Took the99 'Burb for emissions , no lights showing. Test monkey comes back & says it failed but knows nothing Code is P1345 & my code reader doesn't show it. It also says it's a manufacturer specific code. Called down to a friends shop & he can't find it. I know better than to go to the dealership since the oldest tech in the shop was probably in middle school when this was new. Anybody know what the code is & how to clear it?
It’s a bullE36 M3 code. Basically the distributor and crank sensor don’t agree with each other but it doesn’t effect the engine actually running.
That's the code for cam sensor and crank sensor being out of whack from one another (cam sensor offset).
Without knowing what engine it is, I can't tell you how to fix it.
On my '99 L29 vortech, it meant that the distributor needed to be turned a bit to phase the sensor to the crank sensor properly. HOWEVER, you need a scanner to do this because the offset only has a tolerance of +/- 2 degrees or so and you'll almost never get it right by hand. That hold-down bolt is really buried on the big block.
If you have some other engine option, google is probably your friend.
Your average cheapo code scanner won't give you the offset reading, you need a friend with a dealer scanner or something like a Snap-On Solus.
it's a 5.7 last year for it if I remember correctly.
Going off of my fuzzy memory, i think there was a cam position relearn procedure you did for that with the better scan tools to fix that code. You dont need a tech2, but we did it with snap on scan tools. Set your base timing then do the procedure and you should be fixed.
Its called cam offset. For some reason, Snap on buries it in some odd pid collection, and I do it so seldom now that it takes longer to find it on the scanner than it does to reset it.
1999 Chevy Truck C 2500 Suburban 2WD V8-5.7L VIN R
Vehicle > ALL Diagnostic Trouble Codes ( DTC ) > Testing and Inspection > P Code Charts
P1345
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Circuit Description
This DTC monitors the CKP and CMP signals to determine if they are synchronized. If both signals are not observed by the Control Module (PCM/VCM) within a narrow time window, the VCM will determine that an error has occurred.
Conditions for Running the DTC
The engine is running
Conditions for Setting the DTC
When the engine is running, the cam sensor reference pulse is not detected at the correct position relative to the crankshaft position sensor pulse.
Action Taken When the DTC Sets
^ The Control Module illuminates the Malfunction Indicator Lamp (MIL) the first time the diagnostic runs and fails.
^ The Control Module will set the DTC and records the operating conditions at the time the diagnostic fails. The Control Module stores the failure information in the scan tools Freeze Frame and/or the Failure Records.
Conditions for Clearing the MIL/DTC
^ The Control Module turns OFF the MIL after 3 consecutive drive trips when the test has Run and Passed.
^ A history DTC will clear if no fault conditions have been detected for 40 warm-up cycles (coolant temperature has risen 22°C (40°F) from the start-up coolant temperature and the Engine Coolant Temperature is more than 70°C (158°F) during the same ignition cycle).
^ Use the scan tool Clear Information function.
Diagnostic Aids
Check the following items:
^ A loose CMP sensor causing a variance in the sensor signal
^ Excessive free play in the timing chain and gear assembly
^ Incorrectly installed distributor - 1 tooth off in either advance or retard positions
^ A loose distributor rotor on the distributor shaft
^ A loose or missing distributor hold down bolt.
An intermittent may be caused by any of the following conditions:
^ A poor connection
^ Rubbed through wire insulation
^ A broken wire inside the insulation
Thoroughly check any circuitry that is suspected of causing the intermittent complaint. Refer to Intermittents and Poor Connections Diagnosis. See: Computers and Control Systems > Symptom Related Diagnostic Procedures
Test Description
The numbers below refer to the step numbers on the table.
4. This test will determine if this DTC is intermittent.
5. When the engine speed is raised to 2000 RPM the camshaft retard offset should not vary more than 2 degrees.
6. If excessive pressure is used when performing this test unintentional damage to the distributor shaft could result.
7. If the distributor is one tooth off in either the advanced or retard positions the vehicle may run but 0 degrees camshaft retard offset will not be obtained.
8. If 0 degrees cannot be obtained during this procedure refer to Diagnostic Aids.
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