2012 Cadillac SRX Premium Collection - Page 8 - Answered Questions & Fixed issues

crankshaft position sensor ( the engine only has one crankshaft) camshaft position sensor https://www.vehiclehistory.com/questions/whats-the-2009-cadillac-cts-crankshaft-position-sensor-location-286477 https://www.youtube.com/watch?v=qhDcT-FtOHE https://www.fixya.com/cars/t26910038-camshaft_positioning_sensors_locations

I'm assuming yours has an automatic transmission. Do you have any warning lights on the dashboard? Is it doing, (or not doing), anything else? Do you get this high revving at idle once the engine has warmed up to working temperature? This issue could be either an fuel supply issue, an engine electronics issue or even a transmission issue. Have you had it plugged into a diagnostic system or an obd2 scanner to check for trouble codes? These will give clues to where the issues might be. If you have to pay for this service get quotes at 4 or 5 places as prices can be VERY different. If you get the codes comment below with them and i'll try to help you more.

https://www.youtube.com/watch?v=LHd3lv0jeBQ https://www.youtube.com/watch?v=HvpB_VMpR5I

you dont as you learned from dealer-- their are aftermarket you just have to search for compatible ones or ask an electronic -radio shop

that is called r Transmission FLARE or False neutrals. the pump is weak !(or leaks caused) ATF levels correct at the dip stick. yes, try a full transmission flush and fill ATF and the correct kind. maybe some other jokers used engine oil or diesel or other junk there. (as in junk SNAKE OIL lucas CRAPPPPPPPPPPP the same pump fills the TC so , learn that. if you read the service manual it tells the techs to check main tranny pump pressure test PORT for first. if ATF flush fails. all transmission shops know that and do that if you ask. low line pressure has many causes and is super common. 1: bad AFT or pan filter in packed up with crapppppp 2: a bad pump 3: bad pump regulator (pressure) 4: output major oil gallery leaks end to end due to bad seals or cracked slave diaphragms.(actuators to bands or clutch packs) and more, see that nice 3d drawing of the AT and all those ways to fail> (lost pressure) the ATF gets thinner hit and leaks more. overfilling the tranny is so common due to ignorance, or thinking is done like the engine and so bad and act maker remove the dipstick ending in warranty blow up trans endlessly by daft custmers. the steps are, this.

1. hot engine fully hot, 180f+ coolant
2. and my car calls for 80f ATF coolant that or bit higher.
3. then running engine
4. in park only.
5. dipstick checked, on my 2010 jeep I have to buy the dipstick from jeep and put it , as non sold have it. see what I mean?

never overfill it, or it will foam up and foam is mostly bubbles and bearings starve NOW and goes train wrecked damage, even seized. never use ADDITIVES here only use Caddy spec'd ATF , check carefully do not ASSUME. some super nasty additives (snake oil)_ even melts seals. a huge travesty that, (new trans cost) some additives even wreck the ATF chemistry there, OMG BAD.

It appears to be year specific. https://www.gmpartsdirect.com/v-2002-cadillac-deville--dts--4-6l-v8-gas/electrical--sunroof https://www.google.com/search?q=2002+Cadillac+Deville+replacement+sunroof And dropping the year from the Search Query. https://www.google.com/search?q=Cadillac+Deville+replacement+sunroof

We assume you're in the USA if you don't state other wise and that the vehicle has 4.6l gas engine and not a diesel engine. 284-325 kPa (41-47 psi)

You have to go through the glove box passenger side dash after that should be relatively easy.

NOt TOLD WHO OR WHAT TOLD YOU IT MISFIRED?P03XXX DTC ERRORS OR SEAT OF PANTS./I CAN NOT GUESS.DOES IT DRIVE OK, NOT TOLDyour idle controls are a mess.does car drive ok or not, a huge problem not telling his fact.yes misfire is common and lots of causes and testswhy not get a shop ASE to do the tests. using tools and skills.

Vehicle Theft Deterrent (VTD) Description and Operation The vehicle theft deterrent (VTD) system functions are provided by the theft deterrent control module. When an ignition key is inserted into the ignition lock cylinder and the ignition is switched ON, the transponder embedded in the head of the key is energized by the exciter coils surrounding the ignition lock cylinder. The energized transponder transmits a signal that contains its unique value, which is received by the theft deterrent control module. The theft deterrent control module then compares this value to a value stored in memory, learned key code. If the value is correct the theft deterrent control module sends a random generated number to the transponder, this is called a challenge. Both the transponder and the theft deterrent control module perform a calculation on the challenge, if the calculations match the theft deterrent control module sends the fuel continue password via the serial data circuit to the Engine control module (ECM). If either the transponders unique value or the calculation to the challenge is incorrect the theft deterrent control module will send the fuel disable password to the ECM via the serial data circuit. The components of the VTD system are as follows: • Theft deterrent control module • Engine control module (ECM) • Ignition key (Transponder) • Ignition lock cylinder • Security indicator Theft Deterrent Control Module Vehicles with steering column mounted ignition switches have the exciter integral with the theft deterrent control module which is located within the steering column. Vehicles with instrument panel mounted ignition switches have exciter modules separate from the theft deterrent control module with the vehicle wiring harness connecting the two. The theft deterrent control module for vehicles with instrument panel mounted ignition switches is located within the instrument panel. The theft deterrent control module can learn up to ten keys (transponder values). The theft deterrent control module uses the following inputs, battery voltage, ignition switched voltage and ground circuit. The theft deterrent control module uses the following outputs, password exchange with the ECM, fuel continue/disable via the serial data circuit. When an ignition key is inserted into the ignition lock cylinder and the ignition is switched ON, the transponder embedded in the head of the key is energized by the exciter coils surrounding the ignition lock cylinder. The energized transponder transmits a signal that contains its unique value, which is received by the theft deterrent control module. The theft deterrent control module then compares this value to a value stored in memory, learned key code. If the value is correct the theft deterrent control module sends a random generated number to the transponder, this is called a challenge. Both the transponder and the theft deterrent control module perform a calculation on the challenge. The theft deterrent control module then performs one of the following functions: • If both the transponder value and the calculation to the challenge are correct, the theft deterrent control module will send the fuel continue password to the ECM via the serial data circuit. • If either the transponders unique value or the calculation to the challenge is incorrect the theft deterrent control module will send the fuel disable password to the ECM via the serial data circuit. • If the theft deterrent control module is unable to measure the ignition key transponder value for one second due to a damaged or missing pellet or a damaged exciter, the theft deterrent control module will send the fuel disable password to the ECM via the serial data circuit. Important: On some vehicles, If the VTD system is unable to read the ignition key transponder value after the vehicle has started, the VTD system will consider itself malfunctioning. The VTD system will enter a fail enable state and will command the security indicator to illuminate. When the VTD system is in a fail enable state the vehicle will NOT stall or stop running. If the VTD system is in a fail enable state when the ignition is switched OFF, the VTD system will remain fail enable until it is able to read a learned ignition key transponder value. When the VTD system is in a fail enable state the VTD system is NOT active and the vehicle will start. This feature is NOT available on all GM vehicle lines.

