Code
P0333
Generic
P — Powertrain
Knock/Combustion Vibration Sensor B Circuit High
Views:
UK: 26
EN: 50
RU: 51
AI status
Completed
Completed
100%
Causes
- Short to battery voltage on sensor B signal wire
- Failed or damaged knock/combustion vibration sensor (sensor B)
- Open or shorted wiring harness or connector to sensor B
- Poor or corroded connector pins or grounding for sensor circuit
- Faulty PCM/ECM or internal driver/amplifier fault
- Noise/interference from nearby ignition or high-current wiring
Symptoms
- Check Engine Light (MIL) illuminated
- Fault stored for knock sensor B circuit
- Possible reduced engine performance or knock control disabled (timing retard)
- Intermittent or persistent engine knock detection disabled
- Occasional rough idle or hesitation if ECU has retarded timing
What to check
- Read and record freeze frame and live data with a scan tool; note occurrence conditions
- Confirm DTC is P0333 and check for related/other codes
- Perform a visual inspection of sensor B, connector, and wiring for damage, corrosion, or pin push-out
- Backprobing: measure sensor signal voltage at the harness connector with ignition on and engine off
- Check for continuity between sensor signal wire and PCM pin; check for short to battery and short to ground
- Wiggle test wiring while monitoring the signal for intermittent changes; inspect routing near ignition coils/alternator for interference
Signal parameters
- Depends on sensor type: many piezo knock sensors produce AC pulses in the millivolt range (no steady DC voltage) — expected: no sustained high DC voltage at the signal pin
- Other designs (accelerometer-type) use supply/reference and output a mid-rail DC voltage (typical ~0.5–2.5 V) with small AC variation during knocks; a constant high voltage (near battery or Vref) is abnormal
- With ignition ON and engine OFF: no constant high DC at signal pin; typical resting volts: ~0–2.5 V depending on design — consult vehicle service manual
- With scope: short, high-amplitude DC or stuck voltage indicates short to battery or failed sensor; normal knock events are short-duration AC spikes
Diagnostic algorithm
- Connect an OBD-II scanner, record freeze-frame data and clear the code. Attempt to reproduce; note if code returns.
- Visually inspect sensor B, connector and wiring harness for damage, melted insulation, corrosion, oil contamination or nearby chafing points.
- With ignition ON (engine OFF), backprobe sensor B signal and reference/ground pins. Verify there is NOT a constant high voltage (near battery) on the signal line. If constant high present, suspect short to 12V or sensor internal short.
- Check continuity between sensor signal pin and PCM input pin; verify resistance and that there is no short to battery (+12V) or to chassis ground.
- Perform a wiggle test while monitoring live data or signal voltage; note intermittent changes indicating wiring/connector faults.
- If the circuit wiring checks OK, disconnect the sensor and measure at the disconnected connector: verify expected open-circuit voltage (if accelerometer type) or no DC (if piezo type). Replace sensor if reading is abnormal.
- If available, use an oscilloscope to view sensor output during cranking/running — look for AC knock pulses and absence of stuck high DC level.
- If wiring and sensor prove good, inspect PCM connector and ground(s). If all wiring and sensors check normal, suspect PCM internal fault and refer to manufacturer procedures before replacing ECM.
- After repair, clear codes and verify repair by road test and confirming code does not return.
Likely causes
- Short to 12V on the sensor B signal wire (most likely)
- Failed sensor B (internal amplifier or piezo element)
- Corroded/loose connector or poor ground at sensor B
- Wiring chafed and contacting power source
Fault status
Status
PCM detected signal voltage above the expected threshold on the Knock/Combustion Vibration Sensor B circuit. Fault is logged; MIL may be set. Freeze frame and live data captured for troubleshooting.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
Repair manuals
Brands with available manuals
2,728
The library contains 2,728 repair and diagnostic manuals. Choose a brand to open the full manual tree by year, model and trim.
Your experience will help others
+100 karma for a short comment :)
Was this AI description helpful?
Your feedback helps improve AI descriptions.
