W T F......

I'd send those screenshots to Banks. It's a pretty big issue if we can't install aftermarket monitors on our trucks now.

 

A quick search shows that code pertaining to multiple items from map sensor to oxygen sensor, etc across various vehicles. I get that email every month as diagnostics don't work with anything plugged into the obd2 port. Have your worked prior to this with the obd in use?

 

It has worked prior to my knowledge, but most of the winter anytime I open the app to autostart this is the same message every single time. My app is up to date and the autostart/lock work without issue. Seems as those this is the error message associated with the "interference" from OBD plug-in.

That's what i reference with it being a ghost code. Theres no specific issue mentioned, just seems as though its their way to get you in. The threat of reduced engine power for this issue is unsettling though. In my eyes, its their way of saying our check shows that you did something we dont like and you need to come in so we can yell at you. And if you dont come in so we can yell at you you'll be in reduced power mode until we can yell at you.

 

Clear the code and unplug the iDash then. See what happens.

 

Checking in here. Similar issues for me last night as well. I'm at work, I'll try to write up more details later. The only way I got home last night without limp mode was removing the Derringer and battery disconnect. I was clearing the code with the Idash and the truck was still in limp (with Derringer installed).
I'll definitely be calling Banks today.

Something different I did than @Bsimster though, when I installed the setup, I turned off the Onstar "advanced diagnostics". I have no messages in my Onstar app.

@TurboTime , I think this needs to go up the flag pole.

 

Well, banks is sending me a new harness. We'll see what happens.
I'm going to try to use a meter and do some resistance checks on my current one.
I voiced my concerns, first, is GM doing something, or is there something wrong with the boot sequence of the Derringer.
So very strange how we had the same code not 24 hours apart of each other.

 

GM is not yet doing a Tesla and flashing software updates over OnStar, are they?

 

I cant confirm this but i have seen some videos on YouTube (many no longer exist 👀👀) of the trucks throwing crazy codes and being remotely throttled/shut down by OnStar. Im not sure what parameters were met when this occurred, but it did happen

 

Per Banks website, OBD can only communicate with one device at a time. So having the IDash plugged in prevents OnStar from accessing diagnostics.

 

Update :

At the recommendation of @viper8315. I opened my MAP sensor and uhh...... It looked like the bottom of a fire pit. Cleaned it off and she started right up. I didn't idle her to temp but I'm taking her out today up some serious hills (unloaded) and ill let you know whats happening

After a lot of beers and digging last night, seems as though the ghost code is the way the engine says something is off. Being that my MAP was as dirty as it was, the dealer demand may have been recommended for someone to go hands on to figure it out. As per one of the Diesel Cruz forums, the four parameters were so far off that stopping in was the only way to try and figure it out.

Highly highly highly highly highly recommend making the MAP sensor cleaning one of your steps during your preventative maintenance routines. This is a 2018 with 18k on it

 

Dang that is pretty nasty. I’m getting ready to do a 10k service and now planning to add MAP cleaning to it. How did you clean it? MAF spray cleaner?

 

i covered this on a post a while back..

this is actually a TMAP sensor.. not just MAP ... the little blue pimple is a thermistor that reads TEMP.. the little hole next to it is a passage to a solid state pressure sensor used to read ABSOLUTE pressure...

when cleaning it.. I would suggest not putting it on its back like the picture and spraying into the hole. as that might drive soot deeper into the device

I would hold it cage facing down.. electronics on top just like installed in the intake manafold and hit it with SHORT bursts of MAF Cleaner..

mine didnt look quite that bad at 16k when I looked at mine... it would seem prudent that it remains clean.. since this is the ECMs final analysis of the charge air before going into the heads... what banks calls charge air absolute density... since its temp and pressure

additionally the TMAP is likely used by the ECM to judge the quantity and quality of EGR ... when the ECM opens the EGR it expects to see the absolute density drop due to a rapid rise in temp

when that thermistor is covered like that. my guess is it begins to respond to temp changes too slowly insulated by soot...

 

i covered this on a post a while back..

this is actually a TMAP sensor.. not just MAP ... the little blue pimple is a thermistor that reads TEMP.. the little hole next to it is a passage to a solid state pressure sensor used to read ABSOLUTE pressure...

when cleaning it.. I would suggest not putting it on its back like the picture and spraying into the hole. as that might drive soot deeper into the device

I would hold it cage facing down.. electronics on top just like installed in the intake manafold and hit it with SHORT bursts of MAF Cleaner..

mine didnt look quite that bad at 16k when I looked at mine... it would seem prudent that it remains clean.. since this is the ECMs final analysis of the charge air before going into the heads... what banks calls charge air absolute density... since its temp and pressure

additionally the TMAP is likely used by the ECM to judge the quantity and quality of EGR ... when the ECM opens the EGR it expects to see the absolute density drop due to a rapid rise in temp

when that thermistor is covered like that. my guess is it begins to respond to temp changes too slowly insulated by soot...

