Cannot strat the engine. New battery, BOSCH diagnostics : Engine calculator to check. Default : 0201 Speed sensor no signal / sensor of ref. for circuit?. I need an electrical chart for the computer.
Audi RS2 Porsche 1995(ADU engine)5 cyl.: I cannot start the car. BOSCH diagnostic: ?Engine calculator to check. Default : 0201 Speed sensor no signal / sensor of ref. for circuit?.
Could someone give me a big help ?
I need an electrical chart for the car.
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Re: Cannot strat the engine. New battery, BOSCH...
Hi.. Disassemble and clean the carb, particularly the jets. I suspect the charge light being on is a result of your destroyed battery, which needs to be replaced. Sta-bil over the winter and a smart trickle charger will prevent the problems you are having in the future... thank u
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Where have you been looking ? RPM signal for what ?
The IPC displays the engine speed as determined by the BCM via a class 2 message. The BCM receives a class 2 message from the PCM indicating the engine speed. The tachometer will default to 0 RPM if:
• The PCM detects a malfunction in the engine speed sensor circuit.
• The IPC detects a loss of class 2 communications with the BCM.
• The BCM detects a loss of class 2 communications with the PCM.
The CKP sensor is used for ignition timing, the fuel injector timing, misfire diagnostics and tachometer display. The CKP sensor is connected to the ECM by a signal circuit and a low reference circuit.
Well ronnie do you know how to do automotive electrical testing with a volt meter ? How to read an understand a wiring diagram ? Would think not to be a relay problem because other thing's would not work as well ! More then likely a loose ground or something on that order ! Plus you must mean Ignition . 1 relay , because there isn't a eng.1 relay . Ign. 1 relay powers the PCM - engine computer , fuel injectors , the TAC - electronic throttle control module . Do the instrument cluster lights still work when the gauges quit ? Looking at power distribution diagram I see a engine 1 fuse but has nothing to do with the instrument cluster . Supply's B+ voltage to the maf sensor , EVAP system , CAM sensor , IAT sensor , fuel pump relay ! Could be a communication problem on class 2 data bus . All the modules on the vehicle share information on the class 2 bus . The gauges get thier info from the PCM over this data network !
Engine Coolant Temperature Gauge
The IPC displays the engine coolant temperature as determined by the PCM. The IPC receives a class 2 message from the PCM indicating the engine coolant temperature. The engine coolant temperature gauge defaults to 75°C (160°F) or below when:
• The PCM detects a malfunction in the engine coolant temperature sensor circuit.
• The IPC detects a loss of class 2 communication with the PCM.
The IPC displays the fuel level as determined by the PCM. The IPC receives a class 2 message from the PCM indicating the fuel level percent. The fuel gauge defaults to empty if:
• The PCM detects a malfunction in the fuel level sensor circuit.
• The IPC detects a loss of class 2 communications with the PCM.
When the fuel level is less than a pre-determined value, the low fuel indicator illuminates.
Reviewing the fuel system description will further explain how the system functions. Refer to:
The IPC displays the vehicle speed based on the vehicle speed signal from the PCM. The IPC receives the vehicle speed signal via a discreet wire. The IPC uses the vehicle speed signal circuit (4000 pulses/mile) from the PCM in order to calculate the vehicle speed. The speedometer defaults to 0 km/h (0 mph) if a malfunction in the vehicle speed signal circuit (4000 pulses/mile) exists.
The IPC displays the engine speed based on the engine speed signal from the PCM. The IPC receives the engine speed signal from the PCM via a discreet wire. The IPC uses the engine speed signal circuit (2 pulses/engine revolution) from the PCM in order to calculate the engine speed. The tachometer defaults to 0 rpm if a malfunction in the engine speed signal circuit (2 pulses/engine revolution) exists.
Transmission Temperature Gauge
The IPC displays the transmission temperature as determined by the PCM. The IPC receives a class 2 message from the PCM indicating the transmission temperature. The transmission temperature gauge will default to 40°C (100°F) or below if:
• The PCM detects a malfunction in the transmission temperature sensor circuit.
• The IPC detects a loss of class 2 communications with the PCM.
The IPC displays the system voltage as detected at the ignition 1 input of the IPC. When the engine is ON, the gauge should be between 10 and 16 volts.
The only one that has a hard wired sensor is the oil pressure gauge.
Engine Oil Pressure Gauge
The IPC uses the engine oil sensor signal to determine the engine oil pressure. The oil pressure sensor signal circuit is hard-wired to the IPC. The engine oil pressure sensor signal to the IPC is a variable resistance ranging from 0-90 ohms. A sensor resistance of 1 ohms will display as 0 psi (0 kPa) and a resistance of 88 ohms will display as 80 psi (550 kPa). The Check Engine Oil Pressure indicator will be displayed in the message center if the IPC detects a low engine oil pressure.
