My 1998 Yukon 4×4 slt 5.7l will not shift out of second gear. If I drive it hard n hot rod it then it seems to shift Tru the gears like it’s supposed to. The fluid looks dark as well I’m not shur what the problem may be. Cud u please help
First thing to do would be to check to see if there are any codes stored in the computer that might aim us in the correct direction. Post any codes found and we can dig further into that.
Some have suggested that a faulty VSS – Vehicle Speed Sensor may cause this issue. Others have run into valve body issues. Still yet there have been claims of faulty shift solenoids causing the same issue. And another has claimed faulty ignition switch caused the vehicle to not shift out of 2nd gear. Others claim a faulty fuse issue. (see video).
The transmission on this vehicle will intermittently default
to second gear. I’ve had other GM trucks do this with ign.
switch problems i.e. low voltage to term. 20 in fuse panel.
However, when this problem occurs the voltage is normal. It
also doesn’t exhibit the speedometer/tachometer problems
normally associated with ign.switch problems on these
vehicles. I did note that when the problem occurs the security
light comes on with no starting problems and I lose scan tool
data stream. Any help would be greatly appreciated!
The problem turned out to be the ignition switch, even though
the symptoms were a little different than the ones I’d had in
the past. Voltage drop to 10v on fuse #20 when the fault was
present. Thanks for the help!
This is specifically a question about the interior of the vehicle.
My wife’s 2012 GMC Acadia front-wheel drive with a little over 71k miles. The top of the center console where it connects to the dashboard came loose and I pressed it back into place. Except for the right side – it is being stubborn.
1. Is this something my wife should be concerned about?
2. Is it something that I can fix myself?
The instrument panel center accessory trim plate just snaps into place. To remove it calls for use of a suitable flat bladed trim tool. If you or someone has removed it to do a repair or work on a radio or something they may not have installed the internal components correctly causing it to be a bit stubborn.
This question is in regard to a 2006 GMC Sierra 2500HD (8.1L gas engine) with 197,000 miles on it. It had around 60k or 70k miles when I bought it in 2012. It has had a rough life since then – lots of hauling and towing. It has had a long-running problem of burning oil (I would have to add some oil every month), but the oil-burning has suddenly gotten much worse, and I am adding oil every few days.
Every mechanic I’ve ever taken the truck to always says “that’s just what old trucks do, they burn oil”. Another problem (which I assume is related) is that the spark plugs get ruined frequently and have to be changed. I’ve had to change them at 124k miles, 130k (wires only), 170k, 183k, and 197k. At 197k, I told the mechanic I was tired of spending so much on spark plugs, and we decided to try a cheaper plug and see what happens. This, in addition to a full tune-up/fluid exchanges, fixed the symptoms I was seeing (intermittent shudder when idling, ‘check engine’ light coming on when going uphill over 45mph, engine misfire code P0300).
But then I only made it 1200 miles before those same symptoms returned. Same P0300 code, one ruined spark plug, cylinder 2. A mechanic replaced that one plug, and I made it another 80 miles before things went south again yesterday. This time it’s 2 plugs, cylinder 2 and another cylinder (he didn’t tell me which one). So we’re replacing all plugs with the better double platinum ones.
Any ideas what is going on? Am I just doomed to replace the plugs every 15k miles from now on? I love this truck and don’t want to get rid of it. For anyone interested, there are more details below, in case they provide any additional clues. Thanks in advance!
Full Maintenance History
oil changes are done every 5k miles
oil cooler lines replaced in 2013
major tune-up at 124k miles (transmission flush, coolant flush, 4×4 service (front/rear differentials, transfer case), spark plugs, fuel induction system service, air filter replaced)
130k, replaced spark plug wires, cleaned mass air flow sensor
132k, replaced fuel pump assembly
169k, code P0171, cleaned mass air flow sensor
170k, replaced spark plugs, plug wires (mechanic said plugs were really bad and covered in oil)
174k, replaced air filter
183k, replaced spark plugs and air filter
1955xx miles, replaced serpentine belt, belt tensioner, and fan clutch; mechanic said spark plugs are misfiring/worn out (but I couldn’t afford to replace them yet); mechanic said “we took off the valve covers and looked inside of the cylinder heads, in case the valves are gummed up. But we didn’t really find anything except the piston rings are a bit burned out.” He recommended trying Lucas oil stabilizer and Lucas fuel cleaner (which I did) and using premium gas and higher quality synthetic oil from now on (which I did). He said the engine is burning lean, so better fuel will help that. Told me to get a tune-up as soon as I can.
at 197k, ‘check engine’ light came on every time going uphill over 45mph; code was P0300 (engine misfire; no other codes); idle is very rough; replaced spark plugs/wires with cheaper copper plugs as an experiment, did fuel exchanges (differentials, transfer case, transmission (& filter), coolant, power steering fluid); cleaned the air filter
1200 miles later, replaced 1 spark plug; added “Engine Restorer 8-Cylinder” to the oil, as recommended by the mechanic
80 miles later (today), replacing all spark plugs with the right kind. Mechanic says it will take a while of driving at high speeds for the “Engine Restorer” to work?
