage
DTC P1EDB: Battery Charger Converter Input Voltage Sensor 1 Performance
DTC P1EDC: Battery Charger Converter Input Voltage Sensor 2 Circuit Low Voltage
DTC P1EDE: Battery Charger Converter Input Voltage Sensor 2 Performance
DTC P1EDF: Battery Charger Input Voltage Conditioner Temperature Sensor Circuit Low Voltage
DTC P1EE0: Battery Charger Input Voltage Conditioner Temperature Sensor Circuit High Voltage
DTC P1EE1: Battery Charger Input Voltage Conditioner Temperature Sensor Performance
DTC P1EE2: Battery Charger High Voltage Converter 1 Input Current Sensor Circuit Low Voltage
DTC P1EE3: Battery Charger High Voltage Converter 1 Input Current Sensor Circuit High Voltage
DTC P1EE4: Battery Charger High Voltage Converter 2 Input Current Sensor Circuit Low Voltage
DTC P1EE5: Battery Charger High Voltage Converter 2 Input Current Sensor Circuit High Voltage
DTC P1EE7: Battery Charger Control Module Reference Voltage 1 Circuit Low Voltage
DTC P1EE8: Battery Charger Control Module Reference Voltage 1 Circuit High Voltage
DTC P1EE9: Battery Charger Control Module Reference Voltage 2 Circuit Low Voltage

DTC P1EEA: Battery Charger Control Module Reference Voltage 2 Circuit High Voltage
DTC P1EEB: Battery Charger Control Module Reference Voltage 3 Circuit Low Voltage
DTC P1EEC: Battery Charger Control Module Reference Voltage 3 Circuit High Voltage
DTC P1EED: Battery Charger 14 V Output Voltage Sensing Circuit
DTC P1EFF: Battery Charger Input Power Up Protection Circuit Performance
DTC P1F01: Battery Charger Control Module Supply Voltage Sensor Circuit Low Voltage
DTC P1F02: Battery Charger Control Module Supply Voltage Sensor Circuit High Voltage
DTC P1F14: Battery Charger Input Current Sensor Exceeded Learning Limit
DTC P1F15: Battery Charger 14 V Output Current Sensor Exceeded Learning Limit
DTC P1F16: Battery Charger Hybrid/EV Battery Output Current Sensor Exceeded Learning Limit
The battery charger will diagnose its own systems and determine when a fault condition is present. Diagnostics and system status is communicated from the battery charger
to the hybrid/EV powertrain control module 2 through serial data. The hybrid/EV powertrain control module 2 is the host controller for DTC information.
The DTCs listed above for the battery charger are internal measurements that verify the charger is performing properly. The battery charger measures internal voltages,
currents, and temperatures and verifies they are within the proper range.
These DTCs are internal faults of the battery charger. The vehicle needs to be connected to an AC supply and the battery charger is charging the vehicle.
These DTCs are internal faults of the battery charger.
• DTC P0D39-P0D3B, P0D49-P0D54, P1ECB-P1ECD, P1ED0-P1ED9, P1ED9, P1EDB, P1EDC, P1EDE-P1EED or P1EFF-P1F02 are type A and B DTCs.
DTC P0D39-P0D3B, P0D49-P0D54, P1ECB-P1ECD, P1ED0-P1ED9, P1ED9, P1EDB, P1EDC, P1EDE-P1EED or P1EFF-P1F02 are type A and B DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools


Verify that DTC P0D39-P0D3B, P0D49-P0D54, P1ECB-P1ECD, P1ED0-P1ED9, P1ED9, P1EDB, P1EDC, P1EDE-P1EED or P1EFF-P1F02 is not set.
If DTC is set, disable the high voltage at the T18 battery charger. Refer to High Voltage Disabling . Replace the T18 battery charger.
Repair Instructions


Volt

DTC P0D3E or P0D3F

DTC Descriptors
DTC P0D3E: Battery Charger Input Voltage Sensor Performance
DTC P0D3F: Battery Charger Input Voltage Sensor Circuit Low Voltage
The DTCs listed above for the battery charger are internal measurements that verify the charger is performing properly. The battery charger measures voltages, currents, and
temperatures and verifies they are within the proper range.
The vehicle needs to be connected to an AC supply and the battery charger is charging the vehicle.
The battery charger detects low (less than 85V) or unstable supply voltage during charging.
• DTC P0D3E and P0D3F are type A and B DTCs.

DTC P0D3E and P0D3F are type A and B DTCs.
Diagnostic Aids
Charging the vehicle with a wet drive motor battery charger cable can cause this DTC to set. Verify that the customer did not attempt to charge vehicle in the rain or extremely
wet environment.
Low or unstable household voltage supply can cause this DTC to set. Verify with customer that domestic voltage was not fluctuating during charge attempt and that they are
using a dedicated circuit.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
Special Tools

1. Clear DTC, connect the drive motor battery charger cable to vehicle and known good domestic supply voltage.
2. Verify that DTC P0D3E or P0D3F is set.
3. Verify that drive motor battery charger cable LEDs are not flickering.
If drive motor battery charger cable LEDs are flickering, replace drive motor battery charger cable.
4. Test for infinite resistance between the 110/220 V AC circuit terminals listed below and earth:
• T18 battery charger terminal A X3
• T18 battery charger terminal CX3
If less than the specified range, test the 110/220 V AC circuit for a short to ground.
5. Test for less than 10 Ω between the 110/220 V AC circuit terminals listed below:
• T18 battery charger terminal A X3 and X98 hybrid battery charger receptacle E
• T18 battery charger terminal C X3 and X98 hybrid battery charger receptacle A
If greater than the specified range, test the 110/220 V AC circuit for an open-circuit/high resistance.
6. Test for infinite resistance between the 110/220 V AC circuit at the T18 battery charger terminal A X3 and C X3.
If less than the specified range, test the 110/220 V AC circuits for a short-circuit between the circuits.
Repair Instructions
Control Module References for T18 battery charger replacement, programming and set-up


Volt

DTC P0D40, P1EDA, P1EDD or P1F03-P1F05

DTC Descriptors
DTC P0D40: Battery Charger Input Voltage Sensor Circuit High Voltage
DTC P1EDA: Battery Charger Converter Input Voltage Sensor 1 Circuit High Voltage
DTC P1EDD: Battery Charger Converter Input Voltage Sensor 2 Circuit High Voltage
DTC P1F03: Battery Charger Control Module Supply Voltage Performance
The battery charger contains several internal sensor diagnostics that require the vehicle AC supply to be in the proper range. These diagnostics are internal battery charger
diagnostics, but need the correct AC voltage to run properly.
• The vehicle is connected to an AC supply.
P0D40
The vehicle AC volt supply is greater 422 V AC.
P1EDA and P1EDD
The battery charger internal bulk voltage is greater than about 464 V DC. This is an internal measurement to the battery charger.
P1F03
The battery charger detects internal PBIAS voltage is greater than about 15 V DC. This is an internal measurement to the battery charger.
• DTC P0D40, P1EDA, P1EDD or P1F03-P1F05 are type A DTCs.

DTC P0D40, P1EDA, P1EDD or P1F03-P1F05 are type A DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

1. Clear DTC, connect the drive motor battery charger cable.

2. Verify DTC P0D2A is set.
3. If the DTC is set, Vehicle OFF, disable the high voltage at the T18 battery charger. Refer to High Voltage Disabling . Replace the T18 battery charger.
Repair Instructions


Volt

DTC P0D43-P0D45
DTC Descriptors
DTC P0D43: Battery Charger 14 V Output Voltage Sensor Performance
DTC P0D44: Battery Charger 14 V Output Voltage Sensor Circuit Low Voltage
DTC P0D45: Battery Charger 14 V Output Voltage Sensor Circuit High Voltage
The battery charger takes internal measurements that verify the charger is performing properly. The battery charger measures internal voltages, currents, and temperatures
and verifies they are within the proper range.
The vehicle needs to be connected to an AC supply and the battery charger is charging the vehicle.
The battery charger output voltage is outside expected range.

• DTC P0D43-P0D44 are type A DTCs.
DTC P0D43-P0D44 are type A DTCs.
Diagnostic Aids
External battery chargers can cause this DTC to set. Ensure customer did not have an external battery charger connected to vehicle during plug-in charging attempt.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

Special Tools

1. Vehicle OFF, disable the high voltage at the T18 battery charger. Refer to High Voltage Disabling . Disconnect the X1 harness connector at the T18 battery charger.
2. Vehicle ON, test for B+ between the IGN circuit terminal A and earth.
If less than the specified range, test the B+ circuit for a short to ground or an open/high resistance.
Repair Instructions

Volt

DTC P0D58 or P0D59

DTC Descriptors
DTC P0D58: Proximity Detection Circuit Low Voltage
DTC P0D59: Proximity Detection Circuit High Voltage

AC Voltage Line 1 P1EE6 P1EE6 -- --
AC Voltage Earth 1 P0D59 1 --
Control Pilot Signal 1 1 1 --
Proximity Signal P0D58 P0D59 P0D59 -
This diagnostic runs with the drive motor battery charger cable disconnected to verify the vehicle side circuit integrity. The hybrid/EV powertrain control module 2 uses a 5 V
regulated signal through a 2,700 Ω resistor to a low reference circuit in the battery charger to detect if the drive motor battery charger cable is attached.

• The charge port door is closed.
• No charge port door DTCs are set.
Or
• The vehicle needs to be driven above 20 kph (15 mph) for more than 10 seconds.
• No vehicle speed DTCs are set.
DTC P0D58
The hybrid/EV powertrain control module 2 measures a voltage less than 4.2 V for 1 second.
DTC P0D59
The hybrid/EV powertrain control module 2 measures a voltage greater than 4.8 V for 1 second.
• DTCs P0D58 and P0D59 are type A DTCs.

• Disable the high-voltage battery charging.
DTCs P0D58 and P0D59 are type A DTCs.
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

1. Vehicle OFF, disable the high voltage at the T18 battery charger. Refer to High Voltage Disabling . Disconnect the drive motor battery charger cable. Disconnect the
harness connector at the X98 hybrid battery charger receptacle.
2. Test for less than 10 Ω 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. If the circuit tests normal, replace the T18 battery charger.
3. Test for 4.5-5.5 V between the signal circuit terminal D and earth.
4. If all circuits test normal, replace the X98 hybrid battery charger receptacle.
Repair Instructions
• Drive Motor Battery Charger Receptacle Replacement

• Control Module References for on board charging module or hybrid/EV powertrain control module 2 replacement, programming and set-up


Volt

DTC P0D5B, P0D5C, P1ECE or P1EFD

DTC Descriptors
DTC P0D5B: Battery Charger 14 V Output Power Performance
DTC P0D5C: Battery Charger Hybrid/EV Battery Output Power Performance
DTC P1ECE: Battery Charger Total Output Power Performance
DTC P1EFD: Battery Charger Power Efficiency
P0D5B, P0D5C, P1ECE and P1EFD
• The vehicle is connected to an AC supply and the battery charger is charging.
• No out of range DTCs are present on any of the battery charger current or voltage sensors.
P1EFD
The battery charger needs to be charging at a minimum of 3 A high-voltage DC current.
The battery charger calculates a power output not within the proper range for 2 seconds.
• DTC P0D5B, P0D5C and P1ECE are type A DTCs.

• DTC P1EFD is a type B DTC.
• DTC P0D5B, P0D5C and P1ECE are type A DTCs.

• DTC P1EFD is a type B DTC.
Diagnostic Aids
A possible cause of this DTC could be a faulty 14 V power module.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

1. Verify that no other battery charger DTCs are set.

If any other battery charger DTCs are set. Refer to Diagnostic Trouble Code (DTC) List - Vehicle
2. Vehicle OFF, measure and record the 12 V battery voltage at the battery terminals. The battery voltage should stabilise between 12.4-12.8 V within a few minutes of
turning the Vehicle OFF.
3. Vehicle in Service Mode, accessories OFF, measure and record the 12 V battery voltage at the battery terminals. The voltage should be at least 1 V greater than the
voltage measured in step 1 but less than 15 V.
If not within the specified range, refer to DC Power Conversion Test .
4. Vehicle OFF, disable the high voltage at the T18 battery charger. Refer to High Voltage Disabling . Replace the T18 battery charger.
Repair Instructions


Volt

DTC P0D5E
DTC Descriptor
DTC P0D5E: Battery Charger System High Voltage Present
Condition 1
The battery charger receives a discharge command from the hybrid/EV powertrain control module 2.
OR
Condition 2
The battery charger loses communication with the hybrid/EV powertrain control module 2.
Condition 1
The battery charger control module measures a high voltage charging bus voltage greater than 60 V 1.5 seconds after receiving the discharge command from the hybrid/EV
OR
Condition 2
The battery charger control module measures a high voltage charging bus voltage greater than 60 V 5 seconds after losing communication with the hybrid/EV powertrain
control module 2.
DTC P0D5E is a type A DTC.
DTC P0D5E is a type A DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

1. Verify that DTC P0AA1, P0AD9, P0ADD, P0AE2, P0AE4, P0D0A, P0D11, P1EBC-P1EBF, P1EC0 or P1EC3-P1EC5 is not set.
If the DTC is set, refer to DTC P0AA1, P0AD9, P0ADD, P0AE2, P0AE4, P0D0A, P0D11, P1EBC-P1EBF, P1EC0 or P1EC3-P1EC5
Note: The A4 hybrid/EV battery pack must not be at full charge to perform next test step.
2. Connect the drive motor battery charger cable. Vehicle ON, with a scan tool verify that the Battery Charger High Output parameter drops below 60 V after disconnecting
the drive motor battery charger cable
If not the specified range, disable the high voltage at the A4 hybrid/EV battery pack, refer to High Voltage Disabling . Replace the A4 hybrid/EV battery pack.
3. Disable the high voltage at the T18 battery charger, refer to High Voltage Disabling . Replace the T18 battery charger.
Repair Instructions
Control Module References for battery charger and hybrid/EV battery pack replacement , programming and set-up


Volt

DTC P1EE6
DTC Descriptors
DTC P1EE6: Battery Charger AC Not Present

AC Voltage Earth 1 P0D59 1 --
Control Pilot Signal 1 1 1 --
Proximity Signal P0D58 P0D59 P0D59 -
The hybrid battery charger receptacle is connected to the battery charger through two 110/220 V AC circuits and one earth circuit. The battery charger receives a serial data
message from the hybrid powertrain control module 2 that the drive motor battery charger cable has been connected and then monitors the two 110/220 V AC circuits for
proper voltage.
• The drive motor battery charger cable is connected.
• The diagnostics for P0D3F, P0D40, P1EE7, P1EE8, P0D3E, P1ECE, P0D5C, P0D5B, P16C4 and P1EFD must have passed.
The battery Charger AC input Voltage is below 5 V.
• DTC P1EE6 is a type A DTC.

DTC P1EE6 is a type A DTC.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference

Scan Tool Reference
Special Tools

1. Vehicle OFF, disable the high voltage at the T18 battery charger. Refer to High Voltage Disabling .
2. Disconnect the X3 harness connector at the T18 battery charger and harness connector at the X98 hybrid battery charger receptacle.
3. Test for infinite resistance between the 110/220 V AC circuit terminals listed below and earth:
• T18 battery charger terminal A X3
• T18 battery charger terminal CX3
If less than the specified range, test the 110/220 V AC circuit for a short to ground.
4. Test for less than 10 Ω between the 110/220 V AC circuit terminals listed below:
• T18 battery charger terminal A X3 and X98 hybrid battery charger receptacle E
• T18 battery charger terminal C X3 and X98 hybrid battery charger receptacle A
If greater than the specified range, test the 110/220 V AC circuit for an open-circuit/high resistance.
5. Test for infinite resistance between the 110/220 V AC circuit at the T18 battery charger terminal A X3 and C X3.
If less than the specified range, test the 110/220 V AC circuits for a short-circuit between the circuits.
6. If all circuits tests normal, replace X98 hybrid battery charger receptacle. If the DTC resets, replace the T18 battery charger.
Repair Instructions
• Drive Motor Battery Charger Receptacle Replacement

• Control Module References for T18 battery charger replacement, programming and set-up


Volt

DTC P1EEF or P1EFE

DTC Descriptors
DTC P1EEF: Battery Charger 14 V Converter Output Power Regulation Performance
DTC P1EFE: Battery Charger Reverse Polarity Protection Circuit Performance
The battery charger 14 V output circuit is connected to the vehicle 12 V system. The battery charger monitors the 14 V output for proper current and voltage conditions. The
battery charger has the ability to drive the voltage to 14 V.
P1EEF
• P0D44, P0D45, P0D49, P0D4A, P1EE9 or P1EEA should not be set.
P1EFE
• Vehicle in Service Mode or the vehicle is connected to an AC supply.
P1EEF
The battery charger actual 14 V output voltage or current is out of the allowable tolerance compared with the commanded output voltage or current. This is measured internal
to the battery charger.
P1EFE
The battery charger 14 V reverse polarity protection relay state does not match the commanded state. This internal to the battery charger.
• DTC P1EEF and P1EFE are type A DTCs.

DTC P1EEE, P1EEF and P1EFE are type A DTCs.
Diagnostic Aids
Connecting an external battery charger to vehicle while charging with drive motor battery charger cable can cause this DTC to set. Ensure customer did not have an external
battery charger connected during plug-in charging attempt before proceeding with this diagnostic procedure
Schematic Reference

• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference
Special Tools

1. Verify DTC P0D44, P0D45, P0D49, P0D4A, P1EE9 or P1EEA is not set.
2. Vehicle OFF, measure and record the battery voltage at the battery terminals. The battery voltage should stabilise between 12.4-12.8 V within a few minutes of turning
the Vehicle OFF.
3. Vehicle OFF, disable the high voltage at the T18 battery charger. Refer to High Voltage Disabling . Disconnect the X2 harness connector at the T18 battery charger.
5. Test for B+ between the B+ circuit terminal 2 and earth.
If less than the specified range, test the B+ circuit for a short to ground or an open/high resistance.
Repair Instructions


Volt

DTC P1EF3-P1EF5
DTC Descriptors
DTC P1EF3: Battery Charger High-Voltage Converter 1 Temperature Too High
DTC P1EF4: Battery Charger High Voltage Converter 2 Temperature Too High
DTC P1EF5: Battery Charger Input Voltage Conditioner Temperature Too High
The battery charger uses a liquid cooled cooling system which is cooled from the front of the vehicle. The hybrid electronic cooling system needs to be functioning properly for
the battery charger to be able to meet its temperature requirements.
The hybrid/EV powertrain control module 2 monitors the battery charger temperature and verifies it is within its proper operating range. There is a temperature sensor that
measures the overall temperature of the battery charger. Also, there are battery charger internal temperatures sensors that monitor for over-temperature conditions, that are
for the voltage converter 1, voltage converter 2 and the voltage conditioner within the battery charger.
The battery charger voltage converter 1, voltage converter 2 or voltage conditioner temperature sensors measures a temperature greater than 100 °C (212°C).
• DTC P1EF3-P1EF5 are type A DTCs.

