2011 Cadillac CTS - Page 2 - Answered Questions & Fixed issues

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You need to take it to a qualified repair shop that has the diagnostic tool to check DTC'S - diagnostic trouble codes . You have no idea of the complexity of the electronic's . All computer controlled . Do you know what serial data communications netwoking is ? 003 Communications Diagnostics Moving the ignition switch to the START position sends a 12-volt signal to the engine control module (ECM) to command starting. Battery voltage also travels through the switch side of the Run/Crank relay then through the clutch switch, if equipped with manual transmission, and on through the coil side of the Starter relay and then to the ECM. The ECM receives class 2 information from the vehicle theft deterrent (VTD) and transmission control module (TCM) to verify that all parameters are met for starting. When all parameters are met the ECM grounds the control circuit of the Starter relay closing the switch providing battery voltage to the starter solenoid through a 30 A Maxi-Fuse. 012 GM Class II Communications 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 dash integration module (DIM). The PMM receives 2 signals from the ignition switch. To determine the correct power mode the PMM uses the following circuits: • Accessory voltage • Run/Crank voltage Fail-safe Operation Since the operation of the vehicle systems depends on the power mode, there is a fail-safe plan in place should the power mode master (PMM) fail to send a power mode message. The fail-safe plan covers those modules using exclusively serial data control of power mode as well as those modules with discrete ignition signal inputs. Serial Data Messages The modules that depend exclusively on serial data messages for power modes stay in the state dictated by the last valid PMM message until they can check for the engine run flag status on the serial data circuits. If the PMM 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 Signals Those modules that have discrete ignition signal inputs also remain in the state dictated by the last valid PMM 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, battery positive voltage, 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.

It can be one of the two,first one is a 9006xs and the second one is a D1S,rate please if this was at all helpful,thank you

All kinds of repair manuals are available here.Have a look of this may be you will get something useful. Cadillac STS 2004 2005 2006 repair manual download

what year?

Click spring may be bad .

The fan can run anytime weather the motor is running or not. I think your problem could be related to the ect ( engine coolant temperature) sensor.

Did you check the trunk relese fuse 15amp location rear fuse box . How did you check fuse's an relay's ? Did you use a DMM - digital multi-meter ? Did you check the elcetrical circuit ? Do you know how a relay work's ? The BCM - body control module controls the trunk release relay . Check for B+ voltage at the relay . VEHICLE RELAYS Operation Diagnosis

hi purge selenoid valve location closed to the manifolid you can you with the pipe that come for the evap cansiter

Hi Disconnect battery side and put ampermeter in the middle for checking the use from the car ampers lock the car by the remote for and wait for checking and see how much amp the car still use after this if its use more than 1 amper you must check the user that still work in the car

you would be closer to the problem than the dealer taking it as a column shift , it is very possible that the plastic slides on the selectors out side of the box are badly worn or the rods them selves are worn out

Top front of engine. See details and test procedures at link below. Repair Guides Components Systems Electronic Control Module AutoZone com

Did you clear the codes? Car may still be in limp mode... Also the 303 is odd. Are the sparks good on #3? May have an issue with coil or ignition module.

My first guess would be the fuel pump is going bad. Sometimes jarring it a bit will make it work again and the tow may have done it. If it does this again have someone bang on the bottom of the gas tank while cranking, if that cures it then you'll know for sure. If you need further help, I’m available over the phone at https://www.6ya.com/expert/oscar_403cc49e0f00cda7

The connection is on the driver's side lower dashboard by brake pedal

Make sure the trans fluid is filled to specs! That may be your whole problem. If u only are running w 13% trans fluid you are asking for trouble w your trans. GET IT SERVICED TOO BEFORE INSTALLING FRESH FLUID! (that's how I would word it too my csrs)

Engine power reduced means it has a problem with the electronic throttle control system . You can't reset it , has DTC"S- diagnostic trouble codes stored in the computer . Something is worn , a position sensor in the gas pedal assembly or throttle position sensor on the throttle body . Your best bet , take it to a qualified repair shop ! or the dealer . Drive by Wire Function and diagnostics by Wells Drive by Wire training

