Engine/Propulsion

12 V Starting and Charging

Schematic and Routing Diagrams
Starting and Charging Schematics

Starting

K20
Engine L
O
Control C
Module
X7 1
IGN 5V P/N D
X50D E
Fuse X1 63 51 X1 47 48 68 X2 58 (LFX) S
Block - C
F6UB X1 49 (LCV)
300A Battery
N8D N8D N8D

6109 6111 6110 1786

GY/RD YE BK/GY WH/GY
X6 1 6386 139
VT/GY VT/GY
1 2
RD RD/YE B+ Manual Transmission
X3 11
Schematics
X50A
Fuse Block -
F12UA Underhood
30A T12
Automatic

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KR73 Transmission
30 85 Ignition J110 X1 3 Assembly
KR27 Main
Starter Relay Q8
Relay Control
Solenoid
F5UA Valve
10A Assembly
87 86 139
VT/GY X2 F
X3 5 21 20
WH
B15
Transmission
6 Automatic Internal
Transmission Mode Switch
S39
Ignition Controls
Switch Schematics

III
+
C1 I II GY
1.3K
Battery X2 A

- 4
K71
Transmission
Control
Module
6 1450 1073 1020
YE BK WH/BK WH/VT
X1 5

250
BK

X3 22 15
K9 1451
5V Body BK/WH
Control
Module
X2 A X1 1
M64
Starter
Motor
M

G102 G108 G107

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 Charging

L
O
B+ C
X50A P16
Fuse Block - P9 Instrument D
Underhood Cluster E
F69UA Driver Information S
5A Center Display - +
C

A90
X2 72 Logic

440
RD/BN

X4 20
K9
B+ Body
Control X7 1
Module X50D
1 Fuse
RD F6UB Block -
5V Battery
300A
X5 6 X4 18 21 26
+
C1
Battery X4 A
K20
1650 Engine
BK 2 Control

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- RD Module

X4 A
X50A
Fuse Block -
F74UA Underhood
X2 55 53 (LFX)
200A
5077 5075 5076 250
BK/PU WH/YE D-BU/VT BK X3 19 18 (LCV)

X5 A
B C A
B18 2
Battery RD/YE
Current
Sensor 23 225
GY L-BU/WH

X2 A X1 2 1
B S F L P G13
Generator

250
BK

G102

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 Description and Operation
Charging System Description and Operation
Electrical Power Management Overview
The electrical power management system is designed to monitor and control the charging system and send diagnostic messages to alert the driver of possible problems with the battery and generator. This electrical power
management system primarily utilizes existing on-board computer capability to maximize the effectiveness of the generator, to manage the load, improve battery state-of-charge and life, and minimize the system's impact on fuel
economy. The electrical power management system performs 3 functions:

• It monitors the battery voltage and estimates the battery condition.

• It takes corrective actions by boosting idle speeds, and adjusting the regulated voltage.

• It performs diagnostics and driver notification.

The battery condition is estimated during ignition-off and during ignition-on. During ignition-off the state-of-charge of the battery is determined by measuring the open-circuit voltage. The state-of-charge is a function of the acid
concentration and the internal resistance of the battery, and is estimated by reading the battery open circuit voltage when the battery has been at rest for several hours.
The state-of-charge can be used as a diagnostic tool to tell the customer or the dealer the condition of the battery. Throughout ignition-on, the algorithm continuously estimates state-of-charge based on adjusted net amp hours,
battery capacity, initial state-of-charge, and temperature.
While running, the battery degree of discharge is primarily determined by a battery current sensor, which is integrated to obtain net amp hours.
In addition, the electrical power management function is designed to perform regulated voltage control to improve battery state-of-charge, battery life, and fuel economy. This is accomplished by using knowledge of the battery
state-of-charge and temperature to set the charging voltage to an optimum battery voltage level for recharging without detriment to battery life.

The Charging System Description and Operation is divided into 3 sections. The first section describes the charging system components and their integration into the electrical power management. The second section describes
charging system operation. The third section describes the instrument panel cluster operation of the charge indicator, driver information center messages, and voltmeter operation.

Charging System Components

Generator

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The generator is a serviceable component. If there is a diagnosed failure of the generator it must be replaced as an assembly. The engine drive belt drives the generator. When the rotor is spun it induces an alternating current
(AC) into the stator windings. The AC voltage is then sent through a series of diodes for rectification. The rectified voltage has been converted into a direct current (DC) for use by the vehicles electrical system to maintain
electrical loads and the battery charge. The voltage regulator integral to the generator controls the output of the generator. It is not serviceable. The voltage regulator controls the amount of current provided to the rotor. If the
generator has field control circuit failure, the generator defaults to an output voltage of 13.8 V.

Body Control Module (BCM)

The body control module (BCM) is a GMLAN device. It communicates with the engine control module (ECM) and the instrument panel cluster for electrical power management (electrical power management) operation. The BCM
determines the output of the generator and sends the information to the ECM for control of the generator turn on signal circuit. It monitors the generator field duty cycle signal circuit information sent from the ECM for control of
the generator. It monitors a battery current sensor, the battery positive voltage circuit, and estimated battery temperature to determine battery state of charge. The BCM performs idle boost.

Battery Current Sensor

The battery current sensor is a serviceable component that is connected to the negative battery cable at the battery. The battery current sensor is a 3-wire hall effect current sensor. The battery current sensor monitors the
battery current. It directly inputs to the BCM. It creates a 5 volt pulse width modulation (PWM) signal of 128 Hz with a duty cycle of 0–100 percent. Normal duty cycle is between 5–95 percent. Between 0–5 percent and 95–100
percent are for diagnostic purposes.

Engine Control Module (ECM)

When the engine is running, the generator turn-on signal is sent to the generator from the ECM, turning on the regulator. The generator's voltage regulator controls current to the rotor, thereby controlling the output voltage. The
rotor current is proportional to the electrical pulse width supplied by the regulator. When the engine is started, the regulator senses generator rotation by detecting AC voltage at the stator through an internal wire. Once the engine
is running, the regulator varies the field current by controlling the pulse width. This regulates the generator output voltage for proper battery charging and electrical system operation. The generator field duty terminal is connected
internally to the voltage regulator and externally to the ECM. When the voltage regulator detects a charging system problem, it grounds this circuit to signal the ECM that a problem exists. The ECM monitors the generator field
duty cycle signal circuit, and receives control decisions based on information from the BCM.

Instrument Panel Cluster

The instrument panel cluster provides the customer notification in case a concern with the charging system. There are 2  means of notification, a charge indicator and a driver information center message of SERVICE BATTERY
CHARGING SYSTEM if equipped.

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 Charging System Block Diagram

P16
Instrument
Cluster

K20
Engine
Control
Module

G13
Generator

M64
Starter
Motor

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C1
Battery

K9 B18
Body Battery
Control Current
Module Sensor

Charging System Operation

The purpose of the charging system is to maintain the battery charge and vehicle loads. There are 6 modes of operation and they include:

• Battery Sulfation Mode

• Charge Mode

• Fuel Economy Mode

• Head lamp Mode

• Start Up Mode

• Voltage Reduction Mode

The engine control module (ECM) controls the generator through the generator turn ON signal circuit. The ECM monitors the generator performance though the generator field duty cycle signal circuit. The signal is a pulse width
modulation (PWM) signal of 128 Hz with a duty cycle of 0–100   percent. Normal duty cycle is between 5–95 percent. Between 0–5 percent and 95–100 percent are for diagnostic purposes. The following table shows the
commanded duty cycle and output voltage of the generator:

Commanded Duty Cycle Generator Output Voltage

10% 11 V

20% 11.56 V

30% 12.12 V

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 40% 12.68 V

50% 13.25 V

60% 13.81 V

70% 14.37 V

80% 14.94 V

90% 15.5 V

The generator provides a feedback signal of the generator voltage output through the generator field duty cycle signal circuit to the ECM. This information is sent to the body control module (BCM). The signal is PWM signal of
128 Hz with a duty cycle of 0–100 percent. Normal duty cycle is between 5–99 percent. Between 0–5 percent and 100 percent are for diagnostic purposes.

Battery Sulfation Mode

The BCM will enter this mode when the interpreted generator output voltage is less than 13.2 V for 45 minutes. When this condition exists the BCM will enter Charge Mode for 2–3 minutes. The BCM will then determine which
mode to enter depending on voltage requirements.

Charge Mode
The BCM will enter Charge Mode when ever one of the following conditions are met.

• The wipers are ON for more than 3 seconds.

