Yeah, and probably $20 at Kenny U-Pull. But then, you know it's good.
We have a Kenny U-Pull in Hamilton that had a 2007 in yard back in September. I just couldn't bring myself around to remove it. I snoozed on that one.
I've paid for 2 separate repairs at a local garage, the last time making it impossible to emission test when I got it back (CEL on). That last time it went in behind a CAA tow truck. I missed 1 day of work and rented a Chev Traverse to make it in to work the second day. It was an expensive two days, and I beat on the Traverse which made me feel lucky to have a Trailblazer. That 3.6 revs real hard.....it's all granny and pants on fire.
That last repair by the way was for a no start. The symptoms after key in were messed up shift indicator lights (all lit) and no crank. I automatically thought about the usual ignition switch mentioned constantly in the forums. I did try to jumper the starter relay just to hear it crank.....but after that, who knows. During the repair, I was told it was the PCM and a new one was being programmed at the closest Chev dealer (another tow from the small shop to that location). The dealer called them back to say it wasn't a PCM at all and another return tow. Further diagnosis revealed a power feed in the harness was close to being broken, but had a strand or two left. What was described to me was something like this, you can check it for continuity, and that's usually fine.....but when the PCM pulls more AMP's than the wire can support it can't supply enough voltage to the load. This garage used an old trick by wiring a 6054 Halogen and checking the voltage drop compared to a healthy strand of wire. They repaired the broken section and I got the truck back, happy to see it start again.
New problems after that, a CEL for the purge nent valve (I fixed that myself using a diagram from Trailvoy showing the PCM pin assignments....something like pin 25 on the center connector). The other new CEL is for a 1-2 shift solenoid from the generic P code I pulled. It's instantly on with the key....so it's failing a diagnosis check at start and is likely another broken PCM ground to the solenoid. Could be a solenoid after that as well. I'd need to have a Tech 2 in hand to cycle the solenoid to verify it. Add to it, I don't have a pin assignment for the 1-2 solenoid on that plug. I'd have to run a continuity check on every wire till I could isolate the wire. All that is just a metric ton of no fun it this weather. I went new and will roll the dice from there. It may need to go in again, at least this time it shouldn't be a wiring issue having spent the money the correct way. Fricken shame the government couldn't take my parts bill towards the conditional pass....but it has to be done at an accredited repair facility to count. Spend spend spend.....keeps happening and I'm getting a 4Runner. Not crazy about them., but I can't do CUV. Jeep has the 4 door Wrangler still which offers the drive train layout I like while being a Chrysler product which I hate. Besides that, I'm slowly restoring a 87' YJ Wrangler and putting a 2008 Vortec 4200 into that. Don't need two Jeeps.
It's getting late and I'm getting tired so nuff said. Later...