Tech2 for 2005 Chevrolet Silverado Fuel Injector Balance Manual

 2005 Chevrolet Silverado 6.6L Eng VIN 2 2500 HD Fuel Injector Balance Test With GM Tech 2 (With Automatic Transmission).

 

Circuit Description

The Fuel Injector Balance test is performed when a misfire, knock, excessive smoke, or rough

running condition exists with no electrical DTCs. During the Cylinder Power Balance portion of the test, the engine control module (ECM) turns OFF individual injectors while the engine is running and the scan tool displays engine RPM. The ECM adjusts for the drop in engine speed, so the power contribution of each cylinder must be felt by the technician. If a fuel injector is turned OFF and there is a different power contribution observed when compared to the other cylinders, that cylinder is identified with the complaint. If the customer complaint occurs during idle or during offidle tip in acceleration, the balance rates are used to identify the cylinder with a fault related to the fuel injector or engine compression. If a fuel injector is turned OFF and the engine noise or smoke disappears, that cylinder has a fuel injector or engine compression condition.

 

Test Description

The numbers below refer to the step numbers on the diagnostic table.

 

4: The balance rate adjustments are utilized by the ECM only at idle. The balance rates

are the fuel adjustments for each individual cylinder based on the variations in engine

crankshaft speed. A positive value indicates that fuel is being added to each cylinder

event, such as with poor engine compression or a fuel injector that is not flowing enough

fuel. A negative value indicates fuel being removed from each cylinder event, such as a

fuel injector that is flowing too much fuel. The balance rates will change depending on if

the transmission is in Neutral or Drive.

 

5: This step determines if the ECM can control a stable fuel pressure. A high balance

rate may be caused by a fuel injector or compression only if the ECM can control fuel

pressure.

 

6: The Cylinder Power Balance Test may be performed at any engine speed or load

from idle to wide open throttle (WOT). There is a 5 minute time limit for each test. The

ECM and scan tool must both be powered down to reset the timer.

Fuel Injector Balance Test with Tech 2 (with Automatic Transmission)

 

 

Step	Action	Values	Yes	No
1	Did you perform the Diagnostic System Check – Vehicle?		Go to Step 2	Go to Diagnostic System Check – Vehicle in Vehicle DTC Information
2	Are any DTCs set other than P0300, P0301- P0308?		Go to Diagnostic Trouble Code (DTC) List – Vehicle in Vehicle DTC Information	Go to Step 3
3	Does the customer concern occur at idle or during tip-in acceleration off-idle?		Go to Step 4	Go to Step 6
4	1. Start and run the engine until the engine coolant temperature (ECT) is more than 82°C (180°F). 2. Turn OFF all accessories. 3. Hold the brake pedal in the fully applied position. A hiss will be noticeable when the brake is fully applied. 4. Place the transmission in Drive. 5. Idle the engine for more than 30 seconds. 6. Record the Balancing Rate Cyl.1-8 parameters from the scan tool while the engine is at idle speed. 7. Repeat steps 2-6 with the transmission in Neutral. Are all of the Balancing Rate parameters within the first specified range in Drive, and the second specified range in Neutral?		Go to Step 6	Go to Step 5
5	Graph the Fuel Pressure Regulator. Refer to Fuel Pressure Regulator Diagnosis .Is the fuel pressure regulator graph normal?		Go to Step 7	Go to Step 9
6	IMPORTANT: The fuel Cylinder Power Balance Test must be performed under the conditions for which the concern occurred. The concern must be duplicated during the test. IMPORTANT: DO NOT operate the cruise control during this test. Cruise control reactivation after the test may cause a brief extreme increase in engine speed. 1. Observe the cylinder power contribution or other customer concern. 2. Perform the Cylinder Power Balance Test in Special Functions.Do any of the cylinders indicate a different cylinder power contribution than the others, or lessen the customer concern?		Go to Step 7	System OK
7	IMPORTANT: A fuel injector leak into the combustion chamber may result in mechanical damage to the cylinder. If any fuel spray comes out of a glow plug hole during the compression test, replace the fuel injector of the affected cylinder. Perform the Engine Compression test. Refer to Engine Compression Test in Engine Mechanical – 6.6L.Do any of the cylinders have low compression?		Go to Symptoms – Engine Mechanical in Engine Mechanical – 6.6L	Go to Step 8
8	IMPORTANT: Refer to Injection System Components in Engine Controls Component Views . Failure to correctly identify the cylinder positions may result in the replacement of the wrong fuel injector. Replace the fuel injectors on the cylinders that had poor cylinder power contribution, high balance rates, or a noise/smoke change. Refer to Fuel Injector Replacement (Left) or Fuel Injector Replacement (Right) .Did you complete the replacements?		Go to Step 10
9	Replace the fuel pressure regulator. Refer to Fuel Pressure Regulator Replacement. Did you complete the replacement?		Go to Step 10
10	Operate the vehicle under the conditions in which the concern occurred.Does the system operate normally, with no DTCs or symptoms?		System OK	Go to Symptoms – Engine Controls

