GMC Fuel Pump Control Module Recall: Cracked Boards, Stalled Engines & Fix That’s Failing

Stalls. Jerks. No-starts. One cracked module behind the rear axle can take down the entire fuel system. General Motors planted the Fuel Pump Control Module (FPCM), also called the Fuel System Control Module (FSCM), on frame rails across hundreds of thousands of trucks and SUVs.

It was meant to pulse fuel with precision. Instead, it failed under vibration, moisture, and heat, triggering no-starts and mid-drive stalls.

This guide breaks it down: how the part works, why it shorts out, which GMC recalls (14515, N252516900, N222372310, N222368030) apply, and what shops, fleets, and drivers can actually expect when they show up for repairs.

1. Why the FPCM fails: location, layout, and live current

K111 module layout turns fuel into electronics

The K111 Fuel Pump Control Module doesn’t just send 12 volts to the tank. It pulses power using Pulse Width Modulation (PWM), fast, square-wave signals that match fuel demand in real time. The ECM calls for pressure, the FPCM ramps voltage, and the in-tank pump delivers.

Instead of a dumb relay, the K111 acts as a smart switch. It reads ignition status, watches command signals, and regulates output based on sensor feedback. Inside, a printed circuit board links power transistors, logic gates, and ground circuits, all mounted inside a sealed case bolted near the tank.

On GDI engines, this low-side feed has zero margin. Pressure drops for even half a second and the high-pressure pump on the rail starves. The engine doesn’t stumble; it shuts off.

Fragile housing meets a brutal mounting point

GM strapped the module to the frame rail behind the rear axle. Short harness runs, easy assembly, decent airflow. On paper, it made sense.

But salt, wash spray, gravel, and exhaust heat tear into that housing. Aluminum contracts and expands every trip. Steel bolts hold firm. The circuit board doesn’t flex; it cracks.

That mismatch rips solder joints and fractures traces. Over time, vibration does what water can’t: it breaks the board without opening the case.

Every pin matters when chasing pressure drop

This box isn’t plug-and-play. Each wire feeds or controls a function that can take down power if it falters.

Crack the trace between pin 32 and pin 47, and the truck dies in traffic with zero warning. No fault until the module self-tests, or fails again.

2. The 2025 emission recall that pulled the curtain back

Cracked boards, broken power paths

GM’s teardown pointed to fractured printed circuit boards inside the fuel pump control module. The cracks cut across traces linking logic control to the high‑current drivers, turning steady PWM output into dropouts.

Drivers felt hesitation first, then hard starts, then full engine shut‑offs when the board opened under heat or vibration.

Once the trace opens, the module can’t hold low‑side pressure. GDI engines lose feed instantly, the rail pump cavitates, and the engine dies. No limp mode. No grace period.

Why this landed as an emission recall

The defect spikes tailpipe output during misfires and stalls, which pushed it into emissions territory. That label matters. Emission recalls trigger different deadlines, paperwork, and enforcement than safety campaigns, even when the failure shuts the engine off in traffic.

The classification also shapes remedies. Dealers replace the module to restore pressure control and emissions compliance, not to redesign mounting or reroute heat. The fix corrects output. It doesn’t change where the box lives.

Which GMC models fall under N252516900

The module crosses brands and platforms, so coverage looks wide but lands on specific builds. For GMC, the affected years cluster where the same FPCM design ran across SUVs and vans.

Overlap matters. Some owners already had fuel‑system work from earlier campaigns and still landed here because the control module stayed the same.

What drivers face as the failure progresses

Early signs show up as long crank after refuel, brief surges on throttle, or a single stall that clears after a restart. As the board worsens, stalls repeat and no‑starts follow, often without stored codes until the module flags an internal fault.

Once the crack opens consistently, the vehicle won’t prime. Tow‑in is the endpoint. The only durable repair under this campaign is module replacement tied to VIN eligibility.

3. Other recalls that look close but fail for different reasons

In-tank pump recall hits flow, not electronics

On 2021–2022 Equinox and 2022 Terrain, the issue wasn’t a control module. The in-tank pump itself fell short. These units couldn’t deliver enough volume under load, especially in hot weather or uphill grades.

Unlike cracked boards, these failures show up early and hard. Reduced power messages, lean codes, long cranks after sitting. The fix replaces the entire in-tank pump module. AWD models burn more labor time due to exhaust routing and torque tube seals.

GMC Terrain pump recall labor guide

Failures here don’t stem from electronics. The module may still pulse voltage just fine, but there’s no fuel left to push.

