I have these codes and my car kinda runs like crap.

PO200
PO300
PO308
PO405

 

yeah, it wasn't working for a really while already <img border="0" title="" alt="[Confused]" src="images/icons/confused.gif" />

 

you can find them on this website
http://www.obdii.com/codes.asp
hope that helps <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" /> <img border="0" alt="[USA]" title="" src="graemlins/patriot.gif" />

 

If its any help, you probably already know this already...

PO200=Injector control circuit
PO300=Engine misfire detected
PO308=Cylinder 8 misfire detected
PO405= EGR Pos sensor low voltage

sounds like you don't have the injector plugged in on number 8 cylinder....or it could possibly be bad, and it also seems like EGR is causeing a problem, hope this helps.

 

P0200
</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">DTC P0200 Injector Control Circuit
Refer to Engine Controls Schematics, Fuel Injectors for complete circuit details.

Circuit Description
The PCM enables an injector on the intake stroke of each cylinder. Individual cylinder fuel control is referred to as Sequential Multi-port Fuel Injection (SFI).

Ignition voltage is supplied directly to the fuel injectors. The PCM controls each injector by grounding the control circuit via an internal switch called a driver. The primary function of the driver is to supply the ground for the component being controlled. Each driver or control circuit is equipped with a fault line which is monitored by the PCM. When the PCM is commanding an injector ON, the voltage of the control circuit should be low. When the PCM is commanding the injector OFF, the voltage potential of the control circuit should be high. If the PCM detects the injector control circuit voltage other than what is expected, the PCM sets a DTC.

Conditions for Running the DTC
- The engine speed is more than 400 RPM.
- The ignition voltage is more than 6.0 volts but less than 18.0 volts.

Conditions for Setting the DTC
The PCM detects the wrong voltage potential on any injector driver circuit for 5 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 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.

A misfire may not be apparent at idle. The misfire may only occur above idle under a load. Road test the vehicle and monitor the misfire current counters.

Observe, if more than one cylinder is mis-firing, the scan tool may only display one cylinder mis-firing. This will not be apparent until the repair is completed. Also, if an injector fuse is open for one side of the engine, the scan tool may only display 2 or 3 cylinders mis-firing.

When the injector driver is disabled, an engine misfire will be apparent and a misfire DTC sets.

For an intermittent condition, refer to Symptoms .

Test Description
The numbers below refer to step numbers on the diagnostic table.

2) This step determines if a malfunction is present.

The Misfire Current Counters will not increment if certain DTCs set at the same time or after DTC P0300 sets. Refer to conditions for running DTC P0300 for applicable DTC list.

If more than one cylinder is misfiring, the Misfire Current Counters may increment for only one cylinder. Example: Cylinders 1 and 8 are both misfiring, yet only cylinder 8 increments on the Misfire Current Counter.

If one injector fuse open, only two or three Misfire current counters may increment for the corresponding side of the engine.

3) There are two ways to isolate a malfunctioning injector circuit:

- DTC P0300 indicates a misfire is present. So use the Misfire Current Counters to locate the cylinder that is misfiring.
- If no misfire DTC is present, Start and idle the engine while monitoring Misfire Current Counters. If a misfire is present, the Misfire Current Counters will increase for a cylinder that has a misfire.

4) The injector fuses also feed the ignition coil/modules. Thoroughly inspect the circuits going to the ignition coil/modules for a short to ground. A shorted ignition coil/module may also cause a fuse to open.

7) Inspect the injector connections before replacing the injector. A faulty connection causes an inoperative injector.

11) Disconnecting the PCM allows testing the continuity of the circuits with the DMM. This aids in locating an open or shorted circuit. Tests for an ignition feed circuit that is shorted to ground.

13) Tests for an ignition feed circuit that is shorted to ground.

14) The injector fuses also feed the ignition coil/modules. Thoroughly inspect the circuits going to the ignition coil/modules for a short to ground. A shorted ignition coil/module may also cause a fuse to open.

Fuel Injector Circuit Check

Step 1

Did you perform the Powertrain On-Board Diagnostic (OBD) System Check?
--
Yes: Go to Step 2
No: Go to Powertrain On Board Diagnostic (OBD) System Check

Step 2

1) Install the scan tool.
2) Start the engine.
3) Monitor all the Misfire Current Counters on the Misfire Data List (There are a total of 8 counters. One counter per cylinder) with a scan tool.

Are any of the Misfire Current Counters incrementing?
--
Yes: Go to Step 4
No: Go to Step 3

Step 3

Monitor the Misfire History Counters on the Misfire Data List (There are a total of 8 counters. One counter per cylinder) with a scan tool.

Do any of the Misfire History Counters indicate a number other than 0.0 counts?
--
Yes: Go to Step 18
No: Go to Diagnostic Aids

Step 4

Are the injector fuses OK?
--
Yes: Go to Step 5
No: Go to Step 8

Step 5

1) Turn OFF the ignition.
2) Disconnect the injector(s) harness that the Misfire Current Counter is incrementing for.
3) Turn ON the ignition, with the engine OFF.
4) Probe the injector harness ignition feed circuit with the test lamp J 34142-B connected to ground. Refer to Probing Electrical Connectors in Wiring Systems.

Does the test lamp illuminate?
--
Yes: Go to Step 6
No: Go to Step 10

Step 6

1) Turn OFF the ignition.
2) Connect the injector test lamp J 34730-2C to the isolated injector harness.
3) Start and idle the engine.

Does the injector test lamp blink?
--
Yes: Go to Step 7
No: Go to Step 11

Step 7

1) Inspect the injector harness terminals for poor connections. Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
2) If you find a poor connection, repair the condition as necessary. Refer to Repairing Connector Terminals in Wiring Systems.
Did you find and correct the condition?
--
Yes: Go to Step 19
No: Go to Step 9

Step 8

1) Turn OFF the ignition.
2) Disconnect the four injector harness connectors related to the fuse that was open.
3) Probe the injector ignition feed circuits of one of the injector harnesses that are disconnected with the test lamp J 34142-B connected to B+. Refer to Probing Electrical Connectors in Wiring Systems.

Does the test lamp illuminate?
--
Yes: Go to Step 13
No: Go to Step 9

Step 9

Important
Return to this Diagnostic after performing the Fuel Injector Coil Test.

Perform the Fuel Injector Coil Test. Refer to Fuel Injector Coil Test - Engine Coolant Temperature (ECT) Between 10-35 Degrees C (50-95 Degrees F) .

Did the Fuel Injector Coil Test isolate an injector condition?
--
Yes: Go to Step 15
No: Go to Step 14

Step 10

Repair the injector ignition feed circuit to the isolated injector. Refer to Wiring Repairs in Wiring Systems.

Is the action complete?
--
Yes: Go to Step 19
--

Step 11

Important
Disconnecting the PCM may eliminate the short to ground, or short to voltage if the injector circuit is shorted to another PCM circuit.

1) Turn OFF the ignition.
2) Disconnect the PCM connector C1 located on the same side as the manufacturer's logo. Refer to PCM Replacement/Programming .
3) Test the injector control circuit for an open, short to ground or a short to voltage. Refer to Circuit Testing in Wiring Systems.

Is the injector control circuit open or shorted?
--
Yes: Go to Step 12
No: Go to Step 16

Step 12

Repair the injector control circuit for an open, short to ground, or a short to voltage. Refer to Wiring Repairs in Wiring Systems.

Is the action complete?
--
Yes: Go to Step 19
--

Step 13

1) Repair the grounded ignition feed circuit to the injectors. Refer to Wiring Repairs in Wiring Systems.
2) Replace the open fuse.

Is the action complete?
--
Yes: Go to Step 19
--

Step 14

Repair the intermittent short to ground in the injector ignition feed circuit. Refer to Wiring Repairs in Wiring Systems.

Is the action complete?
--
Yes: Go to Step 19
--

Step 15

Replace the faulty injector(s) that was isolated. Refer to Fuel Injector Replacement .