• GMLAN (Climate Control Voltage Boost Mode Request) is true, as sensed by the HVAC control head. High speed cooling fan, rear defogger and HVAC high speed blower operation can cause the BCM to enter the Charge
Mode.

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• The estimated battery temperature is less than 0°C (32°F).

• Battery State of Charge is less than 80 percent.

• Vehicle speed is greater than 145 km/h (90 mph)

• Current sensor fault exists.

• System voltage was determined to be below 12.56 V

When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9–15.5 V, depending on the battery state of charge and estimated battery temperature.

Fuel Economy Mode

The BCM will enter Fuel Economy Mode when the estimated battery temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is less than 15 amperes and greater than −8 amperes,
and the battery state-of-charge is greater than or equal to 80 percent. Its targeted generator output voltage is the open circuit voltage of the battery and can be between 12.5–13.1 V. The BCM will exit this mode and enter Charge
Mode when any of the conditions described above are present.

Head lamp Mode

The BCM will enter Head lamp Mode when ever the head lamps are ON (high or low beams). Voltage will be regulated between 13.9–14.5 V.

Start Up Mode
When the engine is started the BCM sets a targeted generator output voltage of 14.5 V for 30 seconds.

Voltage Reduction Mode

The BCM will enter Voltage Reduction Mode when the calculated ambient air temperature is above 0°C (32°F). The calculated battery current is less than 1 ampere and greater than −7 amperes, and the generator field duty cycle
is less than 99 percent. Its targeted generator output voltage is 12.9 V. The BCM will exit this mode once the criteria are met for Charge Mode.

Instrument Panel Cluster Operation

Charge Indicator Operation
The instrument panel cluster illuminates the charge indicator and displays a warning message in the driver information center if equipped, when the one or more of the following occurs:

• The engine control module (ECM) detects that the generator output is less than 11 V or greater than 16 V. The instrument panel cluster receives a GMLAN message from the ECM requesting illumination.

• The instrument panel cluster determines that the system voltage is less than 11 V or greater than 16 V for more than 30 seconds. The instrument panel cluster receives a GMLAN message from the body control module
(BCM) indicating there is a system voltage range concern.

• The instrument panel cluster performs the displays test at the start of each ignition cycle. The indicator illuminates for approximately 3 seconds.

Display Message: BATTERY NOT CHARGING SERVICE CHARGING SYSTEM or SERVICE BATTERY CHARGING SYSTEM
The BCM and the ECM will send a serial data message to the driver information center for the BATTERY NOT CHARGING SERVICE CHARGING SYSTEM or SERVICE BATTERY CHARGING SYSTEM message to be
displayed. It is commanded ON when a charging system DTC is a current DTC. The message is turned OFF when the conditions for clearing the DTC have been met.

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 Electrical Power Management Description and Operation
Electrical Power Management
The electrical power management is used to monitor and control the charging system and alert the driver of possible problems within the charging system. The electrical power management system makes the most efficient use
of the generator output, improves the battery state-of-charge, extends battery life, and manages system electrical loads.
The load shed operation is a means of reducing electrical loads during a low voltage or low battery state-of-charge condition.
The idle boost operation is a means of improving generator performance during a low voltage or low battery state-of-charge condition.
Each electrical power management function, either idle boost or load shed, is discrete. No two functions are active at the same time. Idle boost is activated in incremental steps, idle boost 1 must be active before idle boost 2 can
be active. The criteria used by the body control module (BCM) to regulate electrical power management are outlined below:

Electrical Power Management Block Diagram

K9
Body
Control
Module

K20

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Engine
Control
Module

G13
Generator

Function Battery Temperature Battery Voltage Amp-Hour Calculation Action Taken

Calculation Calculation

Idle Boost 1 Start Less Than −15°C (5°F) Less Than 13 V — First level Idle boost
requested

Idle Boost 1 Start — — Battery has a net loss First level Idle boost
greater than 0.6 Ah requested

Idle Boost 1 Start — Less Than 10.9 V — First level Idle boost
requested

Idle Boost 1 End Greater Than −15°C (5°F) Greater Than −12 V Battery has a net loss First level Idle boost
less than 0.2 Ah request cancelled

Load Shed 1 Start — — Battery has a net loss of 4 Rear Defrost, Heated
Ah Mirrors, Heated Seats
cycled OFF for 20% of
their cycle

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 Load Shed 1 Start — Less Than 10.9 V — Rear Defrost, Heated
Mirrors, Heated Seats
cycled OFF for 20% of
their cycle

Load Shed 1 End — Greater Than 12 V Battery has a net loss of Clear Load Shed 1
less than 2 Ah

Idle Boost 2 Start — — Battery has a net loss Second level Idle boost
greater than 1.6 Ah requested

Idle Boost 2 Start — Less Than 10.9 V — Second level Idle boost
requested

Idle Boost 2 End — Greater Than 12 V Battery has a net loss Second level Idle boost
less than 0.8 Ah request cancelled

Idle Boost 3 Start — — Battery has a net loss of Third level Idle boost
10 Ah requested

Idle Boost 3 Start — Less Than 10.9 V — Third level Idle boost
requested

Idle Boost 3 End — Greater Than 12 V Battery has a net loss of Third level Idle boost
less than 6.0 Ah request cancelled

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Load Shed 2 Start — Less Than 10 V Battery has a net loss Rear Defrost, Heated
greater than 12 Ah Mirrors, Heated Seats
cycled OFF for 50% of
their cycle. The
BATTERY SAVER
ACTIVE message will be
displayed on the DIC

Load Shed 2 Start — Less Than 10.9 V — Rear Defrost, Heated

Mirrors, Heated Seats
cycled OFF for 50% of
their cycle. The
BATTERY SAVER
ACTIVE message will be
displayed on the DIC

Load Shed 2 End — Greater Than 12.6 V Battery has a net loss of Clear Load Shed 2
less than 10.5 Ah

Load Shed 3 Start — Less Than 11.9 V Battery has a net loss Rear Defrost, Heated
greater than 20 Ah Mirrors, Heated Seats
cycled OFF for 100% of
their cycle. The
BATTERY SAVER
ACTIVE message will be
displayed on the DIC

Load Shed 3 End — Greater Than 12.6 V Battery has a net loss of Clear Load Shed 3
less than 15 Ah

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 Starting System Description and Operation
The starter motors are non-repairable starter motors. They have pole pieces that are arranged around the armature. Both solenoid windings are energized. The pull-in winding circuit is completed to the ground through the starter
motor. The windings work together magnetically to pull and hold in the plunger. The plunger moves the shift lever. This action causes the starter drive assembly to rotate on the armature shaft spline as it engages with the
flywheel ring gear on the engine. Moving at the same time, the plunger also closes the solenoid switch contacts in the starter solenoid. Full battery voltage is applied directly to the starter motor and it cranks the engine.
As soon as the solenoid switch contacts close, current stops flowing thorough the pull-in winding because battery voltage is applied to both ends of the windings. The hold-in winding remains energized. Its magnetic field is strong
enough to hold the plunger, shift lever, starter drive assembly, and solenoid switch contacts in place to continue cranking the engine. When the engine starts, pinion overrun protects the armature from excessive speed until the
switch is opened.
When the ignition switch is released from the START position, the START relay opens and battery voltage is removed from the starter solenoid S terminal. Current flows from the motor contacts through both windings to the
ground at the end of the hold-in winding. However, the direction of the current flow through the pull-in winding is now opposite the direction of the current flow when the winding was first energized.
The magnetic fields of the pull-in and hold-in windings now oppose one another. This action of the windings, along with the help of the return spring, causes the starter drive assembly to disengage and the solenoid switch
contacts to open simultaneously. As soon as the contacts open, the starter circuit is turned off.

Circuit Description (Key Start)

When the ignition switch is placed in the Start position, a discrete signal is supplied to the body control module (BCM) notifying it that the ignition is in the Start position. The BCM then sends a message to the engine control
module (ECM) notifying it that CRANK has been requested. The ECM verifies that the transmission is in Park or Neutral. If it is, the ECM then supplies 12 V to the control circuit of the crank relay. When this occurs, battery
positive voltage is supplied through the switch side of the crank relay to the S terminal of the starter solenoid.

