gmtech4

recall for a no start ? i dont think so tim ,,,however you have warranty soooo take it in lol

try a battery disconnect thing ,,,,,,if that does not work ,,,you have to take it to a garage that has knowledge on computer controlled vehs ,,,,,or a dealer

what tech would rip you off knowingly,,?,you got some clowns where you are then risking there jobs in some hill billy shops lol as i said before telling a tech what to do because you found it on the internet is hilarious and dumb ,,,,,it takes all the countability out of the equation ,,,,,if it doesnt fix it its on you not them ,,, "change my clutch ,its no good ,",,,,,tech says "so its the hydraulic slave cyl ,ya still want a new clutch "? slippery slope is my opinion on that way of thinking thats all, what ever floats your boat i guess

he should really scan it first instead of doing ^^^^^^^^^^^^ maybe get pointed in the right direction ,,, please dont tell people what to do before any codes are posted ,,,they WILL get side tracked and may spend money on misinformation ,,,,we cannot do that unless 100% confident

sounds weird ,have your battery and alternator checked

second paragraph is out to lunch ,,never heard such nonsense in awhile lol

agreed !!! unfortunately people have stated that they like hitting little buttons,,,,car makers have provided this ,,,,at a cost when it chards the bed ,,

ya dont go and throw parts at the computor controled t case ,,,,t case will not shift into 4 lo at speed ,,,, you scan scan it for giggles and go from there ,no guessing programming PCM has nothing to do with the TCCM do not guess

a campaign (not a recall) is for safety reasons ,,,,,,having the truck go to a default speed on the highway is ok because i think the govt would have input as to the minimum speed ,,,thats what i think anyways ,,,,

a solenoid does it ,,,,,hard shifts are also a default when a code is present (max line pressure) i know what your thinking doug ,,,i had my TCC on a switch on my old 93 ,when it forgot about it and slowed down or punched it up a gear ,,,it was not good is all im gonna say lol

you have a 6.0 liter with a 4l80e right ? what is the oil condition ? i was a tranny guy for awhile at a dealer and if the oil is dark at all,for this code ,it would be a rebuild ,,, its either TC related or 4th clutch ,,,,i rebuilt a ton of these trannies ,,,,and the 60 's lol

thats where all the money is and insane rental costs !!!

there is lots of us from *&^*&in cold ville ,,,,,where r u ? im 2 hrs east of Edm PS,you guys should've seen me as a young douche fresh in the army with wheels lmfao !!!!,,,,,there are stories lol

i never touched one of these trannys ...but i have to ask wtf is a shift track sensor ?lol i'll say it again ,,,,transmissions problems and the internet dont go together you're punchin it at 110 and wonder why it goes max rpm ,,,,geez i wonder why !!!! stop doing that !!!! ya dont need to get 2 or 3 gears at that speed ever !!!!,,,ya want to pass ,,,go up 1 gear .. take it in too a tranny tech and have the tranny pressures gone thru ,,,thats all ,no help from me except that

Actually a special policy is an extension of coverage for that problem or a problem , IPC is another that is a special policy..... The term "recall"has been replaced a million yrs ago with the term "campaign" So get it right you guys .... Gosh !!! Lol

you are jumping to a thousand conclusions very quickly ,,you are assuming how it works and what you need ,,,,,you should really stop doing that ,,,, used t case ....... i dont think so tim take it to a tech

welcome ,,,,,get a scanner tomorrow and pull the code(s) from the TCCM do the battery disconnect thing and see if that sorts it out

i try to say this same thing a million times but i get yelled at because (people want to fix it themselves ) speech,, i agree 100 % ,,once i saw the word "hammer" in the opening complaint i shuddered ,,,, good on ya pal for telling like many of us want to say !!!

do it ,,idk what will happen but try it

i had a G van do that at work ,,,i ordered a door latch for it and when the part arrived some days later ,it was fine again ,.... what is happening is that the Retained Assy Power ,RAP is not getting the signal to turn off from the switch ,that signal goes to the BCM ,,,, i would start with a battery disconnect to start ,,,if that fails to help ,you need to have a tech diagnose the failed switch with a scanner in BCM data