Is the action complete?
--
Yes: Go to Step 19
--

Step 16

1) Inspect for poor connections at the PCM. Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
2) If you find a poor connection, repair the condition as necessary. Refer to Repairing Connector Terminals in Wiring Systems.

Did you find and correct the condition?
--
Yes: Go to Step 19
No: Go to Step 17

Step 17

Important:
Program the replacement PCM. Refer to PCM Replacement/Programming .

Replace the PCM.

Is the action complete?
--
Yes: Go to Step 19
--

Step 18

1) Inspect the appropriate injector circuit for the following:
- Poor connections at the injector and the PCM terminal.
- Intermittent shorts to ground.
- Intermittent opens. Refer to Testing for Intermittent and Poor Connections in Wiring Systems.

2) If a condition is found, repair as necessary. Refer to Wiring Repairs in Wiring Systems.

Did you find and correct the condition?
--
Yes: Go to Step 19
No: Go to Symptoms

Step 19

1) Select the Diagnostic Trouble Code (DTC) option and the Clear DTC Information option with the scan tool.
2) Idle the engine at the normal operating temperature.
3) Select the Diagnostic Trouble Code (DTC) option and the Specific DTC option, then enter the DTC number with the scan tool.
4) Operate the vehicle within the Conditions for Running the DTC as specified in the supporting text, if applicable.

Does the scan tool indicate that this test ran and passed?
--
Yes: Go to Step 20
No: Go to Step 2

Step 20

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?
--
Yes: Go to the applicable DTC table
No: System OK</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I'll post the other three tomorrow, I want to catch some shut eye. But that should point you in the right direction for this code.

 

P0300 This one in step 6 refers you back to P0200. For P0308, refer to these steps for that specific cylinder.

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">DTC P0300 Engine Misfire Detected

Circuit Description
The Crankshaft Position sensor is mounted through the side of the engine block at the rear of Bank 2 behind the starter assembly. The Crankshaft Position sensor works in conjunction with a 24X reluctor wheel on the crankshaft. The reluctor wheel is inside the engine immediately in front of the rear main bearing. The PCM provides a 12 volt power supply to the CKP sensor as well as a ground and a signal circuit.

A misfire causes a change in crankshaft speed. The PCM times the interval between each pulse and compares each new time interval with the previous one in order to determine when an excessive change in crankshaft speed has occurred. You can expect a certain amount of acceleration/deceleration between each firing stroke, but if the crankshaft speed changes are greater than an expected amount, the PCM interprets this as a misfire.

The PCM uses the Crankshaft Position sensor for both spark and fueling. As the crankshaft rotates, the reluctor wheel teeth interrupt a magnetic field produced by a magnet within the sensor. The sensors internal circuitry detects this and produces a signal which the PCM reads. The PCM uses this 24X signal in combination with the Camshaft Position sensor 1X signal in order to accurately determine crankshaft position. The PCM also calculates a 4X signal from this information. The PCM uses the 4X signal for internal calculations. The 4X signal also provides a tach signal for any device which requires one.

Observe that as long as the PCM receives the Crankshaft Position sensor 24X signal, the engine will start. The PCM can determine top dead center for all cylinders by using the Crankshaft Position sensor 24X signal alone. The Camshaft Position sensor 1X signal is used by the PCM to determine if the cylinder at top dead center is on the firing stroke, or the exhaust stroke. The system attempts synchronization and looks for an increase in engine speed indicating the engine started. If the PCM does not detect an increase in engine speed, the PCM assumes it incorrectly synchronized to the exhaust stroke and re-syncs to the opposite cam position. A slightly longer cranking time may be a symptom of this condition.

Conditions for Running the DTC

- DTCs P0101, P0102, P0103, P0117, P0118, P0121, P0122, P0123, P0125, P0335, P0336, P0341, P0342, P0343, P0500, P0502, P0503, P1258 not set.
- The engine speed is between 450 RPM and 3,001 RPM.
- The ignition voltage is between 10.0 volts and 18 .0 volts.
- The engine coolant temperature is between -7°C (19°F) and 130°C (266°F).
- Fuel level is more than 10 percent.
- The TP sensor angle is steady within 1 percent.
- The ABS and Traction Control systems are not active.
- The transmission is not changing gears.
- The AIR diagnostic test is not in progress.
- The A/C clutch is not changing states.
- The PCM is not in fuel shut-off or decel fuel cut-off mode.
- The ABS signals not exceeding rough road thresholds.

