rewers22

Интересно в каком конкрЭтно месте в убедились в собственной правоте?

Вот чес слово.. Я у себя с сайта всю эту онлайн хрень убрал - только потому что туда как обычно пишет чел которому позвонить лень . Ссори за оф топ.Но рекомендую телефонное общение.

вторая минутка просвещения в чатике : A L L Diagnostic Trouble Codes ( DTC ): P Code Charts P0523 DTC P0521, P0522, or P0523 Diagnostic Instructions * Perform the Diagnostic System Check - Vehicle See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle prior to using this diagnostic procedure. * Review Strategy Based Diagnosis See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Strategy Based Diagnosis for an overview of the diagnostic approach. * Diagnostic Procedure Instructions See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic Procedure Instructions provides an overview of each diagnostic category. DTC Descriptors DTC P0521 - Engine Oil Pressure (EOP) Sensor Performance DTC P0522 - Engine Oil Pressure (EOP) Sensor Circuit Low Voltage. DTC P0523 - Engine Oil Pressure (EOP) Sensor Circuit High Voltage Diagnostic Fault Information Circuit/System Description The engine oil pressure (EOP) sensor changes voltage based on the engine oil pressure. The EOP sensor is a 3-wire sensor comprising of the signal circuit, the low reference circuit and the 5-volt reference circuit. The engine control module (ECM) supplies 5 volts to the EOP sensor via the 5-volt reference circuit and provides ground via the EOP low reference circuit. The ECM monitors the signal circuit of the EOP sensor to determine the EOP sensor voltage is within the normal operating range of approximately 1-4 volts. When the engine oil pressure is high, the EOP sensor voltage is high and the ECM senses a high signal voltage. When the engine oil pressure is low, the EOP sensor voltage is low and the ECM senses a low signal voltage. The ECM sends the EOP information to the instrument panel cluster (IPC) via GMLAN serial data message. Conditions for Running the DTC The engine is running. Conditions for Setting the DTC P0521 The ECM detects that the difference between the predicted oil pressure and the actual oil pressure is either less than 47 kPa (6.8 psi) or greater than 50 kPa (7.3 psi). P0522 * The ECM detects that the EOP sensor signal circuit is less than 0.1 volt. * The above condition is present for greater than 10 seconds. P0523 * The ECM detects that the EOP sensor signal circuit is greater than 4.4 volts. * The above condition is present for greater than 10 seconds. Action Taken When the DTC Sets * The ECM records the operating conditions at the time the diagnostics test fails. The ECM displays this information in the Failure Records on the scan tool. * The IPC illuminates the EOP indicator. Conditions for Clearing the DTC 2011 Cadillac Truck Escalade 4WD V8-6.0L Hybrid Copyright © 2013, ALLDATA 10.52SS Page 2 * The DTC becomes history when the conditions for setting the DTC are no longer present. * The history DTC clears after 40 malfunction-free warm-up cycles. Reference Information Schematic Reference Instrument Cluster Schematics See: Diagrams/Electrical Diagrams/Instrument Panel, Gauges and Warning Indicators/System Diagram/Instrument Cluster Schematics Connector End View Reference Component Connector End Views See: Diagrams/Connector Views/Connector End Views By Name Description and Operation Instrument Cluster Description and Operation