ABS system - Diesel Place : Chevrolet and GMC Diesel Truck Forums
 
Home Forum Market Place Garage Tuning Library DTC Tool Register Vendors
Go Back   Diesel Place : Chevrolet and GMC Diesel Truck Forums > Speciality Forums > Drivetrain - 2001 - 2010
Register FAQ Forum Rules My Replies My Threads Mark Forums Read Advertise

Drivetrain - 2001 - 2010 Discuss front and rear axle, transfer case, brakes, etc. Transmission questions belong in the appropriate transmission forum below. First through fourth generation...

DieselPlace.com is the premier Duramax Diesel Forum on the internet. Registered Users do not see the above ads.
Like Tree10Likes

Reply
 
LinkBack Thread Tools
Old 01-22-2017, 08:44 PM   #1 (permalink)
dnewton3
Diesel Prodigy
 
Join Date: Mar 2007
Location: Indianpolis IN
Posts: 4,031
iTrader Score: 0 reviews

ABS system

I've got an issue with the ABS system. I need help.

The amber ABS light stays on, and the red Brake light is also on all the time. The ABS system is not active, although the brakes themselves work just fine.

Took the truck to a local shop; they put a code reader on it and said it has an open circuit. They recommended to replace the ABS actuator controller ($650). I took it to the dealer and they said the same thing ($1500). Did some online searching and saw plenty of youtube vids that show this is a common issue with out trucks (and many other GM units).

At this point, from the common known issue, plus two different sources telling me the controller is bad, I assumed this was the cause. So I took the controller off myself, and sent my unit out for reman. Got it back in stalled; didn't solve the issue. Thinking a got a bad reman, I decided to try a different brand. So I bought a different controller from RockAuto. Installed it and still not fixed ... Now I'm thinking it's not the controller at all. I cannot believe that two controllers from two different places are both bad.

I am beginning to suspect that there's a bad electrical wire or connector somewhere. Anyone got reasonable suggestions? I'm at a loss to know what to do next.

Is there a common place where these things fail beside the controller? Broken wires somewhere? Relay bad? I already checked the main fuse underhood. Any other fuses hiding somewhere?

__________________
dnewton3
2006 White Chevy CC 4x4 3500 SRW W/T
6.6L Duramax LBZ / Allison trans / manual T-case with Riverside Gear pump-rub-elimination upgrade / coolant bypass filter / PCV reroute
Fumoto drain valve / Power Steering Cooler added / Inverted Tranny Cooler / Autometer pyrometer / home-made diff cover / upgraded x-fer case skid plate

Member #2 of the "OIL is OIL" association
I used to use dino oil because I didn't know any better.
Then, I used synthetics because I thought they were "best".
Now, I use dino, because I know the truth!
Offline  
Reply With Quote Quick reply to this message
Sponsored Links
Advertisement
 
Old 01-22-2017, 09:30 PM   #2 (permalink)
Ron Nielson
Diesel Pro
 
Ron Nielson's Avatar
 
Join Date: Aug 2009
Location: Berryton, KS
Posts: 2,307
iTrader Score: 0 reviews

I don't know the answer to your question, but below is some general information the ABS system. This is particular to my 2008 model and I believe a 4X4 would have Stabilitrak (JL4). I do know that a re-program of your new EBCM is REQUIRED. So, that may be your only problem at this point, IF you did not do the required programming.

Ron





ABS Description and Operation (With JL4)

This vehicle is equipped with a Bosch ABS/EBD/TCS/VSES brake system. The electronic brake control module (EBCM) and the brake pressure modulator valve (BPMV) is serviced separately. The BPMV uses a 4 circuit configuration to control hydraulic pressure to each wheel independently.

The following vehicle performance enhancement systems are provided.


  • Antilock Brake System (ABS)
  • Electronic Brake Distribution (EBD)
  • Power Brake Booster Solenoid Vacuum Supply
  • Traction Control System (TCS)
  • Vehicle Stability Enhancement System (VSES)
The following components are involved in the operation of the above systems.


