Well, here is the deal... I called the dealer yesterday afternoon and the tech couldn't get the car to fail when inserting the key and turning on the ignition. The tech informed me that there were "no codes in the computer, including the normal bs codes like U1096 & U1016". They wanted to replace the BCM at the tune of $460 for parts and labor!! And, the GM Customer Assistance folks told me they "couldn't do anything for me since it was like chasing a ghost". What a crock of droppings!

I informed the dealer that I wanted a guarantee that the problem wouldn't come back if they were to replace the BCM and they told me that they couldn't... I said I will pick up the car and deal with it myself!

I got the car home and checked the codes on the DIC and WTF!!?? there were codes in there!! including a P1626 (Theft Deterrent Fuel Enable Circuit)! I called the dealer back this morning and gave them a piece of my mind! I also informed them that word of things like this travel fast in the Corvette community! No threats, just fact. Good news travels, but bad news travels faster.

I guess it is time to break down and buy that set of service manuals and deal with it myself. Like my mama always told me.. if you want a job done right, you have to do it yourself!

Thanks for all of the comments and questions.

And, CAJUNY2KC5, they had replaced the harness already... they checked that at least.

 

I've got a 98 mn6 and recently started getting the dreaded column lock message and a locked up column. I tried the recall approach and was told to pound sand by my local dealership. Next I called GM customer service and gave em a little piece of mind. They offered to pay for the column lock service and I was dumb enough to take em up on it.

First thing that upset me was when the service writer called me and told me the brake fluid needed changed and the reservoir needed to be removed and cleaned along with power steering fluid service sugestion because "the old fluid loses viscosity and ruins the pump". They also suggested I have them diagnose my care and determine If I had any other problems. I let them know that wouldn't be necessary.

I go in to pick up my car and everything appeared to be ok. When I got home I checked my codes and had the fuel enable circuit code tripped. I called them to ask WTF and the reply was we told you your car had some issues that needed to be diagnosed and we never have any problems with the many column lock repairs we do. BS, I reset the code and it has not returned. However, I have not been so lucky with the column lock issue. Twice last weekend the column lock message came up but the steering wheel no longer locks but the reprograming they did cuts of the fuel supply if you go over 1.5 mph.

Long rant and have switched to back up key and cleaned resistor pellet and has not hung up in a couple days. We'll see................ I also found it ironic that a dealer removed the pin from my column lock on a manual when they aren't supposed to. I found the small round brass pin from the solenoid on the floor under the passenger seat.

 

dude, sorry you had to experience that. That is something that SHOULD be taken back to the dealer and fixed!!! They are not supposed to remove the pin from a stick car! And GM NEEDS to know about it!

Ours has pulled the "remove key, wait 10 sec" again today... twice! I cleared all codes from the DIC and will see what happens in the morning!

 

MYBLU71, are my Dealer and yours related? They must have been separated at birth. When I took my car in for the never ending 'Pull Key, Wait 10 Sec' they used the same excuse. That being that they couldn't get it to fail and there were no codes set. They were right on both counts. It wouldn't do it for them, and I had checked the codes several times and there were no codes set. but as soon as I took the car back to work and got ready to leave for home that afternoon, I not only got the Pull key message, I got the Service Column Lock message as well. (I have a CLB, and as I've stated before, the dealership had done the recall against my instructions).

I tried to get the dealership to replace the relay because I was sure that was what the problem was. They refused saying that if they did that, then they would be saying that was the problem, even if it wasn't and they would be responsible... I said the heck with it and after reading all I could on this forum decided to buy a Harness K and do it myself. Again, (Where's that dead horse?), I found that they had plugged the Harness K into my CLB. Since I unplugged it, my 'Pull Key' message has NOT returned. Moral of the story, install the Harness K (Which installs just like the CLB) and your troubles will probably go away.

I was very unhappy with the attitude of GMDirectParts when I asked about returning my extra Harness K. They wanted a restocking fee and were condescending in their tone. I told them that it was still new in the box, but they didn't care. I've decided that I will either keep the Harness K as a backup or sell it to a forum member rather than send it back to them. I will also never do business with them again. There's too many good vendors out there than to waste my time and money with them again. Their cost is $78 which includes $13 shipping. If you (Or any other forum member) want it, I'll let you have it for $60 shipped.