Starting System Block Diagram

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K20
Engine
Control
Module

C1 KR27 K9 T12
Battery Starter Body Automatic
Relay Control Transmission
Module Assembly

M64 S39
Starter Ignition
Motor Switch

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 Cruise Control
Schematic and Routing Diagrams
Cruise Control Schematics

Cruise Control

K9 P16
Body L
12V Instrument O
Control Cluster C
B+ Module

X51A D
A90 E
Fuse X5 12 Logic S
F4DA Block - C
5A Instrument
Panel 6311
WH/L-BU

X1 3
X101 5

3040 6311
RD/YE WH/L-BU

X1 50 (LCV)
X202 6 X1 57 (LFX)
K20
Engine
Control
Module

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S70L
3400 1740 1050 698 499 1400 Steering
Wheel
3400 1740 1050 698 499 1400 Controls
Switch -
Left

RES+ SET-

B+
10 3 4 9 1
3040 UEU 1444 2050
RD/YE WH BK
J232 J234 J250
3040 5737 1884
RD/YE GY/OG BN/YE
3040 1444 2050
RD/YE WH BK
X1 1 4 8 6 9
X85
Steering
Wheel Air
Bag Coil

X2 10 7 3 5 2

UEU

5737 1884 1444 2050

GY/L-GN BN/L-GN WH/RD BK

X3 16 9 4
K9
IGN Body
Control
Module

G300

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 Engine Controls and Fuel - 2.5L (LCV)
Schematic and Routing Diagrams
Engine Controls Schematics

Power, Ground, Serial Data, and MIL

L
O
B+ B+ C
X50A
Fuse Block - D
85 30 Underhood E
S
KR75 C
Engine Controls P16
KR73 Ignition Relay A90 Instrument
Ignition Logic Cluster
Main
Relay 86 87 IGN

F2UA F5UA F10UA F9UA F8UA F11UA F47UA

15A 10A 20A 15A 15A 10A 10A

X3 27 20 17 1 2 X1 16

140 139 5991 5290 5291 419

RD/WH VT/GY YE VT/L-BU VT/L-BU BN/WH

X200 30

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J110 J113
419
Data BN/WH
Communication
Schematics

X101 7

139 5291 5985 2500 2501 419

VT/GY VT/L-BU VT/YE L-BU WH BN/WH

X1 15 14 67 73 51 13 9 10 71
K20
B+ IGN IGN IGN IGN Engine
Control
Module

X2 73 X3 73

1451 1451
BK/WH BK/WH

G107

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 5V1 and Low Reference Bus (1 of 2)

K20 L
5V1 O
Engine C
Control
Module
D
E
X2 6 7 14 9 X3 14 X1 37 X2 4 X3 10 S
C

2917 7445 2709

BN/RD BN/RD YE/RD

B203
X160 11 Engine X101 48 16
Coolant
Radiator
Temperature
2 Sensor 7445 2709
BN/RD YE/RD

5297 5300 2705 2917 3201 6813 2700

GY/YE GY/BU WH/RD BN/RD WH/RD BK/L-BU BN/RD X106 45 24

A7
7445 2709 Fuel Pump
BN/RD YE/RD and Level
Sensor
1 1 3 3 2 2 3 3 Assembly
B23E B23F B37B B47B B75C B1 B9 B47 B150
Camshaft Camshaft Engine Oil Fuel Rail Multifunction A/C Ambient Air Fuel Fuel Tank B46
Position Position Pressure Pressure Intake Air Refrigerant Temperature Pressure Pressure Fuel
Sensor - Sensor - Sensor Sensor Sensor Pressure Sensor Sensor Sensor Level
Exhaust Intake Sensor Sensor
2 2 2 1 3 1 B 2 2
X104 2
61 7447 6281

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BK/L-BU BK/YE BK/L-GN
6813
B34 BK/L-BU
X105 6
Engine 3
Coolant
Temperature
X102 45 61 6281
Sensor
5296 5301 2755 2919 BK/L-BU BK/L-GN
BK/GY BK/GN BK/VT BK/GN
X102 27 J405
2761 6813 5514
BK/BN BK/L-BU BK/BN
X160 5 6281
2 BK/L-GN
61
X101 40 BK/L-BU X106 43 25
7447 6281
BK/YE BK/L-GN
2919 2761 6813
BK/L-GN BK/BN BK/L-BU
X101 30 21 17
7447 6281
BK/YE BK/L-GN
J112
J108
2761
BK/BN 6281
BK/L-GN
X2 22 23 30 25 43 X3 20
K20
Engine
Low Control
J Reference Module
Bus

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 5V2, 5V3, and 5V4, and Low Reference Bus (2 of 2)

L
O
K20 C
5V2 5V3 5V4 Engine
Control
Module D
E
S
C
X2 15 X1 41 X1 42 X2 5 X1 11 12 X2 12
MYB N8D
5381 6109 1274 1164
WH/RD GY/RD BN/RD WH/RD

X101 35 X101 35 X101 8 25

6270 5381 6109 2704 1274 1164 2701

VT/L-BU WH/RD GY/RD GY/RD BN/RD WH/RD BN/RD

5 1 5
B22 B74 Q38 T8A T8B T8C T8D
Brake Manifold Throttle Ignition Ignition Ignition Ignition
Pedal Absolute Body Coil 1 Coil 2 Coil 3 Coil 4
Position Pressure
Sensor Sensor
1 6 A 2 1 2 4 2 2 2 2
B26 B25B B107
Crankshaft Clutch Accelerator
Position Pedal Pedal
Sensor Position Position 2129 2129 2129 2129

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Sensor Sensor BK/L-BU BK/L-BU BK/L-BU BK/L-BU
2 C 5 4

J114

Q6F Q6E
6272 5382 6110 469 1272 1271 2752 Camshaft Camshaft
BK/VT BK/YE BK/GY BK/L-GN BK/VT BK/L-BU BK/BN Position Position
Actuator Actuator
Solenoid Solenoid
2 Valve - 2 Valve -
Intake Exhaust

X101 33 X101 33 X101 6 24

5382 6110 1272 1271 6753 6754 2129

BK/YE BK/GY BK/VT BK/L-BU BK/BN BK/VT BK/L-BU

MYB N8D

X2 31 X1 25 X1 26 X2 21 X1 27 28 X2 28 37 36 44
K20
Engine
Low Control
Reference J Module
Bus

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 Engine Data Sensors - Pressure and Temperature

X50A L
Fuse Block - O
Underhood C
KR75
Engine Controls
Ignition Relay D
E
S
C
F11UA
10A

X3 7

K20
Engine
Control
Module
MAF 5V1 IAT 1 5V3
X1 34 X3 14 X1 48 X2 2 X1 46 X2 5
5294 3000
VT/L-BU YE/BK
X101 41

J111 3000
YE/BK
492 3201 6289 410 2704
L-GN/WH WH/RD WH/L-BU L-BU X102 45 GY/RD
3000
YE/BK
5294
X104 2
VT/L-BU

3000
YE/BK
5 6 2 1 1 1 1

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B75C B34 B203 B74
Multifunction Engine Engine Manifold
P Intake Air Coolant Coolant P Absolute
U Sensor Temperature Radiator U Pressure
Sensor Temperature Sensor
7 8 4 3 2 2 Sensor 3 2

X104 2
6813
BK/L-BU
X102 45

6813
1451 4008 3200 2761 2761 BK/L-BU 432 469
BK/WH BN/GY YE/WH BK/BN BK/BN L-GN/WH BK/L-GN
X101 40
6813
BK/L-BU
J112

2761
BK/BN
X1 60 X3 46 X2 43 X3 40 X2 21
K20
RH% TIAP Engine
IAT 2%/ Control
IAT 2HZ Module

G108

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 Engine Data Sensors - Oxygen Sensors

L
O
C

D
E
X50A S
Fuse Block - C
Underhood
KR75
Engine Controls
Ignition Relay

F47UA F11UA
10A 10A

X3 6 7

5293 5294
VT/L-BU VT/L-BU

J107 J111

5293 5294
VT/L-BU VT/L-BU

2 2

5293 5294
BK WH

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B52A B52B
Heated Heated
Oxygen Oxygen
Sensor 1 Sensor 2

3113 3110 3111 3122 3120 3121

BK BU WH WH BK GY

1 4 3 1 4 3

3113 3110 3111 3122 3120 3121

GY/WH VT/GY WH/BK GY/WH VT/L-BU WH/YE

X2 61 53 33 60 54 34
K20
Engine
Control
Module

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 Engine Data Sensors - Throttle Controls

L
O
C
K20 K9
2 Engine Body
Control Control D
E
Module F28UA Module S
C
F24RA
5V3 5V
X1 11 12 45 X2 13 7 X1 19