  • ABS pump motor-The ABS pump motor is part of the brake pressure modulator valve. The ABS pump motor is active during ABS, VSES and base brake power assist functions.
  • System relays-There are two system relays internal to the EBCM. The solenoid relay is energized when the ignition is ON. The ABS pump motor relay supplies a ground path to the ABS pump motor when the EBCM commands the ABS pump motor on. The system relays are non serviceable.
  • Solenoids-The solenoids are commanded ON and OFF by the EBCM to operate the appropriate valves in the brake pressure modulator valve (BPMV).
  • Brake booster solenoid-The Power Brake Booster is solenoid operated, and applies a mechanical force to brake master cylinder push rod to aid in brake pedal effort.
  • Brake booster vacuum sensor-The Brake Booster Vacuum Sensor is a input to EBCM, and operates the ABS pump motor to precharge the brake system.
  • Brake pressure modulator valve (BPMV)-The BPMV uses a 4-circuit configuration to control hydraulic pressure to each wheel independently. The BPMV contains the following components:
  • ABS pump motor and pump
  • Four inlet valves
  • Four outlet valves
  • Two TC isolation valves
  • Two TC supply valves
  • A master cylinder pressure sensor
  • A front low-pressure accumulator
  • A rear low-pressure accumulator
  • Lateral accelerometer-The EBCM uses the lateral accelerometer to determine the sideways acceleration of the vehicle. The lateral accelerometer is packaged with the yaw rate sensor as a single component.
  • Master cylinder pressure sensor-The master cylinder pressure sensor is located within the BPMV. The master cylinder pressure sensor uses a 5-volt reference and generates an output signal proportionate to the hydraulic fluid pressure which is present in the front brake circuit at the master cylinder.
  • Power brake booster solenoid-Assist unit creates vacuum for the brake booster in case of a vacuum loss or low vacuum to the brake booster. The power brake booster Solenoid is active during increased brake booster assist , and base brake power assist functions.
  • Steering wheel position sensor-The EBCM receives several inputs from the steering wheel position sensor. Three digital square wave signal inputs and one analog signal input are wired directly to the EBCM harness connector. The EBCM uses the signals signals A and B for determining position movement and uses the analog and index signals to determine absolute center. All signals are monitored for plausibility to each other. The sensor is provided ground and 5-volt power directly from the EBCM.
  • Traction control switch-VSES and the engine torque reduction function of TCS are manually disabled or enabled by pressing the traction control switch.
  • Wheel speed sensors (WSS)-EBCM sends a 12-volt reference voltage signal to each wheel speed sensor. As the wheel spins, the wheel speed sensor produces a square wave DC signal voltage. The wheel speed sensor increases the signal frequency as the wheel speed increases, but does not increase the signal amplitude.
  • Yaw rate sensor-The EBCM uses the yaw rate sensor to determine the rate of rotation along the vehicle's vertical axis. The yaw rate sensor is packaged with the lateral accelerometer as a single component.
Antilock Brake System (ABS)

When wheel slip is detected during a brake application, an ABS event occurs. During antilock braking, hydraulic pressure in the individual wheel circuits is controlled to prevent any wheel from slipping. A separate hydraulic line and specific solenoid valves are provided for each wheel. The ABS can decrease, hold, or increase hydraulic pressure to each wheel. The ABS does not, however, increase hydraulic pressure above the amount which is transmitted by the master cylinder during braking.

During antilock braking, a series of rapid pulsations is felt in the brake pedal. These pulsations are caused by the rapid changes in position of the individual solenoid valves as the electronic brake control module (EBCM) responds to wheel speed sensor inputs and attempts to prevent wheel slip. These pedal pulsations are present only during antilock braking and stop when normal braking is resumed or when the vehicle comes to a stop. A ticking or popping noise may also be heard as the solenoid valves cycle rapidly. During antilock braking on dry pavement, intermittent chirping noises may be heard as the tires approach slipping. These noises and pedal pulsations are considered normal during antilock operation.

Vehicles equipped with ABS may be stopped by applying normal force to the brake pedal. Brake pedal operation during normal braking is no different than that of previous non-ABS systems. Maintaining a constant force on the brake pedal provides the shortest stopping distance while maintaining vehicle stability. The typical ABS activation sequence is as follows.

