BB1 - fail CTS engine coolant temperature sensor

What engine ? It's a solenoid , usually located in the front of the valve cover , top or side .
Variable Camshaft Timing (VCT) System

The VCT enables rotation of the camshaft(s) relative to the crankshaft rotation as a function of engine operating conditions. There are 4 types of VCT systems.

• Exhaust phase shifting (EPS) system - the exhaust cam is the active cam being retarded.
• Intake phase shifting (IPS) system - the intake cam is the active cam being advanced.
• Dual equal phase shifting (DEPS) system - both intake and exhaust cams are phase shifted and equally advanced or retarded.
• Dual independent phase shifting (DIPS) system - where both the intake and exhaust cams are shifted independently.

All systems have 4 operational modes: idle, part throttle, wide open throttle (WOT), and default mode. At idle and low engine speeds with closed throttle, the powertrain control module (PCM) determines the phase angle based on air flow, engine oil temperature and engine coolant temperature. At part and wide open throttle the PCM determines the phase angle based on engine RPM, load, and throttle position. VCT systems provide reduced emissions and enhanced engine power, fuel economy and idle quality. IPS systems also have the added benefit of improved torque. In addition, some VCT system applications can eliminate the need for an external exhaust gas recirculation (EGR) system. The elimination of the EGR system is accomplished by controlling the overlap time between the intake valve opening and exhaust valve closing. Currently, both the IPS and DEPS systems are used.
Variable Camshaft Timing (VCT) System
The VCT system consists of an electric hydraulic positioning control solenoid, a camshaft position (CMP) sensor, and a trigger wheel. The CMP trigger wheel has a number of equally spaced teeth equal to the number (n) of cylinders on a bank plus one extra tooth (n+1). Four cylinder and V8 engines use a CMP 4+1 tooth trigger wheel. V6 engines use a CMP 3+1 tooth trigger wheel. The extra tooth placed between the equally spaced teeth represents the CMP signal for that bank. A crankshaft position sensor (CKP) provides the PCM with crankshaft positioning information in 10 degree increments.

1. The PCM receives input signals from the intake air temperature (IAT) sensor, engine coolant temperature (ECT) sensor, engine oil temperature (EOT) sensor, CMP, throttle position (TP) sensor, mass air flow (MAF) sensor, and CKP to determine the operating conditions of the engine. At idle and low engine speeds with closed throttle, the PCM controls the camshaft position based on ECT, EOT, IAT, and MAF. During part and wide open throttle, the camshaft position is determined by engine RPM, load and throttle position. The VCT system does not operate until the engine is at normal operating temperature.

1. The VCT system is enabled by the PCM when the correct conditions are met.

1. The CKP signal is used as a reference for CMP positioning.

1. The VCT solenoid valve is an integral part of the VCT system. The solenoid valve controls the flow of engine oil in the VCT actuator assembly. As the PCM controls the duty cycle of the solenoid valve, oil pressure/flow advances or retards the cam timing. Duty cycles near 0% or 100% represent rapid movement of the camshaft. Retaining a fixed camshaft position is accomplished by dithering (oscillating) the solenoid valve duty cycle.
   
   The PCM calculates and determines the desired camshaft position. It continually updates the VCT solenoid duty cycle until the desired position is achieved. A difference between the desired and actual camshaft position represents a position error in the PCM VCT control loop. The PCM disables the VCT and places the camshaft in a default position if a concern is detected. A related DTC is also set when the concern is detected.

1. When the VCT solenoid is energized, engine oil is allowed to flow to the VCT actuator assembly which advances or retards the camshaft timing. One half of the VCT actuator is coupled to the camshaft and the other half is connected to the timing chain. Oil chambers between the 2 halves couple the camshaft to the timing chain. When the flow of oil is shifted from one side of the chamber to the other, the differential change in oil pressure forces the camshaft to rotate in either an advance or retard position depending on the oil flow.

Only has one crankshaft position sensor ,an cam sensors . To change the crank sensor u would have to pull the starter ,located above starter .
Camshaft Position Sensor Replacement - Intake Camshaft Position Sensor Replacement - Exhaust
After a crank sensor replacement a
Crankshaft Position System Variation Learn has to be done !
Important: The crankshaft position (CKP) system variation learn procedure is required when the following service procedures have been performed, regardless of whether DTC P0315 is set:
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Engine replacement

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Engine control module (ECM) replacement

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Crankshaft damper replacement

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Crankshaft replacement

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CKP sensor replacement

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Any engine repairs which disturb the crankshaft to CKP sensor relationship

Important: The scan tool monitors certain component signals to determine if all the conditions are met to continue with the CKP system variation learn procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components:
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CKP sensor activity--If there is a CKP sensor condition, refer to the applicable DTC that set.

