Logan

Supporter
  • Content Count

    2,661
  • Joined

  • Last visited

  • Days Won

    82

Logan last won the day on January 4

Logan had the most liked content!

About Logan

  • Rank
    Logan Diagnostic

Profile Information

  • Gender
    Male
  • Location
    Franklin, TN

Previous Fields

  • Car Model and Year
    Fake DTS, 2010 MINI S, 2010 MINI JCW
  • Engine
    Northstar 4.6L V8 (LD8/L37)

Recent Profile Visitors

10,365 profile views
  1. GM has a service bulletin. "GM Technical service bulletin TSB Class 2 trouble code B1000, B1001, B1271, B1780Class 2 Serial Data Communication allows control modules (i.e. the Powertrain Control Module (PCM), the Body Control Module (BCM), the Dash Integration Module (DIM), the Instrument Panel Cluster (IPC), the radio, the Heating, Ventilation and Air Conditioning (HVAC) Controller, and the Sensing and Diagnostic Module (SDM) to exchange information. This information may be operational information or identification information. Among the identification information exchanged and compared within these modules is the Vehicle Identification Number (VIN). Typically the one module, the master module, broadcasts the VIN and all the other modules compare the VIN stored within itself. When the broadcast VIN does not match the VIN stored within the SDM, the following actions occur:• DTC B1001 Option Configuration Error is set and deployment of the airbags is inhibited.• DTC B1271 or a DTC B1780 Theft Locked.The VIN information is also used by the radio. When the VIN does not match the VIN stored within the radio, DTC B1271 or DTC B1780 is set and the radio is inoperative.Additionally, the master module will compare the SDM's part number (last four digits) to determine if the correct SDM is installed in the vehicle. If the SDM is the wrong part, a B1001 will also set.This situation may occur when a vehicle is being repaired. When a PCM or a body control type module is replaced, the VIN information must be programmed into the replaced (new) control module. A module which has had VIN information entered into it (for example, one taken from another vehicle) cannot be reprogrammed. VIN information can only be entered into new modules. The ignition must be ON in order to program the control module. Since the VIN information is broadcast when the ignition goes to ON from any other ignition switch position, DTCs may be set in the SDM and/or the radio. Therefore, always follow the specified control module replacement procedures." It's a bit of a crap shoot......the 2010 CTS lock code procedure may be different than a 2009 CTS. The Tech 2 menu can be different between years. Can you trick a 2011 Silverado radio to work in a 2012 Yukon? Endless possibilities. Sometimes it works. I would expect the top end navigation radio to be kind of hard to get unlocked. If it was easy...everyone would be doing it. Surely it can be done....just not by using a GM dealer or Tech 2 in this case. But I'm sure they were willing to give it a try for a couple hours of labor. BMW (Mini Cooper) is the same way. Some stuff requires a laptop and new coding to get it to work. Some stuff is plug n play. Kind of a related example. There is a cottage industry out there resetting air bag modules. After a deployment the module becomes locked....the GM service manual has you replace the module. A Tech 2 will not clear the lock. Companies have sprung up going in and clearing the EEPROM.
  2. Most GM systems for almost 20 years are on a network. It's true that most of the modules on the network use the VIN # to verify the component to the vehicle. The VIN can only be programmed into the module the first time / one time. If the VIN is a mismatch....not working and a network mismatch code. You may be able to take the radio to a Delco Radio / Speedometer repair facility to have the VIN erased out of the unit. Pretty sure a Tech 2 won't do it (just like a Tech 2 cannot change the vehicle mileage). Sometimes we try different clusters and such.....if they work.....we call it 'plug-n-play' and will report that here. ( Example: DTS cluster in base Deville.)
  3. You need to go measure the key again. 4.75 ohm does not sound correct. I would suggest using a DVOM. Maybe you mean 4750 ohms?....Or maybe 4.7 K ohms? There are 15 different GM key resistor values. See attached chart. If you are within about 10% of the actual value you should have no problems. You solder the resistor across on the vehicle side of the VATS harness.
  4. Actually kind of common back in the '70s.....Texas oil and cattle money plus Coachbuilders. Someone mentioned it may be a funeral flower car. Search Google 'cadillac texas pickup'. There are Cadillac station wagons too.