Pressure Hold

The EBCM closes the isolation valve and keeps the dump valve closed in order to isolate the slipping wheel when wheel slip occurs. This holds the pressure steady on the brake so that the hydraulic pressure does not increase or decrease.

Pressure Decrease

If a pressure hold does not correct the wheel slip condition, a pressure decrease occurs. The EBCM decreases the pressure to individual wheels during deceleration when wheel slip occurs. The isolation valve is closed and the dump valve is opened. The excess fluid is stored in the accumulator until the pump can return the fluid to the master cylinder or fluid reservoir.

Pressure Increase

After the wheel slip is corrected, a pressure increase occurs. The EBCM increases the pressure to individual wheels during deceleration in order to reduce the speed of the wheel. The isolation valve is opened and the dump valve is closed. The increased pressure is delivered from the master cylinder.

Electronic Brake Distribution (EBD)

The electronic brake distribution (EBD) is a control system that enhances the hydraulic proportioning function of the mechanical proportioning valve in the base brake system. The EBD control system is part of the operation software in the electronic brake control module (EBCM). The EBD uses active control with existing ABS in order to regulate the vehicle's rear brake pressure.

Brake Pressure Application

The EBCM uses brake pressure application to control traction by transferring torque through the driveline to wheels which are not slipping. The ABS pump motor, and appropriate valve solenoids are commanded ON and OFF to apply brake pressure to the slipping wheels. Brake pressure application is used in an attempt to maintain equal wheel speed sensor (WSS) signals at the driven wheels.

The EBCM does not allow excessive brake pressure application due to the fact that the solenoid coils or the brakes may become overheated, damaging the EBCM or reducing the drivers ability to stop the vehicle. Estimated coil and brake temperatures are determined by a calculation in the EBCM software. Overheated solenoid coils cause all brake pressure application to become disabled and the stability system disabled message to be displayed. Overheated brakes cause brake pressure application during TCS events to disable, yet the VSES remains functional and as long as the engine torque reduction is enabled, there is no indication to the driver when this occurs and no DTC sets.

Vehicle Stability Enhancement System (VSES)

Vehicle stability enhancement system (VSES) provides added stability during aggressive maneuvers. Yaw rate is the rate of rotation about the vehicle's vertical axis. The VSES is activated when the electronic brake control module (EBCM) determines that the desired yaw rate does not match the actual yaw rate as measured by the yaw rate sensor.

The desired yaw rate is calculated by the EBCM using, primarily, the following inputs.


  • The position of the steering wheel
  • The speed of the vehicle
  • The lateral, or sideways acceleration of the vehicle
The difference between the desired yaw rate and the actual yaw rate is the yaw rate error, which is a measurement of oversteer or understeer. When a yaw rate error is detected, the EBCM attempts to correct the vehicle's yaw motion by applying brake pressure to one or more of the wheels. The amount of brake pressure which is applied varies, depending on the correction required. The engine torque may be reduced also, if it is necessary to slow the vehicle while maintaining stability.

VSES activations generally occur in turns during aggressive driving. When braking during VSES activation, the pedal may pulsate. The brake pedal pulsates at a higher frequency during VSES activation than during ABS activation.

Power-Up Self-Test

The electronic brake control module (EBCM) is able to detect many malfunctions whenever the ignition is ON. However, certain failures cannot be detected unless active diagnostic tests are performed on the components. Shorted solenoid coil or motor windings, for example, cannot be detected until the components are commanded ON by the EBCM. Therefore, a power-up self-test is required at the beginning of each ignition cycle to verify correct operation of components before the various control systems can be enabled. The EBCM performs the first phase of the power-up self-test when the ignition is first turned ON. The system relay, solenoids and the ABS pump motor are commanded ON and OFF to verify proper operation and the EBCM verifies the ability to return the system to base braking in the event of a failure. The master cylinder pressure sensor performs a self-test by sending a series of specific voltage signals to the EBCM, each for a predetermined amount of time. This phase of the power-up self-test may be heard by the driver, depending on how soon the engine is cranked and started after turning ON the ignition. The second phase of the power-up self-test begins when the vehicle is driven at a speed greater than 12 km/h (7.5 mph) and the EBCM has not detected any traction control module (TCS)/vehicle stability enhancement system (VSES) related malfunctions thus far. When the brake switch indicates that the brake is not applied and the master cylinder pressure is detected as being low, the EBCM proceeds with the test. The EBCM isolates all of the wheels by closing the 4 isolation valves. Due to the fact that all of the wheels are isolated during the second phase of the test, the test must be aborted if the brake is applied while the test is being performed. Occasionally, the driver may detect this by experiencing a momentary hard pedal.

