Steve,Read this!!
 You may not have a problem at all,you may just have to set up Driver 1 and Driver 2 in the memory!! The AC can be set up for 2 drivers and maybe this is the problem!!



2008 Chevrolet Corvette
Air Temperature Description and Operation

The air temperature controls are divided into three primary areas:

• Automatic operation
• The heating and air conditioning system
• The A/C cycle

HVAC Control Components

The HVAC control module is a class 2 device that interfaces between the operator and the HVAC system to maintain air temperature and distribution settings. The battery positive voltage circuit provides power that the control module uses for keep alive memory (KAM). If the battery positive voltage circuit loses power, all HVAC DTCs and settings will be erased from KAM. The body control module (BCM), which is the vehicle power mode master, provides a device on signal. The control module supports the following features:

The HVAC control module will receive information that defines the current driver of the vehicle from the driver door module (DDM) through class 2 communication. The HVAC system will memorize the following system configurations for up to three unique drivers:

• Driver set temperature
• Passenger set temperature
• Mode
• Blower motor speed (auto, speed 1, 2, 3, 4, 5, 6)
• A/C compressor request, auto ON or A/C OFF

This information shall be stored inside the HVAC control module memory. When a different driver identification button is selected the HVAC control module will recall the appropriate driver settings. When the HVAC control module is first turned on, the last stored settings for the current driver will be activated except for the rear defrost and heated seat settings.

The air temperature actuator is a 2-wire bi-directional electric motor. Two control circuits enable the actuator to operate. The control circuits use either a 0 or 12 volt value to co-ordinate the actuator movement. When the actuator is at rest, both control circuits have a value of 12 volts. In order to move the actuator, the HVAC control module grounds the appropriate control circuit for the commanded direction. The HVAC control module reverses the polarity of the control circuits to move the actuator in the opposite direction.

The HVAC control module determines the door position by counting motor pulses on one of the control circuits. These pulses are small voltage fluctuations that occur when the brush is shorted across two commutator contacts as the motor rotates. As the actuator shaft rotates, the HVAC control module monitors the voltage drop across an internal resistance to detect the pulses. The HVAC control module converts the pulses to counts with a range of 0-255 counts. The HVAC control module uses a range of 0-255 counts to index the actuator position.

The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors:

• Outside
• Inside
• Upper right
• Upper left
• Lower right
• Lower left

The upper and lower duct sensors are divided into left and right zone operation. The left side upper and lower duct sensors will only effect the operation of the left air temperature actuator and the right side upper and lower duct sensors will only effect the operation of the right air temperature actuator. The duct sensors are used to measure the temperature of the air exiting the ducts. The sensors operate within a temperature range between -6.5°C (20.3°F) to 57.5°C (135.5°F). When temperature increases the sensor signal decreases. The HVAC control module converts the 0-5 volt sensor signal to a range between 0-255 counts. If the HVAC control module detects that one of the duct temperatures must change, the HVAC control module will adjust the appropriate air temperature actuator. The following list shows the duct sensors that are monitored by the HVAC control module in each mode position:

If the HVAC control module detects a malfunctioning sensor, the HVAC system will only malfunction when the sensor is monitored.

The inside temperature sensor operates within a temperature range between -6.5°C (20.3°F) to 57.5°C (135.5°F). If the sensor is shorted to ground, an open, or shorted to voltage, the HVAC system will use a default value.

The outside temperature sensor operates within a temperature range between -30°C (-22°F) to 51°C (123.8°F). The radio displays the OAT value that it receives from the HVAC control module through a class 2 message. If the HVAC control module has determined that the outside temperature sensor has failed, the radio shall display, 75, in place of the outside air temperature. If the sensor is shorted to ground, an open, or shorted voltage, the HVAC control module will use a default value.

The radio displays the outside air temperature value that it receives from the HVAC control module through a class 2 message. The scan tool has the ability to update the displayed ambient air temperature. The outside air temperature value is displayed or updated under the following conditions:

The sunload sensor is a 2-wire photo diode. The vehicle uses left and right sunload sensors. The two sensors are integrated into the sunload sensor assembly along with the ambient light sensor. Low reference and signal circuits enable the sensor to operate. As the sunload increases, the sensor signal decreases. The sensor operates within an intensity range between completely dark and bright. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts.

