Crankshaft variation learn BS!!!
#1
Crankshaft variation learn BS!!!
I've been fighting this problem for a couple of weeks with my car and I am getting nowhere. First off I will give you a bit of background of the car. Its a 91 240sx w/ ls1 swapped into it. MS4 cam, prc springs,retainers, tsp pushrods, freshly rebuilt bottom end with new everything. I'm getting the p1336 code and i can't get this thing to learn the ckp sensor variation for anything. I'm using HP tuners to attempt the learn. I did a little searching and it seemed that a few people had problems with this when they have remanufactured computers. I have a computer from pcm america that is a reman. anything else i can try before replacing this computer? i have already replaced the sensor and tested all wires. any help is greatly appreciated. this is the only thing keeping me from tuning and driving my car.
#3
Try verifying the voltage reference and return signal's for the CKP and CMP sensor's first. Find out if there is a problem with the wiring or sensor's or possibly the PCM.
So it's starting and running but you have this code?
What is the car's condition?
So it's starting and running but you have this code?
What is the car's condition?
#5
Are there any other codes showing? I was stymied doing the crank
learn using old EFILive V6 because of some EVAP / fuel tank code
that the scan tool could not even pick up but the dealership Tech
II found it, fixed the sensor under warranty, all good. You may not
even have that sensor, but if the tools can't see the problem you
might not know about it either. I didn't get any real good idea about
the details because they just "took care of it" while I ate a burger.
But if you read the fine print in the Helm book it goes on about there
being some codes that will inhibit the crank learn from running.
Anyway if you're using an up to date version and the crank learn
is expected to work (check with the support folks, some times in
the past CKP learn was busted, should be OK now?) then it might
be worth rolling up to the service bay and ask them to scan it
using the model year your PCM pretends to be. Half an hour shop
rates beats weeks of hair-pulling.
Crank position is just fine tuning, it may make the motor run a
little rougher but it shouldn't make the car undrivable. Leave a
couple of degrees out of the timing and you'll be OK for a
shakedown cruise.
learn using old EFILive V6 because of some EVAP / fuel tank code
that the scan tool could not even pick up but the dealership Tech
II found it, fixed the sensor under warranty, all good. You may not
even have that sensor, but if the tools can't see the problem you
might not know about it either. I didn't get any real good idea about
the details because they just "took care of it" while I ate a burger.
But if you read the fine print in the Helm book it goes on about there
being some codes that will inhibit the crank learn from running.
Anyway if you're using an up to date version and the crank learn
is expected to work (check with the support folks, some times in
the past CKP learn was busted, should be OK now?) then it might
be worth rolling up to the service bay and ask them to scan it
using the model year your PCM pretends to be. Half an hour shop
rates beats weeks of hair-pulling.
Crank position is just fine tuning, it may make the motor run a
little rougher but it shouldn't make the car undrivable. Leave a
couple of degrees out of the timing and you'll be OK for a
shakedown cruise.
#6
Originally Posted by jimmyblue
Are there any other codes showing? I was stymied doing the crank
learn using old EFILive V6 because of some EVAP / fuel tank code
that the scan tool could not even pick up but the dealership Tech
II found it, fixed the sensor under warranty, all good. You may not
even have that sensor, but if the tools can't see the problem you
might not know about it either.
learn using old EFILive V6 because of some EVAP / fuel tank code
that the scan tool could not even pick up but the dealership Tech
II found it, fixed the sensor under warranty, all good. You may not
even have that sensor, but if the tools can't see the problem you
might not know about it either.
Problems like these quickly reveal the limitations of the aftermarket software.
#7
so you guys are saying that my car could run just fine if i turn this code off. the car runs fine but i've just been afraid to drive in fear of damaging my new engine. without the ckp sensor learning how will the timing be correct? is it safe to go full throttle if i turn this code off in the software? i guess i will try it again with our scan tool here at the shop to see if that will work too before i completely give up.
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#8
Originally Posted by memphiss13
so you guys are saying that my car could run just fine if i turn this code off. the car runs fine but i've just been afraid to drive in fear of damaging my new engine. without the ckp sensor learning how will the timing be correct? is it safe to go full throttle if i turn this code off in the software? i guess i will try it again with our scan tool here at the shop to see if that will work too before i completely give up.
#11
Originally Posted by 2001WS6Vert
See if you can get a Tech II scanner. We have a Genysis at the shop but it won't do the relearn (even though it says it will), only the Tech II will.
#12
Verify the sensor is okay.
Get a real long extension and set it against the crank sensor,start it and allow it to run(if it will) and tap the end of the extension with something. Give the CKP sensor a couple good knock's and see what happen's. Usually this will reveal a faulty CKP.
