Rpm meter not working cmp sensor code in dtc show

DTC P0171: Fuel Trim System Lean Bank 1
DTC P0172: Fuel Trim System Rich Bank 1
DTC P0174: Fuel Trim System Lean Bank 2
DTC P0175: Fuel Trim System Rich Bank 2

Circuit/System Description
The engine control module (ECM) controls the air/fuel metering system in order to provide the best possible combination of driveability, fuel economy, and emission control. Fuel delivery is controlled differently during Open Loop and Closed Loop (CL). During Open Loop, the ECM determines fuel delivery based on sensor signals without heated oxygen sensor (HO2S) input. During CL, the ECM adds HO2S inputs and level of purge to calculate the short and long term fuel trim (FT) adjustments. If the HO2S indicates a lean condition, the fuel trim values will be above 0 percent. If the HO2S indicates a rich condition, the FT values will be below 0 percent. The short term FT values change rapidly in response to the HO2S voltage signals. The long term FT makes coarse adjustments in order to maintain an optimum air/fuel ratio. A block of memory cells contain information arranged in combinations of engine RPM and engine load for a full range of vehicle operating conditions. The long term FT diagnostic is based on an average of cells currently being used. The ECM selects the cells based on the engine speed and load. The FT diagnostic will conduct a test to determine if a rich failure actually exists or if excessive vapor from the evaporative emission (EVAP) canister is causing a rich condition.
If the ECM detects an excessively lean condition, DTC P0171, P0174 sets. If the ECM detects an excessively rich condition, DTC P0172, P0175 sets.


DTC P0017: Crankshaft Position (CKP) - Exhaust Camshaft Position (CMP) Correlation Bank 1

Circuit/System Description
The engine control module (ECM) uses the crankshaft position (CKP) sensor and the camshaft position (CMP) sensor pulses to monitor the correlation between the crankshaft and camshaft position. The crankshaft reluctor wheel consists of a 60-tooth pattern with 2 teeth missing for a reference gap. Each tooth is evenly spaced 6 degrees apart, except for the reference gap. The camshaft reluctor wheel has 4 teeth, 2 narrow and 2 wide. The 4 trailing edges of each tooth are evenly spaced 90 camshaft degrees apart. As the crankshaft rotates with the CMP actuator in the home or parked position, the ECM expects CMP sensor pulses to occur 36 crankshaft degrees before top dead center (BTDC) at cylinder number 1, and every 90 camshaft degrees thereafter.

DTC P0340: Intake CMP Sensor Circuit
DTC P0341: Intake Camshaft Position (CMP) Sensor Performance
DTC P0365: Exhaust Camshaft Position (CMP) Sensor Circuit
DTC P0366: Exhaust Camshaft Position (CMP) Sensor Performance

The five volt reference circuit .

The 4X camshaft position (CMP) sensor circuits consist of an engine control module (ECM) supplied 5-volt reference circuit, low reference circuit, and an output signal circuit. The CMP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4 varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The ECM decodes the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The ECM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for limp-home operation.
Do you know what the five volt reference circuit is .

How to check the 5v reference circuit for short to ground Cadillac

Before you replace a part you may or may not need . Why ? What code ? Does the vehicle run ? There has been a lot of confusion on these vehicles with variable valve timing , mixing up cam sensors with camshaft actuators
DTC P0008: Engine Position System Performance Bank 1

DTC P0009: Engine Position System Performance Bank 2
The presence of DTCs P0008 and P0009 along with P0016, P0017, P0018, and P0019 indicates a possible condition with the primary timing chain and the alignment between both intermediate sprockets and the crankshaft. Or, the crankshaft reluctor wheel has moved and is no longer referenced to top dead center (TDC).

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Observe the scan tool CMP Desired, Actual, and Angle Variance parameters before a DTC sets. This may help to isolate whether a condition is specific to one camshaft, one bank, or caused by a condition with the primary crankshaft timing.

DTC Descriptors
DTC P0010: Intake Camshaft Position (CMP) Actuator Solenoid Control Circuit Bank 1

DTC P0013: Exhaust Camshaft Position (CMP) Actuator Solenoid Control Circuit Bank 1

DTC P0020: Intake Camshaft Position (CMP) Actuator Solenoid Control Circuit Bank 2

DTC P0023: Exhaust Camshaft Position (CMP) Actuator Solenoid Control Circuit Bank 2

DTC P2088: Intake Camshaft Position (CMP) Actuator Solenoid Control Circuit Low Voltage Bank 1

DTC P2089: Intake Camshaft Position (CMP) Actuator Solenoid Control Circuit High Voltage Bank 1

DTC P2090: Exhaust Camshaft Position (CMP) Actuator Solenoid Control Circuit Low Voltage Bank 1

DTC P2091: Exhaust Camshaft Position (CMP) Actuator Solenoid Control Circuit High Voltage Bank 1

