Archive for November 2016

Topping Off Diesel Exhaust Fluid

Diesel Exhaust Fluid (DEF) is required to maintain normal vehicle operation and emissions compliance on 2010-2017 Express and Savana; 2011-2017 Silverado and Sierra 2500-3500 HD; 2014-2015, 2017 Cruze; and 2016-2017 Colorado and Canyon models equipped with a diesel engine (RPOs L5P, LML, LGH, LUZ, LWN, LH7). DEF usage will vary depending on driving style, trailer towing, loaded vehicle weight, weather, idle time and PTO use. It’s recommended to refill the DEF tank at the first opportunity after a low warning message in order to avoid any vehicle speed limitations.

 

Below OK Level

 

The DEF level indicator is displayed on the Driver Information Center (DIC) along with a series of messages regarding the amount of DEF that is available. Typically, when the DIC shows the DEF to be at any level below OK (Fig. 1), at least 2.5 gallons (9.5 L) can be added to the DEF tank (this has not yet been verified on the 2017 Cruze). The amount needed to top off the tank will vary.

 

F01 DEF level

Fig. 1

 

DEF has a shelf life of two years. However, this can be reduced if the fluid is exposed to direct sunlight or temperatures above 86°F (30°C) for sustained periods. All DEF packaging is labeled with a production date.

 

Filling the Tank

 

The DEF fill location, identified by the blue fill cap, is different on several models:

• 2010-2017 Express, Savana; 2016-2017 Colorado, Canyon; 2017 Cruze – Behind the fuel fill door • 2014-2015 Cruze – Under the trunk floor • 2011-2017 Silverado, Sierra – Underhood (Fig. 2)

 

F02 DEF fill

Fig. 2

 

TIP: After filling the DEF tank – unless the DEF tank was empty and the Exhaust Fluid Empty message was displayed – there may be a short delay (several miles/km) before the increased level of fluid is detected and the DIC is updated.

 

Typically, DEF warning messages on the DIC begin once the estimated range falls below 1,000 miles (1,609 km). When the DIC displays 1,000 miles or less, a 2.5 gallon (9.5 L)  container of DEF can be added to the tank. DEF fluid range will vary based on environmental conditions and vehicle use. To eliminate the DEF warnings, once the range drops below 300 miles (482 km), the DEF tank should be refilled.

 

If the vehicle speed has been limited and DEF has been added, it may take up to 30 seconds after starting the engine with the vehicle stopped for the Exhaust Fluid Empty Refill Now message to clear. If the vehicle is driven prior to the DIC message clearing, the vehicle speed will still be limited. If the DIC message clears while driving, the speed limitation will be removed gradually.

 

On diesel models equipped with RPOs L5P, LH7 or LWN, a Service Emission System message may display on the DIC after filling the DEF tank with the ignition on. This message may appear when using a mobile fill cart with an automatic nozzle or filling up at a commercial truck service station with DEF dispensing equipment. DTC P206B (Reductant Quality Sensor Circuit Performance) may be set. Some DEF filling equipment use pumps that create a high level of temporary aeration of the DEF fluid, which temporarily affects the operation of the in-tank DEF quality sensor. After the aeration quickly dissipates, the sensor will return to normal operation. However, if the ignition is on, the DIC message may be displayed. The ignition should be kept on until the Service Emission System message clears.

 

DEF in Cold Weather

 

DEF freezes when exposed to temperatures below 12°F (-11°C). In cold conditions, it is normal for DEF to freeze. The tank and delivery lines are heated to thaw frozen DEF.

 

When filling the tank in cold conditions, the vehicle may not recognize the new fluid level until the tank thaws. In certain cold conditions, it is possible to find some frozen DEF in the DEF fill pipe opening. When driving in extremely cold areas, it is recommended to fill the DEF tank prior to cold temperature exposure.

 

– Thanks to Larry Yaw

 

Updated February 24, 2017

AutoStop Active during Low-Speed Maneuvers

The 2016-2017 ATS and CTS feature the Auto Engine Stop/Start (AutoStop) system (RPO KL9), which turns off the engine when the brakes are applied and the vehicle is at a complete stop (depending on operating conditions). When the brake pedal is released or the accelerator pedal is applied, the engine will restart.

 

When AutoStop is active, it may interfere with low-speed maneuvers and while parking the vehicle. This is a normal characteristic of the system and no repairs should be made.

 

If drivers find the operation of the AutoStop feature to be objectionable is certain situations, it can be disabled using the AutoStop button. The system should be disabled before attempting the low-speed maneuvers.