I travel a lot, so I rarely get to use the same mechanic. Whenever I go to a new mechanic, they usually tell me that my last mechanic was BS-ing me and/or didn’t know what he was talking about. I’m a car dummy, so I have to just take the word of these mechanics, and I never really know when I’m getting the run-around.
Thanks to anyone who made it this far in my post! (attached photo is the cheapo copper spark plug after 1200 miles)
Print a copy of your history and present it to your next mechanic, they will appreciate knowing what you have already gone through.
Chevy engines burn oil. This is true but they shouldn’t foul the plug in 1200 miles. You have something else going on.
Definitely fouling the spark plug. So the engine is going to store the P0300 – Engine Misfire code when this happens. That is normal during this situation. There are several things that can cause this code and situation. The good news would be that you have tried a few things that tell us which cylinders are the problem cylinder.
The next thing to do would be to have a compression test performed. This information can sometimes explain a lot of whats going on. And this will confirm the problem cylinder/s.
If two cylinders next to each other are significantly lower than the rest there is a possibility of a blown head gasket. However a blown head gasket would also be followed by white exhaust smoke and coolant loss. Since you didn’t mention any of those symptoms we will move on.
If there is specifically one cylinder that keeps fouling out the spark plug there is a chance of the fuel injector being stuck OPEN(ON). When this occurs the cylinder rings will wash out(unseat) and foul out that spark plug. After time the the excessive fuel being dumped into the cylinder with washed out rings will allow the fuel to seep into the crankcase and contaminate the engines oil. When this happens you will notice excessive exhaust smoke and start fouling out additional spark plugs.
When looking at the oil on the dipstick it may also have a fuel smell. A quick test can be to remove the spark plugs from the effected cylinders and cycle the fuel pump on and off a few times. While keeping at a distance to prevent fuel from shooting out at you, look to see if the cylinder fills with fuel. If you find the fuel injector is stuck open you will need to replace it and and then perform an oil change to remove any contaminates oil.
Hole or Crack in Piston
You didn’t mention it but i want to cover engine ping. If you experience the engine pinging when climbing a hill or under heavy acceleration you may have caused internal damage. Continually driving the vehicle under these conditions will burn a hole in the piston. If this is the case you will have 0 compression and oil foul the spark plug quickly.
Worn Valve Guides and seals
When the valve seals or guides are worn you will see a puff of smoke at start up. Sometimes lasting until the engine reaches operating temperature. This usually occurs after the vehicle has had time to set and the oil drains down past the guide seals and into the cylinders.
Did the 2006 GMC Envoy XL-SLT ever come with Tow Hooks either front or rear? I cant get a positive answer from the local GMC Dealer. My almost former Chevy Trailblazer LT model had them. The Envoy has the Towing pkg but no towing hooks of which I’m surprised>
Envoy did not come with factory tow hooks….
Envoy is the “Luxury* edition
Trailblazer is the more “sport” edition
That’s the reason behind Envoy’s not getting factory tow hooks, even the Denali did not have them.
I know, as I asked every place I went when shopping around for my Envoy, they never had that option available. I was told that if I wanted tow hooks, I’d have to buy the Trailblazer.
Instrument Cluster, Radio, Door Locks, and Windows quit working on my 2003 GMC Yukon XL SLT 4×4. Believe it to be in the BCM. Need schematics, Connector Charts, and Diagnostic connector Diagram to Help in Diagnosing. Thanks, Patches
Here is the information that I have including wiring diagrams. A blown fuse that is used by all systems described would be the first thing I would look for. And it would be the most common cause if they all went out at the same time. Since the vehicle is more than 10 years old, rusted ground connections may also be a factor.
The Body Control Module (BCM) performs multiple body control functions. The BCM can control devices directly connected to its outputs based on input information. The BCM evaluates this information and controls certain body control systems by commanding outputs on or off. The BCM control inputs can be:
Sensors and switches that are directly connected to the BCM
Class 2 serial data received from other control modules connected to the class 2 serial data link.
The BCM is also capable of controlling other vehicle systems that are not directly wired to the BCM. The BCM does this by sending specific messages on the class 2 serial data link. The control module capable of performing the required function will respond to the BCM message.
