Engine Controls - Tests W/codes - 7.4l Chevrolet Cab & Chassis K3500

INTRODUCTION

Most engine control problems result from mechanical failures, poor electrical connections or damaged vacuum hoses. Before condemning the computer system, perform checks and inspections covered in appropriate BASIC TESTING article in the ENGINE PERFORMANCE section below. Failure to do so may result in lost diagnostic time.

1. «BASIC TESTING - GASOLINE»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-basic-testing-gasoline) (for "C" & "K" Series)
2. «BASIC TESTING - GASOLINE»(ref-19757) (For "G" & "P" Series)

If no faults were found while performing BASIC TESTING PROCEDURES, proceed with DIAGNOSTIC PROCEDURE. If no fault codes or only a non-running Code 12 is present and driveability problems exist, proceed to appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section below for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.). If only intermittent codes are present, see INTERMITTENTS in appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section.

1. «TESTS W/O CODES - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-tests-wo-codes-gasoline)
2. «TESTS W/O CODES - GASOLINE (For "G" & "P" Series)»(ref-19728)

TERMINOLOGY

Due to Federal government requirements, manufacturers may use names and acronyms for systems and components different than those used in previous years. The following table will help eliminate confusion when dealing with these components and systems. Only relevant components and systems whose names have changed from current General Motors Corp. terminology have been listed.

SAE TERMINOLOGY

SELF-DIAGNOSTIC SYSTEM

All vehicle are equipped with either an Electronic Control Module (ECM), Powertrain Control Module (PCM) or Vehicle Control Module (VCM). Unless specifically stated, references to ECM also apply to PCM or VCM equipped vehicles.

The ECM is equipped with a self-diagnostic system, which detects system failures or abnormalities. When a malfunction occurs, ECM will illuminate the SERVICE ENGINE SOON light located on instrument panel. This light is also referred to as the Malfunction Indicator Light (MIL). When malfunction is detected and MIL is turned on, a corresponding trouble code will be stored in ECM memory. To retrieve stored codes, see READING TROUBLE CODES or RETRIEVING CODES (NON-SCAN). Malfunctions are recorded as HARD FAILURES or as INTERMITTENT FAILURES.

Hard Failures

Hard failures cause MIL to illuminate and remain on until the malfunction is repaired. If light comes on and remains on (light may flash) during vehicle operation, cause must be found using diagnostic (code) charts. If a sensor fails, control unit will use a substitute value in its calculations to continue engine operation. In this condition, vehicle is functional, but driveability can be poor.

Intermittent Failures

Intermittent failures cause MIL to flicker or illuminate and go out about 10 seconds after the intermittent fault goes away. The corresponding trouble code, however, will be retained in ECM memory. If related fault does not reoccur within 50 engine restarts, it will be erased from ECM memory. Intermittent failures may be caused by faulty sensor, connector or wiring. See INTERMITTENTS in appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section below.

1. «TESTS W/O CODES - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-tests-wo-codes-gasoline)
2. «TESTS W/O CODES - GASOLINE (For "G" & "P" Series)»(ref-19728)

DIAGNOSTIC PROCEDURE

Diagnosis of the computerized engine control system should be performed in the following order

1. Ensure all engine systems not related to the computer are operating properly. DO NOT proceed with testing unless all other problems have been repaired. Perform diagnostic circuit check before using trouble code charts. See appropriate BASIC TESTING article in the ENGINE PERFORMANCE section below. «BASIC TESTING - GASOLINE»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-basic-testing-gasoline) (for "C" & "K" Series) «BASIC TESTING - GASOLINE (For "G" & "P" Series)»(ref-19757)
2. If trouble codes were displayed (other than Code 12), determine whether codes are hard or intermittent. Hard codes cause Malfunction Indicator Light (MIL) to illuminate continuously with engine running. See HARD OR INTERMITTENT TROUBLE CODE DETERMINATION. For diagnosing hard codes, proceed to appropriate trouble code chart. For diagnosing intermittent codes, proceed to INTERMITTENTS in appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section below. Exceptions are Code 13, 15, 24, 44 and 45 charts, which can help diagnose intermittent codes. «TESTS W/O CODES - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-tests-wo-codes-gasoline) «TESTS W/O CODES - GASOLINE (For "G" & "P" Series)»(ref-19728)
3. If trouble codes were not displayed and a driveability problem exists, refer to SYMPTOMS in appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section above. From there you will be sent to the appropriate area in appropriate I - SYS/COMP TESTS article in the ENGINE PERFORMANCE section below. «SYSTEM/COMPONENT TESTS - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-systemcomponent-tests-gasoline) «SYSTEM/COMPONENT TESTS - GASOLINE (For "G" & "P" Series)»(ref-19756)
4. After repairs are made, clear trouble codes and perform FIELD SERVICE MODE CHECK in appropriate BASIC TESTING article in the ENGINE PERFORMANCE section below. «BASIC TESTING - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-basic-testing-gasoline) «BASIC TESTING - GASOLINE (For "G" & "P" Series)»(ref-19757)

RETRIEVING CODES (NON-SCAN)

Note. The Assembly Line Data Link (ALDL) connector may also be referred to as the Data Link Connector (DLC) in flow charts. This is the same connector.

1. Turn ignition on with engine off. Malfunction Indicator Light (MIL) should glow. Locate Data Link Connector (DLC), attached to ECM wiring harness. Most DLCs are located under dash on driver's side of vehicle. For exact location of DLC, see appropriate COMPONENT LOCATIONS illustration in appropriate I - SYS/COMP TESTS article in the ENGINE PERFORMANCE section below. Turn ignition on. Insert jumper wire from terminal "B" (diagnostic test terminal) to terminal "A" (ground) of DLC. (Scheme 91) «SYSTEM/COMPONENT TESTS - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-systemcomponent-tests-gasoline) «SYSTEM/COMPONENT TESTS - GASOLINE (For "G" & "P" Series)»(ref-19756) NOTE: Inserting jumper wire into test and ground terminals of DLC with engine running will cause fuel-injected vehicles to enter field service mode and codes will not flash. See FIELD SERVICE MODE in appropriate BASIC TESTING article in the ENGINE PERFORMANCE section below. «BASIC TESTING - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-basic-testing-gasoline) «BASIC TESTING - GASOLINE (For "G" & "P" Series)»(ref-19757)
2. Malfunction Indicator Light (MIL) should flash codes. Each code is flashed 3 times. If codes DO NOT flash, perform DIAGNOSTIC CIRCUIT CHECK in appropriate BASIC TESTING article in the ENGINE PERFORMANCE section above. To exit diagnostic mode, turn ignition off and remove jumper wire from DLC.

