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post #16 of 46 Old 08-11-2017, 12:52 PM
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Re: Question about Pm

Go through this step by step:
https://www.turbododge.com/forums/f4/...k-84-90-a.html

It will point you in the right direction.
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post #17 of 46 Old 08-11-2017, 08:37 PM
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Re: Question about Pm

The no start diagnostics start with checking and repairing fault codes before moving on to basic ignition issues.

5.42 and 5.32 volts is high because the line is only a 5 volt reference, lets blame it on the meter not being accurate.
If you read .05 volts in step #4 while backprobing the OR/DB and BK/DB wires in the connector the TPS is shorted and that is why you set the TPS code.
While performing step #4 one more time slowly open the throttle, does voltage increase as the throttle is opened?

Still confused/makes no sense to me as to how after doing a basic tune up you now have all of these fault codes set that were not there before.
Code 12 - Battery Feed To Logic Module Recently Lost
(Is a real fault if you have not disconnected the battery recently)
Code 24 - TPS Voltage Low or High
Code 26 - Injector Circuit 1/2
Code 27 - Injector Circuit 3/4
Code 32 - Power Loss Lamp Circuit
Code 54 - Loss of Fuel Sync Signal

My 40 years of experience tells me something happened while you were working on the car.

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post #18 of 46 Old 08-12-2017, 01:41 PM Thread Starter
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Re: Question about Pm

Quote:
Originally Posted by NAJ View Post
The no start diagnostics start with checking and repairing fault codes before moving on to basic ignition issues.

5.42 and 5.32 volts is high because the line is only a 5 volt reference, lets blame it on the meter not being accurate.
If you read .05 volts in step #4 while backprobing the OR/DB and BK/DB wires in the connector the TPS is shorted and that is why you set the TPS code.
While performing step #4 one more time slowly open the throttle, does voltage increase as the throttle is opened?

Still confused/makes no sense to me as to how after doing a basic tune up you now have all of these fault codes set that were not there before.
Code 12 - Battery Feed To Logic Module Recently Lost
(Is a real fault if you have not disconnected the battery recently)
Code 24 - TPS Voltage Low or High
Code 26 - Injector Circuit 1/2
Code 27 - Injector Circuit 3/4
Code 32 - Power Loss Lamp Circuit
Code 54 - Loss of Fuel Sync Signal

My 40 years of experience tells me something happened while you were working on the car.

step #4 I tested slowly open the throttle,the voltage does increase as the throttle is opened.I when ahead and changed the TPS and it does the same thing but with step# 4 the voltage is 1.23.This in not the only time this car has done this.The only thing i did was change the 2 belts,put plugs,wires,button & cap on it.I was carful to how i did that and didnt bump or smack into anything.I know this car sat for a couple years atleast without maintenance and i know someone beat it before they sold it with all the mud caked up on the underside some spots are 1/2 thick with mud.but all that aside the car is solid for a 85.But i am not a mechanic i do know afew things but that the extend of that.
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post #19 of 46 Old 08-12-2017, 01:43 PM Thread Starter
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Re: Question about Pm

I also when and put the old plugs,wires,ect back on it and it does the same thing its doing now.
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post #20 of 46 Old 08-12-2017, 02:54 PM Thread Starter
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Re: Question about Pm

ok i changed the TPS back the the original one when over the connections and now the only codes are 12,27 & 55 .I know not to worry about 12 & 55.
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Re: Question about Pm

when back out checked my connections again....no start but got codes of 24 & 27 now
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post #22 of 46 Old 08-12-2017, 06:36 PM
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Re: Question about Pm

Fault Code 24

Synopsis
Description: Throttle position sensor (TPS) signal is out of range
Power loss light: On
Limp-in mode: MAP sensor is used as an indication of thottle position

Possible Causes
TPS failure - The TPS is located on the throttle body on the opposite side of the throttle cable. Turn the engine off, disconnect the sensor and test it by connecting an ohmmeter (preferably an analog one) between the center and either outside pin of the sensor. Slowly open the throttle all the way and then slowly close it again. The ohmmeter should show a constant, smooth change in resistance as the throttle is moved. If there are any jumps in reading or no change in reading at all, replace the sensor. If the sensor seems ok, reconnect the sensor cable and turn the ignition on. One outside wire should be 5V, the other ground. The voltage on the center wire should vary as the throttle is opened (about 0V closed, 3V wide open). If power or ground is not present, check the wiring.

