LMM: Well it finallly blew, and Now it Runs!
- Thread starter slowlmm
- Start date
I understand what you mean, but I just thought it was an error with the scan tool since the engine was getting fuel as we could smell the diesel and see the grey smoke coming out of the glow plug holes
You can also you the. V2 to copy over the flow rates from the gpcm to the ecm
Cool learn something new everyday
DTC P0090
Diagnostic Instructions
• Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
• Review Strategy Based Diagnosis for an overview of the diagnostic approach.
• Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DTC Descriptor
DTC P0090: Fuel Pressure Regulator Control Circuit
Diagnostic Fault Information
Circuit
Short to Ground
High Resistance
Open
Short to Voltage
Signal Performance
Solenoid Supply Voltage
P0088, P0090
P0088
P0090
P0087, P0191
--
Solenoid Control
P0088, P0090
P0088
P0090
P0090
--
Circuit/System Description
High pressure fuel is regulated by the fuel rail pressure (FRP) regulator mounted on the fuel injection pump. The FRP regulator is controlled by the engine control module (ECM). The FRP regulator has a solenoid supply voltage circuit and solenoid control circuit. The ECM monitors the current on the circuits to detect a failure.
Conditions for Running the DTC
• The ignition is ON.
• The commanded FRP regulator current is between 40-1,500 mA.
Conditions for Setting the DTC
The FRP regulator circuit current is not between 40-1,600 mA.
Action Taken When the DTC Sets
• DTC P0090 is a Type A DTC.
• The ECM commands the engine to operate in the Reduced Engine Power mode.
• The message center displays Reduced Engine Power.
Conditions for Clearing the DTC
DTC P0090 is a Type A DTC.
Diagnostic Aids
• There are no driveability concerns associated with the FRP regulator unless a DTC is present. The most likely cause of this DTC is a sticking FRP regulator.
• If the fuel system pressure is actually too high, a fuel knock condition will exist.
• If the fuse that supplies voltage to terminal C1-76 of the ECM is open, this DTC will set.
Reference Information
Schematic Reference
Engine Controls Schematics
Connector End View Reference
• Engine Control Module Connector End Views
• Engine Controls Connector End Views
Electrical Information Reference
• Circuit Testing
• Connector Repairs
• Testing for Intermittent Conditions and Poor Connections
• Wiring Repairs
DTC Type Reference
Powertrain Diagnostic Trouble Code (DTC) Type Definitions
Scan Tool Reference
• Scan Tool Data List
• Scan Tool Data Definitions
• Scan Tool Output Controls
Special Tools Required
• CH-48027 Digital Pressure Gage
• J 35616-200 Test Light Probe Kit
Circuit/System Verification
Turn ON the ignition and observe that the Desired FRP Regulator parameter and the FRP Regulator Command are at the same mA values. The FRP Regulator Command should be at 16 percent.
The fuel pressure difference between the Actual Fuel Rail Pressure and the Desired Fuel Rail Pressure should be less than 5 MPa.
Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data.
Circuit/System Testing
Important: Failure to allow the ECM communications to completely terminate with the scan tool may result in misdiagnosis.
If DTC U0105, is also set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
Turn OFF the ignition for until the ECM is powered down.
Disconnect the FRP regulator in-line connector.
Probe the solenoid control circuit terminal 2 with a test lamp connected to ground. The test lamp should not illuminate.
Important: A solenoid control circuit that is shorted to voltage will illuminate the test lamp on both the supply voltage circuit and the solenoid control circuit.
⇒ If the test lamp illuminates , test the solenoid control circuit for a short to voltage. If the circuit tests normal, replace the ECM.
Turn ON the ignition.
Connect the test lamp between the solenoid supply voltage circuit, terminal 1 and a ground. The test lamp should illuminate.
⇒ If the test lamp did not illuminate, test the solenoid supply voltage circuit for an open or short to ground. If the circuit tests normal, replace the ECM.
Connect the test lamp between the solenoid supply voltage circuit, terminal 1 and the solenoid control circuit, terminal 2. The test lamp should illuminate.
⇒ If the test lamp did not illuminate, test the solenoid control circuit for an open. If the circuit tests normal, replace the ECM.
