Code
P0328
Generic
P — Powertrain
Knock/Combustion Vibration Sensor A Circuit High
Views:
UK: 19
EN: 24
RU: 29
AI status
Completed
Completed
100%
Causes
- Damaged or shorted wiring (short to 12V) in the knock sensor circuit
- Corroded, loose or damaged sensor connector or terminals
- Faulty knock/combustion vibration sensor (open or internal short)
- Faulty ECM or sensor input driver (rare)
- Aftermarket or incorrect replacement sensor with incompatible output characteristics
- Intermittent fault from engine compartment heat/moisture causing connector degradation
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated and DTC stored
- Ignition timing may default to conservative map (reduced power or performance)
- Knock/detonation detection disabled — possible engine pinging under load
- Possible rough running or hesitation if ECU retards timing heavily
- Intermittent fault may cause sporadic loss of performance
What to check
- Scan tool: read freeze frame and stored data, confirm P0328 and any related codes
- Visual inspection of sensor connector, wiring harness routing and grommets for damage, chafing, heat exposure or corrosion
- Backprobe or disconnect sensor connector and observe connector pins for contamination or damage
- Measure voltage at sensor connector with key on/engine off and with engine cranking; compare to factory spec
- Use an oscilloscope to view knock sensor signal waveform during cranking and light load — look for excessive DC offset or flat/noise
- Wiggle test wiring while monitoring live data to reproduce fault
Signal parameters
- Varies by vehicle: many passive piezo knock sensors produce a very low-level AC signal (millivolt to ~1V range) with no steady DC offset — consult OEM spec
- Active sensors may use a 0–5 V reference; idle voltage often near 0.1–0.6 V with short transient spikes during knock events — check service manual
- A 'high' circuit fault generally means the measured level is above the specified maximum or a steady DC offset is present (indicating short to battery or internal sensor fault)
- Use oscilloscope: look for pulsed AC activity when engine is under light load and for absence of DC offset
Diagnostic algorithm
- Verify the code with a scan tool, record freeze frame and related codes. Do not assume final diagnosis from one code. 2) Perform a careful visual inspection of the sensor, connector and harness along the entire run to the ECM. Repair obvious damage before further testing. 3) Clear code, perform a road test and see if code returns to confirm repeatability. 4) Backprobe the sensor connector. With ignition on (engine off) measure DC voltage between signal pin and ground; compare to manufacturer spec. If voltage is high or at battery voltage, suspect short to 12V or internal sensor fault. 5) With connector disconnected, check resistance between sensor signal terminal and sensor body/ground (if passive). Compare resistance to spec; open or shorted readings indicate a bad sensor. 6) Use an oscilloscope while cranking/idle and under light acceleration to view waveform. Passive sensors should show low-level AC pulses without a large DC offset. A steady high DC voltage indicates wiring/ECM issue. 7) Check continuity from sensor signal pin to the ECM harness pin and for shorts to battery (+) and ground. Repair any damaged wiring or connectors. 8) If wiring checks OK, substitute a known-good sensor (if available) or replace sensor and retest. After replacement, clear codes and test drive to confirm repairs. 9) If fault remains with good sensor and wiring, suspect ECM input driver fault and refer to manufacturer procedures for ECM diagnosis or replacement.
Likely causes
- Short to battery voltage in harness or connector near sensor
- Failed knock sensor producing abnormal voltage
- Poor ground or connector corrosion raising circuit reference level
- ECM input driver fault (less common)
Fault status
Status
Knock/Combustion Vibration Sensor A Circuit High — ECM detects sensor circuit voltage above expected range. Investigate wiring, connector, sensor and ECM input.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P0328
GWM
P — Powertrain
- High detonation sensor 1 value (bank 1 or sensor)
Views:
UK: 6
EN: 8
RU: 8
AI status
Completed
Completed
100%
Causes
- Damaged or shorted wiring (short to 12V) in the knock sensor circuit
- Corroded, loose or damaged sensor connector or terminals
- Faulty knock/combustion vibration sensor (open or internal short)
- Faulty ECM or sensor input driver (rare)
- Aftermarket or incorrect replacement sensor with incompatible output characteristics
- Intermittent fault from engine compartment heat/moisture causing connector degradation
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated and DTC stored
- Ignition timing may default to conservative map (reduced power or performance)
- Knock/detonation detection disabled — possible engine pinging under load
- Possible rough running or hesitation if ECU retards timing heavily
- Intermittent fault may cause sporadic loss of performance
What to check
- Scan tool: read freeze frame and stored data, confirm P0328 and any related codes
- Visual inspection of sensor connector, wiring harness routing and grommets for damage, chafing, heat exposure or corrosion
- Backprobe or disconnect sensor connector and observe connector pins for contamination or damage
- Measure voltage at sensor connector with key on/engine off and with engine cranking; compare to factory spec
- Use an oscilloscope to view knock sensor signal waveform during cranking and light load — look for excessive DC offset or flat/noise
- Wiggle test wiring while monitoring live data to reproduce fault
Signal parameters
- Varies by vehicle: many passive piezo knock sensors produce a very low-level AC signal (millivolt to ~1V range) with no steady DC offset — consult OEM spec
- Active sensors may use a 0–5 V reference; idle voltage often near 0.1–0.6 V with short transient spikes during knock events — check service manual
- A 'high' circuit fault generally means the measured level is above the specified maximum or a steady DC offset is present (indicating short to battery or internal sensor fault)
- Use oscilloscope: look for pulsed AC activity when engine is under light load and for absence of DC offset
Diagnostic algorithm
- Verify the code with a scan tool, record freeze frame and related codes. Do not assume final diagnosis from one code. 2) Perform a careful visual inspection of the sensor, connector and harness along the entire run to the ECM. Repair obvious damage before further testing. 3) Clear code, perform a road test and see if code returns to confirm repeatability. 4) Backprobe the sensor connector. With ignition on (engine off) measure DC voltage between signal pin and ground; compare to manufacturer spec. If voltage is high or at battery voltage, suspect short to 12V or internal sensor fault. 5) With connector disconnected, check resistance between sensor signal terminal and sensor body/ground (if passive). Compare resistance to spec; open or shorted readings indicate a bad sensor. 6) Use an oscilloscope while cranking/idle and under light acceleration to view waveform. Passive sensors should show low-level AC pulses without a large DC offset. A steady high DC voltage indicates wiring/ECM issue. 7) Check continuity from sensor signal pin to the ECM harness pin and for shorts to battery (+) and ground. Repair any damaged wiring or connectors. 8) If wiring checks OK, substitute a known-good sensor (if available) or replace sensor and retest. After replacement, clear codes and test drive to confirm repairs. 9) If fault remains with good sensor and wiring, suspect ECM input driver fault and refer to manufacturer procedures for ECM diagnosis or replacement.
Likely causes
- Short to battery voltage in harness or connector near sensor
- Failed knock sensor producing abnormal voltage
- Poor ground or connector corrosion raising circuit reference level
- ECM input driver fault (less common)
Fault status
Status
Knock/Combustion Vibration Sensor A Circuit High — ECM detects sensor circuit voltage above expected range. Investigate wiring, connector, sensor and ECM input.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
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Code
P0328
HUMMER
P — Powertrain
Knock Sensor 1 Circuit High Input (Bank 1 or Single Sensor)
Views:
UK: 10
EN: 11
RU: 13
AI status
Completed
Completed
100%
Causes
- Damaged or shorted wiring (short to 12V) in the knock sensor circuit
- Corroded, loose or damaged sensor connector or terminals
- Faulty knock/combustion vibration sensor (open or internal short)
- Faulty ECM or sensor input driver (rare)
- Aftermarket or incorrect replacement sensor with incompatible output characteristics
- Intermittent fault from engine compartment heat/moisture causing connector degradation
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated and DTC stored
- Ignition timing may default to conservative map (reduced power or performance)
- Knock/detonation detection disabled — possible engine pinging under load
- Possible rough running or hesitation if ECU retards timing heavily
- Intermittent fault may cause sporadic loss of performance
What to check
- Scan tool: read freeze frame and stored data, confirm P0328 and any related codes
- Visual inspection of sensor connector, wiring harness routing and grommets for damage, chafing, heat exposure or corrosion
- Backprobe or disconnect sensor connector and observe connector pins for contamination or damage
- Measure voltage at sensor connector with key on/engine off and with engine cranking; compare to factory spec
- Use an oscilloscope to view knock sensor signal waveform during cranking and light load — look for excessive DC offset or flat/noise
- Wiggle test wiring while monitoring live data to reproduce fault
Signal parameters
- Varies by vehicle: many passive piezo knock sensors produce a very low-level AC signal (millivolt to ~1V range) with no steady DC offset — consult OEM spec
- Active sensors may use a 0–5 V reference; idle voltage often near 0.1–0.6 V with short transient spikes during knock events — check service manual
- A 'high' circuit fault generally means the measured level is above the specified maximum or a steady DC offset is present (indicating short to battery or internal sensor fault)
- Use oscilloscope: look for pulsed AC activity when engine is under light load and for absence of DC offset
Diagnostic algorithm
- Verify the code with a scan tool, record freeze frame and related codes. Do not assume final diagnosis from one code. 2) Perform a careful visual inspection of the sensor, connector and harness along the entire run to the ECM. Repair obvious damage before further testing. 3) Clear code, perform a road test and see if code returns to confirm repeatability. 4) Backprobe the sensor connector. With ignition on (engine off) measure DC voltage between signal pin and ground; compare to manufacturer spec. If voltage is high or at battery voltage, suspect short to 12V or internal sensor fault. 5) With connector disconnected, check resistance between sensor signal terminal and sensor body/ground (if passive). Compare resistance to spec; open or shorted readings indicate a bad sensor. 6) Use an oscilloscope while cranking/idle and under light acceleration to view waveform. Passive sensors should show low-level AC pulses without a large DC offset. A steady high DC voltage indicates wiring/ECM issue. 7) Check continuity from sensor signal pin to the ECM harness pin and for shorts to battery (+) and ground. Repair any damaged wiring or connectors. 8) If wiring checks OK, substitute a known-good sensor (if available) or replace sensor and retest. After replacement, clear codes and test drive to confirm repairs. 9) If fault remains with good sensor and wiring, suspect ECM input driver fault and refer to manufacturer procedures for ECM diagnosis or replacement.
