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Cadillac Jim

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Everything posted by Cadillac Jim

  1. The cruise control should not engage when the car is stopped. It can be "on" but it is locked out. We do need the OBD trouble codes.
  2. This looks like the standard system for the Concours: UT0 Radio, AM Stereo/FM Stereo, Seek/Scan, Auto Reverse Music Search Cassette, HPS, Clock, Electronically Display UQ6 Speaker System 11, Quad Front Door-Mounted, Quad Rear Door-Mounted, Dual Rear Shelf, Center I/P, Amplifier U1S Player Multiple Compact DISC The relevant option to look for in a donor car is UQ6. If you see UQ4, it's a 4-speaker Bose speaker system. Your 11-speaker system is also an active audio system. The speakers are given in the schematic on page 8A-150-4. Each door has a tweeter an a midrange speaker. The instrument pane has one center speaker. The rear shelf has two subwoofer speakers. All are hooked directly to the Radio Amplifier, which is behind the rear seat back; you get at it through the trunk, I believe. There was a thread here a few months back where we looked at an aftermarket system. One feature of the aftermarket radio was a subwoofer amplifier. He found through the vendor and the installer that he needed to use the aftermarket radio without the subwoofer amplifier because the Cadillac factory system has more power and sounds better. I don't have anything that tells me the speaker impedance. If I had to guess I would say that the subwoofers are 4 Ohm but they could be 2 Ohm. Note that they are inches away from the amplifier so the huge currents that these speakers need don't need a lot of wire. All the speaker wires in the schematic are metric size 0.35, which is OK for very short runs to the subwoofers, and longer runs to the other speakers.
  3. Some 6" X 9" speakers are wide-range (some have a whizzer cone) and most are 8 Ohm. Bass-only speakers are usually 4 Ohm speakers. Active system speakers are often 2 Ohm, and would require huge speaker wires if the amp wasn't right there with the speaker. Here are some of the sound system options from my list: U1L Radio AM Stereo/FM Stereo, Seek/Scan, Auto Reverse Music Search Cassette, CD, Clock, ETR U1R Radio AM Stereo/FM Stereo, Seek/Scan, Auto Reverse Music Search Cassette, CD, ETR U1S Player Multiple Compact DISC U1Z Player Multiple Compact Disc, Passenger Compartment U2K Digital Audio System S-Band U37 Lighter, Cigarette U3Q Radio AM/FM, Stero, Seek/Scan, CD, DVD, NAV, Clock, DSP W/Voice REC MICRO U3R Radio AM/FM, Stero, WX, Seek/Scan, CD, DVD, NAV, Clock, DSP, W/Voice REC MICRO U45 Radio AM, Stero/FMM, Stero, WX, RDS, CD, CDROM Navigation, Clock U57 Speaker System Bose, 8, Dual F/D Pillar, Dual FRT DR MTD Dual RR DR MTD, Subwoof PDG Shelf, IP CRT, AMPLIF U75 Antenna Power, Radio This list isn't complete. Check the option sticker on the bottom of your spare tire cover and get the option number for your sound system. That way you can be sure you are getting the right parts when you identify a donor car at a recycling yard.
  4. DTC P0410 Circuit Description The secondary air injection (AIR) pump used on this vehicle lower tail pipe emissions during start-up. The AIR system consists of the following items: The AIR pump The shut-off valves The vacuum control solenoid valve The system hoses/piping The AIR relay, fuses, and related wiring The powertrain control module (PCM) uses the AIR relay to control the AIR pump. The PCM also controls the AIR vacuum control solenoid valve that supplies vacuum to the AIR shut-off valves. With the AIR system inactive, the AIR shut-off valves prevent air flow in either direction. With the AIR system active, the PCM applies ground to the AIR relay, and the vacuum control solenoid valve. Fresh air flows from the pump, through the system hoses, past the shut-off valves, and into the exhaust stream. The air helps the catalyst quickly reach normal working temperature, thus lowering the tail pipe emissions on a start-up. The PCM tests the AIR system for the following conditions: AIR system, overall system including both banks, and results in DTC P0410 AIR system bank 1 (DTC P1415) AIR system bank 2 (DTC P1416) AIR relay (DTC P0418) AIR vacuum control solenoid (DTC P0412) The PCM runs two tests to diagnose the AIR system: Passive, and Active. Both tests involve a response from the fuel control heated oxygen sensors (HO2S) bank 1 sensor 1 and HO2S bank 2 sensor 2. If both passive tests pass, the PCM takes no further action. If either part of the passive test fails, or is inconclusive, the PCM initiates the Active tests. If the PCM determines that the HO2S voltages did not respond as expected during the tests, DTC P0410. For further information concerning the AIR system and system tests, refer