1274 1164 1161 5359 5361 5360

BN/RD WH/RD YE/WH WH BK/YE BK/BN

X101 8 25 32

X200 33 34 35

1274 1164 1161 5359 5361 5360

BN/RD WH/RD YE/WH WH BK/YE BK/BN

1 2 3 1 3 2
B107 B22
Accelerator Brake
Pedal Pedal Q38
Position Position Throttle
Sensor Sensor Body

A90
Logic

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M

6 5 4 5 4 6 5 3 4 2 1

1162 1272 1271 5381 5380 5382

L-GN/WH BK/VT BK/L-BU WH/RD WH/GN BK/YE

2701 3630 2752 582 581

BN/RD L-BU/WH BK/BN BN/WH YE
X101 23 6 24 35 34 33
9
1162 1272 1271 5381 5380 5382
L-GN/WH BK/VT BK/L-BU WH/RD WH/GN BK/YE

MYB MYB MYB

X1 33 27 28 41 61 25 X2 12 13 28 72 52
K20
5V4 1 5V2 5V4 Engine
Control
Module
1/2

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 Ignition Controls - Ignition System

X50A L
O
Fuse Block - C
Underhood
KR75
Engine Controls D
Ignition Relay E
S
C

F9UA
15A

X3 2

K20
Engine
Control
Module

X2 46 65 45 X1 51 X2 66 44

5291 5291
VT/L-BU VT/L-BU

J113

5291 2121 5291 2122 5291 2123 5291 2124 2129

VT/L-BU L-BU/VT VT/L-BU L-BU/WH VT/L-BU L-GN/L-BU VT/L-BU YE/L-BU BK/L-BU

cardiagn.com
4 3 4 3 4 3 4 3
T8A T8B T8C T8D
Ignition Ignition Ignition Ignition
Coil 1 Coil 2 Coil 3 Coil 4

1 2 1 2 1 2 1 2

1450 2129 1450 2129 1450 2129 1450 2129

BK BK/L-BU BK BK/L-BU BK BK/L-BU BK BK/L-BU

J114

G108

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 Ignition Controls - Ignition Sensors, and Camshaft Actuators

L
O
C
K20
Engine
Control D
Module E
S
5V2 5V1 5V1 C
X2 56 57 15 40 7 39 6 38

5282 5284 6270 6271 5300 5275 5297 5273

GY/L-BU VT/BN VT/L-BU L-GN GY/L-BU YE/VT GY/YE VT/BK

1 1 1 3 1 3 1 3
Q6E Q6F B26 B23F B23E
Camshaft Camshaft Crankshaft Camshaft Camshaft
Position Position Position Position Position
Actuator Actuator Sensor Sensor - Sensor -
Solenoid Solenoid Intake Exhaust
2 Valve - 2 Valve - 2 2 2
Exhaust Intake

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1 1
B68B B68A
Knock Knock
Sensor 2 Sensor 1

2 2

6754 6753 6272 5301 5296 1876 2303 496 1716

BK/VT BK/BN BK/VT BK/L-GN BK/GY WH/GY BK/GY VT/GY BK/YE

5 5

X2 36 37 31 23 22 X3 60 59 62 61
K20
Engine
Control
Module

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 Fuel Controls - Fuel Injectors and High Pressure Control

L
O
C

D
E
S
C

K20
Engine
Control
Module
5V1
X2 25 9 26 X2 71 51 68 48 70 50 69 49 X3 72 52

2919 2917 2918 4901 4801 4902 4802 4903 4803 4904 4804
BK/L-GN BN/RD L-BU/WH BN/WH BN L-BU/GY L-BU L-GN/GY L-GN L-BU/WH GY/L-BU

12 12 12 12

cardiagn.com
X160 5 11 12 7 1 8 2 9 3 10 4 7301 7300
YE VT/BK

9
2919 2917 2918 4901 4801 4902 4802 4903 4803 4904 4804
BK/L-GN BN/RD L-BU/WH BN/WH BN L-BU/GY L-BU L-GN/GY L-GN BU/WH GY/L-BU

12 12 12 12

2 2 2 2
Q17A Q17B Q17C Q17D
Fuel Fuel Injector Fuel Fuel Injector
Injector 1 2 Injector 3 4

3 2 1 1 1 1 1
B47B G18
Fuel Rail High
P Pressure Pressure
U Sensor Fuel Pump

1 2

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 Fuel Controls - Fuel Pump Controls

L
O
B+ C
X50A
Fuse Block - D
Underhood E
S
KR75 C
Engine Controls
Ignition Relay

F62UA F47UA
10A 10A

X2 73 X3 6

2440 5293
RD/L-GN VT/L-BU
J107

X106 33

3
2440 5293 5293
B150 RD/L-GN VT/L-BU VT/L-BU
Fuel
P Tank
U Pressure
Sensor 2 1 1
Instrument
Cluster Q13 Q12 E41
1 2 Evaporative Evaporative Engine
Schematics
Emission Emission Coolant
Vent Purge Thermostat
Solenoid Solenoid Heater
1 Valve 2 Valve 2
2709 890 6281 6281

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YE/RD BU/WH BK/GN BK/GN

J405

6281 1310
BK/GN WH

X106 24 23 25 34
2709 890 6281 1310
YE/RD L-BU/WH BK/L-GN WH 428 6814
L-GN/L-BU L-BU

X101 16 15 17 26
2709 890 6281
YE/RD L-BU/WH BK/L-GN 1310
WH
J108

6281
BK/L-GN
X3 8 55 20 65 X3 4 X1 69
K20
5V1 Engine
Control
Module

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 Fuel Controls - Evaporative Emission Controls

K20
B+ Engine L
Control O
X50A C
Module
KR73 Fuse Block -
Ignition Underhood 5V
D
Main E
Relay X1 13 64 4 20 X3 20 S
C
5985
F5UA F34UA VT/YE
10A 30A
J109 465 7445 7446 6281
L-GN/GY BN/RD L-BU/WH BK/L-GN
X3 20 X2 70 5985
VT/YE
139 1940
VT/GY RD/VT X101 42 8 37 35 36

J110
5985 5985 5985
VT/YE VT/YE VT/YE
139 J201 465 7445 7446 7447
VT/GY L-GN/GY BN/RD L-BU/WH BK/YE
X101 3
5985
Data VT/YE
139 Communication X106 9 27 45 44 43
VT/GY Schematics
X106 16 20
5985 5660 7445 7446 7447
139 1940 7493 7494 VT/YE GY BN/RD L-BU/WH BK/YE
VT/GY RD/VT L-BU/BK WH
6 1 4 5 7 2 3 1
K111 B47
IGN B+ IGN Fuel Pump Fuel
Driver P Pressure
U Sensor
Control
Module

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2

8 16 15 9

9 650
BK

120 1580 7444

GY BK/L-GN BK
J401

7444
BARE

W7
Blunt Cut -
1 2 Shield

A7
Fuel Pump
and Level
120 1580 Sensor
RD BK Assembly
G12
Fuel
M Pump
G402

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 Controlled/Monitored Subsystem References

L
O
C

D
E
S
C

Engine Starting and Starting and

Mechanical Charging HVAC Charging
Engine Heating/ Schematics
Schematics Schematics Cruise Control Cooling Schematics
Schematics Schematics

1174 179 23 225 6311 2366 2700 459 380 6386

BN/L-GN L-BU GY L-BU/WH WH/L-BU WH/BK BN/RD WH/GY L-GN VT/GY

X3 41 X2 64 X3 19 18 X1 50 52 37 54 57 44
K20
5V1 Engine
Control
Module

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P/N 5V1
X1 49 X2 14 29 30

1786 2705 331 2755

WH/GY WH/RD YE/BN BK/VT

Automatic
Transmission
Controls Instrument
Schematics Cluster
Schematics

Revision 1.4 - Date: 9/19/2014 2015 CHEVROLET COLORADO/GMC CANYON ELECTRICAL SECTION 128 / 715
 Diagnostic Information and Procedures
DTC P0089, P00C6, P228C, or P228D
Diagnostic Instructions

• Perform the CELL Link Error - Link target cell (cell ID 72794) is invalid for this publication. prior to using this diagnostic procedure.

• Review CELL Link Error - Link target cell (cell ID 161235) is invalid for this publication. for an overview of the diagnostic approach.

• CELL Link Error - Link target cell (cell ID 161236) is invalid for this publication. provides an overview of each diagnostic category.