Find a buddy with a tech 2 would be your easiest bet right now I bet. I'm a Ford tech and we can do several thing's you can't do with aftermarket scanner's.
I wish I could do cylinder and injector balance test's on my stuff,or KOEO/KOER tests.
Get a real long extension and set it against the crank sensor,start it and allow it to run(if it will) and tap the end of the extension with something. Give the CKP sensor a couple good knock's and see what happen's. Usually this will reveal a faulty CKP.
Find a buddy with a tech 2 would be your easiest bet right now I bet. I'm a Ford tech and we can do several thing's you can't do with aftermarket scanner's.
I wish I could do cylinder and injector balance test's on my stuff,or KOEO/KOER tests.
#13
No personal offense to anybody who has responded to this thread so far but...flamesuit on! You might as well stick your hand up a chicken's butt and feel his guts for further guidance.
First off, this is a hybrid project...What Make/Year/Trans/OS/Calibration are you attempting to use with the project?(in the pcm?)
2) What VIN are you inputing to the software? The original Make/Year/Trans/OS of the donor engine??? A generic????
Turning this code off will NOT make this problem go away. This data is essential to making the car perform right.
Back to the hybrid thing, do you know where the donor pcm came from? The 512kb GM pcm was put into many different vehicles from 99-03. To most software suites the crank position data within the pcm is not addressed other than in the respective scan tool(s) as a diagnostic function which, when you have the ready parameters met you can perform a CKP relearn. The current version of EFI Live can do this. Version 6 was how many years ago? Atari's Pong can't do it.
My best guess is you have a donor pcm (from a pcm salvage wharehouse)from a different member of the LSx family than the motor you physically have and you need to preform a CKP relearn from your scantool. (Ex. from a 4.8 truck)
I did actually read the thread and I understand that you attempted to do this with HPTuners. I know HP is sensitive about VINs... Once again, could it be that the donor pcm came from a different year/(CKP data)LSx vehicle that you have a license for under your HPT? Play it out...your donor pcm still has this CKP data from another year/LSx vehicle that you are in vain attempting to run the other OS/Cal that the pcm doesn't ultimately care about since the CKP data still does not match up.
Flame away
First off, this is a hybrid project...What Make/Year/Trans/OS/Calibration are you attempting to use with the project?(in the pcm?)
2) What VIN are you inputing to the software? The original Make/Year/Trans/OS of the donor engine??? A generic????
Turning this code off will NOT make this problem go away. This data is essential to making the car perform right.
Back to the hybrid thing, do you know where the donor pcm came from? The 512kb GM pcm was put into many different vehicles from 99-03. To most software suites the crank position data within the pcm is not addressed other than in the respective scan tool(s) as a diagnostic function which, when you have the ready parameters met you can perform a CKP relearn. The current version of EFI Live can do this. Version 6 was how many years ago? Atari's Pong can't do it.
My best guess is you have a donor pcm (from a pcm salvage wharehouse)from a different member of the LSx family than the motor you physically have and you need to preform a CKP relearn from your scantool. (Ex. from a 4.8 truck)
I did actually read the thread and I understand that you attempted to do this with HPTuners. I know HP is sensitive about VINs... Once again, could it be that the donor pcm came from a different year/(CKP data)LSx vehicle that you have a license for under your HPT? Play it out...your donor pcm still has this CKP data from another year/LSx vehicle that you are in vain attempting to run the other OS/Cal that the pcm doesn't ultimately care about since the CKP data still does not match up.
Flame away
#14
I've used EFIlive to do successful crank relearns on my various PCM's.
IIRC, I have also seen a later model Genisys do it (straining my braims)...
I'll have access to a Genisys over the weekend, I'll test it out.
Does your brake switch work...?
IIRC, I have also seen a later model Genisys do it (straining my braims)...
I'll have access to a Genisys over the weekend, I'll test it out.
Does your brake switch work...?
CKP System Variation Learn Procedure
Important
While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator, and the engine will respond to throttle position after the learn procedure is complete.
Install the scan tool.
Apply the parking brake.
Block the drive wheels.
Close the hood.
Place the transmission in Park if the vehicle has an automatic transmission, or in Neutral if the vehicle has a manual transmission.
Idle the engine until the engine coolant temperature reaches HC (150°F).
Turn OFF all of the accessories.
Apply the brakes for the duration of the procedure.
Important
If the CKP System Variation Learn Procedure cannot be completed successfully, refer to DTC P1336 for additional diagnostic information.
Use the scan tool in order to enable the Crankshaft Position System Variation Learn Procedure.
Slowly raise the engine speed to 4,000 RPM.
Immediately release the throttle when the engine speed decreases.
Turn OFF the ignition for 15 seconds after the learn procedure is completed successfully.