Good to know:

GM Tech 2 (Item No. SP23-1) can perform 2005 Chevrolet Silverado Fuel Injector Balance Test:

https://www.obdii365.com/wholesale/tech2-diagnostic-scanner-with-tis2000.html

Guide on 2006 Corvette M6 BCM fix with GM Tech2

Car model and year: 2006 Corvette M6

Symptom description:
The new column lock replacement parts have been installed in my 2005 M6 and now I need to instruct the BCM to ignore any odd codes from the column lock as a part of the fix outlined in the TSB.

Tool to use:
GM Tech2
TIS2000

Guidance:
Will need to pick up a Ac Delco subscription for $40 to start with so you can get access to the new firmware file.
https://www.acdelcotds.com/subscriptions
Next, if you don't have a rs-232 port on your laptop, will need to buy the needed USB cable so you can connect the tech II to your laptop on a USB port.

Now the easy part, Put the tech II into pass through mode, connect it to the car with car in run mode motor off, and bring up TDS on your machine to use SPS.
Now using TDS SPS, run through it until you get to the modules mode, and and select Body control module.
In the firmware selection screen utility to disable the steering control lock in calibration, and flash that it.
This will cover you to see what to select the firmware file to flash in.
https://mega.nz/#!ER5m0QLQ!oVxPQIP9tfYn93rvqxn2AXgw-zgJUsYLhrA9HWAJgzs
FYI, it's a new file and one that will not be in TIS2000 unless you have an active account that can connect to GM to pull the needed updated firmware file that was just released this year. Most don't, so TDS for $40 for two years it the cheaper option.

A frustration to be solved:
Got the usb to rs232 cable and the $40 subscription but cannot for the life of me get the laptop to connect to the Tech2 and the car. I am getting messages from the website to restart my programming interface and when I log in and try to add the VIN, the website takes me to a bunch of warning messages and unread alerts. Once I get SPS up and try to run the process after selecting the Tech2 pass through mode and checking the connection, I just get error messages. I have gone the rough the connection and login process several times and followed the connection instructions on SPS exactly. I don't know if I need to enter the VIN someplace but can't seem to do that. The Tech2 connects to the car fine so it has to be the web, laptop, tech2 connections that is not happening..

Solution:
When you start SPS the first time, you have to set it up correctly. There are a few programs that you needed to download and install, as well as allowing a few sites to get through, then final Java updates that are needed.
After this and you have sps start up, when you get the first pop in SPS , did you install the Tech II J2534 driver or not?


Lastly, with Tech II connected to the machine, go in device manager and make sure that the tech II is showing up in the list as well.
Also to point out, not sure where you bought your Tech II kit from, but should have come with a candi module from the start that should be in play.

source: http://www.eobdshop.com/wholesale/tech2-diagnostic-scanner-with-tis2000.html

Myself, I just use a VX nano most of the time, since the VX driver works for SPS (don't have to load either bosch drivers), nor play the extra candi/usb cord since the usb cord that comes with it is all that is needed for SPS programming.

Quoted from https://www.corvetteforum.com/forums/, thanks to @Dano523 for his contribution.