Test the harness between the inline connector and the FRP regulator for an open or short to voltage. If the circuits tests normal, replace the FRP regulator.
Repair Instructions
Important: During code clearing, the ECM must be powered down. Power down is achieved by turning off the ignition key and waiting for loss of communication, indicating power down. The time to power down may vary from vehicle to vehicle. After power down is achieved, turn the ignition key to the ON position and clear the trouble code using the scan tool clear code function and power down ECM. Repeat power down if the trouble code does not clear on first attempt.
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
• Control Module References
• Fuel Pressure Regulator Replacement
Diagnostic Instructions
• Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
• Review Strategy Based Diagnosis for an overview of the diagnostic approach.
• Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DTC Descriptor
DTC P0090: Fuel Pressure Regulator Control Circuit
Diagnostic Fault Information
Circuit
Short to Ground
High Resistance
Open
Short to Voltage
Signal Performance
Solenoid Supply Voltage
P0088, P0090
P0088
P0090
P0087, P0191
--
Solenoid Control
P0088, P0090
P0088
P0090
P0090
--
Circuit/System Description
High pressure fuel is regulated by the fuel rail pressure (FRP) regulator mounted on the fuel injection pump. The FRP regulator is controlled by the engine control module (ECM). The FRP regulator has a solenoid supply voltage circuit and solenoid control circuit. The ECM monitors the current on the circuits to detect a failure.
Conditions for Running the DTC
• The ignition is ON.
• The commanded FRP regulator current is between 40-1,500 mA.
Conditions for Setting the DTC
The FRP regulator circuit current is not between 40-1,600 mA.
Action Taken When the DTC Sets
• DTC P0090 is a Type A DTC.
• The ECM commands the engine to operate in the Reduced Engine Power mode.
• The message center displays Reduced Engine Power.
Conditions for Clearing the DTC
DTC P0090 is a Type A DTC.
Diagnostic Aids
• There are no driveability concerns associated with the FRP regulator unless a DTC is present. The most likely cause of this DTC is a sticking FRP regulator.
• If the fuel system pressure is actually too high, a fuel knock condition will exist.
• If the fuse that supplies voltage to terminal C1-76 of the ECM is open, this DTC will set.
Reference Information
Schematic Reference
Engine Controls Schematics
Connector End View Reference
• Engine Control Module Connector End Views
• Engine Controls Connector End Views
Electrical Information Reference
• Circuit Testing
• Connector Repairs
• Testing for Intermittent Conditions and Poor Connections
• Wiring Repairs
DTC Type Reference
Powertrain Diagnostic Trouble Code (DTC) Type Definitions
Scan Tool Reference
• Scan Tool Data List
• Scan Tool Data Definitions
• Scan Tool Output Controls
Special Tools Required
• CH-48027 Digital Pressure Gage
• J 35616-200 Test Light Probe Kit
Circuit/System Verification
Turn ON the ignition and observe that the Desired FRP Regulator parameter and the FRP Regulator Command are at the same mA values. The FRP Regulator Command should be at 16 percent.
The fuel pressure difference between the Actual Fuel Rail Pressure and the Desired Fuel Rail Pressure should be less than 5 MPa.
Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data.
Circuit/System Testing
Important: Failure to allow the ECM communications to completely terminate with the scan tool may result in misdiagnosis.
If DTC U0105, is also set, refer to Diagnostic Trouble Code (DTC) List - Vehicle .
Turn OFF the ignition for until the ECM is powered down.
Disconnect the FRP regulator in-line connector.
Probe the solenoid control circuit terminal 2 with a test lamp connected to ground. The test lamp should not illuminate.
Important: A solenoid control circuit that is shorted to voltage will illuminate the test lamp on both the supply voltage circuit and the solenoid control circuit.
⇒ If the test lamp illuminates , test the solenoid control circuit for a short to voltage. If the circuit tests normal, replace the ECM.
Turn ON the ignition.
Connect the test lamp between the solenoid supply voltage circuit, terminal 1 and a ground. The test lamp should illuminate.
⇒ If the test lamp did not illuminate, test the solenoid supply voltage circuit for an open or short to ground. If the circuit tests normal, replace the ECM.