VSES Sensors Initialization

The vehicle stability enhancement system (VSES) sensors values may vary slightly due to differences in temperature, sensor mounting, connector resistances, manufacturing, etc. Since VSES is a very sensitive and precise control system, it is imperative that the electronic brake control module (EBCM) be able to accurately equate a given sensor voltage with an actual unit of measurement. For example, the yaw rate signal of one vehicle may be 2.64 volts at +18.0 deg/sec yaw rate while the yaw rate signal of another vehicle may be 2.64 volts at +17.5 deg/sec yaw rate. Therefore, at the beginning of each ignition cycle, the EBCM must perform an initialization procedure to observe how the VSES sensors are correlated with each other and also to determine what each sensor value is when the applicable unit of measurement equals 0. This voltage is referred to as the sensor bias voltage. Although some activation of the VSES system may occur if required to prior to full initialization, the system does not give optimum performance until the sensors are fully initialized.

The following VSES sensors require initialization:


  • The yaw rate sensor
  • The lateral accelerometer
  • The master cylinder pressure sensor
  • The steering wheel position sensor
When the vehicle speed is greater than 25 km/h (15 mph), full sensor initialization must occur during 3 km (1.8 mi) of driving or 1 km (0.6 mi) of straight and stable driving, whichever occurs first. Although an attempt at initialization may fail due to driving conditions, such as driving on a very winding road, failed initialization is usually caused by a sensor bias voltage which is not within an acceptable range. Often, a DTC sets soon after a failed initialization attempt. The message center displays the stability system disabled message when sensor initialization fails.

ECE 13 Response

The electronic brake control module (EBCM) illuminates the ABS indicator when a malfunction which disables ABS is detected. Usually, the ABS indicator is turned OFF during the following ignition cycle unless the fault is detected during that ignition cycle. However, the setting of a wheel speed sensor related DTC causes the ABS indicator to remain illuminated during the following ignition cycle until the vehicle is operated at a speed greater than 13 km/h (8 mph). This allows the EBCM to verify that no malfunction exists, before turning OFF the ABS indicator. This reaction occurs even if the ABS indicator turns OFF when the scan tool is used to clear the DTCs. When repairing these vehicles, it is important to ensure that the ECE 13 response has occurred and that the ABS indicator does not illuminate after returning the vehicle to the customer. It is also important to verify that ECE 13 is not the cause of an ABS indicator which is illuminated when no DTCs are set, before attempting to diagnose other possible causes.

Active Vacuum Booster

The power brake booster assist unit creates mechanical force for the brake booster in case of a vacuum loss or low vacuum to the brake booster. The power brake booster system consists of:


  • The sensor circuits and pressure sensor
  • The check valve manifold
  • The vacuum solenoid valve
The Power Brake Booster is solenoid operated, and applies a mechanical force to brake master cylinder push rod to aid in brake pedal effort.

The Brake Booster Vacuum Sensor is a input to EBCM, and operates the ABS pump motor to precharge the brake system.

Driver Information Indicators and Messages

The following indicators are used to inform the driver of several different factors.

Brake Warning Indicator

The instrument panel cluster (IPC) illuminates the brake warning indicator when the following occurs.


