Question about Peugeot 206

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P1327 ignition intergrated phase detection - 206 Peugeot Cars & Trucks

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miguel villa

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Hola buenas a todo aquel que ve este problema que tengo ( tengo un problema con una hyundai Tucson modelo: 2009 cilindraje : 1.991 ) : me presenta tres c?digos de falla los cuales son ( p1327 - rel? de incandescencia abierto ) ( p0405)( p0562)(p1190) esos son los c?digos en los que eh estado trabajando * pero a?n no doy con el da?o del veh?culo , si me pueden ayudar se lo agradezco ? Ya que eh probado otra pcm revisado todo el ramal del motor asta los soquer de la pcm cambiado todo los censores. Y actuadores de precion de combustible. Y nada

Posted on Aug 17, 2019

  • miguel villa
    miguel villa Aug 17, 2019

    Hola buenas a todo aquel que ve este problema que tengo ( tengo un problema con una hyundai Tucson modelo: 2009 cilindraje : 1.991 ) : me presenta tres c?digos de falla los cuales son ( p1327 - rel? de incandescencia abierto ) ( p0405)( p0562)(p1190) esos son los c?digos en los que eh estado trabajando * pero a?n no doy con el da?o del veh?culo , si me pueden ayudar se lo agradezco ? Ya que eh probado otra pcm revisado todo el ramal del motor asta los soquer de la pcm cambiado todo los censores. Y actuadores de precion de combustible. Y nada



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What engine ? 3.8 or 5.3 L
DTC P0128: Engine Coolant Temperature (ECT) Below Thermostat Regulations Temperature

DTC P0411 : Secondary Air Injection (AIR) System Incorrect Air Flow Detected

DTC P2440 : Secondary Air Injection (AIR) Valve Stuck Open

DTC P2431 : Secondary Air Injection (AIR) System Pressure Sensor Performance
Circuit/System Description
The secondary air injection (AIR) system aids in the reduction of hydrocarbon emissions during a cold start. The system forces fresh filtered air into the exhaust stream in order to accelerate the catalyst operation. An electric air pump, the secondary AIR injection pump, provides filtered air on demand to the AIR control solenoid valve/pressure sensor assembly. The AIR control solenoid valve/pressure sensor assembly controls the flow of air from the AIR pump to the exhaust manifold. The AIR solenoid valve relay supplies the current needed to operate the AIR solenoid valve/pressure sensor assembly. A pressure sensor is used to monitor the air flow from the AIR pump. The powertrain control module (PCM) supplies the internal pressure sensor with a 5-volt reference, an electrical ground, and a signal circuit.
The AIR diagnostic uses 3 phases to test the AIR system:
DTCs P0411 and P2430 run during Phase 1
DTCs P2430 and P2440 run during Phase 2
DTC P2444 runs during Phase 3
During phase 1, both the AIR pump and the solenoid valve are activated. Normal secondary air function occurs. Expected system pressure is 8-10 kPa above BARO.
During phase 2, only the AIR pump is activated. The solenoid valve is closed. Pressure sensor performance and solenoid valve deactivation are tested. Expected system pressure is 15-20 kPa above BARO.
During phase 3, neither the AIR pump nor the solenoid valve is activated. AIR pump deactivation is tested. Expected system pressure equals BARO.
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Trouble with escalade

Vehicles: Escalade, Suburban, Tahoe, Yukon, Denali, DenaliXL, YukonXL 1999-2005 with Distributorless Ignition System

Normally I'd recommend that you check your ICM (Ignition Coil Module), but the ICM in this vehicle is an integral component of the PCM (Powertrain Control Module), and is not separately serviceable.

In the US, one can go to Advance Auto Parts/AutoZone/Pep Boys, and get a free "ignition system check" which will tell you whether your alternator/voltage regulator may be failing/marginal. Also, by disassembling your battery and carrying it into the store, you can get a free battery load test on their in-store tester.

Also, you'll want to get a free "Check Engine Light" test from Advance/AutoZone/Pep Boys, since that'll give any DTC (Diagnostic Trouble Codes) that the car's PCM may have stored. Once you have any DTC's stored by you car's computer, check the chart at the end of this solution for their interpretation - codes whose numbers exceed 1000 are Cadillac-specific codes. All of the included codes are stored in response to ignition coil faults.

These instructions apply whether your Escalade has a 5.3L or 6.0L engine.