DTC P2092: Intake Camshaft Position (CMP) Actuator Solenoid Control Circuit Low Voltage Bank 2

DTC P2093: Intake Camshaft Position (CMP) Actuator Solenoid Control Circuit High Voltage Bank 2

DTC P2094: Exhaust Camshaft Position (CMP) Actuator Solenoid Control Circuit Low Voltage Bank 2

DTC P2095: Exhaust Camshaft Position (CMP) Actuator Solenoid Control Circuit High Voltage Bank 2
DTC P0341: Intake Camshaft Position (CMP) Sensor Performance Bank 1

DTC P0342: Intake Camshaft Position (CMP) Sensor Circuit Low Voltage Bank 1

DTC P0343: Intake Camshaft Position (CMP) Sensor Circuit High Voltage Bank 1

DTC P0346: Intake Camshaft Position (CMP) Sensor Performance Bank 2

DTC P0347: Intake Camshaft Position (CMP) Sensor Circuit Low Voltage Bank 2

DTC P0348: Intake Camshaft Position (CMP) Sensor Circuit High Voltage Bank 2

DTC P0366: Exhaust Camshaft Position (CMP) Sensor Performance Bank 1

DTC P0367: Exhaust Camshaft Position (CMP) Sensor Circuit Low Voltage Bank 1

DTC P0368: Exhaust Camshaft Position (CMP) Sensor Circuit High Voltage Bank 1

DTC P0391: Exhaust Camshaft Position (CMP) Sensor Performance Bank 2

DTC P0392: Exhaust Camshaft Position (CMP) Sensor Circuit Low Voltage Bank 2

DTC P0393: Exhaust Camshaft Position (CMP) Sensor Circuit High Voltage Bank 2
I'm sorry but when dealing with these problems your best bet is to take your vehicle to a qualified repair shop , I have never see a DIY'ER correct the problem with these , an in the end always end up taking it to the dealer .

Which engine ? This vehicle had option of six different engines , 2.4 , 3.5 , 2.8 , 3.0 , 3.2 , 3.6 And are you picking on the right part ? What code > DTC P0010: Intake Camshaft Position (CMP) Actuator Solenoid Control Circuit

DTC P0013: Exhaust Camshaft Position (CMP) Actuator Solenoid Control Circuit
It may not even be a cam sensor problem !
DTC P0340: Intake CMP Sensor Circuit

DTC P0365: Exhaust Camshaft Position (CMP) Sensor Circuit
DTC P0341: Intake Camshaft Position (CMP) Sensor Performance

DTC P0366: Exhaust Camshaft Position (CMP) Sensor Performance
Camshaft Position (CMP) Actuator System
The camshaft position (CMP) actuator system is an electro-hydraulic operated device used for a variety of engine performance and operational enhancements. These enhancements include lower emission output through exhaust gas dilution of the intake charge in the combustion chamber, a broader engine torque range, and improved fuel economy. The CMP actuator system accomplishes this by changing the angle or timing of the camshaft relative to the crankshaft position. The CMP actuator simply allows earlier or later intake and exhaust valve opening during the four stroke engine cycle. The CMP actuator cannot vary the duration of valve opening, or the valve lift.
During engine OFF, engine idling conditions, and engine shutdown, the camshaft actuator is held in the Park position. Internal to the CMP actuator assembly is a return spring and a locking pin. During non-phasing modes of the camshaft, the return spring rotates the camshaft back to the Park position, and the locking pin retains the CMP actuator sprocket to the camshaft


It may

no spark , DIRECTLY at the coil> ??? if not ,THEN DO.
which engine, ? FOUR ENGINES USED. 2.5 to 5.9L????????
its a 1997, In the USA< here we have OBD2 , dirt cheap scan tools
for $9
so scan it. the OBD2 will tell you why spark fails.
not always but not looking is big time , costly.
list:
1: check all fuses. (up to 3 fuses need to be good. for EFI and spark)
2: jack in obd2 scan tool.
3: key on, see that comms with ECU work, (see TPS, see ETC temps? good. its talking.
4: crank for 5 seconds. (must be at least that) SEE RPM PID show like 250 to 300 rpm, cranking, if not, bad CKP or CMP.
5: release the key , is there a DTC stored now? 320, 340 or ?
yes, bingo, it told you.
key off now, will clear any DTCs stored, sometimes,so dont turn fast.
Let the scan tool talk to you, there are other spark codes
see alldata.com, for all codes.