Scheme 91

READING TROUBLE CODES

Note. Trouble codes retrieved from ECM/PCM/VCM may be related to either engine or transmission. For engine-related codes, use this article. For transmission-related codes, see appropriate G - ELECTRONIC TRANSMISSION TESTS W/ CODES article in the ENGINE PERFORMANCE section below. To identify whether codes relate to transmission or engine, see TROUBLE CODE IDENTIFICATION table.

1. «TESTS W/CODES - ELECTRONIC TRANSMISSION (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-tests-wcodes-electronic-transmission)
2. AUTO TRANS DIAGNOSIS - 4L60-E & 4L80-E (For "G" & "P" Series)

The ECM stores component failure information under a related trouble code which can be recalled for diagnosis and repair. Read trouble codes by counting Malfunction Indicator Light (MIL) flashes or with diagnostic scan tester connected to the Data Link Connector (DLC). The tester is faster, and capable of reading information which would require testing individual ECM and sensor/solenoid connector terminals with a digital voltmeter. See SCAN TESTER DATA table and SCAN TESTER USAGE.

Note. When using a scan tester, there is a time delay between serial data updates. For instantaneous response, a digital voltmeter must be used.

If scan tester is not available, MIL flashes can be read by grounding DLC terminal with ignition on and engine off. For example, FLASH, FLASH, pause, FLASH, longer pause, indicates Code 21. The first series of flashes are the first digit of trouble code. The second series of flashes are the second digit of trouble code. Trouble codes are displayed starting with the lowest code. Each code is displayed 3 times and will continue as long as DLC is grounded.

Note. Trouble codes will be recorded at various operating times. Some codes require sensor or switch operation for 5 seconds and others may require longer under certain conditions. Some codes may not set in a service bay operational mode.

TROUBLE CODE IDENTIFICATION

Note. Trouble code charts should only be used if Malfunction Indicator Light (MIL) is illuminated (indicating a current problem exists). Exceptions are Code 13, 15, 24, 44 and 45 charts, which may be used to help diagnose intermittent codes. Anytime Code 51, 52 or 55 is displayed with another code, start with 50-series code first and proceed to lower numbered codes.

HARD OR INTERMITTENT TROUBLE CODE DETERMINATION

During any diagnostic procedure, determine if codes are due to hard or intermittent failure. Diagnostic charts will not usually help diagnose intermittent codes. To determine hard codes and intermittent codes, proceed as follows

1. MANUALLY enter diagnostic mode. Read and record all stored trouble codes. Exit diagnostic mode and clear trouble codes. See CLEARING TROUBLE CODES.
2. Apply parking brake and place transmission in Neutral or Park. Block drive wheels and start engine. MIL should go out. Run warm engine at specified curb idle for 2 minutes and note MIL.
3. If MIL comes on, manually enter diagnostic mode. Read and record trouble codes. This reveals hard failure codes. Codes 13, 15, 24, 44, 45 and 55 may require a road test to reset hard failure after trouble codes were cleared.
4. If MIL does not come on, all stored trouble codes were intermittent failures. Exceptions are noted under DIAGNOSTIC PROCEDURE.

CLEARING TROUBLE CODES

Turn ignition switch to ON position and ground diagnostic test terminal "B" at DLC. (Scheme 91) Turn ignition switch to OFF position and remove ECM fuse from fuse block for 10 seconds. Replace fuse. Remove diagnostic terminal ground lead. Codes may also be cleared using the General Motors Tech 1 scan tester.

ECM LOCATION

For ECM locations, see appropriate COMPONENT LOCATIONS illustration in appropriate I - SYS/COMP TESTS article in the ENGINE PERFORMANCE section below.

1. «SYSTEM/COMPONENT TESTS - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-systemcomponent-tests-gasoline)
2. «SYSTEM/COMPONENT TESTS - GASOLINE (For "G" & "P" Series)»(ref-19756)

Diagnostic Aids

Diagnostic aids (located in many trouble code charts) are provided as additional tips to help with diagnosis when inspected circuit is okay.

Field Service Mode Check

Malfunction Indicator Light (MIL) indicates operational mode of engine if DLC is grounded while engine is running. Light response confirms proper fuel system operation and verifies closed loop operation. Clear codes and perform this test after any repair is completed. Field service mode check can be found by proceeding to FIELD SERVICE MODE CHECK in appropriate BASIC TESTING article in the ENGINE PERFORMANCE section.

1. «BASIC TESTING - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-basic-testing-gasoline)
2. «BASIC TESTING - GASOLINE (For "G" & "P" Series)»(ref-19757)

SPECIAL TOOLS (DIAGNOSTIC)

Note. A special scan tester, plugged into the DLC, can read trouble codes, check system voltages on the serial data line and save a great deal of time. For additional information, see tester owner's manual. Also, see SCAN TESTER USAGE and SCAN TESTER DATA.

The computerized engine control system is most easily diagnosed using a scan tester. However, other tools may aid in diagnosing problems if a scan tester is unavailable. These tools are a tachometer, test light, ohmmeter, digital voltmeter with 10-megohm input impedance (minimum), vacuum pump, vacuum gauge, fuel injector test lights and 6 jumper wires 6" long (one wire with female connectors at both ends, one wire with male connector at both ends and 4 wires with male and female connectors at opposite ends). A test light, rather than a voltmeter, must be used when indicated by a diagnostic chart.

SCAN TESTER USAGE

Note. Before connecting scan tester, check diagnostic system and ensure accurate information is received by scan tester. Perform DIAGNOSTIC CIRCUIT CHECK in appropriate BASIC TESTING article in the ENGINE PERFORMANCE section. If vehicle does not pass diagnostic circuit check, information received by scan tester may be invalid.

