Jump to content

Electrical problem?


Zbyke

Recommended Posts

Posted

I have a 2009 GMC Sierra crew cab z71.

 

About two to three months ago my locks started unlocking and locking three to four times while I was driving. It would randomly do this, I could have a week or even longer where it wouldn't happen and then out of the blue they lock and unlock, three to four times while driving.

 

Then about a month ago, after parking and going into the store, I tried to remote start my truck (factory remote start) and it didn’t work. When I got into my truck I put the key in the ignition and turned and nothing, no power at all. I opened my hood looked around and didn’t see anything, closed it and it started back up.

 

Then randomly the stereo tuned on but no sound and my blinkers worked but there was no clicking sound.

 

About three days ago it has gotten even worse. My locks, while driving, unlocked and locked about 30 or more times. Each time it did that the acceleration wouldn't work, my truck was jumping up and down and I couldn't go more than maybe 10 miles an hour. When I pulled to the side of the road and tuned the truck off and back on, again there was no power just completely dead. I got out and opened the hood and as soon as I did my lights came back on and my hazards started to work (I pushed the hazards button right before getting out of my truck.

 

Any idea just what may be causing this?

Posted

Bad battery connection(s).

Bad/poor grounds.

Battery shorting internally or otherwise failing.

Posted

Bad battery connection(s).

Bad/poor grounds.

Battery shorting internally or otherwise failing.

 

Bad battery connection(s).

Bad/poor grounds.

Battery shorting internally or otherwise failing.

^^^^ The place to start.....

Posted

Had a similar problem in my 2000 sierra and it turned out the negative battery cable was just loose enough to vibrate around. Tightened it and fixed

 

Sent from my SGH-I927 using Tapatalk 2

Posted

Thanks for the replies, I will let ya'll know what I find out.

  • 1 month later...
Posted

Turned out it was a corroded positive wire that ended up touching the frame. Fixed it and its good now. (fixed back in April)

Posted

Glad it was ¢¢ and not $$!

 

Gotta watch for that stuff, it is hard on electrical parts and electronics!

Archived

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

  • Recently Browsing   0 members

    • No registered users viewing this page.
  • Forum Statistics

    250.5k
    Total Topics
    2.7m
    Total Posts
  • Member Statistics

    342,979
    Total Members
    8,960
    Most Online
    rayredbone
    Newest Member
    rayredbone
    Joined
  • Who's Online   1 Member, 0 Anonymous, 483 Guests (See full list)

  • Latest Articles

  • Posts

    • 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.  
    • Thank You.   So far my new ride is making me look like a genius for going with the 3.0L, as my first fuel refill occurred over three weeks from when I took delivery.  This engine combination is very amazing.  So far no issues and had not done a regen yet.
    • I am curious as to how much fluid you put back in the transmission ( assuming you had replaced the filter to compare to my findings ) and then went through the process of warming up the trans before pulling the check plug to drain out the excess and if you measured how much came back out.    I just found it surprising that some claimed a certain amount less fluid being put in and then draining some back out. The attitude of the truck as per if the surface is level and how the trucks stance is would make quite a difference since the check plug is right at the front of the transmission. 
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...