to Secondary Air Injection System Description . Conditions for Running the DTC Passive Tests DTCs P0102, P0103 P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0121, P0122, P0123, P0131, P0132, P0133, P0134, P0135, P0137, P0138, P0140, P0141, P0151, P0152, P0153, P0154, P0155, P0157, P0158, P0161, P0200, P0300, P0335, P0336, P0351, P0352, P0353, P0354, P0355, P0356, P0357, P0358, P0506, P0507, P1133, P1134, P1138, or P1171 are not set. The engine is running for more than 2 seconds. The engine speed is more than 1000 RPM. The throttle is steady. The engine load is less than 80 percent . The system voltage is more than 10.5 volts. The mass air flow (MAF) is less than 35 g/s. The air fuel ratio is more than 11.1:1 The engine coolant temperature (ECT) is between 5-110°C (41-230°F). The intake air temperature (IAT) is between 5-72.5°C (41-162.5°F). The power enrichment, or deceleration fuel cut-off (DFCO) not active. The start up engine coolant temperature (ECT) is between 5-80°C (41-176°F). Active Tests The engine is running. The engine speed is more than 1000 RPM. The throttle is steady. The engine load is less than 80 percent . The system voltage is more than 10.5 volts. The mass air flow (MAF) is less than 75 g/s. The fuel system is in Closed Loop operation. The evaporative emission (EVAP) purge is active. The engine coolant temperature (ECT) is more than 68°C (154°F). The short term fuel trim is between -3 and +3 percent. The fuel trim is in cells 4, 5, or 6. Conditions for Setting the DTC Passive Tests During the operation of the AIR pump, the HO2S voltage for both fuel control sensors is above 300 mV for 12 seconds, 350 mV for 9 seconds on a hot start. When the AIR pump is turned OFF, the HO2S voltage for both fuel control sensors is below 600 mV for 25 seconds, 7 seconds on a hot start. The condition is present for 3 occurrences. Active Test The HO2S voltage for both fuel control sensors is above 250 mV for 3 occurrences. 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. Diagnostic Aids An intermittent may be caused by any of the following conditions: Low system air flow may cause this DTC to set. Excessive exhaust system back-pressure Moisture, water, or debris ingestion into the AIR pump. Pinched, kinked, heat damaged, or deteriorated hoses or vacuum lines Restrictions in the pump inlet, duct, or filter If the condition is intermittent, refer to Intermittent Conditions .
  5. The P0416 (Secondary Air Injection System Switching Valve B Circuit Open) may be a clue.
  6. You make it sound easy. Congratulations on your success. If you have an oil leak that only happens when the car is running, it's from a pressurized oil line. I'm sure you thought of torquing the oil pan bolts. You might also change the oil pressure switch; I once fixed a similar oil leak that way. Sorry about your virus or bug. My wife caught something like that at the airport in August and we've seen it around town lately. It starts as a stomach bug and turns into a short flu-like illness with queasy stomach.
  7. My multiple threads involve my presence in multiple locations.
  8. Multitasking, like, doing other things besides forums and the computer.
  9. Sorry, I forgot. Too much multiasking.
  10. OK. With the codes, we can zero in on fuses, relays, fans, or wiring.
  11. Jan - Kris has not pulled the heads. He pulled the idler wheel mount for the cam chain idler on the front of the engine. Apparently previous work had not tightened these bolts properly and they had worked loose, to the point that the cam chain idler jammed and locked up the cam chain, which ripped the idler mount off the front of the block. Kris: The Timesert inserts are for the bottoms of the head bolt holes. The factory uses threads directly in the aluminum, with threadlock and sealant that makes the head bolts hard to break loose to remove the heads. Usually the aluminum threads are not re-usable. GM recommends Timsert steel inserts for the head bolt holes. Once these steel inserts are in place, you can re-use them if the heads need to be removed. The stock head bolts work with these inserts. You still should use new head bolts when you put the heads back on the block.
  12. Start by running the OBD codes, writing them down, and posting them here.
  13. Yeah, I meant the 4.9; I was in a hurry to leave for an errand. I suspect that the Allante cam and intake together on a 4.9 would make about 20 to 25 more horsepower. Some adjustment to the fuel injector capacity and the valve lift (read: rocker arm ratio) might be needed to adjust to the 9% larger displacement and horsepower. It's possible that the air through the intake might be high enough with the 4.9 to need a little porting there too for full advantage of the design on the 4.9. But this always struck me as a really good idea.