 

I had this problem too. Mine turned out to be a loose wire going into the BCM. It took them a little to track it down, but it cost me about $100 vs. replacing the BCM.

Might be worth a look.

I'd wait until it is "dead" call the dealer and make an appointment. Get a wrecker to haul it in its "dead" state so they can't claim it is your imagination.

 

Quasar99, I don't have the CLB on mine. I will check that harness and relay to make sure they are installed correctly. I agree with Mikestuff that I will probably wait until it is dead and make them eat their words!



I would list your harness on the "For Sale" section and I am sure it won't last long. I can't say I have had any bad experiences with the folks at GMPartsDirect, but I haven't tried to return anything...



Hey Quasar99.... here is that dead horse...

 

Sure would be nice if the moderators would leave a sticky CL post on top.


We average what, 10 Column lock posts a week?

 

Well......................The saga goes on. The service column lock came up wed night and the wife couldn't get the car started. Keep in mind my column doesn't lock any more because GM removed the pin from the lock mechanism. I reset the codes and pulled the #25 fuse and reset the BCM? Anyway it started and I dropped it off at GM. They had it all day and couldn't get it to replicate the problem. I picked it up at 5 and had the CLB installed and was on the couch by 6. Hopefully the saga is over, I'll keep post on results.

 

I think you guys are getting to the bottom of the "real" problem with the steering lock bug. [Damn, this forum is GREAT!]

If you think about everything that's happened on this thread, it seems like whatever GM is doing is NOT addressing the issue. I mean, if you read all your threads, you can see a pattern:

The issue is not what GM and we all thought. Yes, while actuators can break down, motors can get jammed, and pins can get stick in misaligned plates, it sounds to me like there is ALSO a computer problem, which the mechanical removal of steering lock components per the recall is now revealing.

Why else would some of you be getting service column lock messages, as well as your computers disabling your driveability functions, if the new PCM program has flashed onto your PCMs? Seems the computer is still reading from and detecting signals (or lack thereof) in a system that's supposed to no longer function in that capacity!

On the other hand, consider that no one's ever reported an even remotely similar issue (not that I've seen, anyway) when a CLB is installed in either a stick or auto (plugging a Harness K into a CLB notwithstanding).

It's beginning to sound to me like we're all still guniea pigs for GM, and that the latest column lock recall is turning out to be a beta test.

Now I'm GLAD to a have a stick, instead of being suckered into believing the recall would fix A4s. Here's to a column lock for ALL C5 owners.

 

O.k., so it looks like I'm following you around here!!

I understand how the stock CL mechanism works, as well as the CLB's, seeing how I designed and installed a CLB myself (10 bucks in parts), and it works perfectly.

I stated this in another (very long) CLB thread, but I'll post it again..

THE LATEST GM C.L. RECALL "FIX" HAS NOTHING TO DO WITH SOLVING THE "REAL" ISSUE, AND EVERYTHING TO DO TO PREVENT THEM FROM BEING SUED AS A RESULT OF THE SYSTEM (PCM) FAILING TO DETECT THAT THE C.L. DIDN'T UNLOCK, AND ALLOWING YOU TO DRIVE THE CAR ANYWAY, WITH A LOCKED STEERING COLUMN!"

There, that feels better... For MM6 cars, (it says MM6 not MN6 right on Chevy's tech web site; maybe even they don't know what the transmission is called!) all the latest recall does is re-flash the PCM with "improved C.L. locking / unlocking detection code." Basically, under certain conditions, such as a low battery, etc., the PCM might fail to detect that the C.L. didn't unlock, and allow you to drive your car. This is not good.

The component that causes all our troubles here, is not the programming of the PCM, nor the BCM; it's the motor lock assembly in the steering column, PERIOD.

So, a thousand PCM re-flashes will not solve "the problem", only an improved C.L. motor assembly (which obviously GM will not design or install at this point), or eliminate it by installing a CLB. Most folks opt for the CLB. Even if you removed the locking pin or plate, if the motor goes bad you'll still be just as stranded.

