Good afternoon.
Did the car run prior to the repair?
Was the 335 present before the repair?
Roy
CIRCUIT DESCRIPTION
The Crankshaft Position Sensor (CKP) is mounted in the right rear of the engine block above the starter. The CKP sensor works in conjunction with a 24X reluctor wheel mounted on the rear of the crankshaft. The CKP sensor has a Power-train Control Module (PCM) 12 V power supply, a ground, and a signal circuit.
As the crankshaft rotates, the reluctor wheel teeth interrupt a magnetic field produced by a magnet within the sensor. The sensors internal circuitry detects this and produces a signal which the PCM reads. The PCM uses this signal to accurately measure crankshaft velocity which is a variable used in order to detect misfire. The PCM also uses the signal to control spark and fueling.
CONDITIONS FOR RUNNING THE DTC
No active Mass Air Flow (MAF) DTCs
No active Camshaft Position (CMP) sensor DTCs
The CMP sensor is transitioning.
The MAF is more than 3 g/s.
The ignition switch in the crank mode
CONDITIONS FOR SETTING THE DTC
The PCM determines no signal from the CKP sensor for less than 3 seconds.
ACTION TAKEN WHEN THE DTC SETS
The PCM illuminates the Malfunction Indicator Lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
The PCM turns OFF the Malfunction Indicator Lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed, or current DTC, clears when the diagnostic runs and does not fail.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Use a scan tool in order to clear the MIL and the DTC.
DIAGNOSTIC AIDS
IMPORTANT: Remove any debris from the PCM connector surfaces before servicing the PCM. Inspect the PCM connector gaskets when diagnosing or replacing the PCM. Ensure that the gaskets are installed correctly. The gaskets prevent water intrusion into the PCM.
The following problems may cause this DTC to set:
Poor connections and terminal tension at the sensor
Crankshaft reluctor wheel damage or improper installation
The sensor corning in contact with the reluctor wheel
The engine running out of fuel
Using Freeze Frame and Failure Records data may aid in locating an intermittent condition. If you cannot duplicate the DTC, the information included in the Freeze Frame and Failure Records data can aid in determining how many miles since the DTC set. The Fail Counter and Pass Counter can also aid determining how many ignition cycles the diagnostic reported a pass or a fail. Operate the vehicle within the same Freeze Frame conditions such as RPM, load, vehicle speed, temperature, etc. That you observed. This will isolate when the DTC failed. For an intermittent condition, refer to Symptoms. See: Computers and Control Systems > Symptom Related Diagnostic Procedures
Excess crankshaft end play will cause the CKP sensor reluctor wheel to move out of alignment with the CKP sensor. This could result in any one of the following:
A no start
A start and stall
Erratic performance
For an intermittent, refer to Symptoms. See: Computers and Control Systems > Symptom Related Diagnostic Procedures
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
3. This step determines if the fault is present.
6. This step simulates a CKP sensor signal to the PCM. If the PCM receives the signal, the fuel pump will operate for about two seconds. If the fuel pump operates, the condition is either terminal contact at the CKP sensor or the CKP sensor reluctor wheel.
7. This test determines if the CKP sensor signal circuit or if the PCM is faulty.
11. The CKP System Variation Learn Procedure must be performed anytime the relationship between the CKP sensor and the CKP reluctor wheel is changed.
12. To inspect the reluctor wheel, remove the starter and rotate the crankshaft while viewing the reluctor wheel through the CKP sensor hole. If you cannot determine if the reluctor wheel is damaged, the oil pan may have to be removed.
14. The CKP System Variation Learn Procedure must be performed anytime the relationship between the CKP sensor and the CKP reluctor wheel is changed.
15. Before replacing the PCM, inspect the PCM harness connections.
16. The repair is not complete if the scan tool indicates that the diagnostic ran and failed.
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Sunday, November 18th, 2018 AT 3:05 PM