DTC P1EF3-P1EF5 are type A DTCs.
Schematic Reference
• Circuit Testing

• Wiring Repairs
DTC Type Reference
Scan Tool Reference

Special Tools

1. Verify that no hybrid electronics coolant system DTC is set.

2. Verify that the hybrid/EV electronics cooling system is functioning properly, refer to Hybrid/EV Electronics Cooling Diagnostic .
If the hybrid/EV electronics cooling system is not functioning properly, repair the fault.
3. Disable the high voltage at the T18 battery charger. Refer to High Voltage Disabling . Replace the T18 battery charger.
Repair Instructions


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Charge Port Housing Bezel Replacement


•
1. Electrically release and open the charge port door.

Charge Port Housing Bezel
Procedure
1 1. Insert a plastic wedge-type tool between the hinge assembly and housing bezel.
2. Gently pry the bezel outward and disengage the bezel from the charge port housing assembly.
3. Remove the charge port housing bezel.


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Charge Port Door Replacement


•

Charge Port Door Seal
1 Procedure
Hold the charge port door with one hand and pull the seal from the inside of the door hinge in order to remove.
Charge Port Door
Procedure
2
1. Using a flat-blade screwdriver, lift slightly upwards on the tab at the centre of the hinge in order to release the door from the hinge assembly.
2. Slide the door outwards, away from the hinge and remove.


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Charge Port Housing Replacement


•

2. Remove the left front wheelhouse rear liner. Refer to Front Wheelhouse Rear Liner Replacement .
3. Disengage the cable end from the charge port door actuator.
4. Using needle nose pliers, pinch the back of the retainer tabs to disengage the charge port door actuator harness retainer from the edge of the fender.
5. Disconnect the electrical connector for the charge port door ajar indicator switch assembly.
6. Remove the charge port door. Refer to Charge Port Door Replacement .
7. Remove the charge port housing bezel. Refer to Charge Port Housing Bezel Replacement .
Charge Port Housing Assembly
Procedure
1. From inside the wing, release the lower tab to the charge port housing assembly.
2. Push outwards on the assembly housing.
3. Using a plastic trim-type stick, at the arrows, gently pry outwards while pulling outwards on the rear edge of the housing.
4. Rotate the rear edge of the housing forwards, pull the housing and seal from the front wing centre reinforcement bracket.
1 5. Remove the charge port housing assembly along with the electrical harness for the charge port door ajar indicator switch assembly and charge port door
actuator cable assembly.
6. Transfer the charge port door ajar indicator switch assembly. Refer to Charge Port Door Ajar Indicator Switch Replacement .
7. Transfer the charge port door actuator cable. Refer to Charge Port Door Actuator Cable Replacement .
Tip
Upon the final assembly of the charge port housing into the front wing centre reinforcement bracket, ensure to re-seat the charge port housing seal around the
entire circumference of the charge port receptacle. Use a blunt tool such as a rounded plastic trim tool to push the seal into position around the charge port
receptacle.


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Charge Port Door Actuator Replacement


•

2. Remove the left front rear wheelhouse liner. Refer to Front Wheelhouse Rear Liner Replacement .
Charge Port Door Actuator Electrical Connector
1 Procedure
Disconnect the electrical connector from the actuator assembly.

Charge Port Door Actuator Retainer
2 Procedure
Pinch the backside of the retainer with needle nose pliers and remove the retainer from the inner front wing bracket.
Charge Port Door Actuator Cable Collar
3 Procedure
Using a small flat-bladed tool, release the collar from the charge port actuator button end.
Charge Port Door Actuator Screw (Qty: 2)

Procedure
4
From the front side, inside the wheelhouse area, use a E4 TORX® and turn the screws clockwise in order to LOOSEN, Do Not Remove, from the front side of the
charge port door actuator.
Tighten
3.5 N·m (31 lb in)
Charge Port Door Actuator
Procedure
5
1. Slide the actuator upwards and slightly to the right in order to remove the charge port door actuator from the inner front wing bracket.


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Charge Port Door Hinge Bezel Replacement


1. Remove the charge port door. Refer to Charge Port Door Replacement .
Charge Port Hinge Bezel
Procedure
1
1. Release the four tabs from the backside of the hinge and remove the charge port hinge bezel.


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Charge Port Door Actuator Cable Replacement


•

2. Remove the left front wheelhouse rear liner. Refer to Front Wheelhouse Rear Liner Replacement .
3. Remove the charge port housing bezel. Refer to Charge Port Housing Bezel Replacement .
4. Remove the charge port door actuator seal. Refer to Charge Port Door Actuator Seal Replacement .
5. Using a 10 mm closed end wrench, turn the cable nut at the charge port housing 1/8 turn counter-clockwise to disengage the actuator cable lock from the charge port
housing.
6. Attach a string to the actuator end of the cable before removing the cable from inside of the wing.
7. Pull the cable downwards, outwards from the charge port housing.
Charge Port Door Actuator Cable
Procedure
1. Attach the string to the actuator end of the cable.

2. Insert the actuator end of the actuator cable into the hole in the charge port housing assembly.
1 3. Feed the cable in behind the wing in between the charge port receptacle cable and inner wing to the top of the charge port door actuator assembly using the
string as a guide.
4. Using the 10 mm closed end wrench, align the tabs on the nut end of the cable with the slots in the housing.
5. Hold the cable in position and turn the nut 1/8 turn clockwise to lock the cable to the charge port housing.
6. Remove the string from the actuator end of the cable.
7. Install the charge port door actuator seal. Refer to Charge Port Door Actuator Seal Replacement .


Volt

Charge Port Door Actuator Seal Replacement


•

3. Lubricate the cable above the actuator seal with two drops of dish soap.
4. Squeeze the seal in order to clear the actuator screw and slide the seal upwards on the actuator cable far enough to access the cable retainer clip.
5. Using pliers, squeeze the backside of the cable retainer and remove the retainer from the wing bracket.
6. Remove the cable retainer clip from the cable.
7. Lubricate the cable from inside the seal down to the end of the cable with two drops of dish soap.
8. Pull the actuator seal from the actuator cable and remove.
1 Charge Port Door Actuator Cable Retainer

Charge Port Door Actuator Seal
Tip
2 Ensure not to cut or damage the NEW actuator seal opening when installing onto the cable. Make sure the cable has enough lubricant for the seal to slide onto the
actuator cable with ease.
Enable the high-voltage system. Refer to High-Voltage Enabling .


Volt

Charge Port Door Hinge Seal Replacement



Charge Port Door Hinge Seal
Procedures
1
1. Hold the charge port door with one hand and pull the seal from the inside of the door hinge bezel in order to remove.


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Charge Port Door Ajar Indicator Switch Replacement



2. Remove the charge port housing assembly. Refer to Charge Port Housing Replacement .
Charge Port Housing Cap
1 Procedure
Release the housing cap fingers from the charge port housing assembly and remove the cap from the housing.
Charge Port Door Ajar Indicator Switch Assembly
Procedure
2
1. Release the charge port door ajar indicator switch assembly and harness from the charge port housing cavity.


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Drive Motor Battery Charger Replacement


•

4. Disconnect the coolant hoses from the charger assembly. Refer to Generator Control Module Coolant Radiator Hose Replacement and Drive Motor Generator Control
Module Cooling Outlet Hose Replacement .
Drive Motor Battery Charger Fastener (Qty: 3)

1
Tighten
22 N·m (16 lb ft)
Drive Motor Battery Charger Assembly
Procedure
2
1. Fill the drive motor battery charger cooling system. Refer to Drive Motor Generator Power Inverter Module Cooling System Draining and Filling .
3. Program the drive motor battery charger. Refer to Battery Charger Programming and Set-up .

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Drive Motor Battery Charger Receptacle Replacement


2. Remove the charge port housing. Refer to Charge Port Housing Replacement .
Drive Motor Battery Charger Receptacle Fastener (Qty: 4)

1
Tighten
12 N·m (106 lb in)
Drive Motor Battery Charger Receptacle Fastener
Procedure
2


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Plug-In Charging System components
The Chevrolet Volt high-voltage battery charging system consists of four main components: The drive motor battery charger cable, the vehicle charge port (including
receptacle), the battery charger and the hybrid/EV battery pack. A variety of mechanical, visual and audio indicators/devices are used to communicate/interface with the
customer or other user of the charging equipment.
Drive Motor Battery Charger Equipment
The drive motor battery charger cable provided with the vehicle features a standard household electrical plug on one end and a plug designed to interface with the vehicle
charge port receptacle on the other end. The drive motor battery charger cable features a charge current interrupt device with AC power, fault and missing earth indicators and
it is stored beneath the vehicle's load floor. An optional 230/240 V charge station is also available to some customers who want to reduce the amount of time needed to
recharge the high-voltage battery. The 230/240 V charge station is hard-wired to a 230/240 V power supply and mounted to the wall in the customer's garage. The 230/240 V
charge station features the same plug on the vehicle end as the drive motor battery charger cable.
The Drive Motor Battery Charger Cable Indicators and the Vehicle Indicators
The drive motor battery charger cable has three indicators on it. The AC present indicator becomes permanently green when AC voltage is present at the wall plug. The Fault
Indicator becomes permanently red for a current trip or failed self check. The Missing Earth Indicator becomes permanent red when no earth is detected at the wall outlet.
The battery charger is supervised and controlled by the hybrid/EV powertrain control module 2. The hybrid/EV powertrain control module 2 is the primary controller, and all
diagnostic trouble codes will set in that module even though some of the diagnostics are actually run within the battery charger. Charging events can be delayed at customer
request to take advantage of lower rates during non-peak hours. The status of charging events, including delays, is communicated to the user through visual indications
(instrument panel mounted charge status indicator) and audio tones (charge status enunciator). The vehicle charge status indicator, located at the top middle of the instrument
panel, will be permanently green when the vehicle is charging under automatic control. It will have a fast flash green if the charging is delayed and will begin later. It will have a
slow flash green when charging is complete. A permanent yellow indicator means the vehicle is not able to accept a charge. If there is no indicator, the drive motor battery
charger cable is not working properly or not connected.
Vehicle Receptacle
The vehicle receptacle is located behind the charging port door on the driver's side front wing. The receptacle is accessed by pressing a switch located on the inside of the
driver's door.
Battery Charger
The hybrid/EV battery charger is a serviceable assembly containing several micro-processors, two separate high-voltage chargers and a single low-voltage charger. It is
mounted behind the passenger side headlamp assembly, is programmable and communicates via serial data. Engine coolant is used to ensure that the charger does not
exceed its maximum designed operating temperature. The low-voltage charger is used to ensure that the 12 V battery does not become depleted during a charge event, while
one of the high-voltage chargers is used with a 120 V charge source and both are used with a 240 V charge source.


Volt

Special Tools
EL-48900
HEV Safety Kit


Volt


Figure 1: High Speed GMLAN
Figure 2: High-Voltage Management and Powertrain Expansion Buses
Figure 3: Chassis Expansion Bus
Figure 4: Low Speed CAN
Figure 5: Communications Enable
Figure 6: Serial Data Wake-Up
Figure 7: Linear Interconnect Network (LIN)


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Body Control System Schematics

Figure 1: Power, Earth and Data Communication
Figure 2: Subsystem References (1 of 3)


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Control Module U Code List

This list includes all Data Communications related U-code DTCs in alphanumeric order with descriptors for all modules. Not all DTCs listed will be applicable to all vehicles.
DTC DTC Descriptor

U0001 00 High Speed CAN Bus Malfunction
U0001 04 High Speed CAN Bus Malfunction Open
U0002 00 High Speed CAN Bus
U0020 00 Low Speed CAN Bus
U0073 00 Control Module Communication Bus A Off
U0073 01 Control Module Communication Bus A Off Short to Battery
U0073 02 Control Module Communication Bus A Off Short to Ground
U0073 04 Control Module Communication Bus A Off Open
U0073 71 Control Module Communication Bus A Off Invalid Data
U0074 00 Control Module Communication Bus B Off
U0077 00 Control Module Chassis Expansion Communication Bus Off
U0078 00 Control Module Low Speed Communication Bus Off
U007A 00 Control Module High Voltage Energy Management Communication Bus Off
U0100 00 Lost Communication With Engine Control Module
U0100 71 Lost Communication With Engine Control Module Invalid Data
U0100 72 Lost Communication With Engine Control Module Message Counter Incorrect
U0100 74 Lost Communication With Engine Control Module Bus Signal Checksum Error
U0101 00 Lost Communication With Transmission Control Module
U0101 71 Lost Communication With Transmission Control Module Invalid Data
U0102 00 Lost Communication with Transfer Case Control Module
U0102 71 Lost Communication with Transfer Case Control Module Invalid Data
U0104 00 Lost Communication With Cruise Control Module
U0104 02 Lost Communication With Cruise Control Module Short to Ground
U0104 71 Lost Communication With Cruise Control Module Invalid Data
U0104 72 Lost Communication With Cruise Control Module Message Counter Incorrect
U0104 74 Lost Communication With Cruise Control Module Bus Signal Checksum Error
U0105 00 Lost Communication with Fuel Injector Control Module
U0109 00 Lost Communication with Fuel Pump Control Module
U010F 00 Lost Communication with Air-Conditioning Control Module
U0111 00 Lost Communication with Battery Energy Control Module
U0112 00 Lost Communication with Battery Energy Control Module
U0115 00 Lost Communication with ECM 2
U0117 00 Lost Communication With Power Take-Off Control Module
U0121 00 Lost Communication With Electronic Brake Control Module
U0121 03 Lost Communication With Electronic Brake Control Module Low Voltage
U0121 71 Lost Communication With Electronic Brake Control Module Invalid Data
U0121 72 Lost Communication With Electronic Brake Control Module Message Counter Incorrect
U0121 74 Lost Communication With Electronic Brake Control Module Bus Signal Checksum Error
U0122 00 Lost Communication With Vehicle Stability Control Module
U0125 00 Lost Communication With Multi-axis Acceleration Sensor Module
U0125 71 Lost Communication With Multi-axis Acceleration Sensor Module Invalid Data
U0125 72 Lost Communication With Multi-axis Acceleration Sensor Module Message Counter Incorrect
U0125 74 Lost Communication With Multi-axis Acceleration Sensor Module Bus Signal Checksum Error
U0126 00 Lost Communication With Steering Wheel Angle Sensor Module
U0126 71 Lost Communication With Steering Wheel Angle Sensor Module Invalid Data
U0126 72 Lost Communication With Steering Wheel Angle Sensor Module Message Counter Incorrect
U0126 74 Lost Communication With Steering Wheel Angle Sensor Module Bus Signal Checksum Error
U0126 5A Lost Communication With Steering Wheel Angle Sensor Module Not Plausible
U0128 00 Lost Communication With Park Brake Control Module
U0128 71 Lost Communication With Park Brake Control Module Invalid Data
U0128 72 Lost Communication With Park Brake Control Module Message Counter Incorrect
U0128 74 Lost Communication With Park Brake Control Module Bus Signal Checksum Error
U0129 00 Lost Communication with Brake System Control Module
U0130 00 Lost Communication With Electric Power Steering Control Module
U0130 71 Lost Communication With Electric Power Steering Control Module Invalid Data
U0130 72 Lost Communication With Electric Power Steering Control Module Message Counter Incorrect
U0130 74 Lost Communication With Electric Power Steering Control Module Bus Signal Checksum Error
U0131 00 Lost Communication With Power Steering Control Module
U0131 71 Lost Communication With Power Steering Control Module Invalid Data
U0132 00 Lost Communication With Suspension Control Module
U0133 00 Lost Communication With Air Suspension Control Module
U0133 71 Lost Communication With Air Suspension Control Module Invalid Data
U0136 00 Lost Communication With Differential Control Module - Rear
U0136 71 Lost Communication With Differential Control Module - Rear Invalid Data
U0139 00 Lost Communication With Suspension Control Module
U0139 71 Lost Communication With Suspension Control Module Invalid Data
U0140 00 Lost Communication With Body Control Module
U0140 08 Lost Communication With Body Control Module Performance - Signal Invalid
U0140 71 Lost Communication With Body Control Module Invalid Data
U0140 72 Lost Communication With Body Control Module Message Counter Incorrect
U0140 74 Lost Communication With Body Control Module Bus Signal Checksum Error
U0146 00 Lost Communication with Gateway
U0151 00 Lost Communication With Inflatable Restraint Sensing and Diagnostic Module
U0155 00 Lost Communication With Instrument Cluster
U0158 00 Lost Communication With Head-Up Display
U0159 00 Lost Communication With Parking Assist Control Module
U0160 00 Lost Communication With Chime Alarm Control Module
U0164 00 Lost Communication with HVAC Control Module
U0166 00 Lost Communication with Auxiliary Heater Control Module
U0167 00 Lost Communication with Immobiliser Control Module
U0168 00 Lost Communication With Keyless Entry Control Module
U016B 00 Lost Communication with Electric A/C Compressor Control Module
U0170 00 Lost Communication With Passenger Presence Detection Sensor Module
U0181 00 Lost Communication With Headlamp Levelling Control Module
U0182 00 Lost Communication With Lighting Control Module - Front
U0184 00 Lost Communication With Radio
U0186 00 Lost Communication With Speaker Amplifier Module
U0196 00 Lost Communication With Rear Audio Control Module
U0191 00 Lost Communication With Television
U0193 00 Lost Communication With Digital Radio Receiver Control Module
U0197 00 Lost Communication With Telephone Control Module
U0198 00 Lost Communication With Telematic Control Module
U0201 00 Lost Communication With Transfer Case Control Module
U0203 00 Lost Communication With Left Rear Door Switch Panel Control Module
U0204 00 Lost Communication With Right Rear Door Switch Panel Control Module
U0207 00 Lost Communication With Movable Roof Control Module
U0208 00 Lost Communication With Memory Seat Control Module
U0209 00 Lost Communication With Front Seat Heating Control Module
U0210 00 Lost Communication With Rear Seat Heating Control Module
U0230 00 Lost Communication With Liftgate Control Module
U0232 00 Lost Communication With Side-Object Detection Control Module - Left
U0233 00 Lost Communication With Side-Object Detection Control Module - Right
U0236 00 Lost Communication With Steering Column Lock Module
U0237 00 Lost Communication With Multimedia Player Interface Module
U023A 00 Lost Communication With Vehicle Direction Camera Control Module
U0249 00 Lost Communication With Rear Radio Audio Control Module
U0252 00 Lost Communication With Trailer Interface Control Module
U0254 00 Lost Communication With Remote Start Module
U0255 00 Lost Communication With Info Display Module
U0256 00 Lost Communication With Infotainment Faceplate Control Module
U0257 00 Lost Communication With Info Display Module/Infotainment Faceplate Control Module
U0264 00 Lost Communication With Camera Module - Rear
U0284 00 Lost Communication with Active Grille Air Shutter 1 Motor Module
U0285 00 Lost Communication with Active Grille Air Shutter 2 Motor Module
U0293 00 Lost Communication with Hybrid Powertrain Control Module
U0301 00 Software Incompatibility with Engine Control Module
U0302 00 Software Incompatibility with Transmission Control Module
U0315 00 Software Incompatibility with Electronic Brake Control Module
U0401 00 Invalid Data Received from ECM
U0401 72 Invalid Data Received from ECM Message Counter Incorrect
U0401 74 Invalid Data Received from ECM Bus Signal Checksum Error
U0402 72 Invalid Data Received From Transmission Control Module Message Counter Incorrect
U0402 73 Invalid Data Received From Transmission Control Module Parity Error
U0402 74 Invalid Data Received From Transmission Control Module Bus Signal Checksum Error
U0405 00 Invalid Data Received From Cruise Control Module
U0405 71 Invalid Data Received From Cruise Control Module Invalid Data
U0405 72 Invalid Data Received From Cruise Control Module Message Counter Incorrect
U0405 74 Invalid Data Received From Cruise Control Module Bus Signal Checksum Error
U0415 00 Invalid Data Received From Electronic Brake Control Module
U0415 72 Invalid Data Received From Electronic Brake Control Module Message Counter Incorrect
U0415 74 Invalid Data Received From Electronic Brake Control Module Bus Signal Checksum Error
U0416 00 Invalid Data Received From Vehicle Dynamics Control Module
U0416 72 Invalid Data Received From Vehicle Dynamics Control Module Message Counter Incorrect
U0416 74 Invalid Data Received From Vehicle Dynamics Control Module Bus Signal Checksum Error
U0418 00 Invalid Data Received From Brake System Control Module
U0418 71 Invalid Data Received From Brake System Control Module Invalid Data
U0418 72 Invalid Data Received From Brake System Control Module Message Counter Incorrect
U0418 74 Invalid Data Received From Brake System Control Module Bus Signal Checksum Error
U0422 00 Invalid Data Received From Body Control Module
U0422 70 Invalid Data Received From Body Control Module
U0422 72 Invalid Data Received From Body Control Module Message Counter Incorrect
U0422 74 Invalid Data Received From Body Control Module Bus Signal Checksum Error
U0424 00 Invalid Data Received From HVAC Control Module
U0432 00 Invalid Data Received From Multi-axis Acceleration Sensor Module
U0432 72 Invalid Data Received From Multi-axis Acceleration Sensor Module Message Counter Incorrect
U0432 74 Invalid Data Received From Multi-axis Acceleration Sensor Module Bus Signal Checksum Error
U0438 71 Invalid Data Received From Trailer Brake Control Module
U0465 00 Invalid Data Received From Power Take-Off Control Module
U1501 00 LIN Bus 1
U1502 00 LIN Bus 2
(K9 Body Control Module) LIN Bus 1 Lost Communication With Device 0 (B165 Intrusion Sensor Module)
U1510 00 (K33 HVAC Control Module) LIN Bus 1 Lost Communication With Device 0 (A26 HVAC Control)
(A11 Radio) LIN Bus 1 Lost Communication with Device 0 (A20 Radio/HVAC Control)
U1511 00 (K26 Headlamp Control Module) LIN Bus 1 Lost Communication With Device 1 (E13L Headlamp Assembly-Left)
U1512 00 (K26 Headlamp Control Module) LIN Bus 1 Lost Communication With Device 2 (E13R Headlamp Assembly-Right)
U1514 00 (K26 Headlamp Control Module) LIN Bus 1 Lost Communication With Device 4 (E13R Headlamp Assembly-Right)
U1515 00 (K9 Body Control Module) LIN Bus 1 Lost Communication With Device 5 (M75 Windscreen Wiper Motor)
U1516 00 (K9 Body Control Module) LIN Bus 1 Lost Communication With Device 6 (B110 Battery Sensor Module)
U1517 00 (K9 Body Control Module) LIN Bus 1 Lost Communication With Device 7 (Sunroof Sunshade Module)
(K40 Seat Memory Control Module) LIN Bus 1 Lost Communication With Device 9 (S52 Outside Rearview Mirror Switch)
U1519 00
(K40 Seat Memory Control Module) LIN Bus 1 Lost Communication With Device 9 (K96 Mirror Control Module)
U151A 00 (K9 Body Control Module) LIN Bus 1 Lost Communication With Device 10 (B117 Windscreen Outside Moisture Sensor)
(K9 Body Control Module) LIN Bus 1 Lost Communication With Device 11 (K61 Sunroof Control Module)
U151B 00
(K40 Seat Memory Control Module) LIN Bus 1 Lost Communication With Device 11 (S79P Window Switch - Passenger)
U1520 00 (K9 Body Control Module) LIN Bus 2 Lost Communication With Device 0 (P25 Power Sounder Content Theft Deterrent Alarm Module)
(K9 Body Control Module) LIN Bus 2 Lost Communication With Device 2 (K65 Tyre Pressure Indicator Module)
U1522 00
(K26 Headlamp Control Module) LIN Bus 2 Lost Communication With Device 2 (E13R Headlamp Assembly-Right)
(K9 Body Control Module) LIN Bus 2 Lost Communication With Device 4 (Front Seat Heating Control Module)
U1524 00
(K26 Headlamp Control Module) LIN Bus 2 Lost Communication With Device 4 (E13R Headlamp Assembly-Right)
U1526 00 (K9 Body Control Module) LIN Bus 2 Lost Communication With Device 6 (Rear Seat Heating Control Module)
U152C 00 (K9 Body Control Module) LIN Bus 2 Lost Communication With Device 12 (K18 Electronic Compass Module)
U152D 00 (K9 Body Control Module) LIN Bus 2 Lost Communication With Device 13 (S3 Automatic Gearbox Change Lever)
U1530 00 (K9 Body Control Module) LIN Bus 3 Lost Communication With Device 0 (M74P Window Motor - Passenger)
U1534 00 (K9 Body Control Module) LIN Bus 3 Lost Communication With Device 4 (M74D Window Motor - Driver)
U1538 00 (K9 Body Control Module) LIN Bus 3 Lost Communication With Device 8 (S79D Window Switch - Driver)
U153A 00 (K9 Body Control Module) LIN Bus 3 Lost Communication With Device 10 (S79P Window Switch - Passenger)
U1540 00 (K9 Body Control Module) LIN Bus 4 Lost Communication With Device 0 (M74RR Window Motor - Right Rear)
U1544 00 (K9 Body Control Module) LIN Bus 4 Lost Communication With Device 4 (M74LR Window Motor - Left Rear)
U1548 00 (K9 Body Control Module) LIN Bus 4 Lost Communication With Device 8 (S79LR Window Switch - Right Rear)
U154A 00 (K9 Body Control Module) LIN Bus 4 Lost Communication With Device 10 (S79RR Window Switch - Left Rear)
U154B 00 (K9 Body Control Module) LIN Bus 4 Lost Communication With Device 11 (K49 Rear Seat Control Module)
U1793 00 14V Power Module Lost Communication with Hybrid Powertrain Control Module on Powertrain Expansion Communication Bus
U1795 00 14V Power Module Powertrain Expansion Communication Bus Off
U179A 00 Lost Communication with Hybrid Powertrain Control Module 2
U1803 00 Lost Communication with Hybrid Powertrain Control Module 2
U1806 00 Battery Energy Control Module High Voltage Energy Management Communication Bus Off
U1807 00 Battery Charger Control Module High Voltage Energy Management Communication Bus Off
U180A 00 Electric A/C Compressor Control Module High-Speed Communication Bus Off
U180B 00 Battery Energy Control Module High-Speed Communication Bus Off
U180C 00 Battery Charger Control Module High-Speed Communication Bus Off
U180D 00 Electronic Brake Control Module Chassis Expansion Communication Bus Off
U1811 00 Battery Energy Control Module Powertrain Expansion CAN Bus Off
U1814 01 Powertrain Wake Up Communication Circuit Short to Battery
U1814 02 Powertrain Wake Up Communication Circuit Short to Ground
U1814 04 Powertrain Wake Up Communication Circuit Open
U1815 00 Lost Communication with Drive Motor Control Module A on Powertrain Expansion Communication Bus
U1816 00 Lost Communication with Drive Motor Control Module B on Powertrain Expansion Communication Bus
U1817 00 Lost Communication with Hybrid Powertrain Control Module on Powertrain Expansion Communication Bus
U1818 00 Lost Communication with Engine Control Module on Powertrain Expansion Communication Bus
U1821 00 Lost Communication with 14V Power Module on Powertrain Expansion Communication Bus
U1826 00 Lost Communication With Multi-Axis Acceleration Sensor Module on Bus B (Chassis Expansion Bus)
U1827 00 Lost Communication With Steering Angle Sensor Module on Bus B (Chassis Expansion Bus)
U182D 00 Lost Communication with Hybrid Powertrain Control Module 2 on Powertrain Expansion Communication Bus
U182E 00 Drive Motor Control Module 1 Lost Communication with Hybrid Powertrain Control Module 2 on Powertrain Expansion Communication Bus
U182F 00 Drive Motor Control Module 2 Lost Communication with Hybrid Powertrain Control Module 2 on Powertrain Expansion Communication Bus
U1831 00 Drive Motor Control Module A Lost Communication with Hybrid Powertrain Control Module on Powertrain Expansion CAN Bus
U1833 00 Lost Communication with Electronic Brake Control Module on Chassis Expansion Communication Bus
U1838 00 Lost Communication with Battery Charger Control Module on High Voltage Energy Management Communication Bus
U1839 00 Auxiliary Transmission Fluid Pump Control Module Lost Communication with Engine Control Module
U183A 00 Lost Communication with OnStar Module
U183B 00 Auxiliary Transmission Fluid Pump Control Module Lost Communication with Transmission Control Module
U183C 00 Auxiliary Transmission Fluid Pump Control Module Lost Communication with Hybrid Powertrain Control Module 2 on Powertrain Expansion Communication Bus
U183E 00 Lost Communication with OnStar Module on Low Speed Communication Bus
U1844 00 Battery Energy Control Module Lost Communication with Hybrid Powertrain Control Module on Powertrain Expansion Communication Bus
U1845 00 Drive Motor Control Module 1 Lost Communication with Hybrid Powertrain Control Module
U1846 00 Drive Motor Control Module 2 Lost Communication with Hybrid Powertrain Control Module
U1849 00 Drive Motor Control Module 1 Lost Communication with Transmission Control Module
U184B 00 Lost Communication with Electronic Climate Control Module on Low Speed Communication Bus
U184C 00 Lost Communication with Instrument Cluster on Low Speed Communication Bus
U184D 00 Lost Communication with Radio on Low Speed Communication Bus
U184E 00 Lost Communication with Inflatable Restraint Sensing and Diagnostic Module on Low Speed Communication Bus
U184F 00 Electric A/C Compressor Control Module Lost Communication with Engine Control Module
U1850 00 Drive Motor Control Module 2 Lost Communication with Transmission Control Module
U1858 00 Electronic Brake Control Module Lost Communication with Hybrid Powertrain Control Module on Chassis Expansion Communication Bus
U185A 00 Lost Communication with Battery Energy Control Module on High Voltage Energy Management Communication Bus
U185B 00 Battery Energy Control Module Lost Communication with Hybrid Powertrain Control Module 2 on High Voltage Energy Management Communication Bus
U185C 00 Battery Charger Control Module Lost Communication with Hybrid Powertrain Control Module 2 on High Voltage Energy Management Communication Bus
U185D 00 Fuel Injector Control Module Lost Communication with Engine Control Module
U185E 00 Fuel Injector Control Module Lost Communication with Body Control Module
U1860 00 Electric A/C Compressor Control Module Lost Communication with Hybrid Powertrain Control Module 2
U1861 00 Battery Charger Control Module Lost Communication with Engine Control Module
U186A 00 Electronic Brake Control Module Lost Communication with Engine Control Module
U186A 00 Electronic Brake Control Module Lost Communication with Transmission Control Module
U1876 00 Drive Motor Control Module 1 Lost Communication with Engine Control Module
U1879 00 Drive Motor Control Module 2 Lost Communication with Engine Control Module
U1885 00 Battery Energy Control Module Lost Communication with Hybrid Powertrain Control Module
U1886 00 Battery Energy Control Module Lost Communication with Engine Control Module
U1888 00 Hybrid Powertrain Control Module Lost Communication with Battery Energy Control Module
U18B9 00 Primary High Speed CAN Bus Subnet Configuration List
U18BF 00 Secondary High Speed CAN Bus Subnet Configuration List
U1900 00 Lost Communication With Speech to Text Interface Module
U1901 00 Lost Communication With Front Controls Multifunction Interface Module
U2099 00 High Speed Communication Enable Circuit
U2099 01 High Speed Communication Enable Circuit Short to Battery
U2099 02 High Speed Communication Enable Circuit Short to Ground
U2099 04 High Speed Communication Enable Circuit Open
U2099 5A High Speed Communication Enable Circuit Not Plausible
U2100 00 CAN Bus Communication
U2101 00 CAN Bus Maximum Configuration List
U2103 00 Fewer Controllers On Bus Than Programmed
U2105 00 Lost Communication with Engine Control Module
U2106 00 Lost Communication with Transmission Control Module
U2107 00 Lost Communication with Body Control Module
U2108 00 Lost Communication with Electronic Brake Control Module
U2127 00 Lost Communication with Front HVAC Control Module
U2139 00 Lost Communication with Column Integrated Module
U2144 00 Lost Communication with Distance Sensing Cruise Control Module
U2176 00 Lost Communication with Power Take-Off Control Module
U2178 00 Lost Communication With Trailer Interface Control Module
U2400 00 Fuel Injector Control Module High Speed CAN Bus Off
U2401 00 Battery Energy Control Module Dedicated Bus 1 Off
U2602 00 Battery Energy Control Module Lost Communication with Hybrid Powertrain Control Module 2
U2603 00 Battery Energy Control Module Lost Communication with Hybrid Battery Interface Control Module 1
U2608 00 Electric A/C Compressor Control Module Lost Communication with Hybrid Powertrain Control Module
U2609 00 Battery Charger Control Module Lost Communication with Hybrid Powertrain Control Module
U2611 00 Auxiliary Transmission Fluid Pump Control Module Lost Communication with Hybrid Powertrain Control Module
U2612 00 Battery Charger Control Module Lost Communication with Hybrid Powertrain Control Module 2


Volt

DTC B1000
DTC Descriptors
DTC B1000 00: Electronic Control Unit
DTC B1000 08: Electronic Control Unit Performance - Signal Invalid
DTC B1000 0F: Electronic Control Unit Signal Erratic
DTC B1000 12: Electronic Control Unit Low Input
DTC B1000 2B: Electronic Control Unit Missing Reference
DTC B1000 34: Electronic Control Unit RAM Malfunction
DTC B1000 35: Electronic Control Unit ROM Malfunction
DTC B1000 36: Electronic Control Unit EEPROM Performance/Malfunction
DTC B1000 37: Electronic Control Unit Software Malfunction
DTC B1000 38: Electronic Control Unit Supervision Software Malfunction
DTC B1000 39: Electronic Control Unit Internal Malfunction
DTC B1000 43: Electronic Control Unit EEPROM Incorrect Programming

DTC B1000 46: Electronic Control Unit Configuration Not Programmed
DTC B1000 4A: Electronic Control Unit Programming Checksum Error
DTC B1000 56: Electronic Control Unit Too Many Transitions
DTC B1000 73: Electronic Control Unit Parity Error
DTC B1000 F0: Electronic Control Unit
The internal fault detection is handled inside the control module. The symptom byte listed in the DTC Descriptor is for engineering reference only. No external circuit diagnosis
is involved.
The module has detected an internal malfunction.
• A current DTC clears when the malfunction is no longer present.

• A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction.
Diagnostic Aids
• If this DTC is retrieved as both a current and history DTC, replace the module that set the DTC.
If this DTC is retrieved as a current DTC, replace the module that set the DTC.
Repair Instructions
Control Module References for module replacement, setup, and programming


Volt

DTC B1001
DTC Descriptor
DTC B1001 00: Option Configuration
DTC B1001 33: Option Configuration Special Memory Malfunction
DTC B1001 45: Option Configuration Variant Not Programmed
DTC B1001 4B: Option Configuration Calibration Not Learned
Some control modules must be configured with serial numbers, vehicle options, or other information. If a control module was not properly configured after installation that
module may set DTC B1001. The symptom byte listed in the DTC Descriptor is for engineering reference only. No external circuit diagnosis is involved.
Battery voltage is between 9-16 V and data link communications operate normally.
The control module is not configured properly.

• A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool References
Verify DTC B1001 is not set.
If the DTC is set, program the control module. If the DTC resets, replace the control module.
Repair Instructions
Control Module References for control module replacement, setup, and programming


Volt

DTC B1016
DTC Descriptor
DTC B1016 XX: Vehicle Identification Number Information Not Programmed
The control module performs a self test and vehicle identification number (VIN) verification. This DTC indicates that a VIN is not programmed or that the control module has an
internal fault. The internal fault detection is handled inside the control module, no external circuits are involved.
The only requirements are voltage and ground.
The control module has detected that the VIN is not programmed.

• The DTC can be cleared using a scan tool.
Verify DTC B1016 is not set.
Repair Instructions


Volt

DTC B101D
DTC Descriptor
DTC B101D 00: Electronic Control Unit Hardware
DTC B101D 04: Electronic Control Unit Hardware Open
DTC B101D 08: Electronic Control Unit Hardware Performance - Signal Invalid
DTC B101D 0F: Electronic Control Unit Hardware Signal Erratic
DTC B101D 12: Electronic Control Unit Hardware Low Input
DTC B101D 13: Electronic Control Unit Hardware Low Voltage/High Temperature
DTC B101D 14: Electronic Control Unit Hardware High Voltage/Low Temperature
DTC B101D 1A: Electronic Control Unit Hardware Performance - Bias Level Out of Range
DTC B101D 2B: Electronic Control Unit Hardware Missing Reference
DTC B101D 2C: Electronic Control Unit Hardware
DTC B101D 31: Electronic Control Unit Hardware Internal Checksum Error
DTC B101D 32: Electronic Control Unit Hardware General Memory Malfunction

DTC B101D 34: Electronic Control Unit Hardware RAM Malfunction
DTC B101D 35: Electronic Control Unit Hardware ROM Malfunction
DTC B101D 36: Electronic Control Unit Hardware EEPROM Performance/Malfunction
DTC B101D 37: Electronic Control Unit Hardware Software Malfunction
DTC B101D 38: Electronic Control Unit Hardware Supervision Software Malfunction
DTC B101D 39: Electronic Control Unit Hardware Internal Malfunction
DTC B101D 3A: Electronic Control Unit Hardware Incorrect Component Installed
DTC B101D 3B: Electronic Control Unit Hardware Self-Test Malfunction
DTC B101D 3C: Electronic Control Unit Hardware Internal Communication Malfunction
DTC B101D 43: Electronic Control Unit Hardware EEPROM Incorrect Programming
DTC B101D 73: Electronic Control Unit Hardware Parity Error
DTC B101D F0: Electronic Control Unit Hardware
DTC B101D F1: Electronic Control Unit Hardware
is involved.
• The 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.
• The keyless entry control module will set this DTC with symptom byte 39 when the keyless entry control module antenna is activated.

The control module refuses all additional inputs.

• A history DTC clears when the control module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction.
Diagnostic Aids
• This DTC may be stored as a history DTC without affecting the operation of the control module.
• Do not replace a control module based only on DTC B101D being set in history with the exception of the following control modules:
- K36 Inflatable Restraint Sensing and Diagnostic Module (SDM)
- K85 Passenger Presence Detection Module
• If DTC B101D is set as current, replace the appropriate control module.
Verify that DTC B101D is not set.
If the DTC is set with symptom byte 43, program the control module that set the DTC. If the DTC resets, replace the control module that set the DTC.
If the DTC is set with other symptom bytes, replace the control module that set the DTC.
Repair Instructions


Volt

DTC B101E
DTC Descriptor
DTC B101E 00: Electronic Control Unit Software
DTC B101E 31: Electronic Control Unit Software Internal Checksum Error
DTC B101E 32: Electronic Control Unit Software General Memory Malfunction
DTC B101E 41: Electronic Control Unit Software Not Programmed
DTC B101E 42: Electronic Control Unit Software Calibration Not Programmed
DTC B101E 43: Electronic Control Unit Software EEPROM Incorrect Programming
DTC B101E 44: Electronic Control Unit Software Security Access Not Activated
DTC B101E 45: Electronic Control Unit Software Variant Not Programmed
DTC B101E 46: Electronic Control Unit Software Configuration Not Programmed
DTC B101E 47: Electronic Control Unit Software VIN Not Programmed
DTC B101E 48: Electronic Control Unit Software Security Code Not Programmed
DTC B101E 4A: Electronic Control Unit Software Programming Checksum Error

DTC B101E 4B: Electronic Control Unit Software Calibration Not Learned
DTC B101E 4C: Electronic Control Unit Software DTC Memory Full
Some control modules must be configured with specific software, serial numbers, vehicle options, or other information. If a control module was not properly configured after
installation that module may set DTC B101E. The symptom byte listed in the DTC Descriptor is for engineering reference only. No external circuit diagnosis is involved.

Schematic Reference

• Circuit Testing
• Wiring Repairs
Verify DTC B101E is not set.
Repair Instructions


Volt

DTC C0550
DTC Descriptors
DTC C0550 00: Electronic Control Unit
DTC C0550 35: Electronic Control Unit ROM Malfunction
DTC C0550 39: Electronic Control Unit Internal Malfunction
DTC C0550 43: Electronic Control Unit EEPROM Incorrect Programming
is involved.


Diagnostic Aids
1. Verify that DTC B1325, B1330, B1370, B1380, B1424, B1440, B1441, B1517, C0800, C0899, C12E1, P0560, or P0562 is not set.
2. Verify that DTC C0550 is not set.
If the DTC is set with symptom byte 39 or 43, program the control module that set the DTC. If the DTC resets, replace the control module that set the DTC.
If the DTC is set with other symptom bytes, replace the control module that set the DTC.
Repair Instructions


Volt

DTC C056D
DTC Descriptor
DTC C056D 00: Electronic Control Unit Hardware
DTC C056D 0F: Electronic Control Unit Hardware Signal Erratic
DTC C056D 18: Electronic Control Unit Hardware Low Signal Amplitude
DTC C056D 31: Electronic Control Unit Hardware Internal Checksum Error
DTC C056D 32: Electronic Control Unit Hardware General Memory Malfunction
DTC C056D 33: Electronic Control Unit Hardware Special Memory Malfunction
DTC C056D 34: Electronic Control Unit Hardware RAM Malfunction
DTC C056D 35: Electronic Control Unit Hardware ROM Malfunction
DTC C056D 36: Electronic Control Unit Hardware EEPROM Performance/Malfunction
DTC C056D 37: Electronic Control Unit Hardware Software Malfunction
DTC C056D 39: Electronic Control Unit Hardware Internal Malfunction
DTC C056D 3A: Electronic Control Unit Hardware Incorrect Component Installed

DTC C056D 3B: Electronic Control Unit Hardware Self-Test Malfunction
DTC C056D 3C: Electronic Control Unit Hardware Internal Communication Malfunction
DTC C056D 43: Electronic Control Unit Hardware EEPROM Incorrect Programming
is involved.

Diagnostic Aids
Verify that DTC C056D is not set.

If the DTC is set in a control module that can be programmed, program the control module. If the DTC resets, replace the control module that set the DTC.
If the DTC is set in a control module that cannot be programmed, replace the control module that set the DTC.
If the DTC is set in a sensor, replace the sensor that set the DTC.
Repair Instructions
Control Module References for module replacement, programming and setup


Volt

DTC C056E
DTC Descriptor
DTC C056E 00: Electronic Control Unit Software
DTC C056E 38: Electronic Control Unit Software Supervision Software Malfunction
DTC C056E 41: Electronic Control Unit Software Not Programmed
DTC C056E 42: Electronic Control Unit Software Calibration Not Programmed
DTC C056E 43: Electronic Control Unit Software EEPROM Incorrect Programming
DTC C056E 45: Electronic Control Unit Software Variant Not Programmed
DTC C056E 46: Electronic Control Unit Software Configuration Not Programmed
DTC C056E 47: Electronic Control Unit Software VIN Not Programmed
DTC C056E 48: Electronic Control Unit Software Security Code Not Programmed
DTC C056E 4A: Electronic Control Unit Software Programming Checksum Error
DTC C056E 4B: Electronic Control Unit Software Calibration Not Learned
DTC C056E 5A: Electronic Control Unit Software Not Plausible

DTC C056E 71: Electronic Control Unit Software Invalid Data
installation that module may set DTC C056E. The symptom byte listed in the DTC Descriptor is for engineering reference only. No external circuit diagnosis is involved.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Verify DTC C056E is not set.
If the DTC is set in a control module, program the control module. If the DTC resets, replace the control module that set the DTC.
If the DTC is set in a sensor, program the sensor. If the DTC resets, replace the sensor that set the DTC.
Repair Instructions


Volt

DTC C078A
DTC Descriptors
DTC C078A 39: Tire Pressure Indicator Module Internal Malfunction
The internal fault detection is handled inside the tyre pressure indicator module. No external circuit diagnosis is involved.
The 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.
The control module refuses all additional inputs.

Diagnostic Aids
• If stored only as a history DTC and not retrieved as a current DTC, do not replace the control module.
• If this DTC is retrieved as both a current and history DTC, replace the tire pressure indicator module.
Verify that DTC C078A is not set.
If the DTC is set, replace the K65 tire pressure indicator module.
Repair Instructions


Volt

DTC P0601-P0604, P0606, or P062F

DTC Descriptors
DTC P0601 00: Control Module Read Only Memory Performance
DTC P0602 00: Control Module Not Programmed
DTC P0603 00: Control Module Long Term Memory Reset
DTC P0604 00: Control Module Random Access Memory Performance
DTC P0606 00: Control Module Processor Performance
DTC P062F 00: Control Module Long Term Memory Performance
This diagnostic applies to internal microprocessor integrity conditions within the control module. This diagnostic also addresses if the control module is not programmed. The
control module monitors its ability to read and write to the memory. It also monitors a timing function. No external circuits are involved.
• Vehicle ON.


The control module detects an internal malfunction or incomplete programming.
• DTCs P0601, P0602, P0603, P0604, P0606, and P062F are Type A DTCs.
• The high-voltage contactor relays may open.
DTCs P0601, P0602, P0603, P0604, P0606, and P062F are Type A DTCs.
Diagnostic Aids
• The DTC P0606 may set in Hybrid Powertrain Control Module 2 due to other faults. Do not replace the Hybrid Powertrain Control Module 2 until other DTCs are
diagnosed first.
• The DTC P0606 can falsely set in Hybrid Powertrain Control Module 2 when the 12 V battery has been disconnected. In this case, just disconnect and reconnect the 12 V
battery again. If this DTC becomes history, use scan tool to clear this DTC. No further action is required.
Note: The DTC P0606 can falsely set in Hybrid Powertrain Control Module 2 when disconnecting the 12 V battery. See Diagnostic Aids section for more information.

If the DTC P0606 is set with other DTCs set, diagnose all other DTCs first. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
If the DTC P0606 is set without other DTCs set, replace the control module that set the DTC.
If the DTC P0602 is set, program the control module that set the DTC. If the DTC P0602 resets, replace the control module that set the DTC.
3. Verify that DTC P0601, P0603, P0604, or P062F is not set.
If any of the DTCs are set, replace the control module that set the DTC.
Repair Instructions

Volt

DTC P06E4
DTC Descriptor
DTC P06E4 00: Control Module Wake-Up Circuit Performance

Accessory Wake Up Serial Data 2 P06E4, U0100-U02FF* U0100-U02FF U0100-U02FF --
* Vehicle will not start.
The accessory wake-up serial data 2 circuit is energised by the hybrid powertrain control module 2 to immediately activate other control modules connected to this circuit
when the body control module (BCM) signals the powertrain control module 2 that serial data is required.
Depending on the option content, control modules that may receive the wake-up signal are as follows:
• 14 V Power Module

• Battery Charger
• Battery Energy Control Module (BECM)
• Electronic Brake Control Module (EBCM)
• A/C Compressor
• Transmission Control Module (TCM)
• Engine Control Module (ECM)
• Power Inverter Module

• The hybrid powertrain control module 2 attempts to wake up the control modules connected to its control module output wake-up circuit.
The hybrid powertrain control module 2 detects a fault in the control module output wake-up circuit.
• The DTC P06E4 is a type A DTC.

• The control modules is never signaled; therefore the specific subsystems will not function.
• The MIL will illuminate, along with several DIC messages.
• The DTC P06E4 is a type A DTC.

Diagnostic Aids
Short-circuit to earth will also set multiple no communication codes for high-speed GMLAN control modules.
Schematic Reference


• Circuit Testing

• Wiring Repairs
Scan Tool Reference

• The control modules that share the K114B hybrid powertrain control module 2 terminal 69 X2 accessory wake-up serial data 2 circuit
• The control module B+, ignition, earth, accessory wake-up serial data 2 circuit terminals
1. Vehicle OFF, disconnect the X2 harness connectors at the K114B hybrid powertrain control module 2.
2. Vehicle OFF, and all vehicle systems OFF, all keys at least 3 metres away from vehicle, all access doors closed. It may take up to 2 minutes for all vehicle systems to
power down. Test for greater than 100 Ω, but less than infinite resistance, between the accessory wake-up serial data 2 circuit terminal 69 X2 and earth.
If less than the specified range, refer to Testing the Accessory Wake Up Serial Data 2 Circuits for a Short-Circuit to Earth.
If infinite resistance, test the accessory wake-up serial data 2 circuit for an open-circuit/high resistance.
3. Vehicle in Service Mode, verify that a test lamp illuminates between each B+ circuit terminal and earth.
4. Vehicle in Service Mode, verify that a test lamp illuminates between each ignition circuit terminal and earth.
Testing the Accessory Wake-Up Serial Data 2 Circuits for a Short-Circuit to Earth
1. Vehicle OFF, disconnect the X2 harness connector at the A4 hybrid/EV battery pack.
power down. Test for less than 100 Ω between the K114B hybrid powertrain control module 2 accessory wake-up serial data 2 circuit terminal 69 X2 and earth.
If greater than the specified range, replace the A4 hybrid/EV battery pack.
3. Vehicle OFF, disconnect the harness connector at an easily accessible control module that shares the K114B hybrid powertrain control module 2 terminal 69 X2
accessory wake-up serial data 2 circuit.
power down. Test for less than 100 Ω between the K114B hybrid powertrain control module 2 accessory wake-up serial data 2 circuit terminal 69 X2 and earth.
If greater than the specified range, replace the control module that was just disconnected.
5. Repeat step 3 until all control modules on the K114B hybrid powertrain control module 2 accessory wake-up serial data 2 circuit terminal 69 X2 have been disconnected.
6. Repair the short-circuit to earth on the accessory wake-up serial data 2 circuit.
Repair Instructions


Volt

DTC P0A1F, P1A05 or P1A06

DTC Descriptors
DTC P0A1F 00: Battery Energy Control Module Internal Performance
DTC P1A05 00: Battery Energy Control Module Random Access Memory (RAM)
DTC P1A06 00: Battery Energy Control Module Read Only Memory (ROM)
battery energy control module to the hybrid powertrain control module 2 through serial data. The hybrid powertrain control module 2 is the host controller for diagnostic trouble
code (DTC) information.
This diagnostic applies to internal microprocessor integrity conditions within the battery energy control module. This fault is internal to the battery energy control module and
no external circuits are involved.

The battery energy control module has detected an internal malfunction.

• DTCs P0A1F, P1A05 and P1A06 are type A DTCs.

• Vehicle goes to reduced battery power mode. After vehicle is turned off, vehicle will not return to propulsion active mode.
DTCs P0A1F, P1A05 and P1A06 are type A DTCs.
Diagnostic Aids
If stored only as a history DTC and not retrieved as a current DTC, do not replace the control module.
Verify that DTC P0A1F, P1A05 or P1A06 is not set.
If any of the DTCs are set, replace the A4 hybrid/EV battery pack.
Repair Instructions



Volt

DTC P16B7
DTC Descriptor
DTC P16B7 00: Electric A/C Compressor Control Module Wake-Up Circuit Performance

Accessory Wake Up Serial Data 2 P16B7, U016B* U016B* U016B* -
* Other DTCs may set with this fault
The accessory wake-up serial data 2 circuit is energised by the hybrid powertrain control module 2 to immediately activate the A/C compressor connected to this circuit when
the body control module (BCM) signals the hybrid powertrain control module 2 that serial data is required.

• The A/C compressor is awake.
• Vehicle ON.
• The A/C compressor receives a serial data message from hybrid powertrain control module 2 and "Propulsion System Active" is TRUE for 500 ms continuously.

The A/C compressor detects a fault in the wake-up circuit.
Diagnostic Aids
Short-circuit to earh may set multiple no communication codes for high-speed GMLAN control modules.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference

Verify that DTC P06E4 is not set.
If the DTC is set, refer to DTC P06E4 .
Note: Use the schematic to identify the control modules B+, ignition, earth, communication enable and serial data circuit terminals.
1. Vehicle OFF, disconnect the X1 harness connector at the G1 A/C compressor.

2. Vehicle in Service Mode, verify that a test lamp illuminates between the wake-up circuit terminal 2 X1 and earth.
If the test lamp does not illuminate, test the circuit for a short-circuit to earth or open-circuit/high resistance. If the circuit tests normal, replace the K114B hybrid
3. Vehicle OFF, verify that a test lamp does not illuminate between the wake-up circuit terminal 2 X1 and earth.
If the test lamp illuminates, test the circuit for a short to voltage. If the circuit tests normal, replace the K114B hybrid powertrain control module 2.
4. If all circuits test normal, replace the G1 A/C compressor.
Repair Instructions


Volt

DTC P16B8-P16BA
DTC Descriptors
DTC P16B8 00: Electric A/C Compressor Control Module Random Access Memory Performance
DTC P16B9 00: Electric A/C Compressor Control Module Read Only Memory Performance
DTC P16BA 00: Electric A/C Compressor Control Module Long-Term Memory Performance
The A/C compressor will diagnose its own systems and determine when a fault condition is present. This diagnostic applies to internal microprocessor integrity conditions
within the A/C compressor. This fault is internal to the A/C compressor and no external circuits are involved.
• System voltage is greater than 10.25 V.

• The control module is awake and communicating.

DTCs P16B8, P16B9 and P16BA are type A DTCs.
• DTCs P16B8, P16B9 and P16BA are type A DTCs.

• After the vehicle has been OFF for a sufficient amount of time to allow the control modules to enter a sleep mode, the control modules will re-enable the output on the
following ignition cycle and the DTC will become history.
Verify that DTC P16B8, P16B9 or P16BA is not set.
If any of the DTCs are set, replace the G1 A/C compressor.
Repair Instructions


Volt

DTC P16C1-P16C5
DTC Descriptors
DTC P16C1 00: Battery Charger Control Module Read Only Memory Performance
DTC P16C2 00: Battery Charger Control Module Random Access Memory Performance
DTC P16C3 00: Battery Charger Control Module Long-Term Memory Performance
DTC P16C4 00: Battery Charger Control Module Serial Peripheral Interface (SPI) Bus 1
DTC P16C5 00: Battery Charger Control Module Serial Peripheral Interface (SPI) Bus 2
The battery charger will diagnose its own systems and determine when a fault condition is present. This diagnostic applies to internal microprocessor integrity conditions
within the battery charger. This fault is internal to the battery charger and no external circuits are involved.

• Charge mode is not in heat-only mode.

DTCs P16C1, P16C2, P16C3, P16C4, and P16C5 are type A DTCs.
DTCs P16C1, P16C2, P16C3, P16C4, and P16C5 are type A DTCs.
Diagnostic Aids
• The DTC may be stored as a history DTC without affecting the operation of the control module.
Verify that DTC P16C1, P16C2, P16C3, P16C4, or P16C5 is not set.
If any of the DTCs are set, replace the T18 battery charger.
Repair Instructions


Volt

DTC P16C6
DTC Descriptor
DTC P16C6 00: Battery Charger Control Module Wake-Up Circuit Performance

Accessory Wake Up Serial Data 2 P16C6, U0100-U02FF U0100-U02FF U0100-U02FF --
* Other DTCs may set with this fault
The accessory wake-up serial data 2 circuit is energised by the hybrid powertrain control module 2 to immediately activate the battery charger connected to this circuit when
the body control module (BCM) signals the hybrid powertrain control module 2 that serial data is required. The battery charger monitors the accessory wake-up serial data 2
circuit along with the propulsion system active status serial data message. The propulsion system active status message should not be active when the accessory wake-up
serial data 2 circuit is not high. This DTC is set when the accessory wake-up serial data 2 circuit is not high when the propulsion system active signal status is active.
DTC U2609 is not set.
The battery charger detects a fault in the wake-up circuit.

• DTC P16C6 is a type A DTC.