Coil data:

1. For coils manufactured by Diamond, the primary resistance at 70-80F (21-27C) should be 0.97-1.18 ohms and the secondary resistance should be 11,300-15,300 ohms.
2. Coils built by the Toyodenso company should exhibit a primary resistance at 70-80F (21-27C) of 0.95-1.20 ohms and a secondary resistance of 11,300-13,300 ohms.

got 5v to both sensors, cKP and CMP
the white/black wire , if not you will get DTC errors above

the coil will be dead, if the automatic shut down relay is dead.
aka. ECU main relay for all cars.
THE PCM closes this relay at key on and
if the line goes dead the PCM sets a DTC code for that.
this relay applies 12v to the coil, DG/OR wire.
the PCM fires the COIL, the ignitor is in the PCM.(coil driver)
so if the relay closes, and 12v hits coil and CKP and CMP work
and the coil i good, bam spark.

the CMP in the DIZZY tells the ECU where #1 TDC is firing.
and the CKP tells exact TDC for #1
it take both working to fire correctly, due to a distributor method.
and inject.
some jeeps , the CKP can be fussy (4L). weak.
the CMP is a hall sensor very strong.
just in case, make sure the dizzy rotor spins, on the off chance
of a dead cam...... some cars have plastic cam gears and crack when cold. (fords mostly)

its a 5v square wave.

you can see that at alldata dot com.

the 1996 will throw a DTC for CMP , DID IT?
if engine is dead, the DTC shows up cranking,
with a code or RPM dead.
In USA< can speak for Canada, where are you, uSA or canada.

what engine, always post the engine. (displacement really helps)
what country?
my guess is G16B engine. with dizzy and not cop coils or packs..
the first steps as always are.:
1: check fuses, with an ohm meter, (some look good and are not)
2: turn on the key,
3: see CEL lamp glow. it must, or ECU lost power.
4: if #3 passes this test, then start car, if car starts and see if CEL goes out, of not it has DTCS to report. get them with any scan tool.
if car does not start (i suspect that is your case? (unsaid,but implied?)
my guess is all 4 spark plugs are dead, right?
then use a scan tool to see if the CMP is working and that RPM moves
to near 300 RPM cranking. if either fail, there will be no spark.
The CMP must pulse or the ECU will never ever make spark.
while cranking said dead motor the ECU can report DTCs related
to the failure if you crank for 5 seconds.
1 fail of CMP in 8 , trips a DTC related .
CMP is in the distrubutor base and DTC means diagnostic trouble codes.

check also turbine speed sensor on front transmission case

@mecanicasesoria

Hello! The trouble code is telling us that the voltage to the Camshaft Positioning Sensor (CMP) is low...The connector that plugs into the sensor could be open, the sensor itself defective or low battery input to the sensor...See diagrams below as to sensor location...Lets eliminate...The wire colors in the CMP plug are...Pink...Black/White...And Light Blue/Black...If you connect a voltmeter to the Pink wire you must read 5 volts...Push a safety pin into the rear of the in-place connector into the Pink wire so it contacts the pin that the wire is crimped to...(+) probe of meter clipped to that pin and (-) probe to bare metal chassis ground...Key on...Meter set to read 5 volts...If 5 volts is present that eliminates a battery fault...Next push the safety pin into the Light Blue/Black wire...Turn on key...(+) probe to that pin...Should read about 2.4 volts...If you read nothing, or less than 1 volt the sensor is defective OR the connector pins to it are fouled...Pull plug and inspect both male/female pins for oil...corrosion...etc...Radio Shack sells a product called DeOxit...It's the best (no touch) spray contact cleaner...Send results...PS...Best meter to use is a digital one...$20...Guru...saailer
Remove engine cover:

CMP at top of drawing with timing chain cover removed for clarity...

I’m happy to help further over the phone at https://www.6ya.com/expert/david_6df67de3b14de867

DTC P1345 CAMSHAFT TO CRANKSHAFT POSITION CORRELATION MALFUNCTION CONDITIONS.CHECK CMP SENSOR MAKE SURE ITS NOT LOOSE CAUSING VARIATION IN THE SENSOR SIGNAL EXCESSIVE FREE PLAY IN THE TIMING CHAIN AND GEAR ASSEMBLY.INCORRECTLY INSTALLED DISTRIBUTOR 1 TOOTH OFF IN EITHER ADVANCE OR ****** POSITIONS. CODE PO300 MULTIPLE ENGINE MISFIRE DETECTED CONDITIONS.THIS CODE WILL SHOW UP WHEN CODE DTC P1345 SHOW UP.YOUR PROBLEMS IS IN THE CMP AND CKP SENSOR.THEY WILL CAUSE MISFIRE IF TIMING CHAIN WORN WITH A LOT OF SLACK IN IT.CAUSING TIMING CHAIN TO SLIP ONE GEAR THROWING OFF TIME.THIS PROBLEM IS A DEALERSHIP FIX.THEY CAN CHECK TO SEE IF TIMING CHAIN HAS SLIPPED.THEY ALSO CAN CHECK VARIATIONS FROM CMP SENSOR AND CKP SENSOR.