Jump to content

88 Chevy Check Engine Light On All The Time.


HotdogMB

Recommended Posts

Posted

also has fast idle and won't let me read the codes. Battery is fully charged and charging system is at 14.1 volts. Could this be a bad ground somewhere or something else?? I have changed the TPS as this is what it was last time. It only has 398,000klms on it so what could it be??LOL

Posted

Maybe the carb linkages need to be cleaned. That's one place to check if you haven't already

Posted
Maybe the carb linkages need to be cleaned. That's one place to check if you haven't already
EFI, and cable is good with no tension.

 

Any help would be great.
Posted
Maybe the carb linkages need to be cleaned. That's one place to check if you haven't already
EFI, and cable is good with no tension.

 

 

 

Actually I meant the throttle body and the plates. I wonder if they might be carboned up and hanging up and not closing. Also check your idle air selenoid

Posted

I don't know how you are trying to read the codes?

 

If by the ALDL jumper method, it is possible this is not being done right.

 

Also it is possible the engine computer is toast.

 

Or wiring problem to ALDL connector. Bad terminal, etc.

 

Pretty much you would need to follow the troubleshooting instructions for testing the engine computer and ALDL test connector which would be in a GM Factory Service Manual set. (Order from helminc.com or a GM dealer.)

 

Also it is possible there is a problem with the wiring to the light itself (remote chance, but possible.) And the factory manual would list all situations where the light would stay on steady.

 

Also if you can, might want to take your vehicle to local auto parts store (Autozone?) and see if they can read your codes with their reader.

  • 2 weeks later...
Posted

Hooked up the wires, the right way, as per the repair manual, and the light will not flash. It just stayes on all the time. I have changed the TPS and IAC with no good results. Seems like there is no power to the IAC because the plunger doesn't move with the key on. Is my ECU shot or what?? I by passed the fusable link in the power wire as well. Please help!! This is my hunting truck!!

Posted
Hooked up the wires, the right way, as per the repair manual, and the light will not flash. It just stayes on all the time. I have changed the TPS and IAC with no good results. Seems like there is no power to the IAC because the plunger doesn't move with the key on. Is my ECU shot or what?? I by passed the fusable link in the power wire as well. Please help!! This is my hunting truck!!

 

How about telling us just what you did exactly to try and get the codes....w/o them it's going to hard to figure out what's going on....

Posted

I grounded the dignostic terminal, as per my repair manual, and turned the key on. No, flashes nothin. Light just stayes on. I have checked for codes in the past and it fashed codes then.

Archived

This topic is now archived and is closed to further replies.

  • Latest Articles

  • Posts

    • Hey guys, sorry for the confusison about this. This wasn't my experainnce, it was copied and pasted fom the net. 
    • The problem with failure rates or increase failures are there’s people who don’t have a problem. What are you doing wrong they say. We had 4 5.7 GM diesel’s in the family when they came out. One was flawless. My uncle who happened to be the most abusive. Early rotary engines were known to use oil. I abused my first car so bad in six months I replaced the clutch, transmission and rear end. It didn’t use oil. My brother in law has a 2013 Tahoe and an older Yukon. The Yukon has 280K miles. The Tahoe around 175K. He runs them to about 300K. If his lifters fail before that time he would consider it a failure. My Hondas, I know people hate it when I mention them. Identical engines. One with cylinder deactivation one doesn’t have it. One shudders when the eco light goes on or off. Cylinder deactivation. But wait! According to the web. It can happen with lock up too. So now people in the know are changing the oil and transmission fluid more often. Then you read it could be a programing issue. So what do you do? There’s lots of money involved. I see three ways to deal with it. One only works if you don’t drive lots of miles. Lease, never get out of warranty. Or only buy older vehicles with a good track record. They all have bad runs. Usually when there’s a change. Even Toyota and Honda. 
    • Question @diyer2 on this line if you please. Are you saying the shudder is the system turning on and off at the frequency of the shudder? Guess I'm asking if you are saying you have seen it do this with the bi-direction scan tool in graph mode? If so have you been able to discern the 'trigger'. Something is telling to cycle rapidly.    My truck just started doing this recently. 197K on the clock. My response has been M5 anything under 55 mph. I treat it like a lugging stick shift. Gear down and let it spin a bit. Engauge M5, then tow mode and then M6 lets the trans stay in 5th but the AFM is active. Smooth like Skippy.    My thought was that as a machine ages the friction gets lower and as the system is load based, the lower friction would allow it to turn on at ever lower rpm until it reaches the lugging point. And yes I am ignorant of any minimum rpm requirement for the system. If you know that would be useful information.    As you know I run a Scan-Gauge II which allows me to watch the On/Off of the signal to the VLOM. While in the shudder mode I'm not seeing is cycle at that frequency or at all for that matter outside the triggers @newdude posted a few years back. Now is it possible that the refresh rate isn't fast enough to catch it? Maybe. It is why I asked my first question about graphing and trigging parameter.     As we have observed from members here the failure point is all over the map miles wise as you note yourself in your opening post. That by itself begs a few questions like fellows that comment on these lifters failing even after the system has been disabled. Long after. 😬   https://www.enginelabs.com/news/tech-tips-replacing-ls-active-fuel-management-lifters-with-melling/   The Gen5 lifters operate the same as the LS versions. In fact they are the same lifter.    https://www.enginelabs.com/tech-stories/sorting-out-gen-v-lt-lifter-failure-with-a-simple-valvetrain-fix/        
    • UPDATE 2: Steering wheel control backlights and control of the cluster can supposedly be achieved by adding a wire to pin 20 of the cluster and tapping it to pin 2 of the main clock spring harness. I'm going to give it a shot - will update  
    • GM Global A pickups 2019-2022 can do OTA programming for the radio.  GM VIP (GM Global B) can do OTAs for almost every module on board.  So a 2022.5 and newer pickup can do OTAs for recalls like the 2.7 fuel flow recall.  EVs get OTAs that improve one pedal driving, radio issues, HVAC issues, updated battery management software, etc.     So age of the vehicle/what GM electrical platform its on will alter what amount of updates can be pushed on OTAs.  
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...