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Camshaft position (CMP) signal activity--If there is a CMP signal condition, refer to the applicable DTC that set.

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Engine coolant temperature (ECT)--If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature.

EOBD II Error Code: P0117
Fault Location:
Engine Coolant Temperature (ECT) Sensor (G62) - Low Input
Possible Cause:
Malfunction Indicator Lamp (MIL) Triggered on first occurrence.
Coolant thermostat.
Wiring short to earth.
Engine coolant temperature (ECT) sensor.

EOBD II Error Code: P0340
Fault Location:
Camshaft Position (CMP) Sensor A (G40), Bank 1 - Circuit Malfunction
Possible Cause:
Malfunction Indicator Lamp (MIL) active.
Wiring from/to Camshaft Position Sensor (CMP) faulty.
Camshaft position (CMP) sensor faulty.
Timing misaligned.
Possible Solutions:
Check Wiring from/to Camshaft Position Sensor.
Check Camshaft Position Sensor.
Check Timing.

EOBD II Error Code: P0500
Fault Location:
Vehicle Speed Sensor (VSS) - Circuit Malfunction
Possible Cause:
Malfunction Indicator Lamp (MIL) Non Emission Fault - No warning light.
Wiring.
Vehicle speed sensor (VSS).
Engine control module (ECM).

Hi there:

DTC P1309 - Misfire Monitor Disabled

Several possible causes there, check ans test...
- CMP (Camshaft Position) sensor connector is damaged (check pins for damage, and for moisture)
- CMP (Camshaft Position) sensor has failed
- CKP (Crankshaft Position), ECT (Engine Coolant Temperature) or MAF (Mass Air Flow) sensor may be out-of-calibration
- CKP (Crankshaft Position), ECT (Engine Coolant Temperature) or MAF (Mass Air Flow) sensor may have failed
- PCM (Powetrain Control Module) has failed.

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Camshaft Position Sensor harness is open or shorted
- Camshaft Position Sensor circuit poor electrical connection
- Faulty Camshaft Position Sensor

P0300 is multiple engine misfire detected
P0303 is misfire in cylinder 3
P0305 is misfire in cylinder 5
P0343 is camshaft position sensor A (bank 1)
P0347 is camshaft position sensor A (bank 2)
P0368 is camshaft position sensor B (bank 1)
P0392 is camshaft position sensor B (bank2)
P0496 is EVAP Canister Purge System High Purge Flow

Code PO1309 : Misfire Monitor Failure Description : When the misfire monitor is disabled,usually due to the input signal generated by the camshaft position sensor, by sensing the passage of teeth from the camshaft position wheel. Possible Causes : PCM(power train control module), Mass Air Flow Sensor, Engine Coolant Temperature Sensor, Crank Shaft Position Sensor, Camshaft Position Sensor.

Fig. Component Location Chart-2000 MPV

1 PCM 2 Mass air flow (MAF)/intake air temperature (IAT) sensor 3 Throttle position (TP) sensor 4 Fuel tank pressure sensor 5 Engine coolant temperature (ECT) sensor 6 Crankshaft position (CKP) sensor 7 Camshaft position (CMP) sensor 8 Knock sensor 9 Heated oxygen sensor (HO2S) (front, LH) 10 Heated oxygen sensor (HO2S) (front, RH) 11 Heated oxygen sensor (HO2S) (rear, LH) 12 Heated oxygen sensor (HO2S) (rear, RH) 13 EGR boost sensor 14 Power steering pressure (PSP) switch 15 Main relay


Fig. Component Location Chart-2001 MPV

1 PCM 2 Mass air flow (MAF)/Intake air temperature (IAT) sensor 3 Throttle position (TP) sensor 4 Engine coolant temperature (ECT) sensor 5 Crankshaft position (CKP) sensor 6 Camshaft position (CMP) sensor 7 Knock sensor 8 Heated oxygen sensor (HO2S) (front, LH) 9 Heated oxygen sensor (HO2S) (front, RH) 10 Heated oxygen sensor (HO2S) (rear, LH)* 11 Heated oxygen sensor (HO2S) (rear, RH)* 12 EGR boost sensor


Fig. Component Location Chart- 2002-06 MPV

I am not sure where in a Sentra, but in a Quest 1993-02, it is in the distributor (integral). Common problem with Quest is that brown dust covers optical sensor under slotted wheel under rotor. If dust, the bearing is failing and you need new distributor. Clean optical sensor and see if it starts and runs. Get dist. on ebay.

report back on progress.