• The control module is never signalled; therefore the specific subsystems will not function.
Diagnostic Aids
Short-circuit to earh may set multiple no communication codes for high-speed GMLAN control modules.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference

Verify that DTC P06E4 is not set.
If the DTC is set, refer to DTC P06E4 .
Note: Use the schematic to identify the control modules B+, ignition, and accessory wake-up serial data 2 circuit terminals.
1. Vehicle OFF, disconnect the X1 harness connector at the T18 battery charger.
2. Vehicle in Service Mode, verify that a test lamp illuminates between the accessory wake-up serial data 2 circuit terminal F X1 and earth.
3. Vehicle OFF, verify that a test lamp does not illuminate between the accessory wake-up serial data 2 circuit terminal F X1 and earth.
Repair Instructions


Volt

DTC P1E8E-P1E91
DTC Descriptors
DTC P1E8E 00: Hybrid/EV Battery Interface Control Module 1 Performance
DTC P1E8F 00: Hybrid/EV Battery Interface Control Module 1 Random Access Memory Performance
DTC P1E90 00: Hybrid/EV Battery Interface Control Module 1 Read Only Memory Performance
DTC P1E91 00: Hybrid/EV Battery Interface Control Module 1 Long-Term Memory Performance
The hybrid battery interface control module 1 will diagnose its own systems and determine when a fault condition is present. This diagnostic applies to internal microprocessor
integrity conditions within the hybrid battery interface control module 1. This fault is internal to the hybrid battery interface control module 1 and no external circuits are
involved.
• The control module is awake.


DTCs P1E8E, P1E8F, P1E90 and P1E91 are type A DTCs.
DTCs P1E8E, P1E8F, P1E90, and P1E91 are type A DTCs.
Diagnostic Aids
Verify that DTC P1E8E, P1E8F, P1E90 or P1E91 is not set.
Repair Instructions



Volt

DTC P1E94-P1E97
DTC Descriptors
DTC P1E94 00: Hybrid/EV Battery Interface Control Module 2 Performance
DTC P1E95 00: Hybrid/EV Battery Interface Control Module 2 Random Access Memory Performance
DTC P1E96 00: Hybrid/EV Battery Interface Control Module 2 Read Only Memory Performance
DTC P1E97 00: Hybrid/EV Battery Interface Control Module 2 Long-Term Memory Performance
involved.


DTCs P1E94, P1E95, P1E96, and P1E97 are type A DTCs.
DTCs P1E94, P1E95, P1E96, and P1E97 are type A DTCs.
Diagnostic Aids
Verify that DTC P1E94, P1E95, P1E96, or P1E97 is not set.
Repair Instructions



Volt

DTC P1E9A-P1E9D
DTC Descriptors
DTC P1E9A 00: Hybrid/EV Battery Interface Control Module 3 Performance
DTC P1E9B 00: Hybrid/EV Battery Interface Control Module 3 Random Access Memory Performance
DTC P1E9C 00: Hybrid/EV Battery Interface Control Module 3 Read Only Memory Performance
DTC P1E9D 00: Hybrid/EV Battery Interface Control Module 3 Long-Term Memory Performance
involved.


DTCs P1E9A, P1E9B, P1E9C, and P1E9D are type A DTCs.
DTCs P1E9A, P1E9B, P1E9C, and P1E9D are type A DTCs.
Diagnostic Aids
Verify that DTC P1E9A, P1E9B, P1E9C, or P1E9D is not set.
Repair Instructions



Volt

DTC P1EA0-P1EA3
DTC Descriptors
DTC P1EA0 00: Hybrid/EV Battery Interface Control Module 4 Performance
DTC P1EA1 00: Hybrid/EV Battery Interface Control Module 4 Random Access Memory Performance
DTC P1EA2 00: Hybrid/EV Battery Interface Control Module 4 Read Only Memory Performance
DTC P1EA3 00: Hybrid/EV Battery Interface Control Module 4 Long-Term Memory Performance
involved.


DTCs P1EA0, P1EA1, P1EA2, and P1EA3 are type A DTCs.
DTCs P1EA0, P1EA1, P1EA2, and P1EA3 are type A DTCs.
Diagnostic Aids
Verify that DTC P1EA0, P1EA1, P1EA2, or P1EA3 is not set.
Repair Instructions



Volt

DTC P1EB1
DTC Descriptor
DTC P1EB1 00: Hybrid/EV Battery Interface Control Module Software Incompatible
This is the software incompatibility issue between the hybrid battery interface control modules and the battery energy control module. No external circuits are involved.
• Vehicle ON.

• DTC U2401, U2603, U2604, U2605 or U2606 is not set.
• Any one of the hybrid battery interface control module software revision does not match.
• Battery energy control module software and hybrid battery interface control module software are incompatible.
• Slave data that is incompatible with the battery energy control module software is set to Invalid, 0 V and -40°C (-40°F).
• DTC P1EB1 is a type A DTC.
DTC P1EB1 is a type A DTC.
Diagnostic Aids
If the DTC P1EB1 is set, program the K16 battery energy control module. This DTC should not reset.
If the DTC resets without other DTCs set, replace the A4 hybrid/EV battery pack.
If the DTC resets along with any of the DTCs P1EB2, P1EB3, P1EB4, or P1EB5 set, refer to DTC P1EB2-P1EB5 .
Repair Instructions



Volt

DTC P1EB2-P1EB5
DTC Descriptors
DTC P1EB2 00: Hybrid/EV Battery Interface Control Module 1 Not Programmed
When the battery energy control module is flash programmed, the hybrid battery interface module operating software and calibrations are provided to the battery energy
control module. The hybrid battery interface module software and calibrations are then loaded to each of the hybrid battery interface modules from the battery energy control
module. This operation is automatic and requires no operator action. At this point, if any of the hybrid battery interface control modules are not programmed correctly, the
appropriate DTC is set.
This fault is internal to the hybrid battery interface control modules and no external circuits are involved.


The hybrid battery interface control module is not programmed correctly.
• The slave data that is incompatible with the battery energy control module software is set to Invalid, 0 V, and -40°C (-40°F).
• DTCs P1EB2, P1EB3, P1EB4, and P1EB5 are type A DTCs.
• The hybrid battery interface control module is programmed correctly.

• DTCs P1EB2, P1EB3, P1EB4, and P1EB5 are type A DTCs.
If any of the DTCs P1EB2, P1EB3, P1EB4, and P1EB5 are set, program the K16 battery energy control module. The DTC should not reset.
If any of the DTCs reset, replace the A4 hybrid/EV battery pack.
Repair Instructions



Volt

DTC P1EB9
DTC Descriptor
DTC P1EB9 00: High-Voltage Energy Communication Bus Enable Circuit

High-Voltage Energy Management Communication Enable P1EB9, U0100-U02FF* U0100-U02FF U0100-U02FF --
* Vehicle will not start.
The hybrid powertrain control module 2 activates the high-voltage energy management communication enable circuit when the vehicle is on. This circuit wakes-up the control
modules for high-voltage energy bus communication.

The hybrid powertrain control module 2 detects a fault in the high- voltage energy management communication enable circuit.
• DTC P1EB9 is a type A DTC.

• The control modules is never signalled, therefore the specific subsystems will not function.
DTC P1EB9 is a type A DTC.
Diagnostic Aids
Short-circuit to earth will also set multiple no communication codes for control modules on high-voltage energy serial data bus.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference


• The control modules that share the K114B hybrid powertrain control module 2 terminal 48 X2 high-voltage energy management communication enable circuit
• The control module B+, ignition and high-voltage energy management communication enable circuit terminals
1. Vehicle OFF, disconnect the X2 harness connector at the K114B hybrid powertrain control module 2.
power down. Test for greater than 100 Ω, but less than infinite resistance, between the high-voltage energy management communication enable circuit terminal 48 X2
and earth.
If less than the specified range, refer to Testing the High-Voltage Energy Management Communication Enable Circuits for a Short-Circuit to Earth.
If infinite resistance, test the high-voltage energy management communication enable circuit for an open-circuit/high resistance.
3. Vehicle in Service Mode, verify that a test lamp illuminates between each B+ circuit terminal and earth.
Testing the High-Voltage Energy Management Communication Enable Circuits for a Short-Circuit to Earth
1. Vehicle OFF, disconnect the X1 harness connector at the A4 hybrid/EV battery pack.
power down. Test for less than 100 Ω between the K114B hybrid powertrain control module 2 high-voltage energy management communication enable circuit terminal
48 X2 and earth.
If greater than the specified range, replace the A4 hybrid/EV battery pack.
power down. Test for less than 100 Ω between the K114B hybrid powertrain control module 2 high-voltage energy management communication enable circuit terminal
48 X2 and earth.
If greater than the specified range, replace the T18 battery charger.
5. Repair the short-circuit to earth on the high-voltage energy management communication enable circuit.
Repair Instructions


Volt

DTC P1EC1 or P1EC2

DTC Descriptors
DTC P1EC1 00: Battery Energy Control Module High-Voltage Energy Communication Bus Enable Circuit Low Voltage
DTC P1EC2 00: Battery Energy Control Module High-Voltage Energy Communication Bus Enable Circuit High Voltage

High-Voltage Energy Management Communication Enable P1EC1 P1EC1 P1EC2 --
The hybrid powertrain control module 2 activates the high-voltage energy management communication enable circuit when the vehicle is on. The high-voltage energy
management communication enable circuit wakes up the battery energy control module for serial data communication.
The battery energy control module compares the high-voltage energy management communication enable hardwire signal with a hybrid powertrain control module 2 serial
data message indicating that the high-voltage energy management communication enable signal is active. If the high-voltage energy management communication enable
hardwire signal is low when the serial data message indicates it should be high, then DTC P1EC1 is set.

• DTCs U2602, U180B, P1A0C, or P1A07 are not set.
P1EC1
The ignition voltage on the high-voltage energy management communication enable circuit is less than 5 V.
DTCs P1EC1 and P1EC2 are type A DTCs.
P1EC1
The ignition voltage on the high-voltage energy management communication enable circuit is at least 5 V for 10 seconds.
DTCs P1EC1 and P1EC2 are type A DTCs.
Diagnostic Aids
Schematic Reference


• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Verify that DTC P1EB9 or U185B is not set.
Note: Use the schematic to identify the high-voltage energy management communication enable circuit terminal of the control module.
1. Vehicle OFF, disconnect the X1 harness connector at the A4 hybrid battery pack.
2. Vehicle in Service Mode, verify that a test lamp illuminates between the high -oltage energy management communication enable circuit terminal 5 X1 and earth.
power down. Verify that a test lamp does not illuminate between the high- voltage energy management communication enable circuit terminal 5 X1 and earth.
Repair Instructions



Volt

DTC P1EF8
DTC Descriptors
DTC P1EF8 00: Battery Charger Control Module High-Voltage Energy Communication Bus Enable Circuit Low Voltage

High-Voltage Energy Management Communication Enable P1EF8 P1EF8 -- --
The battery charger compares the high-voltage energy management communication enable hardwire signal with a hybrid powertrain control module 2 serial data message
indicating that the high-voltage energy management communication enable signal is active. If the high-voltage energy management communication enable hardwire signal is
low when the serial data message indicates it should be high, then DTC P1EF8 is set.
The control module is awake and communicating.
A short-circuit to earth or an open-circuit may exist on the high- voltage energy communication enable circuit.

DTC P1EF8 is a type A DTCs.
DTC P1EF8 is a type A DTCs.
Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: Use the schematic to identify the control modules B+, ignition, earth, communication enable and serial data circuit terminals.
2. Vehicle in Service Mode, verify that a test lamp illuminates between the high-voltage energy management communication enable circuit terminal G X1 and earth.
3. Vehicle OFF, verify that a test lamp does not illuminate between the high-voltage energy management communication enable circuit terminal G X1 and earth.
Repair Instructions


Volt

DTC P1F06-P1F09
DTC Descriptors
DTC P1F06 00: Hybrid/EV Battery Interface Control Module 1 Processor Performance
The battery energy control module compares an expected value with a value reported from a hybrid battery interface control module. If the value does not match for a
particular battery interface control module, then a DTC is set for the corresponding hybrid battery interface control module. This fault is internal to the battery energy control
module and the hybrid battery interface control modules and no external circuits are involved.
The control modules are awake.
A mismatch between an expected value in the control module and a value received from the external module.

DTCs P1F06, P1F07, P1F08, and P1F09 are type A DTCs.
• DTCs P1F06, P1F07, P1F08, and P1F09 are type A DTCs.
• Vehicle goes to low-battery power mode.
Diagnostic Aids
Verify that DTC P1F06, P1F07, P1F08, or P1F09 is not set.
Repair Instructions



Volt

DTC P262B
DTC Descriptor
DTC P262B 00: Control Module Power Off Timer Performance
This diagnostic applies to internal microprocessor integrity conditions within the control module. No external circuits are involved.
• Vehicle ON.

• The hybrid powertrain control module 2 has been awake for at least 1 minute.
• DTC P0601, P0602, P0603, P0604, P0606, or P062F is not set.
The control module detects an internal malfunction.
DTC P262B is a Type B DTC.

DTC P262B is a Type B DTC.
Diagnostic Aids
Verify that DTC P262B is not set.
If the DTC is set, replace the control module that set the DTC.
Repair Instructions


Volt

DTC U0001
DTC Descriptor
DTC U0001 00: High Speed CAN Communication Bus
Circuit Description
Modules connected to the GMLAN serial data circuits monitor for serial data communications on the GMLAN network during normal vehicle operation. Operating information
and commands are exchanged among the modules. Each module on GMLAN network maintains a transmit error counter (TEC) and a receive error counter (REC). The
counter values increase with detected errors and will decrease with error-free messages. If the TEC value exceeds 255 the controller removes itself from the network and a
DTC U0001 will be set.
• Voltage supplied to the module is in the normal operating voltage range.
• The vehicle power mode requires serial data communication to occur.
A certain number of no valid transmitted messages on the GMLAN serial data circuits are detected by the module.
• The module suspends all message transmission.

• The module uses default values for all parameters received on the GMLAN serial data circuits.
• The module inhibits the setting of all other GMLAN communication DTCs.

Diagnostic Aids
• This DTC cannot be retrieved with a current status. Diagnosis of current DTC is accomplished via the symptom, Scan Tool Does Not Communicate with GMLAN Device.
Refer to Scan Tool Does Not Communicate with High Speed GMLAN Device .
• An intermittent condition is likely to be caused by a short on the GMLAN serial data circuits. Use the Scan Tool Does Not Communicate with GMLAN Device procedure in
order to isolate an intermittent condition. Refer to Scan Tool Does Not Communicate with High Speed GMLAN Device .
Schematic Reference
• Circuit Testing

• Wiring Repairs


Volt

DTC U0002
DTC Descriptor
DTC U0002: High Speed CAN Bus
Control modules connected to the high speed GMLAN serial data circuits monitor for serial data communications during normal vehicle operation. Operating information and
commands are exchanged among the control modules. The control modules have prerecorded information about what messages are needed to be exchanged on the serial
data circuits, for each virtual network. The messages are supervised and also, some periodic messages are used by the receiver module as an availability indication of the
transmitter module. The supervision time-out period is 250 ms. Each message contains the identification number of the transmitter module.
• Voltage supplied to the control modules is in the normal operating voltage range.
• The DTC U0001 does not have a current status.
A supervised periodic message that includes the transmitter module availability has not been received.
The control module uses a default value for the missing parameter.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Scan Tool Reference
With a scan tool, attempt to communicate with all control modules.
1. With a scan tool, verify DTC U0100-U02FF or DTC U2105-U2199 is not set as current.
If DTC is set, refer to DTC U0100-U02FF or DTC U2105-U2199 .
2. Vehicle OFF, disconnect the applicable control module harness connector.
3. Vehicle OFF, test for less than 10 Ω between the applicable control module earth circuit terminal and earth.
4. Vehicle in Service Mode, verify that a test lamp illuminates between the following circuits of the applicable control module and earth:
• The battery positive voltage input circuits
• The battery positive voltage output circuits
• The ignition voltage input circuits
• The ignition voltage output circuits
• The switched battery positive voltage supply circuits
If the test lamp does not illuminate, test the circuit for an open/high resistance. If the circuit fuse is open, test the circuit for a short to ground. If the circuit tests normal,
replace the applicable control module.
5. Vehicle OFF, test for less than 5 Ω between the non-communicating control module GMLAN serial data circuits and the control module reporting DTC U0002.
If greater than the specified range, test the circuit for an open/high resistance.
6. If all circuits test normal, replace the applicable control module.
Repair Instructions
• Control Module References for control module replacement, setup, and programming.
• GMLAN Wiring Repairs


Volt

DTC U0020
DTC Descriptor
DTC U0020 00: Low Speed CAN Communication Bus Performance
Control modules connected to the GMLAN serial data circuits monitor for serial data communications during normal vehicle operation. Operating information and commands
are exchanged among the control modules. The control modules have programmed information about what messages are needed to be exchanged on the serial data circuits.
The messages are also supervised and some periodic messages are used by the receiver module as an availability indication of the transmitter module.
DTC U0020 will set when fewer control modules are detected on the bus before the control modules can learn the other control modules IDs. If the communication bus is
opened, or if the control modules power supply is lost when the vehicle is in the OFF power mode, and then placed in the ON power mode, U0020 will set in specific control
modules.
• Voltage at the control modules is in the normal operating voltage range.
• The DTC U2100 does not have a current status.
Action Taken When the DTCs Sets
The control module uses a default value for the missing parameter.

• A history DTC clears when the control module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction.
Diagnosis of this DTC is accomplished via the symptom or an additional DTC. Refer to Symptoms - Data Communications and DTC U0100-U02FF .


Volt

DTC U0073 or U2100

DTC Descriptors
DTC U0073 00: Control Module Communication Bus Off
DTC U0073 71: ECU HS Bus Off
DTC U0073 72: ECU LS Bus Off
DTC U2100 00: Controller Area Network (CAN) Bus Communication
DTC U2100 47: Controller Area Network (CAN) Bus Communication
The serial data circuits are serial data buses are used to communicate information between the control modules. The serial data circuits also connect directly to the data link
connector (DLC).
• Supply voltage at the control modules is in the normal operating range.
• The vehicle power mode requires serial data communications.
The control module setting the DTC has attempted to establish communications on the serial data circuits more than 3 times in 5 seconds.
Action Taken When the DTCs Sets
• The control module suspends all message transmission.

• The control module uses default values for all parameters received on the serial data circuits.
• In the TCM, DTC U0073 will cause the transmission to go into default gears.
• In the ECM and TCM, DTC U0073 will cause the malfunction indicator lamp (MIL) to illuminate.
• The control module inhibits the setting of all other communication DTCs.
• The ECM/TCM modules turn OFF the MIL after 4 consecutive ignition cycles that the diagnostic runs and does not fail.
1. Refer to Data Link References to determine which serial data system is used for a specific control module.
2. This DTC cannot be retrieved with a current status. Diagnosis is accomplished using the symptom. Refer to Symptoms - Data Communications .