Connect the test lamp between the solenoid supply voltage circuit, terminal 1 and the solenoid control circuit, terminal 2. The test lamp should illuminate.
⇒ If the test lamp did not illuminate, test the solenoid control circuit for an open. If the circuit tests normal, replace the ECM.
Test the harness between the inline connector and the FRP regulator for an open or short to voltage. If the circuits tests normal, replace the FRP regulator.
Repair Instructions
Important: During code clearing, the ECM must be powered down. Power down is achieved by turning off the ignition key and waiting for loss of communication, indicating power down. The time to power down may vary from vehicle to vehicle. After power down is achieved, turn the ignition key to the ON position and clear the trouble code using the scan tool clear code function and power down ECM. Repeat power down if the trouble code does not clear on first attempt.
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
• Control Module References
• Fuel Pressure Regulator Replacement
Fuel Injector Flow Rate Programming
Circuit/System Description
The control functions for the fuel injection system are integrated in the engine control module (ECM). Each injector's flow rate information and cylinder position are stored in the memory of both the glow plug control module (GPCM) and the ECM. The fuel injector flow rate programming must be done when any of the following procedures are performed:
• The ECM is replaced
• The GPCM is replaced
• Any fuel injectors are replaced
If the ECM does not communicate, the flow rate information can be retrieved from the GPCM. If both control modules fail to communicate, the fuel injector flow rate information, or injection quantity adjustment (IQA) flow rate numbers, will need to be retrieved from each individual injector.
Before Programming A Control Module
Important: DO NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customers concern.
Ensure the following conditions are met before programming a control module:
• Vehicle system voltage
- There is no charging system concern. All charging system concerns must be repaired before programming a control module.
- Battery voltage is between 12-16 volts. The battery must be charged before programming the control module if the battery voltage is low.
- A battery charger is NOT connected to the vehicle battery. Incorrect system voltage or voltage fluctuations from a battery charger may cause programming failure or control module damage.
- Turn OFF or disable any of the following systems that may put a load on the vehicle battery:
• Twilight sentinel
• Interior lights
• Daytime running lights (DRL)--Applying the parking brake, on most vehicles, disables the DRL system. Refer to the Owner's Manual.
• HVAC systems
• Engine cooling fans, etc.
• The ignition switch is in the proper position--The scan tool prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so.
• All of the following tool connections are secure:
- The connection at the data link connector (DLC)
- The voltage supply circuits
• DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur.
Circuit/System Verification
Review the Display ECM & GPCM Inj. Flow Rates parameter with a scan tool. All cylinders should be programmed with a flow rate number. Both the GPCM and the ECM should be programmed with the same flow rate numbers for the corresponding cylinders.
Circuit/System Testing
Important: If the flow rate number is not available in either control module, the numbers will need to be retrieved from each individual injector.
Fuel Injector Identification Numbers
(1) Manufacturing Plant
(2) IQA Number
(3) Manufacturing Date
(4) Injector Number
(5) Serial Number
With a scan tool installed, enter the vehicle information and select the following options:
• Engine Control Module
• Module Setup
• Injector Flow Rate Programming
• Display ECM & GPCM Inj. Flow Rates
Record all flow rate numbers with the corresponding cylinders from the control modules.
Important: When installing a new fuel injector, ensure that the IQA data number from the yellow IQA Data Tag, shipped with the new injector, is programmed to the correct cylinder
⇒ If any injectors are replaced, go to Reprogram Injector Flow Rates parameter and enter the flow rate number of the new injector to the corresponding cylinder. The flow rate numbers will automatically update both control modules.
⇒ If the ECM was replaced, go to Copy GPCM Inj. Flow Rates to ECM parameter and reprogram the ECM. This will update the ECM with the GPCM flow rate numbers.
⇒ If the GPCM was replaced or the flow rate numbers are not the same for both modules, go to Copy ECM Inj. Flow Rates to GPCM parameter and reprogram the GPCM. This will update the GPCM with the ECM flow rate numbers.
⇒ If both control modules were replaced, go to Reprogram Injector Flow Rates parameter and enter the previously recorded flow rate numbers or the numbers retrieved from each individual injector, to the corresponding cylinders.