6 speed car owners only need to have the recall done if they feel there aren't enough dealer-induced paint scratches in their car, or the rear tire tread is too deep and they need the 16 year old kid who shuffles the cars around the lot to help "remove some excess rubber".

Older model A4 owners on the other hand, really luck out because they get a free GM designed and installed CLB! (That "harness K" deal.)

 

I think Dan is right on the money with his evaluation. MYBLU71, I've got one suggestion that might help you. Since you're going back under the dash anyway (If you're like me you've become an expert at removing the lower panel) Why don't you disconnect the Harness from the CL side. OneTexDog and I both left the CL side of the harness disconnected and our "Pull Key" message has not returned. You can always reconnect it if (a)The mesage comes back or (b)You miss seeing the message on your DIC
If you do this, you might see it the first time you start the car, but hopefully that will be the last.

 

As my columb has refused to unlock this morning whilst installing a CLB, how do I access the 'codes' that you have talked about earlier? I am wondering that if these are cleared will the lock unlock?

 

Dan, with no disrespect intended, think about what you said above. Note that you said that even if you remove the hardware, if the CL motor goes bad, you still be as stranded.

This is PRECISELY why it IS a computer programming issue. The computer should not even be checking the state of the column lock system PERIOD, right, especially after the plate has been removed. What for? It's checking a system that no longer functions.

But, PCM is still checking the CL system, which is precisely why people with A4s who have had the recall done are getting stranded. Thus, this latest recall is now showing everyone that although there may have been issues of the mechanism pieces failing, the computer itself is really where the problem lies.

The reason GM probably isn't disabling the system completely is probably due to the complexity of the logic in the code. Stated plainly, they're probably scared to break something else in the code. I own a software company and have seen it many times. The code may be written in such a "spaghetti" fashion (not organized as well as it could be), so if you change one thing it breaks something else.

Either that, or they just plain don't want to spend the money to have someone re-write that part of the code, kind of like when they give you rings that are too small for your cyliner bore because they were cheaper. Sure, save now and pay later, isn't that what they're doing on quite a few things? Where is Mr. Goodwrench when you need him? Oh, I forgot, he's probably not in charge. The board runs everything, which means they're a big corporation acting like a big corporation, where you and me and our steering lock issues, piston slap, and even extra carbon on pistons don't mean "squat".

 

Nope, I still stand by my comments. You miss understood about the "removal of hardware" part. When you remove the stock C.L. from the circuit, via a CLB, you eliminate the problem, PERIOD. I was talking about removing the locking plate (and in one case a dealer actually cut the pin off of the stock C.L. assembly). This is NOT a software issue of any shape or kind. To fully understand this latest recall and what it really does, simply review the doc from GM. It's out on the 'net.

GM will NEVER "remove" the C.L. mechanism and functionality for 6 speed cars. You can imagine what kind of liability they would open themselves up to. One more time, the "reflash" of the PCM done on 6 speed cars for this recall campaign DOES NOT improve your chances against having a C.L. failure, IT ONLY improves the chances that when it DOES fail, you won't be able to drive the car. The ONLY sure fire way to resolve this is to disable the stock C.L. functionality, which GM will NEVER do on 6 speed cars. The only reason they are getting away with it (via the Harness K) on A4's is due to the fact that the transmission won’t come out of park unless you insert and turn the key.

Please try to not make this issue more complicated than it really is. Others have done so and as a result there is a nice little cottage industry w/ vendors selling 8 dollars worth of parts for 50 - 70 bucks. Maybe I should shut up and join them!

 

I don't think YOU understand what I've been trying to say. Stop defending yourself; no one is attacking your post.

Maybe unkowingly, you've actually confirmed more than once in this thread what I've been saying, yet you may not realize it.You're too focused. Think outside the box for a minute and I think you'll agree.

Now, in case I was not clear enough in my post (sometimes thoughts don't come out right when you write), let me clarify. I am NOT disagreeing with you to a certain extent, Dan. In fact, some of your points actually point to the computer being a major culprit here.

We all agree that the reason the CLB works is because it fools the computer into thinking the lock system is intact and that the lock is retracted. The key here is that a CLB "FOOLS THE COMPUTER".