Got it, appreciate the heads up. With all those functions seems to me it definitely should be part of service schedule to keep it clean. I’ll add it to mine.

 

air comes in MAF

air gets boosted TMAP

ECM calc fuel table based on volume, temp, pressure and estimates fuel required
burn analyzed .. combination of 7 EGT sensors, NOX sensors, some say some lambda sensor is in there too

NOX sensors control DEF injection requirements, ECM compares DEF required to reduce NOX to spec.. compares this DEF requirement against stored values, any large deviation will throw DEF quality and other emissions codes - think oxygen sensor closed loop like functionality in a gasser

over simplified but you get the idea...

its my suggestion that periodically .. with your scan tool before engine start....

go KEY ON ENGINE OFF

look at ALL temp sensors.. EGT/COOLANT/etc .. they should all be close
loot at pressure and boost sensors.. their values should make sense... etc

IE check the sensors in ambient non engine running condition and compare to ambient

 

Where can I find TMAP?


Sent from my iPhone using Tapatalk

 

top of the 'giraffe neck' metal intake

 

There is a spacer block you can get to move it out..
Claims to prevent this..
I read a thread about someone using one and said it works..
Just some thoughts..

 

my issue with a spacer to remove it from the air stream are 2 fold..

1 if it were just pressure .. no biggie.. but its a temp sensor to and removing it from the stream slows its temp change accuracy

2 the sensor is designed to be vertical to keep crap from going into the pressure hole at the top... with the spacer the sensor is on its side permitting soot and condensation to form in the pressure hole

its not an expensive sensor.. cleaning it every 3 or 4 oil changes likely should suffice unless you are a heavy footed driver generating lots of soot or you have lots of oil blow by from the PCV or turbo seal.. that would gum it it quicker..

 

I installed the S&B spacer and no more MAP cleaning, got that message also now its gone!

 

I had the spacer and still had an issue. Granted, it could have been the Derringer as well.

 

I can't tell a single bit of difference in the way the truck runs with the spacer or without it but it keeps the sensor completely clean. I'm running the Derringer as well.

 

So. I drove about 40 miles today and beat the hell outta her. No issues. Tbh i think this is the strongest shes felt in a while. Not sure if thats because of the weather or a clean sensor but whatever. All's well. No active codes and none pending!!

Also - i held cage facing down and cleaned for a bit. Then took a 90degree pick and scraped inside the half moon. Sprayed cleaner right inside half moon. No issues. Have no fear! Yes i used MAP spray cleaner

 

best way to clean it.. that should work good.. just be careful with the pic.. i use a soft plastic or toothpick so as to not deform or burr the hole...

the feeling of more power is because she is getting a more complete and proper fueling and burn because its getting more accurate air data and charge boost pressure/temp are responding quicker and more accurately..

you should REGEN less as well since you should produce less soot with a correct air/fuel ratio

 

Well, I also cleaned up my MAP sensor yesterday. It wasn't quite as bad as @Bsimster 's but it was dirty for sure. Also cleaned out the S&B MAP sensor spacer. Here's also some more detail on what happened when my original code tripped. First, a pic:

So, my issue occurred as soon as I turned the ignition on when I got out of work on Thursday night. I immediately pulled the code, and besides the P00C7 code, the data shows in the picture that the MAP was reading 9.4 PSI when the code was triggered.
So, for some basic physics/chemistry review, standard atmospheric pressure is 14.5 PSI. With the engine not running, the MAP showed a pressure well below that. In fact, 9.5 PSI of air pressure equates to ~11,500 ft. I can assure you that the truck was not at that altitude.
So, here's a snip from the factory service manual:
Condition 1 (Ignition on, engine off) The ECM detects an inconsistency between the pressure sensors in the induction system in which a particular sensor cannot be identified as the failed sensor. The difference is greater than 10 kPa (1.5 PSI) for greater than 62.5 ms.
Condition 2 (engine running) The ECM detects an inconsistency between the pressure sensors in the induction system in which a particular sensor cannot be identified as the failed sensor. The difference is greater than 10 kPa to 40 kPa (1.5 PSI to 5.8 PSI), depending on airflow, for greater than 5 s

I added the bold notes there which explain the conditions from another part of the manual. So for my situation, the computer definitely saw that the MAP was reading a value that differed from the other pressure sensors by more than 1.5 PSI when I turned the ignition on.
So in my mind, one of three things happened:
1. Dirty MAP lead to a false reading
2. Derringer glitched at boot-up (ignition on) causing a false reading
3. Possible limp mode caused by Onstar since they maybe detected the tuner
Yes, of course #3 is bit of a conspiracy theory, it's just interesting how @Bsimster and I had the same code less than 24 hours apart from each other. Maybe it's just a coincidence due to the weather we had in NJ that day.