Volt

DTC U0074
DTC Descriptor
DTC U0074 00: Control Module Powertrain Expansion Communication Bus Off

Powertrain High-Speed GMLAN Serial Data (+) U0074 U0074, U0100-U02FF* U0074 -
Powertrain High-Speed GMLAN Serial Data (-) U0074 U0074, U0100-U02FF* U0074 -
Earth (auxiliary data connector terminal 5) - U0074 -- --
* An open-circuit in only one powertrain high-speed GMLAN serial data circuit may allow degraded communication between the control modules.
The serial data is transmitted on two twisted wires that allow speeds up to 500 Kb/s. The twisted pair is terminated with two 120 Ω resistors, one is internal to the engine
control module (ECM) and the other can be a separate resistor in a connector assembly or in another control module. The resistors are used as the load for the powertrain
high-speed GMLAN bus during normal vehicle operation. The powertrain high-speed GMLAN is a differential bus. The powertrain high-speed GMLAN serial data bus (+) and
powertrain high-speed GMLAN serial data (-) are driven to opposite extremes from a rest or idle level of approximately 2.5 V. Driving the lines to their extremes, adds 1 V to
the powertrain high-speed GMLAN serial data bus (+) circuit and subtracts 1 V from the powertrain high-speed GMLAN serial data bus (-) circuit. If serial data is lost, control
modules will set a no communication code against the non-communicating control module. Note that a loss of serial data DTC does not represent a failure of the module that
set it.
The powertrain high-speed GMLAN serial data circuits connect directly to the auxiliary data connector. The scan tool does not communicate with powertrain high-speed
GMLAN bus.
• Supply voltage to the control modules are in the normal operating range.
The control module setting the DTC has attempted to establish communication on the powertrain high-speed GMLAN serial data circuits more than 3 times.

• The MIL and battery indicators will illuminate, along with several DIC messages.
• DTC U0074 is a type A DTC.

Diagnostic Aids
• Sometimes, while diagnosing a specific customer concern or after a repair, you may notice a history U-code present. However, there is no associated "current" or "active"
status. Loss-of- communication U-codes such as these can set for a variety of reasons. Many times, they are transparent to the vehicle operator and technician, and/or
have no associated symptoms. Eventually, they will erase themselves automatically after a number of fault-free ignition cycles. This condition would most likely be
attributed to one of these scenarios:
- A control module on the data communication circuit was disconnected while the communication circuit is awake.
- Power to one or more control modules was interrupted during diagnosis.
- A low battery condition was present, so some control modules stop communicating when battery voltage drops below a certain threshold.
- Battery power was restored to the vehicle and control modules on the communication circuit did not all re-initialise at the same time.
- If a loss-of-communication U-code appears in history for no apparent reason, it is most likely associated with one of the scenarios above. These are all temporary
conditions and should never be interpreted as an intermittent fault, causing you to replace a part.
• Do not replace a control module reporting a U-code. The U-code identifies which control module needs to be diagnosed for a communication issue.
• Communication may be available between the control module and the scan tool with one or more GMLAN serial data systems inoperative. This condition is due to the
control module using multiple GMLAN busses.
• The engine will not start when there is a total malfunction of the powertrain high-speed GMLAN serial data bus.
• Use Data Link References to determine which control modules connect to the powertrain high-speed GMLAN serial data bus.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Note: Some control modules with an internal terminating resistor have a loop in the harness that connects the internal terminating resistor to the serial data circuit. When
wired this way, test these loop circuits for the appropriate failure mode short to voltage, short to ground, or open/high resistance prior to replacing the control module for each
of the following tests.
Each control module may need to be disconnected to isolate a circuit fault. Use the schematic to identify the following:

• Powertrain high-speed GMLAN serial data circuit terminating resistors
Control module locations on the powertrain high-speed GMLAN serial data circuits
•
• Each control module's powertrain high-speed GMLAN serial data circuit terminals
1. Disconnect the scan tool from the X84 data link connector (DLC). The following tests will be done at the X84B auxiliary data connector.
power down. Test for less than 10 Ω between the ground circuit terminal 5 and ground.
3. Vehicle in Service Mode, test for less than 4.5 V between the serial data circuits listed below and earth:
• Terminal 12
• Terminal 13
If greater than the specified range, test the serial data circuit for a short to voltage. Refer to Testing the Serial Data Circuits for a Short to Voltage.
power down. Test for greater than 100 Ω between the serial data circuits listed below and ground:
• Terminal 12
• Terminal 13
If not the specified value, test the serial data circuit for a short to ground. Refer to Testing the Serial Data Circuits for a Short to Ground.
5. Test for 50-70 Ω between the serial data circuits terminal 3 and terminal 11.
If less than 35 Ω, test for a short between the serial data circuits. Refer to Testing the Serial Data Circuits for a Short between the Circuits.
If 35-50 Ω there may be a third terminating resistor between the serial data circuits. This can happen if the incorrect control module is installed. Some control modules
are available with and without the terminating resistors installed to reduce the need of terminating resistors in the wiring harness.
If greater than 70 Ω but less than infinite, test the serial data circuit for an open/high resistance. Refer to Testing the Serial Data Circuits for an Open/High Resistance.
If infinite, test the serial data circuits between the X84B auxiliary data connector and the first connection to the serial data circuit for an open-circuit/high resistance.
6. If the serial data circuits test normal, refer to Testing the Control Module Circuits.
Testing the Serial Data Circuits for a Short to Voltage
1. Vehicle OFF, disconnect the harness connectors with the powertrain high-speed GMLAN serial data circuits at an easily accessible control module.
2. Vehicle in Service Mode, test for greater than 4.5 V between each serial data circuit at the control module connector that was just disconnected and earth. Verify that
one or more serial data circuits are greater than 4.5 V.
If all serial data circuits are less than the specified range, replace the control module that was disconnected.
3. Vehicle OFF, disconnect the harness connectors with the powertrain high-speed GMLAN serial data circuits at another control module, in the direction of the circuit
shorted to voltage.
4. Vehicle in Service Mode, test for greater than 4.5 V between the serial data circuits at the control module connector that was just disconnected and earth. Verify that one
or more serial data circuits are greater than 4.5 V.
If all serial data circuits are less than the specified range, replace the control module that was just disconnected.
5. Repeat step 3 until one of the follow conditions are isolated:
• A short to voltage on the serial data circuit between 2 control modules or splice packs, if equipped
• A short to voltage on the serial data circuit between a control module and a terminating resistor
Testing the Serial Data Circuits for a Short to Ground
1. Vehicle OFF, disconnect the harness connectors with the powertrain high-speed GMLAN serial data circuits at an easily accessible control module.
power down. Test for less than 1k Ω between each serial data circuit at the control module connector that was just disconnected and ground. Verify that one or more
serial data circuits are less than 1k Ω.
If all serial data circuits are greater than the specified range, replace the control module that was disconnected.
3. Disconnect the harness connectors with the powertrain high- speed GMLAN serial data circuits at another control module, in the direction of the circuit shorted to earth.
power down. Test for less than 1k Ω between the serial data circuits at the control module connector that was just disconnected and ground. Verify that one or more
If greater than the specified range for all serial data circuits, replace the control module that was just disconnected.
• A short to ground on the serial data circuit between 2 control modules or splice packs, if equipped
• A short to ground on the serial data circuit between a control module and a terminating resistor
• A short-circuit to earth on the serial data circuit between the X84B auxiliary data connector and the first control module or splice pack, if equipped
Testing the Serial Data Circuits for a Short between the Circuits
1. Vehicle OFF, disconnect the harness connectors with the powertrain high-speed GMLAN serial data circuits at an easily accessible control module that is not
communicating.
power down. Test for less than 110 Ω between each pair of serial data circuits at the control module connector that was just disconnected. Verify that one pair of serial
data circuits are less than 110 Ω.
If each pair of serial data circuits is greater than the specified range, replace the control module that was disconnected.
3. Connect the harness connectors at the control module that was disconnected.
4. Disconnect the harness connectors with the powertrain high- speed GMLAN serial data circuits at another control module, in the direction of the circuits shorted
together.
If each pair of serial data circuits is greater than the specified range, replace the control module that was just disconnected.
6. Repeat step 3 until one of the following conditions are isolated:
• Serial data circuits shorted together between 2 control modules
• Serial data circuits shorted together between a control module and a terminating resistor
• A shorted terminating resistor
• Serial data circuits shorted together between the X84B auxiliary data connector and the first control module or splice pack, if equipped
Testing the Serial Data Circuits for an Open/High Resistance
1. Vehicle OFF, disconnect the harness connectors with the powertrain high-speed GMLAN serial data circuits at an easily accessible control module that is not
communicating.
power down. Test for greater than 130 Ω between each pair of serial data circuits at the control module connector that was just disconnected. Verify that one pair of
serial data circuits are greater than 130 Ω.
If each pair of serial data circuits is less than the specified range, replace the control module that was disconnected.
4. Disconnect the harness connectors with the powertrain high- speed GMLAN serial data circuits at another control module, in the direction of the open circuit.
serial data circuits is greater than 130 Ω.
If each pair of serial data circuits is less than the specified range, replace the control module that was just disconnected.
• An open/high resistance on the serial data circuit between 2 control modules
• An open/high resistance on the serial data circuit between a control module and a terminating resistor
• An open/high resistance terminating resistor
Testing the Control Module Circuits
1. Vehicle OFF, disconnect the harness connectors at an easily accessible control module that is not communicating.
power down. Test for less than 10 Ω between each earth circuit terminal and earth, and at the control module connector that was just disconnected.
If greater than the specified range, test the earth circuit and earth connection for an open-circuit/high resistance.
3. Vehicle OFF, verify that a test lamp does not illuminate between each ignition circuit terminal and earth.
If the test lamp does illuminate, test the ignition circuit for a short to voltage. If the circuits test normal, replace the appropriate control module.
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance. If the circuits test normal, replace the appropriate control
module.
5. Vehicle OFF, connect the harness connectors at the control module that was disconnected.
6. Repeat step 1 at another control module that is not communicating until one of the following conditions are isolated:
• An open-circuit/high resistance on the earth circuit or earth connection
• A short-circuit to voltage, a short-circuit to earth or an open-circuit/high resistance on the ignition circuit
Repair Instructions



Volt

DTC U0077
DTC Descriptor
DTC U0077 00: Control Module Chassis Expansion Communication Bus Off
The GMLAN high speed chassis expansion bus functions the same as the GMLAN high speed bus, and the two buses operate in parallel. The expansion chassis bus was
added to reduce message congestion on the primary high speed bus. Since the GMLAN high speed chassis bus and primary GMLAN high speed bus operate in the same
manner, the diagnostics for each are the same.
The chassis high-speed GMLAN serial data circuits also connect directly to the data link connector (DLC).
The control module setting the DTC has attempted to establish communications on the chassis high-speed GMLAN serial data circuits more than 3 times.


Diagnosis is accomplished using the symptom. Refer to Scan Tool Does Not Communicate with Chassis High Speed GMLAN Device .


Volt

DTC U007A
DTC Descriptor
DTC U007A 00: Control Module High Voltage Energy Management Communication Bus Off

High-Voltage Energy Management High Speed GMLAN Serial Data (+) U007A* U007A* U007A* -
High-Voltage Energy Management High Speed GMLAN Serial Data (-) U007A* U007A* U007A* -
Earth (auxiliary data connector terminal 5) - U007A* -- --
* Other DTCs may be set with this fault.
Control modules connected to the high-voltage energy management high speed GMLAN serial data circuits monitor for serial data communications during normal vehicle
operation. Operating information and commands are exchanged among the control modules when the vehicle is on. The high-voltage energy management high speed
GMLAN serial data bus uses a terminating resistor that is in parallel with the high-voltage energy management high speed GMLAN (+) and (-) circuits.
The high-voltage energy management high speed GMLAN serial data circuits connect directly to the auxiliary data connector. The scan tool does not communicate with high-
voltage energy management high speed GMLAN bus.
The control module setting the DTC has attempted to establish communication on the high-voltage energy management high- speed GMLAN serial data circuits more than 3
times.


Diagnostic Aids
• The engine may not start when there is a total malfunction of the high-voltage energy management high-speed GMLAN serial data bus.
• Use Data Link References to determine which control modules connect to the high-voltage energy management high-speed GMLAN serial data bus.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Special Tools
Danger: Always perform the High-Voltage Disabling procedure prior to servicing any High-Voltage component or connection. Personal Protection Equipment (PPE) and
• Identify how to disable high-voltage.

• Identify how to test for the presence of high-voltage.
• Certified and up-to-date Class "0" Insulation gloves rated at 1,000 V with leather protectors.
Note: Some control modules with an internal terminating resistor have a loop in the harness that connects the internal terminating resistor to the serial data circuit. When
wired this way, test these loop circuits for the appropriate failure mode short to voltage, short to ground, or open/high resistance prior to replacing the control module for each
of the following tests.
Each control module may need to be disconnected to isolate a circuit fault. Use the schematic to identify the following:

• High-voltage energy management high-speed GMLAN serial data circuit terminating resistors
• Control module locations on the high-voltage energy management high-speed GMLAN serial data circuits
• Each control module's high-voltage energy management high- speed GMLAN serial data circuit terminals
1. Perform the High-Voltage Disabling procedure before proceeding with this diagnostic. Refer to High Voltage Disabling .
2. Reconnect the 12 V battery after performing the high- voltage disabling procedure.
3. Disconnect the scan tool from the X84 data link connector (DLC). The following tests will be done at the X84B auxiliary data connector.
power down. Test for less than 10 Ω between the ground circuit terminal 5 and ground.
5. Vehicle in Service Mode, test for less than 4.5 V between the serial data circuits listed below and earth:
• Terminal 3
• Terminal 11
If greater than the specified range, test the serial data circuit for a short to voltage. Refer to Testing the Serial Data Circuits for a Short to Voltage.
power down. Test for greater than 100 Ω between the serial data circuits listed below and ground:
• Terminal 3
• Terminal 11
If not the specified value, test the serial data circuit for a short to ground. Refer to Testing the Serial Data Circuits for a Short to Ground.
7. Test for 50-70 Ω between the serial data circuits terminal 3 and terminal 11.
If less than 35 Ω, test for a short between the serial data circuits. Refer to Testing the Serial Data Circuits for a Short between the Circuits.
If 35-50 Ω there may be a third terminating resistor between the serial data circuits. This can happen if the incorrect control module is installed. Some control modules
are available with and without the terminating resistors installed to reduce the need of terminating resistors in the wiring harness.
If greater than 70 Ω but less than infinite, test the serial data circuit for an open/high resistance. Refer to Testing the Serial Data Circuits for an Open/High Resistance.
If infinite, test the serial data circuits between the X84B auxiliary data connector and the first connection to the serial data circuit for an open-circuit/high resistance.
8. If the serial data circuits test normal, refer to Testing the Control Module Circuits.
Testing the Serial Data Circuits for a Short to Voltage
1. Vehicle OFF, disconnect the harness connectors with the high- voltage energy management high-speed GMLAN serial data circuits at an easily accessible control
module.
2. Vehicle in Service Mode, test for greater than 4.5 V between each serial data circuit at the control module connector that was just disconnected and earth. Verify that
one or more serial data circuits are greater than 4.5 V.
If all serial data circuits are less than the specified range, replace the control module that was disconnected.
3. Vehicle OFF, disconnect the harness connectors with the high- voltage energy management high-speed GMLAN serial data circuits at another control module, in the
direction of the circuit shorted to voltage.
4. Vehicle in Service Mode, test for greater than 4.5 V between the serial data circuits at the control module connector that was just disconnected and earth. Verify that one
or more serial data circuits are greater than 4.5 V.
If all serial data circuits are less than the specified range, replace the control module that was just disconnected.
• A short to voltage on the serial data circuit between 2 control modules or splice packs, if equipped
• A short to voltage on the serial data circuit between a control module and a terminating resistor
Testing the Serial Data Circuits for a Short to Ground
module.
power down. Test for less than 1k Ω between each serial data circuit at the control module connector that was just disconnected and ground. Verify that one or more
If all serial data circuits are greater than the specified range, replace the control module that was disconnected.
3. Disconnect the harness connectors with the high-voltage energy management high-speed GMLAN serial data circuits at another control module, in the direction of the
circuit shorted to earth.
power down. Test for less than 1k Ω between the serial data circuits at the control module connector that was just disconnected and ground. Verify that one or more
If greater than the specified range for all serial data circuits, replace the control module that was just disconnected.
• A short to ground on the serial data circuit between 2 control modules or splice packs, if equipped
• A short to ground on the serial data circuit between a control module and a terminating resistor
Testing the Serial Data Circuits for a Short between the Circuits
module that is not communicating.
If each pair of serial data circuits is greater than the specified range, replace the control module that was disconnected.
circuits shorted together.
If each pair of serial data circuits is greater than the specified range, replace the control module that was just disconnected.
• Serial data circuits shorted together between 2 control modules
• Serial data circuits shorted together between a control module and a terminating resistor
• A shorted terminating resistor
Testing the Serial Data Circuits for an Open/High Resistance
module that is not communicating.
serial data circuits are greater than 130 Ω.
If each pair of serial data circuits is less than the specified range, replace the control module that was disconnected.
open circuit.
serial data circuits is greater than 130 Ω.
If each pair of serial data circuits is less than the specified range, replace the control module that was just disconnected.
• An open/high resistance on the serial data circuit between 2 control modules
• An open/high resistance on the serial data circuit between a control module and a terminating resistor
• An open/high resistance terminating resistor
Testing the Control Module Circuits
1. Vehicle OFF, disconnect the harness connectors at an easily accessible control module that is not communicating.
power down. Test for less than 10 Ω between each earth circuit terminal and earth, and at the control module connector that was just disconnected.
If greater than the specified range, test the earth circuit and earth connection for an open-circuit/high resistance.
3. Vehicle OFF, verify that a test lamp does not illuminate between each ignition circuit terminal and earth.
If the test lamp does illuminate, test the ignition circuit for a short to voltage. If the circuits test normal, replace the appropriate control module.
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance. If the circuits test normal, replace the appropriate control
module.
5. Vehicle OFF, connect the harness connectors at the control module that was disconnected.
6. Repeat step 1 at another control module that is not communicating until one of the following conditions are isolated:
• An open-circuit/high resistance on the earth circuit or earth connection
• A short-circuit to voltage, a short-circuit to earth or an open-circuit/high resistance on the ignition circuit
Repair Instructions



Volt

DTC U0078
DTC Descriptor
DTC U0078 00: Control Module Low Speed Communication Bus Off
The low speed GMLAN serial data bus is used to communicate information between the control modules. The serial data is transmitted over a single wire to the appropriate
control modules. The low speed GMLAN serial data circuits also connect directly to the data link connector (DLC).
The control module setting the DTC has attempted to establish communications on the serial data circuits more than 3 times in 5 seconds.


Diagnosis is accomplished using the symptom. Refer to Scan Tool Does Not Communicate with Low Speed GMLAN Device .


