Jump to content

Recommended Posts

Posted

I have an 03 2500hd 6 liter.  I had a fisher minute mount 8.6 v plow installed last year. Truck ran awesome until a few months ago.

 

went into limp mode one day. Found an abs sensor sheared and tapping control arm which shorted ecu. Codes verified this. Replaced ecu and battery, pulled abs relay. Cleared ECU issue code but now we still have a code saying throttle position sensor, throttle body. I’ll get exact code tomorrow. 
 

we hooked a scanner up and with help of friend watched throttle position percentage and physically watched throttle body. Seems to be in working order and operating as it should. 
 

Truck starts and idles no problem, but as soon as you drive it and get going around 25-30 it goes into limp mode, door locks flicker, side mirrors start adjusting themselves. 
 

Any help is greatly appreciated. Snow’s coming soon and I need this thing up and running.

Posted

I would check the power and ground cables, both that they are tight and clean connections, and that the connectors & cables are solid and not corroded (which can happen even underneath the insulation.

Posted

What do you mean by that?  You connected a bunch of ground cables to the battery?  Or between random spots on the the truck?  Or both?

 

And what about power?

Posted

I had a similar problem.

Be sure to clean the contacts on the throttle body connector and the gas pedal. Your truck is throttle by wire.

Posted
7 hours ago, davester said:

What do you mean by that?  You connected a bunch of ground cables to the battery?  Or between random spots on the the truck?  Or both?

 

And what about power?

We checked all grounds we could easily get to and talked to a friend who’s a mechanic locally. He suggested adding a couple new grounds to ensure we didn’t have a ground strap somewhere causing problems.

 

we added two new grounds from the engine block to ensure we had enough, didn’t change the situation. 
 


What do you mean “what about power?”

 

 

Posted
5 hours ago, David89GMC said:

I had a similar problem.

Be sure to clean the contacts on the throttle body connector and the gas pedal. Your truck is throttle by wire.


We’ve looked at them and they seem to fine. 
 

when we hooked my buddies scan tool up and checked the throttle body position it seemed to work as it should. 
 

meaning, I sat in the truck and pressed the gas pedal and could see how much the TB should be open, and my buddy was physically watching it.

 

when the scan tool showed me throttle position 99.6% open the throttle body was physically wide open.

 

is it possible there is still a problem in there, if it appears to be working proper?

 

and yes my truck is throttle by wire.

Posted

So, we have wiggled all wires and nothing goes haywire until we’re actually driving. We can sit and idle and press the gas/throttle with no issue. As soon as we’re moving and we hit the gas it goes into reduced engine power. We hit about 20% throttle when it went into limp mode. 
 

throwing code p1518- electronic throttle module to pcm communication.

 

 

Posted (edited)

So.

 

we have replaced the pedal assembly and our new battery posts (the old ones didn’t have much thread). 
 

truck fired up and ran decent for 20 minutes. Driving up and down main road at 60-70. 
 

Then all of a sudden it went back into limp mode. Limped it home. 
 

Left truck off, popped hood and could hear whining from throttle body so we disconnected the harness and whining stopped, as well as we heard throttle body close. So the throttle body is actuating without the truck being on. 
 

We have no dash at all, won’t turn over, doesn’t click or even attempt to start but radio turns on, lights turn on, etc.

 

We’re stuck and don’t even know where to look at this point. 
 

we are fixing issues for others to simply pop up. Is it possible we have a short somewhere that’s causing these things to go haywire

Edited by Mainedave207

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
  • Latest Articles

  • Posts

    • I hope to high heaven this is wrong. My Chevy farm trucks frame is lasting way longer than a newer Nissan Titan XD I got for a steal, and it only pulls trailers. A decade younger and it's frame is already way rustier than the waxed Chevy I drive across longs and ditches. Also, hasn't Ford been having tones of troubles with rusted frames? 
    • Batteries don’t always show signs of a few years ago my vehicle started fine in the morning and took me to work. After work the battery was completely dead and I needed a jump. No, I didn’t leave anything on and the battery was only a couple months old. It was replaced under warranty. 
    • AFM is confirmed in the Corvette engine, so I'm assuming the higher volume trucks will get it as well
    • If his battery was that bad I would think it would have been showing signs before this that were ignored. Stinks that it happened the way it did in rush hour traffic, but this seems like a pretty fringe scenario. I don't mind it that bad and never turn it off. The only slight annoyance for me is the slight delay between brake to gas, but I have gotten used to it and figure if it can save a little gas why not.
    • That is a good correction. I think “severity” was probably the wrong word for what I meant. What I really mean is closer to event priority, relevance, and actionability — not “this code is severe” or “replace this part.” I agree that a truck can have a lot of trivial or historical communication codes, and if the product starts pushing alerts for every stored or low-value event, people will ignore it very quickly. So the alert logic would need to be filtered. For example, I would not want a random old communication code to generate a push notification by itself. A useful alert would probably need to be based on things like: - new vs historical - active vs stored - repeated vs one-time - duration of the event - whether it happened near the driver-marked symptom - whether it happened together with voltage drop, reset, bus-off, misfire, oil-pressure change, etc. - whether the same pattern repeats under similar conditions So instead of saying “severity,” maybe the product should organize events by affected system and priority. For example: Misfire event: Show misfire counts / roughness first, then fuel trims, RPM/load, DFM/AFM state if available, coolant/oil temp, voltage, and related DTCs. Oil-pressure event: Show oil pressure first, but only in context — RPM, load, oil temperature, coolant temperature, DFM/AFM state if available, voltage, and baseline comparison. Communication event: Show which module/network/message dropped, whether voltage dropped, whether the recorder reset, whether it was active or historical, and whether it repeated. Voltage/reset event: Show battery voltage, crank/wake/sleep state, module reset, communication dropouts, and what came back online first. That also solves the display-order problem you mentioned. The main report should not always show the same fixed list first. It should show the system that appears abnormal first, and then the supporting values for that system. I also agree that the truck already has an oil pressure gauge and MIL. The point would not be to duplicate those. The value would be in showing what else was happening before and after the warning or symptom. For example, if the MIL comes on for a misfire, the truck already told the driver there is a problem. The useful part would be: - which cylinder or bank looked abnormal first - whether it happened after an AFM/DFM transition - whether fuel trims were already moving - whether oil pressure or voltage changed at the same time - whether the same pattern happened previously without a MIL On the OBD port point, I think you may be right for a consumer-facing version. OBD is much easier for the average owner: - easier install - easier removal - inside the cabin - easier phone connection - easier data download - easier to include a pass-through port for another scanner OBD is also the right place for DTCs, freeze frame, VIN, calibration information, Mode 6, and normal scan-tool parameters. The reason I was looking at ECM-side recording is that some events may be gone by the time someone plugs in a scanner, and some powertrain-side network evidence may not be available the same way through the DLC. But I agree that if an OBD-based version can capture enough useful evidence for most owners, that is probably the cleaner consumer product. Maybe the split is: - OBD/DLC version for most consumers - ECM-side version only if it proves it adds evidence that the OBD version cannot get - shop/pro version if deeper powertrain-side event evidence is actually useful So I would not want to force the inline approach if the OBD workflow solves most of the real-world problem. Your last point is probably the key product requirement: the report should be specific to the system showing the abnormality. Not “here are 50 parameters.” More like: “Misfire-related event detected. Here are the misfire/fuel/DFM/context values.” or “Oil-pressure-related event detected. Here is oil pressure compared with RPM/load/temp/baseline.” or “Communication event detected. Here is what dropped, when, and whether voltage/reset happened first.” That is a much better way to think about the report.
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...