Conditions for Setting the DTC
- The PCM determines that an emission type Misfire is present.
- The PCM determines that a catalyst damaging Misfire is present.

Action Taken When the DTC Sets
The PCM illuminates the Malfunction Indicator Lamp (MIL) under the following conditions:

- The PCM illuminates the Malfunction Indicator Lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails, if the diagnostic fails under the same conditions (load, RPM, temperature, etc.) as the previous ignition cycle that the test ran and failed.
- The first time the diagnostic fails, the PCM records the operating conditions in Failure Records.
- The PCM determines the percent of misfire over a 1,000 revolution period is high enough to cause excessive tail pipe emissions. The PCM illuminates the Malfunction Indicator lamp the next consecutive ignition cycle that the diagnostic runs and fails, if the diagnostic fails under the same conditions (load, RPM, temperature, etc.) as the previous ignition cycle that the test ran and failed. Or
- The PCM flashes the Malfunction Indicator Lamp (MIL) when the diagnostic runs and fails a catalyst damaging misfire.

Conditions for Clearing the MIL/DTC

Important
If the last failure was during a non-typical driving condition, the MIL may remain ON longer than the three ignition cycles. Review the Freeze Frame/Failure Records for the last failure conditions.

- The PCM turns the MIL OFF after three consecutive ignition cycles that the diagnostic runs and does not fail within the same conditions that the DTC last failed.
- A History DTC clears after forty consecutive warm-up cycles, if this or any other emission related diagnostic does not report any failures.
- A last test failed (Current DTC) clears when the diagnostic runs and does not fail.
- Use a scan tool in order to clear the MIL/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 may cause a misfire:

- Running the vehicle out of fuel causes sufficient misfire to set DTC P0300. A vehicle that is out of fuel may have DTC P0461 also set.
- A restricted fuel filter can cause sufficient misfire to set DTC P0300. Refer to Fuel System Diagnosis .
- A misfire may not be apparent at idle. The misfire may only occur above idle under a load. Road test the vehicle and monitor the misfire current counters.
- Observe, if more than one cylinder is mis-firing, the scan tool may only display one cylinder mis-firing. This will not be apparent until the repair is completed. Also, if an ignition coil/module ground circuit is open for one side of the engine, the scan tool may only display 2 or 3 cylinders mis-firing. Inspect the ground circuit for the ignition coil/modules on the cylinder bank of the engine that has more then one cylinder mis-firing.
- Excessive vibration from sources other than the engine could cause a misfire DTC. The following are possible sources of vibration:
- Variable thickness brake rotor
- Drive shaft not balanced
- Certain rough road conditions

For an intermittent condition, refer to Symptoms .

Test Description
The numbers below refer to the step numbers on the diagnostic table.

2) A misfire may not be apparent at idle. The misfire may only occur above idle or under a load. Road test the vehicle and monitor the Misfire Current Counters.

The Misfire Current Counters will not increment if certain DTCs set at the same time or after DTC P0300 sets. Refer to conditions for running DTC P0300 for applicable DTC list.

If more than one cylinder is misfiring, the Misfire Current Counters may increment for only one cylinder. Example: Cylinders 1 and 8 are both misfiring, yet only cylinder 8 increments on the Misfire Current Counter.

If one injector fuse open, only two or three Misfire Current Counters may increment for the corresponding side of the engine.

Wetting down the secondary ignition system with water from a spray bottle may help locate damaged or deteriorated components. Look/listen for arcing or misfiring as you apply the water.

If the Misfire Current Counters are incrementing and there is no apparent misfire, an erratic CKP sensor signal could be the cause. Perform the diagnostic table for DTC P0335 first if this condition is suspected.

