The 1989 2.8 should be fuel injected using 6 fuel injectors. If fuel is leaking on the intake manifold check the injector O rings at the fuel rail. Stalling problem could be a number of things. Do an throttle body cleaning and see if that helps.
there is not one, check engine light is not connected to relay. take car to repair shop and have it fixed. All codes are OBDll and are available on line free.
Well all questions need full 'year make model', but if you have nothing at all check the fuse on the positive battery terminal.
But ideally you need an auto electrician with a pro grade scan tool computer. It is better than guessing and can be diagnosed on 30 minutes.
https://www.google.com/search?q=auto+electrician+near+me
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Without knowing what your dealing with ,and just replacing parts is futile at best . Do you know what all is involved in the power window electrical circuits ?
Power Windows System Components
The following components are used to control the power windows:
• Driver Door Module (DDM)
• Passenger Front Door Module (PDM)
• LH Rear Door Module (LRDM)
• RH Rear Door Module (RRDM)
• Driver Door Switch Assembly (DDSA)
• RH Front Power Window Switch
• LH Rear Power Window Switch
• RH Rear Power Window Switch
• LH Front Power Window Motor
• RH Front Power Window Motor
• LH Rear Power Window Motor
• RH Rear Power Window Motor
• Class 2 serial data circuit
• Power door serial data circuit
• PWR WDO 30 Amp Circuit Breaker
• DRVMDL Fuse (10 amp)
Driver Door Switch Assembly and Driver Door Module logic, Driver Door Module internal driver operation
• PASS MDL Fuse (10 amp)
Front Passenger Door Module logic and internal driver operation
• RRDR MDL Fuse (10 amp)
Left Rear Door Module and Right Rear Door Module logic and internal driver operation
Power Windows Operation
The vehicle is equipped with power windows controlled by the door modules. Each passenger door window can be operated, either from a switch built into the driver door switch assembly (DDSA), or from a switch mounted locally to its associated door. The driver door window can be operated only from the driver door window switch built into the DDSA.
When a window is operated from the DDSA, the DDSA interprets the window switch signal as a specific window switch request and sends the information to the driver door module (DDM) via the power door serial data circuit. The DDM examines the request and checks to see if it has received any class 2 serial data messages from any of the other vehicle modules (i.e. ignition switch position) prohibiting the movement of the window. If the window being operated is the driver door window, and if no prohibitive class 2 messages have been received, the DDM then applies voltage and ground to the driver door window motor to move the window glass as requested. If the window being operated is a passenger door window, and no prohibitive class 2 messages have been received, the DDM sends the request, via the power door serial data circuit, to the appropriate passenger door module. The passenger door module then applies voltage and ground to the passenger door window motor to move the window glass as requested.
When a passenger door window is operated from the power window switch mounted locally to its associated door, the passenger door module first checks to see if the DDM has received any prohibitive class 2 serial data messages. If there are no prohibitive messages, the passenger door module powers the associated passenger door window motor.
Both front door windows have the express down feature. This allows the front door windows to be fully opened by momentarily pulling the appropriate window switch lever to the second detente and then releasing.
Door Modules Power and Ground
In order to control power window operations, as well as other door functions, door modules must be powered up. Battery voltage is supplied from the rear fuse block, through separate circuits, to each door module. Each door module is separately grounded through a ground stake. The door modules also use these voltage and ground supplies to provide power and ground to their associated window and lock switches. The front door modules, in addition, use these voltage and ground supplies for outside rearview mirror operations.
The DDSA battery voltage circuit is fed, through the DDM, by the DRVMDL 10 amp fuse located in the Rear Fuse Block.
The DDM battery voltage circuit is fed by the DRVMDL 10 amp fuse located in the Rear Fuse Block.
The PDM battery voltage circuit is fed by the PASS MDL 10 amp fuse located in the Rear Fuse Block.
The LRDM battery voltage circuit and the RRDM battery voltage circuit are both fed by the RRDR MDL 10 amp fuse located in the Rear Fuse Block.
These circuits are in the C1 harness connector of each door module and must not be confused with the door modules voltage and ground circuits that are used exclusively to drive the power window motors.
Anonymous provided their own fix. Good job but you may need to fix it again when Summer comes.
