Could a P1351 be a False Code? (older GM trucks and vans)
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- เผยแพร่เมื่อ 16 ส.ค. 2021
- From our research, this P1351 "Ignition Control Module Circuit Voltage" ( we had a misidentified description, of the code definition on our scanner) can be set, simply, from ANYTHING that causes an extended or long crank time. So be careful with the flowchart on this one, as it only mentions the ignition module, related wiring or engine computer faults as the cause of this code. Low fuel pressure, injector issues, flooded conditions etc., causing extended cranking times, WILL also set this code! Special thanks to the owner (name unknown) who is a viewer here on this channel for giving us a chance to look at your truck.
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Some things the camera misses in a process like this. Many of you mentioned that I should have test driven the truck and you're not wrong! What I didn't mention is that my brother did, multiple times! And was not able to duplicate the customers complaint. So he asked me to verify the P1351 code, and the setting of this code, as the owner swapped out many parts in trying to fix this code! My primary focus was to not get bogged down on an intermittent problem (lengthy test drive, that was already done), but to prove the P1351 was a code that the owner SHOULD NOT have been chasing in the first place! I think from this stand point, we did good. Also remember this is a live shop with 20 cars waiting to come in the door and we weren't even there to look at this truck on this day. So this was sort of a fluke that we even filmed this one. Hope that makes sense. Thanks for watching! Hope you learned something even though we didn't fix it.
I Use A "FLUKE" ( good enough for NASA good enough for me)
Camera also misses wheter Danner brothers take the bacon donut. Thanks for the video, it shows that sometimes you have to know when to stop- doesnt matter if it is a donut, or an intermittent
@@tomastarvydas63 😂😂 I did NOT eat the bacon donut
@@ScannerDanner maaan, bacon donut with maple icing is the best donut I’ve ever tried. It’s way better than you might think. First time customer brought duck donuts that had one in there, I was like “wth is this!?!? BACON! That’s weird, definitely trying that!” Ever have a side of bacon with pancakes? Syrup got on the bacon and it was great right? Same thing!
the fuel injector (spider) on x vin motors has a regulator built into the back, they leak and fill the intake with a light coating of fuel often causing rapid crank and after long periods sitting they long crank.
your brothers deadhead test probably reseated the seal temporarily until it sits long enough to drop pressure and unseat hence the intermittent behavior.
I've got tears in my eyes from laughter. Caleb is killing it with the editing, as usual.
Nice! Sharing with Caleb
What’s up Paul! Been following and subscribing premium for a while. Studying the book as well. You put me on a steady path my friend. Started my own business and I’m doing well! Just wanted to let you know your teaching is helping tons of diagnosticians! Thanks for everything and God Bless you and yours!
That's awesome and props to you for your hard work in making it happen! Thank you for sharing this with me
@@ScannerDanner I did too, however I mostly do it on my free time, making progress little by little, hope to purchase premium soon enough. Thank you Danner!.
@@fernando13e thank you my friend! Learning at your own pace and when you can, is a good thing too right?
@@ScannerDanner Sure it is, you're like the best mentor I've ever had for this, covid pandemic has been tough so starting your own business is pretty much the route I chose to deal with it. Thank you again!.
@Dave Launchbury ?
The "banter" between you and your brother makes these videos even better and of course, the editing is superb.
nice! love working with my family, and it is cool that you guys get to be part of it was us, thank you!
Paul, I had a similar problem with the P1351 code. I replaced all ignition system components, engine ran then again a no start condition after each replacement. After much expense (diagnostic equipment and parts), I realized I was getting a false code. It turned out that the temperature coolant system sensor was bad and it was flooding the engine out. I replaced the coolant temp sensor and it fixed the problem. I should have gotten a P0188 code, but I only received the P1351 code so I had never looked at the coolant temp sensor, but the computer thought the engine was cold and dumped fuel into the injectors flooding them out. Expensive lesson learned!
False codes can really really mess you up, especially when the manufacturer flow chart on that code is WRONG! Thanks for sharing and confirming with absolute certainty that what we were saying was correct about this code.
Looking at fuel trims and realizing its staying on open loop should of took you towards the right direction walt
Thanks for sharing this information Sir. Mine was exactly the same thing engine coolant temperature sensor n not the icm. Crank No start .
I'm going to try this! Been down this diagnostic rabbit hole and intermittent running problems with this code for over a year. Noticed my temp gauge is reading very low but I still have heat and was thinking the thermostat was sticking sometimes. Thermostat isn't that old though. I'll report back if it ends up being my issue as well.