DTC Descriptors
DTC P0089: Fuel Pressure Regulator Performance
DTC P00C6: Fuel Rail Pressure Low During Engine Cranking
DTC P228C: Fuel Pressure Regulator Control Performance - Low Pressure
DTC P228D: Fuel Pressure Regulator Control Performance - High Pressure

Circuit/System Description
The high fuel pressure necessary for direct injection is supplied by the high pressure fuel pump. The high pressure fuel pump is mounted on the rear of the engine and is driven by a three-lobe cam on the intake camshaft. This
high pressure fuel pump also regulates the fuel pressure using an actuator in the form of an internal solenoid-controlled valve. In order to keep the engine running efficiently under all operating conditions, the engine control module
(ECM) requests pressure ranging from 2 to 15  MPa (290 to 2,176  psi), depending on engine speed and load. Output drivers in the ECM provide the pump control circuit with a 12 V pulse-width modulated (PWM) signal, which
regulates fuel pressure by closing and opening the control valve at specific times during pump strokes. This effectively regulates the portion of each pump stroke that is delivered to the fuel rail. When the control solenoid is NOT
powered, the pump operates at maximum flow rate. In the event of pump control failure, the high pressure system is protected by a relief valve in the pump that prevents the pressure from exceeding 17.5  MPa (2,538  psi).
The fuel rail pressure sensor provides the feedback necessary to the ECM to control the high pressure fuel pump and the fuel injectors. This sensor is diagnosed separately from the fuel pressure control system.
The ECM monitors the fuel rail pressure sensor and the high pressure fuel pump actuator to determine if the commanded and actual pressures are within a predetermined range during engine cranking and at all times while the
engine is running. The ECM also monitors the fuel pump actuator to make sure it is operating within expected limits.

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Conditions for Running the DTC

P0089, P228C, or P228D

• DTC P0016, P0017, P0090, P0091, P0092, P00C8, P00C9, P00CA, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0128, P0191, P0192, P0193, P0335, P0336, P0340, P0341, P0365, P0366, P0628, or
P1682 is not set.

• The ignition voltage is greater than 8  V.

• The engine is running.

• The low side fuel pressure is greater than 250  kPa (36 psi).

• The barometric (BARO) pressure is greater than 70  kPa.

• The intake air temperature (IAT) is warmer than −20°C (−4°F).

• The DTCs run continuously when the above conditions are met for 60   s.

P00C6

• DTC P0016, P0017, P0090, P0091, P0092, P00C8, P00C9, P00CA, P0111, P0112, P0113, P0114, P0116, P0117, P0118, P0119, P0128, P0191, P0192, P0193, P0335, P0336, P0340, P0341, P0365, P0366, P0628, or
P1682 is not set.

• The ignition voltage is greater than 8  V.

• The engine coolant temperature is less than 65°C (149°F).

• The low side fuel pressure is greater than 300  kPa (44 psi).

• The diagnostic runs once for each engine start.

Conditions for Setting the DTC

P0089
The high pressure fuel pump has exceeded it's control limits. This condition exists when the high pressure fuel pump actuator command is 0° or greater than 240°. The condition exists for greater than 10  s.

P00C6
The ECM detects that the fuel rail pressure is not rising greater than 3  MPa (435  psi) or has fallen below 2 MPa (290 psi) during engine cranking, depending on initial pressure when cranking begins.

P228C
The actual fuel rail pressure is 3 MPa (435 psi) less than the desired fuel rail pressure. The condition exists for greater than 10  s.

P228D
The actual fuel rail pressure is 3 MPa (435 psi) greater than the desired fuel rail pressure. The condition exists for greater than 10 s.

Action Taken When the DTC Sets

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 • DTCs P0089 and P00C6 are Type B DTCs.

• DTCs P228C and P228D are Type   A DTCs.

• A message center or an indicator displays Reduced Engine Power.

• Scan tool control of the high pressure fuel pump is inhibited.

Conditions for Clearing the DTC

• DTCs P0089 and P00C6 are Type B DTCs.

• DTCs P228C and P228D are Type   A DTCs.

Diagnostic Aids

• Any problem with the camshaft may set fuel pressure DTCs due to the location and design of the high pressure fuel pump. If camshaft position control DTCs are current or in history, a cam control issue may be the root
cause.

• A faulty valve, plunger, or solenoid in the high pressure fuel pump may set a DTC. High pressure fuel pump damage will most likely be undetectable upon visual inspection.

• A restricted fuel feed pipe between the fuel feed pipe fuel pressure sensor and the high pressure fuel pump may set a DTC.

• A leaking or restricted fuel injector may set a DTC.

• A leak in the high pressure fuel system may set a DTC.

• Vapor lock may set DTC  P0089

Reference Information

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Schematic Reference
Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Description and Operation

CELL Link Error - Link target cell (cell ID 221921) is invalid for this publication.

Electrical Information Reference

• CELL Link Error - Link target cell (cell ID 62194) is invalid for this publication.

• CELL Link Error - Link target cell (cell ID 61973) is invalid for this publication.

• CELL Link Error - Link target cell (cell ID 62112) is invalid for this publication.

• CELL Link Error - Link target cell (cell ID 61965) is invalid for this publication.

DTC Type Reference

CELL Link Error - Link target cell (cell ID 161179) is invalid for this publication.

Scan Tool Reference

CELL Link Error - Link target cell (cell ID 72864) is invalid for this publication. for scan tool information

Circuit/System Verification
1. Attempt to start and idle the engine.
2. Observe the DTC information with a scan tool. DTCs P0089, P00C6, P228C, and P228D should not set.

⇒ If any of the DTCs are set

Refer to Circuit/System Testing.

⇓ If none of the DTCs are set

3. Engine idling.
4. Verify the scan tool Fuel Rail Pressure Sensor parameter is approximately 1.9–5.0 MPa (276–725 PSI).

⇒ If not between 1.9–5.0  MPa (276–725 PSI)

Refer to Circuit/System Testing.

⇓ If between 1.9–5.0 MPa (276–725  PSI)

5. Verify the scan tool Fuel Rail Pressure Sensor parameter increases or decreases while commanding an increase and decrease in Fuel Rail Pressure with a scan tool.

⇒ Does not change

Refer to Circuit/System Testing.

⇓ Changes

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 Warning: Road test a vehicle under safe conditions and while obeying all traffic laws. Do not attempt any maneuvers that could jeopardize vehicle control. Failure to adhere to these precautions could lead to
serious personal injury and vehicle damage.
6. Road test the vehicle and perform a wide open acceleration from a stop until the transmission shifts into second gear. On manual transmission applications, shift to second gear or stop the test near 2,500 RPM. Repeat
the test at least three times.
7. Verify DTCs  P0089, P00C6, P228C, and P228D do not set.

⇒ If any of the DTCs set

Refer to Circuit/System Testing.

⇓ If none of the DTCs set

8. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data.
9. Verify the DTC does not set.

⇒ If the DTC sets

Refer to Circuit/System Testing.

⇓ If the DTC does not set

10. All OK.

Circuit/System Testing

Note: Circuit/System Verification must be performed first or misdiagnosis may result.

1. Remove the G18 High Pressure Fuel Pump.

2. Verify the lobes on the camshaft do not have unusual wear or are worn.

⇒ If the lobes have unusual wear or are worn

Replace the Camshaft.

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⇓ If the lobes are OK
3. Test or replace the G18  High Pressure Fuel Pump.

Component Testing
1. Ignition OFF, disconnect the harness connector at the G18 High Pressure Fuel Pump.

Note: The DMM and test leads must be calibrated to 0 Ω in order to prevent misdiagnosis.
2. Test for 0.3–0.7 Ω at 20°C (68°F) between the high control circuit terminal  1 and the low control circuit terminal  2.

⇒ If not between 0.3–0.7  Ω

Replace the G18 High Pressure Fuel Pump.

⇓ If between 0.3–0.7 Ω
3. Test for infinite resistance between each terminal and the G18  High Pressure Fuel Pump housing.

⇒ If less than infinite resistance

Replace the G18 High Pressure Fuel Pump.

⇓ If infinite resistance
4. All OK

Repair Instructions
Perform the CELL Link Error - Link target cell (cell ID 143214) is invalid for this publication. after completing the diagnostic procedure.

• CELL Link Error - Link target cell (cell ID 229022) is invalid for this publication.

• CELL Link Error - Link target cell (cell ID 221754) is invalid for this publication.

• CELL Link Error - Link target cell (cell ID 221751) is invalid for this publication.

• Perform the Fuel Rail Pressure Relief Valve Reset procedure, if supported on the scan tool.