The BCM controls these functions:
Automatic door locks
Automatic headlamp control
Keyless entry (AUO option)
Passlock theft deterrent
Retained Accessory Power (RAP)
Serial Data Power Mode
On vehicles that have several control modules connected by serial data circuits, one module is the power mode master (PMM). On this vehicle the PMM is the Body Control Module (BCM). The BCM uses 3 signals from the ignition switch. These are the Ignition 0, Ignition 1, and Accessory.
To determine the correct power mode the BCM uses:
The state of these signals
Next , the sequence of switch closures received by the BCM
Finally, the status of the engine run flag
The chart indicates the power modes detected and transmitted by the BCM:
Correct Ignition Switch Inputs
Ignition Key Position
Power Mode Parameter
Sampled Ignition Signal State
Off-Awake or RAP
Unlock or RAP Unlock
Since the operation of the vehicle systems depends on the power mode, there is a fail-safe plan in place should the BCM fail to send a power mode message. The fail-safe plan covers modules with discrete ignition signal inputs as well as those modules using exclusively serial data control of power mode.
Serial Data MessagesThe modules that depend exclusively on serial data messages for power modes stay in the state dictated by the last valid BCM message until they receive the engine status from the PCM. If the BCM fails, the modules monitor the serial data circuit for the engine run flag serial data. If the engine run flag serial data is true, indicating that the engine is running, the modules fail-safe to “Run”. In this state the modules and their subsystems can support all operator requirements. If the engine run flag serial data is false, indicating that the engine is not running, the modules fail-safe to “OFF-AWAKE”. In this state the modules are constantly checking for a change status message on the serial data circuits and can respond to both local inputs and serial data inputs from other modules on the vehicle.
Discrete Ignition SignalsThose modules that have discrete ignition signal inputs also remain in the state dictated by the last valid BCM message received on the serial data circuits. They then check the state of their discrete ignition input to determine the current valid state. If the discrete ignition input is active, B+, the modules will fail-safe to the “RUN” power mode. If the discrete ignition input is not active, open or 0 voltage, the modules will fail-safe to “OFF-AWAKE”. In this state the modules are constantly checking for a change status message on the serial data circuits and can respond to both local inputs and serial data inputs from other modules on the vehicle.
Body Control Module Programming
The procedures below are designed to set-up the body control module (BCM) correctly during BCM related service. Before you start, read these procedures carefully and completely.
The following procedures must be followed:
Programming Theft Deterrent System Components, if equipped with Passlock System.
Programming the BCM
After the procedure is completed, the personalization settings of the BCM are set to a default setting. Inform the customer that the personalization must be set again.
Programming Theft Deterrent System Components
This procedure has to be performed only for vehicles equipped with Passlock System.
Perform the Programming Theft Deterrent System Components in Theft Deterrent after successfully finishing the Setup New BCM procedure. If the Programming Theft Deterrent System Components in the Theft Deterrent procedure is not performed after a BCM replacement, one of the following conditions will occur:
The vehicle will not be protected against theft by the PASSLOCK system.
The engine will not crank nor start.
After programming, perform the following to avoid future misdiagnosis:
Turn the ignition OFF for 10 seconds.
Connect the scan tool to the data link connector.
Turn the ignition ON with the engine OFF.
Use the scan tool in order to retrieve history DTCs from all modules.
I recently bought this 2002 GMC Envoy. It was sitting for around 6 months after the previous owner had a problem with it and couldn’t afford to fix it. My Envoy did not come with any sort of chipped key and the key I have will work in the ignition but not to unlock the doors. It cranks but won’t start. And the shifter locks and wont go into any gear. Is it the passkey security issue with it? I’ve check fuel pump and it’s working but no fuel at the fuel rail. So I’m figuring it’s got to be something to do with the security system. Is there a way to bypass that for now so I can at least get it started and check for it to run before spending all the money on a new passkey? Any hints or tips would sure help. Thank you very much.
Vehicle Theft Deterrent (VTD) Description and Operation
The Passlock™ System is provided in order to prevent vehicle theft if the ignition lock cylinder is forced to rotate or the ignition switch is operated while separated from the ignition lock cylinder case. If starting is attempted without authorization from the Passlock™ System, the powertrain control module (PCM) will disable engine starting. Start disable may be in the form of fuel disable or starter disable, depending on engine application.