LOL! @ 12:00 "We're just going to do a few measurements for Danner, and we're just going to walk away from this." LOL! Famous last words.
right? haha I totally ScannerDannered that one
@@ScannerDanner Lol. no worries... we know we all don't like to give up, it's just not economical most of the time.
LOL - I was just going to type the same comment!
When I want mystery, intrigue and suspense. Scanner Danner is my fix.
😂love this
Great banter from the Danner family! Nice demo looking at the square wave of when not to use ac coupling which is just a high pass filter, taking out some of the low frequencies and destroying the waveform shape! Keep sharing the skills.
Nice production and content guys. Good to see the return of the Green Man. Looking forward to the next one.
Thanks for sharing SD, this one is like a test for all of us especially it being a GM product, we all have gone through different experiences while fixing GM's & they really teach the hard way😉
Special Thanks to James Danner😎 & Caleb Danner👍
Stay Safe Guy's❤
Caleb/Danner/Paul,
Great video and analysis - thank you!
I hope you can re-connect with the customer and find the solution/fix.
Paul (in MA)
Awesome video! 🔥 I just picked up your book! I wish I had know about your classes first before i went to universal technical institute. Thank you and Caleb and your brother for everything you guys do! Keep rocking! 💪🔥💪
Thanks so much! I look forward to hearing from you more in the comments of the SDP videos.
Hysterical! Thanks for bringing us along. That was entertaining.
That sinusoid he was seeing could have been because of undersampling on the scope of graphing DVM: One is supposed to measure at least twice as fast as the frequency you're looking at (Nyquist theorem). If you sample slower, you get to see all sorts of effects that aren't there. It is called "Aliasing".
I used a flow chart for diagnosis one time about 20+ years ago. Quickly learned to study the schematic and come up with my own diagnostic approach to fix the car.
I'm not a flow chart monkey but I've found useful information and gotten ideas reading through them.
Come for the education... stay for the entertainment. Or maybe it's the other way around.
At any rate Caleb is awesome at what he is doing, and the Danner brother's are as well.
You guys put the "real" in reality "tv".
Thank you!
what a great comment! Just read it to Caleb
Great Video Mr. Danner thank you for the process how to diagnose this issue .
Caleb is a genius; he can edit anything SD and Danner dish out 😆.
Nice job team Danner, thanks for share your work
Had something similar in a gm product, though it was a gdi system, turned out to be an intermittently sticking injector, only when hot, and sticking both ways, very erratic. Just lucky to find it
Lol, I posted this video on the forum this morning to hopefully help someone. Laughed all the way to work listening to Paul and Danner argue over the A/C coupling test 🤣
lol nice! Hopefully we have the forum fixed soon. Luke was working with GoDaddy and Joomla last night. He has a lot on his plate right now. Thank you Noah!
@@ScannerDanner all things in time
i think this code will sit regardless of any bad part as long as it does long crank. thanks a lot for the information you just gave us it's really awesome . great man
Agree 100% and the internet is full of people complaining on not being able to fix this code by following manufacturer recommended procedures.
@@ScannerDanner don't listen to any one your the master . i love watching your video keep the great work
when Danner kept crankin I was like cryin with laughter, that's just the kind of sarcasm I love and do all the time, and the fits of green, love it love it love it. Peace!!
😂😂 I know I was like, what the hell are you doing Danner?
Im here because I got the code on a 98 GMC Sierra 1500-installed new Ignition Module and coil after she sat in the weeds for long time(yes fuel tank fuel pump and fuel lines and working my way to the brake lines presently) she ran great until I parked her IN THE RAIN with hood open as I charged the battery over night-next day she started and quickly stalled-code 1351-by accident I ordered TWO Ignition Modules from different companies sooo I had one on hand and plugged it in and she fired right up and purrs like a kitty🙂at the start of your video you said the guy thought it mightve had sometjing to do with the rain and I concur🙂
Hey Paul, GM dealer tech here, those vehicles were famous for fueling issues. Not saying that it's the solution, but I've had intermittent issues with long crank and it's often sticking injectors on hard turn under acceleration. Again, something to look at, don't hang me if I'm wrong on an intermittent.
Love you keep up the good work and God bless you and your family
The "bleep" edit is the best!🤣🤣 great video like always !