Revision 1.4 - Date: 9/19/2014 2015 CHEVROLET COLORADO/GMC CANYON ELECTRICAL SECTION 131 / 715
 Engine Controls and Fuel - 3.6L (LFX)
Schematic and Routing Diagrams
Engine Controls Schematics

Power, Ground, Serial Data, and MIL

L
O
B+ B+ C
X50A X50A
Fuse Block - Fuse Block - D
Underhood 86 30 Underhood E
F2UA S
15A KR75 C
Engine Controls P16
KR73 Ignition Relay A90 Instrument
Ignition Logic Cluster
X3 27 Main
Relay 85 87 IGN

F5UA F10UA F9UA F8UA F11UA F47UA

10A 20A 15A 15A 10A 10A

X3 20 17 1 2 3 X1 16

140 139 5991 5290 5291 5292 419

RD/WH VT/GY YE VT/L-BU VT/L-BU VT/L-BU BN/WH

X200 30

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J110 J113
419
J116 Data BN/WH
Communication
Schematics

X101 7

139 5291 5292 5985 2500 2501 419

VT/GY VT/L-BU VT/L-BU VT/YE L-BU WH BN/WH

X1 52 51 72 73 62 67 70 39 40 46
K20
B+ IGN IGN IGN IGN IGN Engine
Control
Module

X2 73 X3 73

1451 1451
BK/WH BK/WH

G107

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 5V1 and Low Reference Bus (1 of 2)

K20 L
5V1 Engine O
C
Control
Module
D
E
X3 54 34 37 57 X2 18 X1 5 21 10 S
C

2917 2709
BN/RD YE/RD
X101 16

X161 11 2709
YE/RD

X106 24

5297 5300 5302 5298 2917 3201 2700 2709

GY/YE GY/L-BU WH/L-BU L-GN/BN BN/RD WH/RD BN/RD YE/RD
3 3 3 3 A 2 3
B23A B23B B23D B23C B47B B1 B150
Camshaft Camshaft Camshaft Camshaft Fuel Rail A/C Fuel Tank
Position Position Position Position Pressure Refrigerant Pressure
Sensor - Sensor - Sensor - Sensor - Sensor Pressure Sensor
Bank 1 Bank 1 Bank 2 Bank 2 Sensor
1 Exhaust 1 Intake 1 Intake 1 Exhaust C 1 2

A7
Fuel Pump B46
5296 5301 5303 5299 and Level Fuel
BK/GY BK/L-GN BK/VT BK/BN Sensor Level
Assembly Sensor
2
Q6A Q6B Q6C Q6D B75C

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Camshaft Camshaft Camshaft Camshaft Multifunction
Position Position Position Position Intake Air
Actuator Actuator Actuator Actuator Sensor
Solenoid Solenoid Solenoid Solenoid
2 Valve - 2 Valve - 2 Valve - 2 Valve - 2919 3
Bank 1 Bank 1 Bank 2 Bank 2 BK/L-GN
Exhaust Intake Exhaust Intake
3
6281 6281
BK/L-GN BK/L-GN
J405
X161 5

6281
BK/L-GN

X106 25

6754 6753 6756 6755 2919 2760 5514 6281

BK/VT BK/BN BK/GY BK/L-BU BK/L-GN BK/VT BK/BN BK/L-GN

X101 17

6281
BK/L-GN

X3 55 60 53 59 56 62 58 61 X2 3 69 X1 22 26
K20
Engine
Low Control
M Reference Module
Bus

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 5V2, 5V3, and 5V4, and Low Reference Bus (2 of 2)

K20 L
5V2 5V4 5V3 Engine O
C
Control
Module
D
E
X3 10 X1 47 14 33 X2 44 34 S
T8A T8C T8E C
Ignition Ignition Ignition
Coil 1 Coil 3 Coil 5

B B B

6270 5381 1164 1274 2704 2701 2129 2129 2129

VT/L-BU WH/RD WH/RD BN/RD GY/RD BN/RD BK/L-BU BK/L-BU BK/L-BU

J114

X101 35 25 8
T8B T8D T8F
5381 1164 1274 Ignition Ignition Ignition
WH/RD WH/RD BN/RD Coil 2 Coil 4 Coil 6

B B B
6 1
B22 B74
Brake Manifold 2130 2130 2130
Pedal Absolute BK/GY BK/GY BK/GY
Position Pressure
Sensor Sensor J115
5 2

3 2 1 5
B26 B107 Q38 B34
Crankshaft Accelerator Throttle Engine

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Position Pedal Body Coolant
Sensor Position Temperature
Sensor Sensor
1 4 5 4 A

5382 1271 1272

BK/YE BK/L-BU BK/VT

X101 33 24 6

6272 5382 1271 1272 469 2752 2761 2130 2129

BK/VT BK/YE BK/L-BU BK/VT BK/L-GN BK/BN BK/BN BK/GY BK/L-BU

X3 25 X1 68 30 53 X2 63 54 X3 24 15 31
K20
Low Engine
Referencw M Control
Bus Module

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 Engine Data Sensors - Pressure and Temperature

X50A L
Fuse Block - O
Underhood C

KR75
Engine Controls D
E
Ignition Relay S
C
K20
F11UA Engine
10A Control
Module
MAF 5V1 IAT 1 5V3
X3 7 X2 52 X1 5 X2 49 44 X3 8

5294
VT/L-BU

J111
492 3201 6289 2704 410
L-GN/WH WH/RD WH/L-BU GY/RD L-BU

5294
VT/L-BU

5 6 2 1 1 B
B75C B74 B34
Multifunction Manifold Engine

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P Intake Air P Absolute Coolant
U Sensor U Pressure Temperature
Sensor Sensor
7 8 4 3 3 2 A

1451 7564 3200 2760 432 469 2761

BK/WH GY/L-BU YE/WH BK/VT L-GN/WH BK/L-GN BK/BN

X2 15 X1 4 X2 69 43 63 X3 24
K20
TIAP Engine
Control
RH%/ Module
IAT 2 °/
IAT 2 Hz

G107

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 Engine Data Sensors - Oxygen Sensors

X50A L
Fuse Block - O
C
Underhood
KR75
Engine Controls D
Ignition Relay E
S
C

F47UA F11UA
10A 10A

X3 6 7

5293 5294
VT/L-BU VT/L-BU

J107 J111

5293 5293 5294 5294

VT/L-BU VT/L-BU VT/L-BU VT/L-BU

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D D D D
5293 5293 5294 5294
WH WH WH WH
B52C B52E B52D B52F
Heated Heated Heated Heated
Oxygen Oxygen Oxygen Oxygen
Sensor - Sensor - Sensor - Sensor -
Bank 1 Bank 2 Bank 1 Bank 2
Sensor 1 Sensor 1 Sensor 2 Sensor 2

3113 3110 3111 3212 3210 3211 3122 3120 3121 3223 3220 3221
WH BK GY WH BK GY WH BK GY WH BK GY
C B A C B A C B A C B A

3113 3110 3111 3212 3210 3211 3122 3120 3121 3223 3220 3221
GY/WH VT/GY WH/BK L-GN/YE VT/WH YE/WH GY/WH VT/L-BU WH/YE WH/BN VT/L-GN YE/L-BU

X2 41 10 26 61 11 27 42 12 28 62 13 29
K20
Engine
Control
Module

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 Engine Data Sensors - Throttle Controls

L
O
C
K20 K9
2 Engine Body
Control Control D
E
Module Module S
C
5V3 5V
X1 33 34 53 X2 13 7 X1 19

1274 1162 1272 5359 5361 5360

BN/RD L-GN/WH BK/VT WH L-BU/YE BK/BN

X101 8 23 6

X200 33 34 35

1274 1162 1272 5359 5361 5360

BN/RD L-GN/WH BK/VT WH L-BU/YE BK/BN

1 6 5 1 3 2
B107 B22
Accelerator Brake
Pedal Pedal Q38
Position Position Throttle
Sensor Sensor Body

A90
Logic

cardiagn.com
M

2 3 4 5 4 6 5 3 4 2 1

1164 1161 1271 5381 5380 5382

WH/RD YE/WH BK/L-BU WH/RD WH/L-GN BK/YE

2701 3630 2752 582 581

BN/RD L-BU/WH BK/BN BN/WH YE
X101 25 32 24 35 34 33
9
1164 1161 1271 5381 5380 5382
WH/RD YE/WH BK/L-BU WH/RD WH/L-GN BK/YE

X1 14 15 30 47 48 68 X2 34 70 54 16 32
K20
5V4 1 5V2 5V4 Engine
Control
Module
1/2