👍 Like
0
👎 Dislike
0
Send to email
Code
P0333
GWM
P — Powertrain
- High reading 2 of the knock sensor (bank 2)
Views:
UK: 14
EN: 21
RU: 24
AI status
Completed
Completed
100%
Causes
- Short to battery voltage on sensor B signal wire
- Failed or damaged knock/combustion vibration sensor (sensor B)
- Open or shorted wiring harness or connector to sensor B
- Poor or corroded connector pins or grounding for sensor circuit
- Faulty PCM/ECM or internal driver/amplifier fault
- Noise/interference from nearby ignition or high-current wiring
Symptoms
- Check Engine Light (MIL) illuminated
- Fault stored for knock sensor B circuit
- Possible reduced engine performance or knock control disabled (timing retard)
- Intermittent or persistent engine knock detection disabled
- Occasional rough idle or hesitation if ECU has retarded timing
What to check
- Read and record freeze frame and live data with a scan tool; note occurrence conditions
- Confirm DTC is P0333 and check for related/other codes
- Perform a visual inspection of sensor B, connector, and wiring for damage, corrosion, or pin push-out
- Backprobing: measure sensor signal voltage at the harness connector with ignition on and engine off
- Check for continuity between sensor signal wire and PCM pin; check for short to battery and short to ground
- Wiggle test wiring while monitoring the signal for intermittent changes; inspect routing near ignition coils/alternator for interference
Signal parameters
- Depends on sensor type: many piezo knock sensors produce AC pulses in the millivolt range (no steady DC voltage) — expected: no sustained high DC voltage at the signal pin
- Other designs (accelerometer-type) use supply/reference and output a mid-rail DC voltage (typical ~0.5–2.5 V) with small AC variation during knocks; a constant high voltage (near battery or Vref) is abnormal
- With ignition ON and engine OFF: no constant high DC at signal pin; typical resting volts: ~0–2.5 V depending on design — consult vehicle service manual
- With scope: short, high-amplitude DC or stuck voltage indicates short to battery or failed sensor; normal knock events are short-duration AC spikes
Diagnostic algorithm
- Connect an OBD-II scanner, record freeze-frame data and clear the code. Attempt to reproduce; note if code returns.
- Visually inspect sensor B, connector and wiring harness for damage, melted insulation, corrosion, oil contamination or nearby chafing points.
- With ignition ON (engine OFF), backprobe sensor B signal and reference/ground pins. Verify there is NOT a constant high voltage (near battery) on the signal line. If constant high present, suspect short to 12V or sensor internal short.
- Check continuity between sensor signal pin and PCM input pin; verify resistance and that there is no short to battery (+12V) or to chassis ground.
- Perform a wiggle test while monitoring live data or signal voltage; note intermittent changes indicating wiring/connector faults.
- If the circuit wiring checks OK, disconnect the sensor and measure at the disconnected connector: verify expected open-circuit voltage (if accelerometer type) or no DC (if piezo type). Replace sensor if reading is abnormal.
- If available, use an oscilloscope to view sensor output during cranking/running — look for AC knock pulses and absence of stuck high DC level.
- If wiring and sensor prove good, inspect PCM connector and ground(s). If all wiring and sensors check normal, suspect PCM internal fault and refer to manufacturer procedures before replacing ECM.
- After repair, clear codes and verify repair by road test and confirming code does not return.
Likely causes
- Short to 12V on the sensor B signal wire (most likely)
- Failed sensor B (internal amplifier or piezo element)
- Corroded/loose connector or poor ground at sensor B
- Wiring chafed and contacting power source
Fault status
Status
PCM detected signal voltage above the expected threshold on the Knock/Combustion Vibration Sensor B circuit. Fault is logged; MIL may be set. Freeze frame and live data captured for troubleshooting.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
Your experience will help others
+100 karma for a short comment :)
Was this AI description helpful?
Your feedback helps improve AI descriptions.