 

On CTS models, the AutoStop button is located next to the infotainment screen. (Fig. 3) On ATS models, the button is located on the center console by the shift lever. (Fig. 4) When the system is disabled, the button indicator will not be illuminated and the AutoStop symbol on the instrument cluster will change from green to white with a slash through it.

 

F03 autostop button CTS

Fig. 3

 

F04 autostop button ATS

Fig. 4

 

– Thanks to Rob Ritz

Multi-Media Interface Tester Tool Update

The Multi-Media Interface Tester (EL-50334-20) (Fig. 5), which can be used to verify auxiliary, USB and Bluetooth connectivity between a device and a GM infotainment system, has recently received several updates that are available through a new software download.

 

F05 MIT image 2

Fig. 5

 

When diagnosing an infotainment system condition, the Multi-Media Interface Tester (MIT) offers the ability to deliver pass or fail testing on several systems, which provides a known good device for accurate and reliable diagnosis. The MIT will confirm Bluetooth pairing with the vehicle and can place a test call to confirm the Bluetooth system is working properly. The MIT outputs four distinct audio files to test the Bluetooth, Auxiliary/Line-In, and USB functions of the audio system. The operation of each test function is confirmed by a confirmation message played back through the vehicle’s audio system.

 

Updated Software

 

Features of the updated software include:

• New support of Secure Simple Phone pairing, which is the only way to pair a phone with the Info 3.0 Infotainment System that will be first available on the 2017 CTS. Secure Simple Pairing is a more seamless handshake between the mobile phone and the Infotainment system using a 6 digit PIN instead of the previously used 4 digit PIN. • FAT32 USB compatibility, which many of the Next Generation Infotainment (NGI) and new Infotainment Systems use to communicate to the external USB drive. The previous MIT software was FAT16, which may have caused issues with the newer systems. These issues are eliminated with the new FAT32 protocol.

 

The software update is available at www.gmdesolutions.com/downloads/ (U.S.) (Fig. 6) or www.des-canada.ca (Canada).

 

To update the MIT:

1.     Log in to the website.

2.     Select the latest MIT update.

3.     Click the Download MIT Update/Utility link.

4.     Select Run to run the download file.

5.     Follow the on-screen instructions to update the MIT.

6.     When the software update has completed, the MIT is updated.

 

F06 software website

Fig. 6

 

– Thanks to Dan Hrodey

Avoid Turbocharger Damage during Service Work

When performing underhood service work on the 2016 Cascada, use care to avoid damage to any turbocharger components on the 1.6L engine (RPO LWC).

 

Recently, turbochargers returned under warranty have had damage to the wastegate actuator solenoid vacuum port fittings (Fig. 7, A) and bypass valve port fittings. (Fig. 7, B) Service parts are available for the bypass valve, wastegate solenoid and wastegate actuator in kits.

 

Do not replace the turbocharger assembly for damage to these components.

 

F07 turbo clip R

Fig. 7

 

TIP: In addition to the 1.6L engine, this information applies to all four cylinder engines equipped with a turbocharger.

 

– Thanks to Javier Hinojos

Truck and Snow Plow Headlamp Flicker

When equipped with snow plow equipment (Fig. 8), the headlamps of the truck or snow plow may flicker or be inoperative on some 2014 Silverado 1500 and Sierra 1500 models and 2015-2017 Silverado and Sierra models. This condition may occur on either the left or right lamp assembly. DTCs B2575 (Headlamps Control Circuit) and B2699 (Right Headlamp Control Circuit) may be set.

 

F08 snow plow

Fig. 8

 

Some snow plow manufacturers offer a headlamp changeover module for switching between the truck’s headlamps and the snow plow’s headlamps. Depending on the type of headlamps on the truck and how they are controlled, the headlamp changeover module may not operate correctly with the truck’s headlamp system, which can cause either or both of the truck and/or snow plow headlamps to flicker during changeover.

 

This condition is not related to the truck’s headlamp system. Contact the snow plow manufacturer for information on the headlamp changeover system.

 

Additional information can be found on the GM Upfitter website at www.gmupfitter.com. Under the Technical Bulletin tab, click “Show all bulletins” and select UI Bulletin 116 Snow Plow Lamp Activation.

