P0019
4GR-FSE ENGINE CONTROL SYSTEM: SFI SYSTEM: P0017: Crankshaft Position - Camshaft Position Correlation (Bank 1 Sensor B)
DTC P0017 - Crankshaft Position - Camshaft Position Correlation (Bank 1 Sensor B)
DTC P0019 - Crankshaft Position - Camshaft Position Correlation (Bank 2 Sensor B)
DESCRIPTION
The crankshaft position (CKP) sensor system consists of a crankshaft position sensor plate and a magnetic coil.
The sensor plate has 34 teeth and is installed on the crankshaft. The pickup coil is made of windings, an iron core and magnet. The sensor plate rotates and as each tooth passes through the pickup coil, a pulse signal is created. The pickup coil generates 34 signals for each engine revolution. Based on these signals, the ECM calculates the crankshaft position and engine RPM. Using these calculations, the fuel injection time and ignition time are controlled.
- Reference: Inspection using an oscilloscope.
HINT:
- The correct waveform is as shown.
- VV1+ and VV2+ stand for the VVT sensor signal, and NE+ stands for the CKP sensor signal.
MONITOR DESCRIPTION
The ECM checks valve timing (VVT learning value) on the exhaust side while the engine is running at a low speed, in order to monitor the gap between current and target valve timings on the exhaust side. The VVT learning value is calculated from the positions of the camshaft and crankshaft. The camshaft will come to the most retarded position when the engine is running at a low speed. If the camshaft position is normal, the VVT learning value should be within the specified range. If the VVT learning value is not within the specified range, the ECM determines this as a malfunction.
MONITOR STRATEGY
TYPICAL ENABLING CONDITIONS
All:
TYPICAL MALFUNCTION THRESHOLDS
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT: Read freeze frame data using Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
PROCEDURE
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P0017 AND P0019)
(a) Connect Techstream to the DLC3.
(b) Turn the engine switch on (IG) and turn the tester on.
(c) Select the following menu items: Powertrain / Engine and ECT / Trouble Code.
(d) Read the DTCs.
Result:
HINT: If any DTCs other than P0017 or P0019 are output, troubleshoot those DTCs first.
B -- GO TO DTC CHART
A -- Continue to next step.
2. PERFORM ACTIVE TEST USING TECHSTREAM (OPERATE OIL CONTROL VALVE FOR EXHAUST CAMSHAFT)
(a) Connect Techstream to the DLC3.
(b) Start the engine and turn the tester on.
(c) Warm up the engine.
(d) Select the following menu items: Powertrain / Engine and ECT / Active Test / Control the VVT Exhaust Linear (Bank 1) or Control the VVT Exhaust Linear (Bank 2).
(e) Check the engine speed while operating the oil control valve using the tester.
OK:
NG -- CHECK VALVE TIMING (CHECK FOR LOOSE AND JUMP TEETH ON TIMING CHAIN)
OK -- Continue to next step.
3. CHECK WHETHER DTC OUTPUT RECURS (DTC P0017 OR P0019)
(a) Connect Techstream to the DLC3.
(b) Turn the engine switch on (IG) and turn the tester on.
(c) Clear the DTCs DTC Check / Clear.
(d) Start the engine and warm it up.
(e) Switch the check mode using the tester Check Mode Procedure.
(f) Drive the vehicle for more than 10 minutes.
(g) Read the DTCs using the tester.
OK:
No DTC output.
NG -- CHECK VALVE TIMING (CHECK FOR LOOSE AND JUMP TEETH ON TIMING CHAIN)
OK -- END
4. CHECK VALVE TIMING (CHECK FOR LOOSE AND JUMP TEETH ON TIMING CHAIN)
(a) Remove the cylinder head covers RH and LH.
(b) Turn the crankshaft to align the matchmarks of the crankshaft.
(c) Align the notch of the crankshaft pulley to the "0" position.
(d) Check if the matchmarks of the camshaft pulley and camshaft bearing cap align.
(e) Turn the crankshaft clockwise by 360° if the matchmarks do not align. Check if they align once again.
OK:
The matchmarks of the camshaft pulley and the camshaft bearing cap align when the notch of the crankshaft pulley is in the "0" position.
(f) Reinstall the cylinder head cover RH and LH.
NG -- ADJUST VALVE TIMING
OK -- Continue to next step.
5. INSPECT CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (FOR EXHAUST CAMSHAFT)
(a) Remove the exhaust camshaft timing oil control valve.
(b) Measure the resistance according to the value(s) in the table below.
Standard resistance:
(c) Apply the positive battery voltage to terminal 1 and the negative battery voltage to terminal 2. Check the valve operation.
OK:
Valve moves quickly.
(d) Reinstall the camshaft timing oil control valve.
NG -- REPLACE CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY
OK -- Continue to next step.
6. CHECK OIL CONTROL VALVE FILTER AND PIPE
(a) Remove the oil pipe No. 1 or No. 2.
(b) Remove the oil control valve filter.
(c) Check that the filter and pipe are not clogged.
OK:
The filter and pipe are not clogged.
(d) Reinstall the oil pipe No. 1 or No. 2.
NG -- REPLACE OIL CONTROL VALVE FILTER OR PIPE
OK -- Continue to next step.
7. REPLACE CAMSHAFT TIMING GEAR ASSEMBLY
NEXT -- Continue to next step.
8. CHECK WHETHER DTC OUTPUT RECURS
(a) Connect Techstream to the DLC3.
(b) Turn the engine switch on (IG) and turn the tester on.
(c) Clear the DTCs DTC Check / Clear.
(d) Start the engine and warm it up.
(e) Switch the check mode using the tester Check Mode Procedure.
(f) Drive the vehicle for more than 10 minutes.
(g) Confirm that no DTC is set using the tester.
OK:
No DTC output.
HINT: DTC P0017 or P0019 is output when foreign objects in engine oil are caught in some parts of the system. These codes will stay registered even if the system returns to normal after a short time. These foreign objects are then captured by the oil filter, thus eliminating the source of the problem.
NG -- REPLACE ECM
OK -- END