Revision 1.4 - Date: 9/19/2014 2015 CHEVROLET COLORADO/GMC CANYON ELECTRICAL SECTION 137 / 715
 Ignition Controls - Ignition Coils 1, 3, and 5

X50A L
Fuse Block - O
Underhood C

KR75
Engine Controls D
E
Ignition Relay S
C
F9UA
15A

X3 2 K20
IGN Engine
Control
Module

X3 30 X1 62 X3 28 14 31

5291 2121 5291 2123 2125

VT/L-BU L-BU/VT VT/L-BU L-GN/L-BU L-BU/GY

J113

5291 5291 5291

VT/L-BU VT/L-BU VT/L-BU

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D C D C D C
T8A T8C T8E
Ignition Ignition Ignition
Coil 1 Coil 3 Coil 5

A B A B A B

1450 2129 1450 2129 1450 2129 2129

BK BK/L-BU BK BK/L-BU BK BK/L-BU BK/L-BU

J114

G108

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 Ignition Controls - Ignition Coils 2, 4, and 6

X50A L
Fuse Block - O
Underhood C

KR75
Engine Controls D
E
Ignition Relay S
C

F8UA
15A

X3 3 K20
IGN Engine
Control
Module

X3 29 X1 67 X3 27 13 15

5292 2122 5292 2124 2126

VT/L-BU L-BU/WH VT/L-BU YE/L-BU BN/L-BU

J116

5292 5292 5292

VT/L-BU VT/L-BU VT/L-BU

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D C D C D C
T8B T8D T8F
Ignition Ignition Ignition
Coil 2 Coil 4 Coil 6

A B A B A B

1550 2130 1550 2130 1550 2130 2130

BK BK/GY BK BK/GY BK BK/GY BK/GY

J115

G109

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 Ignition Controls - Camshaft, Crankshaft and Knock Sensors, Camshaft Actuators

K20 L
Engine O
Control C
Module
5V2 5V1 5V1 5V1 5V1 D
E
X3 10 26 34 33 37 36 54 35 57 38 S
C

6270 6271 5300 5275 5302 5276 5297 5273 5298 5274
VT/L-BU L-GN GY/L-BU YE/VT WH/L-BU YE GY/YE VT/BK L-GN/BN VT/L-BU

3 2 3 2 3 2 3 2 3 2
B26 B23B B23D B23A B23C
Crankshaft Camshaft Camshaft Camshaft Camshaft
Position Position Position Position Position
Sensor Sensor - Sensor - Sensor - Sensor -
Bank 1 Bank 2 Bank 1 Bank 2
1 1 Intake 1 Intake 1 Exhaust 1 Exhaust

6272 5301 5303 5296 5299

BK/VT BK/L-GN BK/VT BK/GY BK/BN

X3 25 53 56 55 58
K20

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Engine
Control
Module

X2 36 56 37 57 X3 39 59 41 61 40 60 42 62

16 16

496 1716 1876 2303 5284 6753 5272 6755 5282 6754 5283 6756
VT/GY BK/YE WH/GY BK/GY VT/BN BK/BN L-GN BK/L-BU GY/L-BU BK/VT L-GN/BN BK/GY

A A 1 1 1 1
B68A B68B Q6B Q6D Q6A Q6C
Knock Knock Camshaft Camshaft Camshaft Camshaft
Sensor 1 Sensor 2 Position Position Position Position
Actuator Actuator Actuator Actuator
Solenoid Solenoid Solenoid Solenoid
Valve - Valve - Valve - 2 Valve -
B B 2 2 2 Bank 2
Bank 1 Bank 2 Bank 1
Intake Intake Exhaust Exhaust

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 Fuel Controls - Fuel Injectors and High Pressure Control

L
O
C

A 2 D
E
B47B G18 S
Fuel Rail High C
P Pressure Pressure
U Sensor Fuel Pump

B C 1

598 2918 808 7301 7300

GY YE TN YE VT/BK

12
X161 11 12 5

2917 2918 2919

BN/RD BU/WH BK/L-GN

X2 18 19 3 X3 16 32
5V1 K20
Engine
Control
Module

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X3 72 52 70 50 67 47 68 48 66 46 71 51

4901 4801 4903 4803 4905 4805 4902 4802 4904 4804 4906 4806
BN/WH BN L-GN/GY L-GN L-GN/WH WH/L-GN L-BU/GY L-BU L-BU/WH GY/L-BU VT/GY VT/L-GN

12 12 12 12 12 12

X160 2 1 4 3 6 5 X161 8 2 9 3 10 4

4901 4801 4903 4803 4905 4805 4902 4802 4904 4804 4906 4806
BN/WH BN D-GN/WH D-GN L-GN/WH L-GN D-BU/GY D-BU L-BU/WH L-BU VT/WH VT

12 12 12 12 12 12

2 2 2 2 2 2
Q17A Q17C Q17E Q17B Q17D Q17F
Fuel Fuel Fuel Fuel Injector Fuel Injector Fuel
Injector 1 Injector 3 Injector 5 2 4 Injector 6

1 1 1 1 1 1

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 Fuel Controls - Fuel Pump Controls

B+ L
K20 O
Engine C
X50A
Fuse Block - Control
KR73 Underhood Module
Ignition D
E
Main S
Relay C
X1 25 44

F34UA F5UA
30A 10A 1589 5660
L-BU/VT GY

X2 70 X3 20
139 Data
VT/GY Instrument
Communication Active Grille Air Cluster
J110 Schematics Shutter Schematics Schematics X106 27

1940 139
RD/VT VT/GY
X101 3

139 5985 2500 2501 2500 2501 3891 3891 5660

VT/GY VT/YE L-BU WH L-BU WH BN BN GY
X106 20 16

1940 139
RD/VT VT/GY
1 21 8 5 17 6 18 3 12 20
K38
B+ IGN IGN Chassis
Control
Module

5V

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25 22 10 23 13 38 24
5
9 7444
BK
J401

650 7445 7446 7447 120 1580 7444

BK BN/RD L-BU/WH BK/YE GY BK/L-GN BARE

W7
Blunt Cut -
Shield

1 2

3 1
B47 A7
Fuel Fuel Pump
P Pressure and Level
U Sensor Sensor
Assembly
2
G12
Fuel
M Pump

G402

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 Fuel Controls - Evaporative Emission Controls

L
O
B+ C
X50A
Fuse Block - D
Underhood E
S
KR75 C
Engine Controls
Ignition Relay

F62UA F47UA
10A 10A

X2 73 X3 6

2440 5293
RD/L-GN VT/L-BU
J107
X106 33

3
2440 5293
B150 RD/L-GN VT/L-BU
Fuel
P Tank
U Pressure
Sensor 2 1
Instrument
Cluster Q13 Q12
1 2 Evaporative Evaporative
Schematics
Emission Emission
Vent Purge
Solenoid Solenoid
1 Valve 2 Valve
2709 890 6281 6281

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YE/RD L-BU/WH BK/L-GN BK/L-GN

J405

6281 1310
BK/L-GN WH

X106 24 23 25 34 428
L-GN/L-BU
2709 890 6281 1310
YE/RD L-BU/WH BK/L-GN WH

X101 16 15 17 26

2709 890 6281 1310

YE/RD L-BU/WH BK/L-GN WH

X1 10 9 26 66 X2 51
K20
5V1 Engine
Control
Module

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 Controlled/Monitored Subsystem References

L
O
C

D
E
S
C

Starting and
Automatic Charging
Transmission HVAC Engine Heating/
Schematics Schematics
Controls Cooling
Schematics Schematics

1786 225 23 6386 459 380 2700 5514 2366

WH/GY L-BU/WH GY VT/GY WH/GY L-GN BN/RD BK/BN WH/BK

X2 58 53 55 X1 63 32 6 21 22 59
K20
5V1 Engine
Control
Module

P/N

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5V1
X1 57 X2 60 X3 2 1 17

6311 1174 2705 331 2755

WH/L-BU BN/L-GN WH/RD YE/BN BK/VT

Cruise Control Engine

Schematics Mechanical Instrument
Schematics Cluster
Schematics

Revision 1.4 - Date: 9/19/2014 2015 CHEVROLET COLORADO/GMC CANYON ELECTRICAL SECTION 144 / 715
 Engine Cooling
Schematic and Routing Diagrams
Engine Heating/Cooling Schematics

Engine Cooling Fans

L
B+ B+ O
C
X50D X50A
Fuse Fuse Block -
Block - Underhood D
F4UB F43UA E
Battery S
100A 60A C

X4 A X1 35

LFX LCV

4840
RD/GY

X1 2

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K22
B+ Cooling
Fan
Control
Module
X2 1 2

