Thanks for the information about checking transmission fluid. Unfortunately we don't get Notifications when they are made up there.
I was hoping that @Jeff Armer would take the question. He is a full time auto electronics tech and just the person you need. I am guessing he didn't get a notification either.
The image is difficult to read even zooming in on my computer, but you have multiple communications and voltage errors and guessing the problem one is to the Body Control Module, but you have multiple errors. That means when the computers tell the transmission solenoids to move it doesn't happen. An auto electrician with a professional grade bi-directional scan tool computer can command transmission solenoids to operate and verify that they did. That would be the starting point. This is not something you can fix yourself and Jeff seldom says 'take it to a transmission shop', note that this is not a normal garage, but a place that only does transmissions.
https://www.google.com/search?q=mobile+auto+electrician+near+me
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You need a better scanner to diagnose, not just for codes. It sounds like faulty shift solenoids. A professional grade scan tool computer is bi-directional and can command solenoids to operate and verify that they did.
https://www.google.com/search?q=mobile+auto+electrician+near+me
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If it sounds like marbles crushing together then its your CV joint/s are bad if your getting a metal grinding noise and will not stop then its a bearing bad
Question edited for clarity, full 'year make model'.
Question moved to the correct category.
Jeff has the answer Up there ^^ and now here.
Jeff Armer
Apr 21, 2022
You need to hook up a professional grade scan tool to check codes in all the computers (modules) in the vehicle . That vehicle has a smart charging system , amp sensor around the battery negative cable. lets the computers know how much current is being used so it knows how much to put back , suppose to help battery last longer . Look that up on the internet ,watch youtube videos .
https://www.youtube.com/watch?v=xN7SIHgA...https://ricksfreeautorepairadvice.com/gm...
Jeff Armer
Apr 21, 2022
SERVICE BATTERY CHARGING SYSTEM
The BCM and the ECM will send a GMLAN message to the DIC for the SERVICE BATTERY CHARGING SYSTEM message to be displayed. It is commanded ON when a charging system DTC is a current DTC. The message is turned OFF when the conditions for clearing the DTC have been met.
DTC - diagnostic trouble codes
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 body control module (BCM) is a GLAN device. It communicates with the engine control module (ECM) and the instrument panel cluster (IPC) for electrical power management (EPM) operation. The BCM determines the output of the generator and sends the information to the ECM for control of the generator turn on signal circuit. It monitors the generator field duty cycle signal circuit information sent from the ECM for control of the generator. It monitors a battery current sensor, the battery positive voltage circuit, and estimated battery temperature to determine battery state of charge (SOC). The BCM performs idle boost.
Battery Current Sensor
The battery current sensor is a serviceable component that is connected to the 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 5-volt pulse width modulation (PWM) signal of 128 Hz with a duty cycle of 0-100 percent. Normal duty cycle is between 5-95 percent. Between 0-5 percent and 95-100 percent are for diagnostic purposes.
Engine Control Module (ECM)
When the engine is running, the generator signal is sent to the generator from the ECM, turning on the regulator. The generator's voltage regulator controls current to the rotor, thereby controlling the output voltage. The rotor current is proportional to the electrical pulse width supplied by the regulator. When the engine is started, the regulator senses generator rotation by detecting AC voltage at the stator through an internal wire. Once the engine is running, the regulator varies the field current by controlling the pulse width. This regulates the generator output voltage for proper battery charging and electrical system operation. The generator field duty terminal is connected internally to the voltage regulator and externally to the ECM. When the voltage regulator detects a charging system problem, it grounds this circuit to signal the ECM that a problem exists. The ECM monitors the generator field duty cycle signal circuit, and receives control decisions based on information from the BCM.
DTC B1516 08 : Battery Current Sensor Signal Invalid
DTC B1516 66 : Battery Current Sensor Wrong Mounting Position
Circuit/System Description
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 body control module (BCM). It creates a 5-volt pulse width modulation (PWM) signal of 128 Hz with a duty cycle of 0-100 percent. Normal duty cycle is between 5-95 percent. Between 0-5 percent and 95-100 percent are for diagnostic purposes.