Bad connection or wiring - Check the wiring and connections between the sensor and the logic module (or SMEC). Clean and regrease any corroded connectors with dielectric grease. Check connections if there is no power or ground, or for shorts if there is power and resistance, but no output.

Fault Code 27

Synopsis
Description: Injector driver circuit 2 open or shorted
Power loss light: Off
Limp-in mode: None

Possible Causes
Bad connection or wiring - Check the wiring and connections to injectors 3 and 4 in the injector harness (above the fuel rail) and between the harness and the power module (or SMEC) and the injector contol lines between the logic module and power module. Clean and regrease any corroded connectors with dielectric grease and repair any shorts.

Injector driver transistor failure - Check the injector signals coming from the power module (or SMEC). They should rise to about 12V when the injector is off and drop close to 0V when the injector is on. If they are out of spec, you may need to replace the power module.
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post #23 of 46 Old 08-13-2017, 01:02 PM Thread Starter
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Re: Question about Pm

Quote:
Originally Posted by ILIKESHELBYS View Post
Fault Code 24

Synopsis
Description: Throttle position sensor (TPS) signal is out of range
Power loss light: On
Limp-in mode: MAP sensor is used as an indication of thottle position

Possible Causes
TPS failure - The TPS is located on the throttle body on the opposite side of the throttle cable. Turn the engine off, disconnect the sensor and test it by connecting an ohmmeter (preferably an analog one) between the center and either outside pin of the sensor. Slowly open the throttle all the way and then slowly close it again. The ohmmeter should show a constant, smooth change in resistance as the throttle is moved. If there are any jumps in reading or no change in reading at all, replace the sensor. If the sensor seems ok, reconnect the sensor cable and turn the ignition on. One outside wire should be 5V, the other ground. The voltage on the center wire should vary as the throttle is opened (about 0V closed, 3V wide open). If power or ground is not present, check the wiring.

Bad connection or wiring - Check the wiring and connections between the sensor and the logic module (or SMEC). Clean and regrease any corroded connectors with dielectric grease. Check connections if there is no power or ground, or for shorts if there is power and resistance, but no output.

Fault Code 27

Synopsis
Description: Injector driver circuit 2 open or shorted
Power loss light: Off
Limp-in mode: None

Possible Causes
Bad connection or wiring - Check the wiring and connections to injectors 3 and 4 in the injector harness (above the fuel rail) and between the harness and the power module (or SMEC) and the injector contol lines between the logic module and power module. Clean and regrease any corroded connectors with dielectric grease and repair any shorts.

Injector driver transistor failure - Check the injector signals coming from the power module (or SMEC). They should rise to about 12V when the injector is off and drop close to 0V when the injector is on. If they are out of spec, you may need to replace the power module.


Ok i tested the TPS not connected and it worked np.then i hooked it up and tested like it says and the ( One outside wire should be 5V, the other ground.) gave me a reading of 5.32
Then i tested the (The voltage on the center wire should vary as the throttle is opened (about 0V closed, 3V wide open) and closed gave me a reading of 1.05 and full open throttle gave me a reading of 4.32


code 27

I checked the connections and cleaned them out & regreased them and it didn`t work,so i got my spare injector wiring i had rewired it and still get code 27.I when ahead and tested for the signals from the Pm and got a reading of 0.00 off and 0.02 when on.

so im guessing my PM is bad,
I did the key dance thing and got codes 27 & 54 now.
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post #24 of 46 Old 08-13-2017, 02:18 PM
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Re: Question about Pm

Code 54 is triggered if the logic module doesn’t sense a signal from the fuel injector sync pickup during engine rotation. When code 54 is triggered the power limited light is lit and for the 1985 models the logic module will guess the injector timing. For 1984, 1986 and later models the engine will not start. This signal will usually present during the starting of cranking of the engine.

Possible Reasons for Chrysler Fault Code 54:
Poor wiring or connection - Check the wiring and connections from the logic module to the power module. Clean and re-grease the connectors with dielectric grease. Check the wiring from the O2 sensor to the harness. If the signal wire is grounded it will cause code 54.

