P0385

Diagnostic Chart (Part 1 Of 2):

Diagnostic Chart (Part 2 Of 2):

Engine Controls Schematics: Crankshaft and Camshaft Position Sensor:

CIRCUIT DESCRIPTION
The Crankshaft Position (CKP) sensor used on this engine is actually two sensors within a single housing. There are separate power, ground (reference low) and signal circuits connecting both sensors to the Powertrain Control Module (PCM). The PCM supplies 12 volts to the CKP sensors.

The PCM can use three different modes of decoding crankshaft position. During normal operation, the PCM performs an Angle Based calculation using both signals to determine crankshaft position. The dual sensor allows the engine to run even if one signal is lost. If either signal is lost, the PCM switches to a Time Based method of calculating crankshaft position. If the system is operating in Time A mode, the PCM is using only the signal from sensor A. Time B indicates that the sensor B signal is being used. If the lost signal is restored, the PCM will continue to operate in Time A or B mode for the remainder of the current key cycle. The PCM will automatically revert back to the Angle mode on the next start up if the fault is not present. The scan tool can display the Crank Position Sensing Decode Mode.

CONDITIONS FOR RUNNING THE DTC
The engine is cranking or running

CONDITIONS FOR SETTING THE DTC
The PCM detects a problem with the CKP sensor B signal.

ACTION TAKEN WHEN THE DTC SETS
^ The PCM illuminates the Malfunction Indicator Lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
^ The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC
^ The PCM turns the MIL OFF after three consecutive drive trips during which the diagnostic runs and passes.
^ A last test failed, or the current DTC, clears when the diagnostic runs and passes.
^ A History DTC clears after forty consecutive warm-up cycles, if no other emission related diagnostic failures are reported.
^ Use a scan tool in order to clear the MIL diagnostic trouble code.
^ Interrupting the PCM battery voltage may or may not clear DTCs. This practice is not recommended. Refer to Powertrain Control Module (PCM) Description, Clearing Diagnostic Trouble Codes.

DIAGNOSTIC AIDS

NOTE: Refer to Connector Test Adapter Kit J 35616-A Notice in Service Precautions.

If the problem is intermittent, refer to Intermittent Conditions. Intermittent Conditions

CKP/CMP sensor DTCs may set if the key is turned to Start and the starter is inoperative. If P0335, P0340, and P0385 are set and no trouble is found, check for the following:
^ Is there a no-crank condition or an intermittent no-crank condition?
^ Was an attempt made to crank the engine with the shift lever not in P/N?

TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
3. During normal operation the CKP Sensor Status parameter should always indicate Angle. If Time A or Time B is displayed, a problem has been detected. For example, if the scan tool indicates Time A, the system is using the signal from CKP sensor A. CKP sensor B and related circuits should be diagnosed.