1996 Chevy. 1500 pickup truck, 305 C.I. Vortec V-8 This all started with PO172 and PO175, pulled the right and left oxygen sensors, cleaned and reinstalled. Errors cleared and have not returned. 2 weeks later the alternator crapped out pulling a horse trailer, recharged the battery, replaced 3 quarts of oil, (oil was fine when I checked BEFORE I left the house) NEVER found out where the oil went. Ran it to the nearest Advance store (6 miles, turned head lights off, did not drain battery again) and replace the alternator. No problems 1 month until trucks fuel mileage went very bad. No power. I don't remember the first codes I got. Here's the deal, I know everyone is giving me the correct answer on timing this truck. Hey, I know how to time this truck. Its not that I don't understand, I don't want to seem stupid, I'm not! But, I get a P1345 EVERY TIME I have pulled and put this distributor in - No less than 25 times, I have tried every position known to man, and even when I know that #1 cylinder is on the compression stroke and on TDC. Set the distributor according to you all and the book - P1345. With popping thru the throttle body and raw gas out the tail pipe. I pull and check the plugs and they are sooty but not wet. The timing chain and gears were out of spec, but not that bad, BUT I replace the set anyway. So I went and replaced the distributor base, the CMP, the CKP, new wires and plugs, took the injectors to the GM shop and had them cleaned and repaired or replaced. Guess what - they weren't dirty and worked correctly. The cylinders are equal at 130 psi. with little to no leak. Did a valve job. Fuel Pressure is 62 lbs. Placed the MAF sensor 2 years ago. I have replace the coil, ignition control module, distributor cap twice (has Horizontal towers) rotor button (only go on one way), MAP sensor, IAC, Cleaned and check all 4 oxygen sensors. Pulled and replace the fuel filter, (old one not stopped up). Pulled and checked the Catalytic converter, not stopped up. Put it back on. Still getting P1345 error - any ideas? I'm out of ideas! With popping thru the throttle body and raw gas out the tail pipe. I do really appreciate all the help everyone has giving me on this site. Frustration isn't a word any more it's a LIFESTILE! LOL!
Still getting P1345, What should I do next?
I would start by doing this one more time also put a fuel pressure gauge on and turn key on when pump stops running after 2 seconds watch fuel pressure to see if it drops could be that regulator or poppets or even lines leaking under intake.
Tighten Tighten the distributor cap screws to 5 N·m (45 lb in).
Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems.
Tighten Tighten the distributor clamp and the bolt to 27 N·m (20 lb ft).
Important: If a check engine light is illuminated after installing the distributor and a DTC P1345 is found, the distributor has been installed incorrectly.
I understand all of what you are saying - but still getting P1345
SO, do I advance or retard the timing to get rid of popping thru the throttle body and raw gas out the tail pipe and the P1345 error Or is their something else I need to be doing?
Have you checked wiring for system?
I have replaced the CKP and the CMP. I also have the correct voltage at the connectors.
You did not include the link to the diagnostic charts for your p1345
This DTC determines if the distributor is installed incorrectly, or if there is a mechanical malfunction in the engine. The DTC P1345 is a type A DTC.
When the engine is running, the cam sensor reference pulse is not detected at the correct relative position to the crankshaft position sensor pulse.
The VCM turns OFF the MIL after 3 consecutive driving trips without a fault condition present. A history DTC will clear if no fault conditions have been detected for 40 warm-up cycles (the coolant temperature has risen 22°C (40°F) from the start-up coolant temperature and the engine coolant temperature exceeds 71°C (160°F) during that same ignition cycle) or the scan tool clearing feature has been used.
Check the following items:
Bolt is tight
A loose CMP sensor causing a variance in the sensor signal
Replaced the CMP and its tight
do I advance or retard the timing to get rid of popping thru the throttle body and raw gas out the tail pipe
Checked and reshimed to spec.
replaced, with new chain and new gears