  • The body control module (BCM) detects that the park brake is engaged. The IPC receives a serial data message from the BCM requesting illumination. The brake warning indicator flashes at a rate of approximately twice per second when the park brake is engaged.
  • The electronic brake control module (EBCM) detects a low brake fluid condition or a base brake pressure differential and sends a serial data message to the IPC requesting illumination.
  • The IPC performs the bulb check.
  • The EBCM detects an ABS-disabling malfunction which also disables electronic brake distribution (EBD) and sends a serial data message to the IPC requesting illumination.
ABS Indicator

The IPC illuminates the ABS indicator when the following occurs.


  • The EBCM detects an ABS-disabling malfunction and sends a serial data message to the IPC requesting illumination.
  • The IPC performs the bulb check.
  • The IPC detects a loss of serial data communication with the EBCM.
  • A DTC is set during the previous ignition cycle which requires an ECE 13 response at the beginning of the current ignition cycle. The EBCM sends a serial data message to the IPC requesting illumination.
Traction Control Off Indicator

The IPC illuminates the traction off indicator when the following occurs.


  • The EBCM disables engine torque reduction due to a malfunction and sends a serial data message to the IPC requesting illumination.
  • The driver manually disables VSES and engine torque reduction by pressing the traction control switch. The EBCM sends a serial data message to the IPC requesting illumination.
Service Brake Booster Message

The service brake system message is displayed whenever the red brake warning indicator is illuminated.

Stabilitrak Off Message

The message center displays the stabilitrak off message when one or more of the following conditions exists.


  • The transfer case is shifted into 4 LO. The EBCM sends a serial data message to the IPC requesting illumination.
  • The driver manually disables the VSES and engine torque reduction by pressing the traction control switch. The EBCM sends a serial data message to the IPC requesting illumination.
  • The estimated temperature of any solenoid coil exceeds an acceptable limit. The EBCM sends a serial data message to the IPC requesting this display.
  • The EBCM detects a failed brake switch. The EBCM sends a serial data message to the IPC requesting this display. A DTC sets when this condition exists.
  • VSES sensor initialization time is excessive. The EBCM sends a serial data message to the IPC requesting this display.
  • Serial data communication between the EBCM and any of several other control modules is interrupted. The EBCM sends a serial data message to the IPC requesting this display or the IPC displays the message when communication with the EBCM is interrupted.
  • The PCM is not able to perform engine torque reduction. The EBCM sends a GMLAN message to the IPC requesting this display. DTCs set when this condition exists.
  • The EBCM detects an excessively low or excessively high ignition voltage. The EBCM sends a GMLAN message to the IPC requesting this display.
Service Stabilitrak Message

The message center displays the service stability system message when any one of many VSES-disabling DTCs is set. The EBCM sends a serial data message to the IPC requesting this display.

Service Traction Control Message

The message center displays the service traction control system message when any one of many traction control - disabling DTCs is set. The EBCM sends a serial data message to the IPC requesting this display.

__________________
Ron Nielson

2008 2500HD LT CCLB/Ally. Line-X, B&W Companion, MaxLoader Springs, Edge Insight CTS, Kennedy Custom ECM
2009 Arctic Fox 5er, Silver Fox Edition 29-5T, 3.6 Onan LPG, SteadyFast Stabilizers
Offline   Reply With Quote Quick reply to this message
Old 01-23-2017, 12:22 AM   #3 (permalink)
davester
Diesel Prodigy
 
Join Date: May 2015
Posts: 4,078
iTrader Score: 0 reviews

It's common for the ground wire to fail, resulting in the ABS/e-brake light being turned on.

On the 'wing' on the frame, right under the drivers door, there are some ground wires bolted to it. Take them off, clean the contacts and the mounting point on the wing, then smear on some dielectric grease and bolt them down again.

And it's my understanding that when you change the ABS module, it may need to be flashed to the VIN of your truck, unless they managed to reset the module to factory-new, where it should learn the VIN of your truck when you first power up the module after it is installed in the truck.
__________________
2004 GMC Sierra 3500 C&C, added 4WD, 6.0L gas, Extended Cab, SLE, Transgo 4L80e-HD2 kit installed
Whee! Dually Club Member #1109
Offline   Reply With Quote Quick reply to this message
Sponsored Links
Advertisement
 
Old 01-23-2017, 07:40 AM   #4 (permalink)
dnewton3
Diesel Prodigy
 
Join Date: Mar 2007
Location: Indianpolis IN
Posts: 4,031
iTrader Score: 0 reviews

Thanks guys; your input is welcome.