Repair Instructions
Important: The ECM and the GPCM must be allowed to completely power down after programming is complete.
Install any components or connectors that have been removed or replaced during diagnosis.
Perform any adjustment, programming or setup procedures that are required when a component or module is removed or replaced.
Turn ON the ignition, with the engine OFF, and clear the DTCs.
Disconnect the scan tool and turn OFF the ignition for 2 minutes.
If the repair was related to a DTC, duplicate the Conditions for Running the DTC and use the Freeze Frame/Failure Records, if applicable, in order to verify the DTC does not reset. If the DTC resets or another DTC is present, refer to the Diagnostic Trouble Code (DTC) List - Vehicle and perform the appropriate diagnostic procedure.
OR
If the repair was symptom related, duplicate the conditions under which the customer concern occurred to verify the repair. If the customer concern reoccurs, return to Symptoms - Vehicle and perform the appropriate symptom diagnostic.
Circuit/System Description
The control functions for the fuel injection system are integrated in the engine control module (ECM). Each injector's flow rate information and cylinder position are stored in the memory of both the glow plug control module (GPCM) and the ECM. The fuel injector flow rate programming must be done when any of the following procedures are performed:
• The ECM is replaced
• The GPCM is replaced
• Any fuel injectors are replaced
If the ECM does not communicate, the flow rate information can be retrieved from the GPCM. If both control modules fail to communicate, the fuel injector flow rate information, or injection quantity adjustment (IQA) flow rate numbers, will need to be retrieved from each individual injector.
Before Programming A Control Module
Important: DO NOT program a control module unless you are directed by a service procedure or you are directed by a General Motors Corporation service bulletin. Programming a control module at any other time will not permanently correct a customers concern.
Ensure the following conditions are met before programming a control module:
• Vehicle system voltage
- There is no charging system concern. All charging system concerns must be repaired before programming a control module.
- Battery voltage is between 12-16 volts. The battery must be charged before programming the control module if the battery voltage is low.
- A battery charger is NOT connected to the vehicle battery. Incorrect system voltage or voltage fluctuations from a battery charger may cause programming failure or control module damage.
- Turn OFF or disable any of the following systems that may put a load on the vehicle battery:
• Twilight sentinel
• Interior lights
• Daytime running lights (DRL)--Applying the parking brake, on most vehicles, disables the DRL system. Refer to the Owner's Manual.
• HVAC systems
• Engine cooling fans, etc.
• The ignition switch is in the proper position--The scan tool prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so.
• All of the following tool connections are secure:
- The connection at the data link connector (DLC)
- The voltage supply circuits
• DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur.
Circuit/System Verification
Review the Display ECM & GPCM Inj. Flow Rates parameter with a scan tool. All cylinders should be programmed with a flow rate number. Both the GPCM and the ECM should be programmed with the same flow rate numbers for the corresponding cylinders.
Circuit/System Testing
Important: If the flow rate number is not available in either control module, the numbers will need to be retrieved from each individual injector.
Fuel Injector Identification Numbers
(1) Manufacturing Plant
(2) IQA Number
(3) Manufacturing Date
(4) Injector Number
(5) Serial Number
With a scan tool installed, enter the vehicle information and select the following options:
• Engine Control Module
• Module Setup
• Injector Flow Rate Programming
• Display ECM & GPCM Inj. Flow Rates
Record all flow rate numbers with the corresponding cylinders from the control modules.
Important: When installing a new fuel injector, ensure that the IQA data number from the yellow IQA Data Tag, shipped with the new injector, is programmed to the correct cylinder
⇒ If any injectors are replaced, go to Reprogram Injector Flow Rates parameter and enter the flow rate number of the new injector to the corresponding cylinder. The flow rate numbers will automatically update both control modules.
⇒ If the ECM was replaced, go to Copy GPCM Inj. Flow Rates to ECM parameter and reprogram the ECM. This will update the ECM with the GPCM flow rate numbers.
⇒ If the GPCM was replaced or the flow rate numbers are not the same for both modules, go to Copy ECM Inj. Flow Rates to GPCM parameter and reprogram the GPCM. This will update the GPCM with the ECM flow rate numbers.