DTC B1517 Battery Voltage
The body control module (BCM) has designated circuits for monitoring vehicle system voltage. The BCM monitors the system voltage to ensure that the voltage stays within the proper range. Damage to components, and incorrect data may occur when the voltage is out of range. The BCM monitors the system voltage over an extended length of time. If the BCM detects the system voltage is outside an expected range for the calibrated length of time, or the BCM battery sense circuits differ by 2 volts DTC B1517 will set. Other modules also monitor system voltage the system voltage message is sent to the other modules and will default to 12.9 volts.
spray a wd40 like lubricant into the key hole and also around the lock cylinder edges. It sounds like it's time to buy a new lock cylinder. They can be fairly easy to replace on modern cars, there is a release button you access after inserting and turning your current key and the cylinder pulls right out. You do have to get one that has little combo key sliders so you can mechanically program the cylinder to accept your old key combo which is very doable if you take pictures and keep things in proper order or you can buy a cylinder with a new different key and then reprogram the key but then your new key won't match the door handle or glove box or trunk so now you have 2 different keys to access all of the vehicle... If your old key is worn out, you can see a locksmith who can identify the key's little combo key sliders by looking at the ridges of your key, then recut you a new key that will work like factory new if your lock cylinder isn't worn out..
Take it to a qualified repair shop that has diagnostic information (shop manual ) An has a professional scan tool . Changed what sensor ? Coolant temp ? You don't guess an just replace parts . Doing a full vehicle scan ,checking for DTC'S in all the modules on the vehicle.
ENGINE HOT A/C OFF
Refer to Cooling System Description and Operation
Do the radiator cooling fans work ?
The engine cooling fan system consists of 2 electrical cooling fans and 3 fan relays. The relays are arranged in a Series/Parallel configuration that allows the engine control module (ECM) to operate both fans together at low or high speeds. The cooling fans receive positive voltage from the cooling fan relays which receive battery positive voltage from the underhood fuse block.
During low speed operation, the ECM supplies the ground path for the low speed fan relay, which is Fan 1 Relay, through the low speed cooling fan relay control circuit. This energizes the low speed fan relay coil, closes the relay contacts, and supplies battery positive voltage from the Fan 1 Fuse through the cooling fan motor supply voltage circuit to the left cooling fan. The ground path for the left cooling fan is through the Series/Parallel relay, which is Fan 2 Relay, and the right cooling fan. The result is a series circuit with both fans running at low speed.
During high speed operation, the ECM supplies the ground path for the low speed fan relay through the low speed cooling fan relay control circuit. The ECM grounds the high speed fan relay, which is Fan 3 Relay and the Series/Parallel relay through the high speed cooling fan relay control circuit. This energizes the Series/Parallel relay coil, closes the relay contacts, and provides a ground path for the left cooling fan. At the same time the high speed fan relay coil is energized, the relay contacts close to provide battery positive voltage from the Fan 2 Fuse on the cooling fan motor supply voltage circuit to the right cooling fan. During high speed fan operation, both engine cooling fans have their own ground path. The result is a parallel circuit with both fans running at high speed.
When the requests for fan activation is withdrawn, the fan may not turn OFF until the ignition switch is moved to the OFF position or the vehicle speed exceeds approximately 10 mph. This is to prevent a fan from cycling ON and OFF excessively at idle
DTC P1258: Engine Coolant Overtemperature - Protection Mode Active
Who replaced the radiator ? Would need to test drive to give an opinion , other wise we'd just be guessing . Take it to another shop . pep boy's , firestone,napa etc....
The first thing you need to do is check to see if the brake lights are working (lower lights not high mounted brake light), the park lock system gets power from the brake light circuit and will not release the shifter unless the brake pedal is pushed and the brake lights actually work.
Hello Jason Garcia...
According to the FREE drawings I have found (quite good)
There appear to be 5 fuses.
1 - 80 Amp, (F1)
1 - 40A (F18)
3 - 20A fuses (F1, F19 & F20)...
Although I always recommend getting the
FACTORY+WORKSOP+ (your year, make & model)
manuals... (not cheap but really excellent on most AMERICAN
(Paper = PRETTY EXPENSIVE on most USA "Imports")...
there are a couple of decent sites that give
FREE access BBB Industries is such a site...
(see below, REGISTRATION is required). The site
also provides Technical Service Bulletins for most
USA market vehicles.
Hope this helps.
BBB Industries Premium Alternators Starters Power Steering ProductsCarnac the Magnificent
page 396 shows the panel for the circuit breaker [auto] no fuse for power windows the panel is passenger side door side molding the following link is the owners manual for your vehicle
2007 Chevrolet Monte Carlo Owner Manual
Why would want to do this you shouldn't need axess to the rear of this or if you do you should be able to get at with out removing it some kind of relay unit .