Volt

DTC U0100-U02FF
DTC Descriptor
Refer to Control Module U Code List .
Short to Open/High Short to Signal

Circuit Ground Resistance Voltage Performance
Module B+ U0100-U02FF U0100-U02FF -- --
Module Ignition U0100-U02FF U0100-U02FF -- --
BCM Accessory Wake-up Serial Data U1814 U0100-U02FF -- --
BCM Serial Data Communication Enable U2099 U0100-U02FF -- --
Hybrid Powertrain Control Module 2 Accessory Wake-up Serial Data 2 P06E4 U0100-U02FF -- --
Hybrid Powertrain Control Module 2 High-Voltage Energy Management Communication
P1EB9 U0100-U02FF -- --
Enable
Low Speed GMLAN Serial Data 1 U0100-U02FF 1 --
High Speed GMLAN Serial Data (+) 2 U0100-U02FF 2 --
High Speed GMLAN Serial Data (-) 2 U0100-U02FF 2 --
Mid Speed GMLAN Serial Data (+) 3 U0100-U02FF 3 --
Mid Speed GMLAN Serial Data (-) 3 U0100-U02FF 3 --
Chassis High Speed GMLAN Serial Data (+) U0077 U0077, U0100-U02FF U0077 -
Chassis High Speed GMLAN Serial Data (-) U0077 U0077, U0100-U02FF U0077 -
Powertrain High-Speed GMLAN Serial Data (+) U0074 U0074, U0100-U02FF U0074 -
Powertrain High-Speed GMLAN Serial Data (-) U0074 U0074, U0100-U02FF U0074 -
High-Voltage Energy Management High Speed GMLAN Serial Data (+) U007A U007A, U0100-U02FF U007A -
High-Voltage Energy Management High Speed GMLAN Serial Data (-) U007A U007A, U0100-U02FF U007A --
Module Ground - U0100-U02FF -- --
1. Scan Tool Does Not Communicate With Low-Speed GMLAN Device
2. Scan Tool Does Not Communicate With High-Speed GMLAN Device
3. Scan Tool Does Not Communicate With Mid-Speed GMLAN Device
The serial data circuit is the means by which the control modules in the vehicle communicate with each other. Once the scan tool is connected to the serial data circuit
through the data link connector (DLC) on the driver's side, the scan tool can be used to monitor each control module for diagnostic purposes and to check for diagnostic
trouble codes (DTCs). The auxiliary data connector on the passenger side is used for expansion buses. When the vehicle is on, each control module communicating on the
serial data circuit sends a state of health (SOH) message to ensure that the control module is operating properly. When a control module stops communicating on the serial
data circuit, for example if the control module loses power or ground, the SOH message it normally sends on the serial data circuit disappears. Other control modules on the
serial data circuit, which expect to receive that SOH message, detect its absence; those control modules in turn set a DTC associated with the loss of SOH of the non-
communicating control module. The DTC is unique to the control module which is not communicating and one or more control modules may set the same exact code. A loss
of serial data communications DTC does not represent a failure of the control modules that contain the stored code.
The system voltage is between 9–16 V.
• Specific subsystems will not function.

• DTC U0100 in the TCM will cause the transmission to go into default gears.
• Both DTC U0100 in the TCM and DTC U0101 in the ECM will cause the malfunction indicator lamp (MIL) to illuminate.
• The ECM/TCM module turns OFF the MIL after 4 consecutive ignition cycles that the diagnostic runs and does not fail.
Diagnostic Aids
• A control module may have a U-code stored in history that does not require any repairs. Issues with late or corrupted messages between control modules can be
temporary with no apparent symptom or complaint; this does not mean the control module is faulty. Do not replace a control module based only on a history U-code.
• Use Data Link References to determine what GMLAN serial data communications the non communicating control module uses.
• Some control modules may not have internal protection for specific control circuits and may open a B+ or ignition fuse. If a fuse is open and the B+ or ignition circuit is not
shorted to ground, ensure none of the control circuits are shorted to ground before replacing the control module.
• Some intermittent communication concerns may be caused by fretting corrosion on the serial data circuit terminals. Inspect all connectors at the control module that set
the communication DTC, the control module that the communication DTC was set against and any in-line harness connectors between the two control modules. Do not
replace a control module based only on fretting corrosion. Refer to bulletin 09-06-03-004 for assistance with the diagnosis and repair of this condition..
• This diagnostic can be used for any control module that is not communicating, regardless of the type of serial data circuit it is connected to, providing the vehicle is
equipped with the control module.
Schematic Reference


• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Special Tools
1. Determine the control module that is not communicating. Refer to Control Module U Code List .
2. Verify that DTC U0073, U0074, U0077, U0078, U007A, P06E4, P1EB9, U1814, U2099, B1325, B1330, B1370, B1380, B1424, B1428, B1440, B1441, B1517, C0800,
C0899, C12E1, P0560, or P0562 is not set.
3. Engine running for 10 seconds.
4. Vehicle in Service Mode, verify that DTC U0100-U02FF is not set with symptom byte 00.
If the DTC U0100-U02FF is set with symptom byte 00, refer to Circuit/System Testing.
5. Verify that DTC U0100-U02FF is not set with symptom byte 71 or 72.
If the DTC U0100-U02FF is set with symptom byte 71 or 72 along with other DTCs set, diagnose all other DTCs first. Refer to Diagnostic Trouble Code (DTC) List -
Vehicle .
If the DTC U0100-U02FF is set with symptom byte 71 or 72 and without other DTCs set, reprogram the control module. If the DTC resets, replace the control module.
Danger: Always perform the High-Voltage Disabling procedure prior to servicing any High-Voltage component or connection. Personal Protection Equipment (PPE) and
• Identify how to disable high-voltage.

• Identify how to test for the presence of high-voltage.
• Certified and up-to-date Class "0" Insulation gloves rated at 1,000 V with leather protectors.

• Control module locations on each GMLAN serial data busses
• The control module's B+, ignition, earth, accessory wake-up serial data, accessory wake-up serial data 2, serial data communication enable and serial data circuit
terminals
1. Using the High-Voltage Module Chart below, verify that the non-communicating control module is not a high-voltage module. If the control module is a high-voltage
module, perform the High- Voltage Disabling procedure before proceeding with this diagnostic. Refer to High Voltage Disabling .
2. If high-voltage disabling is required, reconnect the 12 V battery after performing the high-voltage disabling procedure.
3. Vehicle OFF, disconnect the harness connector at the control module that is not communicating.
4. Test for less than 10 Ω between each ground circuit terminal and ground.
5. If equipped, vehicle in Service Mode, verify that a test lamp illuminates between each B+ circuit terminal and earth.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the control
module for a short to ground. If the circuits test normal, replace the control module.
6. If equipped, vehicle in Service Mode, verify that a test lamp illuminates between each ignition circuit terminal and earth.
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the
control module for a short to ground. If the circuits test normal, replace the control module.
Note: Only the high-speed GMLAN modules have a serial data communication enable circuit OR an accessory wake-up serial data circuit OR an accessory wake-up
serial data 2 circuit. Either the K9 BCM or the K114B hybrid powertrain control module 2 is the output for these circuits. Refer to the control module schematics to
identify which control modules have these circuits and which control module is the output for these circuits.
7. If equipped, vehicle in Service Mode, verify that a test lamp illuminates between the serial data communication enable circuit terminal OR the accessory wake-up serial
data circuit terminal coming from the K9 BCM and earth.
If the test lamp does not illuminate, test the entire circuit, including the B+ circuit to the K9 BCM, for an open-circuit/high resistance or short-circuit to earth. If the
circuits test normal, replace the K9 BCM.
8. If equipped, vehicle in Service Mode, verify that a test lamp illuminates between the accessory wake-up serial data 2 circuit terminal coming from K114B hybrid
powertrain control module 2 and earth.
If the test lamp does not illuminate, test the entire circuit, including the B+ circuit to the K114B hybrid powertrain control module 2, for an open-circuit/high resistance
or short-circuit to earth. If the circuits test normal, replace the K114B hybrid powertrain control module 2.
Note: Only the high-voltage energy management high-speed GMLAN modules have a high-voltage energy management communication enable circuit and the K114B
hybrid power train control module 2 is the output for this circuit. Refer to the control module schematics to identify which control modules have this circuit.
9. If equipped, vehicle in Service Mode, verify that a test lamp illuminates between the high-voltage energy management communication enable circuit terminal coming
from K114B hybrid powertrain control module 2 and earth.
10. Vehicle OFF, all access doors closed, all vehicle systems OFF, and all keys at least 3 metres away from vehicle. It may take up to 2 minutes for all vehicle systems to
power down. Test for less than 5 Ω between each serial data circuit terminal and the appropriate data link connector (DLC) terminal listed below:
• X84 DLC low-speed GMLAN serial data circuit terminal 1
• X84 DLC high-speed GMLAN serial data circuit terminal 6 or 14
• X84 DLC mid-speed GMLAN serial data circuit terminal 3 or 11
• X84 DLC chassis high-speed GMLAN serial data circuit terminal 12 or 13
• X84B auxiliary data connector powertrain high-speed GMLAN serial data circuit terminal 12 or 13
• X84B auxiliary data connector high-voltage energy high-speed GMLAN serial data circuit terminal 3 or 11
If greater than the specified range, test the serial data circuit for an open-circuit/high resistance between the non communicating control module and the control
module setting the DTC or a serial data splice pack.
11. If all circuits test normal, replace the control module that is not communicating.
High-Voltage Module Chart
Module Voltage System Data Link Type

300 V • High-Voltage Energy Management High-Speed GMLAN
K16 Battery Energy Control Module (BECM) • High Speed GMLAN
12 V • BECM Dedicated Bus
Repair Instructions



Volt

DTC U0300-U0336
DTC Descriptors
DTC U0301 00: Software Incompatibility with Engine Control Module
DTC U0302 00: Software Incompatibility with Transmission Control Module
DTC U0315 00: Software Incompatibility with Electronic Brake Control Module
installation that module may set the appropriate U Code. No external circuit diagnosis is involved.

Schematic Reference
• Circuit Testing

• Wiring Repairs
Verify the appropriate DTC is not set.
If the DTC is set, program the control module specified by the DTC descriptor. If the DTC resets, replace the control module specified by the DTC descriptor.
Repair Instructions


Volt

DTC U0400-U05FF
DTC Descriptor
Some control modules are constantly receiving information from other control modules through serial data communication network. The invalid data code will be set when a
receiving control module detects a discrepancy in information it receives from another control module causing its integrity to be questioned. The symptom byte listed in the
DTC Descriptor is for engineering reference only. No external circuit diagnosis is involved.

Schematic Reference
• Circuit Testing

• Wiring Repairs
1. Engine running for 10 seconds.

2. Vehicle in Service Mode, verify that DTC U0400-U05FF is not set.
If the DTC U0400-U05FF is set along with other DTCs set, diagnose all other codes first. Refer to Diagnostic Trouble Code (DTC) List - Vehicle .
If the DTC U0400-U05FF is set without other DTCs set, program the control module specified by the DTC descriptor. If the DTC resets, replace the appropriate control
module.
Repair Instructions

Volt

DTC U1500-U15BF
DTC Descriptor
The serial data is transmitted over a Local Interconnect Network (LIN) single wire network circuit bus between a master control module and other control modules within a
particular subsystem. If serial data communication is lost between any of the control modules on the LIN bus network, a no communication code against the non-
communicating control module will be set. A master control module is the one that reports the non communication code. Note: a loss of serial data communications DTC does
not represent a failure of the master control module that set it.
Diagnostic Aids
• Communication will be available between the master control module and the scan tool if there is a loss of communications with any of the other control modules on the
LIN bus network.
• An open in the LIN bus serial data circuit between the splice pack and a control module will only affect that specific control module. This type of failure will set a loss of
communication DTC for each control module affected and the other control modules will still communicate.
• Some intermittent communication concerns may be caused by fretting corrosion on the serial data circuit terminals. Inspect all connectors at the control module that set
the communication DTC, the control module that the communication DTC was set against and any in-line harness connectors between the two control modules. Do not
replace a control module based only on fretting corrosion. Refer to bulletin 09-06-03-004 for assistance with the diagnosis and repair of this condition.
Schematic Reference
• Circuit Testing

• Wiring Repairs
Note:
• Use the schematic to identify the following:
- LIN devices the vehicle is equipped with
- The LIN device's B+, ignition, earth and serial data circuit terminals
• Use the Control Module U Code list to determine which LIN device is not communicating with the master control module. Refer to Control Module U Code List .
• A loss of serial data communications DTC does not represent a failure of the master control module that set it.
1. Vehicle OFF, disconnect the harness connector at a LIN device that is not communicating.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the LIN
device for a short to ground. If the circuits test normal, replace the LIN device.
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the LIN
device for a short to ground. If the circuits test normal, replace the LIN device.
5. Vehicle in Service Mode, test for 2-12 V between the LIN serial data circuit and earth.
If greater than the specified range, test the LIN serial data circuit for a short to voltage. If the circuit tests normal, replace the master control module.
If less than the specified range, test the LIN serial data circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the master control
module.
6. If all circuits test normal, replace the LIN device.
Repair Instructions

• Control Module References for control module replacement, setup, and programming


Volt

DTC U1793
DTC Descriptor
DTC U1793 00: 14V Power Module Lost Communication with Hybrid Powertrain Control Module on Powertrain Expansion Communication Bus

B+ U1793* U1793 -- --
Ignition U1793* U1793* -- --
Accessory Wake-up Serial Data 2 P06E4, U1793* U1793* -- --
Powertrain High-Speed GMLAN Serial Data (+) U0074* U0074, U1793* U0074* -
Powertrain High-Speed GMLAN Serial Data (-) U0074* U0074, U1793* U0074* --
Ground -- U1793* -- --
* Other modules/DTCs may set with this fault.
Control modules connected to the serial data circuits monitor for serial data communications during normal vehicle operation. Operating information and commands are
exchanged among the control modules. The control modules have prerecorded information about what messages are needed to be exchanged on the serial data circuits, for
each virtual network. The messages are supervised and also, some periodic messages are used by the receiver module as an availability indication of the transmitter module.
Each message contains the identification number of the transmitter module.
DTC U1793 will set when no communication is established between the 14 V power module and the hybrid powertrain control module 1 on the powertrain high-speed GMLAN
serial data bus.

• The vehicle power mode master requires serial data communication to occur from this specific control module.
The control module is never signalled. Therefore, the specific subsystems will not function.

Diagnostic Aids
• The control module may not have internal protection for specific control circuits and may open a B+ or ignition fuse. If a fuse is open and the B+ or ignition circuit is not
shorted to earth, ensure none of the control circuits are shorted to earth before replacing the non communicating control module.
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference

If the DTC is set, refer to DTC U0100-U02FF .
2. Verify that DTC U0074, P06E4, U1814, U2099, B1428, B1370, B1380, B1440, B1441, B1325, or P0562 is not set.
If any of these DTCs is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
• Control module location on the powertrain high-speed GMLAN serial data circuits
• The control module B+, ignition, earth, accessory wake-up serial data 2 and serial data circuit terminals
1. Vehicle OFF, disconnect the X1 and X2 harness connectors at the T6 power inverter module.
2. Test for less than 5 Ω between the T6 power inverter module case and earth.
If greater than the specified value, test the earth strap for an open-circuit/high resistance.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the T6
power inverter module for a short-circuit to earth. If the circuits test normal, replace the T6 power inverter module.
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the T6
5. If equipped, vehicle in Service Mode, verify that a test lamp illuminates between the accessory wake-up serial data 2 circuit terminal and earth.
6. Vehicle OFF, disconnect the X2 harness connector at the K1 14V power module.
power down. Test for less than 2 Ω in each powertrain high-speed GMLAN serial data circuit between the T6 power inverter module and the K1 14V power module.
If greater than the specified range, test the serial data circuit for an open-circuit/high resistance between the T6 power inverter module and the K1 14V power module.
8. If all circuits test normal, replace the T6 power inverter module.
Repair Instructions



Volt

DTC U1795
DTC Descriptor
DTC U1795 00: 14V Power Module Powertrain Expansion Communication Bus Off
The powertrain high-speed GMLAN serial data circuits are serial data buses used to communicate information between the control modules. The powertrain high-speed
GMLAN serial data circuits also connect directly to the auxiliary data connector on passenger side. If this serial data system is inoperative, some control modules will still
communicate with the scan tool due to other serial data systems but not with each other.

• The MIL and battery indicators will illuminate, along with several DIC messages.

Verify that U0074 is not set.
If the DTC is set, refer to DTC U0074 .


Volt

DTC U179A
DTC Descriptor
DTC U179A 00: Lost Communication with Hybrid Powertrain Control Module 2

B+ U179A U179A -- --
Ignition U179A U179A -- --
Accessory Wakeup Serial Data U1814 U179A -- --
Low Speed GMLAN Serial Data 1 U179A 1 --
High Speed GMLAN Serial Data (+) 2 U179A 2 --
High Speed GMLAN Serial Data (-) 2 U179A 2 --
Powertrain High-Speed GMLAN Serial Data (+) U0074 U179A, U0074 U0074 -
Powertrain High-Speed GMLAN Serial Data (-) U0074 U179A, U0074 U0074 -
High-Voltage Energy High Speed GMLAN Serial Data (+) U007A U179A, U007A U007A -
High-Voltage Energy High Speed GMLAN Serial Data (-) U007A U179A, U007A U007A --
Ground -- U179A -- --

through the data link connector (DLC), the scan tool can be used to monitor each control module for diagnostic purposes and to check for diagnostic trouble codes (DTCs).
When the vehicle is on, each control module communicating on the serial data circuit sends a state of health (SOH) message to ensure that the control module is operating
properly. When a control module stops communicating on the serial data circuit, for example if the control module loses power or ground, the SOH message it normally sends
on the serial data circuit disappears. Other control modules on the serial data circuit, which expect to receive that SOH message, detect its absence; those control modules in
turn set a DTC associated with the loss of SOH of the non communicating control module. A loss of serial data communications DTC does not represent a failure of the
control modules that contain the stored code.
DTC U179A is a type A DTC.
DTC U179A is a type A DTC.
Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Verify that DTC U0073, U0074, U0078, U007A, U1814, U2099, B1428, B1370, B1380, B1440, B1441, B1325 or P0562 is not set.