Diesel tank vacuum turns range into a lie

2017–2019 Sierra 2500/3500 HD trucks with L5P Duramax and dual tanks saw a different kind of shutdown. The rear tank’s vent port clogged, building vacuum. That vacuum bent the fuel pump support rods, collapsing the bucket inside.

The front tank starved even when the gauge showed fuel. Some trucks stalled with a quarter tank left. Repairs involved vacuum testing, tank replacement, and a new vent hose assembly to hold pressure equal.

On these models, no circuit board cracked. The failure came from airflow restriction, not signal dropout.

Early chassis control modules shorted from the inside

Back in 2007–2012, GM issued Recall 14515 for a contamination issue inside the chassis fuel system module. It wasn’t a crack; it was a short.

Internal residue created current paths between circuits. That blew fuses, took down the fuel pump, and sometimes knocked out trailer brakes. The dash would flash “Service Trailer Brake System” before cutting engine power.

The part was updated, but some trucks still got contaminated replacements during routine service years later. That seeded future failures well outside the original build dates.

4. Warning signs before the module gives out for good

Trouble codes that point straight at the FPCM

Techs chasing pressure loss on GDI engines look for a short list of fuel codes tied to the control module. These aren’t soft flags; they mark hard electrical or logic failures inside the unit or across its harness. If the code repeats after clearing, the module’s likely cooked.

Intermittent faults make diagnosis worse. One clean scan doesn’t mean the part’s safe. Once voltage drops under load, the problem comes back.

Real-world symptoms before full stall hits

Failures don’t always hit at once. Some FPCMs chatter for weeks before going silent. Drivers hear buzzing, feel surges, or end up stuck at the pump.

Crack a trace, and it doesn’t always break clean. It flexes, reconnects, and fails again. Most shops don’t catch it until the truck stalls under load or dies mid-turn.

Why these failures dodge early diagnosis

Many modules reboot clean after a power cycle. Disconnect the battery, clear the codes, and the truck runs fine, for now. But nothing in that reset fixes the board inside.

These are ghost faults. One shop visit might miss it. Two clean scans don’t mean the pump’s getting stable power. Without pressure logs or live scan data, the stall stays “No Trouble Found.”

Once the module drops output during a road test or fails prime during hot restart, the proof’s there. Until then, symptoms live in the owner’s word, not the tech’s log.

5. How dealers test, diagnose, and replace the module

Campaign checks gate every repair order

Service advisors don’t guess; first step is Investigate Vehicle History (IVH). If the VIN’s tied to N252516900, N222372310, or N222368030, the screen shows it. If it doesn’t, nothing moves forward.

Some vehicles show “remedy not yet available.” That stalls the repair even if the truck’s undrivable. Techs can document symptoms and codes, but parts can’t be installed or billed until the recall officially opens.

In states like California, the IVH also tracks compliance for DMV registration. No closeout, no renewal.

Pinouts and scan data narrow the fault

When codes don’t point cleanly, techs hit the wiring first. Pin 32 (battery), pin 1 (ground), and pin 47 (pump feed) get checked with a multimeter. Anything below spec, the harness gets chased before calling the module bad.

Next step is watching pump command vs. pump response. If the ECM sends a request and the FPCM doesn’t react, the logic side’s dead. If voltage drops under load, the drive circuit’s fractured or shorted.

TSB PIP5964B calls out this pattern, stable inputs, unstable output, all signs pointing to internal board failure.

Swaps look simple, but comebacks are common

Unbolting the module sounds easy until the frame rail fights back. Rusted fasteners, sealed weatherproof connectors, and tight harness runs make every job different.

The new part bolts in the same spot, but grounding’s critical. Loose contact, and the new module acts worse than the old one. Techs are taught to clean mount points, torque connectors, and verify harness routing for rub-through.

After install, the ECM expects clean data. The module must wake, prime the pump, and hold pressure hot. If the truck stumbles on restart, something’s still wrong, likely a missed pin or cracked connector on the feed line. No amount of flashing or resets fixes bad contact.

6. Backorders, phased rollouts, and trucks stuck in limbo

One part, six brands, and a supply choke

The fuel pump control module used in N252516900 feeds multiple GM brands. That single design choice turned one defect into a supply crisis. When the recall went public, demand spiked into the hundreds of thousands overnight.

Dealers started stacking trucks. Some lots held five, seven, ten vehicles waiting on the same module. No ETA, no substitute part, no workaround. Fleets felt it hardest, especially vans and SUVs that couldn’t rotate out of service.