The sunload sensor provides the HVAC control module a measurement of the amount of light shining on the vehicle. Bright, or high intensity, light causes the vehicles inside temperature to increase. The HVAC system compensates for the increased temperature by diverting additional cool air into the vehicle. If sensor is open or shorted, no sunload condition occurs.

The A/C refrigerant pressure sensor is a 3-wire piezoelectric pressure transducer. A 5-volt reference, low reference, and signal circuits enable the sensor to operate. The A/C pressure signal can be between 0-5 volts. When the A/C refrigerant pressure is low, the signal value is near 0 volts. When the A/C refrigerant pressure is high, the signal value is near 5 volts.

The A/C refrigerant pressure sensor prevents the A/C system from operating when an excessively high or low pressure condition exists. The ECM disables the compressor clutch under the following conditions:

• A/C pressure is more than 2850 kPa (413 psi). The clutch will be enabled after the pressure decreases to less than 2100 kPa (254 psi).
• A/C pressure is less than 204 kPa (30 psi). The clutch will be enabled after the pressure increases to more than 220 kPa (32 psi).

If the ECM detects a failure in the A/C refrigerant pressure sensor or circuit, the class 2 message sent to the HVAC control module will be invalid. The HVAC control module will display A/C OFF on the module as long as the condition is present.

Heating and A/C Operation

The purpose of the heating and A/C system is to provide the following:

• Heated air
• Cooled air
• Remove humidity from the interior of the vehicle
• Reduce windshield fogging

Regardless of the temperature setting, the following can effect the rate that the HVAC system can achieve a desired temperature:

• Recirculation actuator setting
• Difference between inside and desired temperature
• Difference between ambient and desired temperature
• Blower motor speed setting
• Mode setting

The HVAC control module commands or monitors the following actions when an air temperature setting is selected.

WARMEST POSITION - The air temperature actuator door position directs maximum air flow through the heater core.

COLDEST POSITION - The air temperature actuator door position directs maximum air flow around the heater core.

BETWEEN THE WARMEST AND COLDEST POSITION - The following sensors are monitored to direct the appropriate amount of air through the heater core to achieve the desired temperature:

• Sunload
• Outside temperature
• Inside temperature
• Duct temperatures

The A/C system is engaged by selecting any switch on the HVAC control module except the, A/C OFF switch. The A/C switch will illuminate, A/C OFF, when the A/C switch is selected. The HVAC control module sends a class 2 A/C request message to the body control module (BCM) for A/C compressor clutch operation. The BCM must communicate with the ECM in order for the A/C clutch to be engaged. The HVAC system uses a compact variable swash plate compressor. The following conditions must be met in order for the ECM to turn on the compressor clutch from the HVAC control module request:

• BCM will allow A/C operation if the following limits are within normal operating range
  • A/C line pressure
  • A/C refrigerant low temperature
  • Ambient temperature
  • Engine coolant temperature
  • Battery voltage
• HVAC control module
  • OAT temperature more than 1.5°C (35°F)
  • Control module operating range 9 and 16 volts
• ECM
  • Engine coolant temperature (ECT) is less than 128°C (262°F)
  • Engine RPM is more than 0 RPM
  • A/C pressure is between 2850 kPa (413 psi) and 204 kPa (30 psi).

Once engaged, the compressor clutch will be disengaged for the following conditions:

• Throttle position is 100%
• A/C pressure is more than 2850 kPa (413 psi)
• A/C pressure is less than 204 kPa (30 psi)
• Engine coolant temperature (ECT) is more than 128°C (262°F)

If there is a malfunction in the A/C system, the driver information center will read, SERVICE A/C SYSTEM, to alert the driver.

When the compressor clutch disengages, the compressor clutch diode protects the electrical system from a voltage spike.

The HVAC control module has temperature settings for the driver and the passenger. If the passengers setting is turned off then the drivers setting controls both driver and passenger temperature actuators. The passengers setting can not be used without the drivers setting also being ON. The passengers setting can be turned ON or OFF by pressing the temperature switch on the passengers side of the HVAC control module. When the passengers setting is ON, the passenger temperature can be adjusted independently from the drivers setting and the passenger temperature is displayed on the passengers side of the control module. A different sunload or duct temperature on one side of the vehicle may cause different discharge air temperatures even when the passengers setting is not turned ON.