idk

it seems there is more to this than guessing and throwing parts at your truck ,,,,good luck DTC P0300-P0308 Diagnostic Instructions Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. Review Strategy Based Diagnosis for an overview of the diagnostic approach. Diagnostic Procedure Instructions provide an overview of each diagnostic category. DTC Descriptors DTC P0300 Engine Misfire Detected DTC P0301 Cylinder 1 Misfire Detected DTC P0302 Cylinder 2 Misfire Detected DTC P0303 Cylinder 3 Misfire Detected DTC P0304 Cylinder 4 Misfire Detected DTC P0305 Cylinder 5 Misfire Detected DTC P0306 Cylinder 6 Misfire Detected DTC P0307 Cylinder 7 Misfire Detected DTC P0308 Cylinder 8 Misfire Detected Circuit/System Description The engine control module (ECM) uses information from the crankshaft position (CKP) sensor in order to determine when an engine misfire is occurring, and uses information from the camshaft position (CMP) sensor in order to determine which cylinder is misfiring. By monitoring variations in the crankshaft rotation speed for each cylinder, the ECM is able to detect individual misfire events. If the ECM detects a misfire rate sufficient to cause emission levels to exceed mandated standards, DTC P0300 sets. Under certain driving conditions, a misfire rate can be high enough to cause the catalytic converter to overheat, possibly damaging the converter. The malfunction indicator lamp (MIL) will flash ON and OFF when catalytic converter overheating conditions are present and DTC P0300 is set. DTCs P0301–P0308 corresponds to cylinders 1–8. If the ECM is able to determine that a specific cylinder is misfiring, the DTC for that cylinder will also set. Conditions for Running the DTC DTC P0010, P0011, P0101, P0102, P0103, P0106, P0108, P0116, P0117, P0118, P0128, P0220, P0335, P0336, P0502, P1258, P3401, P3425, P3441, and P3449 are not set. The engine speed is between 650–6,200 RPM. The ignition voltage is between 11–18 volts. The engine coolant temperature (ECT) is between −7 and +130°C (+19 and +266°F). The fuel level is more than 10 percent. The antilock brake system (ABS) and the traction control system (TCS) are not active. The power management is not active. The transmission is not changing gears. The ECM is not in fuel shut-off, or decel fuel cut-off mode. Excessive drive wheel slip is not detected. Power Take Off is disabled. Cylinder Deactivation is not in progress. A manual transmission with a throttle position less than 95 percent. DTC P0300–P0308 runs continuously when the above conditions are met. Conditions for Setting the DTC The ECM is detecting a crankshaft rotation speed variation indicating a misfire sufficient to cause emission levels to exceed mandated standards. Action Taken When the DTC Sets DTCs P0300–P0308 are type B DTCs. When the MIL is flashing the fuel injector may be disabled for the misfiring cylinder to protect the catalytic converter. Depending on the conditions that set the DTC the engine may go into open loop. Conditions for Clearing the MIL/DTC DTCs P0300–P0308 are type B DTCs. The DTC must pass under the same operating conditions that were present when the DTC failed. Diagnostic Aids A misfire may only occur when the engine is operating under a load or when the engine is cold. A high resistance condition on any ignition control (IC) circuit can cause an engine misfire P0300–P0308 DTC to set, without setting an IC circuit P0351–P0358 DTC. This test procedure requires that the vehicle battery has passed a load test and is completely charged. Refer to Battery Inspection/Test. A misfire DTC could be caused by an excessive vibration from sources other than the engine. Inspect the following for possible sources of vibration: A tire or wheel that is out of round or balance Variable thickness brake rotors An unbalanced drive shaft Certain rough road conditions A damaged accessory drive component or belt A damaged reluctor wheel The Crankshaft Position System Variation Learn procedure may need to be performed. Reference Information Schematic Reference Engine Controls Schematics Connector End View Reference Engine Control Module Connector End Views Engine Controls Connector End Views Electrical Information Reference Circuit Testing Connector Repairs Testing for Intermittent Conditions and Poor Connections Wiring Repairs DTC Type Reference Powertrain Diagnostic Trouble Code (DTC) Type Definitions Scan Tool Reference Scan Tool Data List Scan Tool Data Definitions Scan Tool Output Controls Special Tools Required J 26792 HEI Spark Tester Circuit/System Verification Verify that no other DTCs are set. If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle. Engine idling, verify there is no abnormal engine noise. If there is an abnormal engine noise, refer to Symptoms - Engine Mechanical. Observe the Misfire Current Counters with a scan tool. The Misfire Current Counters should not be incrementing. A random misfire, across one or more cylinders that are not steadily incrementing may be normal for this engine. If the vehicle passes the Circuit/System Verification test, then operate the vehicle within the conditions for running the DTC. You may also operate the vehicle within the conditions that are captured in the Freeze Frame/Failure Records List. Circuit/System Testing Important: You must perform the Circuit/System Verification first. Important: An erratic or weak spark is considered a no spark condition. Verify that the following conditions do not exist: The fuel injector wire harness electrical connectors are connected to the wrong fuel injectors. Refer to Engine Controls Schematics. Engine vacuum leaks Fuel pressure that is too low or too high—Refer to Fuel System Diagnosis. Contaminated fuel—Refer to Alcohol/Contaminants-in-Fuel Diagnosis. Restricted exhaust system—Refer to Restricted Exhaust. The cylinder deactivation system, for misfire on either cylinders 1, 4, 6, or 7—Refer to Cylinder Deactivation (Active Fuel Management) System Diagnosis. Measure the resistance of the spark plug wire, and verify the condition of the spark plug wire. Refer to Ignition System Specifications and Spark Plug Wire Inspection. If the resistance value is not within the specified range, or does not pass the inspection, replace the spark plug wire. Reinstall the spark plug wire to the ignition module/coil assembly. Install the J 26792 to the spark plug wire boot. Attempt to start the engine and observe the J 26792. The spark plug tester should spark. If there is no spark, refer to Electronic Ignition System Diagnosis. Ignition OFF, remove the spark plug from the misfiring cylinder. Verify that the following conditions do not exist with the spark plug: Gas, coolant, or oil fouled Cracked, worn, or incorrectly gapped—Refer to Spark Plug Inspection. If there is a condition with the spark plug, replace the spark plug. Exchange the suspected spark plug with another cylinder that is operating correctly. Operate the engine under the conditions in which the misfire occurred, this may include putting the engine under a load or allowing the engine to return to a cold condition. Observe the Misfire Current Counters with a scan tool. The misfire should not follow the spark plug exchange. If the misfire follows with the spark plug, replace the spark plug. If all conditions test normal, test or inspect for the following: A lean or rich fuel injector—Refer to Fuel Injector Diagnosis. An engine mechanical condition—Refer to Symptoms - Engine Mechanical. Repair Instructions Ignition Coil Replacement Spark Plug Replacement Repair Verification If the customer concern was a flashing MIL, then perform the following procedure: Install any components that have been removed or replaced during diagnosis. Perform any adjustments, programming or setup procedures that are required when a component is removed or replaced. Clear the DTCs. Turn OFF the ignition for 60 seconds. If the repair was related to a DTC, duplicate the Conditions for Running the DTC and use the Freeze Frame/Failure Records, if applicable, in order to verify the DTC does not reset. If the DTC resets or another DTC is present, refer to the Diagnostic Trouble Code (DTC) List - Vehicle and perform the appropriate diagnostic procedure. To verify that the performance of the catalytic converter has not been affected by the condition that set this DTC, perform the Repair Verification for DTCs P0420 and P0430, refer to DTC P0420 or P0430.