 

GM Upfitter Website

 

The GM Upfitter Integration website — gmupfitter.com — offers a variety of valuable information and assistance for technicians and other personnel. (Fig. 9)

 

F09 upfitter website image

Fig. 9

 

Here, you’ll find body builder manuals; technical bulletins covering design changes, upfitter modifications and other issues; generic Incomplete Vehicle Documents (IVD) for Chevrolet Express, Silverado, Colorado and GMC Savana, Sierra, Canyon and others, and best practice manuals with engineering recommendations and guidelines for Special Vehicle Manufacturers. There is also a section on FAQs as well as links to some helpful sites, such as GM Fleet, Chevrolet Commercial Vehicles, GM Mobility and more.

 

– Thanks to Jim Will

Service Know-How

10217.01V – Emerging Issues

January 13, 2017

 

The latest service topics from Brand Quality and Engineering are reviewed, including highlights of the Rear Seat Reminder feature (Fig. 10) and how to update the software in several diagnostic tools.

 

F10 EI image

Fig. 10

 

To view Emerging Issues seminars:

• Log in to www.centerlearning.com • Select Resources > Video on Demand > GM STC > Search Videos; or • Select Catalog to search for the course number, and then select View > Take or Continue Course

The Bolt EV Charges Ahead in the Electric Vehicle Market

As the first long-range, affordable electric vehicle (EV) from an established automaker, the new Chevrolet Bolt EV (Fig. 1) is charged with bringing electrical propulsion to a whole new range of consumers. With a fully-charged high voltage battery, the Bolt EV offers an EPA-estimated 238 miles (383 km) of electric range, which is five times the amount needed for the average daily commute of 40 miles (64 km).

 

F01 Bolt EV profile

Fig. 1

 

The Bolt EV is a front-wheel-drive, five passenger, four door hatchback available in LT and Premier trim levels. It features a sleek, low profile thanks to an innovative high voltage battery cell arrangement that provides a flat floor while maximizing interior space.

 

The centrally located battery pack provides an optimal center of gravity for excellent ride and handling. At approximately 3,569 pounds (1,619 kg), the Bolt EV is light for a car with such a large battery pack. It comes standard with 240 volt and 120 volt charging capability.

 

100% Electric Propulsion

 

The propulsion of the Bolt EV is achieved by a fully automatic, variable-speed, electric drive transmission. The permanent-magnet synchronous AC electric motor provides 200 horsepower and 266 lb.-ft. of torque. The electric motor, drawing power from the 60-kWh battery pack, is capable of launching the car from 0 to 60 mph (97 km/h) in approximately 6.5 seconds, according to GM testing.

 

The 60-kWh nickel-lithium-ion high voltage battery assembly, which is removed and installed from underneath the vehicle, is protected by a lightweight steel frame integrated into the body structure. (Fig. 2)

 

2017 Chevrolet Bolt EV

Fig. 2

 

Vehicle Range

 

The Bolt EV displays three range numbers on the digital instrument cluster: a maximum, minimum, and a prominent best estimate based on the individual’s driving style and accessory usage, including climate control settings, headlights and audio use along with ambient conditions.

 

The range varies based on several factors:

• Driving techniques such as speed and acceleration. The exponential effects of aerodynamic drag means that the faster the Bolt EV is driven, the faster the battery will drain. • The terrain the vehicle encounters, such as hilly areas or long steep grades in mountainous areas. • Ambient temperature. • Use of the HVAC system for heating and air conditioning in order to maintain cabin temperature and passenger comfort. • Use of the audio system.

 

Charging Corridors

 

The United States Department of Transportation has announced it is establishing 48 charging corridors or routes covering nearly 25,000 miles in 35 states. Along these routes, drivers will be able to expect a charging station every 50 miles. The new charging stations, which will serve as the basis for a national network, will be identified by signs similar to those used to alert drivers to gas stations, lodging and food.

 

Natural Resources Canada (NRCan) also has announced an initiative to support the installation of a number of vehicle fast-charging units along key transportation corridors within Canada. British Columbia, Ontario and Québec have announced plans to setup local charging networks within their respective provinces.

 

One-Pedal Driving Operation

 

One-pedal driving uses the highest available level of regenerative braking, which captures otherwise lost energy from deceleration and sends it back to the high voltage battery pack, to allow the driver to slow the vehicle by simply lifting off the accelerator pedal. Regenerative brakes does not eliminate the need to use the brake pedal altogether.

 

The amount of regenerative braking can be initiated by the driver using the Regen on Demand paddle on the back of the steering wheel. Shifting the transmission to the L position further increases the level of regenerative braking.

