Im close to buring my car!!!LOL
11-08-2007, 04:26 PM
#1
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Im close to buring my car!!!LOL I have jus completely finished installing a built motor n tranny info my 01 Formula
(never had a problem with car till the install). Everything on the motor is torqed to specks and double checked everything. Every sensor is new also. The computer keep throwing a P0336 Crank Sensor Performance Code. I have tied reflashiing it and comes right back
. I have also tired a crank relearn and nothing. I removed the front of the motor to check the sprockets on the cam and crank and everything is lined up
. Ive swapped most of the sensors and new plugs, wires and so on. Im real fed up with this and am very close to putting the stock motor back in and doing away with racing and and going more for looks
. Any help out there???
Thanks
(never had a problem with car till the install). Everything on the motor is torqed to specks and double checked everything. Every sensor is new also. The computer keep throwing a P0336 Crank Sensor Performance Code. I have tied reflashiing it and comes right back. I have also tired a crank relearn and nothing. I removed the front of the motor to check the sprockets on the cam and crank and everything is lined up. Ive swapped most of the sensors and new plugs, wires and so on. Im real fed up with this and am very close to putting the stock motor back in and doing away with racing and and going more for looks. Any help out there??? Thanks 
11-08-2007, 04:47 PM
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DTC P0336 Crankshaft Position (CKP) Sensor Performance
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, and control spark and fueling.
Conditions for Running the DTC
The engine is operating.
Conditions for Setting the DTC
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) 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 OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed, or current DTC, clears when the diagnostic runs and does not fail.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Use a scan tool in order to clear the MIL and the DTC.
Diagnostic Aids
Important
Remove any debris from the PCM connector surfaces before servicing the PCM. Inspect the PCM connector gaskets when diagnosing/replacing the PCM. Ensure that the gaskets are installed correctly. The gaskets prevent contaminant intrusion into the PCM.
For any test that requires probing the PCM or component harness connectors, use the J 35616-A connector test adapter kit. Using this kit prevents any damage to the harness connector terminals. Refer to Using Connector Test Adapters in Wiring Systems.
The following conditions may cause this DTC to set:
Poor connections: Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
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.
Excess crankshaft end play causes 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
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, and control spark and fueling.
Conditions for Running the DTC
The engine is operating.
Conditions for Setting the DTC
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) 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 OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed, or current DTC, clears when the diagnostic runs and does not fail.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Use a scan tool in order to clear the MIL and the DTC.
Diagnostic Aids
Important
Remove any debris from the PCM connector surfaces before servicing the PCM. Inspect the PCM connector gaskets when diagnosing/replacing the PCM. Ensure that the gaskets are installed correctly. The gaskets prevent contaminant intrusion into the PCM.
For any test that requires probing the PCM or component harness connectors, use the J 35616-A connector test adapter kit. Using this kit prevents any damage to the harness connector terminals. Refer to Using Connector Test Adapters in Wiring Systems.
The following conditions may cause this DTC to set:
Poor connections: Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
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.
Excess crankshaft end play causes 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
11-08-2007, 05:00 PM
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In lame terms. LOL, Thanks for the info, me and my buddy are reading it. Also, I forgot that its running on speed density not on maf or 02's. Would this be a problem with use not being able to do a crank relearn and so forth?
11-08-2007, 05:52 PM
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thats what is said. LOL, no really I want it to work though
. We messed with it right no and the rpm tach started working but if i give it gas it stop reading(WTD) I removed on plug and its ***'d. Im looking at the car though my office door drinking
and thinking. The wierd thing is that no when i crank it on its own is reads the rpm with out giving it gas. Also the SES light comes on then goes away and back n fourth. Im go get holy water and wash the car with it in the moring. LOL
. We messed with it right no and the rpm tach started working but if i give it gas it stop reading(WTD) I removed on plug and its ***'d. Im looking at the car though my office door drinking and thinking. The wierd thing is that no when i crank it on its own is reads the rpm with out giving it gas. Also the SES light comes on then goes away and back n fourth. Im go get holy water and wash the car with it in the moring. LOL 
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11-08-2007, 11:24 PM
#8
thats what is said. LOL, no really I want it to work though. We messed with it right no and the rpm tach started working but if i give it gas it stop reading(WTD) I removed on plug and its ***'d. Im looking at the car though my office door drinking and thinking. The wierd thing is that no when i crank it on its own is reads the rpm with out giving it gas. Also the SES light comes on then goes away and back n fourth. Im go get holy water and wash the car with it in the moring. LOL
. We messed with it right no and the rpm tach started working but if i give it gas it stop reading(WTD) I removed on plug and its ***'d. Im looking at the car though my office door drinking and thinking. The wierd thing is that no when i crank it on its own is reads the rpm with out giving it gas. Also the SES light comes on then goes away and back n fourth. Im go get holy water and wash the car with it in the moring. LOLSounds like you don't have good ground. Are you sure you hooked up all of your body ground wires?
11-09-2007, 08:53 AM
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That came across my mind after 5 beers(LOL). I started thinking its a electrical problem. I 100% the grouns are on right but the block I used was laying around my shop for a while so im thinking that maybe one of the grounds on the block arn;t surfaced enough to power the harness or reading. Ima try this today. WISH ME LUCK GUYS
11-09-2007, 09:35 AM
#10
I have also found out the hard way during my H/C swap that the ground wires on the back of the heads have to be in the exact location they were when removed or it won't start & will act as if there is a electrical problem. Once I fixed mine back to the original position it started right up & haven't had a single issue since.
11-09-2007, 05:13 PM
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Still nothing. I clean'd and resurfaced the grounds below the motor and nothing. I removed the crank sensor and it had 2 light vertical scratches on it so Installed a new one but nothin. Will the car be harder to messed with if its running on speed density? Should I just take it to the dealer?
11-14-2007, 12:30 PM
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I can go wot but misfires like a ****. When i let of the gas the car misfires and turns off. A friend of mine is going to bring his tech 2 thursday to my shop and mess with the crank relearn. I hope this corrects everything.
11-18-2007, 01:41 PM
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Well my friend came by with a GM Tech II and couldnt do a crank relearn. The tech 2 is saying that there are cods for the crank performance sensor, TPS sensor, and showing some kind of default
for the P0336. Im gonna take the car to a shop so they can check the wiring on the map, crank, tps, sensors. 