P0336 - Crankshaft Position Sensor A Circuit Range/Performance
Possible causes of DTC P336 include faulty Crank sensor, faulty ICM (Ignition Control Module), faulty cam sensor, faulty PCM (Powertrain Control Module), or open/short in wiring harness.
A scan tool with testing capabilities and live data feed is really needed to accurately diagnose this code so that you are not wasting money replacing parts that are actually good. If crank sensor is bad the crankshaft pulley does have to come off to access it.
Circuit Description
The Crankshaft Position Sensor is mounted in the right rear of the engine block behind the starter. The CKP sensor works in conjunction with a 24X reluctor wheel mounted on the rear of the crankshaft. The CKP sensor has a B+ power supply, a ground, and a signal circuit.
As the crankshaft rotates, the reluctor wheel teeth interrupt a magnetic field produced by a magnet within the sensor. The sensor's internal circuitry detects this and produces a signal which the PCM reads. The PCM uses this signal to accurately measure crankshaft velocity which is a variable used in order to detect misfire, spark and, fueling.
Conditions for Running the DTC
* Engine Speed is between 500 and 4000 RPM.
* Ignition Voltage is between 5.0 and 17.0 volts.
Conditions for Setting the DTC
The PCM determines that the CKP sensor signal is out of range for less than 1 second.
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\TAC module connector surfaces before servicing the PCM\TAC module. Inspect the PCM\TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM\TAC modules.
The following problems may cause this DTC to set:
* Poor connections/terminal tension at the sensor.
* Crankshaft reluctor wheel damage or improper installation.
* The sensor coming in contact with the reluctor wheel.
* The engine running out of fuel.
* If the crankshaft rotates backwards, this DTC will set. This condition is only with vehicles equipped with a manual transmission. This condition can occur when a vehicle is on an incline and the clutch is released and an engine stall occurs.
Using 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 aid in determining how many miles since the DTC set. The Fail Counter and Pass Counter can also aid determining 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 will isolate when the DTC failed. For an intermittent condition, refer to Symptoms .
Excess crankshaft end play will cause the CKP sensor reluctor wheel to move out of alignment with the CKP sensor. This could result in any one of the following:
* A no start
* A start and stall
* Erratic performance
An improperly installed propeller shaft could cause excess crankshaft end play. Refer to Engine Mechanical for excess crankshaft end play diagnosis.
I hope this helps to solve it; remember to rate this answer. Keep us updated.
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