👍 Like
0
👎 Dislike
0
Send to email
Code
P0333
HUMMER
P — Powertrain
Knock Sensor 2 Circuit High Input (Bank 2)
Views:
UK: 16
EN: 29
RU: 31
AI status
Completed
Completed
100%
Causes
- Short to battery voltage on sensor B signal wire
- Failed or damaged knock/combustion vibration sensor (sensor B)
- Open or shorted wiring harness or connector to sensor B
- Poor or corroded connector pins or grounding for sensor circuit
- Faulty PCM/ECM or internal driver/amplifier fault
- Noise/interference from nearby ignition or high-current wiring
Symptoms
- Check Engine Light (MIL) illuminated
- Fault stored for knock sensor B circuit
- Possible reduced engine performance or knock control disabled (timing retard)
- Intermittent or persistent engine knock detection disabled
- Occasional rough idle or hesitation if ECU has retarded timing
What to check
- Read and record freeze frame and live data with a scan tool; note occurrence conditions
- Confirm DTC is P0333 and check for related/other codes
- Perform a visual inspection of sensor B, connector, and wiring for damage, corrosion, or pin push-out
- Backprobing: measure sensor signal voltage at the harness connector with ignition on and engine off
- Check for continuity between sensor signal wire and PCM pin; check for short to battery and short to ground
- Wiggle test wiring while monitoring the signal for intermittent changes; inspect routing near ignition coils/alternator for interference
Signal parameters
- Depends on sensor type: many piezo knock sensors produce AC pulses in the millivolt range (no steady DC voltage) — expected: no sustained high DC voltage at the signal pin
- Other designs (accelerometer-type) use supply/reference and output a mid-rail DC voltage (typical ~0.5–2.5 V) with small AC variation during knocks; a constant high voltage (near battery or Vref) is abnormal
- With ignition ON and engine OFF: no constant high DC at signal pin; typical resting volts: ~0–2.5 V depending on design — consult vehicle service manual
- With scope: short, high-amplitude DC or stuck voltage indicates short to battery or failed sensor; normal knock events are short-duration AC spikes
Diagnostic algorithm
- Connect an OBD-II scanner, record freeze-frame data and clear the code. Attempt to reproduce; note if code returns.
- Visually inspect sensor B, connector and wiring harness for damage, melted insulation, corrosion, oil contamination or nearby chafing points.
- With ignition ON (engine OFF), backprobe sensor B signal and reference/ground pins. Verify there is NOT a constant high voltage (near battery) on the signal line. If constant high present, suspect short to 12V or sensor internal short.
- Check continuity between sensor signal pin and PCM input pin; verify resistance and that there is no short to battery (+12V) or to chassis ground.
- Perform a wiggle test while monitoring live data or signal voltage; note intermittent changes indicating wiring/connector faults.
- If the circuit wiring checks OK, disconnect the sensor and measure at the disconnected connector: verify expected open-circuit voltage (if accelerometer type) or no DC (if piezo type). Replace sensor if reading is abnormal.
- If available, use an oscilloscope to view sensor output during cranking/running — look for AC knock pulses and absence of stuck high DC level.
- If wiring and sensor prove good, inspect PCM connector and ground(s). If all wiring and sensors check normal, suspect PCM internal fault and refer to manufacturer procedures before replacing ECM.
- After repair, clear codes and verify repair by road test and confirming code does not return.
Likely causes
- Short to 12V on the sensor B signal wire (most likely)
- Failed sensor B (internal amplifier or piezo element)
- Corroded/loose connector or poor ground at sensor B
- Wiring chafed and contacting power source
Fault status
Status
PCM detected signal voltage above the expected threshold on the Knock/Combustion Vibration Sensor B circuit. Fault is logged; MIL may be set. Freeze frame and live data captured for troubleshooting.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
Repair manuals
Manual library for HUMMER
69
Browse 69 HUMMER manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
HUMMER
Your experience will help others
+100 karma for a short comment :)
Was this AI description helpful?
Your feedback helps improve AI descriptions.