⇒ If both control modules were replaced, go to Reprogram Injector Flow Rates parameter and enter the previously recorded flow rate numbers or the numbers retrieved from each individual injector, to the corresponding cylinders.
Repair Instructions
Important: The ECM and the GPCM must be allowed to completely power down after programming is complete.
Install any components or connectors that have been removed or replaced during diagnosis.
Perform any adjustment, programming or setup procedures that are required when a component or module is removed or replaced.
Turn ON the ignition, with the engine OFF, and clear the DTCs.
Disconnect the scan tool and turn OFF the ignition for 2 minutes.
If the repair was related to a DTC, duplicate the Conditions for Running the DTC and use the Freeze Frame/Failure Records, if applicable, in order to verify the DTC does not reset. If the DTC resets or another DTC is present, refer to the Diagnostic Trouble Code (DTC) List - Vehicle and perform the appropriate diagnostic procedure.
OR
If the repair was symptom related, duplicate the conditions under which the customer concern occurred to verify the repair. If the customer concern reoccurs, return to Symptoms - Vehicle and perform the appropriate symptom diagnostic.
DTC P0336
Diagnostic Instructions
• Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
• Review Strategy Based Diagnosis for an overview of the diagnostic approach.
• Diagnostic Procedure Instructions provide an overview of each diagnostic category.
DTC Descriptor
DTC P0336: Crankshaft Position (CKP) Sensor Performance
Diagnostic Fault Information
Circuit
Short to Ground
Open/High Resistance
Short to Voltage
Signal Performance
5-Volt Reference Circuit
P0641, P0651
P0335
P0651, P2135
--
CKP Sensor Signal Circuit
P0335
P0335
P0335
P0336
Low Reference Circuit
--
P0335
P0335
--
Circuit/System Description
The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-volt reference circuit, low reference circuit, and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes between the peaks and valleys of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information is then used to sequence the ignition timing and fuel injection events for the engine. The ECM also uses CKP sensor output information to determine the crankshaft relative position to the camshaft, to detect cylinder misfire, and to control the camshaft position (CMP) actuator if equipped.
Conditions for Running the DTC
• DTC P0641 or P0651 is not set.
• The engine is cranking or running.
• The DTC runs continuously when the above conditions are met.
Conditions for Setting the DTC
Important: The ECM detects engine movement by sensing the airflow through the MAF sensor, when airflow is greater than 3 grams per second, or by sensing CMP sensor pulses.
• The ECM detects that the engine is running, but receives less than 55 or more than 61 CKP sensor pulses, during each engine revolution, for 8 of 10 engine revolutions.
• The ECM detects that the engine is running, but more than 25 crankshaft resyncs have occurred within 25 seconds.
Action Taken When the DTC Sets
• DTC P0336 is a Type B DTC.
• The CMP actuator if equipped is commanded to the parked position.
Conditions for Clearing the DTC
DTC P0336 is a Type B DTC.
Diagnostic Aids
• With a DTC set, the engine may crank for an extended period of time during start-up.
• This test procedure requires that the vehicle battery has passed a load test and is completely charged. Refer to Battery Inspection/Test .
Reference Information
Schematic Reference
Engine Controls Schematics
Connector End View Reference
• Engine Control Module Connector End Views
• Engine Controls Connector End Views
Description and Operation
Electronic Ignition (EI) System Description
Electrical Information Reference
• Circuit Testing
• Connector Repairs
• Testing for Intermittent Conditions and Poor Connections
• Wiring Repairs
DTC Type Reference
Powertrain Diagnostic Trouble Code (DTC) Type Definitions
Scan Tool Reference
• Scan Tool Data List
• Scan Tool Data Definitions
• Scan Tool Output Controls
Circuit/System Verification
Ignition OFF, inspect the engine wiring harness carrying the CKP sensor circuits for the following conditions:
• Close routing of aftermarket electrical equipment
• Close to solenoids, motors, and relays
⇒ Correct any wire harness routing or component placement conditions, if it is determined to be a possible source of electrical interference.
