SCcobaltSS

iTrader: (2)

I was WOT throttle when we were scanning with HTP's, so I could get my summer tune, and my car displayed "Engine power reduced" (or in that area)
Does anyone know what might cause that? The guy that was tuning only ever saw that when he was tuning a turbo'd SS Cobalt.
Someone was saying its the TPS and SC Inlet pressure sensor that are out of wack.
Does anyone know how to fix it if it happens again?

blktrax

Scan it for codes and it will tell you what the problem is.

SCcobaltSS

iTrader: (2)

Well it came up as a TPS code of some sort and a SC inlet pressure code.
Its crazy because my car threw a P1102 earlier in the day.....Which from what I heard wasnt a code it searches for, cuz in GM world it doesnt exist? We checked HPT for this code and it wasnt in that either.
But I found one site that told me it was MAP Malfunction-low voltage.
Weird ****...
If it does throw those codes TPS and SC Inlet Pressure code anyone have an idea on a fix?

M88ArRamadi

1182 maybe??? i think its you scip

https://www.cobaltss.net/forums/problems-service-maintenance-69/cobalt-dtc-thread-merged-12015/

SCcobaltSS

iTrader: (2)

That is a possibility! Its hard to ead on the Aeroforce hen Im driving and the sun is in my eyes. How do you fix that?

SCcobaltSS

iTrader: (2)

Ok I found out it was a P1182... What causes that?

blktrax

DTC P1182
Circuit Description
Important: The following applies to the intake air flow system performance diagnostic that is used in this supercharged engine:


• When referring to the "intake manifold models", the plenum volume between the throttle body and the supercharger is considered to be the intake manifold.

• When referring to "engine pumping", the supercharger and the intercooler plenum are considered to be part of the engine.

• The manifold absolute pressure (MAP) sensor that resides in the engine intake manifold is used to adjust the engine air flow estimates to balance the air flow models.


The intake air flow system performance diagnostic provides the within-range rationality test for the mass air flow (MAF), the supercharger inlet pressure (SCIP), and the throttle position (TP) sensors. This is an explicit model-based diagnostic containing four separate models for the intake system.

• The throttle model describes the flow through the throttle body and is used to estimate the MAF through the throttle body as a function of barometric pressure (BARO), throttle position, intake air temperature (IAT), and estimated SCIP.

• The first intake manifold model describes the intake manifold and is used to estimate SCIP as a function of the MAF into the intake manifold from the throttle body and the MAF out of the intake manifold caused by engine pumping. The flow into the intake manifold from the throttle uses the MAF estimate calculated from the throttle model.

• The second intake manifold model is identical to the first intake manifold model except that the MAF sensor measurement is used instead of the throttle model estimate for the throttle air input.

• A fourth model is created from the combination and additional calculations of the throttle model and the first intake manifold model.

The estimates of the MAF, the SCIP, and the TP that are obtained from this system of models and calculations are then compared to the actual measured values from the MAF, the SCIP, and the TP sensors and to each other to determine the appropriate DTC to fail. The following table illustrates the possible failure combinations and the resulting DTC or DTCs.

Throttle Model
First Intake Manifold Model
Second Intake Manifold Model
Fourth Model
DTCs Passed
DTCs Failed

X
X
Pass
Pass
P0101

P0121

P1101

P1182
None

Pass
Pass
Failed
Pass
P0101

P0121

P1101

P1182
None

Failed
Pass
Failed
Pass
P0121

P1101

P1182
P0101

Pass
Failed
Failed
Pass
P0101

P0121

P1101
P01182

Failed
Failed
Failed
Pass
P0121

P1101
P0101

P1182

X
X
Pass
Failed
P0101

P1101

P1182
P0121

Pass
Pass
Failed
Failed
P0101

P0121

P1101

P1182
None

Failed
Pass
Failed
Failed
P0101

P0121

P1182
P1101

X
Failed
Failed
Failed
P0101

P0121

P1182
P1101


If the powertrain control module (PCM) detects that the actual measured air pressure from the SCIP sensor is not within range of the calculated air pressure for the SCIP sensor that is derived from the system of models, DTC P1182 sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:

DTC P1182 Supercharger Inlet Pressure (SCIP) Sensor Performance

Conditions for Running the DTC
• DTCs P0120, P0121, P0220, P0506, P0507, P1183, P1184, P2135 are not set.

• The engine speed is between 400-6,400 RPM.

• The engine coolant temperature (ECT) is between 70-125°C (158-257°F).

• The IAT is between -7 to +125°C (+19 to +257°F).

• The change in the TP is less than 5 percent.

• The above enabling criteria must be stable for more than 5 seconds.

• DTC P1182 runs continuously when the above conditions are met.

Conditions for Setting the DTC
The PCM detects that the actual measured air pressure from the SCIP sensor is not within range of the calculated air pressure for the SCIP sensor that is derived from the system of models by more than 20 kPa for more than 0.5 second.

Action Taken When the DTC Sets
The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
Conditions for Clearing the MIL/DTC
• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.

• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.

• A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.

• Clear the MIL and the DTC with a scan tool.

Step
Action
Values
Yes
No

Schematic Reference: Engine Controls Schematics

Connector End View Reference: Powertrain Control Module (PCM) Connector End Views or Engine Controls Connector End Views

1
Did you perform the Diagnostic System Check - Vehicle?
--
Go to Step 2
Go to Diagnostic System Check - Vehicle

2
Observe the DTC information with a scan tool

Are DTCs P0641, P2228, P2229 set?
--
Go to DTC P0641 , DTC P2228 , and DTC P2229
Go to Step 3

3
Important: The harness connectors for the following sensors are of the same configuration but are not interchangeable.


Turn OFF the ignition.
Review the engine controls schematics for the barometric pressure (BARO) sensor and for the supercharger inlet pressure (SCIP) sensor and note the circuit colors.
Inspect the wiring harness of the BARO sensor for the proper connection.
Inspect the wiring harness of the SCIP sensor for the proper connection.
Did you find and correct the condition?
--
Go to Step 18
Go to Step 4

4
Inspect for the following conditions:

• Disconnected, damaged, or incorrectly routed vacuum hoses

• A supercharger or engine vacuum leak

• A misaligned, loose, or damaged air intake duct

• Any objects blocking the air inlet probe of the mass air flow (MAF)/Intake air temperature (IAT) sensor

• Any contamination or debris on the sensing elements in the probe of the MAF/IAT sensor

• Any damage or fractures to the SCIP sensor housing

• A missing or damaged SCIP sensor seal

• Restrictions or debris in the SCIP sensor vacuum port

Did you find and correct the condition?
--
Go to Step 18
Go to Step 5

5
Inspect the throttle body and the throttle valve for the following conditions:

• Any damage

• Any restriction that could affect the air flow through it

• A vacuum leak at the throttle body

• Any missing parts

• A throttle valve that is not fully open when the accelerator pedal is fully depressed

Did you find and correct the condition?
--
Go to Step 18
Go to Step 6

6
Test for an intermittent and for a poor connection at the SCIP sensor. Refer to Testing for Intermittent Conditions and Poor Connections and Connector Repairs .

Did you find and correct the condition?
--
Go to Step 18
Go to Step 7

7
Disconnect the SCIP sensor electrical connector.
Observe the SC Inlet Pressure Sensor parameter with a scan tool.
Is the SC Inlet Pressure Sensor parameter less than the specified value?
0.1 V
Go to Step 8
Go to Step 11

8
Turn ON the ignition, with the engine OFF.
Connect a test lamp between the 5-volt reference circuit of the SCIP sensor at the harness connector and a good ground.
Measure the voltage from the 5-volt reference circuit of the SCIP sensor to a good ground with a DMM.
Is the voltage within the specified range?
4.8-5.2 V
Go to Step 10
Go to Step 9

9
Is the voltage more than the specified value?
5.2 V
Go to Step 12
Go to Step 13

10
Important: All electrical components and accessories must be turned OFF.


Turn OFF the ignition for 90 seconds to allow the control modules to power down.
Measure the resistance from the low reference circuit of the SCIP sensor to a good ground with a DMM.
Is the resistance more than the specified value?
5 ohms
Go to Step 14
Go to Step 16

11
Test the SCIP sensor signal circuit between the powertrain control module (PCM) and the SCIP sensor for a short to voltage. Refer to Circuit Testing and Wiring Repairs .