You probably have a problem with Automatic Transmission Shift Lock Control System The automatic transmission shift lock control system is a safety device that prevents an inadvertent shift out of PARK when the engine is running. The driver must press the brake pedal before moving the shift lever out of the PARK position. The system consists of the following components. • The automatic transmission shift lock control solenoid • The brake switch • The rear integration module (RIM) • The transmission control module (TCM) or powertrain control module (PCM) With the ignition ON, battery positive voltage is supplied to the automatic transmission shift lock control solenoid from the ignition 3 relay. The automatic transmission shift lock control solenoid is controlled by the rear integration module. When the rear integration module (RIM) receives a class 2 serial data message from the transmission control module (TCM) or powertrain control module (PCM) indicating that the shift lever is in the PARK position the rear integration module (RIM) grounds the automatic transmission shift lock control solenoid control circuit. This causes the solenoid to energize mechanically locking the shift lever in the PARK position. When the driver presses the brake pedal the rear integration module receives the brake applied signal and turns off the ground to the automatic transmission shift lock control solenoid control circuit. This allows the shift lever to be moved out of the PARK position. Shift Lever Does Not Move with Brake Pedal Depressed 2 Apply the parking brake and block the wheels. Turn ON the ignition, with the engine OFF. Attempt to move the shift lever out of the PARK position. Does the shift lever move out of the PARK position? YES - Go to Testing for Intermittent Conditions and Poor Connections in Wiring Systems NO - Go to Step 3 3 Turn OFF the ignition. Install a scan tool. Turn ON the ignition, with the engine OFF. With a scan tool, observe the TCC brake switch parameter in the transmission data display list. Press and release the brake pedal several times. Does the TCC brake switch status turn ON and OFF with the brake pedal? YES - Go to Step 4 NO - Go to Stop Lamps Inoperative in Lighting Systems 4 With a scan tool, observe the brake to shift control parameter in the rear integration module data list. Press and release the brake pedal several times. Does the brake to shift control status turn ON and OFF with the brake pedal? YES - Go to Step 5 NO - Go to Step 8 5 Turn OFF the ignition. Connect a test lamp between the automatic transmission shift lock control solenoid supply voltage circuit and the automatic transmission shift lock control solenoid control circuit at the automatic transmission shift lock control solenoid. Turn ON the ignition, with the engine OFF. With a scan tool, command the brake to shift control ON and OFF several times while observing the test lamp. Does the test lamp turn ON and OFF with each command? YES - Go to Step 7 NO - Go to Step 6 6 Test the automatic transmission shift lock control solenoid control circuit for and open or short to battery voltage. Refer to Circuit Testing and Wiring Repairs in Wiring Systems. Did you find and correct the condition? YES - Go to Step 11 NO - Go to Step 8 7 Inspect for poor connection at the harness connector of the automatic transmission shift lock control solenoid. Refer to Testing for Intermittent Conditions and Poor Connections and Connector Repairs in Wiring Systems. Did you find and correct the condition? YES - Go to Step 11 NO - Go to Step 9 8 Inspect for poor connections at the harness connector of the rear integration module (RIM). Refer to Testing for Intermittent Conditions and Poor Connections and Connector Repairs in Wiring Systems. Did you find and correct the condition? Yes - Go to Step 11 NO - Go to Step 10 9 Replace the automatic transmission shift lock control solenoid. Refer to Automatic Transmission Shift Lock Actuator Replacement . YES - Did you complete the replacement? NO - Go to Step 11 -- 10 Replace the RIM. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. YES - Did you complete the replacement? NO - Go to Step 11 -- 11 Operate the system in order to verify the repair. Did you find and correct the condition? YES - System OK NO - Go to Step 2

The automatic transmission shift lock control system is a safety device that prevents an inadvertent shift out of PARK when the engine is running. The driver must press the brake pedal before moving the shift lever out of the PARK position. The system consists of the following components. • The automatic transmission shift lock control solenoid • The brake switch • The rear integration module (RIM) • The transmission control module (TCM) or powertrain control module (PCM) With the ignition ON, battery positive voltage is supplied to the automatic transmission shift lock control solenoid from the ignition 3 relay. The automatic transmission shift lock control solenoid is controlled by the rear integration module. When the rear integration module (RIM) receives a class 2 serial data message from the transmission control module (TCM) or powertrain control module (PCM) indicating that the shift lever is in the PARK position the rear integration module (RIM) grounds the automatic transmission shift lock control solenoid control circuit. This causes the solenoid to energize mechanically locking the shift lever in the PARK position. When the driver presses the brake pedal the rear integration module receives the brake applied signal and turns off the ground to the automatic transmission shift lock control solenoid control circuit. This allows the shift lever to be moved out of the PARK position. Step Action Yes No 1 Install a scan tool. Does the scan tool power up? YES - Go to Step 2 NO - Go to Scan Tool Does Not Communicate with Class 2 Device in Data Link Communications 2 Turn ON the ignition, with the engine OFF. Attempt to establish communication with the Powertrain Control Module (PCM) and the Rear Integration Module (RIM). Does the scan tool communicate with the PCM and the RIM? YES - Go to Step 3 NO - Go to Scan Tool Does Not Communicate with Class 2 Device in Data Link Communications 3 Important: The engine may start during the following step. Turn OFF the engine as soon as you have observed the Crank power mode. Access the Ignition Switch parameter in the rear integration module (RIM) inputs data display list. Rotate the ignition switch through all positions while observing the ignition switch power mode parameter. Does the ignition switch parameter reading match the ignition switch position for all switch positions? YES - Go to Step 4 NO - Go to Power Mode Mismatch in Body Control System 4 Select the display DTCs function on the scan tool for the PCM and the RIM. Does the scan tool display any DTCs for the PCM or the RIM? YES - Go to Step 5 NO - Go to Symptoms - Automatic Transmission Shift Lock Control 5 Does the scan tool display any DTCs which begin with a "U"? YES - Go to Diagnostic Trouble Code (DTC) List in Data Link Communications NO - Go to Step 6 6 Does the scan tool display DTC B1000, B1004, B1007, or B1009? YES - Go to Diagnostic Trouble Code (DTC) List in Body Control System No - Go to Step 7 7 Does the scan tool display DTC B1327? YES - Go to Diagnostic Trouble Code (DTC) List in Engine Electrical NO - Go to Symptoms - Automatic Transmission Shift Lock Control This is something best left to the Cadillac dealer !

The switch is shorted out from water damage.