I have nothing for you...if it were me, I would be taking it back to the dealer. You have a brand new truck. i would make sure it is good to go before possibly getting stranded in the future. If OnStar and your CTS2 finds the code, it is a hard fail...maybe that DTC doesn't illuminate a CEL? Maybe you need something else to trip.

 

Single event errors will set a soft code with no cel. I'm surprised the cts2 even pulled it

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That's interesting to know. I bit more details here; the first time I tried to use the CTS2, it stated no codes found. Then just for fun, I used the Clear DTC function and then read for codes again and that's when it came up the same code as what the OnStar folks told me; P01DA.

Our you surprised that a single event code would be picked up by OnStar?

 

I found this write up on the other diesel forum:

DTC P01CC, P01CE, P01D0, P01D2, P01D4, P01D6, P01D8, P01DA, P01CB, P01CD, P01CF, P01D1, P01D3, P01D5, P01D7, or P01D9

DTC Descriptors
DTC P01CC
Cylinder 1 Injection Timing Advanced
DTC P01CE
Cylinder 2 Injection Timing Advanced
DTC P01D0
Cylinder 3 Injection Timing Advanced
DTC P01D2
Cylinder 4 Injection Timing Advanced
DTC P01D4
Cylinder 5 Injection Timing Advanced
DTC P01D6
Cylinder 6 Injection Timing Advanced
DTC P01D8
Cylinder 7 Injection Timing Advanced
DTC P01DA
Cylinder 8 Injection Timing Advanced
DTC P01CB
Cylinder 1 Injection Timing Retarded

The engine control module (ECM) has the ability to learn injector timing performance. With the engine at operating temperature and in closed throttle decel mode, the ECM will pulse each injector individually and measure the changes in rotational speed of the crankshaft using the input from the crankshaft position sensor (CPS). The ECM will run this diagnostic at one fuel rail pressure operating point for each injector. The ECM stores the injector timing value.

That's description of the codes
Here's the diagnoses

information.
Circuit/System Verification
Verify the proper fuel is used. Refer to Fuel System Specifications and Contaminants-in-Fuel Diagnosis.
Verify there are no aftermarket performance enhancing devices installed on the vehicle.
Perform the Fuel Injector Correction Reset for the appropriate fuel injector. Refer to Fuel Injector Correction Reset.
Perform the Crankshaft Position Reluctor Wheel Learn. Refer to Crankshaft Position Reluctor Wheel Learn.
Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not set. Refer to Fuel Injector Timing Learn.
If a DTC is set
Refer to Circuit/System Testing.
If a DTC is not set
6. All ok
Circuit/System Testing
Perform a engine compression test. Refer to Engine Compression Test.
If engine compression is not within specification
Repair as necessary.
If engine compression is within specification
Replace the appropriate Q17 fuel injector.

I wonder if GM considers the Edge CTS2 as simply a monitor to be a "...performance enhancing devices."? I already have another email into Edge tech support because of the issue with the CTS2 blocking the diagnostics from OnStar. I asked that they check with their engineers to see if the CTS2 would also interfere with the ECM performing the injector timing diagnostics.

Anyone else been down this road before?

 

I have come up with a very speculative theory that I would enjoy either support based on other's experiences or dismissal based on sound arguments/opinions.

There is another thread titled "2017 Tranny Issues..." where a number of folks have complained about a surge and also talked about a ticking noise in deceleration. The above DTC document states that an injector timing test is performed during deceleration where each injector is pulsed and a response is measured. What if the ticking noise are these pulses AND what if the pulse or injector itself "hangs" open too long. Wouldn't there be a surge in the engine because of the long pulse of fuel being injected into that cylinder?

About 1k miles ago, I experienced one single surge while slowing down with my foot off the accelerator. What if a "soft" code was thrown at that time and has been resident not to be discovered until OnStar did its diagnostics a few days ago.

My intuition tells me that the surge, ticking, and injector timing tests are all related but it would be nice to either prove or disprove this theory.

I just finished putting another 150 miles on the truck to support a client and still no CEL. The CTS2 still shows P01DA.

