Every now and then a vehicle comes in with a weird issue that you have to be creative and work out a new test method for working out the plan for repair,
The vehicle, came in with a fault code
P0340 Intake camshaft position (CMP) sensor ‘A’ circuit (Bank 1 or single sensor) Pending
the vehicle when cold would start and then stall, if restarted the vehicle would fire up and run with no issue at all,
Live Data was checked and it was foudn that the Live Data Pid for cam synchronisation would say yes and then in the next framde say no, which ment the vehicle, cut fuel and shut down, This was captured.
To confirm this the lab scope was brought out to confirm what was happening on the ECU Processed live data was what was HAPPENING AT THE sensors.
The Scope data revealed that the intake cam shaft missed a pulse output during cranking the first time it had not been started for more than 2 hours.
below the picture shows the differences, between starting and stalling and starting and staying running.
What to do next is Strip the engine down and inspect the timing chain and cam phasers and retest.
The First block i saw being cracked was a FPV FG F6 (Falcon Barra Engine 6 cylinder in an FG Falcon)
This Engine – Ford BF Falcon GT FPV GT (For Those GUY’s) had been rebuilt many times over now, the last time was done by us and so much corrective action had already been undertaken.Read More
alyways annoyed that you cant find the info on how to test this stuff people never post in plain english
so heres what i know
P154A (battery sensor internal failure) stored. In this case, the battery sensor has an internal failure and must be replaced.
here is the test steps
pin 1 blue = lin bus square wave
pin 2 red = battery voltage
pin 3 green = faint ground signal
yellow at alternator same as blue wire
SENSOR NOW WORKS WHEN THE HEAD LIGHTS ARE TURNED ON ONLY
THE BATTERY VOLTAGE IS NOW AT 14.3V
ELD VALUE IS 213.5 AMPS
BATTERY CURRENT SENSOR IS 15.7AMPS
WHEN HEAD LIGHTS ARE TURNED OFF THE BATTERY VOLTAGE GOES DOWN TO 12.3VOLTS NO OTHER WAY TO GET VOLTAGE UP
TST DRIVE VEHICLE TO CHECK ALTERNATOR VOLTAGE OUTPUT
both square waves will be the same
if not the same wiring issue
if the same alternator is not charging then the alternator is no good.
if the alternator is charging and the signals the same the sensor is no good.
Wiring on the sensor its self
Honda battery sensor – resistance testing with sensor out of car – this was not correct for my vehicle unless the plug is up side down (we are in Australia)
i have 2.75M ohms on both pin 1 and pin2 ??????????????????????
After all that here is what I have measured when I bit the bullet and bought a new one
never a walk in the park with a vehicle that has 245.000kms
Fuel Trims Are Adding Fuel As The System Is Running Lean
Conduct Road Test And Found That The Fuel Trims Are Causing The Check Engine Light To Come On
Initial Repairs to vehicle
So your typical commodore having the fault light on and P0009: Engine position sensor bank 2 fault is displayed,Read More
Previous Repairs, and the short story
The vehicle was delivered to us after talks about the original issue with the vehicle, which was poor performance and fuel trims high +45.
During the Conversation about the vehicle it was decided that a new air flow meter be installed and the vehicle test driven to confirm the fuel trims are coming back into line (+ or – 6%)
The vehicle was fitted with a new aftermarket air flow meter and fuel trims checked on the test drive.
the 2 fault codes present every time after we scanned this vehicle was
p0850 – Park/neutral signal Circuit Incorrect.
(fixed this one too)
B101d-3c – Ecu, Hardware Performance fault.
Time to get out the workshop manual and start testing the circuits.
we did find a few things online that did not mean much at the time but might help down the track
Diagnostic Trouble Code Results for B101D for the Holden Commodore (VE) Eed
Diagnostic Trouble Code: B101D
Diagnostic Trouble Code Name: ECU Hardware
Vehicle Make: Holden
Vehicle Model: Commodore (VE)
Diagnostic Code Entered By: ZerOne
Diagnostic Code Entered On: Wed Oct 06, 2010 11:00 pm
Please Note: The DTC Information provided has been randomly generated.
To view the correct Diagnostic Code Information, Please Login, or Register. Diagnostic Trouble Code Description: Throttle position sensor (TP1) out of self-test range.
Possible Module Faults
Accelerator pressed during self-test when not required. (Possible cause, driver pressing throttle at or just after key-on.)
none of the above was the fault,
after seeing the vehicle week after week, when the vehicle was playing up the throttle was removed and it was found that the throttle blade was sticking, removed and cleaned out the pivots and flushed with carby cleaner,
refitted to vehicle and it has not played up since,
so dont worry about the fault codes they have nothing to do with it, just a dirty throttle in the pivot bushes, so removed the throttle body and clean properly and you will find it works better.
We have started to collaborate live data sets and possible control unit resets to vehicles as there is just too many variants in vehicles these days, and the live data at idle varies between models,
AVAILABLE CONTROL MODULESRead More
Ford Falcon body control modules FG1 & FG2
A vehicle came in this week and BCM replaced with new unit supplied from ford, a local locksmith had carried out key programming and parameter reset, got the vehicle started (cool)
Post starting the vehicle, the vehicle locks did not work correctly and the BCM configuration thought it was a 4wd and a wagon ( no way)
1. the door ajar switch is open when door closed and closed when door open.
so the BCM is wired differently or opposite in the FG2 Compared with the FG1