P0336
Electrical Diagram:
CIRCUIT DESCRIPTION
The Crankshaft Position Sensor is mounted in the right rear of the engine block behind 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 B+ 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 sensor's 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, spark and, fueling.
CONDITIONS FOR SETTING THE DTC
^ Engine Speed is between 500 and 4000 RPM.
^ Ignition Voltage is between 9.0 and 17.0 volts.
^ The PCM determines that the CKP sensor signal is out of range for less than 1 second.
ACTION TAKEN WHEN THE DTC SETS
^ The PCM illuminates the Malfunction Indicator Lamp (MIL) when the diagnostic runs and fails.
^ The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in the Freeze Frame and/or the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
^ The PCM turns the MIL OFF after three consecutive drive trips that the diagnostic runs and does not fail.
^ A last test failed (current DTC) clears when the diagnostic runs and does not fail.
^ A History DTC clears after forty consecutive warm-up cycles, if this or any other emission related diagnostic does not report any failures.
^ The PCM battery voltage is interrupted.
^ Use a scan tool in order to clear the MIL/DTC.
DIAGNOSTIC AIDS
The following problems may cause this DTC to set:
^ Poor connections/terminal tension at the sensor.
^ Crankshaft reluctor wheel damage or improper installation.
^ The sensor coming in contact with the reluctor wheel.
^ The engine running out of fuel.
^ If the crankshaft rotates backwards, this DTC will set. This condition is only with vehicles equipped with a manual transmission. This condition can occur when a vehicle is on an incline and the clutch is released and an engine stall occurs.
Using Freeze Frame and/or Failure Records data may aid in locating an intermittent condition. If you cannot duplicate the DTC, the information included in the Freeze Frame and/or 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 and/or a fail. Operate the vehicle within the same freeze frame conditions (RPM, load, vehicle speed, temperature etc.) that you observed. This will isolate when the DTC failed. For an intermittent condition, refer to Symptoms. Testing and Inspection
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
An improperly installed propeller shaft could cause excess crankshaft end play. Refer to Engine Mechanical for excess crankshaft end play diagnosis. For an intermittent, refer to Symptoms. Testing and Inspection
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. This step verifies that the malfunction is present.
3. This step checks for EMI (Electro Magnetic Interference) on the CKP sensor circuits.
6. Vertical lines across the face of the sensor could indicate foreign material passing between the CKP sensor and the reluctor wheel. Non vertical lines across the face of the sensor may indicate a crack in the CKP sensor. Either of these conditions causes this DTC to set.
7. Damage to the reluctor wheel would affect the CKP sensor output. 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. If this condition exist, refer to Engine/Engine Mechanical for crankshaft replacement.