P0327 Code. Here we go again.
11-04-2002, 04:35 PM
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Re: P0327 Code. Here we go again. Not the dreaded knock sensor code again. <img border="0" alt="[Banging Head]" title="" src="graemlins/gr_banghead.gif" />
When you switched them around, did you do the GM TSB for the knock sensors? Believe it or not, if you have only one code, the computer is telling you that you have a bad knock sensor--again. If it was the computer, you'd be throwing both codes (P0327 & P0332). If you don't do the TSB (technical service bulletin), the moisture that finds its way under the intake destroys the knock sensors.
When you switched them around, did you do the GM TSB for the knock sensors? Believe it or not, if you have only one code, the computer is telling you that you have a bad knock sensor--again. If it was the computer, you'd be throwing both codes (P0327 & P0332). If you don't do the TSB (technical service bulletin), the moisture that finds its way under the intake destroys the knock sensors.
11-04-2002, 06:12 PM
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Re: P0327 Code. Here we go again. </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by CB99SS:
<strong>Well I last posted about my problem with the P0327 code pissing me off. Everyone said it was because I had a bad knock sensor for the second time. Well about a week and half ago. I switched the front knock sensor to the back and the back to the front. No codes for a week and half. Then this morning while driving to work I throw the code again. This leads me to beleive I have computer problem.
Anyone else have any sujestions?
Could a bad battery have something to do with it. The reason I'm asking is that I hadn't driven the car since last thursday.
Thanks for the help.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Being you swapped the sensors and still the same circuit fails if could be you have a bad connector for the sensor from the PCM side or I have seen a few where the pins on PCM for knock had burn marks.
If it is the rear sensor it could be being it is closest to drivetrain something is making the noise and rear sensor would pick noise up before the front one would.
You might have a exhaust leak causing O2 to surge from rich to lean and confuse PCM and the AFR change causing true knock.
Example due to lousy design of the TPIS long tube headers I have, I had no knock and then out of the blue lots of knock came and went.
Lousy welds on headers cause AIR tubes to leak.
Worse is the support brackets welds also broke and hugh amount of air to enter and cause O2 to puke :
<img src="http://teamzr1.com/pcmecm/tpiscrap.jpg" alt=" - " />
Using the Ease PCM scanner, using the O2 tests :
<img src="http://teamzr1.com/pcmecm/02badgood.gif" alt=" - " />
Compare the lean to rich and rich to lean values when headers are leaking and then when the holes aew plugged up <img border="0" title="" alt="[Sad]" src="gr_sad.gif" />
If the values match from one side to the other then good chance no leaks, if not depending on how much air is getting into exhaust would cause the knock.
<small>[ November 04, 2002, 06:14 PM: Message edited by: Team ZR-1 ]</small>
<strong>Well I last posted about my problem with the P0327 code pissing me off. Everyone said it was because I had a bad knock sensor for the second time. Well about a week and half ago. I switched the front knock sensor to the back and the back to the front. No codes for a week and half. Then this morning while driving to work I throw the code again. This leads me to beleive I have computer problem.
Anyone else have any sujestions?
Could a bad battery have something to do with it. The reason I'm asking is that I hadn't driven the car since last thursday.
Thanks for the help.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Being you swapped the sensors and still the same circuit fails if could be you have a bad connector for the sensor from the PCM side or I have seen a few where the pins on PCM for knock had burn marks.
If it is the rear sensor it could be being it is closest to drivetrain something is making the noise and rear sensor would pick noise up before the front one would.
You might have a exhaust leak causing O2 to surge from rich to lean and confuse PCM and the AFR change causing true knock.
Example due to lousy design of the TPIS long tube headers I have, I had no knock and then out of the blue lots of knock came and went.
Lousy welds on headers cause AIR tubes to leak.
Worse is the support brackets welds also broke and hugh amount of air to enter and cause O2 to puke :
<img src="http://teamzr1.com/pcmecm/tpiscrap.jpg" alt=" - " />
Using the Ease PCM scanner, using the O2 tests :
<img src="http://teamzr1.com/pcmecm/02badgood.gif" alt=" - " />
Compare the lean to rich and rich to lean values when headers are leaking and then when the holes aew plugged up <img border="0" title="" alt="[Sad]" src="gr_sad.gif" />
If the values match from one side to the other then good chance no leaks, if not depending on how much air is getting into exhaust would cause the knock.
