5.3 knock sensor bank 2 location

The P0332 OBD2 code points specifically at the second knock sensor on bank 2 of your engine. Bank 2 is the side that contains the second cylinder. You may see. Shop for the best Knock (Detonation) Sensor for your vehicle, and you can place your order online and pick up for free at your local O'Reilly Auto Parts. The relocation of the knock sensors as well as the cam sensor (to the front timing cover), allowing 402 ci or more at a price that won't break the bank.

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Reparar Codigo P0332 Knock Sensor Bank 2 Low Response

 

P0330 is a powertrain OBDII trouble code that has the same meaning for the Chevy Silverado as it would any other vehicle. By definition, it means that the vehicles ECM/PCM isn’t getting the proper signal from the 5.3 knock sensor bank 2 location sensor. Clearing this code typically requires a new knock sensor. The second most common cause is a short or break in the wiring harness.

Chevy Silverado P0330 Diagnosis

Modern internal combustion engines utilize the knock sensor 5.3 knock sensor bank 2 location allow for aggressive timing profiles. If the timing has gotten too aggressive it’ll cause the engine to knock. This sensor will let the computer know to dial back the timing.

 

P0330 Symptoms: Chevy Silverado

P0330 Chevy Silverado

The symptoms associated with P0330 are going to vary by engine and model year. Without a signal from the knock sensor, many engines will curve the timing and power output to make sure that the engine is not knocking. The only other symptom that you’ll probably notice is the service engine soon light itself.

 

P0330 Causes: Chevy Silverado

Most of the time, the fix for P0330 in the Silverado (or most any vehicle) is going to come from replacing the knock sensor or repairing the wiring harness. Here are the most common causes of P0330.

 

Wiring Harness

P0330 is telling you that the ECM/PCM is not getting the proper signal from the knock sensor. When this happens the computer will operate as though it is getting no signal from the sensor at all. A good place to start would be to check the wiring leading from the the first citizens bank and see if any of it has been damaged or frayed. Most of them bolt right into the block, which makes accessing them difficult. Their proximity to the engine block means that they are often susceptible to damage.

Checking Car Wiring Circuits For Continuity with a Multimeter (Youtube)
How To Find a Electrical Short On Most Any Vehicle (Backyard Mechanic)

Knock Sensor

If you find that the wiring harness is ok, and the code is still persistently registering, it is time to test and/or replace the knock sensor. There are guides out there on how to test a knock sensor, but they are very affordable. They can also take a little digging to get to, which makes replacing it the way to go.

How to Test a Knock Sensor (It Still Runs)
Knock Sensor Chevy Silverado (AMAZON)

 

Conclusion

The most difficult part in fixing your Silverado’s engine to clear the P0330 code is going to be finding room to maneuver and inspect the Knock Sensor and wiring harness. This can be tedious work. If there is anything that you would like to add, please feel free to do so below. Good luck!

Categories Chevy SilveradoИсточник: https://www.700r4transmissionhq.com/p0330-chevy-silverado/

Location of the Knock sensor 2 Bank 2 on 2007 Suburban

Sorry the pictures don't cut and paste

Service Information
2007 Chevrolet Chevy Suburban - 4WD

Crazy Coding 2003 GMC Yukon 5.3L non-flex

Back in November I brought my 2003 Yukon SLT 5.3L non flex fuel for inspection. It passed the safety but it had a code. 5.3 knock sensor bank 2 location sensors both 1 and 2. I replaced the two sensors and the code went away. After that it coded P0101 my MAF sensor, replaced 5 times and finally got rid of that code. During the MAF issues I was also getting the running rich bank 1 and 2. Replaced the MAP sensor and the rich code went away but started getting the 5.3 knock sensor bank 2 location sensor 1 and 2 code back again and now the rich bank 5.3 knock sensor bank 2 location and 2. I've driven over 6000 miles. the intake is OK no leaks. I replaced the Exhaust manifolds and gaskets. new spark plug wires 8MM new coils MDS high output coils and new plugs. replaced the electrical plug on the MAF. Could it be the ECU ?
I had the fuel rail pressure checked and they said it was OK.
I took it out after clearing codes drove it about 45 miles and now I got a code for 1 O2 sensor not operating. The thing that gets me is the truck is running great has lots of power and the mileage is good, idles fine. The codes just seem to be coming up at random, sometimes it's just knock sensor bank 1. another time it codes both knock sensors. another time I'll get no knock senor but both banks running rich. fortunately the MAF has not returned. Note: I did have the truck running on hydrogen about 3 years ago and had a controller that was sending false info 5.3 knock sensor bank 2 location ECU, like instead of water temp at 196, I would send 205, changed the Map info, the 02 sensors was sending false info pnc headquarters address ecu. could all that have caused problems in the ecu?

