In need of a known good waveform

Adrean from Bakersfield Diagnostician Posted   Latest   Edited  
Question
Driveability
2004 Ford Ranger Edge 3.0L (U) 5-spd (5R55E)
P1336

How’s everyone doing? I’m in need of a known good cmp ckp waveform. I have this truck, it had the cmp way off. So I’m thinking easy Fix right. I timed the cyl one at tdc compression using the piston. Installed the cmp sync using the tool and no go. Keeps setting the p1336 as Soon as I drive it for like 5 mins. Any one have a known good I can go off of and set it. 

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Mike from Fresno

 

Instructor
 

Did you replace the sensor only or the synchronizer as well? Sorry I don't have a waveform.

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Adrean from Bakersfield

   

Diagnostician
   

None. I have from what I see a good enough waveform on the sensor to at least know they are working, and not to replace them. Could be wrong after seeing a known good 

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Justin from Herriman

 

Mobile Technician
 

I might have one but as it is I’m camping without my laptop. I uploaded an 08 to the waveform exchange page on Facebook.

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Adrean from Bakersfield

 

Diagnostician
 

Thanks justin 

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Geoff from Lahaina

 

Diagnostician
 

I joined Facebook specifically for the Diagnostic Discussion Group, a couple months ago, and then last week FB disabled my account with no explanation. Still can't get back on.

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James from Bishop

 

Diagnostician
 

It happens . Did you make a snowflake cry ? Lol 

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Geoff from Lahaina

 

Diagnostician
 

LOL! Not that I know of. I just went to check out the group one day and instead the Facebook web page said "your account has been disabled". There a button to fill out a dispute. Did that. Been a week and still no response. (says they will respond "shortly")

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Maynard from Elmira

 

Technician
 

I believe they should be set that cam signal goes high 26 degrees after TDC. So some of the harmonic balancers used to have a single deep line cut into balance which was 26 degress ATC. So you can actually set it with engine off, turn by hand and right when it reaches 26 ATC cam signal should go high. Going from memory, its been a long time.....

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Eric from Chapel Hill

 

Mechanic
 

For what it's worth here's an '05 Taurus 3.0l known good.

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Adrean from Bakersfield

 

Diagnostician
 

Thanks . But really hard to see 

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Tim from San Diego

   

Curriculum Developer
   

On all Ford V6 engines with PM sensors the relationship should be the same. TDC in the CKP signal is 60° (6 teeth) after the peak of the missing tooth signature. The CMP signal should drop across the mid-point about 2-3 teeth after TDC. I put the cursor in the capture in the center of the CMP signal, which is 8 teeth from the CKP missing tooth, so this relationship is perfect. This works even if the CMP sensor is Hall Effect.

Having said all that, a P1336 often means that the relationship is learned incorrectly. There may be a PID saying that it has learned, but it's the old value. If it indicates the value is not learned, you'd get a code for that (P1309 I think). So for a P1336 with a suspected good relationship, use the Scan Tool to clear KAM and then perform the profile correction function. 

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Adrean from Bakersfield

 

Diagnostician
 

Thanks for the input . Went back in , and compared to your waveform I was off a bit so I put it exactly like your provided waveform, Or so I think . And same code ?? 

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Scott from Claremont

   

Manager
   

Hi Adrean, are you sure you’re on the right crank cycle?

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Adrean from Bakersfield

 

Diagnostician
 

Yes I’m sure I even used a pressure transducer with Tim’s information , but before correcting it to have the signals look like his waveform .looking at it I noticed on my ckp waveform , with degree cursors going from 0 to 720 . My tdc mark on the transducer doesn’t fall on the 60 degrees for the ckp as stated by tim . I may be doing this wrong though . i been on my phone all day I was trying to upload on my pc right now , but I forgot my password and the account locked in my pc browser . I was able to reset it but still lockout ha , so here is a pic I took . Mind you this is before I corrected the waveforms to look like Tim’s known good . Green is the pressure transducer on cyl 1 . Passenger side . First cylinder 

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Tim from San Diego

 

Curriculum Developer
 

Actually, you count from the peak of the tallest CKP cycle (which occurs after the missing tooth). Using that method instead, your compression peak occurs about 5.5 CKP teeth later, which is about 1/2 tooth or 5 degrees early. Not bad! I'd say these sensors are in time and line up nicely with compression, which rules out any CKP trigger slippage. 

As for Profile Correction, after some research it looks like that application doesn't support it - sorry! But I'd definitely clear KAM and then drive the vehicle (as others are suggesting). 

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Tim from San Diego

 

Curriculum Developer
 

Did you try the relearn (profile correction)?

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Adrean from Bakersfield

 

Diagnostician
 

There is no function for this one . I don’t have ids so maybe it would be on there and not on a aftermarket tool . . Do u know of a manual way ? 

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Geoff from Lahaina

 

Diagnostician
 

There's no "Clear KAM" on the tool?

Profile Correction has always been learned by driving on those. You get up to 60 and coast to 30, or something similar, I don't have SI in front of me, but you clear KAM and then follow the drive cycle.

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Adrean from Bakersfield

 

Diagnostician
 

Yes there is . I will do that next clear the kam and do the drive cycle 

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Adrean from Bakersfield

 

Diagnostician
 

So Update . I cleared the kam, note to myself . Don’t forget to Always clearing kam and any adapatives on car after a repair , I cleared the kam , also did the manual profile correction Geoff mentioned , and I drove the car for more time than before , and no p1336 has come back . I will update after a bit more driving for a forsure fix . thanks you guys 

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