P0300 & P219A codes

[asilverblazer]

P16E5 is the code for high fuel pressure. Obviously the number displayed is not correct. Check the connections on the fuel rail pressure sensor.

 

Not displaying "OK" or "Not Run" limits diagnosis to circuit testing on the fuel injector.

 

Quote

 

Circuit/System Testing

1. Ignition OFF, all vehicle systems OFF, disconnect the X3 harness connector at the K20 Engine Control Module. It may take up to 2 min for all vehicle systems to power down.
2. Test for infinite resistance between the appropriate Q17 Fuel Injector high control circuit and ground.
   • If less than infinite resistance
    
   1. Disconnect the harness connector of the Q17 Fuel Injector.
   2. Test for infinite resistance between the Q17 Fuel Injector high control circuit and ground.
      • If less than infinite, repair the short to ground in the circuit.
       
      • If infinite resistance
      
      
   3. Test for infinite resistance between the Q17 Fuel Injector low control circuit and ground.
      • If less than infinite, repair the short to ground in the circuit.
      • If infinite, test or replace the Q17 Fuel Injector.
      
      
      
      
      
   4.  
    
   • If infinite resistance
   
   
3. Ignition ON.
4. Test for less than 1 V between the Q17 Fuel Injector high control circuit and ground.
   • If 1 V or greater
    
   1. Disconnect the harness connector of the Q17 Fuel Injector, ignition ON.
   2. Test for less than 1 V between the Q17 Fuel Injector high control circuit and ground.
      • If 1 V or greater, repair the short to voltage on the circuit.
      • If less than 1 V, repair the short to voltage on the low control circuit.
      
      
      
      
      
   3.  
    
   • If less than 1 V
   
   
5. Ignition OFF.
6. Test for less than 10 Ω between the Q17 fuel injector high control circuit and low control circuit.
   • If 10 Ω or greater
    
   1. Disconnect the harness connector of the Q17 Fuel Injector.
   2. Test for less than 2 Ω on the high control circuit end to end.
      • If 2 Ω or greater, repair the open/high resistance in the circuit.
       
      • If less than 2 Ω
      
      
   3. Test for less than 2 Ω on the low control circuit end to end.
      • If 2 Ω or greater, repair the open/high resistance in the circuit.
      • If less than 2 Ω, test or replace the Q17 Fuel Injector.
      
      
      
      
      
   4.  
    
   • If less than 10 Ω
   
   
7. Test or replace the K20 Engine Control Module.

 

I suspect something isn't connected entirely, maybe a fuse, maybe disconnect the battery and reconnect.

 

Maybe... the harness (or wire) to the injectors has been damaged and finally after messing with it this much has completely severed.

 

[ktuck]

On 6/11/2024 at 2:50 PM, asilverblazer said:

P16E5 is the code for high fuel pressure. Obviously the number displayed is not correct. Check the connections on the fuel rail pressure sensor.

 

Not displaying "OK" or "Not Run" limits diagnosis to circuit testing on the fuel injector.

 

I suspect something isn't connected entirely, maybe a fuse, maybe disconnect the battery and reconnect.

 

Maybe... the harness (or wire) to the injectors has been damaged and finally after messing with it this much has completely severed.

 

 

Thanks for providing me with the circuit testing procedures. That helps me out a good bit since I do not have a current subscription to any technical manuals. Would it be a safe assumption that I should first focus on the P16E5 code as it may be what's also triggering the 3 P0200 series codes? I have checked all fuses and no problems found there. I also have disconnected the battery a couple different times hoping for some kind of reset, but to no avail.

 

I do not have a schematic to isolate which wire or pin is which so I can perform the circuit tests such as the high and low control circuit testing resistance and voltage to ground testing. How can I know which wire to test? Also, I assume I'll need to remove the intake to test the Q17 fuel injector harness connector?

 

Since these codes have never appeared before on this vehicle, I am pretty well convinced it has showed up due to me touching or moving something. It would seem like a wire or connector somewhere is stripped, broken, stretched or disconnected. The challenge I have is finding it! This truck has really kicked my butt to the moon and back. This has become the most extended diagnosis I have ever been involved in and that is mostly my own doing I have to say. Thanks again for your advice and insights into my problems with this Silverado, I appreciate it very much!

