Yep, been there, done that. I busted up my race bike last year. It sucks, but it happens.I can relate.
Glad it's not worse and he's okay.
You missed some mud with the pressure washer. Cup holders you need cup holders for him!Before and after pictures. 24 hours.
The radiator got a diagonal squeeze in the press, and it holds water and pressure. The radiator support got untwisted some too.
He seems happy that it holds pressure. We took it out for a test drive to make sure there wasn't any other surprises like a wheel alignment issue.
I still need new parts, but these would work in a pinch. Need to put the good tires back on. 2020 Midwest meet is on!
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Yeah, it got a long pressure wash. Ian said when he hit the mud at the bottom "There was a wall of mud in the air, then I went thru it".You missed some mud with the pressure washer. Cup holders you need cup holders for him!
I have been having an issue with the dash gauges dropping to zero, and the starter motor not working when the gauges don't work.You are correct, the Cobalt uses differential CANbus and a proprietary single ended CANbus, both of which are forms of serial networks. When speaking about the CANbus in question, there is no circuitry isolating one segment of wire from another in the Cobalt - GM just chose to pass the CANbus "in and out" of each module to add complication with little if any up-side. You can most certainly measure the resistance end to end as it is just a "Wire". There are vehicles that do isolate network segments into broadcast domains using gateway modules. -the Cobalt is not one.
Background:
Differential CANbus is simply a parallel network architecture that uses a bus topology. The normal layout is each module taps into the bus with two wires. GM decided to actually pass the wiring through the various modules. If you use a meter, you will see there is a dead short between the in and out of each CANbus lead on all the modules. This implementation has little advantage and many disadvantages.
You can choose to re-arrange the network layout or even abandon the "in and out" method used by GM all together and the bus will still work. Ideally you still want to maintain a network where you have a terminating resistor at the beginning and end of the network. In the case of the Cobalt, the terminating resistors are in the PSCM and the ECM. The diagnostic connector does not have any active electronics so it does not count, and the only other module the Goblin uses is the BCM and in some cases, the RPD. So these two modules need to ideally stay in the middle of the network.
Bold below indicates a module with a terminating resistor.
DLC<--->PSCM<--->(RPD)<--->BCM<--->ECM
Brian, since I have a similar problem to Ark, I am following your directions for my 2006 LSJ.Do these things in the fuse box without any cranking:
1. Pull the crank relay.
2. There should be one pin that is connected directly to ground and should read < 5 ohms.
3. There should be another pin that probably won't be a dead short, but should maybe be like 200 ohms to ground. This would be the purple wire.
4. There should be one pin that constantly has 12V on it.
5. Once you have those three pins mapped out, check the continuity of the final pin to ECM X2/57.
Take a picture of the fuse box, label what you see, and post it here.