The first module I put on was actually my original one; I removed it and sent my unit out for repair. I would think there should be no reason to "reflash" that specific unit to the truck, as it's OEM and the only "fix" that was done was to repair a broken solder joint on the board of the controller (per the reman guys I spoke to on the phone). The second controller I put on was from a separate source, so perhaps there is some cause to believe it might need to be "programmed". However, I took that one back off and reinstalled my OEM controller.

I will go home tonight and check the ground circuit.

If that's not it, I guess I'll take it to have it the truck sync'd up with a flash/learn cycle ... (sigh) ...
__________________
dnewton3
2006 White Chevy CC 4x4 3500 SRW W/T
6.6L Duramax LBZ / Allison trans / manual T-case with Riverside Gear pump-rub-elimination upgrade / coolant bypass filter / PCV reroute
Fumoto drain valve / Power Steering Cooler added / Inverted Tranny Cooler / Autometer pyrometer / home-made diff cover / upgraded x-fer case skid plate

Member #2 of the "OIL is OIL" association
I used to use dino oil because I didn't know any better.
Then, I used synthetics because I thought they were "best".
Now, I use dino, because I know the truth!

Last edited by dnewton3; 01-23-2017 at 07:54 AM.
Offline   Reply With Quote Quick reply to this message
Old 01-23-2017, 08:23 AM   #5 (permalink)
Rvn4me
Diesel Pro
 
Rvn4me's Avatar
 
Join Date: Jun 2016
Posts: 2,076
iTrader Score: 0 reviews

Michigan Oil Burners Member

Quote:
Originally Posted by dnewton3 View Post
The amber ABS light stays on, and the red Brake light is also on all the time. The ABS system is not active, although the brakes themselves work just fine.
To bad you don't have the code for one persons interpretation of it could be something totally different.
Over the last 14 years I've been on here even with the code people post and there definition is way off.
Could you be more specific when your lights come on? Maybe heymccall will see this thread , he's pretty good on this.
heymccall, explains different causes for start up vs came on while driving, or Google (duramax ABS & Brake light on)
Also I think it helps to diagnose if your "Service Brake System" light is on?
Could be anything from wheel bearings, wheel speed sensor to transfer case. Etc...

Last edited by Rvn4me; 01-23-2017 at 08:44 AM.
Offline   Reply With Quote Quick reply to this message
Old 01-23-2017, 12:03 PM   #6 (permalink)
dnewton3
Diesel Prodigy
 
Join Date: Mar 2007
Location: Indianpolis IN
Posts: 4,031
iTrader Score: 0 reviews

When I power up (key on; engine not started), it's typical for all lights to come on in a system check. That's normal.

But after I start the engine, both the ABS (amber) and "Brake" (red) lights stay on. Also the DIC little display will show "service brake system" until I toggle it with the little button on the dash. These two lights stay on until I shut it back down.

When I had the codes read at my local shop, they told me it was an "open circuit" fault, and that they typically see the controller needing to be replaced for this issue.
When I took it to the dealer, they did not tell me what the code was, but they said they'd have to replace the controller, and then completely bleed/flush the hydraulic unit and entire system as well.

Keep in mind that I had to completely replace all brake lines last summer. After I did so, I bled the system out very well. At that time, the ABS system was still working OK. So when I stomped on the brakes back then, the ABS worked fine; I could feel it pulsing and such. But late last fall, the ABS system started to default to this current problem (lights on; no ABS function whatsoever). And even though the ABS does not work, the hydraulic brake circuits themselves (what actually stops the tuck) work fine. In fact, they are the best they ever have been; even better than brand new. With all new lines and rotors, pads, fluids, etc, this thing stops extremely well for a 4-ton vehicle. So I fail to understand why the dealer wants to charge me to replace all fluids, and bleed the system, when that's not the problem.

