Additional Symptoms Tests

Detonation/Spark Knock

• Test for an engine overheating condition. Refer to Engine Overheating .
• Verify that the Engine Coolant Temperature (ECT) has not shifted in value. Allow the engine to run and reach operating temperature. Observe the ECT Sensor parameter with a scan tool and compare the reading to that parameter listed on the K20 Engine Control Module: Scan Tool Information , list. If the reading is not in the range specified in the list, test the resistance of the ECT sensor. Refer to Temperature Versus Resistance - Engine Coolant Temperature Sensor , for resistance specifications. Replace the ECT sensor if the resistance is not within specification. Refer to Engine Coolant Temperature Sensor Replacement . If the sensor is within the specification, test the ECT sensor circuits for high resistance.
• Inspect for excessive carbon buildup in the combustion chambers. Clean the chambers with Top Engine Cleaner, if necessary. Follow the instructions on the can.
• If there are no engine mechanical faults, fill the fuel tank with a known high quality fuel that meets the vehicle minimum octane requirements.

Engine Control Module (ECM) Commanded Reduced Engine Power 

Under certain conditions the ECM may limit engine power by reducing engine torque and, for some vehicles, fuel pressure as well. For most, but not all of the conditions, the ECM will illuminate the Reduced Engine Power lamp on the instrument cluster. If equipped with the driver information center feature, a Reduced Engine Power message may be displayed as well. A DTC may not be set.

A repair may not be necessary. Observe the scan tool Reduced Engine Power History parameter or refer to K20 Engine Control Module: Scan Tool Information to determine the reason for the Reduced Engine Power event.

Verify or inspect for the following:

• Vehicle being driven inappropriately. Towing heavy loads up an incline for an extended period of time or operating the vehicle at sustained, excessively high engine speeds may cause the engine oil or coolant to overheat. Inspect the airflow passageways in front of the engine for obstructions and clear away any debris or foreign material that is found. If no obstructions are found, review approved driving habits with the customer. The customer may need to operate the vehicle at a higher engine speed to improve cooling system performance, or at a slower engine speed to reduce engine load.
• Temporary Reduced Engine Power. Under extremely cold ambient temperatures some SIDI equipped vehicles may experience ECM commanded Reduced Engine Power for a few minutes during engine warm-up. This would be a normal condition, noticeable only at wide open throttle, and the Reduced Engine Power lamp would not be illuminated.
• Reduced Engine Power may be due to OnStar® remote command. Verify the vehicle is not in the OnStar® initiated Stolen Vehicle Slowdown mode - Refer to Remote Vehicle Speed Limiting Description and Operation
• A cooling fan condition which may cause the engine coolant or oil to overheat. Refer to Cooling Fan Description and Operation , and Cooling System Description and Operation to verify correct operation of the cooling fan.

Fuel Odor

• Inspect for leaking, damaged, or deteriorated fuel lines.
• 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

• Observe the scan tool Throttle Body Idle Airflow Compensation parameter. A value greater than 90 % may indicate an excessive accumulation of deposits in the throttle bore. Inspect the throttle body and clean, if necessary. Refer to Throttle Body Inspection and Cleaning .
• Test the Engine Coolant Temperature (ECT) sensor. Compare the ECT sensor value to the Intake Air Temperature (IAT) sensor value on a cold engine. The ECT and IAT sensor values should be within ± 3°C (5°F). If the ECT sensor is out of range with the IAT sensor, test the resistance of the ECT sensor. Refer to Temperature Versus Resistance - Engine Coolant Temperature Sensor , for resistance specifications. Replace the ECT sensor if the resistance is not within specification. Refer to Engine Coolant Temperature Sensor Replacement . If the sensor is within the specification, test the ECT sensor circuits for high resistance.
• Verify that the fuel system has adequate pressure for engine start-up. Observe the scan tool Chassis Control Module Fuel Pressure Sensor parameter and refer to Fuel System Diagnosis (except NPP) , or Fuel System Diagnosis (NPP)  for correct pressure specifications.
• Inspect for excessive crankshaft endplay that will cause the Crankshaft Position (CKP) sensor reluctor wheel to move out of alignment with the CKP sensor. Refer to Crankshaft and Bearing Removal and Installation , and Engine Mechanical Specifications .

Hesitation, Sag, Stumble

• Test the fuel pressure. Refer to Fuel System Diagnosis (except NPP) , or Fuel System Diagnosis (NPP) .
• Inspect the Mass Airflow (MAF) sensor for obstruction, contamination, and damage.
• Test the generator. Refer to Symptoms - Engine Electrical . Repair the charging system if the generator output voltage is less than 9 V or more than 16 V.
• Inspect for excessive crankshaft endplay that will cause the Crankshaft Position (CKP) sensor reluctor wheel to move out of alignment with the CKP sensor. Refer to Crankshaft and Bearing Removal and Installation , and Engine Mechanical Specifications .
• Test the Manifold Absolute Pressure (MAP) sensor. Refer to DTC P0107 or P0108 .
NOTE:

The following actions may need to be repeated in order to verify an intermittent intake or exhaust camshaft actuator condition.