1. «BASIC TESTING - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-basic-testing-gasoline)
2. «BASIC TESTING - GASOLINE (For "G" & "P" Series)»(ref-19757)

The scan tester is a specialized tester which can diagnose on-board computer control systems by providing almost instant access to circuit voltage information without crawling under dash or hood to backprobe sensors and connectors. scan testers reduce diagnostic time by furnishing input data (voltage signals) which can be compared to specification parameters. See SCAN TESTER DATA table.

Scan testers also furnish information on output device solenoids and motors) status. However, status parameters are only an indication output signals have been sent to devices by the ECM. They do not indicate whether devices respond properly to that signal. This must be verified at output device using a voltmeter or test light.

Note. Code 12 should always exist when DLC test terminal is grounded with key on and engine off, but it may not be indicated by all makes of scan tester.

If trouble codes are not present, a problem may still exist. Driveability-related problems with codes displayed occur about 20 percent of the time, while driveability problems without codes occur about 80 percent of the time. Out-of-calibration sensors WILL NOT set a trouble code, but WILL cause driveability problems. A scan tester is the easiest method of checking sensor specifications and other data parameters. Tester is also useful in finding intermittent wiring problems by wiggling wiring harnesses and connections (key on, engine off) while observing data parameters. See SCAN TESTER DATA table.

Note. Information obtained by scan tester is only as accurate as the tester itself. If erroneous voltage signals are suspected, verify tester information using a digital voltmeter and wiring schematic. If non-existent codes are displayed, turn ignition off and remove tester. Turn ignition on and ground DLC test terminal. If same codes are not flashed by Malfunction Indicator Light (MIL) as were indicated by scan tester, tester cannot be used on vehicle and information obtained by it will not be guaranteed accurate.

SCAN TESTER DATA

Note. Information contained in the following table is typical of readings taken on vehicle with engine idling, upper radiator hose hot, throttle closed, transmission in Park or Neutral, closed loop status achieved and all accessories off (except as noted in tables). Not all devices and systems are used on all models. For additional information, see tester owner's manual.

SCAN TESTER DATA

TROUBLE CODE CHARTS

Note. The following diagnostic mini-schematics are supplied courtesy of General Motors Corp.

CODE 13, OPEN OXYGEN SENSOR CIRCUIT

When exhaust temperature is less than 600°F (316°C), O2 sensor is open and produces no voltage. An open sensor circuit or cold sensor will not allow system to enter closed loop. On 4.3L engines, oxygen sensor is equipped with an internal heating unit. This allows sensor to reach operating temperature quicker and maintain closed loop operation even during extended idle. Heating element resistance should be 3.5-14 ohms at 662°F (350°C).

Note. Test numbers refer to test numbers on diagnostic chart.

1. Code 13 will set at normal operating temperature if at least 2 minutes have passed since engine start, Code 21 or 22 is not present, O2 signal voltage is steady at .35-.55 volt and throttle position sensor signal is greater than idle. All conditions must be met for at least one minute.
2. This determines if fault is in O2 sensor, ECM or wiring.
3. Use only a high-impedance Digital Volt-Ohmmeter (DVOM) while checking for continuity in signal and ground circuits. If ground circuit is open, voltage on signal circuit will be greater than .6 volt.

Verify a clean, tight connection for the sensor ground. An open circuit at sensor signal terminal or ground terminal will result in a Code 13.

CODE 13 TERMINAL & CIRCUIT WIRING IDENTIFICATION

Code 13 Schematic (7.4L) Open Oxygen Sensor Circuit. Scheme 92

Code 13 Flow Chart (7.4L) Open Oxygen Sensor Circuit. Scheme 93

CODE 14, COOLANT SENSOR SIGNAL VOLTAGE LOW

Coolant temperature sensor input is used to determining control of fuel delivery, engine timing, idle speed and converter clutch (TCC) application. As engine warms, sensor resistance reduces. At normal operating temperature, voltage signal will be about 1.5-2.0 volts at coolant sensor signal terminal.

Note. Test numbers refer to test numbers on diagnostic chart.

1. This tests if code was set because of a hard failure or intermittent condition. Code 14 sets if signal voltage indicates a coolant temperature greater than 275°F (135°C) for more than 6 seconds.
2. This simulates conditions for a Code 15. If scan tester displays a low temperature, ECM and wiring are not at fault.

After engine is started, temperature should rise steadily to about 194°F (90°C), then stabilize when thermostat opens. If engine is allowed to cool overnight, coolant temperature sensor and MAT sensor (if equipped) should read close to each other, when measured with a scan tester.

CODE 14 TERMINAL & CIRCUIT WIRING IDENTIFICATION

TEMPERATURE-TO-RESISTANCE VALUES (1) (2)

Code 14 Schematic (7.4L) Coolant Sensor Signal Voltage Low. Scheme 94

Code 14 Flow Chart (7.4L) Coolant Sensor Signal Voltage Low. Scheme 95

CODE 15, COOLANT SENSOR SIGNAL VOLTAGE HIGH

As engine warms, sensor resistance reduces and voltage drops. At normal operating temperature, voltage signal will be about 1.5-2.0 volts at ECM coolant sensor signal terminal. If sensor signal circuit opens, ECM will see -56°F (-49°C) and deliver fuel for this temperature.

Note. Test numbers refer to test numbers on diagnostic chart.

1. This checks if code was set as a result of a hard failure or intermittent condition. Code 15 will set if engine is running for more 50 seconds and signal voltage indicates a coolant temperature less than -22°F (-30°C) for more than 30 seconds.
2. This simulates conditions for a Code 14. If ECM recognizes grounded circuit and displays a high temperature, ECM and wiring are okay.
3. This determines if problem is ECM or wiring. There should be 5 volts present at sensor when measured with a DVOM.

After engine starts, temperature should rise steadily to about 194°F (90°C) and stabilize when thermostat opens. If engine is allowed to cool overnight, coolant temperature sensor and MAT sensor (if equipped) should read close to each other when measured with a scan tester. Code 15 will also set if sensor signal or ground circuit is open.