Defective Hall Effect Pickup (HEP) – On turbocharged cars there are two flat cables with three conductors. These come out of the distributor where the HEP is located. Ensure that these connectors are connected properly and check the cables as they cross under the distributor cap. Over time these can fail due to repeated cap replacement. This failure can present as broken cables.

When replacing the HEP be sure to tie up the cables to the shroud which covers the distributor so they don’t swing around causing another failure. Also be sure to check the path under the distributor cap to insure they are not pinched.
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post #25 of 46 Old 08-13-2017, 08:51 PM
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Re: Question about Pm

I could send you Chryslers diagnostics for the Codes 24 and 26 but you need a scanner to run them so they will not do you any good.
The Code 54 does not require he use of a scanner so I will send you them through PM.

Still as to why you have different codes each time you clear the codes, crank the engine for 7-10 seconds and recheck.
Also how your TPS readings are out of specs with both a used and new TPS.

Unfortunately I am not there and this is the best I can do.
Another thing about cars that sit...
Corrosion on terminals and animals that chew wiring harnesses.

After you run the Code 54 diagnostics you may want to start over by inspecting the LM Connectors for Damage and Corrosion and then verifying ALL controller power feeds are present with the proper voltage and that ALL controller grounds have continuity to ground. (Less than 5 ohms)

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post #26 of 46 Old 08-14-2017, 06:22 PM Thread Starter
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Re: Question about Pm

I ran the Code 54 file you sent me and cavity 1 had a reading of 9.27
And cavity 2 had a reading of 8.74

I went to do the test to the Lm but the terminal cavity for #17 did not have anything in it,it was empty no wire ran into it.I checked a couple
times to make sure i was looking at it correctly.
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Re: Question about Pm

From what i gathered so far i guess im looking at a new Pm and a new Hall Effect Pickup ?
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post #28 of 46 Old 08-18-2017, 01:36 PM Thread Starter
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Re: Question about Pm

Well i went out and bought a refurbished Pm and tried to get the right Hall Effect Pickup ( they sent the wrong one) I put the new PM in and it with fire a couple times then die.I did the key dance with the new PM in and i still get the same 2 codes 27,54.I figured the 54 would still be there but the 27 im stumped on.I changed out the injector wiring & the PM it there any where or else i can test ?I`m going to guess that there is a ground or bad wire between the injectors 3 & 4 and the Pm ? or could the injectors be bad ?
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post #29 of 46 Old 08-18-2017, 06:23 PM
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Re: Question about Pm

Quote:
Originally Posted by mrchuck View Post
I ran the Code 54 file you sent me and cavity 1 had a reading of 9.27
And cavity 2 had a reading of 8.74

I went to do the test to the Lm but the terminal cavity for #17 did not have anything in it,it was empty no wire ran into it.I checked a couple
times to make sure i was looking at it correctly.
At this point I would have to say that either the TN/YL wire is broken off in the harness or somebody changed the harness at one point.
ALL 85-87 Turbo LM's have the TN/YL wire in cavity #17 of the Blue Connector.
Only the TBI cars did not use that terminal.
1)Is there actually a pin in the LM for Cavity #17?
2)Is there a Terminal in the Blue Connector Cavity #17 with the wire broken off?
Without the sync signal wire to LM Blue Connector Cavity #17 the car will never run.

Also, it is actually the LM that pulses the injectors, not the PM.
The runs from the LM to the PM 12 Pin Connector through PM Internal Circuitry and out of the PM 10 Pin Connector to the Injectors.
Injector control for injectors 1/2 are on the VT/YL wire in Cavity #2 of the Red Connector.
Injector control for injectors 3/4 are on the GY/WT wire in Cavity #3 of the Red Connector.

IMO you need to correct the Code 54 issue before concerning yourself with injector control codes since the engine controller cannot properly pulse the injectors without the sync signal since it has no idea where #1 cylinder is.

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post #30 of 46 Old 08-19-2017, 12:10 PM Thread Starter
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Re: Question about Pm

I got the right Hall Effect Pickup today,i installed it hit the key,car started up np i let it run for 5 mins .Then i checked for codes and only ones that came up was 12 & 55.I disconnected the battery put the rest of the bolts in for the Pm & double checked the Hall Effect Pickup connections,turned the key and it started but then stalled back out,hit the key again got bupkis ran the code thing again and got 12,27,55.
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