I fixed this problem. I removed the Vent Mode Actuator from under the dash on the drivers side, then I moved the vent shaft by hand. I noticed some of the plastic parts attached to the shaft didn't move when I rotated it, so I just rattled the parts around with my finger. (I think one of the plastic gears inside had jammed and the rattling unjammed it) In any case, the internal louvers are moving with the shaft now, and heat is coming out of the front vents as it should.
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The fuel pump in your 2008 Buick LaCrosse is located inside the fuel tank. Here's how you can access it:
Under the Rear Seat:
If your LaCrosse has a rear seat, you can easily access the fuel pump by removing the rear seat cushion. Look for a cover or panel under the seat. The fuel pump is usually located there.
Through the Trunk:
If your LaCrosse has an armrest in the middle of the rear seat, you'll need to go through the trunk. Remove the cover from the far back, between the back of the rear seat and the trunk space. This will give you access to the fuel pump.
Remember to disconnect the battery and follow proper safety precautions before attempting any work on the fuel pump. If you need detailed step-by-step instructions, you can refer to resources like the Buick LaCrosse repair manual or watch online tutorials.
With a master PASS-Key III key, turn ON the ignition, with the engine OFF.
IMPORTANT:
This procedure is not available on vehicles equipped with option code (Z49). If replacing a BCM with an GM SPO replacement part, perform the procedure to setup a new BCM prior to the 30-Minute Relearn Procedure.
Observe the STARTING DISABLED DUE TO THEFT message on the driver information center (DIC), after approximately 10 minutes the STARTING DISABLED DUE TO THEFT message on the DIC will turn off. Turn OFF the ignition, and wait 5 seconds . Repeat steps 1-3 two more times for a total of 3 cycles or 30 minutes . With a master PASS-Key III key, start the vehicle. The vehicle has now learned the key transponder information and the PCM has now learned the fuel continue password.
IMPORTANT: The vehicle learns the key transponder information and/or passwords on the ignition switch transition from OFF to CRANK. You must turn the ignition OFF before attempting to start the vehicle.
This can occur if there is a blockage in the heater rad, or the blend door actuator that regulates air temperature into the cabin is malfunctioning, or the cooling system thermostat is malfunctioning. You can check by carefully feeling both heater hoses under the hood after the car has been run for a while - if one is hot and the other is cold, it's a blockage. If both are cold, check the thermostat. If both are relatively hot, it's usually the actuator.
Do you have a issue with starting the vehicle, slow crank? showing signs of a weak battery, driving at night with headlamps on, are they dim? Does the vehicle die after driving awhile because of no charging- discharged battery? Any messages on the DIC - driver info. center (service charging system) Check engine light illuminated. The charging system on that vehicle are not like charging systems of old, its computer controlled. It has different modes of operation. You may think you have an issue - but don't.
You see the voltmeter in the instrument cluster go below 13 - 14 volts or maybe lower . This computer-controlled system can charge as low as 11 volts or as high as 15 volts depending on the mode. This system will set DTC'S diagnostic trouble codes if it has a problem.
Charging System Description and Operation
Electrical Power Management (EPM) Overview
The EPM system is designed to monitor and control the charging system and send diagnostic messages to alert the driver of possible problems with the battery and generator. This EPM system primarily utilizes existing on-board computer capability to maximize the effectiveness of the generator, to manage the load, improve battery state-of-charge (SOC) and life, and minimize the system's impact on fuel economy. The EPM system performs three functions:
• It monitors the battery voltage and estimates the battery condition.
• It takes corrective actions by adjusting the regulated voltage.
• It performs diagnostics and driver notification.
The battery's condition is estimated during key-off and during key-on. During key-off the SOC of the battery is determined by measuring the open-circuit voltage. The SOC is a function of the acid concentration and the internal resistance of the battery, and is estimated by reading the battery open circuit voltage when the battery has been at rest for several hours.
The SOC can be used as a diagnostic tool to tell the customer or the dealer the condition of the battery. Throughout key-on the algorithm continuously estimates SOC based on adjusted net amp hours, battery capacity, initial SOC, and temperature.
While running, the battery's degree of discharge is primarily determined by a battery current sensor, which is integrated to obtain net amp hours.