CODE 15 TERMINAL & CIRCUIT WIRING IDENTIFICATION

TEMPERATURE-TO-RESISTANCE VALUES (1) (2)

Code 15 Flow Chart (7.4L) Coolant Sensor Signal Voltage High. Scheme 96

CODE 16, VSS BUFFER FAULT - "G" SERIES

Note. Test number refers to number on diagnostic chart.

1. Checks for battery voltage at VSS buffer.
2. Tests for proper ground path for VSS buffer
3. Tests for vss buffer signal to PCM
4. Tests for faulty connections and a faulty VSS buffer

Check for poor connections or damaged harness.

Code 16 Schematic ("G" Series) VSS Buffer Fault. Scheme 97

Code 16 Flow Chart ("G" Series) VSS Buffer Fault. Scheme 98

CODE 21, TPS SIGNAL VOLTAGE HIGH

Throttle Position Sensor (TPS) provides a varying voltage signal depending on throttle valve angle. Signal voltage varies from about .50 volt at idle to 4 volts at wide open throttle. Each time TPS voltage drops to less than 1.25 volts and stops, ECM assumes this is zero degrees throttle angle and measures throttle percentage angle from this point.

Note. Test numbers refer to test numbers on diagnostic chart.

1. This test confirms Code 21 and checks if fault is a hard failure or an intermittent condition. Code 21 will set if TPS voltage is greater than 2.5 volts 2-10 seconds with engine running.
2. This test simulates conditions for Code 22. If ECM recognizes low voltage signal and sets Code 22, ECM and power and signal circuits are not at fault.
3. This step isolates a faulty sensor, ECM or an open ground circuit.

A scan tester displays throttle position in volts. Closed throttle voltage should be less than 1.25 volts. TPS voltage should increase at a steady rate to about 4.5 volts as throttle angle increases. Code 21 will also result if ground circuit is open or TPS signal circuit is shorted to voltage.

CODE 21 TERMINAL & CIRCUIT WIRING IDENTIFICATION

Code 21 Schematic (7.4L) TPC Signal Voltage High. Scheme 99

Code 21 Flow Chart (7.4L) TPC Signal Voltage High. Scheme 100

CODE 22, TPS SIGNAL VOLTAGE LOW

Throttle Position Sensor (TPS) provides a varying voltage signal depending on throttle valve angle. Signal voltage varies from less than about .50 volt at idle to 4 volts at wide open throttle.

Note. Test numbers refer to test numbers on diagnostic chart.

1. This test confirms Code 22 and tests if fault is a hard failure or an intermittent condition. Code 22 will set if engine is running and TPS voltage is less than .2 volt for 2-4 seconds.
2. This simulates Code 21. If ECM recognizes a high voltage signal and sets Code 21, ECM and wiring are not at fault. Replace TPS.
3. This simulates a high voltage signal to check for on open TPS signal circuit.

A scan tester displays throttle position in volts. Closed throttle voltage should be less than 1.0 volt. TPS voltage should increase at a steady rate to about 4.5 volts as throttle angle increases. Code 22 will also set if TPS signal or ground circuits are open or grounded.

CODE 22 TERMINAL & CIRCUIT WIRING IDENTIFICATION

Code 22 Flow Chart (7.4L) TPS Signal Voltage Low. Scheme 101

CODE 24, VSS - "C" & "K" SERIES, "P" SERIES M/T

VSS output sensor is a magnetic induction type. Gear teeth pressed on outside diameter of output carrier assembly induce an alternating current in sensor when drive wheels are turning. Since vehicle speed is taken from transfer case on 4WD vehicles, output speed sensor signal on these units goes directly to PCM. Code 24 will set if gear selector is not in Park or Neutral, engine speed is at least 3000 RPM and output speed is less than 250 RPM for at least 1.5 seconds.

Note. Test numbers refer to test numbers on diagnostic chart.

1. Test verifies VSS voltage at PCM.
2. Test checks VSS circuit at buffer module.
3. Test verifies VSS signal at sensor.

Code 24 will set when no vehicle speed is detected at vehicle start off. Code 72 will set when VSS signal is present and is lost. Check all connections, especially those at transmission pass-through connector. If code is intermittent, see INTERMITTENTS in appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section below. While Code 24 is set, scan tester will display an RPM derived from input speed. If input speed sensor is not operational at start-up, this can cause VSS to read zero.

1. «TESTS W/O CODES - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-tests-wo-codes-gasoline)
2. «TESTS W/O CODES - GASOLINE (For "G" & "P" Series)»(ref-19728)

Code 24, Schematic ("C" & "K" Series Exc. M/T) Vehicle Speed Sensor. Scheme 102

Code 24, Schematic ("P" Series M/T) Vehicle Speed Sensor. Scheme 103

Code 24, Flow Chart Vehicle Speed Sensor. Scheme 104

CODE 24, VSS TRANS OUTPUT SIGNAL - "G" SERIES, "P" SERIES M/T

VSS output sensor is a magnetic induction type. Gear teeth pressed on outside diameter of output carrier assembly induce an alternating current in sensor when drive wheels are turning. Since vehicle speed is taken from transfer case on 4WD vehicles, output speed sensor signal on these units goes directly to PCM. Code 24 will set if gear selector is not in Park or Neutral, engine speed is at least 3000 RPM and output speed is less than 250 RPM for at least 1.5 seconds.

Note. Test numbers refer to test numbers on diagnostic chart.

1. Test verifies VSS voltage at PCM.
2. Test checks VSS buffer ground circuit.
3. Test checks VSS circuit at buffer module.
4. Test verifies VSS signal at sensor.

Code 24 will set when no vehicle speed is detected at vehicle start off. Code 72 will set when VSS signal is present and is lost. Check all connections, especially those at transmission pass-through connector. If code is intermittent, see INTERMITTENTS in appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section. While Code 24 is set, scan tester will display an RPM derived from input speed. If input speed sensor is not operational at start-up, this can cause VSS to read zero.

