Need help on a P0522 and P1635 code
Thread Starter
Heel & Toe
Joined: Feb 2012
Posts: 18
Likes: 0
From: West Virginia
Need help on a P0522 and P1635 code
...me being Stupid...I need help with a P0522 and P1635 codes that are in the current and history data...Car is a 99 frc with a Procharger P1SC on it...it will not start but turns over nicely and tries to run...I am not getting any oil pressure even when the car turns over...would this keep the car from starting and what would be the fix or first thing to look at? I'm understand basic function of a engine but not sure when it comes to all the sensors and how they communicate with each other works...hope someone will point me in the right direction...Thanks in advance! 
Le Mans Master
Joined: Aug 2005
Posts: 5,375
Likes: 328
From: CA.
St. Jude Donor '13-'14-'15
Yes It can start and die IF the ECM thinks it has "0" oil pressure
You have to determine if indeed there is none OR if the code is a "false code" After that it will be easier to diagnose the actual problem
here is a great site to help with codes---Down towards the bottom it gets less technical and gives you a plain language way to sort it out
http://www.gearchatter.com/viewtopic10190.php
http://www.gearchatter.com/viewpost13178.php
You have to determine if indeed there is none OR if the code is a "false code" After that it will be easier to diagnose the actual problem
here is a great site to help with codes---Down towards the bottom it gets less technical and gives you a plain language way to sort it out
http://www.gearchatter.com/viewtopic10190.php
http://www.gearchatter.com/viewpost13178.php
Thread Starter
Heel & Toe
Joined: Feb 2012
Posts: 18
Likes: 0
From: West Virginia
See what you are saying but still confused on what direction to follow...Maybe I am reading it but not comprehending it clearly...should I replace the oil pressure sensor...been a long day and hope I'm not missing something directly in my face...thanks
Le Mans Master
Joined: Aug 2005
Posts: 5,375
Likes: 328
From: CA.
St. Jude Donor '13-'14-'15
There are 2 oil pressure sending units---The one under the manifold is only for the gauge--When it fails it gets stuck on 75 PSI all the time (max)
The sensor location for the low oil pressure fuel cut-off escapes me --But I think it's near the oil filter-----
The sensor location for the low oil pressure fuel cut-off escapes me --But I think it's near the oil filter-----
Drifting
Joined: Sep 2009
Posts: 1,719
Likes: 4
From: cinnaminson n.j.
St. Jude Donor '14
I just looked it up. Only found one oil pressure sensor. This is from p0522
The PCM stores the DTC information into memory when the diagnostic runs and fails.
The Malfunction Indicator Lamp (MIL) will not illuminate.
The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in the Failure Records.
The Driver Information Center (DIC) displays a message.
The EOP gauge displays 0 psi .
Tblu92, are you thinking about the old small blocks? They had a gauge sensor at rear of intake and a switch by the oil filter that would turn on the fuel pump after about 5 psi. With this set up, you could put the fuel pump relay in your pocket and the engine would still run.
We see gm cars with oil pressure codes quite often, and they run just fine. I'm not positive that applies to a c5, but the above info from the service manual says nothing about disabling the engine.
This is interesting
The PCM uses a common 5 volt Reference 1 circuit as a sensor teed. This circuit supplies 5 volts to the following sensors:
The MAP sensor
The Engine Oil Pressure sensor
The PCM monitors the voltage on the 5 volt Reference 1 circuit. If the voltage is out of range, this DTC sets.
CONDITIONS FOR RUNNING THE DTC
The engine is operating.
CONDITIONS FOR SETTING THE DTC
The 5 volt reference circuit is out of range.
The above condition is present for greater than 2 seconds .
ACTION TAKEN WHEN THE DTC SETS
The PCM illuminates the Malfunction Indicator Lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The PCM records the operating conditions at the time the diagnostic fails. The first Time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
The PCM turns the malfunction indicator lamp (MIL) OFF after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed (current DTC) clears when the diagnostic runs and does not fail.
A History DTC clears after 40 consecutive warm-up cycles, if this or any other emission related diagnostic does not report any failures.
Use a scan tool in order to clear the MIL/DTC.
DIAGNOSTIC AIDS
IMPORTANT:
Remove any debris from the PCM connector surfaces before servicing the PCM. Inspect the PCM connector gaskets when diagnosing/replacing the module. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A. Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Diagrams. For an intermittent condition, refer to Symptoms. See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Symptom Related Diagnostic Procedures
I can't paste the flow charts. PCM connector c1 terminals 7&48 are both grey wires. They are the 5v reference to the map and op sensor. You might have a PCM problem. If you do not have the 5v at the PCM. Verify you have all the PCM power and ground inputs. if so, replace the PCM.
The PCM stores the DTC information into memory when the diagnostic runs and fails.
The Malfunction Indicator Lamp (MIL) will not illuminate.
The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in the Failure Records.
The Driver Information Center (DIC) displays a message.
The EOP gauge displays 0 psi .
Tblu92, are you thinking about the old small blocks? They had a gauge sensor at rear of intake and a switch by the oil filter that would turn on the fuel pump after about 5 psi. With this set up, you could put the fuel pump relay in your pocket and the engine would still run.
We see gm cars with oil pressure codes quite often, and they run just fine. I'm not positive that applies to a c5, but the above info from the service manual says nothing about disabling the engine.
This is interesting
The PCM uses a common 5 volt Reference 1 circuit as a sensor teed. This circuit supplies 5 volts to the following sensors:
The MAP sensor
The Engine Oil Pressure sensor
The PCM monitors the voltage on the 5 volt Reference 1 circuit. If the voltage is out of range, this DTC sets.
CONDITIONS FOR RUNNING THE DTC
The engine is operating.
CONDITIONS FOR SETTING THE DTC
The 5 volt reference circuit is out of range.
The above condition is present for greater than 2 seconds .
ACTION TAKEN WHEN THE DTC SETS
The PCM illuminates the Malfunction Indicator Lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The PCM records the operating conditions at the time the diagnostic fails. The first Time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
The PCM turns the malfunction indicator lamp (MIL) OFF after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed (current DTC) clears when the diagnostic runs and does not fail.
A History DTC clears after 40 consecutive warm-up cycles, if this or any other emission related diagnostic does not report any failures.
Use a scan tool in order to clear the MIL/DTC.
DIAGNOSTIC AIDS
IMPORTANT:
Remove any debris from the PCM connector surfaces before servicing the PCM. Inspect the PCM connector gaskets when diagnosing/replacing the module. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A. Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Diagrams. For an intermittent condition, refer to Symptoms. See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Symptom Related Diagnostic Procedures
I can't paste the flow charts. PCM connector c1 terminals 7&48 are both grey wires. They are the 5v reference to the map and op sensor. You might have a PCM problem. If you do not have the 5v at the PCM. Verify you have all the PCM power and ground inputs. if so, replace the PCM.