Does this one drop out also ? quit working
I would suggest that you take an have the IPC checked for DTC'S - diagnostic trouble codes , NOT OBD 2 engine codes , these are different an need a professional type scan tool .
You could check G103 for being loose . G103
On the left rear of the engine block . Also pull the instrument cluster out an check connection at the back of IPC . Check power an ground circuits at the PCM as well . You can fine wiring diagrams here http://www.bbbind.com/free_tsb.html Enter the vehicle info . year , make , model an engine . under system click body an acc. then under subsystem click on instrumentation .Click the search button , then click the blue link . At the top of the diagram it shows B+ power supply , The connectors on the back of IPC , A,B , plus the pin # an color wire . PCM power and ground testing avi How To Use Multimeter Test Car Ground Video 3 Intermittent Electrical Diagnostics with Rich Peterson
You could have anyone of a number of different problems . I know your year vehicle falls in the range of GM instrument culster problems . There are little stepper motors ( electric motors ) that make the gauges move . There could be DTC'S - diagnostic trouble codes stored in the instrument cluster . An you have to know how the instrument cluster knows how much to move the needles on the gauges . All the input sensors to the PCM/ECM - engine computer vehicle speed sensor , fuel pressure , oil pressure , etc... All the modules on the truck are hooked together on a serial data communication network .The PCM/ECM sends this information out on the data bus for the other moduels that need the info .
Engine Oil Pressure (EOP) Gage
The IPC displays the engine oil pressure on the analog EOP gage as determined by the PCM. The PCM monitors the signal circuit of the EOP sensor. When the EOP sensor resistance is high, the engine oil pressure is high. When the EOP sensor resistance is low, the engine oil pressure is low. The IPC receives a class 2 message from the PCM indicating the engine oil pressure. The EOP gage defaults to 0 kPa (0 psi) when the following conditions occur:
• The PCM detects a malfunction in the engine oil pressure sensor signal circuit. Refer to Diagnostic System Check - Instrument Cluster .
• The IPC detects a loss of class 2 communication with the PCM.
The IPC displays the vehicle speed on the analog speedometer based on the vehicle speed signal from the PCM. The PCM converts the data from the vehicle speed sensor to a 4000 pulses/mile signal. The IPC uses the vehicle speed signal circuit from the PCM in order to calculate the vehicle speed.
The powertrain control module (PCM) creates the vehicle speed signal by pulsing the signal circuit to ground at a rate of 4K PPM. The instrument panel cluster (IPC) converts the 4K PPM signal to a speedometer position. The IPC also receives a class 2 message from the PCM indicating the vehicle speed. The IPC uses this class 2 message for diagnostic purposes.
There could be up to twenty different DTC'S stored ,here is an a for instance
The instrument panel cluster (IPC) uses the ignition 0 voltage circuit in order to supply voltage to various indicators and gages. The IPC also receives a class 2 message from the serial data gateway module (SDGM) indicating the current power mode. Your best bet would be to take your vehicle to the Dealer or an ASE certified independant repair shop .
engine speed sensor could be faulty.engine speed sensor provides the ECM with a crankshaft position signal.the ECM uses the signal to determine a crankshaft reference point top dead center and calculate engine speed. engine speed sensor like the crankshaft position sensor.if sensor faulty fuel system wont work. a bad engine coolant temperature sensor will cause engine shut off when hot.
before 1996 they use onboard diagnosis system for jeep.
when you turn on key you need to count check engine light blinks.
here are codes taken from internet.
11* No crank reference signal detected during engine cranking.
12* Direct battery input to PCM was disconnected within the last 50 key-on cycles.
13** No difference recognized between the engine MAP reading and the barometric (atmosphereic) pressure reading at start-up
14** MAP sensor input below minimum acceptable voltage.
MAP sensor input above maximum acceptable voltage.
15** No vehicle distance (speed) sensor signal detected during road load conditions.
17* Engine coolant temperature remains below normal operating temperatures during vehicle travel (thermostat).
21** Neither rich nor lean condition detected from the oxygen sensor input.
Oxygen sensor input voltage maintained above the normal operating range.
22** Engine coolant temperature sensor input above maximum acceptable voltage.
Engine coolant temperature sensor input below minimum acceptable voltage.
23** Intake manifold air temperature sensor input above maximum acceptable voltage.
Intake manifold air temperature sensor input below minimum acceptable voltage.
24** Throttle position sensor input above maximum acceptable voltage.
Throttle position sensor input below minimum acceptable voltage.