Caleb had fun with that one
Hey Paul I heard you say that AES Wave is redesigning the Uactivate relay tool. Any idea on when that is going to be available?
I started watching for the learning experience.......stayed for the banter between the brothers🤣. This is an interesting one for sure. Are those engines known for injector issues Paul? I'm leaning towards injector issue if it's only effecting one bank and not both.
I actually have a 1998 chevy GMT-400 Vortec 5.7 that is doing the exact same thing as the guy said. It would idle just fine while sitting. While driving at normal speeds it was fine at 9 miles but If you push the gas to rev the engine (up a hill or a need for speed), it literally shuts the truck down like someone turned the key off. If you keep your foot in it, it will stay running. It's like when you heat it up, it shuts down momentarily. The weird thing is, it starts itself after a nice pause. I have changed a lot of things on it to narrow down a few things. I did change the crank and cam sensors and cap/rotor with no luck after I had a complete no start. I got the same code but I erased the codes before changing the sensors. it still does it. I'm looking into a couple ideas to pin point the issue. To me it acts like a fuel issue or a wire issue. I find it odd that it will shut down, but will come back to life on its own. My boyfriend had an issue with his truck just dying and not wanting to restart, but then it would. I told him it was a wire issue. He couldn't figure it out so while I was under the hood, I told him to crank it while I wiggled a couple wires and found the issue. in his truck it was the wire for the cap and rotor. there was no casing left on it and it was arcing out. The wires on my truck look fine as we went through everyone except all the ground wires. I did notice the return line that comes out of the fuel vapor canister is completely broke off and hanging by the front left tire. I'm not convinced that is the issue. Usually that leaves me to believe a wire problem, system is flooded, or starving for fuel. If it was any major sensor, it would throw a code other than the P1351. When you heat the motor up (really heat it up) it will shut down everytime. When I find the problem, I will post on here.
one other thing I forgot to mention, right before it would shut down, it would cut out....when I would pump the gas it would try to pick up but just stalled. That was the first time it happened for me 4 times in a row. after replacing several parts, He drove it 9 miles and when he "opened it up to see what it had up a big hill," as soon as he let off the gas, it stalled but it started itself right back up after a few seconds. He said if he stayed on the gas and "both footed it, it was fine. He got it in the drive and got out to open garage door while it was idling, it shut down. It started right back up fine after. I ran the scanner and the only code showing was the stupid P1351. plugs/wires/coil was changed initially along with the sensors. the plugs were really crappy looking (this was done between the first time it happened and the second time). I did show negatives on my banks. This sure is a lesson to figure out.
Interesting. I would like to see the fix and what is the actual problem.
Greetings from Romania. GOLD!
I may not have the opportunity, but I will try to update you guys
Spider injection?
recommend replacing the char can. while your at it along with the purge and vent
Just had a RANGE ROVER 3.5 V8 EFI 1988 that behaved strangely sometimes.
Many different have looked at it and replaced parts.
Found out it was the brake booster that was the problem. I disconnected from this and
the car started perfectly every time and drive perfectly. :)
i ran in circles chasing this on a 97 with similar intermittent drivability concerns, was 3rd person to look at it. I asked if customer has he done any repairs, customer replaced fuel pump, Fuel pump relay, injector then ignition switch then finally a PCM. Customer was ready to throw on a carb and a manual trans from TBI truck at this point. Long story short I believe the Fuel pump relay contacts fit too loose heated up and cause similar intermittent drivability concerns, wired fuel pump direct and drivability concerns went away. threw a junkyard fuse box in to fix problem, could have been another circuit in fuse box but i doubt it. cant be certain it is same problem you had as my fuel trims didn't look rich. whenever i see rich trims i suspect stuck injectors or failed diaphragm on pressure regulator, have never seen regulator be an intermittent fault. thanks for makin these vids , I enjoy your books.
Thanks for sharing! Confirming again that this code is b.s. and the flow chart is 100% absolutely wrong (incomplete)
21:52 I thought I was going to see the Hulk busting out. Very funny but still learned a lot from this vid. Cheerz
Excellent video.
Hi, could be fuel pressure regulator inside intake manifold in the body of injector housing.
I see variation in psi with fuel pressure gauge below 60psi
By the way, I see your videos im from México city
BLEEP! 🤣🤣🤣 CLASSIC! That should fourth now be the official SD censoring sound used on all the videos 😆😆 Caleb killing it as usual with the editing. And as always another great video by the whole Danner family. Keep em coming guys, it never gets old.
