MattStrike wrote:
Vin last 8 is50233334
Also scanned the car today!
C0040
P1793
P0897
P0446
P0335
P0507
P1101
P0068
P0101
P0420
P0430
P0300
P0171
P0174
Um......... yeah. Lane?
Now you see why it was $2,600.
My guess is that the owner got this same list of problems and went "wholly sh*t... I'll just sell it!"
I expected a lot of C and B codes. Not all those powertrain codes. Was the CEL on (it should have been)
DTC C0040 RF Wheel Speed Sensor Circuit - As the wheel spins, the wheel speed sensor produces an AC signal. The electronic brake control module (EBCM) uses the frequency of the AC signal to calculate the wheel speed.
There are symptoms that come with these codes (you didn't list them)
18 - Signal Amplitude less than minimum
0F - Signal Erratic
00 - No additional information
DTC P1793 Wheel Speed Signal - The engine control module (ECM) sends wheel speed data to the transmission control module (TCM). The data is sent to the TCM through a communication network called the controller area network (CAN). Two circuits are used to communicate CAN data between the ECM and TCM. A fault in the CAN will not cause DTC P1793 to set by itself. If a CAN fault occurs, other DTCs will set before DTC P1793.
When the TCM receives invalid wheel speed data from the ECM, then DTC P1793 will set.
DTC P1793 is a type C DTC.
DTC P0897 Transmission Fluid Life - Transmission fluid life is determined by monitoring transmission fluid temperature over a period of time. The transmission control module (TCM) calculates transmission fluid life based on a set of temperature ranges stored in TCM memory. As the vehicle is driven, a counter increments. The rate at which the counter increments depends on the temperature range in which the transmission is currently operating. The higher the temperature range, the faster the counter increments. As the counts increment, the TCM will begin to decrease the fluid life percentage from 100, high fluid life, to 0, low fluid life.
If the TCM detects a calculated transmission oil life of 10 percent or less, then DTC P0897 sets.
DTC P0897 is a type C DTC.DTC P0446 EVAP Vent System Performance - This DTC tests the evaporative emission (EVAP) system for a restricted or blocked EVAP vent path. The control module commands the EVAP canister purge solenoid valve Open and the EVAP canister vent solenoid valve Closed. This allows vacuum to be applied to the EVAP system. Once a calibrated vacuum level has been reached, the control module commands the EVAP canister purge solenoid valve Closed and the EVAP canister vent solenoid valve Open. The control module monitors the fuel tank pressure (FTP) sensor for a decrease in vacuum. If the vacuum does not decrease to near 0 inches H2O in a calibrated time, this DTC sets.
DTC P0335 Crankshaft Position (CKP) Sensor Circuit - The crankshaft position (CKP) sensor signal indicates the crankshaft speed and position. The CKP sensor produces a DC voltage of varying amplitude and frequency. The frequency depends on the velocity of the crankshaft, and the DC output voltage depends on crankshaft position and battery voltage. The CKP sensor works in conjunction with a 58-tooth reluctor wheel attached to the crankshaft. The engine control module (ECM) determines the crankshaft position by the reference gap. The ECM can synchronize the ignition timing, fuel injector timing, and the spark knock control based on the CKP sensor and the camshaft position (CMP) sensor inputs. The CKP sensor is also used to detect a misfire. The CKP sensor circuits connect directly to the ECM. The circuits between the CKP sensor and the ECM consists of the following:
• A 12-volt reference
• A low reference
• A CKP sensor signal
If the ECM detects no CKP sensor signal, DTC P0335 sets.
DTC P0507 Idle Speed High - The throttle actuator control (TAC) motor is controlled by the engine control module (ECM). The DC motor located in the throttle body drives the throttle plate. In order to decrease idle speed, the ECM commands the throttle closed, which reduces air flow into the engine. In order to increase idle speed, the ECM commands the throttle plate open, which allows more air flow into the engine. If the actual idle RPM does not match the desired idle RPM within a calibrated time, DTC P0507 sets.
DTC P1101 Intake Air Flow System Performance - The purpose of the global air diagnostic is to detect an airflow error. When this diagnostic determines that there is an airflow error, the DTC P1101 sets immediately. When this occurs, the fuel system operates in a default state and the engine control module (ECM) performs a series of tests to determine which of the following sensors or systems is the source of the error:
• DTC P0068 throttle body airflow performance
• DTC P0101 mass air flow (MAF) sensor performance
• DTC P0106 manifold absolute pressure (MAP) sensor performance
This DTC is designed to always set with another DTC as long as the ECM has had enough time to run the series of tests.
DTC P0068 Throttle Body Airflow Performance - The throttle position (TP) is compared to an expected throttle position based on engine load. The engine control module (ECM) determines engine load based on inputs from the mass air flow (MAF) and the manifold absolute pressure (MAP) sensors. If the ECM detects that the current load and throttle position are not consistent with the expected load and throttle position, DTC P0068 is set.