<small>[ November 04, 2002, 06:14 PM: Message edited by: Team ZR-1 ]</small>
11-04-2002, 07:20 PM
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Re: P0327 Code. Here we go again. Or...............
Document ID # 554279
2000 Chevrolet/Geo Corvette
--------------------------------------------------------------------------------
DTC P0327 Knock Sensor (KS) 1 Circuit
Circuit Description
The knock sensor (KS) system detects engine detonation. The PCM retards the spark timing based on the signals from the knock sensors. The knock sensors produce an AC voltage. The knock sensor voltages are an input to the PCM. The amount of AC voltage produced is proportional to the amount of knock.
An operating engine produces a normal amount of engine mechanical vibration (noise). The knock sensors produce an AC voltage signal from this noise. When an engine operates, the PCM learns the minimum and maximum frequency of the noise the engine produces. When the PCM determines that this frequency is less than or greater than the expected amount, a knock sensor DTC sets.
Conditions for Running the DTC
The engine speed is between 1650 RPM and 3000 RPM.
The MAP is less than 49 kPa (7.1 psi).
The engine coolant temperature is greater than 60°C (140°F).
The throttle angle is greater than the idle throttle angle.
The engine has been operating for longer than 20 seconds.
Conditions for Setting the DTC
The PCM determines that this frequency is less than or greater than the expected amount for less than 3.0 seconds.
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\TAC module connector surfaces before servicing the PCM\TAC module. Inspect the PCM\TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM\TAC modules.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A . Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Wiring Systems.
Inspect the knock sensor for proper installation. A knock sensor that is loose or over torqued may cause DTC P0327 to set.
The knock sensor jumper harness is located at the left rear of the intake manifold near the crankcase vent.
For an intermittent, refer to Symptoms .
Test Description
The numbers below refer to the step numbers on the diagnostic table.
This verifies the malfunction is present. The scan tool will display DTC Ran=Yes and Pass=Int if the failure is intermittent. This indicates the diagnostic passed this ignition cycle and failed this ignition cycle. At this point the resistance of the knock sensors should be verified to be in the correct range. If the knock sensor resistances are correct, inspect the KS system wiring connections. When inspecting the KS system connections, start at the KS system jumper harness connector located behind the intake manifold. Then inspect the connections at the PCM. Refer to the wiring schematic for the correct connector and terminal. Then inspect the connections at the appropriate knock sensor. Failure Records data does not include the parameter KS Activity, however other parameters may aid in locating the conditions under which an intermittent occurred.
This test isolates the Knock Sensor from the rest of the circuit.
Tap on the engine block in the location of the appropriate knock sensor.
Step
Action
Values
Yes
No
1
Did you perform the Powertrain On-Board Diagnostic (OBD) System Check?
--
Go to Step 2
Go to Powertrain On Board Diagnostic (OBD) System Check
2
Important
If an engine knock can be heard, repair the engine mechanical condition before proceeding with this diagnostic.
Turn ON the ignition with the engine OFF.
Review the Freeze Frame and/or Failure Records data for this DTC and observe the parameters.
Turn OFF the ignition for 15 seconds.
Start the engine.
Operate the vehicle within the conditions required for this diagnostic to run, and as close to the conditions recorded in Freeze Frame and/or Failure Records as possible. Special operating conditions that you need to meet before the PCM will run this diagnostic, where applicable, are listed in Conditions for Running the DTC.
Select the Diagnostic Trouble Code (DTC) option and the Specific DTC option, then enter the DTC number with the scan tool.
Does the scan tool indicate that this diagnostic failed this ignition?
--
Go to Step 3
Go to Diagnostic Aids
3
Disconnect the knock sensor electrical connector located behind the intake manifold.
Measure the resistance of the appropriate knock sensor by connecting the DMM between the knock sensor signal circuit on the sensor side and the engine block with the DMM .