Now, take the GM recall. On Automatics, the plate is removed; in the case you refer to the dealer removed the pin. Either way, we can agree that the mechanical part of the column lock had been rendered ineffective; in other words, the steering CAN'T lock, right?

Now, people in this thread have said that their steerings are NOT locked, yet they can't drive the car, and their seeing DIC errors specifically identifying the column lock. Why do you think that is? Because the computer is still reading the column lock system. PERIOD. Granted, if the locking mechanisms (no matter which pieces) are disabled, then even though the steering can't lock, the computer THINKS it's locked, and therefore goes into "safety mode".

And, THAT'S the issue I'm talking about.

And, you SHOULD stand behind your comments, because as you can now see, I'm not talking about whether or not the recall will help. What I've been trying to communicate to people here is that while we all previously thought the latest recall was the solution for A4s, yet dosen't do jack for MM6s (other program changes notwithstanding), the posts in this thread indicate that it really doesn't solve the issue for A4 owners, either. Again, for clarification, the new campaign WILL disable the column lock for A4 owners, but it is apparent that their COMPUTERS can still erroneously detect a locked column signal, and render the car undriveable.

Just so you know, I have read the recall bulletin and instruction to the dealer on this latest recall, and for what it's worth, I have an MM6 (which, by the way, is the true factory ordeing code, MN6 is a legitimate acronym of the trannsy style itself), and had the recall done, not because I thought it would help my manual transmission car, but because the latest PCM flash that's part of the campaign also includes some other beneficial stuff including revisions to a module the addresses the fuel gauge.

So, please don't tell me not to make things complicated, because I'm ADDING to what you've been saying, not invalidating your statements, and I feel that as part of the corvette brotherhood, I owe it to my brethren to share what I know and have learned.

And, the bottom line is this (which I am sure you'll agree with):

Now that we've seen reports of even A4s computers effectively shutting the car down EVEN THOUGH THE CL PLATE HAS BEEN REMOVED VIA THE LATEST RECALL CAMPIGN, there's obviously still a problem, and the only feasible and easy way to not leave yourself exposed to the CL bug is to also install an after-market Column Lock Bypass, or a GM Harness K, regardless of whether you own a manual or automatic transmission C5.

And, I hope the efforts put forth on this thread, including those posted by you, Dan, will help other unsuspecting Corvette owners understand how serious of an issue the Column Lock Bug really is, and at least educates them by letting them know there are inexpensive, easy-to-install options they can take to remedy the situation themselves, lest they be caught with their pants down in a bad part of town, or worse, on a road trip, then the Column Lock Bug raises its ugly head.

Respectfully,
MrLeadFoot

 

While I appreciate you agreeing with my assessment, I still contend that you are over-complicating the issue. I believe this is directly related to you level of understanding about how the "C.L. system" works. So here goes..

O.k., this "C.L. system" as you put it is not really a "system" at all. In the most basic, plain English sentence I can author, there are ONLY two components that make up a stock C.L. assembly;

1. A D.C. powered motor (that drives a small gear, that drives the locking pin in and out. The locking pin (or course) falls into a hole in the steering column plate.)

2. A switch. Yes, NO fancy electronic components giving elaborate feedback to the BCM. It's a switch. A simple, SPST, "I'm either on or off" switch. PERIOD.

Here is how it works (please don't take the following literally; I don't have my notes in front of me as it relates to "when the C.L. is unlocked, the switch is open", etc.);

BCM says "unlock steering column". BCM energizes a relay, that applies a negative 12v to the C.L. motor, pulling the locking pin out of the hole. Once the C.L. motor reaches the end of its travel, bam, pushes switch open. Then you drive.

Now it’s time to park. BCM says "lock steering column". BCM energizes the C.L. motor with a positive 12v. Motor spins the other direction, driving the pin forward. Once the C.L. pin reaches the end of its travel in the forward direction, bam!, pushes the switch closed.

THAT'S IT. NOTHING ELSE GOING ON, PERIOD. BCM ONLY looks for "did the switch open, and "did the switch close". No fancy "spaghetti" code to re-write.

I have the factory manuals. I've looked at the wiring diagrams. I understand the logic applied. I built my own C.L.B. It works perfectly. This couldn't get any simpler.