I did call the Controller repair place, not to blame them, but to get info for other troubleshooting ideas. They said for sure to check the grounds; the can-bus system is apparently very finicky and will have issues if the grounds are not good. This is on my to-do list for this evening when I get home.

Also, they stated that because I reused my own controller, there is zero reason I'd have to reprogram my truck and ABS controller. They said they have never had an issue attributed to this because when you use the OEM unit from your own vehicle, that's all still intact when they send it back to you. They only repair hardware issues like bad voltage coils, broken solder joints, etc. They don't mess with memory programming; no need to do so, according to them.

I'll update when I find something worthy of posting about.

I'll take any/all ideas folks can throw at me at this point.
__________________
dnewton3
2006 White Chevy CC 4x4 3500 SRW W/T
6.6L Duramax LBZ / Allison trans / manual T-case with Riverside Gear pump-rub-elimination upgrade / coolant bypass filter / PCV reroute
Fumoto drain valve / Power Steering Cooler added / Inverted Tranny Cooler / Autometer pyrometer / home-made diff cover / upgraded x-fer case skid plate

Member #2 of the "OIL is OIL" association
I used to use dino oil because I didn't know any better.
Then, I used synthetics because I thought they were "best".
Now, I use dino, because I know the truth!

Last edited by dnewton3; 01-23-2017 at 12:13 PM.
Offline   Reply With Quote Quick reply to this message
Old 01-23-2017, 03:17 PM   #7 (permalink)
davester
Diesel Prodigy
 
Join Date: May 2015
Posts: 4,078
iTrader Score: 0 reviews

The dealer is padding the bill. You should only need to replace the ABS controller (the electronic module that sits on top of the ABS valve mechanism). The valve mechanism is completely sealed and shouldn't need to be replaced, so replacing it and/or flushing the brake fluid is just padding the bill.
__________________
2004 GMC Sierra 3500 C&C, added 4WD, 6.0L gas, Extended Cab, SLE, Transgo 4L80e-HD2 kit installed
Whee! Dually Club Member #1109
Offline   Reply With Quote Quick reply to this message
Old 01-23-2017, 08:35 PM   #8 (permalink)
dnewton3
Diesel Prodigy
 
Join Date: Mar 2007
Location: Indianpolis IN
Posts: 4,031
iTrader Score: 0 reviews

I located the grounds under the driver door, on the support that is for the body mount. They were rusty on the outside but decent on the inside. I cleaned all and dosed with some dielectric compound.

No change; same issues. Drat. Other suggestions?


I agree the dealer is trying to pad the estimate; it's ridiculous. The only reason I can think of is that they are trying for a worst-case scenario, and if they come in "under" the estimate, they look like heroes, and if they use it all, they can say "told you so ..."? There is another dealer not too far away; I may take it over and see what they say.

I still think it's something other than the controller itself. I find it hard to believe that two separate controllers from two different sources are bad and that only a dealer can get a "good" one. There's got to be something I'm missing somewhere ...
__________________
dnewton3
2006 White Chevy CC 4x4 3500 SRW W/T
6.6L Duramax LBZ / Allison trans / manual T-case with Riverside Gear pump-rub-elimination upgrade / coolant bypass filter / PCV reroute
Fumoto drain valve / Power Steering Cooler added / Inverted Tranny Cooler / Autometer pyrometer / home-made diff cover / upgraded x-fer case skid plate

Member #2 of the "OIL is OIL" association
I used to use dino oil because I didn't know any better.
Then, I used synthetics because I thought they were "best".
Now, I use dino, because I know the truth!