SECTION 303-14: Electronic Engine Controls 2000 Expedition/Navigator Workshop Manual DESCRIPTION AND OPERATION Electronic Engine Controls The electronic engine controls consist of the:

• powertrain control module (PCM)

• throttle position (TP) sensor

• idle air control (IAC) valve

• engine coolant temperature (ECT) sensor

• camshaft position (CMP) sensor

• crankshaft position (CKP) sensor

• mass air flow (MAF) sensor

• intake air temperature (IAT) sensor

• heated oxygen sensor (HO2S)

• knock sensor (KS)

• vehicle speed sensor (VSS)

• cylinder head temperature (CHT) sensor

The PCM needs the following inputs to calibrate the engine correctly:

• engine rpm

• engine coolant temperature

• amount of engine detonation

• crankshaft position

• air temperature

• throttle position

• cylinder head temperature

• mass air flow

The TP sensor:

• sends the PCM a signal indicating the throttle plate angle.

• is the main input to the PCM from the driver.

The IAC valve:

• controls bypass air around the throttle plate at low speeds.

• is controlled by the PCM.

The ECT sensor:

• sends the PCM a signal indicating engine temperature.

• resistance decreases as coolant temperature increases.

The CMP sensor:

• sends the PCM a signal indicating camshaft position used for fuel synchronization.

The CKP sensor:

• sends the PCM a signal indicating crankshaft position.

• is essential for calculating spark timing

The MAF sensor:

• sends the PCM a signal indicating mass airflow rate of air entering the engine.

The IAT sensor:

• sends the PCM a signal indicating the temperature of the air entering the engine.

• resistance decreases as temperature increases.

The HO2S:

• has the ability to create a voltage signal dependent on exhaust oxygen content.

• provides feedback information to the PCM used to calculate fuel delivery.

The 4.6L KS is located in the lifter valley. The 5.4L has a unique linear KS located in the lifter valley.

• The KS sends a signal to the PCM indicating engine detonation.

The CHT sensor:

• is mounted into the wall of the cylinder head and is not connected to any coolant passages.

• sends a signal to the PCM indicating cylinder head temperature.
  • If the temperature exceeds 126°C (258°F) 5.4L, 130°C (265°F) 4.6L, the PCM disables four fuel injectors at a time. The PCM will alternate which four fuel injectors are disabled every 32 engine cycles. The four cylinders the are not being fuel injected act as air pumps to aid in cooling the engine.
  • If the temperature exceeds 154°C (310°F) 5.4L, 166°C (330°F) 4.6L, the PCM disables all of the fuel injectors until the engine temperature drops below , 154°C (310°F) 5.4L, 153°C (308°F) 4.6L.

The VSS:

• is gear driven by the transmission.

• sends a signal to the PCM indicating vehicle speed. For additional information, refer to Section 307-01A R4100 and/or Section 307-01B 4R70W

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P1151 - Lack of HO2S-21 Switch, Sensor Indicates Lean A HEGO sensor indicating lean at the end of a test is trying to correct for an over-rich condition. The test fails when fuel control system no longer detects switching for a calibrated amount of time. See Possible Causes for DTC P1130

P1130 - Lack of HO2S-11 Switch, Fuel Trim at Limit The HEGO Sensor is monitored for switching. The test fails when the HO2S fails to switch due to circuit or fuel at or exceeding a calibrated limit.

• Electrical:
  • Short to VPWR in harness or HO2S
  • Water in harness connector
  • Open/Shorted HO2S circuit
  • Corrosion or poor mating terminals and wiring
  • Damaged HO2S
  • Damaged PCM
• Fuel System:
  • Excessive fuel pressure
  • Leaking/contaminated fuel injectors
  • Leaking fuel pressure regulator
  • Low fuel pressure or running out of fuel
  • Vapor recovery system
• Induction System:
  • Air leaks after the MAF
  • Vacuum Leaks
  • PCV system
  • Improperly seated engine oil dipstick
• EGR System:
  • Leaking gasket
  • Stuck EGR valve
  • Leaking diaphragm or EVR
• Base Engine:
  • Oil overfill
  • Cam timing
  • Cylinder compression
  • Exhaust leaks before or near the HO2S(s)

A fuel control HO2S PID switching across 0.45 volt from 0.2 to 0.9 volt indicates a normal switching HO2S.

P0153 - HO2S Sensor Circuit Slow Response (HO2S-21) See DTC P0133

P0133 - HO2S Sensor Circuit Slow Response (HO2S-11) The HEGO Monitor checks the HO2S Sensor frequency and amplitude. If during testing the frequency and amplitude were to fall below a calibrated limit, the test will fail.

• Contaminated HO2S sensor.
• Exhaust leaks.
• Shorted /open wiring.
• Improper fueling.
• MAF sensor.
• Deteriorating HO2S sensor.
• Inlet air leaks.

Access HO2S test results from the Generic OBD-II menu to verify DTC.