Automatic Operation

In automatic operation, the HVAC control module will maintain the comfort level inside of the vehicle by controlling the A/C compressor clutch, the blower motor, the air temperature actuators, mode actuator and recirculation.

To place the HVAC system in automatic mode, the following is required:

• The blower motor switch must be in the AUTO position.
• The air temperature switch must be in any other position other than 60 or 90 degrees.
• The mode switch must be in the AUTO position.

Once the desired temperature is reached, the blower motor, mode, recirculation and temperature actuators will automatically adjust to maintain the temperature selected, except in the extreme temperature positions. The HVAC control module performs the following functions to maintain the desired air temperature:

• Regulate blower motor speed
• Position the air temperature actuator
• Position the mode actuator
• Position the recirculation actuator

When the warmest position is selected in automatic operation the blower speed, based on coolant temperature, will increase gradually until the vehicle reaches normal operating temperature. When normal operating temperature is reached the blower will stay on high speed and the air temperature actuators will stay in the full heat position. When the coldest position is selected in automatic operation the blower will stay on high and the air temperature actuators will stay in the full cold position.

In cold temperatures, the automatic HVAC system will provide heat in the most efficient manner. The vehicle operator can select an extreme temperature setting but the system will not warm the vehicle any faster. In warm temperatures, the automatic HVAC system will also provide air conditioning in the most efficient manner. Selecting an extreme cool temperature will not cool the vehicle any faster.

Engine Coolant

Engine coolant is the key element of the heating system. The engine thermostat controls the normal engine operating coolant temperature. Coolant pumped out of the engine enters the heater core through the inlet heater hose. The air flowing through the HVAC module absorbs the heat of the coolant flowing through the heater core. The coolant then exits the heater core through the heater outlet hose and returns back to the engine block.

A/C Cycle

Refrigerant is the key element in an air conditioning system. R-134a is presently the only EPA approved refrigerant for automotive use. R-134a is a very low temperature gas that can transfer the undesirable heat from the passenger compartment to the outside air.

A Delphi model CVC-7 compressor is used on this model year vehicle. The A/C compressor is belt driven and operates when the magnetic clutch is engaged. The compressor builds pressure in the A/C system. Compressing the refrigerant also adds heat to the refrigerant. The refrigerant is discharged from the compressor through the discharge hose, and forced to flow to the condenser and then through the balance of the A/C system. The A/C system is mechanically protected with the use of a high pressure relief valve. If the high pressure A/C switch were to fail or if the refrigerant system becomes restricted and refrigerant pressure continued to rise, the high pressure relief will pop open and release refrigerant from the system.

Compressed refrigerant enters the condenser in a high temperature, high pressure vapor state. As the refrigerant flows through the condenser, the heat of the refrigerant is transferred to the ambient air passing through the condenser. Cooling the refrigerant causes the refrigerant to condense and change from a vapor to a liquid state.

The condenser is located in front of the radiator for maximum heat transfer. The condenser is made of aluminum tubing and aluminum cooling fins, which allows rapid heat transfer for the refrigerant. The semi-cooled liquid refrigerant exits the condenser and flows through the liquid line, to the TXV.

The TXV is located at the evaporator inlet. The TXV is the dividing point for the high and the low pressure sides of the A/C system. As the refrigerant passes through the TXV, the refrigerant is lowered. Due to the pressure differential on the liquid refrigerant, the refrigerant will begin to boil at the TXV. The TXV also meters the amount of liquid refrigerant that can flow into the evaporator.

Refrigerant exiting the TXV flows into the evaporator core in a low pressure, liquid state. Ambient air is drawn through the HVAC module and passes through the evaporator core. Warm and moist air will cause the liquid refrigerant to boil inside the evaporator core. The boiling refrigerant absorbs heat from the ambient air and draws moisture onto the evaporator. The refrigerant exits the evaporator through the suction line and back to the compressor, in a vapor state. This completes the A/C cycle of heat removal. At the compressor, the refrigerant is compressed again and the cycle of heat removal is repeated.

The conditioned air is distributed through the HVAC module for passenger comfort. The moisture removed from the passenger compartment will also change form, or condense, and is discharged from the HVAC module as water.