The components of the Passlock™ System are as follows:
The ignition lock cylinder and key
Ignition lock cylinder case, including the Passlock™ sensor
The ignition switch
The body control module (BCM)
The security indicator on the instrument cluster
The powertrain control module (PCM)Ignition Lock Cylinder Case, Including the Passlock™ Sensor
The ignition lock cylinder fits inside the ignition lock cylinder case and operates the ignition switch when turned by a key with the proper mechanical cut. When the ignition key is used to turn the ignition lock cylinder to crank, start, a magnet on the lock cylinder passes close to the Passlock™ sensor within the ignition lock cylinder case. The magnet activates the security hall effect sensor in the Passlock™ sensor which completes a circuit from the security sensor signal circuit through a resistor to the security sensor low reference circuit. The resistance value will vary from vehicle to vehicle.
If a magnet from outside of the ignition lock cylinder case is used to attempt to steal the vehicle, the tamper hall effect sensor will be activated. This completes a circuit from the security sensor signal circuit through a tamper resistor to the security sensor low reference circuit bypassing the security resistor. If the ignition switch is forced to rotate without the correct key, or if the ignition lock cylinder is removed by force, the Passlock™ sensor will be damaged and will not operate.
The ignition switch contains the wiring and electrical switching portion of the column mounted ignition assembly. The switch includes wiring pigtails which connect it to the base of column connector, the Passlock™ sensor on the ignition lock cylinder case, and other components. The wiring for the Passlock™ sensor is unaffected by ignition switch position. The electrical switch portion is operated by the key and lock cylinder when they are rotated within the ignition lock cylinder case. The ignition switch operates the crank relay regardless of the status of the Passlock™ System.
Body Control Module (BCM)
The body control module (BCM) contains the logic of the Theft Deterrent System. The BCM provides the battery positive voltage to operate the Passlock™ sensor. The BCM also measures the voltage of the security sensor signal circuit. The voltage measured will indicate whether the Passlock™ sensor has been activated and whether the resistance value from the sensor is a valid value or the tamper value. If voltage measured is in the valid range, the BCM compares this voltage, voltage code, to a previously learned voltage code. If the voltage codes match, the BCM sends a class 2 message containing a password to the powertrain control module (PCM). When the voltage codes do not match, or the voltage is in the tamper range, or there is a circuit fault, the BCM will not send the correct password to the PCM, and the vehicle will not start.
Powertrain Control Module
The powertrain control module (PCM) contains the remainder of the logic of the Theft Deterrent System. If a class 2 message containing a valid password is received from the body control module (BCM), the PCM will continue to allow the fuel injectors to operate. The PCM will allow the fuel injectors to operate until it decides there is no valid password coming from the BCM. If the PCM does not receive a class 2 message, or receives a class 2 message with an incorrect password, the engine will crank and will not run or will start and stall immediately.
Theft System Indicator
The IPC illuminates the theft deterrent indicator as determined by the theft deterrent system. The IPC receives a class 2 message from the BCM requesting illumination.
The vehicle theft deterrent (VTD) system requests the IPC to illuminate the indicator only when the ignition switch is ON.
The content theft deterrent (CTD) system requests the IPC to illuminate the indicator only when the ignition switch is in the OFF or ACC positions or during RAP.
The body control module performs the displays test at the start of each ignition cycle. The indicator illuminates for approximately 3 seconds.
Fuel Lockout Cycle
When it receives a password which is incorrect or a password which indicates tamper and the powertrain control module (PCM) disables the fuel injectors, the fuel injectors remain disabled for 10 minutes even if the ignition switch is turned from the RUN position to the OFF position.
Changing the Passlock™ Components
The following components contain codes or passwords, or must learn codes or passwords for the Passlock™ System to allow the vehicle to start:
The ignition lock cylinder case
The body control module (BCM)
The powertrain control module (PCM)
If any of these parts are replaced, a learn procedure must be performed. Refer to Programming Theft Deterrent System Components . If parts are replaced and a learn procedure is not performed, the engine will crank and will not run or will start and stall immediately.
Positive battery cables keep coming loose. I have a new dual post battery I would like to replace side post, can I separate the two positive cables, one one side post, one on top post, or do they have to remain in contact?
You may separate them. As long as they are both connected to the positive terminals there essentially still connected.
My Suburban wasn’t starting so I changed the Distributor and Rotor. It started but it runs at 4,000 RPM’s. I put a code scanner on it and got a P0102 code so I used Mass Air Flow Cleaner on it and tried again. Same thing, 4,000 RPM’s but no codes this time. Can you give me an answer because I’m stumped! I looked at the throttle spring and it seems to snap back OK, please help. It is a 1996 GMC Suburban 4×4 4 door Automatic with a 5.7 liter engine.
The engine running with a high idle is a classic description of a vacuum leak.
Chevy Code P0102
Mass Or Volume Air Flow A Circuit Low Input
Sensor or solenoid faulty
Connector terminal contact is damaged or corroded
Wire harness – Check harness for correct voltage, open, short to ground or short to voltage
Update control unit software – Check for the latest control unit update