See: Instrument Panel, Gauges and Warning Indicators/Description and Operation/Instrument Cluster Electrical Information Reference * Circuit Testing See: Testing and Inspection/Component Tests and General Diagnostics/Circuit Testing/Circuit Testing * Connector Repairs See: Testing and Inspection/Component Tests and General Diagnostics/Connector Repairs/Connector Repairs * Testing for Intermittent Conditions and Poor Connections See: Testing and Inspection/Component Tests and General Diagnostics/Circuit Testing/Testing for Intermittent Conditions and Poor Connections * Wiring Repairs See: Testing and Inspection/Component Tests and General Diagnostics/Wiring Repairs/Wiring Repairs Scan Tool Reference Control Module References See: Testing and Inspection/Programming and Relearningfor scan tool information Circuit/System Verification 1. Engine running, observe the scan tool Engine Oil Pressure Sensor parameter. The reading should be between 41-448 kPa (6-65 psi). 2. Verify the engine oil pressure, refer to: * Oil Pressure Diagnosis and Testing See: Engine, Cooling and Exhaust/Engine/Testing and Inspection/Component Tests and General Diagnostics/Oil Pressure Diagnosis and Testingfor the 4.8L, 5.3L, 6.0L, 6.2L or 7.0L engines * Oil Pressure Diagnosis and Testing See: Engine, Cooling and Exhaust/Engine/Testing and Inspection/Component Tests and General Diagnostics/Oil Pressure Diagnosis and Testingfor the 6.0L (LFA) engine. Circuit/System Testing 1. Ignition OFF, disconnect the harness connector at the engine oil pressure (EOP) sensor. 2. Ignition OFF, test for less than 1.0 ohm between the low reference circuit terminal 1 and ground. ‹› If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the ECM. 3. Ignition ON, test for 4.8-5.2 volts between the 5-volt reference circuit terminal 2 and ground. ‹› If less than the specified range, test the 5-volt reference circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the ECM. ‹› If greater than the specified range, test the 5-volt reference circuit for a short to voltage. If the circuit tests normal, replace the ECM. 4. Verify the scan tool Engine Oil Pressure Sensor parameter is less than 8 kPa (1.2 psi). ‹› If greater than the specified range, test the signal circuit terminal 3 for a short to voltage or an open/high resistance. If the circuit tests normal, replace the ECM. 5. Install a 3A fused jumper wire between the signal circuit terminal 3 and the 5-volt reference circuit terminal 2. Verify the scan tool Engine Oil Pressure Sensor parameter is greater than 550 kPa (80 psi). ‹› If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the ECM. 6. If all circuits test normal, test or replace the EOP sensor. Repair Instructions Perform the Diagnostic Repair Verification See: Verification Tests after completing the diagnostic procedure. * Engine Oil Pressure Sensor and/or Switch Replacement See: Engine, Cooling and Exhaust/Engine/Engine Lubrication/Oil Pressure Sensor/Service and Repairfor the 6.0L (LFA) engine 2011 Cadillac Truck Escalade 4WD V8-6.0L Hybrid Copyright © 2013, ALLDATA 10.52SS Page 3 * Engine Oil Pressure Sensor and/or Switch Replacement See: Engine, Cooling and Exhaust/Engine/Engine Lubrication/Oil Pressure Sensor/Service and Repairfor the 4.8L, 5.3L, 6.0L, 6.2L, or 7.0L engine. * Control Module References See: Testing and Inspection/Programming and Relearningfor ECM replacement, setup and programming датчик номер 12621234