Set the DMM to the 400K ohm scale.
Is the resistance of the knock sensor within the specified range?
93-107Kohms
Go to Step 4
Go to Step 6
4
Connect the DMM between the appropriate knock sensor signal circuit on the sensor side and the engine block.
Set the DMM to the AC voltage scale.
Important
Do not tap on plastic engine components.
Tap on the engine in the area of the appropriate knock sensor while observing the signal indicated on the DMM .
Is any signal indicated on the DMM while tapping on the engine near the Knock Sensor?
--
Go to Step 5
Go to Step 7
5
Disconnect the PCM connector C1 located on the same side as the manufacturer's logo. Refer to Powertrain Control Module (PCM) Replacement .
Test the KS signal circuit between the PCM and the knock sensor connector for the following:
An open
A short to voltage
A short to ground
If you find a circuit condition, repair as necessary. Refer to Wiring Repairs in Wiring Systems.
Did you find and correct the condition?
--
Go to Step 10
Go to Step 8
6
Remove the intake manifold. Refer to Intake Manifold Replacement in Engine Mechanical 5.7L.
Test for an open or a short to ground in the signal circuit between the knock sensor jumper harness connector, located at the back of the intake manifold, and the knock sensor connector. Refer to Testing for Continuity or Testing for Short to Ground in Wiring Systems.
If a condition is located repair the circuit as necessary. Refer to Wiring Repairs in Wiring Systems.
Did you find and correct the condition?
--
Go to Step 10
Go to Step 7
7
Replace the Knock Sensor. Refer to Knock Sensor (KS) Replacement .
Is the action complete?
--
Go to Step 10
--
8
Inspect the KS signal circuit for a poor connection at the PCM. Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
If you find a poor connection repair the terminal as necessary. Refer to Repairing Connector Terminals in Wiring Systems.
Did you find and correct the condition?
--
Go to Step 10
Go to Step 9
9
Important
Program the replacement PCM.
Replace the PCM. Refer to Powertrain Control Module (PCM) Replacement .
Is the action complete?
--
Go to Step 10
--
10
Select the Diagnostic Trouble Code (DTC) option and the Clear DTC Information option with the scan tool.
Start the engine and idle at the normal operating temperature.
Select the Diagnostic Trouble Code (DTC) option and the Specific DTC option, then enter the DTC number with the scan tool.
Operate the vehicle within the conditions for running this DTC as specified in the supporting text, if applicable.
Does the scan tool indicate that this test ran and passed?
--
Go to Step 11
Go to Step 2
11
Select the Capture Info option and the Review Info option with the scan tool.
Does the scan tool display any DTCs that you have not diagnosed?
--
Go to the applicable DTC table
System OK
© Copyright General Motors Corporation. All Rights Reserved.
--------------------------------------------------------------------------------
Document ID # 554279
2000 Chevrolet/Geo Corvette
Document ID # 554279
2000 Chevrolet/Geo Corvette
--------------------------------------------------------------------------------
DTC P0327 Knock Sensor (KS) 1 Circuit
Circuit Description
The knock sensor (KS) system detects engine detonation. The PCM retards the spark timing based on the signals from the knock sensors. The knock sensors produce an AC voltage. The knock sensor voltages are an input to the PCM. The amount of AC voltage produced is proportional to the amount of knock.
An operating engine produces a normal amount of engine mechanical vibration (noise). The knock sensors produce an AC voltage signal from this noise. When an engine operates, the PCM learns the minimum and maximum frequency of the noise the engine produces. When the PCM determines that this frequency is less than or greater than the expected amount, a knock sensor DTC sets.
Conditions for Running the DTC
The engine speed is between 1650 RPM and 3000 RPM.
The MAP is less than 49 kPa (7.1 psi).
The engine coolant temperature is greater than 60°C (140°F).
The throttle angle is greater than the idle throttle angle.
The engine has been operating for longer than 20 seconds.
Conditions for Setting the DTC
The PCM determines that this frequency is less than or greater than the expected amount for less than 3.0 seconds.
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\TAC module connector surfaces before servicing the PCM\TAC module. Inspect the PCM\TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM\TAC modules.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A . Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Wiring Systems.
Inspect the knock sensor for proper installation. A knock sensor that is loose or over torqued may cause DTC P0327 to set.
The knock sensor jumper harness is located at the left rear of the intake manifold near the crankcase vent.
For an intermittent, refer to Symptoms .
Test Description
The numbers below refer to the step numbers on the diagnostic table.
This verifies the malfunction is present. The scan tool will display DTC Ran=Yes and Pass=Int if the failure is intermittent. This indicates the diagnostic passed this ignition cycle and failed this ignition cycle. At this point the resistance of the knock sensors should be verified to be in the correct range. If the knock sensor resistances are correct, inspect the KS system wiring connections. When inspecting the KS system connections, start at the KS system jumper harness connector located behind the intake manifold. Then inspect the connections at the PCM. Refer to the wiring schematic for the correct connector and terminal. Then inspect the connections at the appropriate knock sensor. Failure Records data does not include the parameter KS Activity, however other parameters may aid in locating the conditions under which an intermittent occurred.
This test isolates the Knock Sensor from the rest of the circuit.
Tap on the engine block in the location of the appropriate knock sensor.
Step
Action
Values
Yes
No
1
Did you perform the Powertrain On-Board Diagnostic (OBD) System Check?
--
Go to Step 2
Go to Powertrain On Board Diagnostic (OBD) System Check
2
Important
If an engine knock can be heard, repair the engine mechanical condition before proceeding with this diagnostic.
Turn ON the ignition with the engine OFF.
Review the Freeze Frame and/or Failure Records data for this DTC and observe the parameters.
Turn OFF the ignition for 15 seconds.
Start the engine.
Operate the vehicle within the conditions required for this diagnostic to run, and as close to the conditions recorded in Freeze Frame and/or Failure Records as possible. Special operating conditions that you need to meet before the PCM will run this diagnostic, where applicable, are listed in Conditions for Running the DTC.
Select the Diagnostic Trouble Code (DTC) option and the Specific DTC option, then enter the DTC number with the scan tool.
Does the scan tool indicate that this diagnostic failed this ignition?
--
Go to Step 3
Go to Diagnostic Aids
3
Disconnect the knock sensor electrical connector located behind the intake manifold.
Measure the resistance of the appropriate knock sensor by connecting the DMM between the knock sensor signal circuit on the sensor side and the engine block with the DMM .
Set the DMM to the 400K ohm scale.
Is the resistance of the knock sensor within the specified range?
93-107Kohms
Go to Step 4
Go to Step 6
4
Connect the DMM between the appropriate knock sensor signal circuit on the sensor side and the engine block.
Set the DMM to the AC voltage scale.
Important
Do not tap on plastic engine components.
Tap on the engine in the area of the appropriate knock sensor while observing the signal indicated on the DMM .
Is any signal indicated on the DMM while tapping on the engine near the Knock Sensor?
--
Go to Step 5
Go to Step 7
5
Disconnect the PCM connector C1 located on the same side as the manufacturer's logo. Refer to Powertrain Control Module (PCM) Replacement .
Test the KS signal circuit between the PCM and the knock sensor connector for the following:
An open
A short to voltage
A short to ground
If you find a circuit condition, repair as necessary. Refer to Wiring Repairs in Wiring Systems.
Did you find and correct the condition?
--
Go to Step 10
Go to Step 8
6
Remove the intake manifold. Refer to Intake Manifold Replacement in Engine Mechanical 5.7L.
Test for an open or a short to ground in the signal circuit between the knock sensor jumper harness connector, located at the back of the intake manifold, and the knock sensor connector. Refer to Testing for Continuity or Testing for Short to Ground in Wiring Systems.
If a condition is located repair the circuit as necessary. Refer to Wiring Repairs in Wiring Systems.
Did you find and correct the condition?
--
Go to Step 10
Go to Step 7
7
Replace the Knock Sensor. Refer to Knock Sensor (KS) Replacement .
Is the action complete?
--
Go to Step 10
--
8
Inspect the KS signal circuit for a poor connection at the PCM. Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
If you find a poor connection repair the terminal as necessary. Refer to Repairing Connector Terminals in Wiring Systems.
Did you find and correct the condition?
--
Go to Step 10
Go to Step 9
9
Important
Program the replacement PCM.
Replace the PCM. Refer to Powertrain Control Module (PCM) Replacement .
Is the action complete?
--
Go to Step 10
--
10
Select the Diagnostic Trouble Code (DTC) option and the Clear DTC Information option with the scan tool.
Start the engine and idle at the normal operating temperature.
Select the Diagnostic Trouble Code (DTC) option and the Specific DTC option, then enter the DTC number with the scan tool.
Operate the vehicle within the conditions for running this DTC as specified in the supporting text, if applicable.
Does the scan tool indicate that this test ran and passed?
--
Go to Step 11
Go to Step 2
11
Select the Capture Info option and the Review Info option with the scan tool.
Does the scan tool display any DTCs that you have not diagnosed?
--
Go to the applicable DTC table
System OK
© Copyright General Motors Corporation. All Rights Reserved.
--------------------------------------------------------------------------------
Document ID # 554279
2000 Chevrolet/Geo Corvette
11-05-2002, 12:35 AM
#4
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P0327 Code. Here we go again. Well I last posted about my problem with the P0327 code pissing me off. Everyone said it was because I had a bad knock sensor for the second time. Well about a week and half ago. I switched the front knock sensor to the back and the back to the front. No codes for a week and half. Then this morning while driving to work I throw the code again. This leads me to beleive I have computer problem.
Anyone else have any sujestions?
Could a bad battery have something to do with it. The reason I'm asking is that I hadn't driven the car since last thursday.
Thanks for the help.
Anyone else have any sujestions?
Could a bad battery have something to do with it. The reason I'm asking is that I hadn't driven the car since last thursday.
Thanks for the help.
11-05-2002, 10:54 AM
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Re: P0327 Code. Here we go again. JR,
I had a burnt pin on my pcm (#51) for one of the ks circuits, and I threw BOTH codes. If I was just throwing one code I wouldn't even consider the pcm as the culprit. It seems unlikely, however, that moisture would damage the front sensor (P0327) before the rear one. Something isn't right here.
I had a burnt pin on my pcm (#51) for one of the ks circuits, and I threw BOTH codes. If I was just throwing one code I wouldn't even consider the pcm as the culprit. It seems unlikely, however, that moisture would damage the front sensor (P0327) before the rear one. Something isn't right here.
11-05-2002, 08:55 PM
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Re: P0327 Code. Here we go again. I threw the front code again. I've been looking at my edit file and nothing seems out of place.
I still think its a computer problem. I'm going to check pin 51 this weekend.
I still think its a computer problem. I'm going to check pin 51 this weekend.
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11-06-2002, 08:34 PM
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Re: P0327 Code. Here we go again. Well the new edit file didn't work. I might try my friend computer. Question is mines a 99 and his is 00 will the car run?
I'm about to run out of ideas and patients. I think a match might cure my problem.
Thanks
I'm about to run out of ideas and patients. I think a match might cure my problem.
Thanks
11-07-2002, 07:59 AM
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Re: P0327 Code. Here we go again. Ok, I check the codes again this morning. I had five codes set four were the P0327 and now one is the P0332 rear knock sensor. So maybe the wire is pinched. Looks like will be pulling the intake again tonight to check. If its not pinched I better start saving money for a pcm.
Thanks for the help everyone.
Thanks for the help everyone.
11-07-2002, 10:24 AM
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Re: P0327 Code. Here we go again. If you're getting both codes, it's either the wire or the pcm, but before pulling the intake, do a visual on your pcm's pins. If one looks black (burnt), you can be pretty sure that your pcm is the cause. In fact, pin 51 on my pcm broke off by touching it. If you need a replacement pcm, e-mail Lyndon Wester (Wester's Garage) at nwester@eidnet.org. He can hook you up with a replacement at a fair price. Even if you don't see a burnt pin, it would be a good idea to send it to have it checked. If your pcm checked out okay, just replace the wire and perform the GM tech. service bulletin for the knock sensors.
