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2006 Pontiac Grand Prix. The engine light was blinking and now is always on. Why?
Question edited for clarity.
Question moved to model category.
Sorry for your loss Patty.
Never press gas and brake at the same time, the car is computer driven and knows that can't be right, it brakes, or it accelerates, but never both.
Drive to AutoZone and ask them to scan for the engine code that makes the Engine Malfunction Light come on. They will tell you what the code is. Write it down and report back. It will be Capital 'P' and 4 numbers. Let's fix that before we get into the rough running, because the code might be the one that is causing it.
Just walk in and say "the engine malfunction light is on my my vehicle, can you tell me the OBD code associated with it please". They will know that you know what you are talking about. Then tell them you will go home and research it and will be back.
Click Comment under here when you have the answer.
2006 Pontiac Grand Prix. What could be wrong with my car, it has power but will not start?
Jeff is our Fixya automotive electronics wizard and writes
Jeff Armer Jun 01, 2022
Will not start? Won't start how ? When you turn the key does the starter engage an spin the engine - but won't start and run? Is that the problem or nothing happens when you turn the key to start? Has power? Has power where?
Please answer down here and also up above to Jeff. Just copy and paste both places.
2006 Pontiac Grand Prix with supercharger. It will stall when driving it.
Question edited for clarity.
Not likely to be the immobilizer whilst you are driving it. They work or they don't and when they fail, they have to be reset.
Likely to be one of the sensors and they come in different qualities. The cheap ones made in Mexico are known to fail. The best ones are OEM Grade, the one the manufacturer of the vehicle put in. They are more expensive but last longer than a week and a half.
Ideally you need diagnosis with a scan tool computer.
2006 Pontiac Grand Prix park lamps don't work
you seem to be just throwing parts in hoping to cure problem ---get a multi meter and go backwards from bulbs to where you get power ---problem will be the component or wiring you had just tested
2006 Pontiac Grand Prix where is my fuel regulator valve
It's fuel pressure regulator .
The fuel pressure regulator attaches to the fuel module assembly. The fuel pressure regulator, located in the fuel tank, is attached to the fuel sender assembly. The fuel pressure regulator keeps the fuel available to the fuel injectors at a regulated pressure
06 grand prix stick in limp mode
DTC C0040 Right Front Wheel Speed Sensor Circuit --
Conditions for Setting the DTC
C0035 C0040 C0045 C0050
One of the following conditions exists for 0.02 seconds:
• A short to voltage in the wheel speed sensor signal circuit.
• An open in the wheel speed sensor signal circuit.
C0035 C0040 C0045 C0050
If the customer comments that the ABS indicator is ON only during moist environmental conditions (rain, snow, vehicle wash, etc.), inspect the wheel speed sensor wiring for signs of water intrusion. If the DTC is not current, clear all DTCs and simulate the effects of water intrusion by using the following procedure:
Spray the suspected area with a 5 percent saltwater solution. To create a 5 percent saltwater solution, add 2 teaspoons of salt to 354 ml (12 oz) of water.
Test drive the vehicle over various road surfaces (bumps, turns, etc.) above 40 km/h (25 mph) for at least 30 seconds.
If the DTC returns, replace the suspected wheel speed sensor or repair the wheel speed sensor wiring.
Rinse the are thoroughly when completed.
Replace the EBCM. Refer to Control Module References for replacement, setup, and programming.
Did you complete the repair?
I have a 2006 Grand
Charging System Failure
Refer to Charging System Description and Operation
Electrical Power Management (EPM) Overview
The EPM system is designed to monitor and control the charging system and send diagnostic messages to alert the driver of possible problems with the battery and generator. This EPM system primarily utilizes existing on-board computer capability to maximize the effectiveness of the generator, to manage the load, improve battery state-of-charge (SOC) and life, and minimize the system's impact on fuel economy. The EPM system performs three 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's condition is estimated during key-off and during key-on. During key-off the 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 key-on the algorithm continuously estimates SOC based on adjusted net amp hours, battery capacity, initial SOC, and temperature.
While running, the battery's 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's SOC and temperature to set the charging voltage to an optimum battery voltage level for recharging without detriment to battery life.
The Charging System Description and Operation is divided into 3 sections. The first section describes the charging system components and their integration into the EPM. The second section describes charging system operation. The third section describes the instrument panel cluster operation of the charge indicator, driver information center messages and voltmeter operation.
Charging System Failure
The BCM and the ECM/PCM will send a class 2 message to the IPC for the CHARGING SYSTEM FAILURE 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.
You need to have a full vehicle scan done. Not just engine code's . An to do this you need a professional scan tool , not auto zone or advance etc.. Your best bet , take it to a qualified repair shop.
Your charging system is computer controlled . Do you know what DTC'S - diagnostic trouble code's are ? This are all associated with the charging system inone way or another .
HELP ME WITH THESE CODES!!
What engine ? 3.8 or 5.3 L
DTC P0128: Engine Coolant Temperature (ECT) Below Thermostat Regulations Temperature
DTC P0411 : Secondary Air Injection (AIR) System Incorrect Air Flow Detected
DTC P2440 : Secondary Air Injection (AIR) Valve Stuck Open
DTC P2431 : Secondary Air Injection (AIR) System Pressure Sensor Performance
The secondary air injection (AIR) system aids in the reduction of hydrocarbon emissions during a cold start. The system forces fresh filtered air into the exhaust stream in order to accelerate the catalyst operation. An electric air pump, the secondary AIR injection pump, provides filtered air on demand to the AIR control solenoid valve/pressure sensor assembly. The AIR control solenoid valve/pressure sensor assembly controls the flow of air from the AIR pump to the exhaust manifold. The AIR solenoid valve relay supplies the current needed to operate the AIR solenoid valve/pressure sensor assembly. A pressure sensor is used to monitor the air flow from the AIR pump. The powertrain control module (PCM) supplies the internal pressure sensor with a 5-volt reference, an electrical ground, and a signal circuit.
The AIR diagnostic uses 3 phases to test the AIR system:
DTCs P0411 and P2430 run during Phase 1
DTCs P2430 and P2440 run during Phase 2
DTC P2444 runs during Phase 3
During phase 1, both the AIR pump and the solenoid valve are activated. Normal secondary air function occurs. Expected system pressure is 8-10 kPa above BARO.
During phase 2, only the AIR pump is activated. The solenoid valve is closed. Pressure sensor performance and solenoid valve deactivation are tested. Expected system pressure is 15-20 kPa above BARO.
During phase 3, neither the AIR pump nor the solenoid valve is activated. AIR pump deactivation is tested. Expected system pressure equals BARO.
In all 3 phases, testing is accomplished by comparing the measured pressure against the expected pressure. The PCM can detect faults in the AIR pump, AIR solenoid valve/pressure sensor assembly, and the exhaust check valve. The pressure sensor can also detect leaks and restrictions in the secondary AIR system plumbing.
Chevrolet Malibu P2432 Secondary Air Injection System
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