Source:http://blog.eobdshop.com/2006-corvette-m6-bcm-fix-with-gm-tech2/

How to solve 2015 Chevy Express 4500 – no start

Car models: 2015 Chevy Express 4500 with a little over 18,000 miles.

Symptom – When trying to start engine, turn key , dash goes dark and nothing happens, the engine does not turn over. Stop turning key and “SERVICE AIRBAG” is displayed and dash chimes 33 times. I used a Snap-on Solus Ultra to read the codes.

Current Codes that are showing up:U0100,U0140,U0073,C0055

Troubleshooting so far:
Battery is good. Checked all fuses in engine compartment and under drivers seat. All test good. Looking for ideas on what to check next.

Analysis 1:

– No EBCM fault will cause no start condition, so you can safely ignore the C0055 for now.
The three U codes are important and most likely have one common cause. The ECM, BCM, TCM modules are unable to communicate with each other. Finding the reason could be tricky, time to study that electrical diagram posted above and verify power, ground to the modules, disconnect those C100 and C101 connectors and check for continuity on the data wires. Automotive electrical troubleshooting experience required.
As a side effect, PRNDM1 indicator on the instrument cluster will not be illuminated while no communication is present. So when it lights up you know you found the problem.

Reply:

I do not see a C100 or C101 connector in the Body Builders service manual.

The PRNDM1 indicator is illuminated and seems to work when shifted. The head lights and FTP and brakes lights all seem to function properly as well.

Troubleshooting 1/18/19:
I disconnected the connector to the Airbag control module under the drivers seat. I got different symptoms when I tried to start the vehicle. I then reconnected it and disconnected the EBCM on the drivers side rail under the vehicle. When I tried to start the vehicle, I got the same exact symptoms as when it is connected. I measured 12 volts on both pins 1 and 11 and 18 and 28 on the EBCM connector K17. The ground was good to the ECBM as well.

I am going to hook a oscilloscope up to the CAN bus data pins and see if the correct signal voltages for proper bus communications are present.

Troubleshooting 1/19/19:
I hooked the scope to pins 6 and 14 on the OBD2 interface under the drivers side dash. I turned the ignition on. I saw the expected wave forms with no strenuous signals. I tried to start the vehicle and this time the started engaged and the engine turned over but it still did not start. The “Service Airbag” message was no longer displaying. I disconnected the connection to the OBD2 connector. I tried to start the engine again and it turns over but did not start. I tried again and the “Service Airbag” message re-displayed. I reconnected the OBD2 connector to the scope and was able to get the “Service Airbag” message to go away again.

With the engine wanting to turn over, I disconnected the EBCM connector again. I got the same exact symptom as when it is connected, engine turns over but does not start.

Next step, I am going to try to see if there is any data on the SAE J1850 bus pins on the OBD2 connector.

Troubleshooting 1/20/19:
I connected the scope to pis 2 and 10 on the OBD2 connector to measure data. I did not see any signals on those pins.

I disconnected the battery so I could measure the resistance of the High speed bus, pins 6 and 14 on the OBD2 connector. I read 60.4 ohms which is the correct resistance.

Analysis 2:

DTC U0100: Lost Communication With ECM/PCM “A”
DTC U0140: Lost Communication With Body Control Module (not Brake Control)

Check continuity to them.

Action

I started to look at the BCM. The BCM for my vehicle is NOT located behind the right driver side knee like the documentation states. It was located in front middle of the passenger knee bottom plastic plate. I took the BCM out of the holder. I pulled the X3 connector that has the data bus connections on it. Tried to start the vehicle with the connector removed. No PRNDM1 indicator and no crank. I plugged X3 back in, cycled the key and now it starts! I reinstalled all of the things I disassembled. It starts up every time. No codes are on the ECU now. I am kind of worried that this issue is going to come back to haunt me one day, but at least I know where to start looking. Thanks again for everyone’s help!