As far as #2 is concerned, less than a month ago, I had a FPR code which also caused a limp mode. Banks sent me a new derringer, but not a new harness. They're now sending me a new harness. I personally have my doubts on that.

Unfortunately, in my haste of trying to get a non-limp mode truck Thursday night, I turned two knobs at the same time, I disconnected the Derringer, and I had also removed the MAP and tapped it slightly and blew on it. I had previously tried for an hour to just clear the code, and restart the truck, but it kept coming back.

All and all, bit frustrating to say the least. Yes, this is very long-winded, but if I can help someone else who gets stuck in the same situation, then it's worth it. I also would appreciate anyone else to chime in who has the Banks stuff, because if they do have an issue with the Derringer, then the more people that report it the better so that they can fix it.

 

Well, I also cleaned up my MAP sensor yesterday. It wasn't quite as bad as @Bsimster 's but it was dirty for sure. Also cleaned out the S&B MAP sensor spacer. Here's also some more detail on what happened when my original code tripped. First, a pic:
View attachment 1085974

So, my issue occurred as soon as I turned the ignition on when I got out of work on Thursday night. I immediately pulled the code, and besides the P00C7 code, the data shows in the picture that the MAP was reading 9.4 PSI when the code was triggered.
So, for some basic physics/chemistry review, standard atmospheric pressure is 14.5 PSI. With the engine not running, the MAP showed a pressure well below that. In fact, 9.5 PSI of air pressure equates to ~11,500 ft. I can assure you that the truck was not at that altitude.
So, here's a snip from the factory service manual:
Condition 1 (Ignition on, engine off) The ECM detects an inconsistency between the pressure sensors in the induction system in which a particular sensor cannot be identified as the failed sensor. The difference is greater than 10 kPa (1.5 PSI) for greater than 62.5 ms.
Condition 2 (engine running) The ECM detects an inconsistency between the pressure sensors in the induction system in which a particular sensor cannot be identified as the failed sensor. The difference is greater than 10 kPa to 40 kPa (1.5 PSI to 5.8 PSI), depending on airflow, for greater than 5 s

I added the bold notes there which explain the conditions from another part of the manual. So for my situation, the computer definitely saw that the MAP was reading a value that differed from the other pressure sensors by more than 1.5 PSI when I turned the ignition on.
So in my mind, one of three things happened:
1. Dirty MAP lead to a false reading
2. Derringer glitched at boot-up (ignition on) causing a false reading
3. Possible limp mode caused by Onstar since they maybe detected the tuner
Yes, of course #3 is bit of a conspiracy theory, it's just interesting how @Bsimster and I had the same code less than 24 hours apart from each other. Maybe it's just a coincidence due to the weather we had in NJ that day.

As far as #2 is concerned, less than a month ago, I had a FPR code which also caused a limp mode. Banks sent me a new derringer, but not a new harness. They're now sending me a new harness. I personally have my doubts on that.

Unfortunately, in my haste of trying to get a non-limp mode truck Thursday night, I turned two knobs at the same time, I disconnected the Derringer, and I had also removed the MAP and tapped it slightly and blew on it. I had previously tried for an hour to just clear the code, and restart the truck, but it kept coming back.

All and all, bit frustrating to say the least. Yes, this is very long-winded, but if I can help someone else who gets stuck in the same situation, then it's worth it. I also would appreciate anyone else to chime in who has the Banks stuff, because if they do have an issue with the Derringer, then the more people that report it the better so that they can fix it.

a key phrase from you troubleshooting... " in which a particular sensor cannot be identified as the failed sensor"

it could not flag a particular sensor like the TMAP in this case because it was still showing a value that was within a range of possibility .. IE 9.5 PSI

additionally keep in mind.. these sensors dont report pressure, or temperature or anything else.. they merely put a VOLTAGE on a PIN .. the ECM is responsible for sorting it all out into meaningful data.. sure the sensors are calibrated so that certain voltages or resistances match up to the 'value' the ECM is trying to measure ... my point being is this...

there is a lot going on between where the sensor is .. the wires and connectors, interference, battery voltage, then finally the ECM itself.. now add in the 'inline tuner' which is a fancy way of saying hijack

so that adds in another layer of connections to both the TMAP, FPR and whatever else the tuner is plugged into.. more chance of a voltage or resistance transient.. and that is before we talk about the possibility of a failure of either the sensor or the tuner...

just continues to hammer home the point I have been trying to make about the L5P.. .in the old days.. a transient or a poorly performing sensor might get you a rough idle or some smoke or a slight loss in MPG.. now it shuts the whole shit show down.. because the algorithms have no slop in them ..and as far as GM is concerned any reading that is not strictly by the book is an emissions cheat that needs to be punished...