👍 Like
0
👎 Dislike
0
Send to email
Code
P0333
LAND ROVER
P — Powertrain
Knock sensor 2 circuit high input
Views:
UK: 15
EN: 27
RU: 33
AI status
Completed
Completed
100%
Causes
- Short to battery voltage on sensor B signal wire
- Failed or damaged knock/combustion vibration sensor (sensor B)
- Open or shorted wiring harness or connector to sensor B
- Poor or corroded connector pins or grounding for sensor circuit
- Faulty PCM/ECM or internal driver/amplifier fault
- Noise/interference from nearby ignition or high-current wiring
Symptoms
- Check Engine Light (MIL) illuminated
- Fault stored for knock sensor B circuit
- Possible reduced engine performance or knock control disabled (timing retard)
- Intermittent or persistent engine knock detection disabled
- Occasional rough idle or hesitation if ECU has retarded timing
What to check
- Read and record freeze frame and live data with a scan tool; note occurrence conditions
- Confirm DTC is P0333 and check for related/other codes
- Perform a visual inspection of sensor B, connector, and wiring for damage, corrosion, or pin push-out
- Backprobing: measure sensor signal voltage at the harness connector with ignition on and engine off
- Check for continuity between sensor signal wire and PCM pin; check for short to battery and short to ground
- Wiggle test wiring while monitoring the signal for intermittent changes; inspect routing near ignition coils/alternator for interference
Signal parameters
- Depends on sensor type: many piezo knock sensors produce AC pulses in the millivolt range (no steady DC voltage) — expected: no sustained high DC voltage at the signal pin
- Other designs (accelerometer-type) use supply/reference and output a mid-rail DC voltage (typical ~0.5–2.5 V) with small AC variation during knocks; a constant high voltage (near battery or Vref) is abnormal
- With ignition ON and engine OFF: no constant high DC at signal pin; typical resting volts: ~0–2.5 V depending on design — consult vehicle service manual
- With scope: short, high-amplitude DC or stuck voltage indicates short to battery or failed sensor; normal knock events are short-duration AC spikes
Diagnostic algorithm
- Connect an OBD-II scanner, record freeze-frame data and clear the code. Attempt to reproduce; note if code returns.
- Visually inspect sensor B, connector and wiring harness for damage, melted insulation, corrosion, oil contamination or nearby chafing points.
- With ignition ON (engine OFF), backprobe sensor B signal and reference/ground pins. Verify there is NOT a constant high voltage (near battery) on the signal line. If constant high present, suspect short to 12V or sensor internal short.
- Check continuity between sensor signal pin and PCM input pin; verify resistance and that there is no short to battery (+12V) or to chassis ground.
- Perform a wiggle test while monitoring live data or signal voltage; note intermittent changes indicating wiring/connector faults.
- If the circuit wiring checks OK, disconnect the sensor and measure at the disconnected connector: verify expected open-circuit voltage (if accelerometer type) or no DC (if piezo type). Replace sensor if reading is abnormal.
- If available, use an oscilloscope to view sensor output during cranking/running — look for AC knock pulses and absence of stuck high DC level.
- If wiring and sensor prove good, inspect PCM connector and ground(s). If all wiring and sensors check normal, suspect PCM internal fault and refer to manufacturer procedures before replacing ECM.
- After repair, clear codes and verify repair by road test and confirming code does not return.
Likely causes
- Short to 12V on the sensor B signal wire (most likely)
- Failed sensor B (internal amplifier or piezo element)
- Corroded/loose connector or poor ground at sensor B
- Wiring chafed and contacting power source
Fault status
Status
PCM detected signal voltage above the expected threshold on the Knock/Combustion Vibration Sensor B circuit. Fault is logged; MIL may be set. Freeze frame and live data captured for troubleshooting.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
Repair manuals
Manual library for LAND ROVER
160
Browse 160 LAND ROVER manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
LAND ROVER
-
LAND ROVER: 2023
-
Range Rover Velar
-
-
LAND ROVER: 2022
-
Discovery Sport
-
Range Rover
- Autobiography, 4.4L Eng VIN 7 · 4.4L Eng VIN 72022: Range Rover Autobiography
- Autobiography, 5.0L Eng VIN E · 5.0L Eng VIN E2022: Range Rover Autobiography
- 2022 Range Rover Base
- First Edition
- HSE Westminster, 3.0L Eng VIN U · 3.0L Eng VIN U2022: Range Rover HSE Westminster
- HSE Westminster, 5.0L Eng VIN E · 5.0L Eng VIN E2022: Range Rover HSE Westminster
- SE, 3.0L Eng VIN U · 3.0L Eng VIN U2022: Range Rover SE
- SE, 4.4L Eng VIN 7 · 4.4L Eng VIN 72022: Range Rover SE
- SV
- SVAutobiography
- SVAutobiography Dynamic
- SVAutobiography Dynamic Blk.
-
Range Rover Evoque
-
Range Rover Sport
-
Range Rover Velar
-
LAND ROVER: 2021
-
Discovery Sport
-
Range Rover
- Autobiography, 2.0L Eng VIN Y · 2.0L Eng VIN Y2021: Range Rover Autobiography
- Autobiography Fifty Edition
- 2021 Range Rover Base
- HSE, 2.0L Eng VIN Y · 2.0L Eng VIN Y2021: Range Rover HSE
- HSE, 3.0L Eng VIN K · 3.0L Eng VIN K2021: Range Rover HSE
- HSE Westminster, 3.0L Eng VIN U · 3.0L Eng VIN U2021: Range Rover HSE Westminster
- HSE Westminster, 5.0L Eng VIN E · 5.0L Eng VIN E2021: Range Rover HSE Westminster
- SVAutobiography
- SVAutobiography Dynamic
- SVAutobiography Dynamic Blk.