If a misfire is present and you suspect a fuel control condition, force the fuel system into Open Loop using the scan tool and allow the engine to run for a few minutes. If this eliminates the misfire, refer to any fuel control related DTCs which are set. If no other DTCs are set, refer to the Engine Scan Tool Data List.

4) The cylinder with the more significant misfire may cause another cylinders counter to increment only by a small amount.

10) If the engine misfire moves with the spark plug, this is good indication that you should replace the spark plug.

12) If you cannot locate a fuel system condition, refer to Engine Mechanical-5.7L. An engine mechanical condition can cause a spark plug to gas foul. Inspect for loose rockers, collapsed lifters or worn camshaft lobes.

17) If the customers concern is the MIL is flashing, this indicates that a Catalyst Misfire has occurred. Drive the vehicle in the conditions to run the catalyst diagnostic.

DTC P0300 - Engine Misfire Detected

Step 1

Did you perform the Powertrain On-Board Diagnostic (OBD) System Check?
--
Yes: Go to Step 2
No: Go to Powertrain On Board Diagnostic (OBD) System Check

Step 2

Important
- You must perform the CKP System Variation Learn Procedure before proceeding with this diagnostic table. Refer to CKP System Variation Learn Procedure .
- Ensure that the ABS and Traction Control systems are functioning properly before proceeding with this diagnostic.
- If any DTCs are set, refer to those DTCs before proceeding with this diagnostic.

Monitor all the Misfire Current Counters on the misfire data list (There are a total of 8 counters, one counter per cylinder) using the scan tool.

Are any of the Misfire Current Counters incrementing?
--
Yes: Go to Step 4
No: Go to Step 3

Step 3

1) Turn ON the ignition leaving the engine OFF.
2) Review the Freeze Frame and/or Failure Records data for this DTC and observe the parameters.
3) Turn OFF the ignition for 15 seconds.
4) Start the engine.
5) Operate the vehicle within the conditions required for this diagnostic to run, and as close to the conditions recorded in Freeze Frame/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.
6) Select the Diagnostic Trouble Code (DTC) option.

Does the scan tool indicate that this diagnostic failed this ignition?
--
Yes: Go to Step 4
No: Go to Diagnostic Aids

Step 4

Is only one Misfire Counter incrementing?
--
Yes: Go to Step 6
No: Go to Step 5

Step 5

1) Visually/physically inspect the following items:
- Accessory drive belt and pulleys for damage or misalignment. Refer to Symptoms - Drive Belt in Engine Mechanical 5.7L.
- Vacuum hoses for splits, kinks and proper connections. Refer to Emission Hose Routing Diagram .
- Throttle body and intake manifold for vacuum leaks
- Crankcase ventilation valve and/or system for vacuum leaks. Refer to Crankcase Ventilation System Description .
- PCM grounds for being clean and secure. Refer to Ground Distribution Schematics in Wiring Systems.
- Verify that all injector harness connectors are connected to the proper injector/cylinder.
- Inspect the injector and Ignition Control fuses for being open. If you find an open fuse, locate and repair the shorted circuit. Refer to Wiring Repairs in Wiring Systems.
- Test for low fuel pressure or restricted fuel flow. Refer to Fuel System Diagnosis .
- Inspect for a restricted exhaust. Refer to Restricted Exhaust in Engine Exhaust.
- Fuel contamination. Refer to Alcohol/Contaminants-in-Fuel Diagnosis .

2) If you find a condition, repair as necessary.

Did any of the above tests isolate a condition requiring a repair?
--
Yes: Go to Step 17
No: Go to Step 6

Step 6

1) Turn OFF the ignition.
2) Disconnect the injector that corresponds to the Misfire Current Counter(s) that was incrementing.
3) Connect the J 34730-2C injector test lamp to the injector electrical connector.
4) Idle the engine.

Is the injector test lamp flashing?
--
Yes: Go to Step 7
No: Go to DTC P0200 Injector Control Circuit

Step 7

1) Turn OFF the ignition.
2) Reconnect the injector harness electrical connector.
3) Disconnect the ignition wire(s) from the spark plug that corresponds to the Misfire Current Counter(s) that was incrementing.
4) Install J 26792 spark tester to ground.
5) Start the engine.