1. «TESTS W/O CODES - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-tests-wo-codes-gasoline)
2. «TESTS W/O CODES - GASOLINE (For "G" & "P" Series)»(ref-19728)

Code 24 Schematic ("G" Series A/T) Vehicle Speed Sensor Transmission Output Signal. Scheme 105

Code 24 Schematic ("P" Series M/T) Vehicle Speed Sensor Transmission Output Signal. Scheme 106

Code 24 Flow Chart Vehicle Speed Sensor Transmission Output Signal. Scheme 107

CODE 32, EGR CIRCUIT ERROR WITH LINEAR EGR

ECM regulates linear EGR valve to control exhaust gas recirculation by providing a ground control for internal pintle (solenoid). Pintle will pull away from its seat when energized. ECM controls linear EGR valve based upon coolant temperature and throttle position.

Note. Test numbers refer to test numbers on diagnostic chart.

1. Checks pintle's ability to be commanded to desired position.
2. Checks for voltage to linear EGR valve to verify if problem is in ignition feed circuit.
3. Checks ECM control circuit by jumpering across harness terminals with a test light and grounding ALDL (DLC) test terminal "B" to command EGR on.

Before replacing ECM, use an ohmmeter and check EGR valve resistances. Resistance between terminals "A" and "E" should be 9.5-10.5 ohms. Resistance between terminals "B" and "D" should be greater than 3000 ohms. Resistance between terminals "B" and "C" should start at 700 ohms and increase to about 4000 ohms as pintle is slowly moved inward.

Code 32 Schematic ("C" & "K" Series A/T) EGR Circuit Error With Linear EGR. Scheme 108

Code 32 Schematic ("G" Series) EGR Circuit Error With Linear EGR. Scheme 109

Code 32 Schematic ("P" Series 7.4L) EGR Circuit Error With Linear EGR. Scheme 110

Code 32 Flow Chart EGR Circuit Error With Linear EGR. Scheme 111

CODE 32, EGR CIRCUIT ERROR - "C" & "K" SERIES M/T

ECM controls a solenoid regulating vacuum to EGR valve. Normally closed solenoid prevents vacuum from passing until it is energized by ECM. A properly operating EGR will directly affect fuel integrator counts. With EGR valve open, integrator counts will be less than without EGR operation. If monitored integrator counts do not change with EGR commanded, Code 32 will set.

Note. Test numbers refer to test numbers on diagnostic chart.

1. When test terminal "B" of ALDL connector is grounded, EGR solenoid should be energized, allowing vacuum to EGR valve. Vacuum should hold.
2. SERVICE ENGINE SOON light should flash while ALDL test terminal is grounded. If light does not flash, this may be an indication that quad-driver has been damaged by low resistance in the TCC circuit.
3. When jumper wire is removed from terminal "B", vacuum to EGR valve should bleed through a vent in solenoid and EGR valve should close. Vacuum gauge may or may not bleed off vacuum. However, this does not indicate a problem.
4. Determines if fault lies in electrical control part of system, connector or solenoid.
5. This system uses a negative backpressure EGR valve. Valve should hold vacuum with engine off.
6. When engine is started, backpressure should cause vacuum to bleed off and valve should fully close.

Prior to replacing ECM, check resistance of all ECM-controlled solenoids and relays. Replace any with a resistance value less than 20 ohms.

Code 32 Schematic ("C" & "K" Series M/T) EGR Circuit Error. Scheme 112

Code 32 Flow Chart ("C" & "K" Series M/T) EGR Circuit Error. Scheme 113

CODE 32, EGR CKT ERR - USING MANIFOLD VAC, 2-TERMINAL SOLENOID & BACKPRESS EGR

PCM controls a solenoid regulating vacuum to EGR valve. Normally closed solenoid prevents vacuum from passing until it is energized by PCM. A properly operating EGR will directly affect fuel integrator counts. With EGR valve open, integrator counts will be less than without EGR operation. If monitored integrator counts do not change with EGR commanded, Code 32 will set.

Note. Test numbers refer to test numbers on diagnostic chart.

1. EGR valve should open when vacuum is applied to solenoid. Vacuum should hold.
2. When Tech 1 energizes EGR solenoid, vacuum to EGR valve should bleed through a vent in solenoid and EGR valve should close. Vacuum gauge may or may not bleed off vacuum. However, this does not indicate a problem.
3. Determines if fault lies in electrical control part of system, connector or solenoid.
4. This system uses a negative backpressure EGR valve. Valve should hold vacuum with engine off.
5. When engine is started, backpressure should cause vacuum to bleed off and valve should fully close.

Prior to replacing PCM, check resistance of all PCM-controlled solenoids and relays. Replace any with a resistance value less than 20 ohms.

Code 32 Schematic ("G" Series A/T) EGR Ckt. Error Using Manifold Vac., 2-Terminal Sol. & Back Press. EGR. Scheme 114

Code 32 Flow Chart EGR Ckt. Error Using Manifold Vac., 2-Terminal Sol. & Back Press. EGR. Scheme 115

CODE 32, EGR CKT ERROR MODELS USING PORTED VACUUM & EVRV SOL

PCM controls a solenoid that regulates vacuum to EGR valve. The normally closed solenoid prevents vacuum from passing until it is energized by PCM. A properly operating EGR will directly affect fuel integrator counts. With EGR valve open, integrator counts will be less than without EGR operation. If monitored integrator counts do not change with EGR commanded, Code 32 will set.

ECM checks EGR operation when engine speed is greater than 1600 RPM, MAP sensor signal indicates cruise condition and throttle position are constant.

Note. Test numbers refer to test numbers on diagnostic chart.

1. With ignition on and engine off, solenoid should not be energized or allow vacuum to pass to EGR valve. When Tech 1 energizes solenoid, vacuum should pass through solenoid to EGR valve. Vacuum should hold.
2. Checks for plugged EGR passages. If passages are plugged, engine may have severe detonation on acceleration.
3. Vehicle must be driven during this test to produce sufficient load to operate EGR. Lightly accelerating (approximately 1/4 throttle) will produce a large and stable enough reading to determine if ECM is commanding system on.

Prior to replacing PCM, check resistance of all PCM-controlled solenoids and relays. Replace any with a resistance value less than 20 ohms. EVRV solenoid cannot be checked with a DVOM due to solid state circuitry.

