2000 DT466E Sputtering At 2k RPM

[BamaBus]

From EGES-175-1

Diagnostic Trouble Code 143
ATA Code SID 21 FMI 2
Incorrect Number of CMP Signal Transitions per
Cam Revolution
Diagnostic Trouble Code 143 indicates the ECM
has received CMP signals with the wrong number of
transitions. This indicates that the ECM has counted
the voltage transitions and found less than the
specified number of pulses fromthe sensor. When this
problem is continuous, the engine will stop running
and the ECM will log an active Diagnostic Trouble
Code. If the ignition is shut off, the active Diagnostic
Trouble Code becomes an inactive Diagnostic Trouble
Code.
Diagnostic Trouble Code 143 will not turn the warning
light on.
Possible causes for Diagnostic Trouble Code 143:
Intermittent CMP signal caused by a intermittent
circuit, defective Camshaft Position Sensor, or
incorrect CMP sensor to timing disk clearance.

Diagnostic Trouble Code 144
ATA Code SID 21 FMI 2
CMP Signal Noise Detected
Diagnostic Trouble Code 144 indicates that the ECM
has detected voltage spikes or transitions other than
the CMP signal. If this problem is continuous, the
engine could stop running and the ECM will log an
active Diagnostic Trouble Code. If the key is shut off,
the active Diagnostic Trouble Code 144 will become
inactive. Diagnostic Trouble Code 144 will not cause
the warning light to illuminate.
Diagnostic Trouble Code 144 may be caused by:
• Poor ground connections for the CMP or other
electronic components
• Wire harness shielding missing or incorrectly
installed on the engine harness
• Outside components that could induce voltage
signals


EDIT:
ewo1 beat me to it!!

 

[ewo1]

From EGES-175-1

Diagnostic Trouble Code 143
ATA Code SID 21 FMI 2
Incorrect Number of CMP Signal Transitions per
Cam Revolution
Diagnostic Trouble Code 143 indicates the ECM
has received CMP signals with the wrong number of
transitions. This indicates that the ECM has counted
the voltage transitions and found less than the
specified number of pulses fromthe sensor. When this
problem is continuous, the engine will stop running
and the ECM will log an active Diagnostic Trouble
Code. If the ignition is shut off, the active Diagnostic
Trouble Code becomes an inactive Diagnostic Trouble
Code.
Diagnostic Trouble Code 143 will not turn the warning
light on.
Possible causes for Diagnostic Trouble Code 143:
Intermittent CMP signal caused by a intermittent
circuit, defective Camshaft Position Sensor, or
incorrect CMP sensor to timing disk clearance.

Diagnostic Trouble Code 144
ATA Code SID 21 FMI 2
CMP Signal Noise Detected
Diagnostic Trouble Code 144 indicates that the ECM
has detected voltage spikes or transitions other than
the CMP signal. If this problem is continuous, the
engine could stop running and the ECM will log an
active Diagnostic Trouble Code. If the key is shut off,
the active Diagnostic Trouble Code 144 will become
inactive. Diagnostic Trouble Code 144 will not cause
the warning light to illuminate.
Diagnostic Trouble Code 144 may be caused by:
• Poor ground connections for the CMP or other
electronic components
• Wire harness shielding missing or incorrectly
installed on the engine harness
• Outside components that could induce voltage
signals


EDIT:
ewo1 beat me to it!!

LOL...we must think alike!

 

[ewo1]

Figure 15
Electronic Distributor for Fuel Injectors

Ground Source for Fuel Injectors
The ECM provides a constant ground path to all fuel injectors

HALL EFFECT SENSOR
The Hall Effect sensor generates voltage signals.

Example:• Camshaft Position Sensor (CMP)

A CMP sensor contains a permanent magnet, transducer, signal conditioner, and a switching transistor. The shape and frequency of voltage signals result from disturbances in the magnetic field of the sensor. The permanent magnet generates a magnetic field around the transducer.

As the timing disk (vanes and windows) rotates, the magnetic field is disturbed and the transducer generates a signal that is filtered and conditioned within the CMP.

Once conditioned, the signal is sent to the base of the switching transistor, causing the transistor to ground the 5 volt line from the ECM.

At this time, the ECM will receive a 0 volt signal. Each time a vane passes the sensor the signal is grounded by the transducer. Without a signal the transistor shuts off and the ECM receives a 5 volt signal. This allows the ECM to determine engine speed and position. The shorter duration of the narrow vane on the trigger wheel allows the ECM to determine the position of the crankshaft.

The CMP sensor is connected to the ECM by three wires: a 5 volt signal, a 5 volt VREF, and a signal ground.

 

[Tibble]

Did you replace the Cam sensor with an OEM unit or aftermarket?

It was a dorman aftermarket one

 

[nikitis]

It was a dorman aftermarket one

It's been reported on here time and time again, not to buy the aftermarket items like the Cam sensor for these engines. They simply don't work. You have to buy the OEM official one, and it's costly.

Tack another one on the board. Another victim of the Dorman Cam Sensor.

 

[Tibble]

I finally figured out this issue. Camshaft Position Sensor was faulty. I had replaced it because of a different issue but it turns out that the replacement was worse than the original. The problem is resolved now that the original sensor is back in.

 

[Tibble]

It's been reported on here time and time again, not to buy the aftermarket items like the Cam sensor for these engines. They simply don't work. You have to buy the OEM official one, and it's costly.

Tack another one on the board. Another victim of the Dorman Cam Sensor.

You were right, I just now had the time to fiddle with it again and it seems that you are correct

 

[nikitis]

You were right, I just now had the time to fiddle with it again and it seems that you are correct

No worries, glad you figured it out. I'm only right because I've read others experiences on here, and it's a pretty constant result with the Cam Sensor. I've not yet had this issue myself. It's gotta be the OEM one. I've read probably at least 10 other people on here who's had the same issue and I've yet to see someone buy the aftermarket one and have long term success with it. People are often like why do think you're right when you haven't completed a build yet, well I can read others experiences here. I have a pretty near eidetic memory have read the whole forum pretty much, there's years and years of experiences here and since I've read nearly all of it, I give new folks a summary of what I've read to try to help save them from pitfalls.

 

[Mr P]

The problem is resolved now that the original sensor is back in.

Which begs the question, why was the CMP changed in the first place?

 

[nikitis]

Which begs the question, why was the CMP changed in the first place?

No one's really answered that question in depth here as of yet. Just that it's a common failure part on these engines over time.

 

[Omnibot2000]

Because the old one is in the middle of failing or has failed. Then the junk Dorman CPS is installed and the problem still exists with different symptoms. Either way the ECM is screaming if your lucky about pulse counts or circuit issues.

Needless to say I have seen expierenced mechanics chase their tails for days over these Dorman piles of ****. Only time I use a Dorman products is if there is no other choice or a plastic trim piece.....even if it's a trim piece I will expect it to fail so when it does I will not be disappointed.

My OBS Ford truck has a Dorman TPS because it was $60 and Ford wanted $700. I think of that TPS everytime I drive my truck and know I kept my intermittent OEM TPS in my glove box for a spare.

 

[nikitis]

I've only used Dorman switches.

 

[Omnibot2000]

I've only used Dorman switches.

I've used enough to avoid them.

For a switch.....I use SMP instead, better quality then Dorman I find

Last Dorman products I used was a washer nozzle for a Ford Superduty and it sprayed down on the hood not hitting the windshield. Pulled it off and requested OEM nozzle. Sick thing was the OEM nozzle was only a couple dollars more.