I agree! We will be using that more, I'm certain. Thanks for the comment and for your kinds words. Made my morning
Back in 81 I had a 4-6-8 Cadillac with an intermittent stall problem. I spent about 30 hours chasing the problem and could never get it to stall or find a problem. Finally we called Cadillac engineering and they said just replace the fuel pump relay. That took care of the problem. I was paid 1 hour for diagnostic time and 3/10 for changing the relay! (I lost almost a weeks pay on that car!) At least at the dealerships we had access to the engineers and were familiar with most weird problems.
My 1996 Savana L30 dtc po1351 turned out to be Starter Relay arcing pin 30 to pin 86. The relay was also puffy in appearance. Know one wants to know how long for me to find this, because I'm slow. lol.....New Relay installed, vehicle driven 5 days without incident. Thanks Scanner Danner for your videos.
My 05 Silverado with spider injection haf an issue where it was running like crap sometimes stall out, and sometimes ran good, turned out to be bad distributor, I could turn the rotor like 20 to 30 degrees... After changing the injectors and all the gaskets and gaskets on intake manifold.
Had several distributors replaced with wiped out upper bushings in them, I forgot all about that back then common problem with GM.
@ 21:52 Caleb, you are a genius! Your subtleties are funny as all get out!
My '97 Sierra 5.7 has the exact same issues (225k miles). Started stalling at low RPM one day leaving me coasting around a long off-ramp with no power steering or brakes. Fun! Reset the computer and problem went away. A month later, the intermittent crank no-start after it rains thing started happening. Sometimes I'd come back the next day and it would fire right up. Happened again a few days ago. I installed a new cap and rotor (which were new 25k miles ago but horribly corroded) and it started right up. For what it's worth, I upgraded to next generation spider injectors from the '99-2000 models at 200k miles when I bought the truck, as well as replacing the rusty fuel tank, pump, filter, fuel pressure regulator, and gaskets. Tested voltages everywhere and they were perfect and the truck ran great for a couple years until I started having the same issues as your customer. At this point, I honestly think that the corroded cap and rotor were my issue, and that really I just needed a tune up. I'll replace the coolant temp sensor if the issue presents itself again. I did BTW get the 1351 code when it was refusing to start but thought it was a symptom, not a cause. Thanks for proving that here.
the P1351 code on these GMs is a symptom and most of the time not the cause. Anything that causes a longer than normal crank time will set this code on these
Thank you I realized when I first start truck in morning long crank then starts but sets 1351 code.
I had few times where fuel pressure regulator causing fuel pressure issue, and as soon as I crimped the return line, it fixed the issue. And one car I remember it ran well and good for few months before it started showing same issue with fuel pressure and trims. Eventually replacing regulator solved the issue.
This is the solution. Pressure bleeding down causes long crank. FPR.
Scanner Danner ...question brother ..I've had my 86' f150 for 6 years ...I stupidly hydrolocked her in a flash flood ...I had an atk longblock in her...now I'm doing everything again with a nutech longblock 5.0 ..I want to delete egr however I'm getting mixed ideas ..I know plumbing is easy ..but it eec-iv obd1 fuel injected ..can I leave egr solonoid hooked into harness but not inserted in the valve..I have replaced egr twice and used all three color solonoids I could find ..white ..black ..n gray ..I always got egr out of range code ..never got 0.00 volts at fully closed output voltage ..always 0.04 ..reference supply voltage good tho..truck always ran ..what you suggest before I wire 3 resistors together to trick comp out ..tab n tads relays will remain plugged in but capped off at vaccum tee ..
that EVP voltage is too low, it should be around .5 to .8 volt with EGR closed, but the problem is, the ECM is looking for an EVP voltage rise that corresponds to the EVR vacuum solenoid command to open the valve, so you will still have a code under part throttle, when the EGR is supposed to be open
i have seen those have a partial ignition failure blow lots of smoke cuz it cant burn it all then the computer leans it out making it do the chug chug. a viscious cycle in the computer trying to adjust. sounds to me like it has a module going or the ground to the module is bad letting the voltage go high on the b+ (causing the code)cuz it isnt pulling the amps through the coil. may want to watch that ground to see if its elevated.
I had a pitched crankshaft sensor wire that did the same thing. Between the trans and the violent lines
Just now 10 min. Into this vid recapping on how the vehicle would just shut off my first thought was ecm as was yours my second is dirt in the fuel tank I’ve had both issues on a couple Buicks but getting to your guide sheet I’m wondering if vehicle is using a different protocol… pending on where it’s assembled.
had this issues check the icm connection I had a bad terminal shorting everything
Paul youre such an amazing auto tech love your in depth videos. What do you attribute this to @15:25 ? I have a 96 express that has just about everything brand new and still doesnt start. I cant find the fuel pressure specs for this engine, It has the upgraded fuel injectors from CPI to MPFI. I am showing key on engine off 58psi and right away drops 4-5psi to about 52PSI. Is this not enough fuel pressure to run this engine?
This engine has new
Fuel filter
New ecm(reman)
New mass airflow
New crank sensor
New distributor
New timing chain
New ICM
New Coil
New spider MPFI
New upper intake
New lower manifold gaskets
New dpark plug wires
Only thing I havent changed are spark plugs they are about three years old and fuel pump.
These parts were not thrown at it, it was from a different issue.
The engine was running perfect I came to a stop sign and it cut off and would not re start. I do have spark, the distributor was re timed with piston #1 at TDC, timing chain cover lined up with mark on damper. I lined up the dimple by the distributor gear to the line on the shaft of the distributor. The rotor, when distributor fell into place, was point towards cylinder number 1 and pointed towards were the distributor housing bends to turn into a flat edge. Has excellent spark. Iam out of ideas and stumped…dont want to waste money on a pump if i dont need it. Ive read these engines need 60psi and above? Thank you in advance if u are able to respond!
96 express 1500 5.0 220,000 miles no oil burning excellent power
Great video👍 Can You write me how its name this tool for relay?
Paul and James Danner sometimes you got to drive it like you own it to get to the problem.
This applies to older vehicles but I'll throw it out there anyway because they were both stall issues followed by long crank times. One was diesel and the other was gas and they both ran fine until they didn't. In both cases I hooked a vacuum gage into the suction side of the fuel pump and watched it while driving, the vacuum gage would start to rise and then just before it quit the gage would suddenly peg out. If you waited a bit it would start back up and run ok for a while then do the same thing. Long story short the problem was the pickup screen in the tank was clogging up and starving fuel from the suction side of the pump. On the gas burner it was rust causing the problem and on the diesel it was water in the tank.
Oh my gosh! So hilarious with Danners “bleeps.” Lol😅
What the temperature of engine when it acts up ? could it possibly be Heat or cold related ?
Good question! I am not sure, but I do know it was acting up on his way home and he is not close, so definitely a hot engine during this period
I am very sad that you did not find the fault of the car. You are a good and virtuous person that is why success always kisses your feet. And lots of love and affection for your family. And Caleb support you very well.
Thank you my friend. I'm sorry we didn't fix it as well.
Please don't embarrass us sir. This happens sometimes. You are a very good mechanic and teacher. Our prayers are always with you.
great video as usual Paul ....you and Danner need to do a video together ....
Thank u mr danner👍
I had one last week. Fuel Pressure a little low. Acting like that on the way home.Intermittent But I had lean codes. Fuel pressure was hanging around 45 psi. I pinched off the return line & got 75. Fuel pressure regulator on the CPI was leaking & I found the Upper intake gasket popped out in the back corner under the Fuel lines. I’ve never seen that. I didn’t smoke it because it’s a pain on them. Regulator & upper intake. Made it run real good.
I scoped the Fuel pump, with a amp probe it was beautiful. I tried to get the fuel pressure to drop off under load. Couldn’t.
My suggestion would be to test drive the truck for some time with the scanner recording data. Might act up when loading the engine and not when on idle.
My thoughts..
We did my friend, you just didn't see the test drives that both my brother and I did at separate times. Thanks! Great suggestion of course.
I had a buddy hook up a scanner recorder and drive my truck back and forth to work for four days before it finally acted up and caught it.
Why are the uActivates unavailable? I've been trying to get ahold of one for over a year.
They've been unavailable for years!
I did have a pump on a returned system fail 1 time in a real weird way it would only act up when the tank was under 1/2 empty and when driving in town, what I ended up finding out was that the pump pressure and waveform looked great but if I let it sit and idle for 30 min or so pressure started dropping and the waveform went to crap. When idling the fuel is getting dumped back 2 tank warming the tank up and causing the failing pump to show its face. Not saying this is what's going on here but thought it is worth noting.
