97 RS..! a heap of problems. newb
Thread Starter
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In the Staging Lanes
Joined: Aug 2009
Posts: 51
97 RS..! a heap of problems. newb
Hi,
I just bought an old Camaro 97 RS, I bought it just coz I needed a car quickly and cheap, but not coz I needed a Camaro, meaning i don't know anything about cars, or have (or had) much interest in repairing. But since I started driving that a week ago, I have started to think about actually repairing it myself, and lucky me, It has a 1000 problems to repair. So briefly, I will be bugging you guys a lot, from scratch.
So, to start with, it gives me 2 OBD2 error codes,
P0102 and P0336. and says CAT - not ready in I/M readings.
So where can I start, what should I look for before giving up and going to a mechanic( for which i dont have money for,)
info abt the car,
97 camaro RS
It idles @ 1000rpm,
revs up to like 4000rpm and beaks down
there's a very very little smoke white/blue when starting,
please tell me where to start, as I said, I'm a total newb, but ima a computer tech and a physics major, so I think I can learn...!
thanx a lot guys..!
oh and one day I wanna rebuild my engine
I just bought an old Camaro 97 RS, I bought it just coz I needed a car quickly and cheap, but not coz I needed a Camaro, meaning i don't know anything about cars, or have (or had) much interest in repairing. But since I started driving that a week ago, I have started to think about actually repairing it myself, and lucky me, It has a 1000 problems to repair. So briefly, I will be bugging you guys a lot, from scratch.
So, to start with, it gives me 2 OBD2 error codes,
P0102 and P0336. and says CAT - not ready in I/M readings.
So where can I start, what should I look for before giving up and going to a mechanic( for which i dont have money for,)
info abt the car,
97 camaro RS
It idles @ 1000rpm,
revs up to like 4000rpm and beaks down
there's a very very little smoke white/blue when starting,
please tell me where to start, as I said, I'm a total newb, but ima a computer tech and a physics major, so I think I can learn...!
thanx a lot guys..!oh and one day I wanna rebuild my engine
Tech Droid
Joined: Aug 2005
Posts: 9,215
From: North East PA
I suspect that P0336 (CKP sensor or wiring) is the main problem and that P0102 is generated because of the poor running engine. Try running with the MAF wires disconnected, if the engine still runs bad, then the MAF is OK.
P0102
CIRCUIT DESCRIPTION
The mass air flow (MAF) sensor is an air flow meter that measures the amount of air entering the engine. The powertrain control module (PCM) uses the MAF sensor signal in order to provide the correct fuel delivery for a wide range of engine speeds and loads. A small quantity of air entering the engine indicates a deceleration or idle. A large quantity of air entering the engine indicates an acceleration or high load condition. The MAF sensor has an ignition 1 voltage circuit, a ground circuit and a signal circuit. The PCM applies a voltage to the sensor on the signal circuit. The sensor uses the voltage in order to produce a frequency based on inlet air flow through the sensor bore. The frequency varies within a range of around 2,000 Hertz at idle to about 10,000 Hertz at maximum engine load. DTC P0102 sets if the PCM detects a frequency signal lower than the possible range of a properly operating MAF sensor.
CONDITIONS FOR RUNNING THE DTC
The engine is cranking or running.
The engine speed is more than 50 RPM .
The ignition 1 signal is more than 8 volts .
The above conditions are met for more than 0.5 seconds .
CONDITIONS FOR SETTING THE DTC
The PCM detects that the MAF sensor frequency signal is less than 1,200 Hz . for more than 12 seconds .
ACTION TAKEN WHEN THE DTC SETS
The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Clear the MIL and the DTC with a scan tool.
DIAGNOSTIC AIDS
Inspect for the following conditions:
A misrouted harness-Inspect the harness of the MAF sensor in order to verify that it is not routed too close to the following components:
The secondary ignition wires or coils
Any solenoids
Any relays
Any motors
A low minimum air rate through the sensor bore may cause this DTC to set at idle or during deceleration. Inspect for any vacuum leaks downstream of the MAF sensor.
A wide open throttle acceleration from a stop should cause the MAF sensor g/s display on the scan tool to increase rapidly. This increase should be from 4-7 g/s at idle to 150 g/s or more at the time of the 1-2 shift. If the increase is not observed, inspect for a restriction in the induction system or the exhaust system.
A resistance of 20 ohms or more on the ground circuit of the MAF sensor can cause this DTC to set.
P0336
CIRCUIT DESCRIPTION
The crankshaft position (CKP) sensor is connected directly to the ignition control (IC) module. The CKP sensor consists of the following circuits:
The 12-volt reference circuit
The low reference circuit
The CKP sensor 1 signal circuit
The CKP sensor 2 signal circuit
The CKP sensor shares power supply and low reference circuits with the camshaft position (CMP) sensor.
CONDITIONS FOR RUNNING THE DTC
The engine is running, and the 3X reference pulses are being received.
CONDITIONS FOR SETTING THE DTC
No 18X reference pulses are received in one engine cycle, 720 degrees of crankshaft rotation.
ACTION TAKEN WHEN THE DTC SETS
The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Clear the MIL and the DTC with a scan tool.
DIAGNOSTIC AIDS
Inspect for the following conditions:
Incorrect harness routing near secondary ignition components.