Start the engine. Using the live plot function on the scan tool, select the CMP sensor parameter. Change the minimum spec to 400 RPM, and the maximum spec to 4,000 RPM. Select the CKP sensor parameter. Change the minimum spec to 600 RPM, and the maximum spec to 3,300 RPM.
Observe the scan tool.
Quickly accelerate and release the accelerator pedal several times. Do not accelerate pass 3,200 RPM. The graphed lines on the live plot display should track together across the screen.
Operate the Vehicle within the Conditions for running the DTC. You may also operate the vehicle within the conditions that are captured in the Freeze Frame/Failure Records data list.
Circuit/System Testing
Important: You must perform the Circuit/System Verification before proceeding with Circuit/System Testing.
Ignition OFF, disconnect the harness connector at the CKP sensor.
Test for less than 1 ohm of resistance between the CKP low reference circuit terminal B and ground.
⇒ If greater than the specified value, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the ECM.
Ignition OFF, inspect the CKP sensor for correct installation.
⇒ If the CKP sensor is loose, inspect the sensor and the O-ring for damage, replace as necessary.
⇒ If any parts are worn or damaged, replace as necessary.
Component Testing
Important: You must perform the Circuit/System Testing before proceeding with Component Testing.
Inspect the CKP sensor for correct installation. Remove the CKP sensor from the engine and inspect the sensor O-ring for damage.
⇒ If the sensor is loose, incorrectly installed, or damaged, replace the CKP sensor.
Connect the CKP sensor harness connector to the CKP sensor.
Ignition ON, engine OFF. Observe the CKP Active counter parameter on the scan tool.
Pass a flat steel object across the tip of the sensor repeatedly. The CKP Active counter parameter should increment with each pass of the steel object.
⇒ If the parameter does not increment, replace the CKP sensor.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
• Crankshaft Position Sensor Replacement
• Engine Control Module Programming and Setup for ECM replacement, setup,
Diagnostic Instructions
• Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
• Review Strategy Based Diagnosis for an overview of the diagnostic approach.
• Diagnostic Procedure Instructions provide an overview of each diagnostic category.
DTC Descriptor
DTC P0336: Crankshaft Position (CKP) Sensor Performance
Diagnostic Fault Information
Circuit
Short to Ground
Open/High Resistance
Short to Voltage
Signal Performance
5-Volt Reference Circuit
P0641, P0651
P0335
P0651, P2135
--
CKP Sensor Signal Circuit
P0335
P0335
P0335
P0336
Low Reference Circuit
--
P0335
P0335
--
Circuit/System Description
The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-volt reference circuit, low reference circuit, and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes between the peaks and valleys of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information is then used to sequence the ignition timing and fuel injection events for the engine. The ECM also uses CKP sensor output information to determine the crankshaft relative position to the camshaft, to detect cylinder misfire, and to control the camshaft position (CMP) actuator if equipped.
Conditions for Running the DTC
• DTC P0641 or P0651 is not set.
• The engine is cranking or running.
• The DTC runs continuously when the above conditions are met.
Conditions for Setting the DTC
Important: The ECM detects engine movement by sensing the airflow through the MAF sensor, when airflow is greater than 3 grams per second, or by sensing CMP sensor pulses.
• The ECM detects that the engine is running, but receives less than 55 or more than 61 CKP sensor pulses, during each engine revolution, for 8 of 10 engine revolutions.
• The ECM detects that the engine is running, but more than 25 crankshaft resyncs have occurred within 25 seconds.
Action Taken When the DTC Sets
• DTC P0336 is a Type B DTC.
• The CMP actuator if equipped is commanded to the parked position.
Conditions for Clearing the DTC
DTC P0336 is a Type B DTC.
Diagnostic Aids
• With a DTC set, the engine may crank for an extended period of time during start-up.
• This test procedure requires that the vehicle battery has passed a load test and is completely charged. Refer to Battery Inspection/Test .