Air Temperature Description and Operation

The air temperature controls are divided into three primary areas:

• Automatic operation
• The heating and air conditioning system
• The A/C cycle

HVAC Control Components

The HVAC control module is a class 2 device that interfaces between the operator and the HVAC system to maintain air temperature and distribution settings. The battery positive voltage circuit provides power that the control module uses for keep alive memory (KAM). If the battery positive voltage circuit loses power, all HVAC DTCs and settings will be erased from KAM. The body control module (BCM), which is the vehicle power mode master, provides a device on signal. The control module supports the following features:

The HVAC control module will receive information that defines the current driver of the vehicle from the driver door module (DDM) through class 2 communication. The HVAC system will memorize the following system configurations for up to three unique drivers:

• Driver set temperature
• Passenger set temperature
• Mode
• Blower motor speed (auto, speed 1, 2, 3, 4, 5, 6)
• A/C compressor request, auto ON or A/C OFF

This information shall be stored inside the HVAC control module memory. When a different driver identification button is selected the HVAC control module will recall the appropriate driver settings. When the HVAC control module is first turned on, the last stored settings for the current driver will be activated except for the rear defrost and heated seat settings.

The air temperature actuator is a 2-wire bi-directional electric motor. Two control circuits enable the actuator to operate. The control circuits use either a 0 or 12 volt value to co-ordinate the actuator movement. When the actuator is at rest, both control circuits have a value of 12 volts. In order to move the actuator, the HVAC control module grounds the appropriate control circuit for the commanded direction. The HVAC control module reverses the polarity of the control circuits to move the actuator in the opposite direction.

The HVAC control module determines the door position by counting motor pulses on one of the control circuits. These pulses are small voltage fluctuations that occur when the brush is shorted across two commutator contacts as the motor rotates. As the actuator shaft rotates, the HVAC control module monitors the voltage drop across an internal resistance to detect the pulses. The HVAC control module converts the pulses to counts with a range of 0-255 counts. The HVAC control module uses a range of 0-255 counts to index the actuator position.

The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors:

• Outside
• Inside
• Upper right
• Upper left
• Lower right
• Lower left

The upper and lower duct sensors are divided into left and right zone operation. The left side upper and lower duct sensors will only effect the operation of the left air temperature actuator and the right side upper and lower duct sensors will only effect the operation of the right air temperature actuator. The duct sensors are used to measure the temperature of the air exiting the ducts. The sensors operate within a temperature range between -6.5°C (20.3°F) to 57.5°C (135.5°F). When temperature increases the sensor signal decreases. The HVAC control module converts the 0-5 volt sensor signal to a range between 0-255 counts. If the HVAC control module detects that one of the duct temperatures must change, the HVAC control module will adjust the appropriate air temperature actuator. The following list shows the duct sensors that are monitored by the HVAC control module in each mode position:

If the HVAC control module detects a malfunctioning sensor, the HVAC system will only malfunction when the sensor is monitored.

The inside temperature sensor operates within a temperature range between -6.5°C (20.3°F) to 57.5°C (135.5°F). If the sensor is shorted to ground, an open, or shorted to voltage, the HVAC system will use a default value.

The outside temperature sensor operates within a temperature range between -30°C (-22°F) to 51°C (123.8°F). The radio displays the OAT value that it receives from the HVAC control module through a class 2 message. If the HVAC control module has determined that the outside temperature sensor has failed, the radio shall display, 75, in place of the outside air temperature. If the sensor is shorted to ground, an open, or shorted voltage, the HVAC control module will use a default value.

The radio displays the outside air temperature value that it receives from the HVAC control module through a class 2 message. The scan tool has the ability to update the displayed ambient air temperature. The outside air temperature value is displayed or updated under the following conditions:

The sunload sensor is a 2-wire photo diode. The vehicle uses left and right sunload sensors. The two sensors are integrated into the sunload sensor assembly along with the ambient light sensor. Low reference and signal circuits enable the sensor to operate. As the sunload increases, the sensor signal decreases. The sensor operates within an intensity range between completely dark and bright. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts.

The sunload sensor provides the HVAC control module a measurement of the amount of light shining on the vehicle. Bright, or high intensity, light causes the vehicles inside temperature to increase. The HVAC system compensates for the increased temperature by diverting additional cool air into the vehicle. If sensor is open or shorted, no sunload condition occurs.