In addition, the EPM function is designed to perform regulated voltage control (RVC) to improve battery SOC, battery life, and fuel economy. This is accomplished by using knowledge of the battery's SOC and temperature to set the charging voltage to an optimum battery voltage level for recharging without detriment to battery life.
The Charging System Description and Operation is divided into 3 sections. The first section describes the charging system components and their integration into the EPM. The second section describes charging system operation. The third section describes the instrument panel cluster operation of the charge indicator, driver information center messages and voltmeter operation.
Generator
The generator is a serviceable component. If there is a diagnosed failure of the generator it must be replaced as an assembly. The engine drive belt drives the generator. When the rotor is spun it induces an alternating current (AC) into the stator windings. The AC voltage is then sent through a series of diodes for rectification. The rectified voltage has been converted into a direct current (DC) for use by the vehicles electrical system to maintain electrical loads and the battery charge. The voltage regulator integral to the generator controls the output of the generator. It is not serviceable. The voltage regulator controls the amount of current provided to the rotor. If the generator has field control circuit failure, the generator defaults to an output voltage of 13.8 volts.
Body Control Module (BCM)
The BCM communicates with serial data with the engine control module (ECM) / powertrain control module (PCM) and the instrument panel cluster for EPM operation. The BCM determines the output of the generator and sends the information to the ECM/PCM for control of the generator field control circuit. It monitors the generator field duty cycle signal circuit information sent from the ECM/PCM for control of the generator. It monitors a battery current sensor, the battery positive voltage circuit, and estimated battery temperature to determine battery SOC. The BCM performs idle boost and load management operations.
Battery Current Sensor
The battery current sensor is a serviceable component that is connected to the negative battery cable at the battery. The battery current sensor is a 3 wire hall effect current sensor. The battery current sensor monitors the battery current. It directly inputs to the BCM. It creates a 10 volt PWM signal of 128 Hz with a duty cycle of 0-100%. Normal duty cycle is between 5-95%. Between 0-5% and 95-100% are for diagnostic purposes.
Engine Control Module (ECM) / Powertrain Control Module (PCM)
The ECM/PCM directly controls the generator field control circuit input to the generator. It monitors the generators generator field duty cycle signal circuit and sends the information to the BCM. The ECM/PCM will over ride the BCM control of the generator when one of the following conditions are met:
• The engine cooling fans are on high speed.
• There is a high fuel demand.
• The calculated ambient air temperature is less that 0°C (32°F).
Instrument Panel Cluster (IPC)
The IPC provides a means of customer notification in case of a charging system concern.There is two means of notification, a charge indicator and a driver information center message of SERVICE CHARGING SYSTEM and CHARGING SYSTEM/GENERATOR FAULT.
Charging System Operation
The purpose of the charging system is to maintain the battery charge and vehicle loads. There are 6 modes of operation and they include:
• Charge Mode
• Fuel Economy Mode
• Voltage Reduction Mode
• Start Up Mode
• Windshield Deice Mode
• Battery Sulfation Mode
The ECM/PCM controls the generator through the generator field control circuit. It monitors the generator performance through the generator field duty cycle signal circuit. The signal is a 5 volt PWM signal of 128 Hz with a duty cycle of 0-100%. Normal duty cycle is between 5-95%. Between 0-5% and 95-100% are for diagnostic purposes. The following table shows the commanded duty cycle and output voltage of the generator:
Watch this video. Computer Charging Systems - GM - YouTube
You dont have to but the tank is lighter when empty and less prone to spillage. You also need to be very careful about sparks and vapor causing an explosion
Go back to basics. What EXACTLY is it doing when you turn the key? Is it dead? Sluggish? Just spinning? Trying but stalling? Starting but won't tick over? All clues to the issue your having.
Are you getting any warning lights? Have you scanned it for OBD Trouble Codes? There's also that silly, obvious one that gets everyone eventually, Is there fuel in the tank? Yup! I've done it!
Recheck EVERYTHING you did. Sometimes it's simple case of you missed a wire or a pipe when you put everything back together. Turn the engine by hand to Top Dead Centre on cylinder 1 and recheck ALL your timing marks. Then check your firing order to make sure the plug wires are ordered correctly.
Did you have it on a scanner or just replaced parts? A scanner can read what the sensors are doing. You may have a bad wire connection that is not allowing the sensors to work.