 

EV Cooling System

 

The Bolt EV is equipped with three fully-independent cooling systems that are designed to cool the power electronic components, cool and heat the high voltage battery, and provide heat to the passenger compartment. The battery pack has an integrated, liquid-cooling tray circulating 1.82 gallons (6.9 liters) of DEXCOOL™ coolant to keep the high voltage battery cool as well as a separate heating element for warm-ups in colder climates.

 

Located within the battery pack is a Battery Energy Control Module that monitors the temperature, current and voltage of the 96 battery cell groups. Diagnostics and system status are communicated from the Battery Energy Control Module to the Hybrid/EV Powertrain Control Module 2.

 

A/C 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 is not running. 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 uses Polyolester (POE) refrigerant oil. Use only approved GM POE oil no more than two hours after removal from its sealed moisture proof packaging.

 

Color Digital Displays

 

The cabin of the Bolt EV features a 10.2-inch (259 mm) color touchscreen mounted in the center of the instrument panel and a 8.0-inch (203 mm) color digital gauge cluster. (Fig. 3) Both displays provide operating information and system settings, such as the battery charge level, range estimation, charge settings and climate controls.

 

2017 Chevrolet Bolt EV

Fig. 3

 

Windshield Wipers

 

The windshield wiper motor module controls the up and down wiper arm movement using a reversing motor and an internal position sensor. The sensor keeps track of the gear wheel position. When the controller determines that the wiper arms are at a position to reverse direction, it reverses the motor supply voltage.

 

There is a wiper motor for each arm. The left and right motors allow the system to operate each wiper blade independently.

 

When replacing or adjusting a windshield wiper arm, position the wiper arms correctly by installing the wiper arm at the lower blackout of the windshield and the wiper arm blades to the correct marks. (Fig. 4)

 

F04 BoltEV wipers

Fig. 4

 

Pedestrian Safety Signal

 

The vehicle is equipped with an automatic sound generator. The sound is automatically generated at speeds of less than 14 mph (23 km/h) to indicate the vehicle’s presence to pedestrians.

 

An available Front Pedestrian Braking system also is offered that can detect when approaching a pedestrian too quickly and provide a boost to braking or automatically brake the vehicle. The system can detect and alert to pedestrians in a forward gear at speeds between 5 mph (8 km/h) and 50 mph (80 km/h).

 

Special Tools

 

The following new tools were released for the 2017 Bolt EV:

Screen Shot 2017-01-12 at 11.26.11 AMScreen Shot 2017-01-12 at 11.26.22 AM

 

For more information about the new 2017 Bolt EV, refer to Bulletin #16-NA-393.

 

– Thanks to Sherman Dixon and Chuck Wieseckel

 

 

Bolt EV Propulsion System

The propulsion of the Bolt EV (Fig. 5) is achieved by an electric drive transmission that transfers the energy from the high voltage battery pack to the front drive wheels.

 

2017 Chevrolet Bolt EV

Fig. 5

 

Drive Motor Battery System

 

The high voltage battery is designed to last for the life of the car and is covered by an 8-year/100,000-mile (160,000 km) warranty. The high voltage battery assembly is removed and installed from underneath the vehicle. The battery pack is protected by a lightweight steel frame integrated into the body structure.

 

The Battery Energy Control Module, a current sensor, and the high voltage contactors are located within the hybrid/EV battery assembly. The Hybrid/EV Powertrain Control Module 2 is mounted within the passenger compartment, beneath the right front seat.

 

Battery Construction

 

The hybrid/EV high voltage battery weighs approximately 946 lbs. (429 kg) and contains 288 individual nickel-lithium-ion cells. (Fig. 6) Three cells are welded together in parallel in a cell group. There are a total of 96 cell groups in the hybrid/EV battery assembly that are electrically connected in series. Each individual cell group is rated at 3.5 volts, for a nominal system voltage of 344 volts of direct current (DC).

 

2017 Chevrolet Bolt EV battery system

Fig. 6

 

Because the high voltage battery was engineered specifically for the Bolt’s arduous duty cycle, the 288 prismatic cells have greater nickel content and, therefore, will run slightly warmer than those in the Chevrolet Volt or the Chevrolet Spark EV.

 

The hybrid/EV battery pack contains a total of 6 battery temperature sensors mounted to certain battery cell modules. The hybrid/EV battery pack also contains a coolant inlet temperature sensor.