Does the spark jump the tester gap and is the spark consistent?
--
Yes: Go to Step 9
No: Go to Step 8

Step 8

1) Remove the ignition wire for the cylinder that is misfiring.
2) Measure the resistance of the ignition wire using the DMM.

Is the ignition wire resistance less than the specified resistance?

Specified resistance = 700ohms
--
Yes: Go to Electronic Ignition (EI) System Diagnosis
No: Go to Step 16

Step 9

1) Remove the spark plug(s) from the cylinder that indicated a misfire. Refer to Spark Plug Replacement in Engine Electrical.
2) Visually inspect the spark plug(s). Refer to Spark Plug Visual Diagnosis in Engine Electrical.

Does the spark plug appear to be OK?
--
Yes: Go to Step 10
No: Go to Step 11

Step 10

Important
If the Injector Coil Test Procedure does not isolate the condition, refer to Base Engine Misfire Diagnosis in Engine Mechanical-5.7L.

1) Swap the suspected spark plug with another cylinder that is operating properly.
2) Operate the vehicle under the same conditions that the misfire occurred.

Did the misfire move with the spark plug?
--
Yes: Go to Step 15
No: Go to Fuel Injector Coil Test - Engine Coolant Temperature (ECT) Between 10-35 Degrees C (50-95 Degrees F)

Step 11

Are the spark plugs oil or coolant fouled.
--
Yes: Go to Base Engine Misfire Diagnosis in Engine Mechanical-5.7L
No: Go to Step 12

Step 12

Important
If the Fuel System is OK, refer to Base Engine Misfire Diagnosis in Engine Mechanical-5.7L.

Are the spark plugs gas fouled?
--
Yes: Go to Fuel System Diagnosis
No: Go to Step 13

Step 13

Important
If the Injector Coil Test Procedure does not isolate the condition, refer to Base Engine Misfire Diagnosis in Engine Mechanical-5.7L.

Do the spark plugs show any signs of being cracked, worn, or improperly gapped?
--
Yes: Go to Step 14
No: Go to Fuel Injector Coil Test - Engine Coolant Temperature (ECT) Between 10-35 Degrees C (50-95 Degrees F)

Step 14

1) Replace or re-gap spark plugs.
2) If improper gap is found, be sure to re-gap spark plugs using a wire type gauge.

Is the action complete?
--
Yes: Go to Step 17
--

Step 15

Replace the faulty spark plug(s). Refer to Spark Plug Replacement in Engine Electrical.

Is the action complete?
--
Yes: Go to Step 17
--

Step 16

Replace the faulty ignition wire(s). Refer to Spark Plug Wire Harness Replacement in Engine Electrical.

Is the action complete?
--
Yes: Go to Step 17
--

Step 17

Was the customers concern that the MIL was flashing?
--
Yes: Go to DTC P0420 Catalyst System Low Efficiency Bank 1 or DTC P0430 Catalyst System Low Efficiency Bank 2
No: Go to Step 18

Step 18

1) Select the Diagnostic Trouble Code (DTC) option and the Clear DTC Information option using the scan tool.
2) Idle the engine at the normal operating temperature.
3) Select the Diagnostic Trouble Code (DTC) option.
4) Operate the vehicle within the Conditions for Running the DTC as specified in the supporting text, if applicable.

Does the scan tool indicate that this test ran and passed?
--
Yes: Go to Step 19
No: Go to Step 2

Step 19

Select the Capture Info option and the Review Info option using the scan tool.

Does the scan tool display any DTCs that you have not diagnosed?
--
Yes: Go to the applicable DTC table
No: System OK</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">

<small>[ April 10, 2003, 11:19 AM: Message edited by: CMNTMXR57 ]</small>

 

P0405

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">DTC P0405 Exhaust Gas Recirculation (EGR) Position Sensor Circuit Low Voltage

Circuit Description
An Exhaust Gas Recirculation (EGR) system is used in order to lower Oxides of Nitrogen (NOx) emission levels. The EGR system accomplishes this by feeding small amounts of exhaust gas back into the combustion chamber. High combustion temperatures cause NOx. Combustion temperatures are reduced when the air/fuel mixture is diluted with the exhaust gases.

