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1992GrandPrixSE

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Everything posted by 1992GrandPrixSE

  1. The panel from the 1990 model looks different because it mates with the Delco-Loc cassette players with the graphic equalizer of the same year. The "MUTE" button will unlock the radio if necessary. The 1992-93 panels are different in appearance simply due to revision of the part, and their "MUTE" button will not unlock the Delco-Loc cassette player. All of the CD players of the era were Delco-Loc II (user-entered code).
  2. Does the VFD (clock) dim properly on that model when you dim the interior lights? I'm just curious because I know GM used pulse width modulation to dim the VFDs in the W-bodies. If you put a radio in with a rheostat dimming circuit for the clock display, it will blink at varying rates depending on the intensity of the interior dimming. That radio looks like it came from a Firebird or maybe a Bonneville, that's why I ask.
  3. I do believe the 97 LeSabre radio will be double DIN and have a 32-pin connector in the back, but any similar head unit should work just fine. Buick had some nice cassette/CD combo units then.
  4. I believe Matt is correct. The E&C protocol is different between 1993 and 1994. The 93 model years used the optical slip ring in the steering column and used data pulses to control the radio. The 94 models used differing voltage levels and no slip ring because of the airbag. The 94 radio volume is the only thing that will work because the CDM tuner box on the top of the radio will still respond to some old E&C protocol commands.
  5. I have a factory Oldsmobile Cutlass Supreme CD player with mounting bracket. It is a rebuildable core.
  6. The later style head units will not respond to the steering wheel controls in a 1992 Grand Prix at all. Newer (94+) radios are 2001 Series "family radios" that respond to different voltage levels. 2000 Series radios (93 and older) respond to E&C data pulses on the data bus.
  7. The entire dash pad has to be removed. There are 2 bolts underneath the instrument cluster hood and there is one inside the glove box that's recessed up inside a hole. The bolts are all 7mm. Once you remove the bolts, lift up firmly on the dash pad and pull it toward you. NOTE: If your car has a heads up display, there are additional steps to this.
  8. There is a Bluetooth wireless cassette adapter that pairs with your phone. It works great. I use it in my Beretta.
  9. I'd take the door panels off and check the wiring at the speakers.
  10. Under normal operation in the 6-speaker Grand Prixs, that amplifier only powers the door speakers. I'm not quite sure what sort of bandpass it produces, if any. The speakers sound like midranges to me. I bypassed mine for my Firebird Monsoon amplifier retrofit.
  11. By "subamp," do you mean the small amplifier under the radio?
  12. It looks like it was amateur hour!
  13. Correct...that is only in the STE sedan models.
  14. The heroin addicts around here steal $80 Wal-Mart radios. It's sad.
  15. One more thing...aftermarket radios instantly make your car a target for theft and vandalism.
  16. I vote for keeping it stock. The backlighting issues in the 2001 Series Pontiac radios are (1) common and (2) easy to fix.
  17. My factory CD player powers a Monsoon amplifier from a 1997 Firebird with no issues, and I used a good bit of the factory wiring where I could. In no instance did I use wires heavier than 18 gauge and the system holds together and thumps like a mutha. The biggest limitations you will encounter in these cars are the factory speakers.
  18. Don't worry - by 1992 all Delco radios were 2000 Series.
  19. The 92 Grand Prix requires removal of the back seat cushion and back rest, C-pillar trims, sail panels, and package shelf. Why they put speaker covers that allow access to three of the four bolts that hold the speaker to the adapter is something I will NEVER understand.
  20. The CDM/ETR units are largely the same on all of the 2000 Series Delco radios. They are all 4-ohm stable. You'll be fine with a 4 ohm aftermarket speaker ans it will sound much better than the original dual cone unit.
  21. The Montana head unit will require transplanting the Class 2 data bus from the donor vehicle to function properly. There will be some sort of PMM (Power Mode Master) that you will have to remove from the Montana and supply a power and ground to, and recreate the data bus in your car. The Montana radio is also double-DIN. At one time I had a similar radio in my Trans Am. It can be done. With regard to the HUD from the 1999 Grand Prix, it won't interface with the radio. The '99 HUD reads the radio information off of the E&C (Entertainment & Comfort) data bus that uses a different data protocol than the newer, faster Class 2 data bus.
  22. The brown wire with the white tracer is the pulse width modulated (PWM) night time illumination condition circuit for the stock radio's vacuum fluorescent display (VFD). When the headlights/parking lights circuit is on, the display automatically dims. The dimming intensity of this circuit is controlled by pulse width modulation (common to early W-bodies), as opposed to a traditional rheostat.
  23. I wired a Monsoon amplifier from a 1997 Firebird into my 92 Grand Prix. It accepts speaker level inputs, is relatively small, and doesn't operate on a remote turn-on like most amps do. It was a shitload of work but dude, it hits like a mutha and it sounds like it belongs in there.
  24. I found out what happened. The heater inlet hose felt warm because of the heat transfer from the bracket that holds it to the intake. The pot metal quick connect nipple that threads into the lower intake manifold corroded shut. The slightest bit of torque with a wrench broke the nipple off. We tried to tap the exposed remnants out with a screwdriver and hammer, but we couldn't get all of it out of the threads in the lower intake. An "easy out" proved futile as well. Once we got the upper and lower intake manifolds off the motor, a little heat from an acetylene torch flaked the remnants up very quickly and they scraped right out of the threads with a hardened "dental pick." The lower intake was leaking anyway, so was that damned oil pump drive shaft seal, then I found a partially broken plug wire, compression leaks at some of the spark plugs...yadda yadda yadda, so it wasn't a waste of time. But it was a HUGE pain in the fucking ass!
  25. I have a 1992 Cutlass Supreme with the 3.1L LH0 engine. I just replaced a thermostat because the engine coolant temperatures were topping out around 145*F. The coolant temperatures are now normal after the replacement. One problem that remains is the fact that I am not getting any hot air inside the cabin. The heater inlet hose is getting hot, but the outlet hose is not. I also backflushed the heater core and observed a good, steady flow. There are no flow restrictions in the cooling system. Still, no heat. Yes, I have the temperature setting on full hot and I can hear the sound of the air flowing through the ducts change slightly with the adjustment of the temperature setting from hot to cold and vice versa. Any ideas as to what the fuck is going on? Thanks.
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