  5. One big hill near Birmingham, AL I always shift to a lower gear to keep the brakes from overheating....One big hill in Tennessee too. The hill in Tennessee actually has emergency decel lanes for trucks with failed brakes. If your on something like Mount Washington......you better have it in a lower gear.....or you will lose the brakes totally. Cars with smoldering brakes on the side of the road are common there. Even using a lowest gear....you may still have to stop and let the brakes cool off. Some cars are actually banned from driving up. Some Hondas and Saturns included. Honda now uses 'Mt Washington decent' as a standard for transmission design. https://mtwashingtonautoroad.com/drive-yourself/auto-road-vehicle-restrictions Also called 'engine braking'.
  6. Hmm....scrambled message.... Bit rusty on the Deville.....The seat will move back at key off as a entry / exit convenence option. It can be enabled / disabled using a GM Tech 2 or maybe even thru the cluster to change the setting.
  7. Attached is 1994 diagram for 4.9L. Should be pretty close.... The cars were switching over to OBDII at that time ('95-97)....so some things may be slightly different. You may have blown the fusible link.
  8. Recent injury kinda put this project on the back burner. Old Acer laptop is now setup with the GM MDI manager software. So then wireless GM GDS2 diagnostics from home network (using ACDelco 3 day subscription) to laptop in garage.....then wireless from laptop to the MDI 2 in the car 30 feet away....it does work. Lots of BCM codes. Equinox main problems were the wipers and washer would cycle on at key on.....4 way flashers were coming on 30 minutes after key off. Both go thru the BCM. Equinox is fixed with a new BCM. Ended up having local GM shop program the new BCM.
  9. Sounds like you are looking at two different trans that are used on Cadillacs. There is a 4t60.....and then the 4t80 used for Northstars. http://www.donneysaab.com/FDT/transIDgm440Eidpics.html
  10. This version block uses the newer M11 x 2.0 thread. There is a Kent Moore / Timesert kit to fix these. The J-42385-2030 kit is available as a rental.
  11. New platform GDS2. See attached chart. New....$2000-2500. Used....$500...800. Fake...$200...300. Mine is a used 500 one.
  12. Knew I would have to get one someday. Wife has a 2012 Equinox that uses newer GM network platform. No diagnostic coverage using a Tech 2. The Equinox has been suffering some BCM problems lately with no way to plug in.. Only thing I could get was powertrain codes using cheapo scanner. Anyway.....GM MDI 2. Used. Came in today. It uses a laptop and this interface to do system diagnostics and ....added bonus....program replacement modules. There is a MDI 1 version too.....and there are (most of them) Chinese fakes all over the place. Will be setting this up over the next week or so. This one is a real Bosch unit.
  13. On older models......the ABS computer was in the trunk. I think in '95 it was incorporated into the pump assembly under the hood. The underhood ones can get damaged by moisture etc. The electrical plug can get eaten away. All the computers are wired on a loop. So each computer has 2 network connections wires. So if a single wire got damaged the system would still work. If any of the computers went bad.....it can pull down the whole network. Don't think you need a lap scope....just a DVOM. On OBDI cars you could measure the network voltage at the ALDL......was suppose to vary like 2-5 volts all the time.....if you saw the voltage lock...the fault was happening....and within 30 seconds or so you would start getting the network errors and codes. To catch....you unplug each computer one at a time while watching the network voltage. When the bad one is unplugged and the voltage resumes varying again....you found the bad one. Of course.....the fault has to be present and happening to detect. For a while mine was a intermittent...once every 200 miles kind of issue.
  14. Circuit 800 codes. Very difficult code to catch....and yours is intermittent too.. On my '93 it was the IPC cluster. I would go and inspect the ABS unit first. They are known for rotting away. Pretty sure it is on the network......maybe it rotted in a way it is messing up the network.
  15. Sudden no AC? Could be a bad compressor clutch coil. The pull in coil can sometimes fail and there will be no way to pull the clutch in. Or....sometimes the air gap wears into excessive gap....and the coil can't pull the clutch in....or it only happens when the engine parts are hot and expand. Both the AC coil and clutch plate can be swapped with the compressor in the car. No need to pull out the Freon. Most AC shops will simply recommend a complete new AC compressor assembly. They make more money that way. The actual style of the assemblies varies based on what brand of compressor etc you have....but the principal is the same. The brand can vary depending on year and engine etc. Some cars may have 2-3 different brands of compressors used on the same engine and year. I had one go out recently on a non-GM product...of course it happened on the hottest day....taking daughter to airport in rush hour....just as we were getting on highway.. Typically around $50 in parts.