The EGR valve is designed to accurately supply exhaust gases to the engine without the use of intake manifold vacuum. The EGR valve controls the exhaust flow into the intake manifold from the exhaust manifold through an orifice with a PCM controlled pintle. The PCM controls the pintle position using inputs from the Throttle Position (TP) sensor, the Manifold Absolute Pressure (MAP) sensor and, the Engine Coolant Temperature sensor. The PCM commands the EGR valve in order to supply the correct amount of exhaust gas recirculation for the current engine operating conditions. This can be monitored on a scan tool as the Desired EGR Position.

The PCM monitors the position of the EGR valve through a feedback signal. The PCM supplies a 5.0 volt reference and a ground to the EGR valve. A voltage signal representing the EGR valve pintle position is sent to the PCM from the EGR valve. This feedback signal can also be monitored on a scan tool and is the actual position of the EGR pintle. The Actual EGR Position should always be near the commanded or Desired EGR Position.

Conditions for Running the DTC

The ignition voltage is more than 11.7 volts.

Conditions for Setting the DTC
- The EGR feedback signal voltage is less than 0.14 volts.
- All conditions are present for 10 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 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 contaminate intrusion into the PCM.
- For any test that requires probing the PCM or a component harness connector, use the J 35616-A connector test adapter kit. Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Wiring Systems.

Due to the moisture associated with exhaust systems, the EGR valve may freeze and stick in colder weather at times. After the vehicle is brought into a warm shop for repairs, the valve warms and the concern disappears. By monitoring the Actual EGR and Desired EGR Positions on a cold engine with a scan tool, the fault can be verified easily.

For an intermittent, refer to Symptoms .

Test Description
The numbers below refer to the step numbers on the diagnostic table.

2) If DTC P1635 sets at the same time, this indicates that the 5 voltage reference circuit is either shorted to a ground or shorted to a voltage. The 5 volt reference circuit is internally connected within the PCM. The MAP sensor circuits may be causing this DTC to set. Refer to DTC P1635 for further diagnosis.

3) This step determines if the malfunction is present.

4) Using the 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 help determine how many miles since the DTC set. The Fail Counter and Pass Counter can also help determine 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 isolates when the DTC failed.

5) If the scan tool displays 5 volts, the EGR pintle position signal, 5 volt reference circuit, and the PCM are OK.

6) If the scan tool displays 5 volts, the EGR pintle position signal circuit and the PCM are OK.

7) Disconnecting the PCM allows using the DMM in order to test the continuity of the circuits. This aids in locating an open or a shorted circuit.

Step 1

Did you perform the Powertrain On-Board Diagnostic (OBD) System Check?
--
Yes: Go to Step 2
No: Go to Powertrain On Board Diagnostic (OBD) System Check

Step 2

1) Install a scan tool.
2) Idle the engine.
3) Monitor the Diagnostic Trouble Code (DTC) Information using the scan tool.

Did DTC P1635 fail this ignition cycle?
--
Yes: Go to DTC P1635 5 Volt Reference 1 Circuit
No: Go to Step 3

Step 3

Monitor the EGR pintle position voltage on Engine 1 Data List on the scan tool.

Is the EGR pintle position voltage below the specified value?

Specified Value = 0.14V
--
Yes: Go to Step 5
No: Go to Step 4

Step 4

1) Turn ON the ignition leaving the engine OFF.
2) Review the Freeze Frame and/or Failure Records data for this DTC and observe the parameters.
3) Turn OFF the ignition for 15 seconds.
4) Start the engine.
5) Operate the vehicle within the conditions required for this diagnostic to run, and as close to the conditions recorded in the Freeze Frame/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.
6) Select the Diagnostic Trouble Code (DTC) option, the Specific DTC option, then enter the DTC number using the scan tool.

