Technical Description of OBD-II Trouble Code
The number of pulses in the Timing Reference High Resolution Signal A is too few.
What does that mean?
This diagnostic trouble code (DTC) is a generic powertrain code that applies to OBD-II equipped vehicles with an engine position sensor (Chevrolet, GMC, Ford, Dodge, BMW, etc.). Although it is a generic code, the specific repair steps may vary depending on the make and model of the vehicle.
The powertrain control module (PCM) requires a timing reference signal to determine the speed and position of the engine. This signal is provided by an engine position sensor, such as a crankshaft, camshaft, or fuel pump position sensor.
The PCM uses this information to control fuel injector, ignition timing, and misfire diagnostics. There are two types of engine position sensors: Hall-Effect and permanent magnet.
Both types of sensors are triggered by a wheel or disc located near the sensor. Common mounting locations for the wheel/disc include the engine position, injection pump, harmonic balancer, and distributor shaft. When triggered, the sensor sends a return signal back to the PCM.
In the codes mentioned in this article, the “A” indicates that the problem is with a portion of the system circuit, rather than a specific symptom or component.
A code P0372 is set when the PCM detects that the engine position sensor “A” is producing a signal with too few pulses.
Other related timing reference signal A trouble codes include:
Code Severity & Symptoms
The severity of these codes ranges from moderate to severe. Symptoms of a P0372 engine code may include:
Causes
Possible causes for this P0372 code include:
Diagnostic and Repair Procedures
Begin by visually inspecting the engine position sensor and the corresponding wiring. Look for loose connections, damaged wiring, etc. If any damage is found, repair it as necessary, clear the code, and check if it returns. Also, inspect the engine for any metal particulates that may affect sensor operation.
Next, check for any technical service bulletins (TSBs) related to the issue. If no TSBs are found, proceed with step-by-step diagnosis of the system.
The following is a general procedure, as testing for this code varies between vehicles. To accurately test the system, refer to the manufacturer’s diagnostic flow chart. Test procedures also depend on the type of sensor found in your vehicle.
Check the sensor
Hall-Effect sensor: Use a digital multimeter set to DC volts and a back-probe test lead to ensure that the sensor is producing a signal voltage. Connect one meter lead to the sensor signal wire and the other to ground. Have an assistant rotate the engine by tapping the ignition key (without starting the engine); the voltage reading should fluctuate between 0 volts and the reference voltage. If available, an oscilloscope can also be used to view the signal pulses while cranking the engine.
Permanent magnet sensor: Start by checking the internal resistance of the sensor. Disconnect the sensor electrical connector and connect a digital multimeter set to ohms to each of the sensor terminals. The resistance should be approximately 500 to 1,200 ohms. Consult the factory repair information for the exact specification. If the resistance test is OK, proceed to test the sensor performance. To do this, reconnect the sensor electrical connector. Then, connect a digital multimeter set to AC volts to the sensor electrical connector using back probe test leads. Since the sensor produces AC voltage, it doesn’t matter which way the meter leads are connected. Have an assistant crank the engine; you should see a fluctuating voltage reading.
During sensor testing, keep in mind that damaged or improperly aligned tone rings can prevent proper sensor operation. If in doubt, access the tone ring and inspect it as needed.
Check the circuit
It is recommended to have the factory wiring diagram on hand to determine which wire is which while performing these tests.
Hall-effect sensor:
Permanent magnet sensor:
