does the crankshaft sensor have to be completely dead before it puts out a code?? also would a bad crankshaft sensor mean that i would get no throttle.

 

if your talking about a 96+ crank sensor then no it;s only for missfire diagnostics and will usualy set a code when bad. what exaclty is going on?

 

the car is a 94 ta. it has a rebuilt engine and has been idling better. it was idling at around 400 but is now around 600. but the car hits and wants to take off and then it goes on to stall out.

 

I would be checking fuel pressure and then check for a vacuum leak and a bad or sticking IAC

 

an IAC would not affect WOT. I would however investigate a vacuum leak or leak after the MAF. I say this time and time again, but unplug the MAF and see if it gets better...

 

I had a bad crankshaft position sensor on my 96 TA that kept killing my car and blowing the igntion fuse under the hood. I thought the problem was a bad icm or coil but it ended up being the sensor. It didn't throw any codes, it would just blow the fuse while driving down the road. It really had me puzzled. The only way I figured it out was by following the electrical diagram in the Haynes manual. Those were the only things that could blow that fuse.

So you definitely can have a bad sensor without throwing a code. Also, the sensor checked good when comparing to the new one with an ohm meter. It would only fail under a load while driving, it could idle fine in the driveway.

 

if your car is a 94 it does not have a crank position sensor. only 96-97 have that for obdII. might be time for plugs or wires too.

 

the plugs and wires are new and checked since the engine was rebuilt

 

I didn;t see anywhere that he said that it was in WOT that the trouble was. I was going by him saying he had the idle and stall problems... I could be wrong, maybe I just interpreted it wrong

 

My interpretation of this statement is that he is hitting the gas, WOT or not he is still applying throttle which would take the IAC out of the equation. Now that I think about it, it is more along the lines of a bad TPS.

 

Just curious.... why did you decide to focus on the crank position (CKP) sensor? As noted in one of the posts above, the 94 does not have a "crank sensor" in the same sense that the 96/97's does - a separate reluctor ring/pickup on the nose of the crank. But some diagnostic code lists reference the Opti high and low resolution pulse as a "crank sensor" or a "cam sensor", and with regard to the operation of the ignition and the injectors, they do serve that purpose.

Are you possibly picking out the CKP because of some scan data?

You also might want to describe the problem you are trying to diagnose in a little more detail, since obviously, there are several interpretations of what you are saying.

 

scan readings

tps - .58
iac - 140
spark advance - 0
map - 97
left vpw - 0
rght vpw - 0
left 02 sensor - 659
rght 02 sensor - 451
left blm - 128
rght blm - 128
mat - (*C -40)
air flow - 9 m/s
throttle - 0%
baro v - 4.72
map v - 4.70

anything funny about these. also what are vpw, blm, and mat?

also we did have a high res pulse reading once when scanned in oct. but we never have had it again.

 

ttt

 

This data looks really messed up. You really need to tell us under what conditions you took it, but I'll guess its at idle, since your TPS voltage is 0.58V

tps - .58 *** Normal for closed throttle

iac - 140 *** Screwed up. Should be in the range of 20-40 at idle. Appears that possibly the IAC motor is bad or the IAC passages are clogged. The PCM is telling the IAC to open up to control the idle, but it doesn't appear to be respoinding.

spark advance - 0 *** Makes no sense at all. I suspect what you were reading here was "knocfk retard" = 0. That would be normal. At idle, your spark advance should be hovering around 18-22deg.

map - 97 *** Here you have another problem. The MAP sensor reading appears to be in kPA, and if it is, it should be around 35-40kPa. If the MAP sensor is screwed up, you will have the problems you are describing.

left vpw - 0 *** At this point I need to ask you.... you weren't just scanning it with the engine not running? I hope not. This is the drivers side injector pulse width. Should be 2 to 3mSec at idle.

rght vpw - 0 ***same as above.

left 02 sensor - 659 *** If the engine is idling, and it is correctly in closed loop, the O2 sensor mV's should be jumping all over the place, changing about 9 times per second. Were yours FIXED at this value, or did you just take a single "frame" of scanner data?

rght 02 sensor - 451 *** This one looks like its dead. If the O2 sensor is cold, or not working, you see the PCM bias voltage, which is what this is.

left blm - 128 *** "BLM" is the long term fuel correction? Was the PCM "reset" immediately before this data was taken? If so, not a good idea. You want to see the BLM's for as many of the long term fuel correction Cells as possible (there are 18 cells, the scanner should tell you which one you are loking at, and at idle it should be 16)

rght blm - 128 *** Same as above

mat - (*C -40) *** Another serious problem. This is your intake air temp sensor. Appears it is unplugged.

air flow - 9 m/s *** Relatively normal

throttle - 0% *** Normal at idle.

baro v - 4.72 *** Normal

map v - 4.70 *** Confirms the problem I noted above regarding the MAP sensor. It is FUBAR... shot..... kaput, or else it isn't plugged in.

anything funny about these. *** Yes.... several obvious problems, and a lot of confusion.