Did you find and correct the condition?
--
Go to Step 18
Go to Step 15

12
Test all branches of the 5-volt reference circuit that is shared with the SCIP sensor for a short to voltage. Refer to Circuit Testing and Wiring Repairs .

Did you find and correct the condition?
--
Go to Step 18
Go to Step 15

13
Test the 5-volt reference circuit between the PCM and the SCIP sensor for a high resistance. Refer to Circuit Testing and Wiring Repairs .

Did you find and correct the condition?
--
Go to Step 18
Go to Step 15

14
Test the low reference circuit between the PCM and the SCIP sensor for a high resistance or an open. Refer to Circuit Testing and Wiring Repairs .

Did you find and correct the condition?
--
Go to Step 18
Go to Step 15

15
Test for shorted terminals and for poor connections at the PCM. Refer to Testing for Intermittent Conditions and Poor Connections and Connector Repairs .

Did you find and correct the condition?
--
Go to Step 18
Go to Step 17

16
Replace the SCIP sensor. Refer to Manifold Absolute Pressure (MAP) Sensor Replacement .

Did you complete the replacement?
--
Go to Step 18
--

17
Replace the PCM. Refer to Control Module References for replacement, setup, and programming.

Did you complete the replacement?
--
Go to Step 18
--

18
Clear the DTCs with a scan tool.
Turn OFF the ignition for 90 seconds.
Start the engine.
Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the Conditions that you observed from the Freeze Frame/Failure Records.
Did the DTC fail this ignition?
--
Go to Step 2
Go to Step 19

19
Observe the Capture Info with a scan tool.

Are there any DTCs that have not been diagnosed?
--
Go to Diagnostic Trouble Code (DTC) List - Vehicle
System OK



--------------------------------------------------------------------------------
Document ID# 1589321
2006 Chevrolet Cobalt

SCcobaltSS

iTrader: (2)

Wow.. Thanks

potatoe

Disable the tests with HPT if its a repeat problem.

SCcobaltSS

iTrader: (2)

I might just bring it in to the dealer and have them change put in a new sensor. If nothing else works.

potatoe

I doubt its a sensor problem if its a corrolation code.

Coblasts

Did you backup the original flash so you can put it back.
You could of changed something by accident,best to put it back to original to see if problem exsist still and start over if its gone with original tune.

SCcobaltSS

iTrader: (2)

^yah we kept the stage 2 tune from chevy.

bMac

I've received the "Engine Power Reduced" code many times under different conditions. Usually on start up.

The codes lead to the TPS sensor, MAF or a clutch sensor. Since you have to replace the entire throttle body instead of just the sensor I decided to clean it first.

Viola! Followed the PCM relearn procedure from the Haynes manual and now the idle is DIALED!

I will also replace my air filter too just for ***** and gigs.

If it happens again and I do end up having to replace the throttle body I'll post here again.

If not then try this cause it's pretty easy to do.

bMac

So the bolt ran like a champ for a couple days and then boom... engine power reduced.

So I figured I would try replacing the Mass Air Flow sensor before buying a new throttle body.

So far so good.

If I don't post after this than it worked.

urban hillbilly

i myself have had the reduced engine power come on from time to time for the last year now but lately when i wot the car spits and sputters so i took it to the dealer and they claim it's the pcm and the throttle body they both need to be replaced something to look in too

bMac

Ended up replacing the throttle body and it been running like a champ for a few weeks now.