Code
P1340
BMW
P — Powertrain
Multiple Cylinder Misfire During Start
Views:
UK: 30
EN: 56
RU: 58
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1340
CITROEN
P — Powertrain
Cylinder 4 ignition fail malfunction
Views:
UK: 3
EN: 5
RU: 7
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1340
DS
P — Powertrain
Cylinder 4 ignition fail malfunction
Views:
UK: 1
EN: 3
RU: 5
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1340
FORD
P — Powertrain
Camshaft Position Sensor B Circuit Malfunction
Views:
UK: 30
EN: 51
RU: 54
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1340
JAGUAR
P — Powertrain
Camshaft Position Sensor B Circuit
Views:
UK: 27
EN: 40
RU: 53
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1340
LAND ROVER
P — Powertrain
Failure in the position sensor of camshaft 2
Views:
UK: 9
EN: 11
RU: 24
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Workshop ManualYour experience will help others
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Code
P1340
LEXUS
P — Powertrain
Igniter Circuit Malfunction No 8
Views:
UK: 28
EN: 46
RU: 55
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1340
LINCOLN
P — Powertrain
Camshaft Position Sensor B Circuit Malfunction
Views:
UK: 29
EN: 41
RU: 55
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1340
MERCURY
P — Powertrain
Camshaft Position Sensor B Circuit Malfunction
Views:
UK: 27
EN: 40
RU: 56
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
Similar codes
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Code
P1340
MITSUBISHI
P — Powertrain
Camshaft position sensor
Views:
UK: 12
EN: 17
RU: 34
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1340
Other
P — Powertrain
Camshaft Position Sensor B Circuit Malfunction
Views:
UK: 27
EN: 39
RU: 61
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Workshop ManualYour experience will help others
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Code
P1340
PEUGEOT
P — Powertrain
Cylinder 4 ignition fail malfunction
Views:
UK: 1
EN: 3
RU: 5
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
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Code
P1340
VOLKSWAGEN
P — Powertrain
CKP CMP Sensor Signals Out Of Sequence
Views:
UK: 27
EN: 44
RU: 57
AI status
Completed
Completed
100%
Causes
- Ignition system faults (failed coil packs, damaged spark plugs, poor spark secondary/primary wiring)
- Fuel delivery problems at start (weak fuel pump, clogged filter, low fuel rail pressure, faulty injectors)
- Crankshaft or camshaft position sensor faults or intermittent signal loss
- Low battery/poor cranking speed or poor starter performance
- Air intake leaks or vacuum leaks affecting mixture at cranking
- Mechanical engine problems (low or uneven cylinder compression, valve timing/variable timing fault)
Symptoms
- Engine cranks but runs rough or stumbles at start
- Longer-than-normal cranking or hesitation to start
- Check Engine Light illuminated and P1340 logged (may be accompanied by other misfire codes)
- Clear/strong fuel smell or black smoke at start (rich condition)
- Intermittent no-start or fails to run smoothly until warmed up
What to check
- Read ECU freeze frame and pending/stored codes; note rpm and fuel/ignition parameters during event
- Check battery state-of-charge and cranking voltage under load
- Inspect CKP and CMP sensors and wiring for damage, corrosion or loose connectors
- Scan live data during cranking: crank RPM, injector pulses, ignition timing advance, fuel rail pressure
- Perform fuel pressure test at rail (or specified port) during crank/prime
- Inspect spark plugs and coil packs for wear, arcing or carbon tracking
Signal parameters
- Crankshaft position (CKP) — consistent pulse train during cranking; ECU must detect reliable pulses (crank RPM typical ~150–400 rpm while cranking)
- Camshaft position (CMP) — cam pulses present and timed relative to CKP during cranking
- Battery voltage during cranking — typically should remain above ~9.0 V; significant drop correlates with misfire codes
- Fuel rail pressure — present and within manufacturer specification during prime/crank (no prolonged drop or failure to prime)
- Injector pulses — injectors commanded and pulse widths consistent with cranking strategy; no missing pulses on multiple cylinders
- Ignition primary/secondary — coil packs show primary switching and secondary spark presence on affected cylinders
Diagnostic algorithm
- Retrieve all stored and pending codes and freeze-frame data. Note related misfire codes (P030x) and sensor codes. Do not clear codes yet.
- Check battery charge and cranking voltage under load. If voltage
- Monitor live data while cranking: CKP/CMP signals, crank RPM, injector demand, fuel rail pressure and ignition timing. Look for missing or intermittent signals.
- Inspect CKP and CMP connectors and harness for corrosion, broken wires or poor grounds. Wiggle-test harness while monitoring signals for intermittent dropouts.
- Verify fuel system: listen for pump prime, measure fuel pressure at the rail/low-pressure port during key-on and while cranking. Repair/replace pump, pressure regulator or injectors as needed.
- Inspect and test ignition components: check spark plugs, coil packs and secondary leads. Swap coils between cylinders if safe to see if misfire follows a coil.
- Perform relative compression or cylinder power balance test; if indicated, do full compression or leak-down to check mechanical integrity and timing.
- Inspect intake for vacuum leaks, intake tract obstructions and variable timing (VANOS/timing) operation. Correct any timing-related faults.
- If wiring, sensors and mechanical systems check good, check for ECU software updates or calibration. Consider ECU/immobilizer interactions only after electrical/engine systems are verified.
- Clear codes and perform controlled restart/start cycles to confirm repair. If intermittent, consider extended road/crank testing with data logger.
Likely causes
- Weak or intermittent crankshaft position (CKP) or camshaft position (CMP) sensor signal during cranking
- Failing coil packs or spark plug issues across multiple cylinders
- Low fuel pressure at startup (fuel pump priming or high-pressure system fault)
- Battery voltage below acceptable level causing slow cranking and misfire detection
- Intake/VANOS or timing-related faults causing multiple cylinders to misfire during initial start
Fault status
Status
Multiple cylinder misfire detected during engine start/cranking. Code P1340 stored when misfire criteria are met during startup.
Repair difficulty: Medium
Diagnostic time: 1.0-3.0 hours
Similar codes
Your experience will help others
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Was this AI description helpful?
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👍 Like
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