-
Range Rover Evoque
-
Range Rover Sport
- Autobiography, 2.0L Eng VIN Y · 2.0L Eng VIN Y2021: Range Rover Sport Autobiography
- Autobiography, 5.0L Eng VIN E · 5.0L Eng VIN E2021: Range Rover Sport Autobiography
- Autobiography Dynamic, 2.0L Eng VIN Y · 2.0L Eng VIN Y2021: Range Rover Sport Autobiography Dynamic
- Autobiography Dynamic, 5.0L Eng VIN E · 5.0L Eng VIN E2021: Range Rover Sport Autobiography Dynamic
- HSE Dynamic
- HSE Silver Edition, 2.0L Eng VIN Y · 2.0L Eng VIN Y2021: Range Rover Sport HSE Silver Edition
- HSE Silver Edition, 3.0L Eng VIN K · 3.0L Eng VIN K2021: Range Rover Sport HSE Silver Edition
- HSE Silver Edition, 3.0L Eng VIN U · 3.0L Eng VIN U2021: Range Rover Sport HSE Silver Edition
- HST
- SE
- SVR
- SVR Carbon Edition
-
Range Rover Velar
-
LAND ROVER: 2020
-
Discovery
- HSE, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Discovery HSE
- HSE, 3.0L Eng VIN V · 3.0L Eng VIN V2020: Discovery HSE
- HSE Luxury, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Discovery HSE Luxury
- HSE Luxury, 3.0L Eng VIN V · 3.0L Eng VIN V2020: Discovery HSE Luxury
- Landmark
- SE, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Discovery SE
- SE, 3.0L Eng VIN V · 3.0L Eng VIN V2020: Discovery SE
-
Discovery Sport
-
Range Rover
- Autobiography
- Base, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Range Rover Base
- Base, 3.0L Eng VIN U · 3.0L Eng VIN U2020: Range Rover Base
- HSE, 2.0L Eng VIN Y · 2.0L Eng VIN Y2020: Range Rover HSE
- HSE, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Range Rover HSE
- HSE, 3.0L Eng VIN U · 3.0L Eng VIN U2020: Range Rover HSE
- HSE, 5.0L Eng VIN E · 5.0L Eng VIN E2020: Range Rover HSE
- SVAutobiography
- SVAutobiography Dynamic
-
Range Rover Evoque
-
Range Rover Sport
- Autobiography Dynamic, 2.0L Eng VIN Y · 2.0L Eng VIN Y2020: Range Rover Sport Autobiography Dynamic
- Autobiography Dynamic, 5.0L Eng VIN E · 5.0L Eng VIN E2020: Range Rover Sport Autobiography Dynamic
- HSE, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Range Rover Sport HSE
- HSE, 3.0L Eng VIN U · 3.0L Eng VIN U2020: Range Rover Sport HSE
- HSE, 5.0L Eng VIN E · 5.0L Eng VIN E2020: Range Rover Sport HSE
- HSE Dynamic
- HSE PHEV
- HST
- SE, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Range Rover Sport SE
- SE, 3.0L Eng VIN U · 3.0L Eng VIN U2020: Range Rover Sport SE
- SVR
-
Range Rover Velar
- R-Dynamic HSE
- R-Dynamic S, 2.0L Eng VIN X · 2.0L Eng VIN X2020: Range Rover Velar R-Dynamic S
- R-Dynamic S, 3.0L Eng VIN V · 3.0L Eng VIN V2020: Range Rover Velar R-Dynamic S
- S, 2.0L Eng VIN X · 2.0L Eng VIN X2020: Range Rover Velar S
- S, 3.0L Eng VIN V · 3.0L Eng VIN V2020: Range Rover Velar S
- SVAutobiography Dyn.
-
LAND ROVER: 2019
Your experience will help others
+100 karma for a short comment :)
Was this AI description helpful?
Your feedback helps improve AI descriptions.
👍 Like
0
👎 Dislike
0
Send to email