The A/C refrigerant pressure sensor is a 3-wire piezoelectric pressure transducer. A 5-volt reference, low reference, and signal circuits enable the sensor to operate. The A/C pressure signal can be between 0-5 volts. When the A/C refrigerant pressure is low, the signal value is near 0 volts. When the A/C refrigerant pressure is high, the signal value is near 5 volts.

The A/C refrigerant pressure sensor prevents the A/C system from operating when an excessively high or low pressure condition exists. The ECM disables the compressor clutch under the following conditions:

• A/C pressure is more than 2850 kPa (413 psi). The clutch will be enabled after the pressure decreases to less than 2100 kPa (254 psi).
• A/C pressure is less than 204 kPa (30 psi). The clutch will be enabled after the pressure increases to more than 220 kPa (32 psi).

If the ECM detects a failure in the A/C refrigerant pressure sensor or circuit, the class 2 message sent to the HVAC control module will be invalid. The HVAC control module will display A/C OFF on the module as long as the condition is present.

Heating and A/C Operation

The purpose of the heating and A/C system is to provide the following:

• Heated air
• Cooled air
• Remove humidity from the interior of the vehicle
• Reduce windshield fogging

Regardless of the temperature setting, the following can effect the rate that the HVAC system can achieve a desired temperature:

• Recirculation actuator setting
• Difference between inside and desired temperature
• Difference between ambient and desired temperature
• Blower motor speed setting
• Mode setting

The HVAC control module commands or monitors the following actions when an air temperature setting is selected.

WARMEST POSITION - The air temperature actuator door position directs maximum air flow through the heater core.

COLDEST POSITION - The air temperature actuator door position directs maximum air flow around the heater core.

BETWEEN THE WARMEST AND COLDEST POSITION - The following sensors are monitored to direct the appropriate amount of air through the heater core to achieve the desired temperature:

• Sunload
• Outside temperature
• Inside temperature
• Duct temperatures

The A/C system is engaged by selecting any switch on the HVAC control module except the, A/C OFF switch. The A/C switch will illuminate, A/C OFF, when the A/C switch is selected. The HVAC control module sends a class 2 A/C request message to the body control module (BCM) for A/C compressor clutch operation. The BCM must communicate with the ECM in order for the A/C clutch to be engaged. The HVAC system uses a compact variable swash plate compressor. The following conditions must be met in order for the ECM to turn on the compressor clutch from the HVAC control module request:

• BCM will allow A/C operation if the following limits are within normal operating range
  • A/C line pressure
  • A/C refrigerant low temperature
  • Ambient temperature
  • Engine coolant temperature
  • Battery voltage
• HVAC control module
  • OAT temperature more than 1.5°C (35°F)
  • Control module operating range 9 and 16 volts
• ECM
  • Engine coolant temperature (ECT) is less than 128°C (262°F)
  • Engine RPM is more than 0 RPM
  • A/C pressure is between 2850 kPa (413 psi) and 204 kPa (30 psi).

Once engaged, the compressor clutch will be disengaged for the following conditions:

• Throttle position is 100%
• A/C pressure is more than 2850 kPa (413 psi)
• A/C pressure is less than 204 kPa (30 psi)
• Engine coolant temperature (ECT) is more than 128°C (262°F)

If there is a malfunction in the A/C system, the driver information center will read, SERVICE A/C SYSTEM, to alert the driver.

When the compressor clutch disengages, the compressor clutch diode protects the electrical system from a voltage spike.

The HVAC control module has temperature settings for the driver and the passenger. If the passengers setting is turned off then the drivers setting controls both driver and passenger temperature actuators. The passengers setting can not be used without the drivers setting also being ON. The passengers setting can be turned ON or OFF by pressing the temperature switch on the passengers side of the HVAC control module. When the passengers setting is ON, the passenger temperature can be adjusted independently from the drivers setting and the passenger temperature is displayed on the passengers side of the control module. A different sunload or duct temperature on one side of the vehicle may cause different discharge air temperatures even when the passengers setting is not turned ON.

Automatic Operation

In automatic operation, the HVAC control module will maintain the comfort level inside of the vehicle by controlling the A/C compressor clutch, the blower motor, the air temperature actuators, mode actuator and recirculation.