#PIP3280D: Fuel Injector Replacement Information - Inspect Fuel Injector Inlet Filter Screen For Rust - keywords P0171 P0174 P0300 P0301 P0302 P0304 P0305 P0306 P0307 P0308 - (Sep 17, 2008) Subject: Fuel Injector Replacement Information - Inspect Fuel Injector Inlet Filter Screen for Rust Models: 2005-2007 Buick Rainier 2004-2007 Cadillac Escalade, Escalade ESV, Escalade EXT 2004-2007 Chevrolet Express, Silverado, Suburban, Tahoe 2004-2007 Chevrolet Trailblazer 2004-2007 GMC Envoy, Envoy XUV 2004-2007 GMC Savana, Sierra, Sierra Denali 2004-2007 GMC Yukon, Yukon XL and Yukon Denali XL 2004-2007 HUMMER H2 2005-2007 Saab 97x with a V8 Engine (RPOs L33, LH6, L59, LM7, LQ4, LQ9, or LR4) This PI was superseded to update models and condense the recommendations. Please discard PIP3280C. The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI. Condition/Concern: Some customers may complaint of a SES light, engine misfire, or other engine performance concerns. In some instances, their concern may be the result of a plugged fuel injector inlet filter screen, which may not be repaired by cleaning the fuel injectors as outlined in 03-06-04-030. In a returnless fuel system, all fuel leaving the tank flows through the fuel injectors because there is not a return line for fuel to return to the fuel tank from the engine. As a result, any contamination (including rust) that forms in the fuel line will find its way to the fuel injectors. The fuel injector inlet has a filter screen to filter out small contaminants, such as rust. If enough debris accumulates on the fuel injector inlet filter screen, it will start to restrict fuel flow. Recommendation/Instructions: If the latest version of 03-06-04-030 leads to fuel injector replacement, inspect the fuel injector inlet filter screen for rust contamination. If rust contamination is present, replace the affected fuel injector. Replacement of all steel fuel lines is also recommended whenever rust is observed in an injector because there is a chance that rust remains in the steel fuel lines. Also inspect for rust in the fuel tank, which indicates that water may be present. If present, it could affect uncoated portions of the fuel pump and filter assembly and the fuel lines, and could lead to a re-occurrence. If rust is observed in the fuel tank, follow the Fuel System Cleaning Procedure in SI to clean the inside of the fuel tank and refill with clean fuel. Also inspect the in-tank fuel pump module and filter assembly, and replace as necessary. Using GM Fuel System Treatment PLUS (at oil change intervals) can protect against the affects of water and certain contaminants that may be present in some poor quality fuels. Please follow this diagnostic or repair process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. GM bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer". They are written to inform these technicians of conditions that may occur on

i was gonna say that but couldnt find a nice way like this ^^^^ lol +1000

omg....