What does it mean to deadhead it? I think I’ve heard ur bro say that a couple times.
I'm having same issue have a 1996 c1500 wont crank/long Crank time and still won't start
If it is not starting, find out what you're missing. Spark, fuel and compression need to be verified
At 30:12 you said there is no reason to check power and ground at a coil that is functioning. Two months ago i had a v8 mid 2000s Cadillac with the cartridge coils on both banks. Car ran like crap. I saw visible good spark from every individual coil. Autologic tech service said check the ground at the cartridges. I had 6volts on the ground yet saw spark and car ran with misfires of course. So, im not so sure you can rule out power and ground even if you see spark and car runs
You're not wrong on that front. I should have been more clear as to why I didn't feel the need, and it was because we now knew this code setting was false. So from that standpoint is what I meant. Thanks!
On this truck I have questions/comments. Isn’t this the injector spider set up. Looked like it to me but I may have missed it. If it is a spider, and he’s been throwing chinesium parts at this thing, then it’s very likely it was or is an injector issue BUT my comment on it is actually seeing the fuel lines moving like that with vacuum drop and raise would tell me there’s a problem with the install. I worked on a ton of these trucks back when I had hair and never saw the spider fuel block move.
There’s no end to it though, you’d have to go back over everything that’s been done to it and check for proper install AND quality parts. You don’t have much choice on quality parts with these older chevys though, I still own a couple and part situation is not good.
As always, enjoying the content! Editing cracks me up on occasion and the hulk moment was one of those occasions. Keep up the good work
My experience with stuck ejector was white smoke out exhaust.
Are you using a verus edge or a verus d10? If so did you swap either to a sdd drive?
Verus Edge and it came with an ssd
I was thinking the same thing. Dead heading the pump reseated the injector. Once you go for a ride it gets unseated again. When he said it happened while driving, he may not have meant at speed. I "drive" my truck to work, during that drive, i have to stop at lights.
Good point! I do NOT know when exactly it "shut-down" on him. If it was at idle, and not at speed as you mentioned, then this can absolutely put us back toward the injector
@@ScannerDanner I betcha one of those spark plugs look a whole lot different than the rest. The owner likely changed them since he changed the rest of the ignition system and 7 of them should be clean.
A 2008 wrangler jeep was working fine except changed the power coil ,plug wires and plug and its only firing on 4 plugs and not 6 and when u use the old one the same thing coming up and check engine light come on what is the issue
Are you saying you caused this condition? This happened after some maintenance? Or you changed those parts in trying to fix your two cylinder misfire?
99 Tahoe 5.7 almost identical symptoms and same code. Original issue was a no start- plugged fuel filter got it running, Fuel PSI test was good after.
Weeks later, would start and die and throw the 1351 code, and not restart-it would try, but not take. No spark this time. New coil and ignition module got it running.
A few weeks later- start & die. Sometimes it would try but not start sometimes would just crank- setting the code each time. Clearing the code would not allow it to restart, but removing the negative battery cable and holding it to the positive cable for 20 seconds, re-attach and fire right up and be normal for 5-7 days. Rinse and repeat- no start, battery cable routine it will start every time. I did get a custom tuned VCM as I had changed the camshaft 4 years ago when I built the engine. Hoping maybe it was something with it but still shows up. Trucks runs better with the tuned VCM but the problem start/die still occurs. Pulling my hair out! I did do actual resistance and voltage drop tests on all wires mentioned in the factory manual for this code and all checks well. This video gave me ideas to check the fuel pump current draw and starter draw.
Whoever cures this mess will be a hero for sure!
One other thing I noticed- after changing the coil & module, to see If it gave me spark- which it did, I thought the spark looked weak- a little orange rather than a nice sharp blue spark. Ignition module was purchased at AutoZone Thoughts?
When it doesn't start, do your checks on the coil and module! You'll find your issue. Follow some of the test light control circuit tests I show on ignition coils.
Isn't that a GM Spider Injection? if so the body is not 100% fastened to the manifold and has a bit of movement for alignment purposes.
Take a shot everytime danner says "you know what I mean"
🤣🤣 yes! We'll be drunk by the end of the video
Great content! You could only improve it by including clips from Red & Green from yesteryear in that sometimes duct tape an a maul are the proper tools! ;)
That said, P1351 in GM/ Ford, although relatively common, are very enigmatic at best! I I'm reminded of the phantom code 32 EGR code from Pre OBD2 days on Chevy/ GMC trucks with 4L60 transmissions..... which turned out to be a faulty transmission TCC solenoid! I also remember the wonky distributor pick up coils that drove otherwise very competent driveability technicians to consider the ministry back in those days!