GM prioritized production, but common hardware across platforms meant every shipment disappeared fast.

Phased VIN releases leave owners exposed

To manage the shortage, GM rolled the recall out in waves. Some VINs opened immediately. Others stayed dark even after national notices dropped. Owners checked daily and saw “no open recalls” while driving vehicles tied to the same failure pool.

Dealers couldn’t override the system. No open VIN, no repair authorization, even with stalls or no-starts on record. Documentation helped later, but it didn’t unlock parts or labor approval in real time.

That gap left trucks on the road with known defects and no official path to fix them.

Emission states tighten the screws

California raised the stakes. Once the recall opened, repairs required a Proof of Correction certificate to clear DMV registration. No certificate, no renewal.

Owners caught in phased rollout purgatory faced a bind. The state expected compliance. GM hadn’t released the VIN. Dealers had no part to install.

Miss the window, and the truck sits, registered but untagged, until the module lands and the system updates.

7. Lawsuits, lemon claims, and fleet decisions under pressure

Legal blowback hits GM’s fix head-on

Multiple class-action lawsuits, including Kerr v. GM, argue that the FPCM recall used replacement modules with the same internal weakness. Plaintiffs claim GM knew the original board layout couldn’t handle frame-rail stress, but shipped identical parts under a new number.

That argument sticks when repaired trucks stall again weeks later. When the fix fails, it’s no longer just a defect; it’s a repeat offense. That opens the door to lemon law cases and demands for broader recall expansion.

In deposition, the fight moves from tech specs to paper trails. If the part number changed but the board didn’t, the lawsuit gains teeth.

Lemon law depends on repeated, documented shutdowns

One stall doesn’t cut it. Multiple stalls, failed repairs, and no lasting fix? That builds a case. Emission recalls complicate things; state lemon laws usually prioritize safety, not emissions, but when a stalling module lives inside an emissions campaign, the line blurs.

The strongest cases come with a paper trail: ROs, tow bills, service notes, and timestamped complaints. Without them, even a dangerous failure turns into a he-said/she-said at arbitration.

Some owners push for buybacks under cooling-off clauses or safety defect triggers. Others settle for extended warranties or partial reimbursements. Every state handles it differently, but repeat shutdowns carry legal weight if the logs are clean.

Fleet managers assess risk while trucks sit

Fleets don’t chase refunds. They chase uptime. When trucks start stalling, the priority shifts to keeping high-mileage units running and sidelining low-use or duplicate vehicles.

Some fleets ground trucks completely once they stall. Others run them with loaner modules, remote diagnostics, or limited local routes. It’s not about trust; it’s about betting the stall won’t hit at 70 mph on an interstate.

Extended warranties help only if the failure happens while coverage is active. Telematics logs help only if someone reads them. Once the truck dies on a delivery run, the cost goes beyond labor; it’s downtime, lost jobs, and canceled accounts.

8. What GM’s redesigns fix and what they still leave exposed

Moving modules off the frame and out of the spray zone

Detroit engineers have started shifting fuel pump modules away from the rail entirely. On newer platforms, control units now ride behind the rear seat or under cabin trim. No more direct hits from salt, exhaust heat, or gravel impact.

Some setups get thicker circuit boards and better potting compound to lock out vibration. Others add isolation brackets to break the direct path between frame flex and module housing. Not every truck gets the same upgrade. Some are just band-aids in better plastic.

Mounting changes matter, but connector sealing still bites. A waterproof case means nothing if the harness corrodes from the pin side in.

A decade of fuel pump recalls stacked end to end

Each campaign targets a different point in the chain. One hits power supply. One hits flow. One hits tank venting. But they all take down pressure, and that’s what stalls the engine.

Electronic control makes pumps smarter and more fragile

The upside: modern fuel systems adjust in real time. Pressure stays steady under load, noise drops, and hot restarts stay crisp.

The tradeoff: more parts to fail. The pump isn’t dumb power anymore. It depends on logic boards, command circuits, clean grounds, and weatherproof harnessing.

If any one path breaks, voltage, signal, ground, the whole thing shuts off. That’s the system limit. A clean engine doesn’t run if the brain on the frame rail loses signal for half a second. No backup, no limp mode, just dead weight in the passing lane.

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Rami Hasan is the founder of CherishYourCar.com, where he combines his web publishing experience with a passion for the automotive world. He’s committed to creating clear, practical guides that help drivers take better care of their vehicles and get more out of every mile.