OldCadTech

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Everything posted by OldCadTech

  1. I know what ya mean.... LOL I know there are NO dirt roads where @BodybyFisher lives.
  2. No dirt roads where you live?
  3. For future reference the procedure for draining transient voltage is to disconnect both battery cables from the battery and briefly touch both cable ends together. The battery being disconnected for over 30 minutes will do the same as touching the cable ends together.
  4. 900-1000 RPM is great! Be sure to test the ISC with the A/C on. Set the A/C to 60 and manually select low fan. Let it idle and watch the ISC. It should increase idle just before the A/C compressor engagement and reduce idle just prior to A/C clutch disengagement. Hmmm, sorry, don't know where I got the extra mileage at That's all good news, hope it stays "fixed" ...
  5. In the photo above the feeler gauges, a couple of posts back, it appears the plunger is retracted.You should be fine as long as the pintles are the same length. I'm not too concerned with the gap measurement, but the pintle should require a considerable amount of force to turn. it is very difficult to relay in writing the torque amount because there is not a torque specification for it but yes, you would have to hold it very tightly or do it while it is mounted on the t-body. Once again, if you have the ISC off the t-body start the engine and make sure the engine will idle. Cadillac tech support ALWAYS wanted 525 RPM as the magical number but as long as it idled "somewhere" close to that, it worked in the real world. If I remember correctly you stated that the vehicle has 144000 miles on it. It is possible the throttle shaft is wobbly causing TPS inaccuracy. I too am perplexed as to why the initial installation worked but once the key was cycled it came back with the code and high idle. BUT, you must verify everything is operating as designed. With the ISC removed look at your TPS again, what is the throttle angle at closed throttle?
  6. First thing I would do is take the nut off. Main reason is the nut will move even when the ISC is operating as designed. You are jamming that nut down against the smallest part of the plunger also. If the ISC needed a jam nut, there would have been one on the original design and on the replacement parts as well. Secondly, I would use the old pintle or at least I would remove them both and see if they are physically the same length. Was the pintle loose or wobbly, making you think it needed additional support? Do the pintles screw in easily or is there enough resistance to keep it from turning? There should be enough rotational resistance to hold the pintle and it should require a tool to move it. The idle learn and the minimum air setting are designed to allow a threshold to compensate for throttle plate build-up and throttle shaft wear. The ECM is responding to inputs and for some reason "thinks" that no load idle speed needs to be at 1300 rpm. Did you have A/C on or move the steering wheel during any of the tests, if so, turn the A/C off. There MUST NOT be any load on the engine during the relearn. I can't stress it enough the minimum air idle speed is an important setting. The engine MUST stay running. The idle learn MUST be followed exactly, including the cycling through of the onboard diagnostics OR the idle learn will FAIL. The ECM could be at fault and since you have a USED replacement I would swap it out only to see what happens. I always hesitate to recommend using old parts to test with though, simply because of too many false positives and/or false negatives. I've been caught too many times in that scenario.
  7. Thanks @Logan & @Audioplus now the picture is coming into focus
  8. The EBTCM is on the drivers side towards the radiator. Easiest way to find it is to follow the brake lines from the brake master cylinder. I'm a little confused because jumping the seat motor and charging the battery have nothing in common with the EBTCM.
  9. The network/UART line, or as we called it "the 1-800" line, is without a doubt the toughest system trouble code to diagnose. After saying that you should have been contacted before the additional labor hours were charged. I spent years as a Cadillac dealership service manager and that kind of charge should never have happened. Contact the service manager directly if you did NOT authorize the added diagnostic time. The Sensing & Diagnostic Module used to be under the passenger seat. I'm not all that familiar with the Concours so that information may not be correct. I agree with @Logan it will be impossible to diagnose the network problem without a Tech2. When I was, turning wrenches I successfully diagnosed several of these BUT we had a VERY cooperative parts department, without that, it is a VERY labor intensive time consuming diagnosis.
  10. You are probably right. I couldn't find that 527-01345 number anywhere though so couldn't verify anything.
  11. I agree with @BodybyFisher , also needs to be retracted and gap set when installing.
  12. Didn't get a chance to look and I won't be home until late tonight....
  13. @BodybyFisher I'm thinking those auto-corrects should be eliminated from every phone. THEY SUCK
  14. The lighter fuse I think is under the back seat, I'll have to look tomorrow...
  15. The only thing WORSE is replacing with a new part, only to find out much later that the new part was defective.
  16. The Walker ISC looks good. One thing I wanted to point out in that product photo is that the plunger and the pintle are fully retracted. Thanks for the clarification on the test unit and wiring. The reason I asked about the TPS is it needs a zero setting as well or it will give erroneous throttle position information to the ECM. So that brings us back to the minimum air idle setting. As a dealership technician we had an advantage because we had access to an abundance of parts, BUT one thing always rang true - NEVER, test with used parts unless they are known "GOOD" units.
  17. Minimum air MUST be set first !!! Completely remove the ISC and set the minimum air idle if you have to.... I'm a little confused about the term you used "inboard ISC". There is only one ISC. Where is this "far end" connector located? Try unplugging the ISC and pushing the plunger in, the purpose of this step is to retract the plunger so you can verify minimum air idle speed. If you push on the plunger and it does not move or doesn't retract all the way, replace the ISC. Throw away the ISC motor that ratchets also, I've never been able to save one that ratchets. The ECM could still be defective, don't by-pass the "TAP" test. Look at the connector on the ISC and make sure the pins on the connector and the ISC are not damaged and the connection is clean and tight when plugged in. If the terminal lock is broken use a zip-tie to secure the connector so it can not move. I've never dealt with an after-market ISC so I can't say how they are packaged but it is no big deal to unscrew the threaded portion. In the top photo of the ISC a few posts back the plunger appears to be extended too far. When I refer to the plunger in those pics, I'm talking about the part the threaded piece goes into. There has to be a zero reference point, so push the plunger in and screw the contact piece in until there is a .030 gap between the throttle plate lever and the contact piece of the ISC. If there is still contact, the the ISC needs to be replaced. Have you replaced a TPS recently?
  18. Hmm, the "sail"/ loss of idle learn would indicate the ECM is losing battery voltage. Pull the ECM down and with engine at idle tap it with the palm of your hand, top and bottom, if you get a stall or a noticeable rough running replace the ECM.
  19. Make sure minimum air idle is around 525. I'm thinking the ISC is not retracting all the way but a Tech2 would be needed to monitor the TPS and ISC input/outputs IIRC.... 1. Turn ignition ON engine off. 2. Open the throttle plate and press the ISC motor plunger for a while until it retracts completely. 3. The throttle lever should rests against the minimum air screw on the throttle body. 4. Disconnect ISC motor at its connector. 5. Turn the ISC motor's plunger so that the gap between the plunger and the throttle lever is 0.030". 8. Turn ignition OFF and reconnect ISC motor. Perform an idle learn; PROCEDURE FOR RELEARNING TPS AND IDLE THROTTLE ANGLE OFFSETS AFTER A BATTERY DISCONNECT AND/OR CODE E52/E052 ON 1990-1992 DE VILLES, FLEETWOODS, ELDORADOS, AND SEVILLES AND 1987-1992 ALLANTES EQUIPPED WITH 4.1/4.5/4.9 PFI ENGINE This bulletin has been revised to include new procedures and add a model year. These "learn" routines allow the vehicle to compensate for TP sensor adjustment and the loss of air flow due to throttle body deposits. TP sensor and idle learn procedures are to be done when any of the following occur: * Battery disconnected for service * Battery replacement * Code E052/E52 * Throttle body replacement * TP sensor replacement Vehicle Relearn Procedure: Inspect the throttle linkage for any signs of binding or improper c/c linkage adjustment. Ensure that the accelerator pedal is free and clear. 1. Ensure that the min air rpm is set to 525: 2. Make sure that the outside air temperature reading is at least 50 F. 3. TP sensor learn: NOTE: Do not touch the accelerator pedal or steering wheel during the TP sensor learn procedure. Ignition on (engine not running) Enter diagnostics Turn ignition off Wait a minimum of 20 seconds Turn ignition on (engine not running) Re-enter diagnostics Turn ignition off Wait a minimum of 20 seconds Turn ignition on (engine not running) Re-enter diagnostics Turn ignition off Wait a minimum of 20 seconds 4. Bring the vehicle up to operating temp. On a 1990 C/E/K vehicle, run the engine continuously for 18 minutes. On a 1991-1992 C/E/K vehicle, run the engine continuously for 13 minutes. On a 1987-1992 Allante, run the engine continuously for 18 minutes. If this procedure does not correct the problem, install a new ISC motor and repeat.
  20. Turning the wheel was so you could look at the axle to see if it was moving. Having the wheel off the ground was so you could move it by hand and watch the tie-rod end for movement.
  21. The 2002 4T80-E transmission was infamous for the left ( drivers ) side 3rd clutch bushing wear. My STS has it , when it is started cold the axle shaft and tri-pot joint will "wobble" severely and it eventually gets bad enough that the output shaft seal will leak, especially when cold in reverse. With the vehicle in park, engine at idle turn the wheels to full left and watch the left axle shaft. If you lift the left front wheel off the ground, engine off, grab the tire at 3 and 9 o'clock and push-pull if you hear the "clunky/knock" noise check the tie-rod ends for excessive wear. @BodybyFisher is never wrong, I on the other hand have been wrong twice BUT I divorced both of them......
  22. @rockfangd The RPO code is CF5 Hope that helps a little.