Faulty ignition coil-Remove the ignition coils and inspect the ignition control module and coils for cracks, for carbon tracking, or for other signs that indicate that the coil secondary circuit is arcing to the ICM or ICM wiring harness. Refer to Ignition Coil(s) Replacement.
Secondary ignition wires arcing to wiring harness-Inspect the secondary ignition wires for carbon tracking or for other signs of damage.
Poor Connections-Refer to Testing for Intermittent and Poor Connections in Diagrams.
P0102
CIRCUIT DESCRIPTION
The mass air flow (MAF) sensor is an air flow meter that measures the amount of air entering the engine. The powertrain control module (PCM) uses the MAF sensor signal in order to provide the correct fuel delivery for a wide range of engine speeds and loads. A small quantity of air entering the engine indicates a deceleration or idle. A large quantity of air entering the engine indicates an acceleration or high load condition. The MAF sensor has an ignition 1 voltage circuit, a ground circuit and a signal circuit. The PCM applies a voltage to the sensor on the signal circuit. The sensor uses the voltage in order to produce a frequency based on inlet air flow through the sensor bore. The frequency varies within a range of around 2,000 Hertz at idle to about 10,000 Hertz at maximum engine load. DTC P0102 sets if the PCM detects a frequency signal lower than the possible range of a properly operating MAF sensor.
CONDITIONS FOR RUNNING THE DTC
The engine is cranking or running.
The engine speed is more than 50 RPM .
The ignition 1 signal is more than 8 volts .
The above conditions are met for more than 0.5 seconds .
CONDITIONS FOR SETTING THE DTC
The PCM detects that the MAF sensor frequency signal is less than 1,200 Hz . for more than 12 seconds .
ACTION TAKEN WHEN THE DTC SETS
The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Clear the MIL and the DTC with a scan tool.
DIAGNOSTIC AIDS
Inspect for the following conditions:
A misrouted harness-Inspect the harness of the MAF sensor in order to verify that it is not routed too close to the following components:
The secondary ignition wires or coils
Any solenoids
Any relays
Any motors
A low minimum air rate through the sensor bore may cause this DTC to set at idle or during deceleration. Inspect for any vacuum leaks downstream of the MAF sensor.
A wide open throttle acceleration from a stop should cause the MAF sensor g/s display on the scan tool to increase rapidly. This increase should be from 4-7 g/s at idle to 150 g/s or more at the time of the 1-2 shift. If the increase is not observed, inspect for a restriction in the induction system or the exhaust system.
A resistance of 20 ohms or more on the ground circuit of the MAF sensor can cause this DTC to set.
P0336
CIRCUIT DESCRIPTION
The crankshaft position (CKP) sensor is connected directly to the ignition control (IC) module. The CKP sensor consists of the following circuits:
The 12-volt reference circuit
The low reference circuit
The CKP sensor 1 signal circuit
The CKP sensor 2 signal circuit
The CKP sensor shares power supply and low reference circuits with the camshaft position (CMP) sensor.
CONDITIONS FOR RUNNING THE DTC
The engine is running, and the 3X reference pulses are being received.
CONDITIONS FOR SETTING THE DTC
No 18X reference pulses are received in one engine cycle, 720 degrees of crankshaft rotation.
ACTION TAKEN WHEN THE DTC SETS
The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Clear the MIL and the DTC with a scan tool.
DIAGNOSTIC AIDS
Inspect for the following conditions:
Incorrect harness routing near secondary ignition components.
Faulty ignition coil-Remove the ignition coils and inspect the ignition control module and coils for cracks, for carbon tracking, or for other signs that indicate that the coil secondary circuit is arcing to the ICM or ICM wiring harness. Refer to Ignition Coil(s) Replacement.
Secondary ignition wires arcing to wiring harness-Inspect the secondary ignition wires for carbon tracking or for other signs of damage.
Poor Connections-Refer to Testing for Intermittent and Poor Connections in Diagrams.
Thread Starter
|
In the Staging Lanes
Joined: Aug 2009
Posts: 51
not good..!
Ok guys,
I went to DMV and they gave me 1day "1 day" running permit to get the smog check...! I figured I wont be able to do it myself in one day, and went to a mech. He said it is the MAF sensor, and P0336 didnt come up, and wanted 450$ to fix it.
But the mech. next door tried the sensor, And it gives 2400-2500Hz signal. when you move it, or rev the engine, it suddenly becomes 0Hz. So what I was thinking is try to replace the sensor or the connector.
But, the question is, what if I make a circuit that gives a PWM signal(i read thats what it outputs) of 2000Hz and connect it to the sensor connector???? have any1 done som'n like that, think its stupid/crazy?????
oh and GMD, it has 150k.
thx guys...!
I went to DMV and they gave me 1day "1 day" running permit to get the smog check...! I figured I wont be able to do it myself in one day, and went to a mech. He said it is the MAF sensor, and P0336 didnt come up, and wanted 450$ to fix it.
But the mech. next door tried the sensor, And it gives 2400-2500Hz signal. when you move it, or rev the engine, it suddenly becomes 0Hz. So what I was thinking is try to replace the sensor or the connector.
But, the question is, what if I make a circuit that gives a PWM signal(i read thats what it outputs) of 2000Hz and connect it to the sensor connector???? have any1 done som'n like that, think its stupid/crazy?????
oh and GMD, it has 150k.
thx guys...!
fixed for 120$
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