Not fixed yet! Ugh!
This Chevy Express 4500 is a RV cutaway for a Coachmen Freelander 21QB. During the troubleshooting I accidentally stripped the brass positive cable screw. I replaced the stripped battery terminal yesterday and connected the house battery’s back in and hooked back up the RV charging relay. The problem reappeared. It failed to turnover and the service airbag message appeared again. I unhooked the relay and after many tries was able to get it to start again. Seems to be very intermittent. I am looking back at the pictures of the scope screen for the CAN- low level. I noticed interesting voltage levels on the CAN Low bus line. Not sure if that is impacting the bus or not. I attached the picture so you can see that the low part of the CAN-Low line signal has a couple of different voltage levels. The CAN-High signaling seems to look fine. I will attempt more troubleshooting again tonight to see if I can create a fail/good start scenario to help a little more in finding the source of the issue. I wish I had a digital scope with 2 inputs and CAN bus decode, but I only have an older analog one right now with a single input.

CAN – low signal

Advise continue to check:

You’re goanna have to probe deeper. Use continuity mode on your DMM. Probe the data bus pins between module and module to make sure they have a good connection. Check power supply and ground connections too.

What to do:

I measured the resistance between the CAN-H and CAN-L pins on the OBD2 port below the driver knee. I measured 60 ohms. If the data bus was open anywhere, I thought that I would get a different resistance but this is all new to me. All of the dash lights seem to function properly even during the no crank situation. The PRNDM1 seems to always work unless I disconnect the X3 connector. The battery is good and not a source of problem.

The issue seems to be intermittent. I can recreate a no start / service airbag display if I let the vehicle sit for a long period of time (so far I have only tried 24 hours); put the key in; turn the ignition to run; wait 1 sec; turn key to crank. The starter will engage for .5 seconds and the stop. All lights on dash go out. When I release the key back to run, the dash lights reappear and chimes 5 times and then I get 33 fast chimes with the service airbad message.

The engine will not start until I do the following. It I take the key out, open the drivers door, wait 10 seconds, put key in and turn to run; wait 4 seconds; then turn to start. The engine will then start and no messages are displayed. The engine will continue to start (most of the time) with any attempt after this and seems to function normally.

I need to figure out what sequences/sensor conditions in the computers will cause the “service airbag” message to appear with 33 chimes.

Question:

Can someone help me understand the CAN bus layout for my vehicle? The diagram show 3 x 120 ohm resisters instead of 2. Also, why do most of the modules have 2 connections to the CAN bus? I would think that it would only be one if the module was a node on the bus.

BODY BUILDER MANUAL FOR 2015 CHEVROLET EXPRESS/GMC SAVANA ELECTRICAL SECTION – page 120

I have an digital oscilloscope with CAN bus decode on order and will be posting captures hopefully soon.

Analyze:

I really think you are barking down the wrong rabbit hole. Analyzing the signals will be very time consuming, and ultimately unproductive towards solving your no-start.

If you checked to make sure the modules have good solid connections to each other, power, and ground, then the next step is to start swapping modules.

Reply:

I think I understand, 2 different transmission configurations with terminating resistors shown in the diagram. Thanks. Scope is due to arrive next Thursday. I will be able to plot voltages to the BCM while cranking as well as do a detailed signal inspection of the CAN bus. More to come.

Go on….

Based on my older scope analysis, I believe that I have a module that is corrupting the bus. Instead of randomly replacing modules, my goal is to capture the data of the offending module and gather the ID field of it. Then I will know what module is bad and replace it. I have seen others troubleshoot it by pulling fuses to the modules one at a time until the bus looks clean, but I am going to try this method first.

GM Tech2 needed:

if you really believe you have a module issue you need to borrow a GM MDI / GDS tech tool, it will allow you to determine/test the health of each system. Your van is too new to use the older Tech2 which is pretty common at local service shops (I have one myself and they are invaluable but my van is an 06).

What to do next:

Just a quick update. The engine starts every time I try now, I can no longer make it fail. I did not do anything to fix it that I know of. For additional troubleshooting, I purchased a “CANable” CAN to USB adapter. I was able to configure the adapter and connect it to a Raspberry PI 3 and run Wireshark to capture raw CAN bus packets. I was specifically looking for packets with the “error” bit set in the CAN header which would represent bus errors. I captured packets for an extended period of time and did not see a single error. I guess I will have to wait till this problem reoccurs to troubleshoot further.

Till next time…….

