Circuit Description
The camshaft position (CMP) sensor is a sensor designed to detect changes in a magnetic field. The control module supplies the CMP sensor with signal and ground circuits. Ignition voltage is supplied to the CMP sensor by an independent circuit. The CMP sensor produces a magnetic field whenever the ignition is ON. The CMP sensor is mounted near a reluctor wheel that is attached to the distributor shaft. When the distributor shaft rotates, or when the engine is cranking or running, the reluctor wheel changes the magnetic field. The CMP sensor converts each change in the magnetic field into a PULSE. The number of teeth on the reluctor wheel determines how many pulses the CMP sensor detects per camshaft rotation. The control module uses the CMP sensor signal in order to calculate the correct timing for sequential fuel injection.
If the VCM detects the CMP signal is not synchronized with the CKP sensor signal, this DTC will be set.
Conditions for Running the DTC
The engine is running.
Conditions for Setting the DTC
The camshaft position sensor is reference pulse is not detected at the correct time interval once every two crankshaft revolutions.
Action Taken When the DTC Sets
| • | The VCM illuminates the MIL during the second consecutive drive cycle in which the diagnostic reports a fail. |
| • | The VCM will set the DTC and records the operating conditions at the time the diagnostic fails. The VCM stores the failure information in the scan tools Freeze Frame and Failure Records. |
Conditions for Clearing the MIL or DTC
| • | The control module turns OFF the MIL after 3 consecutive drive trips when the test has run and passed. |
| • | A history DTC will clear if no fault conditions have been detected for 40 warm-up cycles. A warm-up cycle occurs when the coolant temperature has risen 22°C (40°F) from the startup coolant temperature and the engine coolant reaches a temperature that is more than 70°C (158°F) during the same ignition cycle. |
| • | Use a scan tool in order to clear the DTCs. |
Diagnostic Aids
A poor connection, rubbed through wire insulation, or a wire that is broken inside the insulation may cause an intermittent.
Any circuitry, that is suspected as causing the intermittent complaint, should be thoroughly checked for the following conditions:
| • | Backed out terminals |
| • | Improper mating |
| • | Broken locks |
| • | Improperly formed or damaged terminals |
| • | Poor terminal to wiring connections or |
| • | Physical damage to the wiring harness. |
Refer to Symptoms .
Test Description
The step number below refers to the step number in the diagnostic table.
-
If any other DTCs are set go there first.
-
This step checks for an electromagnetic interference caused by improper harness routing.
Step | Action | Value(s) | Yes | No | ||||
|---|---|---|---|---|---|---|---|---|
1 |
Important: Before clearing the DTCs, use the scan tool Capture Info to save the Freeze Frame and Failure Records for reference. The control module's data is deleted once the Clear Info function is used. Did you perform the Powertrain On-Board Diagnostic (OBD) System Check? | -- | ||||||
Are any other CMP sensor DTCs set? | -- | Go to the applicable DTC table | ||||||
Did you find a problem? | -- | |||||||
4 |
Did you find a problem? | -- | ||||||
5 |
Did the engine RPM surge when you moved the engine harness? | -- | Go to Diagnostic Aids | |||||
6 | Repair the open or shorted circuits or EMI as necessary. Refer to Wiring Repairs . Is the action complete? | -- | -- | |||||
7 |
Does the scan tool indicate the diagnostic Passed? | -- | ||||||
8 | Does the scan tool display any additional undiagnosed DTCs? | Go to the applicable DTC table | System OK |