 

Located within the high voltage hybrid/EV battery pack is the K16 Battery Energy Control Module which monitors the temperature, current and voltage of the 96 battery cell groups. The voltage sense lines are attached to each individual cell group.

 

Diagnostics and system status are communicated from the Battery Energy Control Module to the K114B Hybrid/EV Powertrain Control Module 2

 

The battery pack will be serviceable by certified GM dealerships when necessary. Some of the battery pack’s accessory components are located under the hood for easier access.

 

TIP: The hybrid/EV high voltage battery will be on TAC Restriction and Exchange during the vehicle launch period. Batteries will be distributed by an Electronic Service Center.

 

System Components

 

The Hybrid/EV high voltage battery assembly consists of the following components. (Fig. 7)

 

F07 Bolt EV components

Fig. 7

1. K10 Coolant Heater Control Module. Service Part Name: Heater Coolant Heater.

2. T6 Power Inverter Module. Service Part Name: Drive Motor Power Inverter Module.

3. Hybrid/EV Battery Assembly. Service Part Name: High Voltage Battery.

4. S15 Manual Service Disconnect. Service Part Name: Drive Motor Battery High Voltage Manual Disconnect Lever.

5. E54 Hybrid/EV Battery Pack Coolant Heater. Service Part Name: High Voltage Battery Heater.

6. G1 A/C Compressor. Service Part Name: Air Conditioning and Drive Motor Battery Cooling Compressor.

7. T18 Battery Charger. Service Part Name: Drive Motor Battery Charger.

8. K1 14V Power Module. Service Part Name: Accessory DC Power Control Module.

9. T24 Battery Charger-DC. Service Part Name: High Voltage Battery Disconnect Control Module Assembly.

 

Electric Drive Transmission

 

The electronically-controlled, fully automatic transmission consists primarily of a 150kW drive motor, a differential/offset gear set, a high voltage electric auxiliary transmission fluid pump and housing, and two axles. (Fig. 8)

 

2017 Chevrolet Bolt EV drive unit

Fig. 8

 

The differential/offset gear set provides the fixed forward and reverse ratio. Changing speed and torque is fully automatic and is accomplished through the use of a drive motor generator power inverter control module located under the hood. The drive motor generator power inverter control module receives and monitors various electronic sensor inputs and uses this information to vary the torque output to the drive axles based on throttle position.

 

The lubrication system uses an electric auxiliary fluid pump motor assembly located outside of the transmission for lubrication of rotating components. The transmission fluid pump operates under low pressure and will only run when out of Park or Neutral and vehicle speed is detected.

 

Gear position is selected using the Electronic Precision Shift (EPS) system, which is also used on the new Buick LaCrosse and Cadillac XT5. The shift-by-wire systems sends electronic signals to the drive unit to select the drive mode. The selected gear position illuminates in red on top of the shift lever. After shifting, the lever returns to the center position.

 

TIP: The transmission will not stay in Neutral for an extended period. It will automatically shift into Park.

 

– Thanks to Sherman Dixon and Chuck Wieseckel

 

 

Charging the Bolt EV

There are three different charging levels that can be used to charge the Bolt EV. (Fig. 9)

 

F09 Bolt EV plugged in

Fig. 9

 

• AC Level 1 is plugging in to a typical 120V/12 amp home outlet using the provided portable charge cord. It will charge the vehicle at a rate of 4 EV miles per hour of charging using the 12 amp setting. The 8 amp charge limit should be used until a qualified electrician inspects the electrical circuitry of the home, or if the electrical circuit or outlet capacity being used is not known. • AC Level 2 is plugging in to a 240V/32 amp outlet using an available charging station, which will charge the vehicle at a rate of 25 EV miles per hour of charging. • DC Fast Charging stations are available in many public areas. (Fig. 10) Using the SAE Combo connector will charge the vehicle to approximately 80 percent of capacity in about 60 minutes. The DC Fast Charging port is optional on U.S. models and standard on Canadian models.

 

2017 Chevrolet Bolt EV

Fig. 10

 

Charging Status Indicator

 

The charging status indicator on top of the instrument panel quickly identifies if the vehicle is charging. (Fig. 11)

 

F11 charge status indicator R

Fig. 11

 

Single Tone and Flashing Indicator – The vehicle is plugged in and the battery is charging. The number of flashes indicate the current percentage of battery charge:

1 Flash: 0–25% Charged

2 Flashes: 25–50% Charged

3 Flashes: 50–75% Charged

4 Flashes: 75–99% Charged

Solid Light: 100% Charged

 

Slow (long pulse) Flashing Green Indicator with Double Tone – The vehicle is plugged in; battery charging is delayed.

