devic

i just went and got a ohm meter. there 4 wires going to each coil, so i noticed that there is 2 red wires and 2 black on some and green and blue wires on other coils ?

also on the pins fron the computer how do i tell which slots are which numbers ?

this isnt off my car but this kinda what im talking bout on the coils wire coloring


are they all like this diagram regardless of color ?

USMC35thSS

iTrader: (11)

Ok D is the coil power so you should be getting 12v and A is the ground. C is where the coil gets its signal from the PCM. I'm not looking right now but I think the connector to the PCM is labeled with the wire numbers.

devic

ok this what i got from testing, and my constant power and ground to every coil is getting 12 volts

here the results of the trigger wire from the pcm testing

devic

rechecked the spark, with out the plug wires new results

devic

i have a idea. could maybe there be a cycle that the coil packs run in, perhaps off in like groups of 2 or something ? maybe i can jump certain coil that are working to other coils that are not working ?

devic

1 2 3 4 5 6 7 8
------F-F--F-F

in correct firing order this is how it looks like

1 8 7 2 6 5 4 3
--F-F----F-F--

so it would seems that these are firing in cycles so is there a way to jump wires to make them all fire ?

{this does not include the low spark readings}

devic

if the crank angle sensor is bad or faulty wiring ? maybe only effecting the triggering certain coil packs be bad ?or coils pack cycles ?

USMC35thSS

iTrader: (11)

I'm completely lost now man. I have never heard of a crank sensor effecting the same coils everytime.

devic

just tried cranking it again and now im getting intake backfire

just noticed that it just blew out both of my valve cover gaskets,


idk if this is the cause but this is how i have the pcv system set up
after egr & air delete

devic

do you think my computer has gone bad from sitting for years with out power to it ?

USMC35thSS

iTrader: (11)

I'm thinking it's your PCM. But hopefully someone chimes in with some good experience that can help

devic

yeah i just looked them up there bout 90 bucks 1 year warrenty and they flash it to a4/m6 and vin seems like a good deal what u think

and yes i wish 1 of the super gear heads would come take a look at this

btw after cleaning injectors fuel rail pressure is at 35 instead of what was 40 and has a very slow leak down, thinking might be part of the intake back fire, along with low pressure,

im going to order a new in tank regulator aswell

devic

btw did i do my pcv conversion correct ?

crainholio

iTrader: (2)

Your PCV looks wrong.

The line from the passenger side valve cover front fitting, that has the PCV and catch can, should go to the intake manifold vacuum port.

The lines from the two rear fittings (pass & driver side valve covers) should merge in a Y and go to the throttle body passive air port.

USMC35thSS

iTrader: (11)

Here are two pictures I found on here that show how your catch can should be routed.

Do you think you will be able to get those codes pulled soon?

devic

thanks for the diagram with this cause other problem if not done this way ?

and i have no assess to a scanner, my brother has lost his laptop data cord to hook it up to the car

devic

could this issue be caused my a bad knock sensor/cam sensor/crank sensor ?

devic

crank relearn maybe any know how 2 do this ?

USMC35thSS

iTrader: (11)

I was thinking the same thing. That's why I was hoping you could pull your codes. There is a code for it. I'm not sure how to do it but I'm sure it's something you could look up. I'm gonna look. I have been doing a lot of searches for your issue and everything keeps pointing at either your coils or PCM. Hopefully you can get this figured out soon.

I have heard that routing your catch can incorrectly can be bad. I'm just not exactly sure how.

I know you have switched coil brackets but have you tried putting a known good coil and wire in a spot where a bad one is?

USMC35thSS

iTrader: (11)

I took this from a post Dave 62 put on here

The Crankshaft Position (CKP) sensor sends pulses to the PCM as the reluctor wheel teeth rotate past the CKP sensor. The PCM uses the CKP pulses to synchronize the ignition and fuel injector operation, and to time the interval between each CKP pulse. The PCM determines when an excessive change in crankshaft speed occurs by comparing each new time interval with the previous interval. A misfire causes an unexpected change in the crankshaft speed. A certain amount of acceleration/deceleration is expected between each firing stroke, but if the crankshaft speed changes more than an expected amount, the PCM interprets this as a misfire. The interval between CKP sensor pulses is extremely small. At high engine speeds, slight variations in the following components make misfire detection difficult:

Crankshaft
Reluctor wheel
CKP sensor
The PCM learns variations during the Crankshaft Position System Variation Learning Procedure. The PCM compensates for these variations when performing detect misfire calculations. Only a scan tool can command the PCM to perform the Crankshaft Position System Variation Learning Procedure again.
Perform the learning procedure after the following actions:

A PCM replacement
Any operation or repair involving the crankshaft, the CKP sensor, or the CKP sensor to reluctor wheel gap relationship.
An engine replacement.
The ignition switch is in the ON position until the battery is drained.


FWIW, this is lifted directly from the GM service manual. I was under the impression that EFILive could do a CASE relearn as well? Hopefully someone familiar with Live can chime in and verify.