Reference Information
Schematic Reference
Engine Controls Schematics
Connector End View Reference
• Engine Control Module Connector End Views
• Engine Controls Connector End Views
Description and Operation
Electronic Ignition (EI) System Description
Electrical Information Reference
• Circuit Testing
• Connector Repairs
• Testing for Intermittent Conditions and Poor Connections
• Wiring Repairs
DTC Type Reference
Powertrain Diagnostic Trouble Code (DTC) Type Definitions
Scan Tool Reference
• Scan Tool Data List
• Scan Tool Data Definitions
• Scan Tool Output Controls
Circuit/System Verification
Ignition OFF, inspect the engine wiring harness carrying the CKP sensor circuits for the following conditions:
• Close routing of aftermarket electrical equipment
• Close to solenoids, motors, and relays
⇒ Correct any wire harness routing or component placement conditions, if it is determined to be a possible source of electrical interference.
Start the engine. Using the live plot function on the scan tool, select the CMP sensor parameter. Change the minimum spec to 400 RPM, and the maximum spec to 4,000 RPM. Select the CKP sensor parameter. Change the minimum spec to 600 RPM, and the maximum spec to 3,300 RPM.
Observe the scan tool.
Quickly accelerate and release the accelerator pedal several times. Do not accelerate pass 3,200 RPM. The graphed lines on the live plot display should track together across the screen.
Operate the Vehicle within the Conditions for running the DTC. You may also operate the vehicle within the conditions that are captured in the Freeze Frame/Failure Records data list.
Circuit/System Testing
Important: You must perform the Circuit/System Verification before proceeding with Circuit/System Testing.
Ignition OFF, disconnect the harness connector at the CKP sensor.
Test for less than 1 ohm of resistance between the CKP low reference circuit terminal B and ground.
⇒ If greater than the specified value, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the ECM.
Ignition OFF, inspect the CKP sensor for correct installation.
⇒ If the CKP sensor is loose, inspect the sensor and the O-ring for damage, replace as necessary.
⇒ If any parts are worn or damaged, replace as necessary.
Component Testing
Important: You must perform the Circuit/System Testing before proceeding with Component Testing.
Inspect the CKP sensor for correct installation. Remove the CKP sensor from the engine and inspect the sensor O-ring for damage.
⇒ If the sensor is loose, incorrectly installed, or damaged, replace the CKP sensor.
Connect the CKP sensor harness connector to the CKP sensor.
Ignition ON, engine OFF. Observe the CKP Active counter parameter on the scan tool.
Pass a flat steel object across the tip of the sensor repeatedly. The CKP Active counter parameter should increment with each pass of the steel object.
⇒ If the parameter does not increment, replace the CKP sensor.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the diagnostic procedure.
• Crankshaft Position Sensor Replacement
• Engine Control Module Programming and Setup for ECM replacement, setup,
ok well after some work with the tec 2 i have a p0336 code and a p0900 code dont no why or wht they could be from im pretty lost at this point dont no wht direction to go i n
Pat says for chits and giggles swap the crank and cam sensors and try to start it.
I could try tht I will have to remove the whole front of the truck again the cam sensor is buried behind the accy brackets
I'm just saying that is exactly what Pat did just before El Mirage last month. Casper would not start for nothing. Robert couldn't even figure out why he wouldn't start
I'm just saying that is exactly what Pat did just before El Mirage last month. Casper would not start for nothing. Robert couldn't even figure out why he wouldn't start
its def worth a shot i will try tht first thig in the am and see if it does tht trick i sure hope so
Thanks for the tipOK well i looked through all my pics and the plugs are in the same position as when the motor came out both cam and crank are plugged in to there corecctt locations. so i guess its got to be ether a bad crank sensor or something messed up with the reluctor wheel mabey ?
what time will it be to the shop in the morning
Bring it in man !!!!
I need my socket for the balancer too if the truck does make it my way. I have a water pump to replace.
I have an injection pump and a water pump to do tomorrow but i can make room for you.
Bring it in man !!!!
I need my socket for the balancer too if the truck does make it my way. I have a water pump to replace.
I have an injection pump and a water pump to do tomorrow but i can make room for you.
what time will it be to the shop in the morning
Bring it in man !!!!
I need my socket for the balancer too if the truck does make it my way. I have a water pump to replace.
I have an injection pump and a water pump to do tomorrow but i can make room for you.
ether way ill get ya the socket