I see that this video is quite old, but had to chime in. The argument you and you bearded Bro had regarding a sine wave as opposed to a 5V square wave pattern has to do with manufacturers encoding engineering into their monitoring of EEC/ OBD2 functions. These functions are out of reach for all but a few of us peons down here in the repair bays.
Chasing fuel correction for the 1351 usually is a natural snipe hunting diversion due to symptoms. You were looking right at a big clue as to the problem with the internet special ignition parts. I get cars in all the time from both local and hundreds of miles away that have been to as many as 5-6 repair facilities including dealers. These customers just wanted to get their vehicles fixed. I wonder if you guys ever heard about a final solution for this truck, short of getting rid of it.
I've had the 1351 happen on an 07 ford five hundred and it ended up being the crank and cam sensors.
Keep in mind that this code is a manufacturer specific code (P1---), so this video pertains to GM only
This video just triggered a few P1351's
Seriously, I love the diagnosis process.
🤣🤣 for sure! Thanks my friend
Danners beard is getting to wizard status!
Haha sharing with him!
Enjoy your videos but, I must say as a basic DIYer, I got lost on this one. Hope there's a follow up with a fix in the future.
here is your take away my friend, if you ever get one of these, setting this code, remember that anything that causes a long crank time will set this code!! So don't get bogged down in the specifics of the causes of this code, because all of the service information is wrong on it, and what else can actually cause it
I had this same problem on my 1998 k1500. I even watched this video to look for a fix.
The problem is due to bad ground connections. I cleaned/sanded/replaced every ground cable and the problem has not come back. You have to clean/replace all of the grounds to ensure the problem is fixed as I did half of them and the bug did not go away. I got the repair manual and found/cleaned every single ground (they were are all rusty/dirty after 20+ years anyways) and that will probably fix the code if your truck runs normally when it does crank
Where can I find the locations of all my ground wires on 1999 GMC SUBURBAN C1500 Vortec 5.7?
Adding an update to this post as the illusive p1351 returned on my k1500 earlier this month and this time my symptoms matched this truck exactly. It was not the module, ecm, grounds, or pump. It was the ICM connector. The ground rusted up inside the connector and was causing the truck to die when it warmed up. Any time there is a weak spark on the ignition system this code will likely set and cause the truck to shut off
@ Paul is this part 1 part 2 latest one where you find 5v short on wiring harness. Shorted onto stud caused fault. Well done if you stuck with fault found it. Please advise if it was your brother Dan also worked on it.
No, this was from a case study we did two years ago (link in description). Thanks!
@@ScannerDanner thanks Paul it's 2005 in Capetown. Love your guides videos. I try keep my old cars running.
I have a 1999 gmc suburban that keeps giving me a p1351 code. I changed out the ignition control module numerous times. But as soon as I install the new sensor it still makes my check engine light come on. I changed the crankshaft sensor too. What can this issue be that causes high voltage to my ignition control module?
do you have a long crank time (extended cranking sets this code)
Yes I do have a long cranking time. How do I adjust the long cranking time?
I also have paid to have my fuel pump changed. Relay fuse, icm,coil, wires, distributor, cap and rotor. Throttle body sensor, fuel filter now I'm going to change my ignition switch.
is the oil level staying the same ,,,or going up mmmm
Personal experience here. Had a 4.3 vortec platform. It had a rough running condition where it would nearly die upon closed loop. It had codes for a lean condition. The O2 sensor harness ran along the back of the engine, and oil was wicking down the harness from the oil pressure sending unit. It would saturate the O2 sensor and caused repeated failures of the O2 sensor after a few thousand miles of it being replaced. The saturated O2 sensor was reading a false lean condition and flooding the engine with fuel, thus creating a vicious self-perpetuating cycle. In the hands of another, they'd see the code and assume a true lean condition and focus on a vaccum leak, low fuel issue, etc. DTC's are great in the hands of technicians whom know that they're a tool and a guide. They're not infallible. I detest when I see a generic question about a car, and there's always that person "probably an o2 sensor/fuel pump/throttle body."