25** A shorted condition detected in one or more of the idle air control motor circuits.
27* Injector #1 output driver does not respond properly to the control signal.
Injector #2 output driver does not respond properly to the control signal.
Injector #3 output driver does not respond properly to the control signal.
Injector #4 output driver does not respond properly to the control signal.
Injector #5 output driver does not respond properly to the control signal.
Injector #6 output driver does not respond properly to the control signal.
33* An open or shorted condition detected in the A/C clutch relay circuit.
34* An open or shorted condition detected in the speed control vacuum or vent solenoid circuits.
Speed control switch input below the minimum acceptable voltage.
Speed control switch input above the maximum acceptable voltage.
35* An open or shorted condition detected in the radiator fan relay circuit.
41* An open or shorted condition detected in the generator field control circuit.
42* An open or shorted condition detected in the auto shutdown relay circuit.
44* An open or shorted condition exists in the engine coolant
temperature sensor circuit or a problem exists in the PCM's battery
temperature voltage circuit.
46** Battery voltage sense input above target charging voltage during engine operation.
47** Battery voltage sense input below target charging voltage during
engine operation. Also, no significant change detected in battery
voltage during active test of generator output.
51** Oxygen sensor signal input indicates lean air/fuel ratio condition during engine operation.
52** Oxygen sensor signal input indicates rich air/fuel ratio condition during engine operation.
53* PCM internal fault condition detected.
54* No fuel sync (camshaft signal) detected during engine cranking.
55* Completion of diagnostic trouble code display on the malfunction indicator lamp (check engine lamp).
62* Unsuccessful attempt to update SRI (service reminder indicator) miles in the PCM EEPROM.
63* Unsuccessful attempt to write to an EEPROM location by the PCM.
* - Check engine lamp will not illuminate at all times if this code was
recorded. Cycle ignition key as described and observe code flashed by
check engine lamp.
** - Check engine lamp will illuminate during engine operation if this code was recorded.
PCM = Powertrain Control Module (the engine computer)
MAP = Manifold Absolute Pressure (the sensor that measures how hard the engine is sucking air through the intake manifold
EEPROM = Electrically Erasable Programmable Read Only Memory (a type of computer chip used inside the PCM)
The crankshaft position (CKP) system variation learn feature is used to
calculate reference period errors caused by slight tolerance variations
in the crankshaft, and the CKP sensors. The calculated error allows the
powertrain control module (PCM) to accurately compensate for reference
period variations. This enhances the ability of the PCM to detect
misfire events over a wider range of engine speed and load.
The code P1336 is for a Crankshaft (CKP) and/or Camshaft (CMP) position
sensor input signal to PCM concert. It is triggered if the input signal
to the PCM for either of these sensors is erratic. Per the factory
service manual, this can be due to:
- a damaged PCM
- damaged CKP sensor
- damaged CMP sensor
- base engine
- harness concerns.
The service manual suggests checking the following items:
- harness routings,
- improper shielding,
- or electrical interference from other improperly functioning systems.
To properly check the operation of the CMP and CKP, you'll really need
an oscilloscope. The code is probably being triggered due to a faulty
sensor or connection and not something that just needs to be reset.
Step / Action / Yes / No
1. Did you perform the Diagnostic System Check-Engine Controls? Yes: Go to Step 2 No: Go to Diagnostic System Check - Engine Controls
2. Preform the CKP system variation learn procedure. Refer to CKP System Variation Learn Procedure. Did you complete the action? Yes: Go to Step 3 No: Go to Diagnostic Aids
3. Clear the DTCs with a scan tool. Turn OFF the ignition. Start the engine. Operate the vehicle within the Conditions for Running the DTC as specified in the supporting text. Does the DTC run and pass? Yes: Go to Step 4 No: Go to Step 2
4. With a scan tool observe the stored information, Capture Info. Does the DTC run and pass? Yes: Go to Diagnostic Trouble Code (DTC) List No: System OK
Diagnostic Aids: The CKP system variation values are not stored in the PCM memory after a learn procedure has been performed. If the actual CKP variation is not within the CKP system variation compensating values stored in the PCM, DTC P0300 may set.
The CKP system variation learn procedure is also required when the following service procedures have been performed, regardless of whether DTC P1336 is set. An engine replacement A PCM replacement A harmonic balancer replacement A crankshaft replacement Any engine repairs which disturb the CKP sensor relationship
If the CKP system variation learn procedure cannot be performed successfully, check for the following conditions and correct as necessary: A damaged reluctor wheel Excessive crankshaft runout A damaged crankshaft Interference in the signal circuit of the CKP sensor A coolant temperature that is not within the Conditions For Running the DTC The ignition switch is in the ON position until the battery is drained A PCM power disconnect with the ignition ON may erase the stored value and set the DTC P1336
There is no idle sensor on the 2000 Chevrolet Impala, according to my online resource.