X1 1 4

1350 2366
BK WH/BK

X102 24

2366
WH/BK
G10
Cooling
M Fan Motor
X101 14

2366
WH/BK
X1 52 (LCV)
X1 59 (LFX)
K20
Engine
Control
Module

G105

Revision 1.4 - Date: 9/19/2014 2015 CHEVROLET COLORADO/GMC CANYON ELECTRICAL SECTION 145 / 715
 Description and Operation
Cooling Fan Description and Operation
Cooling Fan Control
The engine cooling fan system is composed of one electric cooling fan and a cooling fan control module. The engine control module (ECM) controls the fan speed by sending a pulse width modulated (PWM) signal to the cooling
fan control module. The cooling fan control module varies the voltage drop across the cooling fan motor in relation to the pulse width modulated signal, allowing the cooling fan to operate at variable speeds. The cooling fan speed
is effected by many different operating conditions and the ECM will adjust the duty cycle based on cooling system requirements.
This system is unique in that the ECM will not operate the cooling fan at every speed within a 0–90 percent range. The cooling fan calibration is designed to operate the cooling fan at 5  specific percentages in order to avoid the
speed regions that create undesirable noise and vibration. During normal operating conditions the ECM may initially activate the cooling fan at 4 or 5  % and then increase to the desired percentages to satisfy powertrain cooling
requirements. Generally, the ECM will operate the cooling fan at specific percentages but, may scale the percentages either higher or lower in response to generator demand. The percentages at which the cooling fan operates
may vary between vehicle lines and engines.
The cooling fan control module is thermally protected to prevent module damage in the case of a short circuit condition in the cooling fan motor. The scan tool output control is only capable of operating the cooling fan in the
speed percentages allowed by the ECM. When multiple cooling fan speed requests are received, the ECM operates the fan at the highest of the speed requests. The ECM commands the fans ON under the following conditions:

• The engine coolant temperature is warmer than a predetermined temperature.

• The engine oil temperature is warmer than a predetermined temperature.

• The A/C pressure reaches a predetermined pressure.

• If the engine coolant temperature at key-off is warmer than a predetermined value, or the A/C pressure is greater than a predetermined value, the cooling fan will operate at a low speed. The fan will shut OFF if the
temperature or pressure drops below the predetermined value, but will only operate for 2  minutes, regardless of the coolant temperature or A/C pressure.

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146 / 715
 Cooling System Description and Operation (LFX)
Cooling System
The cooling system's function is to maintain an efficient engine operating temperature during all engine speeds and operating conditions. The cooling system is designed to remove approximately one-third of the heat produced by
the burning of the air-fuel mixture. When the engine is cold, the system cools slowly or not at all. This allows the engine to warm quickly.

Cooling Cycle
Coolant is drawn from the radiator outlet and into the water pump inlet by the water pump. Some coolant will then be pumped from the water pump, to the heater core, then back to the water pump. This provides the passenger
compartment with heat and defrost.
Coolant is also pumped through the water pump outlet and into the engine block. In the engine block, the coolant circulates through the water jackets surrounding the cylinders where it absorbs heat.
The coolant is then forced through the cylinder head gasket openings and into the cylinder heads. In the cylinder heads, the coolant flows through the water jackets surrounding the combustion chambers and valve seats, where it
absorbs additional heat.
From the cylinder heads, the coolant is then forced to the thermostat. The flow of coolant will either be stopped at the thermostat until the engine is warmed, or it will flow through the thermostat and into the radiator where it is
cooled and the coolant cycle is completed.
Operation of the cooling system requires proper functioning of all cooling system components. The cooling system consists of the following components:

Coolant
The engine coolant is a solution made up of a 50-50 mixture of DEX-COOL and clean drinkable water. The coolant solution carries excess heat away from the engine to the radiator, where the heat is dissipated to the atmosphere.

Radiator
The radiator is a heat exchanger. It consists of a core and two tanks. The aluminum core is a downflow tube and fin design. This is a brazed tube with convoluted louvered fin design. Separate tubes and fins are stacked together
with a manifold at each end. The entire assembly is then brazed forming a homogeneous unified structure. The fins allow for efficient heat transfer from the coolant to the atmosphere. The inlet and outlet tanks are molded with a
high temperature, glass reinforced nylon plastic. The tank and gasket is supplied as an assembly with silicone gasket attached to the tank. The tanks are clamped to the core with clinch tabs. The tabs are part of the aluminum
header at each end of the core. The radiator also has a drain cock which is located in the bottom right of the lower tank. The drain cock includes the drain cock and drain cock seal.
The radiator removes heat from the coolant passing through it. The fins on the core absorb heat from the coolant passing through the tubes. As air passes between the fins, it absorbs heat and cools the coolant.

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During vehicle use, the coolant heats and expands. The coolant that is displaced by this expansion flows into the overflow tank. As the coolant circulates, air is allowed to exit. Coolant without bubbles absorbs heat much better
than coolant with bubbles.

Pressure Cap
The pressure cap is a cap that seals and pressurizes the cooling system. It contains a blow off or pressure valve and a vacuum or atmospheric valve. The pressure valve is held against its seat by a spring and protects the
radiator by relieving pressure if it exceeds 20 psi. The vacuum valve is held against its seat by a spring, which permits opening of the valve to relieve vacuum created in the cooling system as it cools off. The vacuum, if not
relieved, could cause the radiator hoses to collapse.
The pressure cap allows pressure in the cooling system to build up. As the pressure builds, the boiling point of the coolant goes up as well. Therefore, the coolant can be safely run at a temperature higher than the boiling point of
the coolant at atmospheric pressure. The hotter the coolant is, the faster the heat moves from the radiator to the cooler passing air. However, if the pressure exceeds the strength of the spring, the pressure valve rises so that the
excess pressure can escape. When the engine cools down, the temperature of the coolant drops and a vacuum is created in the cooling system. This vacuum causes the vacuum valve to open, allowing outside air into the
cooling system. This equalizes the pressure in the cooling system with atmospheric pressure, thus preventing the radiator hoses from collapsing.

Surge Tank
The surge tank is a plastic tank with a threaded pressure cap. The tank is mounted at a point higher than all other coolant passages. The surge tank provides an air space in the cooling system that allows the coolant to expand
and contract. The surge tank provides a coolant fill point and a central air bleed location.
During vehicle use, the coolant heats and expands. The increased coolant volume flows into the surge tank. As the coolant circulates, any air is allowed to bubble out. Coolant without air bubbles absorbs heat much better than
coolant with bubbles.
During vehicle use, the coolant heats and expands. The increased coolant volume can in some conditions push past the pressure cap and through a channel into the overflow bottle. As the coolant circulates, air is allowed to
bubble out. This air is then transferred to the overflow bottle, through the surge tank cap, where it returns to the atmosphere. Coolant without air bubbles absorbs heat much better than coolant with bubbles. When the engine
cools, the coolant, without air bubbles, contracts back into the surge tank from the bottom of the overflow bottle.

Air Baffles and Seals

The cooling system uses deflectors, air baffles and air seals to increase system cooling. Deflectors are installed under the vehicle to redirect airflow beneath the vehicle to flow through the radiator and increase cooling. Air baffles
are also used to direct airflow into the radiator and increase cooling. Air seals prevent air from bypassing the radiator and A/C condenser. Air seals also prevent recirculation of the air for better hot weather cooling and A/C
condenser performance.

Engine Oil Cooler

The engine oil cooler is a heat exchanger located inside the lower end tank of the radiator. The engine oil temperature is controlled by the temperature of the engine coolant that surrounds the oil cooler in the radiator.
The engine oil pump, pumps the oil through the engine oil cooler line to the oil cooler. The oil then flows through the cooler where the engine coolant absorbs heat from the oil. The oil is then pumped through the oil cooler return
line, to the engine block system.

Transmission Oil Cooler

The transmission oil cooler is a heat exchanger. The air conditioning condenser is a multi-cooler that contains the transmission oil cooler heat exchanger. The transmission fluid temperature is regulated by the temperature of the
air passing through the heat exchanger.
The transmission oil pump, pumps the fluid through the transmission oil cooler feed line to the oil cooler. The fluid then flows through the cooler while the passing through the heat exchanger absorbs heat from the fluid. The fluid
is then pumped through the transmission oil cooler return line, to the transmission.

Revision 1.4 - Date: 9/19/2014 2015 CHEVROLET COLORADO/GMC CANYON ELECTRICAL SECTION 147 / 715