Finally solved.

Problem back. My vehicle is an RV so I went to use the vehicle last weekend for the first time since December and the same thing happened again. Turn key , dash goes dark and nothing happens, the engine does not turn over. Stop turning key and “SERVICE AIRBAG” is displayed and dash chimes 33 times. I then used the same method of getting it to start as before. Opened the drivers door and closed it. Waited for the mileage to disappear, turn the key to on, wait for 4 seconds and then start. It has started ever time after that. At least I think I have a work around and hoping it does not stick me on the road in some distant city.

Credits to @rockfishon https://chevroletforum.com/forum/

GM Tech2 for sale

http://www.obd2eshop.com/wholesale/tech2-diagnostic-scanner-with-tis2000.html

Source:http://blog.obd2eshop.com/solved-2015-chevy-express-4500-no-start/

(Solved)Saab 2008 9-3 Aero TTid with a fault

Car model and year: Saab 2008 9-3 Aero TTid

Errors:
It won't rev from cold at all for about a minute, then sound to pick up a bit and does fine. It has no power and will pull gently but then when pushed come up with limited performance.
It also says dpf full, it has been apparently from before I got it on the last 2 mots, I have taken it off, cleaned it through and back on, still says it, no fault codes read on my generic obd tool that is quite good with other Saabs so a but stuck to what may be wrong.

GM Tech2 yes:
Maybe the ECU is stuck in a regen loop and hasn't been able to complete, or you could have a DPF sensor problem
Need to get the feedback from GM Tech2 to see what the pressure values are and then probably force a regen with Tech2 to set
a baseline with the ECU.

It is sure GM Tech2 work well with SAAB 9-3.
but you have to have a Saab Card installed which you can buy and do yourself. And if you have a 2003,4 or 5 you will have to have a newer card and a candi adapter and if you have a 06 or above you have to go on line and pay by the hour.
The candi adapter is packed with the GM TECH2 and the card is about 22USD.

Where to have GM Tech2?
Look here for GM Tech2
www.obd2eshop.com/wholesale/tech2-diagnostic-scanner-with-tis2000.html


Opcom yes:
Might be worth trying Opcom as its cheap and plays well with the TID's not so sure re TTID though.
Opcom will work mostly OK with TTid's too.


Look here for Opcom
http://www.obd2eshop.com/wholesale/opcom-op-com-can-obd2-opel-firmware.html



http://blog.obd2eshop.com/solution-saab-2008-9-3-aero-ttid-with-a-fault/

GM Tech2 (SP23-1) Test Results: Yes & No

GM Tech2 (SP23-1) Test Results: Yes & No as well as FAQ. Big thanks to the real users.

GM Tech2 Yes:

GM trucks 1999 and 2013 climate control

H2 Hummer
2003 Chevy Silverado 2500 6.0l 4L80E
diagnose the scan bus, modules and ABS system to determine

2004 Chevy Tahoe LT.

2000 model Holden Jackaroo – isuzu trooper.

GM Chevrolet Corvette after 1996

Crankshaft position sensor relearn procedure

2006 Chevrolet Silverado (truck)

2011 Cadillac SRX yes for programming new or Reprogramming used Liftgate Control Module.

Saab 2003 93 Linear

2003 Chevy 2500HD Duramax w/Allison Trans

GM 99 gmc sierra.

Reprogram theft deterrent on 03 corvette

Diagnose GMC truck with 2008 Isuzu diesel engine c7500 7.8; reset code for the DPF: Confirmed.

2008 saab 9-7x 5.3

Program keys for an 03 Saab 9-3 (Ok for 2003 year, the software is 1998 – 2012)

CASE Re-Learn: confirmed

2000 Chevy Tahoe: tune the fan since these vehicle has a fan cluthch.

Gm light SUVS like the Escalade or Trailblazer: yes

Clear BCM DTC’s
Navigate To Vehicle Control Systems Menu
Select Module Setup
Select BCM Menu
Select BPP Sensor Calibration Procedure

Can test if injectors is good or bad, supports monitor the pressure: Yes

GM Tech2 No:

2008 Saturn Astra

Doesn’t come with dongle crack

2004 Volvo V40: ABS and SRS control system

GM Tech 2 (SP23-1) hasn’t recom rec10, it can’t change for the updated dc to dc converter.