Last edited by dnewton3; 01-23-2017 at 08:37 PM.
Offline   Reply With Quote Quick reply to this message
Old 01-23-2017, 10:00 PM   #9 (permalink)
Ramblinrodney
Diesel Veteran
 
Ramblinrodney's Avatar
 
Join Date: Sep 2006
Location: Midland, MI
Posts: 5,230
iTrader Score: 0 reviews

Michigan Oil Burners Member

Post #6
https://www.dieselplace.com/forum/76-...m-warning.html
Is your speedometer working properly?
__________________
07 Chevy Classic 2500HD 4x4 2LT LBZ CC/SB White
Nasta Nerf Bars, Line-x, Rancho RS9000XL Shocks, Firestone air bags, Fold-a-cover,
Good/Year Wrangler S/A 265/75/16 E
Transgo Jr. PCV Reroute kit, Trans Line Repair Kit By Dirty Hooker Diesel,
Custom Perf/Tow Tune by Kennedy
2019 Arctic Fox 27-5L 10,500 dry weight
UAW Local 699 Retired Test Technician

Last edited by Ramblinrodney; 01-23-2017 at 10:03 PM.
Offline   Reply With Quote Quick reply to this message
Old 01-24-2017, 07:37 AM   #10 (permalink)
dnewton3
Diesel Prodigy
 
Join Date: Mar 2007
Location: Indianpolis IN
Posts: 4,031
iTrader Score: 0 reviews

Other than the two lights on (ABS and Brake), all other electrical stuff seems OK. Dash gages and speedo work fine.

I did replace the front left wheel bearing early last year. Perhaps I should go check that? Could be a fault in that circuit? Anyone have diagnosis info for that circuit? If I disconnect the ABS sensor lead at the main frame rail, what should the impedance be on the sensor?

__________________
dnewton3
2006 White Chevy CC 4x4 3500 SRW W/T
6.6L Duramax LBZ / Allison trans / manual T-case with Riverside Gear pump-rub-elimination upgrade / coolant bypass filter / PCV reroute
Fumoto drain valve / Power Steering Cooler added / Inverted Tranny Cooler / Autometer pyrometer / home-made diff cover / upgraded x-fer case skid plate

Member #2 of the "OIL is OIL" association
I used to use dino oil because I didn't know any better.
Then, I used synthetics because I thought they were "best".
Now, I use dino, because I know the truth!
Offline   Reply With Quote Quick reply to this message
Sponsored Links
Advertisement
 
Reply

Quick Reply
Message:
Options

Register Now

In order to be able to post messages on the Diesel Place : Chevrolet and GMC Diesel Truck Forums forums, you must first register.
Please enter your desired user name, your email address and other required details in the form below.

PLEASE READ! You must check your email inbox for the confirmation link to complete registration. Please check your spam box if you do not see the email in your inbox.

User Name:
Password
Please enter a password for your user account. Note that passwords are case-sensitive.
Password:
Confirm Password:
Email Address
Please enter a valid email address for yourself.
Email Address:
Insurance
Please select your insurance company (Optional)

Log-in


Thread Tools

Posting Rules
You may post new threads
You may post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Trackbacks are On
Pingbacks are On
Refbacks are On


Similar Threads
Thread Thread Starter Forum Replies Last Post
LML: Service trailer brake system, ABS light, Stabilitrak and Brake light all on KyleGMC Drivetrain - 2011+ 9 05-01-2017 10:34 PM
LMM: crank, no start, erratic misfire codes only justaguy Duramax Fourth Generation: 2007.5-2010 (LMM) 13 08-26-2016 07:44 PM
Breaking up under acceleration when cold xDonny 6.5L Diesel Engine 8 08-23-2016 10:29 AM
'06 LBZ - No ABS activation - no codes set, no lights on. Fuelish Wisdom Drivetrain - 2001 - 2010 41 08-23-2016 09:45 AM
Info: The 6.5L FAQ's... The Master List of Information and 6.5 Answers knkreb 6.5L Diesel Engine 16 07-15-2015 12:42 PM


All times are GMT -4. The time now is 04:51 AM.


Powered by vBulletin® Version 3.8.8
Copyright ©2000 - 2019, vBulletin Solutions, Inc.
SEO by vBSEO 3.6.1
vBulletin Security provided by vBSecurity v2.2.2 (Pro) - vBulletin Mods & Addons Copyright © 2019 DragonByte Technologies Ltd.
Shoutbox provided by vBShout v6.2.1 (Lite) - vBulletin Mods & Addons Copyright © 2019 DragonByte Technologies Ltd. Runs best on HiVelocity Hosting.
© AutoGuide