 

The ticking/rattle is the injector test. That's a good theory but I don't think so. Mine surges frequently and I can't ever recall it doing a timing test at the same time. The other theory was tgat it's caused by regen but mine does it when not in regent. My bet is the surge is tcc related

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The one time it happened to me was after the truck had dropped down into 1st gear because I was pulling slowly into a parking spot with my foot on the brake. Based on observing my CTS2, the tcc never locks up in 1st. The lowest gear I have ever seen lockup was 2nd.

BTW: I have had four regen's and it wasn't in regen at the only time it surged.

 

bfaucett:

A request for you: It would be interesting to have you use your OnStar and ask the "Advisor" to run a diagnostic check to see if you have any "soft" codes since your truck surges frequently. Unless your 2015 didn't come with OnStar...

 

My l5p has on star. I'm in the 15 now though. If I remember I'll check on the l5p on friday. I took it in so dealer could note the surge in case it ever causes an accident. Only code they pulled was the p202e or whatever the tsb is for

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Just checked with onstar and there weren't any codes

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Thanks! That shoots a hole in my theory. Let's hope these trucks get the little bugs ironed out...I love my truck!

 

I always here the ticking begin, if I'm in a dry thru or just slow down in traffic, where your in a stop and go. The Ticking goes for a while then stops. As soon as I throttle up its gone and does not come back until I sit there for a little while again.

 

Update:

Edge tech support emailed back stating that their older Insight's use to have this issue blocking the OnStar diagnostics but they fixed that and used that fix in the CTS2; rrrrright...! So their answer was to ship me a new communication cable stating that it is probably bad. I don't believe it!

All I need as proof is someone out there who has a CTS2, start your truck, make sure the CTS2 is reading your information, then call OnStar via you "blue" button, and request that they run a diagnostic on your vehicle. My bet is that the OnStar "Advisor" will state that their diagnostic test failed because your CTS2 was plugged in.

Any takers...????

 

I put a new CTS 2 in a couple weeks ago and just received my OnStar monthly diagnostic report for May. No problems here. Its all good.

 

For some reason, I was able to get my monthly report, too. Since the report showed an Engine & Transmition Fault, the report recommended I do the procedure where I get in my truck, start it, hit the blue OnStar button, and ask the advisor to run diagnostics. That's when I found the CTS2 was blocking the signal.

dubbleu: Have you tried calling OnStar and run the diagnostics with your CTS2 online?

 

No I have not tried that yet. I can try when I get back home. Im just away at work for a stretch.

 

Update:

I took the truck to the dealer to handle the P01DA code and they are still working on it. They read multiple codes all pertaining to cylinders with failed injector timing testing.

Any one else have this issue...???

 

Another update...

The final analysis was that cylinders #6, 7, and 8, all need replacement injectors. Parts will be there in a couple of days.

 

Interesting......

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Update:

The dealer still has the truck because of issues obtaining three new injectors. It seems GM has shipped spares to several dealers already. My dealer still has to go through GM to locate these spares. Two were sent from a dealer in Nashville. The third was shipped from another dealer and arrived totally destroyed by the shipper (FedEx...). Now GM is attempting to find a replacement...

 

Final Update:

Got the truck back last night. Three injectors were definitely bad. The outside range of the performance parameter is a value of "2" (don't know what that means but...), the Tech captured on his laptop that one of the injectors was performing at 15! He could even hear it tapping, it was so bad.

Here is an important tip for those who have any injector replaced: GM documentation states to remove injectors, the cylinder sound deadener has to be removed from the top of the head. To remove that, the common rail fuel pipe has to be removed. Since all fuel tubing is now ultra high pressure, all disconnected tubing has to be replaced with new because it was removed. The dealer Tech discovered after following this GM procedure that the injectors can be removed without removing the sound deadener thus saving time and parts on all the fuel tubing. That's why it took so long to get my truck back! Also, GM had part number mismatches on the fuel tubing causing delays on part shipments.

So much for being the Guiney pig...

Truck runs better than I have ever had. Dealer did a fantastic job. It was GM's poor disassembly documentation and parts numbering that cost me time.

 

Mine is actually at the dealer right now needing an injector for cylinder 3 as well as 2 glow plugs (not sure which ones). My truck had code P0300 and the cel light was on as well as the traction light would click on and off randomly.

They are supposed to get the injector today and claim I will have it back tonight. we will see.