all fuses good , first, (endless and forever stated ) the starter relay has on output pin. and input and 2 coil wires. the relay clicks and the output pin must go to 12vdc and if starter not dead it spins and the voltage NOW can sag easy to 10vdc. due to normal battery internal resistance , all have. you do know right any starter (solenoid type) can be hot wired. we unplug the 1 solenoid wire. FIRST. (a tiny Faston 1 pin lug) here are the ROPES, me done 100s of times, 1960s up. 1: chock wheels. 2; shifter in park. 3: key off all the time , no kids in the cab . 4: we make jumper wire with an inline 15amp fuse (or20) this prevents wire burning up in hands, if wire is shorted or solenoid is bad and shorted. 5 we now jump PLUS lug main battery to that fast on pin on the starter solenoid. 6: see engine crank , spin over, see the stare is good and relay not. or bad PRNDL switch, on trannybox. to be more safe I connect bottom wire first and the try to reach battery form the side of car. vastly more safe that standing front. that is how I do it and have never failed to find the cause. other causes are endless (wires make that true) someone (sadly) hacked in REMOTE START junk.(and deadly google it) or hacked in and ALARM system and wires to starter are a wreck that is what hacking earns, failure. this is why a real tech looks at all those point with eyes for HACKING. I be blind here why ask the blind ? I have personally seen most the blunders done to cars wiring) even road hazards can hit starter and just break that wire. I look first.

https://victoriamgclub.com/how-do-you-open-cadillac-srx-trunk-from-inside/ This might help.

https://www.troublecodes.net/cadillac/deville-4-6l-deville-4-9l-eldorado-4-6l-seville-4-6l/ This will give you more information about the codes. problems seems to be in the cruise control system.

The AC drain is below the evaporator, which is in the same place as the heater matrix, so somewhere in the dash near the centre console. They are supposed to drip when you turn the AC off as the frost on the pipes melts.

fell what does that mean, what is it.? why not tell what is wrong first. of the vast parts of any car name a feature that fails first so we can be on the same page. does fell = fuel? my wild wild guess? there is no fuel buttons at all. the fuse yes, , the key switch yes, the whole EFI fueling system complex. get the car serviced is the answer, lacking symptoms.

Tighten the knock sensor to 18 lb ft

Yes, this is it. https://www.google.com/search?q=1970+Cadillac+shift+indicator ..

Visit your local auto parts store and they can look it up for you. https://www.rockauto.com/en/catalog/cadillac,1980,deville,6.0l+368cid+v8,1025536,belt+drive,belt,8900 Or you look on this site.

That is normal for that year models, I think. Earlier cruise control just maintains the engine RPM in relation to speed. It does not use auto braking to reduce downhill speeds. Best way is to get it scanned with diagnostic scanner that can reset or check error codes for cruise control.

A generally good idea here is to go back to basics. You have put fresh fuel in so that's not the issue. Are you cranking using jumper cables, a boost pack or from the actual battery on the car? A battery stood that long with no use can become weak and cause start issues. Have you checked the battery in the actual key fob? If there is a built in immobiliser system in the car it might not be reading the key/fob so it's not turning the immobiliser off. Just cranking suggests there isn't a spark. Crank the engine for 2 to 3 seconds and turn the car OFF. Remove ONE plug lead and then that spark plug. Sniff the spark plug to see if it smells of gasoline. This shows the injectors are supplying fuel. With the spark plug still out of the engine refit it to the Spark plug lead and with a pair of Insulated grips/pliers hold the sparking end against the engine block. Get a helper to crank the engine for 2 to 3 seconds while you look closely at the firing end of the spark plug. You should be getting a regular, clean, blue spark. If these all seen to be OK you might need to get it plugged into an OBD2 scanner to check for DTC's (Diagnostic Trouble Codes). If you have to pay for this ask at 4 or 5 different places are prices can be VERY different. If you get any DTC's comment below with them and I'll try to explain them.