DTC P0101 Mass Air Flow (MAF) System Performance - The mass air flow (MAF) sensor is an air flow meter that measures the amount of air entering the engine. The MAF sensor used on this engine is a hot film meter (HFM) type. The engine control module (ECM) applies a voltage to the sensor on the signal circuit. The sensor uses the voltage to produce a frequency based on the inlet air flow through the sensor bore. The frequency varies within a range of near 2,500 Hertz at idle to near 10,000 Hertz at maximum engine load. The MAF sensor frequency signal is a function of the current required to keep the air flow sensing element at a fixed temperature above ambient. The air flowing through the sensor cools the sensing element. The amount of cooling is proportional to the amount of the air flow. As the air flow increases, more current is required to maintain the hot film at a constant temperature. The ECM uses the MAF sensor signal to provide the correct fuel delivery for a wide range of engine speeds and loads. The MAF sensor uses the following circuits to operate:
• A 12-volt reference circuit
• A low reference circuit that is shared with the intake air temperature (IAT) sensor
• A signal circuit
The 12-volt reference circuit of the MAF sensor is also supplied to additional sensors and they are connected within the ECM. The 12-volt reference is shared by the following sensors:
• The MAF sensor
• The crankshaft position (CKP) sensor
• The camshaft position (CMP) sensor bank 1 intake
• The CMP sensor bank 1 exhaust
• The CMP sensor bank 2 intake
• The CMP sensor bank 2 exhaust
The ECM uses the following sensor inputs to calculate a MAF value that is based on an intake manifold model:
• The throttle position (TP) sensors
• The engine speed (RPM)
The ECM compares the actual MAF sensor frequency signal to the calculated MAF model. This comparison will determine if the signal is stuck based on a lack of variation, or is too low or too high for a given operating condition. If the ECM detects the actual MAF sensor frequency signal is not within a predetermined range of the calculated MAF model DTC P0101 sets.
DTC P0420 Catalyst System Low Efficiency Bank 1 and/or DTC P0430 Catalyst System Low Efficiency Bank 2 - A three-way catalytic converter (TWC) controls emissions of hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx). The catalyst within the converter promotes a chemical reaction which oxidizes the HC and CO that are present in the exhaust gas. This process converts these chemicals into water vapor and carbon dioxide (CO2), and will reduce the NOx, converting the NOx into nitrogen.
The catalytic converter stores oxygen. The efficiency of the TWC is determined by the measurement of the oxygen storage capacity (OSC). The engine control module (ECM) measures the catalyst OSC by monitoring the heated oxygen sensor (HO2S) bank 1 sensor 2 and HO2S bank 2 sensor 2, during a steady state cruise. The ECM commands the air-to-fuel ratio lean and then rich for a calibrated number of cycles while monitoring the response time of the HO2S 2. The ECM then establishes an average response time from subsequent air-to-fuel ratio cycles. The difference of the average response time determines the OSC of the catalyst. If the ECM detects that this time difference is less than a calibrated value, DTC P0420 or DTC P0430 sets.
DTC P0300 Engine Misfire Detected - The engine control module (ECM) uses information from the crankshaft position (CKP) sensor and the camshaft position (CMP) sensor in order to determine when an engine misfire is occurring. By monitoring variations in the crankshaft rotation speed for each cylinder, the ECM is able to detect individual misfire events. A misfire rate that is high enough can cause 3-way catalytic converter damage. The malfunction indicator lamp (MIL) will flash ON and OFF when the conditions for catalytic converter damage are present. DTCs P0301-P0308 correspond to cylinders 1-8. If the ECM is able to determine that a specific cylinder is misfiring, the DTC for that cylinder will set.
DTC P0171 Fuel Trim System Lean Bank 1 and/or DTC P0174 Fuel Trim System Lean Bank 2 - The engine control module (ECM) controls the air/fuel metering system in order to provide the best possible combination of driveability, fuel economy, and emission control. Fuel delivery is controlled differently during Open and Closed Loop. During Open Loop, the ECM determines fuel delivery based on sensor signals without oxygen sensor (O2S) input. During Closed Loop, the O2S inputs are added and used by the ECM to calculate short and long term fuel trim (FT) fuel delivery adjustments. If the O2S indicates a lean condition, FT values will be above 0 percent. If the O2S indicate a rich condition, FT values will be below 0 percent. Short term FT values change rapidly in response to the heated oxygen sensor (HO2S) voltage signals. Long term FT makes coarse adjustments in order to maintain an air/fuel ratio of 14.7:1. If the ECM detects an excessively lean condition, DTC P0171 or P0174 sets.