  14. If the timing chain problem is fully solved and we are off to other things, then, yes, we should have another topic.
  15. Has anyone ever heard of the Allante DFI intake being used on a 4.5?
  16. Sure. Reset the codes, drive it for a day or two, then dump the codes and post them here.
  17. The B2711 tells you the problem detected by the car's theft prevention system. The message on the DIC is a result of that problem. I would start by getting a new key made either at the dealer or at an Ace Hardware that matches the chip resistance in your key. If that doesn't do it, you will need to look at the contacts in the ignition lock. You can troubleshot the interior lights problem by monitoring the B2472 code while you check fuses. First, try making sure that both fuses are good and see if the code goes to HISTORY. If so, and the fuses don't blow again, you are done. First, disconnect both CIG LTR 1 and CIG LTR 2 fuses and see if that fixes the problem, i.e. the B2472 code goes to HISTORY and doesn't go back to CURRENT over a day or two. If so, the problem is with one of the cigar lighter circuits, probably something in the cigar lighter itself, like a gum wrapper or a dime. If it is a cigar lighter, be sure that you find all of them. The Deville with center console (floor shift) has one there, under the radio, one in the front, and one in the rear in the center console, all on CIG LTR 1 fuse. Without the floor center console, it has one in the front, probably in the dashboard. The CIG LTR 2 fuse is for the cigar lighters in the rear doors. If it's not in the cigar lighters, close all the doors and see if the B2472 goes to CURRENT. If so, the short is in the courtesy lights. If not, check the vanity mirror lights first, then all the bulbs in the cabin. A short is probably a broken bulb. You really need a factory shop manual to get this car in shape and maintain it. I'm using the one that I bought when I originally bought my 1997 ETC in October 1997. You can get one on eBay at a reasonable price. I wouldn't worry about the network codes for now so long as they are HISTORY and the module involved is communicating with the rest of the car. Sometimes when modules are using the network a lot the message-passing clashes, like people talking over each other on the phone, and you get a network code that immediately goes to HISTORY. When you get the real problems worked out, then, if you have a persistent network code, we can look for that; it's usually a loose or bad connection (or broken wire) in the network circuit, which uses PPL wires.
  18. You can check the coolant for combustion by-products with a test kit, or have a radiator shop do it. If it's clear, I wouldn't pull the heads. Even with no OHC on the 4.9, R&R the heads a big job, and Timserting the block is probably necessary.
  19. The WSJ article pointed out that 200+ mile plug-in electric cars will be here in two years at about the same price as gasoline grocery-getters. That is likely to toggle a significant market share from gas-powered to electric cars in a short time. That's a disruptive transition. Toyota, Honda, Ford and others have a lot of hybrid models out there. GM has just a couple of models, albeit all ahead of their time and the competition, and competition-ready given emerging battery technology and the price point vs. comparable gas-powered cars. The Volt, ELR, and Bolt are exemplary models, and the Bolt is just a battery away from being part of the next wave. But is GM as ready as some other makers to deal with a change in the market to electric cars?
  20. PCM P1645 Evaporative Emission (EVAP) Vent Solenoid Control Circuit IPC B2711 PASSKey Open/Shorted Pellet After Good Key NO ACM CODES NO SDM CODES NO TCS CODES PZM B0533 Fuel Sensor Open/Shorted To B+ B1552 Keep Alive Memory (KAM) Error B1558 BCM EPROM Checksum Error B1971 Inadvertent Power B1983 Device Power Circuit Low B2471 Interior Lamp Fault B2472 Low Beam Fault CURRENT U1128 Loss of Communications with IRC IRC B1771 Cassette tape slow U1255 Invalid or Missing Data for Network Control U1064 Loss of Communications with DIM NO RFA CODES MSM B2116 Rear Vertical Sensor Failed NO MMM CODES The B2472 CURRENT indicates that an interior lamp may be shorted. That would explain the loss of interior lights and the cigar lighters. The rest of the codes are familiar from last time (I didn't check) but are all HISTORY, indicating that they are intermittent things. Some are puzzling, like the B1771, which shouldn't reappear unless you tried to play a casette. There are several Uxxxx codes, indicating that there is a problem with the car's network. The B2711 happens when the contacts to the chip in the key starts to go bad. Eventually you will not be able to start the car. Sometimes a new key is all it takes to fix it, sometimes the steering column needs to be taken apart and the contacts inside replaced. I would prioritize the problems and attack them one at a time.
  21. Yes. when the A/C is ON, the fans should run on low speed continuously. How about a fresh list of OBD codes?
  22. Sounds like the inadvertent power is down. The two fuses to check are the 10 Amp MIRROR fuse and the 50 Amp INDVERT Maxifuse, both in the underhood fuse/relay block. The underhood fuse/relay block is under a plastic cover in front of the strut tower on the driver's side. There is a relay, the INADVERTENT POWER relay, also in the underhood fuse/relay block. I would wonder why a fuse blew, particularly the 50 Amp INDVERT Maxifuse. The Maxifuse replaces fusible links that were used to protect main or high power circuits in older cars and when one of those blows, there us usually a big short circuit somewhere. Now, how DID you solve that last problem, about the cooling fans and the long DTC list?
  23. An in-depth body shop can straighten your unibody so that you can properly align the wheels. A cracked throttle body certainly punctures the mystique of coolant leakage (no pun intended!). Two possible causes are bolt over-tightening anywhere on the throttle body, and over-stressing, as in dropping a heavy body on the intake.
  24. While you are working with the car, if it has silicone heater hoses behind the block, you might think about a way to make sure that they never get too close to the exhaust.
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