[asilverblazer]

15 hours ago, ktuck said:

Would it be a safe assumption that I should first focus on the P16E5 code as it may be what's also triggering the 3 P0200 series codes? I have checked all fuses and no problems found there. I also have disconnected the battery a couple different times hoping for some kind of reset, but to no avail.

 

...Since these codes have never appeared before on this vehicle, I am pretty well convinced it has showed up due to me touching or moving something. It would seem like a wire or connector somewhere is stripped, broken, stretched or disconnected. The challenge I have is finding it!

I would back track through your repair, could a section of wire harness gotten trapped under something and smashed?

 

I wouldn't even necessarily start trying to diagnose a specific one of those codes. I think you'll find an obvious problem once you get in to it.

[ktuck]

On 6/13/2024 at 2:09 PM, asilverblazer said:

I would back track through your repair, could a section of wire harness gotten trapped under something and smashed?

 

I wouldn't even necessarily start trying to diagnose a specific one of those codes. I think you'll find an obvious problem once you get in to it.

 

Here are a couple pics of the area around the fuel rail sensor and the HPFP. I have literally searched the harness and connectors with great detail...not only the wires and connectors that were disturbed when replacing the injectors but the rest of the harness as well. Everything looks pristine.

 

My neighbor has an engine he took out of his Tahoe which is the same engine as mine. It ran perfect with no codes or anything, just had some bottom end noise. I am going to switch out the HPFP from his engine to try in mine. Nothing left to lose really and won't cost me anything but my time. Ohms test on the bank 1 injector harness wires was good as was signal voltage. I don't know if I can test for limp mode with the just having the pump installed and all connectors secure, or if I will need to put the intake back on so I can run the engine. I will check it with the key on, engine off just to see. If no luck with this, I pretty much will be ready to give up and will likely take it to the Chevy dealer this coming week.

[asilverblazer]

Take a look at this:

https://static.nhtsa.gov/odi/tsbs/2023/MC-10232712-0001.pdf

[asilverblazer]

On 6/15/2024 at 10:45 PM, ktuck said:

I am going to switch out the HPFP from his engine to try in mine. Nothing left to lose really and won't cost me anything but my time.

I don't think I would do this, I doubt it fixes it... I'd focus on the fuel pressure signal first. There has to be a wire problem somewhere triggering the code.

[ktuck]

On 6/17/2024 at 2:26 PM, asilverblazer said:

Take a look at this:

https://static.nhtsa.gov/odi/tsbs/2023/MC-10232712-0001.pdf

 

Yes, I had seen this list of TSBs. I had followed the ones pertaining to the 5.3 and found none that were rubbing, chafing or pinched or open wires. Focusing on the P16E5 code, there are about 5 things listed as likely causes. I tried or eliminated each of them, including replacing the fuel rail pressure sensor(simply because it was cheaper!). Finally the only one I hadn't tried was the fuel pump. After installing the HPFP from my neighbor's Tahoe, everything was better. All codes gone, it's out of limp mode, MIL is out and most importantly the engine runs perfectly! After driving it for about 100 miles now, the misfire counter shows zero misfires on all 8 cylinders, 02 data looks good and fuel trims have balanced out quite a bit. After 114 days, I have my truck back! I want to thank you and others on this forum for your help in tracking down this most challenging drivability issue!

[asilverblazer]

Great news, so now in hindsight, I've followed this thread but... What was the problem and solution summary?

 

Clean all and replace one fuel injector and HPFP?

[ktuck]

On 6/24/2024 at 2:47 PM, asilverblazer said:

Great news, so now in hindsight, I've followed this thread but... What was the problem and solution summary?

 

Clean all and replace one fuel injector and HPFP?

 

I believe that is correct, one bad injector and the HPFP. I made things difficult when I installed ebay injectors early on. That brought about the perpetual misfires which seemed to bounce around among the cylinders. During the pursuit of those misfires, a few more non-OEM parts (O2, MAF sensors and spark plugs), just made matters worse. After replacing the wires and moving coils and plugs around between cylinders, if I had simply sent the injectors out for testing, the solution would have revealed itself much quicker I believe. I do believe it odd that two different components failed at approximately the same time, but it can happen as I found out.

 

My general lack of technical knowledge in interpreting fuel trim data and going the cheap route with non-OEM parts played the biggest role in why this ordeal extended out so long. I take some consolation in the fact that I have learned a great deal about OBD2 diagnostic procedures from this challenging experience.