Источник: https://www.cargurus.com/Cars/Discussion-t5330_ds799302

Petrol engine

Internal combustion engine designed to run on gasoline

A petrol engine (British English) or gasoline engine (American English) is an internal combustion engine with spark-ignition, designed to run on petrol (gasoline) and similarvolatilefuels.

In most petrol engines, the fuel and air are usually pre-mixed before compression (although some modern petrol engines now use cylinder-direct petrol injection). The pre-mixing was formerly done in a carburetor, but now it is done by electronically controlled fuel injection, except in small engines where the cost/complication of electronics does not justify the added engine efficiency. The process differs from a diesel engine (also an reciprocating engine) in the method of mixing the fuel and air, and in using spark plugs to initiate the combustion process. In a diesel engine, only air is compressed (and therefore heated), and the fuel is injected into very hot air at the end of the compression stroke, and self-ignites.

History[edit]

Main article: History of the internal combustion engine

The first practical petrol engine was built in 1876 in Germany by Nicolaus August Otto,[1] although there had been earlier attempts by Étienne Lenoir, Siegfried Marcus, Julius Hock, and George Brayton.[2]

Compression ratio[edit]

Main article: Compression ratio

With both air and fuel in a closed cylinder, 5.3 knock sensor bank 2 location the mixture too much poses the danger of auto-ignition — or behaving like a compression-ignition engine. Because of the difference in burn rates between the two different fuels, petrol engines are mechanically designed with different timing than diesels, so to auto-ignite a petrol engine causes the expansion of gas inside the cylinder to reach its greatest point before the cylinder has reached the top dead center (TDC) position. Spark plugs are typically set statically or at idle at a minimum of 10 degrees or so of crankshaft rotation before the piston reaches TDC, but at much higher values at higher engine speeds to allow time for the fuel-air charge to substantially complete combustion before too much expansion has occurred - gas expansion occurring with the 5.3 knock sensor bank 2 location moving down in the power stroke. Higher octane petrol burns slower, therefore it has a lower propensity to auto-ignite and its rate of expansion is lower. Thus, engines designed to run high-octane fuel exclusively can achieve higher compression ratios (CRs).

Most modern automobile petrol engines generally have a compression ratio of 10.0:1 to 13.5:1. Engines with a knock sensor can and usually have CR higher than 11.1:1 and approaches 14.0:1 (for high octane fuel and usually with direct fuel injection) and engines without a knock sensor generally have CR of 8.0:1 to 10.5:1.[3][4]

Speed and efficiency[edit]

Petrol engines run at higher rotation speeds than diesels, partially due to their lighter pistons, connecting rods and crankshaft (a design efficiency made possible by lower compression ratios) and due to petrol burning more quickly than diesel.

Because pistons in petrol engines tend to have much shorter strokes than pistons in diesel engines, typically it takes less time for a piston in a petrol engine to complete its stroke than a piston in a diesel engine. However, the lower compression ratios of petrol engines give petrol engines lower efficiency 5.3 knock sensor bank 2 location diesel engines.

Typically, most petrol engines have approximately 20%(avg.) thermal efficiency, which is nearly half of diesel engines. However some newer engines are reported to be much more efficient (thermal efficiency up to 38%) than previous spark-ignition engines.[5]

Applications[edit]

Current[edit]

Petrol engines have many applications, including:

Historical[edit]

Before the use of diesel engines became widespread, petrol engines were used in buses, lorries (trucks) and a few railway locomotives. Examples:

Design[edit]

Working cycles[edit]

Four-stroke petrol engine

Petrol engines may run on the four-stroke cycle or the two-stroke cycle. For details of working cycles see:

Cylinder arrangement[edit]

Common cylinder arrangements are from 1 to 6 cylinders in-line or from 2 to 12 cylinders in V-formation. Flat engines – like a V design flattened out – are common in small airplanes and motorcycles and were a hallmark of Volkswagen automobiles into the 1990s. Flat 6s are still used in many modern Porsches, as well as Subarus. Many flat engines are air-cooled. Less common, but notable in vehicles designed for high speeds is the W formation, similar to having 2 V engines side by side. Alternatives include rotary and radial engines the latter typically have 7 or 9 cylinders in a single ring, or 10 or 14 cylinders in two rings.