To place the HVAC system in automatic mode, the following is required:

• The blower motor switch must be in the AUTO position.
• The air temperature switch must be in any other position other than 60 or 90 degrees.
• The mode switch must be in the AUTO position.

Once the desired temperature is reached, the blower motor, mode, recirculation and temperature actuators will automatically adjust to maintain the temperature selected, except in the extreme temperature positions. The HVAC control module performs the following functions to maintain the desired air temperature:

• Regulate blower motor speed
• Position the air temperature actuator
• Position the mode actuator
• Position the recirculation actuator

When the warmest position is selected in automatic operation the blower speed, based on coolant temperature, will increase gradually until the vehicle reaches normal operating temperature. When normal operating temperature is reached the blower will stay on high speed and the air temperature actuators will stay in the full heat position. When the coldest position is selected in automatic operation the blower will stay on high and the air temperature actuators will stay in the full cold position.

In cold temperatures, the automatic HVAC system will provide heat in the most efficient manner. The vehicle operator can select an extreme temperature setting but the system will not warm the vehicle any faster. In warm temperatures, the automatic HVAC system will also provide air conditioning in the most efficient manner. Selecting an extreme cool temperature will not cool the vehicle any faster.

Engine Coolant

Engine coolant is the key element of the heating system. The engine thermostat controls the normal engine operating coolant temperature. Coolant pumped out of the engine enters the heater core through the inlet heater hose. The air flowing through the HVAC module absorbs the heat of the coolant flowing through the heater core. The coolant then exits the heater core through the heater outlet hose and returns back to the engine block.

A/C Cycle

Refrigerant is the key element in an air conditioning system. R-134a is presently the only EPA approved refrigerant for automotive use. R-134a is a very low temperature gas that can transfer the undesirable heat from the passenger compartment to the outside air.

A Delphi model CVC-7 compressor is used on this model year vehicle. The A/C compressor is belt driven and operates when the magnetic clutch is engaged. The compressor builds pressure in the A/C system. Compressing the refrigerant also adds heat to the refrigerant. The refrigerant is discharged from the compressor through the discharge hose, and forced to flow to the condenser and then through the balance of the A/C system. The A/C system is mechanically protected with the use of a high pressure relief valve. If the high pressure A/C switch were to fail or if the refrigerant system becomes restricted and refrigerant pressure continued to rise, the high pressure relief will pop open and release refrigerant from the system.

Compressed refrigerant enters the condenser in a high temperature, high pressure vapor state. As the refrigerant flows through the condenser, the heat of the refrigerant is transferred to the ambient air passing through the condenser. Cooling the refrigerant causes the refrigerant to condense and change from a vapor to a liquid state.

The condenser is located in front of the radiator for maximum heat transfer. The condenser is made of aluminum tubing and aluminum cooling fins, which allows rapid heat transfer for the refrigerant. The semi-cooled liquid refrigerant exits the condenser and flows through the liquid line, to the TXV.

The TXV is located at the evaporator inlet. The TXV is the dividing point for the high and the low pressure sides of the A/C system. As the refrigerant passes through the TXV, the refrigerant is lowered. Due to the pressure differential on the liquid refrigerant, the refrigerant will begin to boil at the TXV. The TXV also meters the amount of liquid refrigerant that can flow into the evaporator.

Refrigerant exiting the TXV flows into the evaporator core in a low pressure, liquid state. Ambient air is drawn through the HVAC module and passes through the evaporator core. Warm and moist air will cause the liquid refrigerant to boil inside the evaporator core. The boiling refrigerant absorbs heat from the ambient air and draws moisture onto the evaporator. The refrigerant exits the evaporator through the suction line and back to the compressor, in a vapor state. This completes the A/C cycle of heat removal. At the compressor, the refrigerant is compressed again and the cycle of heat removal is repeated.

The conditioned air is distributed through the HVAC module for passenger comfort. The moisture removed from the passenger compartment will also change form, or condense, and is discharged from the HVAC module as water.

GMJunkie wrote:

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Your message needs to be approved by an administrator before it will appear on the forum.

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WTF is a Administrator,This place isn't very user friendly I've tried to post in this thread 3 times and All I get is this!

redwing76 wrote:

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GMJunkie wrote:

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Your message needs to be approved by an administrator before it will appear on the forum.

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 Is that whats happening? It aint right.........they let horse post on here, but not you?

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