20 Most Recent 2010 GMC Acadia SLT-1 Questions & Answers

Automatic or manual HVAC ? Air Distribution The HVAC control module controls the distribution of air by the use of a mode actuator. The modes that may be selected are: • Defrost • Defog • Panel • BI-Level • Floor The mode actuator is connected to the mode door by a cam type linkage system. Depending on the position of the door, air is directed through the HVAC module and distributed through various ducts leading to the outlets in the dash. If the HVAC control module detects a fault with the mode door the HVAC control module will try to drive the actuator for a predetermined amount of time, to defrost, which is the defaulted position for the mode door actuator. When the mode switch is placed in the defrost or defog positions the A/C is commanded on and the recirculation door is moved to the outside air position to help reduce window fogging. A/C is available in all modes and recirculation is only available in the panel and bi-level modes. On the automatic HVAC the whole dash does not need to be removed ! Caution: In order to avoid actuator damage, DO NOT apply power to the actuator when it is not installed in the HVAC module. Preliminary Procedures Remove the instrument panel insulator - right side. Refer to Instrument Panel Insulator Panel Replacement - Right Side. Remove the instrument panel (I/P) compartment. Refer to Instrument Panel Compartment Replacement. 1 Mode Actuator Screw (Qty: 3) Caution: Refer to Fastener Caution in the Preface section. Tighten 2 N·m (18 lb in) 2 Mode Actuator Procedure Disconnect the electrical connectors. Re-calibrate the right temperature actuator. Refer to Actuator Recalibration. The dash doesn't need to be removed for manual HVAC either ! Take out the glove box an the insulator panel ! Do you know what the insulator panel is ? There could be a video on youtube ! This repair would only take a half hour at most .

Bank 1 is always the same side of the engine as the number one cylinder. bank 2 is always the other side of the engine. Sensor 1 is always before the catalytic converter. Sensor 2 is always after the catalytic converter. Cylinder number one on a 3.6 should be on the firewall side of the engine. I’m happy to assist further over the phone at https://www.6ya.com/expert/jeremy_d728a59f986299fa

First, find the fuse and/or the relay that controls the circuit, and verify the fuse and/or the relay is good. Although you may find it nearly impossible to do, unhook the wire to the seat motor at the coupling underneath the seat. It may be underneath the carpet. Test the wire plug, with the ignition key on and the seat electric seat position lever/button pushed, and see if there is electricity to the seat. If so, you may need a new motor. If not, test the switch to see if electricity is getting to the switch. If so, you may need a switch. If not, a GMC or a Chevrolet dealer may be in your future. God bless your efforts.

recharge unit

My Guess is that radio is not the original one. They didn't connect the right wire that goes to your ignition switch. (acc power on) Hope that helps.

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.

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.

Engine off,ignition on, gas pedal to the floor 3 times.

what year and motor size

Could be low on refrigerant

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.

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.

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.

Is it the Bendix? Is your alternator working? Is your fuel pump working correctly. It could be a few things, just troal and error. Good luck.

A good scan tool can unlock the radio.

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