• The hybrid powertrain control module 2 locations on each GMLAN serial data busses
• The hybrid powertrain control module 2 B+, ignition, earth, accessory wake-up serial data and serial data circuit terminals
1. Vehicle OFF, disconnect the harness connector at the K114B hybrid powertrain control module 2.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the K114B
hybrid powertrain control module 2 for a short-circuit to earth. If the circuits test normal, replace the K114B hybrid powertrain control module 2.
K114B hybrid powertrain control module 2 for a short-circuit to earth. If the circuits test normal, replace the K114B hybrid powertrain control module 2.
5. If equipped, vehicle in Service Mode, verify that a test lamp illuminates between the accessory wake-up serial data circuit terminal and earth.
If the test lamp does not illuminate, test the entire circuit, including the B+ circuit to the K9 BCM, for an open-circuit/high resistance or short-circuit to earth. If the
circuits test normal, replace the K9 BCM.
6. Vehicle OFF, disconnect the harness connectors at the control module setting the DTC.
power down. Test for less than 2 Ω in each serial data circuit between the K114B hybrid powertrain control module 2 and the control module setting the DTC.
If greater than the specified range, test the serial data circuit for an open-circuit/high resistance between the K114B hybrid powertrain control module 2 and the control
module setting the DTC.
Repair Instructions



Volt

DTC U1803
DTC Descriptor
DTC U1803 00: Lost Communication with Hybrid Powertrain Control Module 2

B+ U1803 U1803 -- --
Ignition U1803 U1803 -- --
Accessory Wakeup Serial Data U1814 U1803 -- --
Low Speed GMLAN Serial Data 1 U1803 1 --
High Speed GMLAN Serial Data (+) 2 U1803 2 --
High Speed GMLAN Serial Data (-) 2 U1803 2 --
Powertrain High-Speed GMLAN Serial Data (+) U0074 U1803, U0074 U0074 -
Powertrain High-Speed GMLAN Serial Data (-) U0074 U1803, U0074 U0074 -
High-Voltage Energy High Speed GMLAN Serial Data (+) U007A U1803, U007A U007A -
High-Voltage Energy High Speed GMLAN Serial Data (-) U007A U1803, U007A U007A --
Ground -- U1803 -- --

through the data link connector (DLC), the scan tool can be used to monitor each control module for diagnostic purposes and to check for diagnostic trouble codes (DTCs).
When the vehicle is ON, each control module communicating on the serial data circuit sends a state of health (SOH) message to ensure that the control module is operating
properly. When a control module stops communicating on the serial data circuit, for example if the control module loses power or ground, the SOH message it normally sends
on the serial data circuit disappears. Other control modules on the serial data circuit, which expect to receive that SOH message, detect its absence; those control modules in
turn set a DTC associated with the loss of SOH of the non communicating control module. A loss of serial data communications DTC does not represent a failure of the
control modules that contain the stored code.

Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Verify that DTC U0073, U0074, U0078, U007A, U1814, U2099, B1428, B1370, B1380, B1440, B1441, B1325 or P0562 is not set.

• The hybrid powertrain control module 2 locations on each GMLAN serial data busses
• The hybrid powertrain control module 2 B+, ignition, earth, accessory wake-up serial data and serial data circuit terminals
5. If equipped, vehicle in Service Mode, verify that a test lamp illuminates between the accessory wake-up serial data circuit terminal and earth.
If the test lamp does not illuminate, test the entire circuit, including the B+ circuit to the K9 body control module (BCM), for an open/high resistance or short to ground.
If the circuits test normal, replace the K9 BCM.
6. Vehicle OFF, disconnect the harness connectors at the control module setting the DTC.
power down. Test for less than 2 Ω in each serial data circuit between the K114B hybrid powertrain control module 2 and the control module setting the DTC.
Repair Instructions



Volt

DTC U1806
DTC Descriptor
DTC U1806 00: Battery Energy Control Module High Voltage Energy Management Communication Bus Off
The high-voltage energy management high-speed GMLAN serial data circuits are serial data buses used to communicate information between the hybrid powertrain control
module 2, the battery energy control module and the battery charger. If this serial data system is inoperative the control modules will not communicate with each other on this
bus, but they still communicate with the scan tool through the high-speed GMLAN bus.
The scan tool does not communicate with control modules through the high-voltage energy management high-speed GMLAN bus. The high-voltage energy high-speed
GMLAN serial data circuits connect directly to the auxiliary data connector and do not connect with the scan tool.
• Vehicle ON.

The control module setting the DTC has attempted to establish communications on the serial data circuits for more than 1.4 seconds without success.
The DTC U1806 is a type B DTC.

The DTC U1806 is a type B DTC.
Verify that U007A is not set.
If the DTC is set, refer to DTC U007A .


Volt

DTC U1807
DTC Descriptor
DTC U1807 00: Battery Charger Control Module High-Voltage Energy Communication Bus Off
The high-voltage energy management high-speed GMLAN serial data circuits are serial data buses used to communicate information between the control modules. The high-
voltage energy high-speed GMLAN serial data circuits also connect directly to the auxiliary data connector. If this serial data system is inoperative the control modules will still
DTC U1807 is a type A DTC.

Verify that U007A is not set.
If the DTC is set, refer to DTC U007A .


Volt

DTC U180A
DTC Descriptor
DTC U180A 00: Electric A/C Compressor Control Module High-Speed Communication Bus Off
The high-speed GMLAN serial data circuits are serial data buses used to communicate information between the control modules. The high-speed GMLAN serial data circuits
also connect directly to the data link connector (DLC) for programming purposes.

The control module setting the DTC has attempted to establish communication on the high-speed GMLAN serial data circuits more than 3 times.
DTC U180A is a type B DTC.

DTC U180A is a type B DTC.
Diagnosis is accomplished using the symptom Scan Tool Does Not Communicate with High Speed GMLAN Device .


Volt

DTC U180B
DTC Descriptor
DTC U180B 00: Battery Energy Control Module High-Speed GMLAN Communication Bus Off
connect directly to the data link connector (DLC) for programming purposes.
This diagnostic is used to check the high-speed GMLAN communication bus status.
• Vehicle ON.

The control module setting the DTC has attempted to establish communications on the serial data circuits for more than 1.4 seconds without success.
The DTC U180B is a type B DTC.

The DTC U180B is a type B DTC.
Diagnosis is accomplished using the symptom. Refer to Scan Tool Does Not Communicate with High Speed GMLAN Device .


Volt

DTC U180C
DTC Descriptor
DTC U180C 00: Battery Charger Control Module High-Speed GMLAN Communication Bus Off
also connect directly to the data link connector (DLC) for programming purposes.
DTC U180C is a type B DTC.

DTC U180C is a type B DTC.
Diagnosis is accomplished using the symptom. Refer to Scan Tool Does Not Communicate with High Speed GMLAN Device .


Volt

DTC U180D
DTC Descriptor
DTC U180D 00: Electronic Brake Control Module Chassis Expansion Communication Bus Off
The chassis high-speed GMLAN serial data circuits are serial data buses used to communicate information between the control modules. The chassis high-speed GMLAN
serial data circuits also connect directly to the data link connector (DLC) for programming purposes. If this serial data system is inoperative, the control modules will still


Verify that U0077 is not set.
If the DTC is set, refer to DTC U0077 .


Volt

DTC U1814
DTC Descriptor
DTC U1814 00: Accessory Wake-up Serial Data Circuit
DTC U1814 01: Accessory Wake-up Serial Data Circuit Short-Circuit to Battery
DTC U1814 02: Accessory Wake-up Serial Data Circuit Short-Circuit to Earth
DTC U1814 04: Accessory Wake-up Serial Data Circuit Open
DTC U1814 5A: Accessory Wake-up Serial Data Circuit Not Plausible

Accessory Wakeup Serial Data U1814 U0100-U02FF -- --
The body control module (BCM) activates the accessory wake-up serial data circuit when the vehicle is on. The accessory wake-up serial data circuit wakes up the hybrid
powertrain control module 2 for serial data bus communication.

• The system voltage is between 9-16 volts.
The BCM senses a short to ground on the accessory wakeup serial data circuit.
• The output command is turned off while the malfunction is present.
• The control modules use a default value for the missing parameters until the next ignition cycle.
• The control module(s) is never signalled, therefore the specific subsystem(s) will not function.

Diagnostic Aids
• Use the DMM MIN/MAX function to capture/locate intermittent conditions.

• Short to ground will also set multiple history no communication codes for GMLAN high speed modules.
Schematic Reference

• Circuit Testing
• Wiring Repairs
Note: Use the schematic to determine which control modules are on the BCM accessory wake-up serial data circuit 22, X4.
1. Vehicle OFF, disconnect the harness connector at the most easily accessible control module on the K9 BCM accessory wake-up serial data circuit.
2. Vehicle in Service Mode, retest for current DTCs. DTC U1814 should remain current.
If the DTC becomes history, replace the control module that was just disconnected.
3. With the prior control modules disconnected, repeat steps 1 and 2 for each control module on the circuit except the K9 BCM.
5. Test for infinite resistance between the accessory wake-up serial data circuit terminal 22 X4 and earth.
If less than infinite resistance, repair the accessory wake-up serial data circuit for a short-circuit to earth.
6. If all circuits tests normal, replace the K9 BCM.
Repair Instructions


Volt

DTC U1817
DTC Descriptor
DTC U1817 00: Lost Communication with Hybrid Powertrain Control Module on Powertrain Expansion Communication Bus

B+ U1817 U1817 -- --
Ignition U1817 U1817 -- --
Accessory Wake Up Serial Data 2 P06E4, U1817* U1817* -- --
Powertrain High-Speed GMLAN Serial Data (+) U0074* U0074, U1817* U0074* -
Powertrain High-Speed GMLAN Serial Data (-) U0074* U0074, U1817* U0074* --
Ground -- U1817* -- --
* Other DTCs may set with this fault.
Control modules connected to the powertrain high-speed GMLAN serial data circuits monitor for serial data communications during normal vehicle operation. Operating
information and commands are exchanged among the control modules. The control modules have prerecorded information about what messages are needed to be
exchanged on the serial data circuits, for each virtual network. The messages are supervised and also, some periodic messages are used by the receiver module as an
availability indication of the transmitter module. Each message contains the identification number of the transmitter module.
The motor control modules and the hybrid powertrain control module 1 are all internal to the power inverter module. All circuits to the hybrid powertrain control module 1 are
also internal to the power inverter module and replaced as a single component.
Communication diagnostics for the serial data, including control module power and earth, as well as the wake-up circuits for motor control modules and the hybrid powertrain
control module 1, are all diagnosed from external sources only to the power inverter module connector because any circuit fault condition within the power inverter module will
cause a complete replacement.
• The system voltage is more than 10 V.

• The vehicle power mode master requires serial data communication to occur from this specific module.
Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference

2. Verify that DTC U0074, P06E4, B1428, B1370, B1380, B1440, B1441, B1325, or P0562 is not set.
3. Verify that DTCs U1818, U1821 and U182D are not set.
If all the DTCs are set, refer to DTC U0074 .

• Control module location on the powertrain high-speed GMLAN serial data circuits
• Control module B+, ignition, earth, accessory wake-up serial data 2 and serial data circuit terminals.
1. Vehicle OFF, disconnect the X1 and X2 harness connectors at the T6 power inverter module.
2. Test for less than 5 Ω between the T6 power inverter module case and earth.
If greater than the specified range, test the earth strap for an open-circuit/high resistance.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the T6
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the T6
6. Vehicle OFF, disconnect the harness connector at the control module setting the DTC.
power down. Test for less than 2 Ω in each powertrain high-speed GMLAN serial data circuit between the T6 power inverter module and the control module setting the
DTC.
If greater than the specified range, test the serial data circuit for an open-circuit/high resistance between the T6 power inverter module and the control module setting
the DTC.
8. If all circuits test normal, replace the T6 power inverter module.
Repair Instructions



Volt

DTC U1818
DTC Descriptor
DTC U1818 00: Lost Communication with Engine Control Module on Powertrain Expansion Communication Bus

B+ U1818 U1818 -- --
Ignition U1818 U1818 -- --
Accessory Wake Up Serial Data 2 P06E4* U1818 -- --
Powertrain High-Speed GMLAN Serial Data (+) U0074* U1818* U0074* -
Powertrain High-Speed GMLAN Serial Data (-) U0074* U1818* U0074* --
Ground -- U1818 -- --

Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference


• The control module location on the powertrain high-speed GMLAN serial data circuits
1. Vehicle OFF, disconnect harness connector at the K20 engine control module (ECM).
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the K20
ECM for a short-circuit to earth. If the circuits test normal, replace the K20 ECM.
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the K20
ECM for a short-circuit to earth. If the circuits test normal, replace the K20 ECM.
power down. Test for less than 2 Ω in each powertrain high-speed GMLAN serial data circuit between the K20 ECM and the control module setting the DTC.
If greater than the specified range, test the serial data circuit for an open-circuit/high resistance between the K20 ECM and the control module setting the DTC.
8. If the circuits test normal, replace the K20 ECM.
Repair Instructions



Volt

DTC U1821
DTC Descriptor
DTC U1821 00: Lost Communication with 14V Power Module on Powertrain Expansion Communication Bus

B+ U1821 U1821 -- --
Ignition U1821 U1821 -- --
Accessory Wake Up Serial Data 2 P06E4* U1821 -- --
Powertrain High-Speed GMLAN Serial Data (+) U0074* U1821* U0074* -
Powertrain High-Speed GMLAN Serial Data (-) U0074* U1821* U0074* --
Ground -- U1821 -- --


Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference

• The control module location on the powertrain high-speed GMLAN serial data circuits
1. Vehicle OFF, disconnect the low-voltage harness connector at the K1 14 V power module.
2. Test for less than 5 Ω between the K1 14 V power module case and earth.
If greater than the specified range, test the earth strap for an open-circuit/high resistance.
If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit fuse is open, test the control circuits of the K1 14 V
power module for a short-circuit to earth. If the circuits test normal, replace the K1 14V power module.
K1 14 V power module for a short-circuit to earth. If the circuits test normal, replace the K1 14V power module.
power down. Test for less than 2 Ω in each powertrain high-speed GMLAN serial data circuit between the K1 14 V power module and the control module setting the
DTC.
If greater than the specified range, test the serial data circuit for an open-circuit/high resistance between the K1 14V power module and the control module setting the
DTC.
8. If all circuits test normal, replace the K1 14 V power module.
Repair Instructions



Volt

DTC U182D
DTC Descriptor
DTC U182D 00: Lost Communication with Hybrid Powertrain Control Module 2 on Powertrain Expansion Communication Bus

B+ U182D U182D -- --
Ignition U182D U182D -- --
Accessory Wake Up Serial Data U1814 U182D -- --
Powertrain High-Speed GMLAN Serial Data (+) U0074* U182D, U0074 U0074* -
Powertrain High-Speed GMLAN Serial Data (-) U0074* U182D, U0074 U0074* --
Ground -- U182D -- --
The serial data circuit is the means by which the control modules in the vehicle communicate with each other. When the vehicle is ON, each control module communicating on
the serial data circuit sends a state of health (SOH) message to ensure that the control module is operating properly. When hybrid powertrain control module 2 stops
communicating on the serial data circuit, for example if the hybrid powertrain control module 2 loses power or earth, the SOH message it normally sends on the serial data
circuit disappears. Other control modules on the serial data circuit, which expect to receive that SOH message, detect its absence; those control modules in turn set a DTC
associated with the loss of SOH of the hybrid powertrain control module 2. A loss of serial data communications DTC does not represent a failure of the control modules that
contain the stored code.
The system voltage is at least 11 V.
A supervised periodic message that includes the transmitter module availability has not been received for 10 seconds.
The DTC U182D is a type B DTC.
The DTC U182D is a type B DTC.
Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
2. Verify that DTCs U1817, U1818 and U1821 are not set.

• The control module location on powertrain high-speed GMLAN serial data circuits
• The control module B+, ignition, earth, accessory wake-up serial data and serial data circuit terminals
5. If equipped, vehicle in Service Mode, verify that a test lamp illuminates between the accessory wake up serial data circuit terminal and earth.
If the test lamp does not illuminate, test the entire circuit, including the B+ circuit to the K9 body control module (BCM), for an open-circuit/high resistance or a short-
circuit to earth. If the circuits test normal, replace the K9 BCM.
power down. Test for less than 2 Ω in each powertrain high-speed GMLAN serial data circuit between the K114B hybrid powertrain control module 2 and the control
Repair Instructions



Volt

DTC U182E or U182F

DTC Descriptors
DTC U182E 00: Drive Motor Control Module 1 Lost Communication with Hybrid Powertrain Control Module 2 on Powertrain Expansion Communication Bus
DTC U182F 00: Drive Motor Control Module 2 Lost Communication with Hybrid Powertrain Control Module 2 on Powertrain Expansion Communication Bus

B+ U182E, U182F U182E, U182F -- --
Ignition U182E, U182F U182E, U182F -- --
Accessory Wake Up Serial Data U1814, U2099 U182E, U182F -- --
Powertrain High-Speed GMLAN Serial Data (+) U0074* U182E, U182F, U0074 U0074* -
Powertrain High-Speed GMLAN Serial Data (-) U0074* U182E, U182F, U0074 U0074* --
Ground -- U182E, U182F -- --
The serial data circuit is the means by which the control modules in the vehicle communicate with each other. When the vehicle is ON, each control module communicating on
the serial data circuit sends a state of health (SOH) message to ensure that the control module is operating properly. When hybrid powertrain control module 2 stops
communicating on the serial data circuit, for example if the hybrid powertrain control module 2 loses power or earth, the SOH message it normally sends on the serial data
circuit disappears. Other control modules on the serial data circuit, which expect to receive that SOH message, detect its absence; those control modules in turn set a DTC
associated with the loss of SOH of the hybrid powertrain control module 2. A loss of serial data communications DTC does not represent a failure of the control modules that
contain the stored code.
The system voltage is at least 10 V.
The DTCs U182E and U182F are type B DTCs.
The DTCs U182E and U182F are type B DTCs.
Diagnostic Aids
Schematic Reference

• Circuit Testing

• Wiring Repairs
Scan Tool Reference
Verify that DTC U0074, P06E4, B1428, B1370, B1380, B1440, B1441, B1325, or P0562 is not set.

• The control module location on powertrain high-speed GMLAN serial data circuits
• The control module B+, ignition, earth, accessory wake-up serial data and serial data circuit terminals
5. If equipped, vehicle in Service Mode, verify that a test lamp illuminates between the accessory wake up serial data circuit terminal and earth.
If the test lamp does not illuminate, test the entire circuit, including the B+ circuit to the K9 body control module (BCM), for an open-circuit/high resistance or a short-
circuit to earth. If the circuits test normal, replace the K9 BCM.
power down. Test for less than 2 Ω in each powertrain high-speed GMLAN serial data circuit between the K114B hybrid powertrain control module 2 and the T6 power
inverter module.
If greater than the specified range, test the serial data circuit for an open/high-resistance between the K114B hybrid powertrain control module 2 and the T6 power
inverter module.
Repair Instructions



Volt

DTC U1833
DTC Descriptor
DTC U1833 00: Lost Communication with Electronic Brake Control Module on Chassis Expansion Communication Bus

B+ U1833 U1833 -- --
Ignition U1833 U1833 -- --
Accessory Wake Up Serial Data 2 P06E4, U0121, U0129, U1833 U0129, U1833 -- --
Chassis High Speed GMLAN Serial Data (+) U0077* U0077, U1833 U0077* -
Chassis High Speed GMLAN Serial Data (-) U0077* U0077, U1833 U0077* --
Ground -- U0121, U0129, U1833 -- --
* Scan tool may not communicate with chassis high-speed GMLAN device
Each message contains the identification n

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Chevrolet Volt & Opel Ampera Service Manual (2012)

Chevrolet Volt & Opel Ampera Service Manual (2012)