• Engine warm and idling, verify the correct operation of the camshaft actuator system. Command the intake and exhaust camshaft actuator for each cylinder bank from 0° to 20° and back to zero while observing the appropriate scan tool Intake Camshaft Position Variance and exhaust Camshaft Position Variance parameters. Each parameter should be less than 2° in each of the commanded states.
  • If any of the parameters is greater than 2°, inspect the suspect camshaft actuator and camshaft actuator solenoid valve and valve bore for contamination, obstruction, and damage. Refer to Camshaft Timing Chain Component Removal and Installation , and Camshaft Actuator System Description for additional information.

Lack of Power, Sluggishness, or Sponginess

• Inspect the engine electrical system for correct operation. Refer to Symptoms - Engine Electrical .
• Verify that each injector harness is connected to the correct injector.
• Inspect the Mass Airflow (MAF) sensor for obstruction, contamination, and damage.
NOTE:

The following actions may need to be repeated in order to verify an intermittent intake or exhaust camshaft actuator condition.

• Engine warm and idling, verify the correct operation of the camshaft actuator system. Command the intake and exhaust camshaft actuator for each cylinder bank from 0° to 20° and back to zero while observing the appropriate scan tool Intake Camshaft Position Variance and exhaust Camshaft Position Variance parameters. Each parameter should be less than 2° in each of the commanded states.
  • If any of the parameters is greater than 2°, inspect the suspect camshaft actuator and camshaft actuator solenoid valve and valve bore for contamination, obstruction, and damage. Refer to Camshaft Timing Chain Component Removal and Installation , and Camshaft Actuator System Description for additional information.

Poor Fuel Economy

• Inspect for heavy loads being carried or towed
• Inspect for acceleration rate too much or too often
• Inspect for incorrect operation of the speedometer.
• Observe the scan tool Throttle Body Idle Airflow Compensation parameter. A value greater than 90 % may indicate an excessive accumulation of deposits in the throttle bore. Inspect the throttle body and clean, if necessary. Refer to Throttle Body Inspection and Cleaning .
• Verify that the Engine Coolant Temperature (ECT) has not shifted in value. Allow the engine to run and reach operating temperature. Observe the ECT Sensor parameter with a scan tool and compare the reading to the parameter listed in the K20 Engine Control Module: Scan Tool Information , list. If the reading is not in the range specified in the list, test the resistance of the ECT sensor. Refer to Temperature Versus Resistance - Engine Coolant Temperature Sensor , for resistance specifications. Replace the ECT sensor if the resistance is not within specification. Refer to Engine Coolant Temperature Sensor Replacement . If the sensor is within the specification, test the ECT sensor circuits for high resistance.
• Inspect the Mass Airflow (MAF) sensor for obstruction, contamination, and damage.
• Inspect the brake system for brake drag.

Rough, Unstable, or Incorrect Idle and Stalling

• An excessively high idle may be due to the floor mat interfering with the accelerator pedal. With this condition present, it may not be possible to shift the transmission into gear. Inspect the accelerator pedal for binding and verify that the floor mat is not interfering with the accelerator pedal movement.
• Engine idle speed may be unstable or the engine may stall if the ECM has learned an incorrect idle/airflow compensation value. A DTC may also set. Observe the scan tool Throttle Body Idle Airflow Compensation parameter. A value greater than 90 % may indicate an excessive accumulation of deposits in the throttle bore. If the throttle body needs cleaning, refer to Throttle Body Inspection and Cleaning .

  The actions listed below may also cause the ECM to learn an incorrect idle value.

  • The ECM has been replaced
  • The throttle body has been replaced
  • The throttle body has been cleaned but the idle learn procedure was not performed after completing the cleaning
  • The air induction system was leaking, allowing non-metered air to enter the combustion chamber. The leak was repaired but the idle learn procedure was not performed after repairing the leak

    If any of the actions listed above have occurred, the Throttle Body Idle Air Flow Compensation Reset procedure must be performed.

• Inspect the Mass Airflow (MAF) sensor for obstruction, contamination, and damage.
• Inspect the engine mounts for looseness, wear, and damage. Refer to Engine Mount Inspection
• Inspect the intake and exhaust manifolds for casting flash.
NOTE:

The ECM uses the Bank 1 Exhaust Camshaft Position sensor to determine camshaft to crankshaft relationship in order to control fuel injector and ignition system synchronization. If the Bank 1 Exhaust Camshaft Position sensor signal to the ECM is intermittent, a stalling condition will occur and a DTC will not set.

• Inspect all Bank 1 Exhaust Camshaft Position sensor wiring for poor connections. Start the engine and observe for engine stalling while wiggling the Bank 1 Exhaust Camshaft Position sensor wiring harness.

Surges/Chuggles

• Inspect the Mass Airflow (MAF) sensor for obstruction, contamination, and damage.
• Inspect for slow responding Heated Oxygen Sensors (HO2S). The HO2S should respond quickly to a change in throttle position. If the HO2S do not respond to different throttle positions, inspect for contamination from fuel, silicon, or the incorrect use of RTV sealant. The sensors may have a white powdery coating and result in a high, but false, signal voltage, which gives a rich exhaust indication. The PCM reduces the amount of fuel delivered to the engine, causing a driveability condition.
• Verify that each injector harness is connected to the correct injector.