Code 32 Schematic ("C" & "K" Series) EGR Circuit Error Models Using Ported Vacuum & EVR Solenoid. Scheme 116

Code 32 Schematic ("G" Series) EGR Circuit Error Models Using Ported Vacuum & EVR Solenoid. Scheme 117

Code 32 Flow Chart EGR Circuit Error Models Using Ported Vacuum & EVR Solenoid. Scheme 118

CODE 33, MAP SENSOR SIGNAL VOLTAGE HIGH

Manifold Absolute Pressure (MAP) sensor responds to changes in manifold pressure (vacuum). If MAP sensor fails, ECM will substitute a fixed MAP value and use TPS input to control fuel delivery.

Note. Test numbers refer to test numbers on diagnostic chart.

1. This test confirms Code 33 and determines if it is a hard failure or an intermittent condition. Code 33 will set when voltage signal reading is too high and TPS voltage indicates throttle is closed.
2. This step simulates conditions for a Code 34. If ECM recognizes and indicates low MAP signal, ECM and 5-volt reference and MAP signal circuits are not at fault.

With ignition switch in ON position and engine off, manifold pressure is equal to atmospheric pressure and signal voltage is high. Comparing BARO readings from a known good vehicle using the same sensor is a good way to check accuracy of suspected sensor. Readings should be within .4 volt of each other. Code 33 will also result if ground circuit is open or MAP signal circuit is shorted to voltage or to 5-volt reference circuit.

CODE 33 TERMINAL & CIRCUIT WIRING IDENTIFICATION

Code 33 (7.4L) MAP Sensor Signal Voltage High. Scheme 119

Code 33 Flow Chart (7.4L) MAP Sensor Signal Voltage High. Scheme 120

CODE 34, MAP SENSOR SIGNAL VOLTAGE LOW

Manifold Absolute Pressure (MAP) sensor responds to changes in manifold pressure (vacuum). If MAP sensor fails, ECM will substitute a fixed MAP value and use TPS input to control fuel delivery.

Note. Test numbers refer to test numbers on diagnostic chart.

1. This confirms Code 34 and determines if code was a hard failure or an intermittent condition. Code 34 will set when ignition is on and MAP signal voltage is low. On some systems, engine must be running to set code.
2. Jumpering harness 5-volt reference circuit and MAP signal circuit terminals will determine if problem is sensor, ECM or wiring. If ECM recognizes and indicates high MAP signal, ECM and wiring are okay.
3. Scan tester may not display 12 volts. The important thing is that the ECM recognizes voltage as greater than 4 volts (high MAP voltage signal), indicating ECM and MAP signal circuit are not at fault.

With ignition switch in ON position and engine off, manifold pressure is equal to atmospheric pressure and signal voltage will be high. Comparing BARO readings with a known good vehicle using the same sensor is a good way to check accuracy of suspected sensor. Readings should be within .4 volt of each other. A Code 34 will also result if 5-volt reference and MAP signal circuits are open or shorted to ground. If 5-volt reference circuit is not shorted to ground and a Code 22 is stored, check MAP signal circuit for short to ground.

CODE 34 TERMINAL & CIRCUIT WIRING IDENTIFICATION

Code 34 Flow Chart (7.4L) MAP Sensor Signal Voltage Low. Scheme 121

CODE 35, IDLE SPEED ERROR

Code 35 will set when closed throttle engine speed is 150 RPM greater or less than correct idle speed for 20 seconds.

Note. Test numbers refer to test numbers on diagnostic chart.

1. IAC driver is used to extend and retract IAC valve. Movement is verified by changing engine speed. If no engine speed change occurs, valve can be retested when removed from throttle body.
2. Checks IAC movement quality from step 1). Between 700-1500 RPM, engine speed should change smoothly with each tester light flash while extending or retracting. If IAC valve is retracted beyond control range (about 1500 RPM), it may take many flashes in extend position before engine speed reduces. This is normal on some engines. Fully extending IAC may cause engine to stall. This may be normal.
3. Steps 1) and 2) verified proper IAC valve operation. This step checks IAC circuits. Each light on node light should flash Red and Green, while IAC valve is cycled. While color sequence is not important, if either light is off or does not flash Red and Green, check circuits beginning with poor terminal contacts.

IAC Valve Reset Procedure

Turn ignition off for 10 seconds. Start and run engine for 5 seconds. Turn ignition off another 10 seconds.

A slow, unstable idle may be caused by a system problem that cannot be overcome by IAC. Scan counts will be greater than 60 if too low, and zero counts if too high. If idle is too high, stop engine. With ignition on, ground ALDL test terminal "B". Wait 45 seconds for IAC to seat, then disconnect IAC. Start engine. If idle speed is greater than 800 RPM, inspect vehicle for vacuum leaks.

System Too Lean

If air/fuel ratio is too lean, idle speed may be either too high (check for vacuum leaks) or too low. Engine speed may vary and disconnecting IAC may not help. Scan tester and/or digital voltmeter (10 megohm) will read an oxygen sensor output less than 300 mv (.3 volt). Check for low fuel pressure or water in fuel.

System Too Rich

If air/fuel ratio is too rich, idle speed will be too low and scan tester counts will usually be greater than 80. The system may be obviously rich with Black smoke from tailpipe. Scan tester and/or voltmeter will read an oxygen sensor voltage signal fixed greater than 800 mv (.8 volt). Look for high fuel pressure or leaking/sticky injectors. Remove IAC and inspect bore for foreign material or evidence of IAC valve dragging bore. A silicone-contaminated oxygen sensor will produce lean air/fuel mixture. Oxygen sensor output would be fixed greater than 800 mv (.8 volt). This may also set Code 45.

Throttle Body

Remove IAC and inspect bore for evidence of IAC valve dragging.

IAC Valve Connections

Carefully inspect connections for looseness or corrosion.

PCV Valve

The wrong PCV valve may cause incorrect idle speed.

CODE 35 TERMINAL & CIRCUIT WIRING IDENTIFICATION

Code 35 Schematic (7.4L) Idle Speed Error. Scheme 122

Code 35 Flow Chart (7.4L) Idle Speed Error. Scheme 123

CODE 36, IDLE SPD ACTUATOR FAULT - "C", "K" & "P" SERIES A/T

Control module grounds solenoid circuit when coolant temperature is within range to enable solenoid, allowing vacuum to retract solenoid actuator. This lowers idle speed to controlled IAC idle specification.