Как сказано выше - потому что because. Чините то что сломалось , а не то что не понятно ! )) Традиционно сдох датчик давления масла. Сервис по таким машинам меняет их примерно по 2-4 в неделю

минутка просвещения в чатике: Charging System: Description and Operation 12-Volt Battery The following information is for the 12-Volt battery only. For information about charging the high voltage drive motor batteries, refer to Jump Assist Description and Operation See: Hybrid Drive Systems/Description and Operation/Jump Assist Description and Operation. Electrical Power Management (EPM) Overview The electrical power management (EPM) system is designed to monitor and control the charging system and send diagnostic messages to alert the driver of possible problems. This EPM system primarily utilizes existing on-board computer capability to maximize the effectiveness of the charging system, manage the load, improve battery state-of-charge and life, and minimize the system's impact on fuel economy. The EPM system performs 3 functions: * It monitors the battery voltage and estimates the battery condition. * It takes corrective actions by adjusting the regulated voltage. * It performs diagnostics and driver notification. The battery condition is estimated during ignition off and during ignition on. During ignition off the state-of-charge (SOC) of the battery is determined by measuring the open-circuit voltage. The SOC is a function of the acid concentration and the internal resistance of the battery, and is estimated by reading the battery open circuit voltage when the battery has been at rest for several hours. The SOC can be used as a diagnostic tool to tell the customer or the dealer the condition of the battery. Throughout ignition-on, the algorithm continuously estimates SOC based on adjusted net amp hours, battery capacity, initial SOC, and temperature. While running, the battery degree of discharge is primarily determined by a battery current sensor, which is integrated to obtain net amp hours. In addition, the EPM function is designed to perform regulated voltage control (RVC) to improve battery SOC, battery life, and fuel economy. This is accomplished by using knowledge of the battery SOC and temperature to set the charging voltage to an optimum battery voltage level for recharging without detriment to battery life. Charging System Components Drive Motor/Generators The drive motor/generators are serviceable components located within the transmission housing. When the rotors are spun, an alternating current (AC) is induced into the stator windings. This AC voltage is then sent to the drive motor generator power inverter module (PIM) where it is converted to high voltage direct current (DC) power. The output of the PIM is converted into low voltage electrical power by the accessory DC power converter module (APM) for use by the vehicle's electrical system to maintain electrical loads and battery charge. Body Control Module (BCM) The body control module (BCM) is a GMLAN 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 desired voltage set point and sends the information to the APM. The BCM monitors a battery current sensor, the battery positive voltage circuit, and estimated battery temperature to determine battery state of charge (SOC). Battery Current Sensor The battery current sensor is a serviceable component that is connected to the negative 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) The ECM receives control decisions based on messages from the BCM. Instrument Panel Cluster (IPC) The IPC provides a means of customer notification in case of a failure and a voltmeter. There are 2 means of notification, a charge indicator and a driver information center (DIC) message of SERVICE BATTERY CHARGING SYSTEM. Charging System Operation The purpose of the charging system is to maintain the battery charge and vehicle loads. There are 6 modes of operation and they include: 2011 Cadillac Truck Escalade 4WD V8-6.0L Hybrid Copyright © 2013, ALLDATA 10.52SS Page 2 * Battery Sulfation Mode * Normal Mode * Fuel Economy Mode * Headlamp Mode * Voltage Reduction Mode * Plant Assembly Mode Battery Sulfation Mode The BCM will enter this mode when the interpreted charging system voltage is less than 13.2 volts for 30 minutes. When this condition exists the BCM will enter Normal Mode for 5 minutes. The BCM will then determine which mode to enter depending on voltage requirements. Normal Mode The BCM will enter Normal Mode when ever one of the following conditions are met. * The wipers are ON for more than 3 seconds. * GMLAN Climate Control Voltage Boost Mode Request is true, as sensed by the HVAC control head. High speed cooling fan, rear defogger and HVAC high speed blower operation can cause the BCM to enter the Charge Mode. * The estimated battery temperature is less than 0°C (32°F). * Vehicle Speed is greater than 145 km/h (90 mph) * Current Sensor Fault Exists * System Voltage was determined to be below 12.56 volts * Tow/Haul Mode is enabled When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9-15.5 volts, depending on the battery state of charge and estimated battery temperature. Fuel Economy Mode The BCM will enter Fuel Economy Mode when the ambient air temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is greater than -8 amps but less than 5 amps, and the battery state of charge (SOC) is greater than or equal to 85 percent. Its targeted APM set-point voltage is the open circuit voltage of the battery and can be between 12.6-13.2 volts. The BCM will exit this mode and enter Normal Mode when any of the conditions described above are present. Headlamp Mode The BCM will enter Headlamp Mode when ever the high or low beam headlamps are ON. Voltage will be regulated between 13.9-14.5 volts Voltage Reduction Mode The BCM will enter Voltage Reduction Mode when the calculated battery temperature is above 0°C (32°F) and the calculated battery current is greater than -7 amps but less than 1 amp. Its targeted APM set-point voltage is 12.9-13.2 volts. The BCM will exit this mode once the criteria are met for Normal Mode. Plant Assembly Mode The BCM will increase charging voltage for the first 500 miles of operation in an effort to ensure that the 12 volt battery is fully charged when the vehicle is delivered to the customer. Instrument Panel Cluster (IPC) Operation Charge Indicator Operation The instrument panel cluster (IPC) illuminates the charge indicator and displays a warning message in the driver information center (DIC) when the one or more of the following occurs: * The engine control module (ECM) detects system voltage less than 11 volts or greater than 16 volts. The IPC receives a GMLAN message from the ECM requesting illumination. * The BCM determines that the system voltage is less than 11 volts or greater than 16 volts. * The IPC receives a GMLAN message from the body control module (BCM) indicating there is a system voltage range concern. * The IPC performs the displays test at the start of each ignition cycle. The indicator illuminates for approximately 3 seconds. * The ignition is ON, with the engine OFF. Battery Voltage Gauge Operation The IPC displays the system voltage as received from the BCM over the GMLAN serial data circuit. If there is no communication with the BCM then the gauge will indicate minimum. 2011 Cadillac Truck Escalade 4WD V8-6.0L Hybrid Copyright © 2013, ALLDATA 10.52SS Page 3 This vehicle is equipped with a regulated voltage control (RVC) system. This will cause the voltmeter to fluctuate between 12 and 14 volts, as opposed to non-regulated systems which usually maintain a more consistent reading of 14 volts. This fluctuation with the RVC system is normal system operation and NO repairs should be attempted. 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 displayed whenever the charge indicator is commanded ON due to a failure.

