VXDIAG VCX NANO GM & Techline Connect SPS2 error E4399 solution from customer.
“I finally received the VCX Nano and followed the guide (I found an i5-6300U@2.4ghz was not enough to run the VM (SPS2 error with tool locking and E4399 codes)) and I decided to follow the latest bulletin PIC5920J.
PIC5920J Vehicle Will Not Charge And Hybrid Loss Of Isolation With DTC P0AA6 And/Or P1FFF P1F0E P0DAA
Models Brand: Model: Model Years: VIN: Engine: Transmissions: from to
Chevrolet Volt 2011 – 2014 All All LUU MKA
Cadillac ELR 2014 – 2016 All All LUU MKA
Opel Ampera 2011 – 2014 All All LUU MKA
Holden Volt 2013 – 2014 All All LUU MKA
Condition / Concern
Some customers may comment that their vehicle will not charge. Customers may also comment that a Check Engine Lamp is illuminated. Technicians may find a current code P0AA6
and / or a P1F0E set on 2011-2013 Volt or a P0DAA on 2014 Chevy Volt, Opel Ampera or Cadillac ELR in the HPCM2. When diagnosing these DTC’S, potential causes to consider when evaluating the vehicle are:
1. A loss of Hybrid/EV Battery Pack coolant (external or internal to the Hybrid/EV Battery Pack)
2. A loss of high voltage isolation within the battery cells or battery sections themselves
Recommendations / Instructions
Locate the Isolation Test Resistance that is located in the HPCM 2 data list under HPCM 2 / Data Display / Data Display / Hybrid/EV Powertrain Control Module 2 Data and note the current value on the repair order.
Also note the Isolation Resistance from the freeze frame records in the HPCM2 for the P0AA6, P1F0E, and/or P0DAA DTC.
Inspect Hybrid/EV Battery Pack coolant level by doing both of the following:
- Note if the coolant level is low in the under hood reservoir.
- Remove the drain plug for the battery to see if any water/coolant drains out, indicating a coolant leak in the battery pack.
If necessary, refer to the Hybrid/EV Battery Cooling System Diagnostic in Service Information.
Important: All P0AA6 failures must include an inspection of the Hybrid/EV Battery Pack drain plug, located on the battery tray, regardless of fuid level at the Hybrid/EV Battery Pack coolant reservoir. If any moisture is found during the drain plug inspection, contact the GM Technical Assistance Center (TAC)
If the coolant level in the reservoir is at the proper level and there is no coolant or water drained from the battery from the drain plug inspection.
2011 – 2014
Program the HPCM2 (K114B) and the BECM K16 with the latest calibration. If DTC sets again, review freeze frame
information again and follow SI diagnostics
2015 – 2016
Please follow SI for the DTC that set after performing the coolant plug inspection.
Important: If you have any moisture that is found in the battery during the drain plug inspection or the Isolation test resistance will not go above 275 kOhms after the HPCM2 and the BECM have been updated, please contact the Technical Assistance Center (TAC) for further direction.
For vehicles repaired under the EV coverage, use the following labor operation. Reference the
Applicable Warranties section of Investigate Vehicle History (IVH) for coverage information.
For 2011- 2014 Volt/Ampera And 2014 Cadillac ELR
Please follow this diagnostic or repair process thoroughly and complete each step. If the condition exhibited is
resolved without completing every step, the remaining steps do not need to be performed.”
The bulletin request to read the HPCM2 isolation test resistance (ITR) from the DTC P0AA6 and freeze frame and then after the module update. So I decided to sacrifice another VM to run the hacked/virus infected GDS2 diagnostic software. I found the ITR for DTC P0AA6 was 250 kOhms and freeze frame was 225 kOhms which was below the 275 kOhms threshold as stated in the bulletin.
I then reprogrammed the BECM which took about 12 mins as stated in guide without any issues. Next I reprogramming the HPCM2, but it only took about 2mins (guide stated about 7mins) and SPS2 exited with a successful warranty claim code. However when I turned the car back on I immediately received a reduced propulsion message, missing battery gauge, and the ICE extender turned on. So I decided to reprogram HPMC2 once more and again it took only about 2 mins and again SPS2 exited with a successful warranty claim code, but this time battery came back fine. And for everyone’s reference the final ITR after update was 3000 kOhms:
Overall I would say the whole process is doable, but not for the faint of heart!