Ive seen a shorted low 02 sensor cause the same issue, the pcm will dump fuel on that bank cause it to run rough, flood itself out, truck stalls or stumbles so bad that the truck goes back into open loop, pcm ignores o2 , due to being an older obd2 it wasn't that smart, just a suggestion maybee help something click in your head, love the videos, the fuel pressure loss could be a seperate problem caused by quality of parts swap
So many variables! And you guys are on it 100% and this is exactly why I walked away at this time. Thanks for sharing!
I'm having this same issue. It runs fine and dies at idle just like you turned off the key.
When will the you activate be available from AES wave
I will most certainly announce it when I know, but it should be soon! I saw the prototype!
You can use a fused jumper wire instead.
Jump load side pin 30 to 87. Pretty much does the same thing
@@mikesabin8568 don't jump the wrong pins :-) and this tool does so much more
@@ScannerDanner What are they redesigning on it? I'm on the email wait list for this tool and can't wait to get one.
Pressure regulator?
Man This spider injector set up where problems. Failing Pressure Regulators under the intake. Those CPI injectors need specific pressure to work at all!
Then those flat GM dis caps. We would only install Factory GM parts. The Distributor assemblies where a problem also. Gear would wear to knife edge!
As that generation got some age on it “we/I” would “re ground” everything.
Not to mention the problems with aftermarket fuel pumps. Oh the fun.
23:45 lol
Love you guys so much.
you brothers crack me up!.... thanks
me too! Love him to death
If i remember right the cpi system was the spider like black hoses in the intake? Ran across one of those a couple of times back in the days... What fixed it was doing an injector clean with the gm cleaner with a shop air pressurised container... 1 litre of fuel for 30ml of cleaner... i used to put 90ml insted and ran it two times... and the regulator inside was notorious to be leaking.... but that was like 15 years ago...
this was a new fuel injection assembly from what I was told
@@ScannerDanner missed that one Paul... But im shure you remember the problems these systems had!
@@erikkirby1 for sure! thanks my friend
Hi Paul. I'm not going to teach the teacher but I'm going to share something that happened to me since you mentioned the ignition module looked a cheap quality Ebay part , at one time i was working on a chevy truck and i got a module at Autozone, it run, before ot wasn't, but it kept the check engine light on with p1351 just like yours, no long cranking it was firing up at first crank, so i got a GM module and problem went away
Great tip
I have the same exact deal. After a two hour drive it begins to lose fuel, and I must begin to feather the air supply or motor completely bogs. This grows worse until I’m at 10 mph. If I pull over and shut off for 2-3 minutes it clears up for another few miles. Not temp dependent, nor altitude because happens up or down the 7500’ altitude I live at. It is no longer clearing up as well with short shut off. Have six codes, both cats inefficient, both o2 sensors, misfire cylinder 4, and p1351. It is starving for fuel for sure. Pump replaced 1 year ago, ignition module, cap, rotor, wires, plugs, distributer, crank sensor, and fuel filter(or cam sensor I forget).
I was hoping you'd drive it around to see if you could recreate the problem. Was thinking bad injector or stuck throttle but if the throttle was stuck it would have died in idle for you guys.
Check out my pinned comment. Thanks!
Check cat on each bank for different colors ,I had one spider injector dumping fuel cooking catalytic on one bank only.' Extended crank and misfire. Also the top of the fuel pipes have a seal and should not move around.
Setting a digital volt meter to ac will help read a digital square wave. On the dc scale it might not pick up any voltage due to it switching back and forth.
Yes sir, exactly
I fixed my 99 GMC suburban same code 1351 it was the engine coolant temperature sensor.
sounds like there could be an spider injection issue also, maybe bad pressure regulator diaphragm dumping into the intake. seems to me it would whack out the drivers bank first and holes 5 and 7 the worst, the regulator leaks on the passenger side and the intake runners go across to opposite side cylinders.
only thing I can think of with the pressure dropping hard and Danner deadheading it for a temporary fix. I'm sure you'd have noticed a sticking/flooding injector if that was it :)
Possibly, but with this injection unit being new (and who know where get got it from) and intermittent sticking open injector is plausible
12:54 I hate to be that way (I own that Tool) but the ATD Tools 5614 (not a sponsor) has way more options for less.
Hello sir Paul, if you don't mind,...can I request a video from you sir teaching us your subscribers,,what is the benefit,or used,important,concept? Whatever...of throttle snap test as we perform diagnosis whether it is a ign.sys.test,fuel injectors,compression,etc.....can you teach us sir, because I always heard from you sir saying snap test.....