Likely causes
- Short to battery voltage in harness or connector near sensor
- Failed knock sensor producing abnormal voltage
- Poor ground or connector corrosion raising circuit reference level
- ECM input driver fault (less common)
Fault status
Status
Knock/Combustion Vibration Sensor A Circuit High — ECM detects sensor circuit voltage above expected range. Investigate wiring, connector, sensor and ECM input.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
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Code
P0328
LAND ROVER
P — Powertrain
Knock sensor 1 high input in the circuit
Views:
UK: 7
EN: 9
RU: 11
AI status
Completed
Completed
100%
Causes
- Damaged or shorted wiring (short to 12V) in the knock sensor circuit
- Corroded, loose or damaged sensor connector or terminals
- Faulty knock/combustion vibration sensor (open or internal short)
- Faulty ECM or sensor input driver (rare)
- Aftermarket or incorrect replacement sensor with incompatible output characteristics
- Intermittent fault from engine compartment heat/moisture causing connector degradation
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated and DTC stored
- Ignition timing may default to conservative map (reduced power or performance)
- Knock/detonation detection disabled — possible engine pinging under load
- Possible rough running or hesitation if ECU retards timing heavily
- Intermittent fault may cause sporadic loss of performance
What to check
- Scan tool: read freeze frame and stored data, confirm P0328 and any related codes
- Visual inspection of sensor connector, wiring harness routing and grommets for damage, chafing, heat exposure or corrosion
- Backprobe or disconnect sensor connector and observe connector pins for contamination or damage
- Measure voltage at sensor connector with key on/engine off and with engine cranking; compare to factory spec
- Use an oscilloscope to view knock sensor signal waveform during cranking and light load — look for excessive DC offset or flat/noise
- Wiggle test wiring while monitoring live data to reproduce fault
Signal parameters
- Varies by vehicle: many passive piezo knock sensors produce a very low-level AC signal (millivolt to ~1V range) with no steady DC offset — consult OEM spec
- Active sensors may use a 0–5 V reference; idle voltage often near 0.1–0.6 V with short transient spikes during knock events — check service manual
- A 'high' circuit fault generally means the measured level is above the specified maximum or a steady DC offset is present (indicating short to battery or internal sensor fault)
- Use oscilloscope: look for pulsed AC activity when engine is under light load and for absence of DC offset
Diagnostic algorithm
- Verify the code with a scan tool, record freeze frame and related codes. Do not assume final diagnosis from one code. 2) Perform a careful visual inspection of the sensor, connector and harness along the entire run to the ECM. Repair obvious damage before further testing. 3) Clear code, perform a road test and see if code returns to confirm repeatability. 4) Backprobe the sensor connector. With ignition on (engine off) measure DC voltage between signal pin and ground; compare to manufacturer spec. If voltage is high or at battery voltage, suspect short to 12V or internal sensor fault. 5) With connector disconnected, check resistance between sensor signal terminal and sensor body/ground (if passive). Compare resistance to spec; open or shorted readings indicate a bad sensor. 6) Use an oscilloscope while cranking/idle and under light acceleration to view waveform. Passive sensors should show low-level AC pulses without a large DC offset. A steady high DC voltage indicates wiring/ECM issue. 7) Check continuity from sensor signal pin to the ECM harness pin and for shorts to battery (+) and ground. Repair any damaged wiring or connectors. 8) If wiring checks OK, substitute a known-good sensor (if available) or replace sensor and retest. After replacement, clear codes and test drive to confirm repairs. 9) If fault remains with good sensor and wiring, suspect ECM input driver fault and refer to manufacturer procedures for ECM diagnosis or replacement.
Likely causes
- Short to battery voltage in harness or connector near sensor
- Failed knock sensor producing abnormal voltage
- Poor ground or connector corrosion raising circuit reference level
- ECM input driver fault (less common)
Fault status
Status
Knock/Combustion Vibration Sensor A Circuit High — ECM detects sensor circuit voltage above expected range. Investigate wiring, connector, sensor and ECM input.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Land Rover Defender 300Tdi — Workshop Manual (1996 model year)
Workshop Manual199,00 UAH
Land Rover Defender Workshop Manual Supplement & Body Repair Manual (1999 & 2002 MY)
Workshop Manual199,00 UAH
Land Rover Range Rover — Electrical Library (LRL 0453ENG, 2002)
Workshop Manual199,00 UAH
Your experience will help others
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Was this AI description helpful?
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