P0341

Refer to Engine Controls Schematics Crankshaft and Camshaft Position Sensor Knock Sensors.

Diagnostic Chart (Part 1 Of 3):

Diagnostic Chart (Part 2 Of 3):

Diagnostic Chart (Part 3 Of 3):

CIRCUIT DESCRIPTION
The camshaft position PCM input is produced by the Ignition Control Module (ICM). The ICM produces the camshaft position PCM input by filtering the Camshaft Position (CMP) sensor pulses when the engine is running and CKP sync pulses are also being received. The Powertrain Control Module (PCM) uses the camshaft position PCM input pulses to initiate sequential fuel injection and to determine crankshaft position for the misfire diagnostic. The PCM constantly monitors the number of pulses on the camshaft position PCM input circuit and compares the number of camshaft position PCM input pulses to the number of 18X reference pulses and the number of 3X reference pulses being received. If the PCM receives an incorrect number of pulses on the camshaft position PCM input circuit, the PCM will initiate injector sequence without the camshaft position PCM input with a one in six chance that injector sequence is correct. The engine will continue to start and run normally, although the misfire diagnostic will be disabled. DTC P0341 will set.

CONDITIONS FOR RUNNING THE DTC
The engine is running, 3X reference pulses are being received.

CONDITIONS FOR SETTING THE DTC
^ The ratio of 3X reference pulses to CAM pulses received by the PCM does not equal 6 to 1.
^ The ratio of 3X reference pulses to 18X reference pulses received by the PCM equals 6 to 1.
^ The conditions are present for more than 10 seconds.

ACTION TAKEN WHEN THE DTC SETS
^ The PCM will illuminate the Malfunction Indicator Lamp (MIL) during the second consecutive trip in which the diagnostic test has been run and failed.
^ The PCM will store conditions which were present when the DTC set as Freeze Frame and Failure Records data.
^ If the misfire is determined to be catalyst damaging, the PCM will flash the MIL.

CONDITIONS FOR CLEARING THE MIL/DTC
^ The PCM will turn OFF the MIL during the third consecutive trip in which the diagnostic has been run and passed.
^ The History DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction.
^ The DTC can be cleared by using a scan tool.

DIAGNOSTIC AIDS
An intermittent may be caused by:
^ A poor connection
^ Rubbed through wire insulation
^ A broken wire inside the insulation

Inspect for the following conditions:
^ Misrouted wiring harness - Inspect the ICM harness to ensure that it is not routed near secondary ignition components.
^ Malfunctioning ignition coil - Remove the ignition coils and inspect the ignition control module and coils for cracks, carbon tracking, or 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 secondary ignition wires for carbon tracking or other signs of damage.

IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.

^ Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension.
^ Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the fault.
^ PCM and engine grounds for clean and secure connections

If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.

TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. This step ensures that the malfunction is present.
21. This step determines whether the malfunction is being caused by a missing camshaft magnet or a malfunctioning PCM. The voltage measured in this step should read around 4 volts, toggling to near 0 volts when the CMP sensor interfaces with the camshaft magnet.
22. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM is being replaced, the new PCM must be programmed.