Note. Test numbers refer to numbers on diagnostic chart.

1. Checks if vacuum source is present.
2. Checks to see if actuator is commanded on.
3. Checks for power, ground and proper connections at actuator solenoid.
4. Checks for open ground circuit.
5. Checks for open driver circuit or faulty control module.

If BARO is low, a 96 second reset will result. If Code 36 is set, Code 35 will usually also be set. Repair actuator circuit first. If IAC counts are zero, idle speed control actuator will disengage and raise idle speed.

Code 36 Schematic ("C" & "K" Series) Idle Speed Actuator Fault. Scheme 124

Code 36 Schematic ("P" Series) Idle Speed Actuator Fault. Scheme 125

Code 36 Flow Chart Idle Speed Actuator Fault. Scheme 126

CODE 42 - IGNITION CONTROL

Code 42 indicates ECM has seen an open or short to ground in the Ignition Control (IC) or by-pass circuits.

Note. Test numbers refer to test numbers on diagnostic chart.

1. This test confirms Code 42 and determines if fault is a hard failure or intermittent condition.
2. This tests for a normal IC ground path through ignition module. If circuit is shorted to ground, reading will be less than 500 ohms.
3. As test light voltage touches by-pass circuit, module should switch. This causes ohmmeter to "over-range" with meter in 100-200 ohm range. A higher ohm range will indicate over 5000 ohms. This test assures module switched.
4. If module did not switch, this step tests for a short in IC circuit, an open in by-pass circuit and a faulty ignition module connection or module.
5. This step confirms Code 42 is a faulty ECM and not an intermittent problem in IC and by-pass circuits.

The scan tester cannot help diagnose a Code 42 problem. See INTERMITTENTS in appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section.

1. «TESTS W/O CODES - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-tests-wo-codes-gasoline)
2. «TESTS W/O CODES - GASOLINE (For "G" & "P" Series)»(ref-19728)

Code 42 Schematic ("P" Series A/T) Ignition Control. Scheme 127

Code 42 Schematic ("G" Series) Ignition Control. Scheme 128

Code 42 Schematic ("P" Series M/T) Ignition Control. Scheme 129

Code 42 Flow Chart Ignition Control. Scheme 130

CODE 43, KNOCK SENSOR W/O SPARK MODULE (SINGLE SENSOR) - A/T

Note. Test numbers refer to test numbers on diagnostic chart.

1. Code 43 will set when vehicle reaches normal operating temperature (but not overheating), high engine load is indicated by MAP sensor and voltage on circuit No. 496 is greater than 3.5 volts DC or less than 1.5 volts DC. This step determines if system is functioning properly at current time.
2. This step determines state of 5-volt reference signal applied to sensor.
3. Checks knock sensor internal resistance.

ECM/PCM applies and monitors a 5-volt DC signal to knock sensor. Internal knock sensor circuitry pulls this DC signal down to about 2.5 volts. When knock sensor detects detonation, it generates an AC signal which rides back on DC signal to ECM/PCM. Knock signal intensity is dependent upon knock signal level.

Code 43 Schematic ("C", "G", "K" & "P" Series A/T) Knock Sensor W/O Spark Module (Single Sensor). Scheme 131

Code 43 Flow Chart ("C", "G", "K" & "P" Series A/T) Knock Sensor W/O Spark Module (Single Sensor). Scheme 132

CODE 43, KNOCK SENSOR WITH SPARK CONTROL MODULE

Note. Test numbers refer to test numbers on diagnostic chart.

1. If conditions for a Code 43 exist, scan tester will display YES. A knock signal should exist at idle unless an internal or system problem exists.
2. Determines if system is functioning. Usually, a knock signal can be made by tapping on exhaust manifold. If knock signal is not made, try tapping on engine block near sensor. On models with automatic transmission, it may be necessary to place gear selector lever in Drive.
3. Because Code 43 sets when signal voltage on spark retard line remains low, this test should cause signal on that line to go high. The 12-volt signal should be seen by ECM as a "no knock" signal if ECM and wiring are okay.
4. This test determines if knock signal is detected on sensor-to-controller line or if ESC module is at fault.
5. If sensor line is routed too close to secondary ignition wires, ESC module may see interference as a knock signal.
6. This checks ground circuit to module. An open ground will cause voltage on monitored line to remain constant at about 12 volts. This would cause Code 43 functional test to fail.
7. This should generate a knock signal to controller. This determines if ESC controller is operating correctly.

Code 43 can be caused by a faulty knock sensor connection at ESC module or ECM. Also, check controller-to-ECM signal line for an open or short to ground.

Code 43 Schematic ("C" & "K" Series) Knock Sensor W/ Spark Control Module. Scheme 133

Code 43 Schematic ("P" Series) Knock Sensor W/ Spark Control Module. Scheme 134

Code 43 Flow Chart (7.4L) Knock Sensor W/ Spark Control Module. Scheme 135

CODE 44, LEAN EXHAUST INDICATION

Sensor acts like an open sensor circuit and produces no voltage when exhaust temperature is less than 600°F (316°C). An open sensor circuit or cold sensor causes "open loop" operation.

Note. Test numbers refer to test numbers on diagnostic chart.

1. Code 44 sets when O2 sensor signal remains low for a precalibrated period and system is operating in "closed loop".

Using scan tester, observe Block Learn Memory (BLM) value at different RPMs. If Code 44 conditions exist, block learn value will be around 150-172.

O2 Sensor Wire

Wire may be mispositioned and touching exhaust manifold. Check for ground between sensor and wire connector.

Fuel Contamination

Water, even small amounts, near in-tank fuel pump inlet can reach fuel injector, causing a lean exhaust and setting Code 44.

Fuel Pressure

System will be lean if fuel pressure is low. It may be necessary to monitor fuel pressure while driving vehicle. For fuel pressure checking procedure, see appropriate BASIC TESTING article in the ENGINE PERFORMANCE section below.