Просто стальными хомутами в 2 местах прикрути да и все. Понятно что колхоз.

Вот прям по бензину убились 4 движка? вот просто - не верю.

Зачем вам б\у бачок? у вас же есть уже один. Там же будет б\у фильтр. Бачок только новый .Если не хотите поменять еще заодно насос.Там ж проблема в том что из-за того что фильтр забивается - насос иногда не может взять столько жидкости сколько требует его расход из-за этого возникает кавитация которая разрушает статор насоса- образуется волна на ровной поверхности - и все на горячую руль не повернуть..

Я как понимаю разговор про корректор как допустройство? так его процентов 5 ставят от силы.

Послушайте! в чем смысл вашего изречения? Ок- раз надо знать статистику- и вы наверняка знаете- так зачем эта пламенная речь вместо как раз таки указания.Используйте принцип- критикуя предлагай. п.с.таки статистика- передние амотризаторы- процентов 20 , проводка передних амортизаторов - процентов 20 , датчик положения руля - процентов 30 , еще какая нить хня- 50 % . Интересно - я облегчил задачу? по моему нет . Скорее всего дело все равно кончится электрической диагностикой вне зависимости от локации

Данное утверждение не верно . Газ горит дольше.Это никак никто не учитывает Газ не возможно "правильно " установить - что бы вам не пели установшики. Ни одна установка ГБо не работает с зажиганием и никак не влияет на работу основного контроллера.Что ведет к работе всей системы по принципу работает хоть как то и хорошо. Газ у нас ну не самый чистый.https://www.drive2.ru/l/495062808061280607/

можно еще например свечку в церкви поставить - тож так же помогает.. Всегда было интересно как поможет мойка внутри дросселя резистивному датчику снаружи дросселя ? про адаптацию просто промолчу

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Знаете самоуспокоение - это хорошо.Нервы бережет. Но то что растяжка не в пределах допусков прозрачно намекает сама таки ошибка. Но лучше конечно верить что это глюк )

скорее всего дроссельная заслонка хочет чтоб ее поменяли

сегодня меняли цепи на машине которой нет 50 тысяч. Разница в длине цепей оч. хорошо видна глазом. Ошибка была только р0009

бибикну- просто установлена система в штатный монитор .Не штатная

2135 ничего кроме датчика положения заслонки не означает- так что можно менять смело .Остальное к этому отношения не имеет- это какие то другие электроглюки

Ответ : потому что бикоз. )

Серег! надо крокодилами на аккум и все. Усиливать - это значит полностью перекладывать+ замена самого гнезда...

я б насос даж в аутлет не стал бы сувать.

в четверг .Только пусть позвонит. Я заодно еще 2 комплекта на срикс тебе отправлю на переделку

Ваш спор напоминает спор начинающего теоретика и прожженого практика. И как обычно уверенность теоретика натыкается на обыденность реализации и он сразу вспоминает что форум ему обязан помочь. ))))))))) Для того чтобы говорить о возможности чего бы то ни было- нужно изначально произвести это, а не теоритически предполагать что это возможно. п.с.- если стекла поднимаются и зеркала складываются с брелка без доп устройств- то можно однозначно говорить что это наша прошивка.Больше никто этого не делал.Вообще.

Все работает офигенный аргумент .А когда сломается починим. прислать человека это ваще отлично. А то все никак я до ваших вокзалов не доеду.

конечно не надо ничего прописывать ) лучше наваять схему и через полгода сначала починить проводку фонаря , а потом заменить фонарь( описание конкретного случая) - и все потому что сделать ПРАВИЛЬНО- дороже. Не имею никаких возражений! так ведь даж выгодней- сначала починить , а потом прописать )))))))))))