It sounds like your AC compressor bearings may be overheating causing excessive drag/loading on the engine. No easy way to check this unless you can take the serpentine belt off when the car won't start and see if it is really hard to turn the compressor shaft.
Sounds like the vacuum modulator on the side of the transmission or the vacuum hose going to the unit. I'm not sure if buick Is fed off of the carburetor vacuum or there's a vacuum tree on the rear of the engine block that may feed it as well. Typically if there is a vacuum leak to the modulator, your engine power will be decreased and your engine will be running rough.
When you turn the key on the instrument cluster has no lights come on ? The head lamps don't work ? plug 2 and 5 where not firing and was told to reset computer by disconnecting Battery.If 2 & 5 are the only ones not firing ,disconnecting the battery isn't going to change that . The ignition module has burnt out transistor . If there was B+ voltage before you disconnected the battery you have a bad connection . Check your connections , cables ! Unless you shorted something . Do you know how to do automotive electrical testing using a voltmeter and a electrical power distribution diagrams ? This video on diagnosing coil drivers ( transistors ) is on a saturn 2.2 4 cylinder , doesn't matter testing the transistor is the same for your vehicle .
2004 Saturn Ion 2 2 Misfire Case Study P0300 you look at some other ones . Here watch this one too .
GM Ignition System diagnosis 1988 Olds CutlassVoltage Drop Test
If all you did was what you described then I would go and recheck the fuses to be sure they are all in the right place. It is easy to off set a fuse due to the close quarters they are in the fuse box.
Check the actuator motors on the heater, there is two one for passenger and one for driver side. They allow the air to be directed from the heater or ac.
Jack, I wouldn't trust the car's display. There's too many things that can go wrong from the sending unit to the display you're seeing (bad grounds, sender failure, connectors etc). A mechanical gauge is the best way. I have one right mounted on a "tee" fitting with the engine's OEM sending unit on my 3.5L GM V6. Same one I pulled off my old 3.1L Malibu. Most GM 3 liter series engines are similar. If you don't have one/rather not mount one: get it to a tech you trust to check this issue out.
Most importantly though: an oil-starved engine is a soon to be a recycled engine. It won't last long. It will get noisy and nasty sounding very fast - right before it seizes up for good. If anything, pressure should be going up when accelerating from idle if that reading your getting is in the actual ballpark which could be any number of things: oil pump, crank bearings, fuel/coolant contaminating the oil...
All this is assuming the oil is at the right level, right viscosity, no leaks, changed often (and the filter too!).
Good Luck!
When you say won't start do you mean it cranks n won't start or do you mean you turn the key all the way n won't crank I can help you but your question need to be more specifies good luck
From what you have listed , door lock's instrument cluster , radio , HVAC - heating an A/C . An doing it intermittantly an starting to work again after slamming a door or the trunk , I would think a lose ground connection . Most likely in back of the instrument panel somewhere .To be sure , looking at a wiring diagram to see if these thing's share a common ground point . G-200 This would be my first place to look , because everthing that stop's working is grounded here
G200
LH front lower corner of the passenger compartment on the LH front door pillar . You will probably need to remove the plastic kick panel . Do you know what i"m talking about . If not there have the vehicle checked for DTC'S - diagnostic trouble codes , BCM , IPC , HVAC control panel .
All - driver - passenger - front an back ? Look for broken wires inside the rubber boot from the body to the door ,driver side !
Power Windows Operation
Power Windows
The vehicle is equipped with power windows controlled by the door modules. The DDM receives a window switch request, over the SBI serial data, from either the passenger door module wired to the window switch pressed or from the driver door switch assembly. The DDM checks the Class 2 serial data to see if the status information is correct (i.e. ignition switch position) to permit window operation.
If the status information to permit window operation is correct, the DDM sends the command to the door module controlling the window to move the window as requested.
Windows Power and Ground
The windows are powered by discreet power and ground circuits. These circuits are in the same dedicated connector as the window motor drive circuits.
PWR/WDO 30 amp circuit breaker located in the rear fuse box ,DRVMDL fuse 10amp located in the same rear fuse box . This power the driver door module (computer )
The vehicle is equipped with power door locks. Each lock actuator is powered and controlled by the door module mounted in the individual door. The driver door module (DDM) is the master control for the door lock system but the rear integration module (RIM) contains the program that determines when the lock functions are permitted.
The exterior key cylinders are wired to either the DDM or the passenger door module (PDM), depending on the location of the key cylinder. The interior lock switches are wired to the driver door switch assembly (DDSA) and the PDM. The DDSA and the PDM send the lock switch requests to the DDM over the simple bus interface (SBI) serial data circuit. The DDM then sends the lock requests to the RIM over the Class 2 serial data circuits.
The door lock operation modes are controlled by the rear integration module (RIM). The RIM examines the requested function from the DDM, or the remote function actuator (RFA), as well as the transmission shift selector position and the ignition switch position information available over the Class 2 serial data circuits. The RIM determines if a locking function is permitted, and commands the DDM to perform the function permitted. The DDM then sends commands to the rest of the door modules via the SBI to implement the selected locking function.
All programmable modes of lock system operation are stored in the RIM. The RIM checks the lock function program selected against the lock requests, the transmission selection and ignition key switch condition to determine if the requested function is permitted. If the requested function is permitted, the RIM then commands the DDM to perform the lock function over the Class 2 serial data circuits. The DDM commands the individual door modules to perform the lock function over the SBI serial data circuit.
GOOD luck your going to need it !