Table of Contents:
Sec 1 - Adjustments - Ignition Timing
Sec 2 - Distributorless Ignition System - Description
Sec 3 - Ignition Coils - Removal and Installation
Adjustments - Ignition Timing

Ignition timing is preset and cannot be adjusted. Ignition timing is controlled by the Powertrain Control Module (PCM).

On V6 motors the distributor is located in a fixed, non-adjustable position. DO NOT attempt to rotate the distributor otherwise damage may result.

On V8 engines the distributor can be rotated for proper alignment of the rotor to the cap. The engine base timing is not adjustable by rotating the distributor.

The 4.3L, 5.0L, 5.7L and 7.4L engines use a distributor ignition system.

The 4.8L, 5.3L, 6.0L and 8.1L engines use a distributorless ignition system.
Distributorless Ignition System - Description

The 4.8L, 5.3L, 6.0L and 8.1L engines do not incorporate a distributor to deliver energy from a common coil to the individual spark plugs. The electronic ignition (EI) system is responsible for producing and controlling a high energy secondary spark. This spark is used to ignite the compressed air/fuel mixture at precisely the correct time. This provides optimal performance, fuel economy, and control of exhaust emissions.

This ignition system consists of a separate ignition coil connected to each spark plug by a short secondary wire. The driver modules within each coil assembly are commanded ON/OFF by the powertrain control module (PCM). The PCM primarily uses engine speed and position information from the crankshaft and camshaft position (CMP) sensors to control the sequence, dwell, and timing of the spark.

Ignition Coils - Removal & Installation

The ignition coil module is integrated in the Powertrain Control Module (PCM). Individual replacement is not possible, the entire PCM would need to be replaced.

Ignition Coils - Removal & Installation

If equipped with Regular Production Option (RPO) HP2, disconnect the Energy Storage Box (ESB).

Remove the spark plug wire from the ignition coil.

Disconnect the ignition coil electrical connector.

If equipped with regular production option (RPO) HP2, remove the auxiliary heater water pump bracket bolts.

Fig. 1 Removing the auxiliary heater water pump

Remove the auxiliary heater water pump from the studs, and reposition out of the way.

If equipped with RPO HP2, remove the starter/alternator control module (SGCM) cover bolts, and cover.

Remove the 3-phase cable nuts to the SGCM.

Remove the 3-phase cable from the SGCM.

Remove the 3-phase cable bracket nuts.

Remove the 3-phase cable bracket from the studs, and reposition the cable and bracket out of the way.


Fig. 2 Starter/Alternator Control Module Electrical Connections

Remove the ignition coil bolts. (see image below)


Fig. 3 Removing the ignition coil bolts

Remove the ignition coil.

To install:

Install the ignition coil.

Install the ignition coil bolts.
Tighten the bolts to 71 inch lbs. (8 Nm).

If equipped with RPO HP2, position the cable (w/bracket) and install the 3-phase cable bracket to the studs.
Install the 3-phase cable bracket nuts and tighten the nuts to 133 inch lbs. (15 Nm).

Install the 3-phase cable to the SGCM.

Install the 3-phase cable nuts to the SGCM and tighten the nuts to 80 inch lbs. (9 Nm).

Install the SGCM cover and bolts.

Tighten the bolts to 80 inch lbs. (9 Nm).

Fig. 4 Starter/alternator control module electrical connections (again)

If equipped with RPO HP2, position the auxiliary heater water pump and install it onto the studs.
Install the auxiliary heater water pump bracket bolts and tighten the bolts to 133 inch lbs. (15 Nm).

Fig 5 Removing the Auxiliary Heater Water Pump

Connect the ignition coil electrical connector.

Install the spark plug wire to the ignition coil.

If equipped with RPO HP2, connect the ESB


Connect scan tool to vehicle's Data Link Connector and follow scan tool instructions to download diagnostic Trouble Codes (DTCs) to the scan tool.

Diagnostic Trouble Code (DTC) list:

DTC P0351: Ignition Coil 1 Control Circuit
DTC P0352: Ignition Coil 2 Control Circuit
DTC P0353: Ignition Coil 3 Control Circuit
DTC P0354: Ignition Coil 4 Control Circuit
DTC P0355: Ignition Coil 5 Control Circuit
DTC P0356: Ignition Coil 6 Control Circuit
DTC P0357: Ignition Coil 7 Control Circuit
DTC P0358: Ignition Coil 8 Control Circuit
DTC P1351: Ignition Coil Control Circuit High Voltage
DTC P1361: Ignition Coil Control Circuit Low Voltage

If a DTC indicates an ignition coil is faulty before replacing the ignition coil check wiring for short circuits, broken or chafed wires, loose connections and corroded terminals.