1. «BASIC TESTING - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-basic-testing-gasoline)
2. «BASIC TESTING - GASOLINE (For "G" & "P" Series)»(ref-19757)

Exhaust Leaks

If exhaust system has large leaks, exhaust system negative pressure pulses can cause outside air to be drawn into system and past O2 sensor. Vacuum or crankcase leaks can also cause a lean condition.

If Code 44 is intermittent, see INTERMITTENTS in appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section below.

1. «TESTS W/O CODES - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-tests-wo-codes-gasoline)
2. «TESTS W/O CODES - GASOLINE (For "G" & "P" Series)»(ref-19728)

CODE 44 TERMINAL & CIRCUIT WIRING IDENTIFICATION

Code 44 Flow Chart (7.4L) Lean Exhaust Indication. Scheme 136

Code 44 Flow Chart. Scheme 137

CODE 45, RICH EXHAUST INDICATION

Sensor acts like an open sensor circuit and produces no voltage when exhaust temperature is less than 600°F (316°C). An open sensor circuit or cold sensor causes "open loop" operation. Code 45 indicates a rich exhaust and diagnosis should begin with: fuel pressure, leaking injector, HEI shielding, canister purge saturation, coolant sensor, MAP sensor, O2 sensor contamination and TPS intermittent output.

Note. Test numbers refer to test numbers on diagnostic chart.

1. Tests if O2 sensor is registering a rich condition. Code 45 is set when vehicle is at operating temperature (in "closed loop"), throttle angle is greater than 5 percent, O2 sensor signal at ECM is greater than .75 volt for 60 seconds or more.

Code 45, rich exhaust, is most likely caused by one of the following

Fuel Pressure High

If fuel pressure is too high, air/fuel ratio will be rich. For fuel pressure checking procedure, see appropriate BASIC TESTING article in the ENGINE PERFORMANCE section below. The ECM can compensate for slight increases but if air/fuel ratio becomes too rich a Code 45 will be set.

1. «BASIC TESTING - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-basic-testing-gasoline)
2. «BASIC TESTING - GASOLINE (For "G" & "P" Series)»(ref-19757)

Ignition Ground

If an open occurs at circuit No. 453, HEI induced electrical "noise" may result, causing simulated reference pulses picked up by ECM on EST harness reference line. Additional pulses result in a higher than actual engine speed signal. The ECM will increase injector pulse width ("on" time) to match increased RPM signal. Scan tester will show higher than actual RPM, which can help diagnose problem.

Fuel Canister

Charcoal canister fuel saturation will cause a rich air/fuel ratio. If full of fuel, check canister control and hoses.

MAP Sensor

If ECM senses higher than normal manifold pressure (low vacuum) system can go rich. Disconnecting MAP sensor allows ECM to substitute a fixed value for the MAP sensor. If rich condition disappears, replace MAP sensor and continue testing.

TPS

An intermittent TPS output will cause system to operate rich due to a false indication of engine acceleration.

O2 Sensor Contamination

O2 sensor contamination, caused by silicone in certain fuels or use of improper RTV sealant, may cause a White-powdery coating to cover O2 sensor. The false high signal voltage produced (or low oxygen content sensed) is interpreted by ECM as a rich mixture, causing ECM to set Code 45.

EGR Problem

EGR valve sticking open at idle is usually accompanied by a rough idle and/or stalling. If Code 45 is intermittent, see INTERMITTENTS in appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section below.

1. «TESTS W/O CODES - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-tests-wo-codes-gasoline)
2. «TESTS W/O CODES - GASOLINE (For "G" & "P" Series)»(ref-19728)

CODE 45 TERMINAL & CIRCUIT WIRING IDENTIFICATION

Code 45 Flow Chart (7.4L) Rich Exhaust Indication. Scheme 138

CODE 51, PROM ERROR (FAULTY OR INCORRECT PROM)

Ensure all pins are fully inserted in socket. If okay, replace PROM/MEM-CAL, clear memory and recheck. If Code 51 reappears, replace ECM.

CODE 52, FAULTY CALPAK

Ensure all pins are fully inserted in socket. If okay, replace CALPAK, clear memory and recheck. If Code 51 reappears, replace ECM.

CODE 53, SYSTEM OVERVOLTAGE

This code indicates a basic charging system problem. Code 53 will set when voltage at ECM terminal is greater than 17.1 volts for 2 seconds. Check and repair charging system.

CODE 55, ECM/PCM ERROR

Ensure ECM grounds are good and MEM-CAL is properly latched. If okay, replace ECM/PCM. Clear codes and confirm closed loop operation. Check operation of SERVICE ENGINE SOON light.

CODE 54, FUEL PUMP CIRCUIT

The status of fuel pump signal is monitored by the control module and is used to compensate fuel delivery based on system voltage. Signal is also used to store Code 54 if fuel pump relay is defective or if relay voltage is lost after engine is running. Voltage should be present at fuel pump signal terminal of control module the first 2 seconds after ignition is turned on and anytime reference (RPM) pulses are being received by control module.

Code 54 Schematic ("G" Series) Fuel Pump Circuit. Scheme 139

Code 54 Schematic ("P" Series A/T) Fuel Pump Circuit. Scheme 140

Code 54 Schematic ("P" Series M/T) Fuel Pump Circuit. Scheme 141

Code 54 Flow Chart Fuel Pump Circuit. Scheme 142

SUMMARY

If hard fault codes are not present and driveability symptoms or intermittent codes exist, proceed to appropriate TESTS W/O CODES article in the ENGINE PERFORMANCE section for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.), or intermittent diagnostic procedures.

1. «TESTS W/O CODES - GASOLINE (for "C" & "K" Series)»(/chevrolet/cab-chassis-k3500/1989-2000/remont/testing-diagnostics/#engine-controls-tests-wo-codes-gasoline)
2. «TESTS W/O CODES - GASOLINE (For "G" & "P" Series)»(ref-19728)

See also:
• BASIC TESTING - GASOLINE
• TESTS W/O CODES - GASOLINE (for "C" & "K" Series)
• SYSTEM/COMPONENT TESTS - GASOLINE (for "C" & "K" Series)
• TESTS W/CODES - ELECTRONIC TRANSMISSION (for "C" & "K" Series)