Cooling[edit]

Petrol engines may be air-cooled, with fins (to increase the surface area on the cylinders and cylinder head); or liquid-cooled, by a water jacket and radiator. The coolant was formerly water, but is now usually a mixture of water and either ethylene glycol or propylene glycol. These mixtures have lower freezing points and higher boiling points than pure water and also prevent corrosion, with modern antifreezes also containing lubricants and other additives to protect water pump seals and bearings. The cooling system is usually slightly pressurized to further raise the boiling point of the coolant.

Ignition[edit]

Main article: Ignition system

Petrol engines use spark ignition and high voltage current for the spark may be provided by a magneto or an ignition coil. In modern car engines the ignition timing is managed by an electronic Engine Control Unit.

Power measurement[edit]

The most common way of engine rating is what is known as the brake power, measured at the flywheel, and given in metric horsepower or kilowatts (metric), or in horsepower (Imperial/U.S. customary). This is the actual mechanical power output of the engine in a usable and complete form. The term "brake" comes from the use of a brake in 5.3 knock sensor bank 2 location dynamometer test to load the engine. For accuracy, it is important to understand what is meant by usable and complete. For example, for a car engine, apart from friction and thermodynamic losses inside the engine, power is absorbed by the water pump, alternator, and radiator fan, thus reducing the power available at the flywheel to move the car along. Power is also absorbed by the power steering pump and air conditioner's compressor (if fitted), but these are not installed during a power output test or calculation. Power output varies slightly according to the energy value of the fuel, the ambient air temperature and humidity, and the altitude. Therefore, there are agreed standards in the United States and Europe on the fuel to use when testing, and engines are rated at 25 °C (Europe), and 64 °F (USA)[6] at sea level, 50% humidity. Marine engines, as supplied, usually have no radiator fan, and often no alternator. In such cases, the quoted power rating does not allow for losses in the radiator fan and alternator. The Society of Automotive Engineers (SAE) in the US, and the International Organization for Standardization (ISO) in Europe, publish standards on exact procedures, and how to apply corrections for non-standard conditions such as altitude above sea level.

Car testers are most familiar with the chassis dynamometer or "rolling road" installed in many workshops. This measures drive wheel brake horsepower, which is generally 15-20% less than the brake horsepower measured at the crankshaft or flywheel on an engine dynamometer.[7]

See also[edit]

References[edit]

Источник: https://en.wikipedia.org/wiki/Petrol_engine

P0332. Help!! Please!! Knock sensors

This is what I googled:

P0332 DTC Code
Technical DescriptionKnock Sensor 1 Circuit Low Input (Bank 2)

What does that mean?A knock sensor tells the engine computer when one or more of your engine's cylinders are "knocking", that is, exploding the air/fuel mixture in a way that delivers less power and can be damaging to the engine if prolonged.

5.3 knock sensor bank 2 location computer uses this information to tune the engine so that it doesn't knock. If your knock sensor on Bank #2 is generating a low output voltage (perhaps under 0.5V), then it will trigger a P0332 DTC. This P0332 code may show up intermittently or the Service Engine light may be lit constantly. Other knock sensor related DTC codes include P0325, P0326, P0327, P0328, P0329, P0330, P0331, P0333, and P0334.

SymptomsYou may notice drivability problems including fluctation engine RPM, a loss of 5.3 knock sensor bank 2 location, and perhaps some hesitation. There may also be other symptoms.

CausesPotential causes for a P0332 DTC include (but are not limited to):

The knock sensor is faulty and needs to be replaced
There is a wiring open/short/fault in the knock sensor circuit
The PCM/ECM has failed
Possible SolutionsVerify the resistance of the knock sensor (compare it to factory specs)
Inspect for broken/frayed wires leading to the sensor
Check the wiring and connections leading to/from the knock sensor and PCM/ECM
Verify proper voltage is reaching the knock sensor (e.g. 5 volts)
Verify proper grounding of sensor and circuit
Replace the knock sensor
Replace the PCM/ECM

 

Источник: https://www.tahoeforum.com/threads/p0332-help-please-knock-sensors.526733/
5.3 knock sensor bank 2 location

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