Technical Description of OBD-II Trouble Code
Too Many Pulses in Timing Reference High Resolution Signal B
What does that signify?
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.). While 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 obtained from an engine position sensor, such as a crankshaft, camshaft, or fuel pump position sensor.
The PCM utilizes this information to control fuel injector operation, ignition timing, and diagnose misfires. There are two main types of engine position sensors: Hall-Effect and permanent magnet sensors.
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 generates a return signal that is sent back to the PCM.
In the codes discussed in this article, the “B” indicates that the issue lies within a portion of the system circuit, rather than a specific symptom or component.
A code P0376 is set when the PCM detects that the engine position sensor “B” is producing a signal with too many pulses.
Other related trouble codes for timing reference signal B include:
Code Severity & Symptoms
These codes have a moderate to severe severity level. Symptoms of a P0376 engine code may include:
Causes
Possible causes for this P0376 code include:
Diagnostic and Repair Procedures
Begin by visually inspecting the engine position sensor and its corresponding wiring. Look for any loose connections or damaged wiring. If any damage is found, repair it as necessary, clear the code, and check if it returns. Additionally, inspect the engine for any metal particulates that may affect sensor operation.
Next, check for any technical service bulletins (TSBs) related to this issue. If no relevant TSBs are found, proceed with a step-by-step diagnosis of the system.
The following is a general procedure, as testing for this code can vary between vehicles. For accurate testing, refer to the manufacturer’s diagnostic flow chart. The specific test procedures also depend on the type of sensor present in the vehicle.
Check the sensor
Hall-Effect sensor: Use a digital multimeter set to DC volts and a back-probe test lead to verify 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 tap the ignition key to rotate the engine (without starting it); the voltage reading should fluctuate between 0 volts and the reference voltage. If available, an oscilloscope can also be used to observe the signal pulses while cranking the engine.
Permanent magnet sensor: Begin by checking the internal resistance of the sensor. Disconnect the sensor’s electrical connector and use a digital multimeter set to ohms to measure the resistance between 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 satisfactory, proceed to test the sensor’s performance. Reconnect the sensor’s electrical connector and use a digital multimeter set to AC volts to measure the sensor’s output voltage. Since the sensor produces AC voltage, the polarity of the meter leads does not matter. Have an assistant crank the engine, and you should observe a fluctuating voltage reading.
During sensor testing, it is important to remember that a damaged or improperly aligned tone ring 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 available to determine the function of each wire during these tests.
Hall-Effect sensor:
Permanent magnet sensor:
