I have a 2005 ram 1500 with a remanufactured engine.

Before the rebuild I was getting P0344 codes and also misfire codes prior to spinning a bearing.
I had the engine professionally remanufactured and since then I had replaced the camshaft position sensor 2 times.
Both OEM and aftermarket sensors had been used but have the same problem (P0344).

The last shop identified that the sensor was good and it could be an harness issue or the ECM needed reflash (there is a service bulletin for this code from 2009 18-015-09).
I took the truck to a dodge dealership/service to have the truck diagnosed. They said the TSB (18-015-09) was not for my vehicle.
They identified the pig tail was replaced and the wires were spliced using but joint and that it needed to be soldered.
The harness was soldered and the truck ran well for the next couple of days, now I am getting the same code and symptoms (rough drive at 40mph and bogs out at 50mph).

I am out of ideas and it seems that everything had been inspected and replaced correctly.
What else can the trouble be happening from?

recap:
prior to remanufacture I was getting P0344 and other codes.
After remanufacture I have gottn and still getting P0344 code
The sensor is OK
The connector was properly soldered
The TSB is not for my vehicle

 

are there any suggestions?

 

Ok, it's whining about an intermittent signal. So, I think we can safely eliminate the sensor as the issue, since it has been replaced a couple times, with no change. The wiring is still suspect though. Think I would have a look at the connector at the sensor, the solder joints where a new connector was spliced in, any other joints in the circuit, and the pins at the PCM. The pigtail having been replaced one already is also kinda suspicious. Seems someone else was fighting this problem before......

On some engines, I know there is a very specific procedure for installing the cam sensor. If you do it wrong, it will either break the sensor, or, it simply won't read right. Is that the case with the 4.7??

 

Is there something about resetting or pairing the crankshaft position sensor when replacing either?
The connector was changed prior to the rebuild (the old one seemed oil soaked) with butt connector.
The most recent repair by a mechanic shop was replaced and spliced with butt connectors however some of the wires strands were broken at the butt joint (maybe from vibration).
The connector has since been soldered to the original harness.

I had just checked the voltage at the connector and it was at 4.98V. I removed the battery terminal to resent the code and went for a drive.
It is intermittengly chugging from 40 - 50mph and the engine light flashes a few times then goes away.

There is no code stored.

 

Flashing CEL indicates engine misfires. Won't set codes right away, but, will eventually.

Neither sensor is adjustable. (by design.) I am not aware of any particular procedure that needs to happen when either/both are replaced. I suspect you just have a bad connection somewhere. May need to pull the wires for the cam sensor out of the harness, and inspect from end to end.

I had a buick with an intermittent charging problem. Individually, everything tested just fine. Turns out, one of the wires had an internal break, that was only making intermittent connection. That one was fun to find......

 

Thank you HeyYou,

I notice that the chugging only happens between 40-55mph and is steady as you keep the same speed.
Any speed over 55 it runs smooth with no chugging.

There hasn't bneen any code stored.
I am borrowing a Creader CRP123 professional and took pictures of the data. Do you have any experience with this tool? Are there any special features to sync the Cam and Crank? I see on youtube some tools have that function.

I do not know what any of it means but I will type it out below. Any feedback of the data below would be appreciated.

The following 6 items I cannot figure out how to find again to check again but I did take a photo of the screens
(I did notice at idle the Cam Crank Difference bounces between 8 and 9.30)

Cam sync state - in sync
Cam sync at start - out of sync
Crank sync state - in nsync
Crank sync at start - out of sync
Cam Crank Last Lost - None
Oil Pressure SW - 0.0 kpa
Total Airflow - 5.20 gm/s
minimum TPS - 0.51V
TPS Calculated Volt - 0.51V
Eth Learn Trigger - Fuel Added
P/N position SW - N/A
EGR Duty Cycle - 7.18%
EGR Flow - 0 gm/s
EGR Semse Volts - 4.26V
Fuel Vapor Volume - 72.37 L
Nvid switch - off
DES Nvid Solenoid - On
2/2 PWM O2 Heater - 89.80%
2/1 PWM O2 Heater - 89.80%
1/2 PWM O2 Heater - 80%
1/1 PWM O2 Heater - 80%
Bat Temp Deg - N/A
Bat Temp Volt - N/A
Knock Sensor 2 Volts - 0.20V
Knock Sensor 1 Volts - 0.22V
St Knock Retard - 0
2/2 O2S Volts - 2.66V
2/2 O2S Volts (0-1) - 0.06
Injector PW Cycle 2 - 2.11 ms
2/1 O2S Goal (0-1) - 0.45V
2/1 O2S Goal Volts - 2.39V
2/1 O2S Level - Low
2/1 O2S Volts - 3.39V
2/1 O2S Volts (0-1) - 0.04
2/1 Long Term Adap - 0%
2/1 Short Term Adap - -26.29%
IGN Dwell Cyl 2 - 3.01 ms
Coil 2 Burn Time - 1712 us
Fuel Feedback 1/1 - closed loop
1/2 O2S Volts - 3.32
1/2 O2S Volts (0-1) - 0.71
1/2 O2S Goal (0-1) - 0.47V
1/1 O2S Goal Volts - 2.45V
1/1 O2S Level - Hogh
1/1 O2S Volts - 3.15V
1/1 O2S Volts (0-1) - 0.57
1/1 Long Term Adap - 0%
1/1 Short Term Adap - -14.20%
Fuel Feedback 2/1 - open loop
AC Hi-Side Pressure - 579.10 Kpa
AC Hi-Side Volts - 0.96V
S/C Swith Volts - 4055V
S/C Set Speed - 0 kph
S/C Switch 2 - 0V
Act Purge Current - 0.98 mA
Purge Airflow - 0 gm/s
Purge Mode - Off
Purge Vapor Ratio - 26.55%
Purge Adaptive - 0%
Map Vacuum - 453.50mV
Map Voltgs - 1.50V
Barometric Pressure - 733.50 mmHg
P-Ratio Map/Baro - 0.37%
Cam Crank Difference 9.30
Engine RPM - 576 rpm
Target Idle - 600 rpm
Time From Start/Run - 17.77 min
Ign Off Time - 0 min

 

2/1 Short Term Adap - -26.29%
1/1 Short Term Adap - -14.20%

These make me wonder what is going on, that the PCM is reducing fuel, even in open loop, and only one bank in open loop?..... And, still in open loop after 17 minutes??? That seems odd. Something strange is going on there..... some of those, I have no idea what they mean.

Bank 2 is apparently staying in open loop. Would be interesting to see a snapshot of what is going on when the problem presents itself.

 

HeyYou,
I scanned the truck as I drove and reached the speeds with the greatest chugging/hesitation and the data is below taken from the different frames
Driving at 50 mph average

injector pw cyl 1 jumps from 4ms to 8ms

injector pw cyl 2 2.11ms

1/1 short term adap

18.25%

2/1 short term adap

15.01%

Spark advance between 7 degree – 32.5 degree

21.6 degree average

 

What's TPS doing right around those speeds? (yeah, grasping at straws here.....) Did you replace the entire engine? Or just the shortblock? Since this problem existed with the previous engine, it's gotta be in the wiring, or PCM somewhere. (assuming entire engine was replaced.) The funky numbers *may* be due to the intermittent cam sensor signal, or, there may be something else going on as well......

 

at idle the TPS percent is 0% and getting upto speed the TPS percent is erratic (in red), the total airflow, calculated increases, the Short and long Term Adap are much different (in red) and beyond 55mph everything is calm. Again I cleared all codes and will get the flashing engine but never a code as I am accelerating.

Idle

Map vacuum 454.5 mV

Map volts 1.52 V

Barometric pressure 732mmHg

p-ratio map/baro 0.39%

cam crank difference 9.6

engine rpm 632 rpm

injector pw cyl 1 2.39 ms

cranking inj pw 13.54 ms

closed loop timer 0 S

current adap cell ID 24

eng coolant temp 47C

eng coolant volt 2.59V

target charging Vlt 14.04V

General duty cycle 19.22%

Spark advance random 8.5, 9, 8, 12.5, 8.5, 22, 8, 9.5 degree C

Iac current 515.5 mA

Iac pwm 42.72%

Iac total airflow 5.66 gm/s

Minimum TPS 0.51V

TPS Calculated 0.51V

TPS percent 0%

TPS Volts 0.53V

2/1 Short term adap -24% and -26.68%

1/1 short term adap -13.03% to -15.02%



Driving up to 50mph

TPS percent during acceleration 12.48, 11.14, 7.86 11.79, 13.1, 13.76, 16.38, 11.79, 7.86, 5.9, 5.24

TPS Volts between 0.7 – 1V

IAC total airflow 11.3gm/s

Minimum TPS 0.51V

TPS calcuated 0.86V

2/1 LONG TERM ADAP changes to either 0% or ~12771.53% at 40mph not chugging, 45mph chugging, over 50mph no chugging

2/1 short term adap (values are all over) +0.42%, -5.62, +0.62, -9.13, -1.52, +1.4, -7.77, -1.52, -19 , -32%

Past 50mph after chugging 2/1 long term adat 0%