But, there is the following that senses rpm of the engine and thus the idle speed when the Throttle Position Sensor is at 5% or the accelerator pedal is not depressed:
Crankshaft Position SensorOperation
Engine speed is a very important input to the Powertrain Control Module (PCM). Crankshaft speed and position are the basis for many calculations made by the computer. Crankshaft position values are transmitted to the computer by pickup coils also known as Permanent Magnet (P/M) generators, Hall Effect sensors or optical sensors. The Crankshaft Position Sensor (CKP) also known as engine speed sensor is typically located in proximity to the crankshaft.
In addition, the PCM uses the CKP sensor in conjunction with the camshaft position sensor to calculate and perform misfire diagnostics. Related Symptoms
A No Start / Intermittent Start condition - Can be caused by a faulty crankshaft position sensor due to loose connections, bad grounds, high resistance in the circuit, or opens in the circuit.
Engine Misfire Diagnostic Trouble Codes
NOTE: Engine Mechanical conditions can also create the same or similar symptoms. (Don't overlook basic mechanical integrity).
OBD Code 12 - No Distributor Reference Pulse (Diagnostic Test Active)
The Engine Control Module-ECM uses the distributor reference pulse to calculate the engine speed. On
newer engines, the Crank Shaft Position Sensor performs this function.
When flashing the Check Engine Light to read codes, code 12 will always display first, indicating the diagnostic system is active
The engine will not run with a "hard" code 12 set
Chances are you will never need to diagnose a code 12. Rather, the problem would be a crank, no-start condition.
If code 12 does not flash, that would indicate a communication problem with the ECM.
Code 12 does not show when reading codes with a scan tool. If there
is a communication problem, the scan tool will let you know.
OBD Code 46 - Pass-Key II System Error - Circuit out of Frequency Range
The ECM receives a signal from the Pass-Key module. When the correct signal is
received, the ECM will allow the engine to start and run. Please review
the RepairPal article on the GM Pass-Key Anti-theft systems for more information.
Engine may not start
Faulty ignition lock cylinder
OBD Code 43 - Knock Sensor error
The ECM receives a signal from the Knock Sensor based on the amount of engine ping detected. The ECM uses information from this sensor to help calculate fuel delivery and spark timing.
it is possable that the engine speed sensor failing could resullt in a non starting engine. i would check the fule lift punp in the tank (accessable under rear seats) as thease are comman for failing at around 70000 miles
Crankshaft and Camshaft Position SensorsCamshaft Position Sensor
Engine timing is determined from the relationship between the crankshaft and camshaft. This relationship is maintained by a timing chain or timing belt. The Engine Management System does not control engine timing but it does monitor the relative position and speed of these shafts by monitoring signals generated by sensors. The Engine Management System (EMS) uses signals generated by the camshaft position sensor to synchronize fuel injection to the valve sequence and for the on-board diagnostic procedure for misfire detection. The EMS energizes the injector at or near the time the intake valve opens. For misfire diagnosis, the EMS compares the number of camshaft sensor reference pulses and the number of crankshaft position sensor reference pulses received. If the EMS receives an incorrect number of pulses Diagnostic Trouble Codes (DTC’s) should be stored in the EMS.
If the camshaft position sensor or circuit is faulty most engines will start. Some engine management systems will then default to a pre-programmed injector firing sequence. All injectors may be energized simultaneously or all of the injectors on one bank may be energized at the same time. If the CMP data is required for misfire detection and reliable CMP data is not present misfire detection would probably be suspended. Related Symptoms
The following symptoms can be caused by an intermittent wiring connection or faulty signal to the EMS:
Extended crank time with a cold engine
Intermittent rough running
Poor fuel economy
Stalling on acceleration
Crankshaft Position Sensor
Engine speed is a very important input to the Engine Management System (EMS). Crankshaft speed and position are the basis for many calculations made by the computer. Crankshaft position values are transmitted to the computer by pickup coils also known as Permanent Magnet (P/M) generators, hall-effect sensors or optical sensors. The Crankshaft Position Sensor (CKP) also known as engine speed sensor is located in close proximity to the crankshaft.
In addition the EMS uses minute variations in the CKP sensor data to determine engine misfire. The EMS uses this information in conjunction with the camshaft position sensor to perform misfire diagnostics. Related Symptoms:
No Start/Intermittent Start Condition – Can be caused by a faulty crankshaft position sensor due to loose connections, bad grounds, high resistance in the circuit, or opens in the circuit