 

Solid Green Indicator – The vehicle is plugged in and the battery is fully charged.

 

Solid Yellow Indicator – The vehicle is plugged in; not charging.

 

No Light – The vehicle is not plugged in or there is an issue with the charger or outlet.

 

The charging system may run fans and pumps that result in sounds from the vehicle when it is turned off. Additional unexpected clicking sounds may be caused by the electrical devices used while charging.

 

Charge Mode and Charge Limit

 

The Charging screens on the infotainment display show the Charge Mode and Charge Limit status. The vehicle has three programmable charge modes: Immediately, Delayed based on departure time, and Delayed based on electric rates and departure time. (Fig. 12) There are two available Charge Limits: the 8 amp setting and 12 amp setting.

 

F12 Charge mode

Fig. 12

 

Location-Based Charging

 

The Bolt EV’s charge settings can be programmed for when the vehicle is at home or away. Using the GPS signal in the car, it can identify when it is home and will activate the charge settings according to the customized preset charging times. Charging can even be delayed until utility rates are at their lowest off-peak prices, which is usually at night. When away from the home location, the Bolt EV will charge immediately when plugged in.

 

To set the home location, go to the Energy Home screen and select Energy Settings > Location-Based Charging. Next, select On and Update Home Location. Add the required information to set the current vehicle location as the Home location.

 

Charge Cord Strap Installation

 

During PDI, a Velcro strap included in the trunk bag should be installed to the charge cord stowage compartment. The strap is used to retain the portable charge cord when not in use.

 

Insert the strap through the two holes on either side of the charge cord stowage compartment. (Fig. 13) Use the strap to secure the portable charge cord. (Fig. 14)

 

F13 charge cord straps

Fig. 13

 

F14 charged cord stowed

Fig. 14

 

– Thanks to Sherman Dixon and Chuck Wieseckel

Bolt EV Reprogramming

Several precautions should be taken before reprogramming various control modules on the 2017 Bolt EV.

 

TIP: Verify the battery voltage is more than 12.6 volts but less than 15.5 volts before proceeding with reprogramming. The 12V battery must be fully charged before reprogramming. Use the Midtronics® PSC 550 Battery Maintainer (EL-49642) to maintain a battery voltage of 12.6-15.5 volts.

 

Body Control Module

 

When reprogramming the K9 Body Control Module (BCM), begin with the vehicle in the Power Off mode. The Service Programming System (SPS) will power mode the vehicle.

 

Engine Control Module

 

Before reprogramming the K20 Engine Control Module (ECM), it’s necessary to disconnect the X2 connector (Fig. 15, #1) from the ECM (Fig. 15, #2), located underhood. If the X2 connector is not disconnected, it will cause the ECM to reset during the reprogramming procedure and the re-flash will fail.

 

Also turn off the ignition before disconnecting or connecting any connectors to the ECM in order to prevent internal ECM damage.

 

F15 BoltEV ECM

Fig. 15

 

Hybrid Powertrain Control Module

 

Before programming the K114A Hybrid Powertrain Control Module, verify the 12V battery is fully charged and the hood is closed. Programming with the hood open could result in a no-start condition. If a no-start condition occurs, close the hood and refer to the Service Information regarding “Clear Secured High Voltage DTCs.” Normal operation should return after the hood is closed.

 

The Hybrid Powertrain Control Module also should be programmed in the Power Off mode with the brake pedal applied. The brake pedal apply keeps the BCM awake throughout the programming event.

 

Hybrid Powertrain Control Module 2

 

Do not program the K114B Hybrid Powertrain Control Module 2 with the drive motor battery (high voltage battery) charger cable connected to the vehicle. Charging while programming may result in damage to the High Voltage Battery Disconnect Relays.

 

Power Line Communication Module

 

The K190 Power Line Communication Module communicates with a DC Fast Charging station. Do not program the Power Line Communication Module with the drive motor battery (high voltage battery) charger cable connected to the vehicle. Charging the drive motor battery while programming may result in damage to the DC charging contactors.

 

– Thanks to Chuck Wieseckel and Steve Falko

Engineering Information Bulletins and Part Restrictions

05 Restrictions 01062017 image 105 Restrictions 01062017 image 205 Restrictions 01062017 image 305 Restrictions 01062017 image 405 Restrictions 01062017 image 505 Restrictions 01062017 image 6

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