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1 Answer

I have a 1998 cavalier, we changed the starter twice and the ignition switch as well. The car will crank over three or four times and then the next time it acts like it wants to start it keep cranking even...

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1 Answer

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there are over 200 reasons for the check engine light to come on, the gas tank cap is just one of them, this light and the problem that turned it on are most likely covered under the federal emission warranty, contact the dealer. see trouble code list below for some of the probelems that cause a check enghine light.
P1100 Map Sensor - Malfunction
P1101 Map Sensor - Abnormal
P1102 Map Sensor - Low Input
P1103 Map Sensor - High Input
P1104 Air Flow
P1105 Air Flow - Abnormal
P1106 Air Flow - Low Input
P1107 Air Flow - High Input
P1108 Fuel Pump
P1109 Fuel Pump - Abnormal
P1110 Fuel Pump - Stuck On
P1110 ETS System - Malfunction
P1111 Fuel Pump - Electrical
P1112 Manifold Differential Pressure Sensor
P1112 VGT Actuator - Malfunction
P1113 Manifold Differential Pressure Sensor - Abnormal
P1114 Manifold Differential Pressure Sensor - Low
P1115 Coolant Temperature Input - Abnormal
P1116 Boost Pressure Sensor - Malfunction
P1118 ETS Motor - Malfunction
P1119 Inlet Metering Valve Control
P1120 Electric Governor - Malfunction
P1120 Inlet Metering Valve Malfunction
P1121 APS PWM Output Circuit Malfunction
P1121 Throttle Position Input - Abnormal
P1122 Boost Pressure Control Valve
P1123 Fuel System Rich - Idle
P1123 Timer Position Sensor - Malfunction
P1124 Fuel System Lean - Idle
P1125 Fuel Press Sensor1
P1126 Fuel Press Sensor2
P1127 Fuel System Rich - Part Load
P1127 Control Sleeve Position Sensor
P1128 Fuel System Lean - Part Load
P1130 Start Solenoid- Malfunction
P1131 Injection Quantity Adjust
P1134 O2s Transition Time(B1/S1)
P1135 Injection Timing Servo
P1140 Inlet Air Temperature Sensor Malfunction
P1141 Slow Duty Solenoid- Malfunction
P1145 Main Duty Solenoid- Malfunction
P1146 Idle Co Potentiometer
P1147 Accelerator Position Sensor (ETS) Circuit
P1150 Barometric Pressure Sensor Malfunction
P1151 Accelerator Position Sensor (EMS) Circuit
P1152 Accelerator Position Circuit-Low Input
P1153 Accelerator Position Circuit-High Input
P1154 O2s Transition Time(B2/S1)
P1155 Limp Home Valve- Malfunction
P1159 Variable Induction System
P1162 High Pressure Pump & Fuel Line
P1166 O2s (B1) Control Adaptation
P1166 Limit O2s Lambda Control (B1)
P1167 O2s (B2) Control Adaptation
P1167 Limit O2s Lambda Control (B2)
P1168 O2s (B1/S2) Heater Power
P1169 O2s (B2/S2) Heater Power
P1170 ECM (Barometric Pressure Sensor)
P1171 ETS Valve Stuck - Open
P1172 ETS Improper Motor Current
P1173 ETS Target Following Malfunction
P1174 ETS Valve Stuck - Close #1
P1175 ETS Valve Stuck - Close #2
P1176 ETS Motor Open/Short #1
P1177 ETS Motor Open/Short #2
P1178 ETS Motor Power - Open
P1179 ETS Position F/B-Mismatch
P1180 O2 S1 Heater Circuit- Malfunction
P1180 Fuel Pressure Regulator - Malfunction
P1181 Fuel Pressure Monitoring
P1182 O2 S2 Heater Circuit - Malfunction
P1182 Fuel Pressure Regulator - Short
P1183 Fuel Pressure Regulator - Open
P1184 O2s No Activity (B1/S2)
P1184 Fuel Pressure Regulator - Power
P1185 Fuel Position - Excessive
P1186 Fuel Pressure - Too Low
P1187 Regulator Valve - Stuck
P1188 Fuel Pressure - Leakage
P1189 Governor Deviation
P1190 Intake Throttle Actuator
P1191 ETS Limp Home Valve On
P1192 Limp home - Target Follow Malfunction
P1193 ETS Limp Home - Low Rpm
P1194 Limp Home - TPS2 Position Malfunction
P1195 Limp Home - Target Follow Delay
P1196 ETS Limp Home - Close Stuck
P1300 Spark Timing Adjust Signal
P1300 Injector Specific Data Fault
P1300 Synchronization Error-CKP/CMP
P1301 TDC Sensor - Abnormal
P1302 TDC Sensor - Low Input
P1303 TDC Sensor - High Input
P1304 Phase Sensor
P1305 Phase Sensor - Abnormal
P1306 Phase Sensor - Low Input
P1307 Phase Sensor - High Input
P1307 Accelerator Sensor - Range/Performance
P1308 Ignition Coil.1
P1308 Accelerator Sensor - Low
P1308 Accelerator Sensor Circuit - Low
P1309 Ignition Coil.1 - Abnormal
P1309 Accelerator Sensor - High
P1309 Accelerator Sensor Circuit - High
P1310 Ignition Coil.1 - Low Output
P1310 Injection Control Circuit Fault
P1311 Ignition Coil.1 - High Output
P1312 Ignition Coil.2
P1313 Ignition Coil.2 - Abnormal
P1314 Ignition Coil.2 - Low Output
P1315 Ignition Coil.2 - High Output
P1316 Ignition Coil.3
P1317 Ignition Coil.3 - Abnormal
P1318 Ignition Coil.3 - Low Output
P1319 Ignition Coil.3 - High Output
P1320 Ignition Coil.4
P1321 Ignition Coil.4 - Abnormal
P1321 Glow Indicator Lamp - Short
P1322 Ignition Coil.4 - Low Output
P1322 Glow Indicator Lamp - Open
P1323 Ignition Coil.4 - High Output
P1324 Glow Relay - Malfunction
P1325 Glow Relay - Abnormal
P1325 Glow Relay
P1326 Glow Relay - Stuck On
P1326 Glow Relay - Short
P1327 Glow Relay - Electrical
P1327 Glow Relay - Open
P1330 Spark Timing Adjust Signal
P1331 #1 MF Signal Line Short
P1332 #2 MF Signal Line Short
P1333 #3 MF Signal Line Short
P1334 #4 MF Signal Line Short
P1335 #5 MF Signal Line Short
P1336 #6 MF Signal Line Short
P1337 #7 MF Signal Line Short
P1338 #8 MF Signal Line Short
P1340 IFS 2 Open