 

Yes, agreed on your points deuce. Very frustrating, especially since once I did start the truck, the TMAP was reading normally, both the temperature and pressure values were nominal. It was only out of spec during the 62.5 ms of turning the key on. Really frustrating that GM didn't program the computer with enough smarts to check the value again once the thing is running, or before its even running to get a second value to verify the first "bad" reading before limping the truck.

 

put a volt meter on the truck and unlock it or open a door... and watch the voltage drop..

these trucks use a ton of amps when 'waking up' and preparing to start..
fuel pump
turbo vane sweep
def heater
systems check
priming the DEF (yes I read that at shutdown the pump evacuates the DEF injector line and primes it at start)

I have seen it draw down my what 2 year old batts from 12.6 to 12.1 just by opening the door

all that crap going on with lots of high amp draws and its trying to read the static values of a sensor and only takes millisecond looks at the values... yeah.. that's some quality GM engineering logic...

 

2018 L5P with 18k on it. Banks Derringer, iDash, PedalMonster.

I got my truck May of 19 - Purchased with just under 13k. Havent done as much driving this year as normal due to the climate of current world affairs and having a baby. Have not hooked anything up to the truck yet. Regens happen with no issue.

I installed everything approx Sept/Oct of 19 daily drive in Derringer 3 with Pedal at Sport 3. I do crank it up to 6 and have done some launches but I can say total under 10 times.

Im in North Jersey and we have some weird climate swings. Nov/Dec of 19 we had some 30 degree days with high humidity (Yes - thats a thing here) and i got my first code P0106 'manifold absolute pressure/barometric pressure' which i noticed after no auto start. Jumped in, started up no problem. No loss in driveability noticed so I cleared it and nothing further. It happened on a high humidity day and no issue the rest of the winter. Somewhat normal weather for an electrical issue so didnt think anything of it.

This past week I got that same error twice. Cleared twice again, no issue. Cold / high humidity days again so I had confidence just clearing it based upon research on here, citing moisture/connection issue with the Banks wiring.

Yesterday morning i get in my truck at 5am and get the same Code, along with this now new P00C7. Service message on dash "service emissions system see dealership" with a 175 miles until reduced power. Another weird thing i noticed this time is my oil pressure gauge, both iDash and gauge cluster, not reading anything. Truck was running fine. I cycled the ignition and the gauge went back to normal readings. Could not clear the code this time. Drove home on my 3 mile ride and no driveability issues. Start it up last night showing both codes still present with the same two also in pending status. No longer a reduced power warning light.

Ironically, i reached out to @viper8315 who lives on the other side of New Germany but has the same setup. He magically got the same message during his next key cycle, however he immediately lost throttle and went in to limp mode.

One thing I have noticed is when i auto start through the "mychevy" app on my phone, i always get an error message that it cant connect to the truck, but the start and lock will still function properly. I have also, only recently, gotten a message that acknowledged OnStar detecting an "aftermarket device plugged in"

I'm not a conspiracy theorist but i don't trust whats going on behind the scenes. Watching videos online there are some people mentioning OnStar throttling or cutting power after modifying. Anyone else dealing with this issue recently? A search of this code is kind of a ghost answer that demands you go to a dealer for diagnosis. I still have all emission systems intact and the motor is otherwise untouched.

Sorry for the long winded post I just wanted to make sure everything is covered here. See the following pics:

View attachment 1085880 View attachment 1085881 View attachment 1085882 View attachment 1085883

Scrolling through the dialog on this thread, it looks like a dirty TMAP sensor may have been the cause of the issue. However, if you discover that you're still having issues of any kind or simply have questions, we (Banks) would like to hop on the phone to help. We want to make sure you're enjoying the Derringer trouble-free. Please text us and we'll get a member of our tech support team on the phone with you ASAP. (800) 601-8072 Thanks!

 

Greatly appreciate y'all checking in. I didnt drive yesterday so we shall see what today brings

 

I know this is a old thread but i wanted to give this a try anyway. I have been reading all of these posts about the P00c7 code. i have a 2019 GMC 2500 with the L5P and i keep getting the P00C7 code. the first time i got it i did go buy a new sensor from GM but that didn't fix the problem. it comes and goes i could get it many times in a row upon start and then go a month or longer with out the code. i did put the adapter on to get the sensor out of the stream in the intake and that is working great. but the code does come back with or without the adapter. I do not have that banks kit on this truck. I did buy this truck used and all i have done so far is replace both batteries and i did have to replace the connector for the Mass air flow and one connector for #5 injector. when the code comes on it does not change how the truck runs at all. i have been using my code reader to just turn the check engine light off but i want this to be fixed. the code also does say multi sensor correlation so what all sensors are in this to make this code keep coming back. I am starting to wonder if it is the connector to the sensor on the intake has a pin fitment issues like the injector had.