20 Most Recent 1998 Chevrolet S-10 Pickup - Page 3 Questions & Answers

The first thing I would have done is to have the battery load tested at a local auto parts store. Autozone and O'reilly do it for free.

More than likely the shifter parts or worn out, rebuild it.

I would try measuring for 12 volts at the socket while the turn signal is on.

If this is the 4.3L engine with the spider fuel system, key on engine off fuel pressure, 60--66 psi. That spider fuel system is noted for problems. Some people have switched back to mfi because of the problems. For your map sensor at idle-- 1.0--1.5 volts on the signal wire. At wide open throttle, 4.0--4.6 volts. Of course there is a vacuum source. If the engine is running poorly, it can effect sensors.

i replaced everything on the truck ????? What's everything ? Did you have the vehicle check for body DTC'S - diagnostic trouble codes . Every body want's to disable thing's , because they don't know how it works . There are by pass modules you can by on the internet . You can never permanently disable it. It is software programmed in the computer systems on your vehicle . If the PCM/ECM doesn't see an enable message from the theft deterrent module or the BCM it will not turn on the fuel injectors . If your vehicle has the VATS anti-theft system , pellet on the key , you can by a resistor at radio shack an solder it into the vehicle wiring harness .

You can't change it, it is controlled by the ECM via the Idle Air Control valve. Its a small solenoid type part that is screwed into the throttle body about mid way. It opens/closes by command to allow more or less air into the system to raise and lower the idle. If its stuck open, you will idle too high, closed is too low. I have replaced a lot of these over the years, carbon builds on them, they get hot/cold a lot, and they do fail. If you need to replace it, you likely will just install it, plug it up, then drive at 35mph or more for a few minutes to allow it to calibrate itself. Good Luck !

Sounds like you have a restriction in the heater core. You can try removing the heater hoses at the firewall and putting a garden hose to the bottom inlet to reverse flush the core, if this is unsuccessful you will probably need to have the core replaced.

Timing chain stretched causing valve timing to be altered and cam & crank sensors out of sync because of it

Mine was a combination of things, first check the gas cap to see if it's cracked.
the intermittent problem on mine was a problem with the mass air flow sensor.
Once replaced the intermittent check engine light went away.
Also the V-6 engines (4.3 ) had a problem with the crank sensor mounted
behind the crank pulley. You may want to inspect it for damage due to interference.
there was a tech bullletin about shimming the sensors for clearance.
And finally, there was an issue with the v-6 engines with the distributor caps
and rotors (I just found this out when replacing mine last night). They fail prematurely
due to a design flaw in the distributor venting. It came as a notice in the replacement
distributor cap. Hope this helps.

What ??????? computer has nothing to do with turn signal switch .

Hope this helps. I looked at info for 4.3L. https://s11.postimg.org/ovv9newab/ignition_module_2_2_L.jpg

No you didn't ! you only think you did . Turn signal switch has nothing to do with it . Ignition Lock Cylinder and Housing The ignition lock cylinder is located at the upper right side of the steering column. The Passlock™ sensor is in the steering column. The Passlock™ sensor is separate from the key and lock cylinder. The key and the lock cylinder work together in order to determine if the proper ignition key was used to start the vehicle. In the event of an open Class 2 serial data line between the BCM and the VCM/PCM, the vehicle will become fail-enabled if the VCM/PCM has already received the password from the BCM for that ignition cycle (the engine is running). In this event, the following conditions occur: • The security telltale will be ON continuously. • The VCM/PCM will become fail-enabled for future ignition cycles. If a failure in the Class 2 serial data line occurs before the ignition cycle, when the VCM/PCM is not fail-enabled, the following conditions occur: • The VCM/PCM will never receive a valid password in order to enable the fuel injectors. • The vehicle will not start. The design of the passlock™ system is to prevent the vehicle operation if the proper ignition key is not used in order to start the vehicle. The mechanical key, in normal operation, will turn the passlock™ lock cylinder. The passlock™ sensor will relay the passlock™ data to the body control module (BCM). The BCM will determine the validity of the passlock™ data. The BCM will send a code password to the vehicle/powertrain control module (VCM/PCM). When the VCM/PCM receives the correct code the VCM/PCM allows the fuel injectors to operate normally. The passlock™ system requires the VCM/PCM and the BCM to communicate the various functions in order to operate. These functions transmit over the class 2 serial data line CKT 1807. For an explanation of the class 2 serial data operation refer to Data Link Connector Circuit Description in Wiring Systems. Your best bet , take it to a qualified repair shop , there is a real possibility of rendering your vehicle useless if you don't know what your doing