Jun 16, 2009 | 2006 Hyundai Tucson

2 Answers

1990 Subaru Legacy shorted out the ignition coil. I replaced it and in less than 1 mile,it shorted out the new one.

Subaru engines (including Legacy and engines of many other automobiles, GM, etc.) have returned to so-called wasted spark ignition systems since advent of the electronic distributor-less ignition (having been used historically in early engines with magneto ignitions). With this approach, the ignition systems are less expensive and usually quite reliable. At the same time, however, a shorted spark plug (cracked or carbon clogged, etc.) (or bad ignition spark plug wire) grounds both the ignition spark and the false spark being used. This means that it also grounds the corresponding respective ignition spark of the other 180 degree out of phase cylinder (that uses the same the same coil because the spark current is connected to the spark plugs of two cylinders). Since such a defect allows more current to flow in the spark coil to two plugs when the resistance of the spark plug gap disappears due to a cracked plug, etc, it seems likely to hasten coil burn out if the spark plug/plug wire defect is not corrected before installing the new spark coil.

To explain further, wasted spark means that when a cylinder is ready to fire, it gets a spark to its spark plug while part of the spark (from the same coil and current) as a sort of copy is also sent to another cyclinder at the same time but when the piston in that cylinder is exhausting its ignited gases 180 degrees out of phase from when its spark is needed. When the second cylinder is ready to fire and receives its "spark, the first cyclinder the also receivesa "wasted" spark "copy" of the one needed by the second cylinder. Economy is achieved in manufacture because otherwise electronics would have to turn on and off four different spark coils to distribute four different sparks as needed to the four cylinders. With wasted sparks (which are cheap), because the spark current of one coil is connected (internally in the ignition coil unit) to two cylinders that are in the same position but 180 degrees out of phase in firing, the system can turn on and off two spark coils twice as fast with half the electronics and fire two cylinders that are 180 degrees out of phase. A four cylinder engine thus uses only two coils, a six cylinder engine, three coils, etc., in a wasted spark system.

Jul 27, 2008 | Subaru Legacy Cars & Trucks

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