Can’t support 1997 saab.

GM tech 2 error:

Possible reason and solution:

Plugged the SD card into the wrong slot, try another one, it will work.
Q: Can GM Tech2 support the GM after 2007 year? Does it need to work with the other tools?

A: It depends on what car models, the software is not the same.

Q: 1996 Oldsmobile Aurora, click “Yes” to clear the DTC codes, but it failed.

A: Only after the car is repaired, can the DTC codes be erased.

To be continued…

http://blog.obd2eshop.com/gm-tech2-sp23-1-test-results-yes-no/

How-to’s of GM Corvette base 2000 service active handling and abs warnings?

Car model and year: GM Corvette base 2000

Symptom Description: After the ordeal of replacing the damper I get the service active handling and abs warnings. No wiring was damaged and according to a friend’s scan tool the steering position sensor is in working condition.

I don’t recall the codes but I know that my steering rack and steering wheel senor are out of sync. All is well until I turn the steering wheel hard left.

Suggestion and Solution:

If you don’t maintain the steering wheel position to the actual wheel position, you will see the problem that you are seeing.

Someone let the steering wheel turn from the position that it was in when you disconnected the steering shaft from the rack. or moved the actual wheel position when the shaft was disconnected. Now the steering wheel position sensor at the base of the steering column (at the fire wall on the inside of the cab) is out of ZERO alignment.

You will need to disconnect the steering shaft from the rack and either turn the wheels to the correct position or turn the steering wheel to the zero position.

You should really pull up and read the DTCs in the DIC to rule out the NUMEROUS OTHER DTCs that could be causing this issue.

To do this correctly, you need a GM TECH2 or you can get creative and use a multimeter to read the output voltage on the SWPS. It needs to be right around 2.5 ish volts DC to be zero (wheel pointed dead ahead) Once the wheels are dead ahead and the SWPS is 2.5 ish volts, reconnect the shafts again! .

Thanks to @ Bill Curlee a poster of https://www.corvetteforum.com/forums/

Thanks to Laurance for collecting.

http://blog.obd2eshop.com/gm-corvette-base-2000-service-active/

How to solve GM MDI Error"Can't connect with the software"

If you use GM MDI, then you are familiar that sometimes you can get some troubles. And one of the most common is that it can't communicate with the software. There's an easy fix for this problem, below you can read how to solve this issue in a short amount of time.
First thing you need to do is to make sure that the MDI Manager software was installed on laptop well and the MDI must be powered before you use it to communicate. Also the MDI should be configured for wired internet or wireless communication.
If the MDI can not communicate with the MDI, you should check the cables if the connection between them two has completed its power up sequence, if the connector pins are clean and the MDI Manager software is running.
If you connect them by using USB, you need check if the MDI USB connection is detected by windows. Then you can connect the MDI to the PC USB port and power up the MDI. Open the Network and Dial-up Connections Window from the Windows Control Panel. Then check for the device name ETAS USB Remote NDIS Network Device. If it is not running, check all USB ports on the PC and verify that the MDI is powered on.
If you connect them by using wireless internet, you should make sure that wireless communication is enabled and the IP configuration is properly set using the MDI Manager software. Then what you need to check is that the USB cable is not plugged in, the MDI is not being used via wired internet and the wireless card is properly seated in the MDI. You can contact your IT department and check that your PC is detecting the wireless access point and the correct security settings have been configured for the MDI.
If you connect them by using wired internet you need to ensure that the wired internet communication is enabled and configured using the MDI Manager software. Then you should check that the USB cable is not plugged in and the MDI device detects wired internet activity by viewing the lights blinking on the wired internet port of the MDI.
By far this is the solution, if by any chance you find this too complex then we you can buy the MDI with laptop together, so that our engineer can installed the software for you well, and test it with the car first, make sure you can use it directly when you get the machine ​
Hope it has helps
http://blog.obd2eshop.com/solvedgm-mdi-errorcant-connect-with-the-software/