Does the scan tool indicate that this diagnostic failed this ignition?
--
Yes: Go to Step 5
No: Go to Diagnostic Aids

Step 5

1) Disconnect the EGR valve electrical connector.
2) Jumper the 5 volt reference circuit and the EGR pintle signal circuit together at the EGR valve harness connector.
3) Observe the EGR pintle position voltage display on the scan tool.

Is the EGR pintle position voltage near the specified value?

Specified Value = 5 Volts
--
Yes: Go to Step 11
No: Go to Step 6

Step 6

1) Connect the test lamp J 34142-B between B+ and the EGR pintle position signal circuit at the EGR valve harness connector.
2) Observe the EGR pintle position voltage display on the scan tool.

Is the voltage near the specified value?

Specified Value = 5 Volts
--
Yes: Go to Step 7
No: Go to Step 9

Step 7

1) Turn OFF the ignition.
2) Disconnect the PCM connector C1 located on the same side as the manufacturer's logo. Refer to PCM Replacement/Programming .
3) Test the 5 volt reference circuit for the following:
- an open
- a short to a ground
- a short to a voltage

4) If you find the 5 volt reference circuit is open or shorted, repair the circuit as necessary. Refer to Wiring Repairs in Wiring Systems.

Did you find and correct the condition?
--
Yes: Go to Step 14
No: Go to Step 8

Step 8

1) Inspect the 5 volt reference circuit for a poor connection at the PCM. Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
2) 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?
--
Yes: Go to Step 14
No: Go to Step 13

Step 9

1) Turn OFF the ignition.
2) Disconnect the PCM connector C1 located on the same side as the manufacturer's logo. Refer to PCM Replacement/Programming .
3) Test the EGR pintle position signal circuit for the following:
- Open circuit
- Short to a ground
- Short to sensor ground circuit
4) If you find the EGR pintle position signal circuit is open or shorted to a ground, repair the circuit as necessary. Refer to Wiring Repairs in Wiring Systems.

Did you find and correct the condition?
--
Yes: Go to Step 14
No: Go to Step 10

Step 10

1) Inspect the EGR pintle position signal circuit for a poor connection at the PCM. Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
2) 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?
--
Yes: Go to Step 14
No: Go to Step 13

Step 11

1) Inspect for poor connections at the EGR valve. Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
2) 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?
--
Yes: Go to Step 14
No: Go to Step 12

Step 12

Replace the EGR valve. Refer to Exhaust Gas Recirculation (EGR) Valve Replacement .

Is the action complete?
--
Yes: Go to Step 14
--

Step 13

Important:
Program the replacement PCM. Refer to PCM Replacement/Programming .

Replace the PCM.

Is the action complete?
--
Yes: Go to Step 14
--

Step 14

1) Select the Diagnostic Trouble Code (DTC) option and the Clear DTC Information option using the scan tool.
2) Idle the engine at the normal operating temperature.
3) Select the Diagnostic Trouble Code (DTC) option and the Specific DTC option, then enter the DTC number using the scan tool.
4) Operate the vehicle within the Conditions for Running the DTC as specified in the supporting text, if applicable.

Does the scan tool indicate that this test ran and passed?
--
Yes: Go to Step 15
No: Go to Step 2

Step 15

Select the Capture Info option and the Review Info option using the scan tool.

Does the scan tool display any DTCs that you have not diagnosed?
--
Yes: Go to the applicable DTC table
No: System OK</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">

 

Thank a lot guys. That was a lot of info. Actually too much for my brain to process. That would be cool if the injector just needed to be plugged back in. haha. I'm gonna mess with it tonight and I'll see what happens. I went into edit and took care of that EGR crap. At least I think I did it right. I guess I'll find out.

Justin

 

Where did you guys get those long read outs from? I'm having trouble with these codes. Any ideas?
P0131 P0155
thanks

 

I programmed out that EGR dealy in edit so that doesn't set the SES light anymore. I checked out the injector and it seemed to be plugged in. I took it out, reseated it, plugged it back in, started the car, and now I'm no longer a V-7. That did the trick. Thanks for you help. Now I just need to deal with my crazy LTFTs.

Justin <img border="0" alt="[cheers]" title="" src="graemlins/gr_cheers.gif" />