Now to address your "then why do A4's still get "Pull Key" messages" question.. BEACAUSE REMOVING THE PLATE FROM THE STEERING WHEEL ISN'T FIXING THE DEFECTIVE PART, I.E. THE C.L. MOTOR ASSEMBLY. AS LONG AS THAT PART IS PLUGGED IN TO YOUR CAR, AND YOU RELY ON IT TO OPEN AND CLOSE IT'S SWITCH WHICH TELLS THE BCM IF YOUR STEERING COULMN IS STILL LOCKED OR NOT, YOU ARE STILL GOING TO BE STRANDED. THIS IS NOT A COMPUTER CODE ISSUE IN ANY CAPACITY. SORRY!

Sorry for all of the CAPS.

 

ok, So i guess i'm the latest victim to the CL. However idk wether it's fortunate or not, but my car is stuck infront of my school's machine shop, which i have full access to. I have two questoins....
1.) How can i get the CL to retract
2.) are there any instructiosn online how to pull the lower panel, AND build a CLB? I have lots of scrap a few mills and a CNC availible. Any information would be greatly appreciated, esecially if it's before tomorrow noonish....e-mail me or call me 321-508-9820 Thank you Very much!

 

With all of this said (Rather eloquently by all I might add ) I go back to my statement to MYBLU71. If you've had the recall done and you're getting the 'Pull Key or Service Column Lock' message, try disconnecting the CL side of of the relay wiring harness and see if your problem goes away the way mine did.

 

Exactly. Just like you said AGAIN, the computer controls all actions of the CL and checks its status. Oh, and by the way, it IS a "system", even though there are few parts.

I, HAVE looked at the diagrams, Dan, and this issue IS more complicated than you think. Just because you see a schematic doesn't mean you see the whole picture, i.e. the computer code that controls this module/system. For example, if the status of the lock motor/actuator is the part that the computer is checking, why didn't GM simply disable or remove the motor, instead of removing the plate in this recall? Level of difficulty to do either of these 3 things is probably the same.

For that matter, why didn't they just issue a flash to the computer to say, "Don't energize the lock", and change the part of the code that checks the status of the lock? One would think that something as simple as changing their branching based on a variable to hardcoding the "open" status would suffice, wouldn't it?

GM can't simply remove the motor because the computer checks its operation/status, for one thing. In order for them to do this, they need to rewrite computer code. PERIOD. And there must be more to this system than we know, which is why they aren't doing it, and I suspect that "more" is in the code.

That's why after-market CLBs work. They don't mess with anything really, but serve to fool the computer. And, as long as a computer controls the CL "System", without addressing the computer, you can't do anything about the CL. PERIOD.

Note that the questions in this post are rhetoric questions, which means they do not need answers or repsonses.

 

Don't worry, this is my final attempt!

I this I "finally" see your point of view; YOU think GM should "disable the C.L. system" via a computer code change, but they do not, since it's "too complicated". The problem with you whole line of thinking is YOU THINK THAT THE GM RECALL(S) DISABLE THE C.L. THEY DO NOT, AND NEVER WILL (on 6 speed cars). That's why folks who go through the whole recall nonsense have their car lock up 2 days later. Because GM isn't disabling the C.L., and they never will. You seem to want to go on about how complicated this is, and about how I can't know what's going on "code wise" in the BCM. You are right. I write code for a portion of my living. You can't "see" code from a wiring schematic. But guess what? WHO CARES! It's not relevant to this topic at all! GM isn't going to disable the stock C.L. via hardware OR software on MM6 cars! Please try to get this point. Once you do, you will instantly realize that the ONLY way out of this mess is to install a CLB. A CLB is a magnetic latching relay. All it does is flop back and forth, opening and closing a set of contacts, just like the stock C.L. part. This is why it works. There is no "fooling" the computer. Hell, if you were so inclined you could pull a light switch off your wall, connect it up to the 2 pins for the sensing switch contact on the C.L. wiring harness, and flip the damn switch off an on at the right time when you start and shut off the car, and it would work! So if your definition of a "system" is a light switch, then yes, it's a "system".

I'm starting to see how folks like "Evil Twin" get the attitudes that they do on this forum!