Important
While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator, and the engine will respond to throttle position after the learn procedure is complete.
Install the scan tool.
Apply the parking brake.
Block the drive wheels.
Close the hood.
Place the transmission in Park if the vehicle has an automatic transmission, or in Neutral if the vehicle has a manual transmission.
Idle the engine until the engine coolant temperature reaches HC (150°F).
Turn OFF all of the accessories.
Apply the brakes for the duration of the procedure.
Important
If the CKP System Variation Learn Procedure cannot be completed successfully, refer to DTC P1336 for additional diagnostic information.
Use the scan tool in order to enable the Crankshaft Position System Variation Learn Procedure.
Slowly raise the engine speed to 4,000 RPM.
Immediately release the throttle when the engine speed decreases.
Turn OFF the ignition for 15 seconds after the learn procedure is completed successfully.
#15
Originally Posted by Doc
No personal offense to anybody who has responded to this thread so far but...flamesuit on! You might as well stick your hand up a chicken's butt and feel his guts for further guidance.
Turning this code off will NOT make this problem go away. This data is essential to making the car perform right.
Flame away
Turning this code off will NOT make this problem go away. This data is essential to making the car perform right.
Flame away
And while HPT or EFIlive may or may not be able to run it, they cannot do the same thing/things as a Tech II or a Vetronix master tech. I have all four, so I should know.
Pay attention to the first two paragraphs about what the code/test and subsequent data is used by the PCM for.
Then on down to ACTIONS TAKEN WHEN DTC IS SET. NOWHERE does it say anything about it inhibiting the performance of the vehicle, even when the code is set. No limp mode, no nuthin.
#16
Look also at CONDITIONS FOR RUNNING THE DTC: Also look at the last line of the ALLDATA pic in the previous post (The GM SM has this in red ink): Continuing on in the GM SM:
DTCs P0335, P0336, P0341, P0342, and P0343 are not set.
If the PCM receives an incorrect crankshaft-to-camshaft ratio, the PCM will not allow the scan tool to enable the learn procedure.
If the Crankshaft Position System Variation Learn Procedure cannot be learned, inspect for the following conditions:
A chipped or damaged reluctor wheel
Incorrect alignment of the CKP sensor to the reluctor wheel
Excessive crankshaft run-out
Interference in the signal circuit to the CKP sensor
Incorrect ratio of crankshaft to camshaft pulses
The engine diagnostic misfire is not operable when the engine is above 1000 RPM and DTC P1336 is set.
When the learn procedure is in progress and the engine speed is at 4000 RPM, a decrease in the engine speed will occur. During the engine coastdown, the PCM monitors the CKP sensor signal and stores the pattern. This pattern is used to determine if the crankshaft speed variations are due to misfire.
A chipped or damaged reluctor wheel
Incorrect alignment of the CKP sensor to the reluctor wheel
Excessive crankshaft run-out
Interference in the signal circuit to the CKP sensor
Incorrect ratio of crankshaft to camshaft pulses
The engine diagnostic misfire is not operable when the engine is above 1000 RPM and DTC P1336 is set.
When the learn procedure is in progress and the engine speed is at 4000 RPM, a decrease in the engine speed will occur. During the engine coastdown, the PCM monitors the CKP sensor signal and stores the pattern. This pattern is used to determine if the crankshaft speed variations are due to misfire.
Last edited by joecar; 08-30-2007 at 10:16 AM. Reason: Continued the quote from the GM SM
#17
I don't understand... if HPT or EFILive can initiate the CASE relearn, then what's different about them (with regards to initiating the relearn)...?
Once the relearn is initiated, it is then the PCM's responsibility.
Once the relearn is initiated, it is then the PCM's responsibility.
#18
Originally Posted by edcmat-l1
...I'm a diagnostic specialist first and foremost. I'm not a self-appointed internet expert as some of the guys on here...
And, sure, a Vetronix/TechII/MasterTech is nice to have... if you have a means to afford one.
#19
I don't know about you but I'd like to think that, that diagnostic feature working correctly as the Helms manual states would be intergral to helping me maintain my car working in proper order. Yeah, yeah, turn it off, whatever. Every internal combustion engine missfires to some degree, the question is what is acceptable for your application? Granted, an aftermarket camshaft and or a aftermarket torque converter is going to cause more missfires than the stock setup- but is that any reason to just throw out the baby with the dirty bath water? Rather than turn it off completely, why not tailor it in the tune for a margin of safety?
C'mon you can do better than self-appointed internet guru. I've never claimed or appointed myself any title, although I did sleep at a Holiday Inn Express last night.
C'mon you can do better than self-appointed internet guru. I've never claimed or appointed myself any title, although I did sleep at a Holiday Inn Express last night.