GMC Acadia - Popular Questions, Answers, Tips & Manuals

The torque specifications for the catalytic converter on a 2011 GMC Acadia can vary depending on the specific model and engine type. However, the general torque specifications for the catalytic converter flange bolts on this vehicle are typically around 37-45 lb-ft. It's important to note that these torque specifications are for general guidance only, and you should always consult the manufacturer's service manual or a qualified mechanic to ensure that you are using the correct torque values for your specific vehicle and application. Additionally, it's important to use a torque wrench when installing or tightening the bolts on the catalytic converter to ensure that the correct torque is applied and to avoid over-tightening or under-tightening, which can lead to issues such as exhaust leaks or damage to the exhaust system.

For issues like this you need an auto electrician with a pro grade bi-directional scan tool computer to diagnose. The misfire may just be spark plug condition, but it could be a sensor issue. It is better to pay a pro and only change the parts that need it rather than 'let's try replacing this' method of repair.

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A 2010 Acadia has GM PasskeyIII security. It requires a transponder key programmed to operate with the vehicle. Your "plain key" must have a transponder encased in the plastic head of the key and was programmed to work with your vehicle.

The random no crank is likely because the immobilizer is sometimes unable to validate your key. Could be the key or a problem with transceiver in the ignition lock assembly.

If you have a second key and it has the same issue then the problem is not likely the keys but with the transceiver.

check codes also no stablitrak fuse

Get a haynes manual fir svc&repair at parts.

The regulator may be bad so check it then replace it , sometime the wire comes off the reel and it maybe hard to put it back sometimes the roller does broke

Always start in the center and spiral out is always accepted and works just fine

Does not use a turn signal relay flasher. Computer controlled by the BCM - body control module .

did you try checking your starter

Fuel Pump Flow Control Module (LLT) Mounted under the rear of the vehicle, rear of the fuel tank

Door Lock System Components The power door lock system consists of the following components: • Driver door module (DDM) • Passenger door module (PDM) • Door lock relay--Located in the instrument panel (I/P) fuse block and controls the locking of the rear doors. • Door unlock relay--Located in the I/P fuse block and controls the unlocking of the rear doors • Body control module (BCM) • IP BEC • Reversible door lock actuators in each door Driver and Passenger Lock System Operation The front power door lock switches are integral components of the driver door module (DDM) and passenger door module (PDM). The switches are two-position normally open rocker switches. When placed in either the lock or unlock positions, the switches provide a direct input to the DDM or PDM. The DDM or PDM monitor these inputs and send a LAN message indicating a change in the switch position. Modules, that activate the power door lock motors, receive the LAN message and activate the motor in the appropriate direction to lock or unlock the vehicle doors. The body control module (BCM) upon receipt of a lock or unlock signal will control the rear door lock or unlock relays and also send a LAN message to the DDM and PDM to perform the commanded function. The modules that activate the power door lock motors are: • DDM (driver door lock actuator) • PDM (passenger front door lock actuator) • BCM (both rear door lock actuators) The DDM and PDM are directly connected to the respective door lock actuator through the door lock motor lock and unlock circuits. Once a door lock or unlock request has been received, the module will supply battery voltage to one side of the actuator and ground the other, causing the doors to lock or unlock. The rear passenger doors are controlled by the BCM through the rear door lock/unlock relay which is incorporated onto the printed circuit board in the LH BEC. The BCM controls the unlock relay by providing ground to energize the coil and controls the lock relay by providing battery voltage to energize the relay coil. This energizes the relay and allows voltage to be applied to either the door lock motor lock or unlock circuits. Since the other side of the door lock actuator is connected to the normally closed contacts of the opposing relay to ground, the doors lock or unlock.

You need to identify what each code means and again you could have other codes popping up because a sensor could be depending on another faulty sensor

DTC P0497: Evaporative Emission (EVAP) System No Flow During Purge Circuit/System Description The control module tests the evaporative emission (EVAP) system for a large leak, or a stuck closed EVAP canister purge valve. The control module monitors the fuel tank pressure (FTP) sensor signal to determine the EVAP system vacuum level. When the conditions for running are met, the control module commands the EVAP canister purge valve OPEN and the EVAP vent valve CLOSED. This allows engine vacuum to enter the EVAP system. At a calibrated time, or vacuum level, the control module commands the EVAP canister purge valve closed, sealing the system, and monitors the FTP sensor input in order to determine the EVAP system vacuum level. If the system is unable to achieve the calibrated vacuum level, or the vacuum level increases too slowly, a DTC sets. Diagnostic Aids • A loose, missing, or damaged fuel fill cap can cause this DTC to set. • A stuck closed, blocked, or restricted EVAP canister purge solenoid valve, can cause this DTC to set. • A blockage or restriction in the EVAP canister purge solenoid valve vacuum supply hose, EVAP canister purge solenoid valve purge pipe, EVAP canister, or vapor pipe, can cause this DTC to set. • A temporary blockage in the EVAP canister purge solenoid valve, purge pipe or EVAP canister could cause an intermittent condition. Inspect and repair any restriction in the EVAP system. • To help locate intermittent leaks, use the J 41413-200 Evaporative Emissions System Tester (EEST) to introduce smoke into the EVAP system. Move all EVAP components while observing smoke with the J 41413-SPT High Intensity White Light. Introducing smoke in 15 second intervals will allow less pressure into the EVAP system. When the system is less pressurized, the smoke will sometimes escape in a more condensed manner. • To improve the visibility of the smoke exiting the EVAP system, observe the suspected leak area from different angles with the J 41413-SPT . • Observe the Freeze Frame/Failure Records vehicle mileage since the diagnostic test last failed may help determine how often the condition occurs that caused the DTC to set. This may assist in diagnosing the condition.

I have similar issue with Smart Forfour. Its the electrics - there is a faulty connection between lock and brain. We removed the interior panels and applied a voltage independently to release the lock. Replacing the mechanism did not solve the issue, as its a wiring harness problem. Now have a "string" attached to the lock mechanism which we use to open the hatch from inside.

your on the right track! your blend door is broken or your blend door actuator is broken.

Everything you mention is in the same door. Look for a connector between the body and the actuators in the door. This may be accessible or just inside the door itself, past a rubber grommet. Pull the connector apart and inspect it. Spray with silicon or WD40 and reassemble.

No it is not your transmission...it is your strutes and CV boot. This car has a lot of problems that need addressed...but your knocking noise one or the two... it'll be better to replace them booth at the same time.or both driver and passinger side will insure it..your machanic trying to burn you....hope this helps this was my problem with the knocking....

JUST BELOW THE OIL FILTER HOUSING ON THE FRONT OF THE ENGINE

A good scan tool can unlock the radio.