What does it mean?

This is a generic powertrain diagnostic trouble code (DTC), meaning it covers all makes/models from 2003 onward. The code appears more common on Kia, Hyundai, Chevrolet, Toyota, and Ford vehicles, but any brand vehicle may be affected. Specific troubleshooting steps vary by vehicle.

These vehicles may have a single camshaft in-block or a single overhead camshaft (SOHC) or dual (DOHC), but this code is strictly concerned with the incoming signal from the camshaft position sensor(s) in Bank 1 being missing, typically at engine startup. It is an electrical circuit fault. Bank #2 is the engine bank that does not contain cylinder #1.

The PCM uses the camshaft position sensor to tell it when the crankshaft sensor signal is correct, when a given crankshaft position sensor signal is timed to cylinder #1 for timing, and it is also used for fuel injector timing/injection start.

P0340 or P0341 codes may also be present alongside P0348. The only difference between these 3 codes is the duration of the issue and the type of electrical problem encountered by the sensor/circuit/engine controller. Troubleshooting steps can vary by manufacturer, camshaft position sensor type, and wire color.

Symptoms

Symptoms of a P0348 engine code may include:

Check Engine Light illuminated
Bucking or Surging
Stalls, but may restart if the issue is inconsistent
May run fine until restarted; will not restart

Potential Causes

Typically, causes for this code are:

Open in the ground circuit to the camshaft position sensor
Open in the signal circuit between the camshaft position sensor and the PCM
Short to 5 volts in the camshaft position sensor signal circuit
Faulty camshaft position sensor – internal short to voltage

Diagnostic and Repair Procedures

A good starting point is always searching for a Technical Service Bulletin (TSB) for your specific vehicle. The vehicle manufacturer may have a PCM flash/reprogram to cover this issue, and it’s worth checking before discovering you’ve taken a long/wrong path.

Next, locate the camshaft and crankshaft position sensors on your specific vehicle. Since they share common power and ground circuits, and this code focuses on the camshaft position sensor’s power and ground circuits, it makes sense to check them for any damage to either. Once located, visually inspect the connectors and wiring. Look for chafing, rubbing, bare wires, burns, or melted plastic. Separate the connectors and carefully inspect the terminals (the metal parts) inside the connectors. See if they look corroded, burnt, or perhaps greenish compared to the normal metal color you’re used to seeing. You can get electrical contact cleaner at any auto parts store if terminal cleaning is needed. If not possible, find 91% rubbing alcohol and a soft plastic-bristled brush to clean them. Then, let them air dry, get some dielectric silicone compound (same as used for light bulb sockets and spark plug wires), and apply it where the terminals make contact.

If you have a scan tool, clear the diagnostic codes from memory and see if this code returns. If not, the connections were likely your problem.

If the code returns, we’ll need to test the sensor and its associated circuits. There are generally 2 types of camshaft position sensors: Hall effect or magnetic sensor. You can usually tell which you have based on the number of wires from the sensor. If there are 3 wires from the sensor, it’s a Hall effect sensor. If it has 2 wires, it will be a magnetic pickup type sensor.

This code will only be set if the sensor is a Hall effect sensor. Disconnect the harness going to the camshaft position sensor. With a digital voltmeter (DVOM), test the 5V power circuit going to the sensor to ensure it’s powered (red wire to the 5V/12V power circuit, black wire to a good ground). Check with a wiring diagram or diagnostic chart if this sensor is supplied with 5 volts or 12 volts. If there are 12 volts at the sensor when there should be 5 volts, repair the wiring from the PCM to the sensor for a short to 12 volts, or possibly a faulty PCM.

If all is well, with a DVOM, check that the camshaft position sensor signal circuit is 5V (red wire to the sensor signal circuit, black wire to a good ground). If there is no 5 volts at the sensor, or if you see 12 volts at the sensor, repair the wiring from the PCM to the sensor, or again a faulty PCM.

If that checks out, verify you have a good ground at each sensor. Connect a test light to the positive 12V battery (red terminal) and touch the other end of the test light to the ground circuit going to the camshaft sensor circuit ground. If the test light does not illuminate, that would indicate the circuit problem. If it lights up, wiggle the wire harness going to each sensor to see if the test light flickers, indicating an intermittent connection.

What Does It Mean?

This is a generic powertrain diagnostic trouble code (DTC), meaning it covers all makes/models from 2003 onward. The code appears more commonly on Dodge, Chrysler, Ford, Honda, Jeep, BMW, and Acura vehicles, but any vehicle brand can be affected. Specific troubleshooting steps vary by vehicle.

These vehicles may have a single camshaft in-block or a single overhead camshaft (SOHC) or dual (DOHC), but this code is strictly concerned with the fact that the incoming signal from the camshaft position sensor(s) for Bank 1 is missing at a time when it shouldn’t be. It’s an electrical circuit fault and is intermittent in nature. It’s not present all the time. Bank #2 is the engine bank that does not contain cylinder #1.

The PCM uses the camshaft position sensor to tell it when the crankshaft sensor signal is correct, when a given crankshaft position sensor signal is timed to cylinder #1 for timing, and it is also used for fuel injector timing/injection start.

P0340 or P0341 codes may also be present alongside P0349. The only difference between these 3 codes is the duration of the issue and the type of electrical problem experienced by the sensor/circuit/engine controller. Troubleshooting steps may vary by manufacturer, camshaft position sensor type, and wire colors.

Symptoms

Symptoms of a P0349 engine code may include:

    Check Engine Light illuminated
    Intermittent misfiring or surging
    Intermittently stalls but restarts immediately

Potential Causes

Typically, causes for this code include:

    Intermittent open in the camshaft position sensor power circuit
    Intermittent short to ground in the camshaft position sensor power circuit
    Intermittent open in the ground circuit to the camshaft position sensor
    Intermittent open in the camshaft position sensor signal circuit
    Intermittent short to 5 volts in the signal circuit to the camshaft position sensor
    Intermittent short to ground in the camshaft position sensor signal circuit
    Damage to the camshaft position sensor tone ring
    Crankshaft position sensor occasionally producing intermittent signals

Diagnostic and Repair Procedures

A good starting point is always researching a Technical Service Bulletin (TSB) for your specific vehicle. The vehicle manufacturer may have a PCM flash/reprogram to address this issue, and it’s worth checking before discovering you’ve taken a long/wrong path.

Next, locate the camshaft and crankshaft position sensors on your specific vehicle. Once located, visually inspect the connectors and wiring. Look for chafing, rubbing, bare wires, burns, or melted plastic. Disconnect the connectors and carefully inspect the terminals (the metal parts) inside the connectors. See if they appear corroded, burnt, or perhaps greenish compared to the normal metal color you’re used to seeing. You can get electrical contact cleaner at any auto parts store if terminal cleaning is needed. If not available, find 91% rubbing alcohol and a soft plastic-bristled brush to clean them. Then let them air dry, get some dielectric silicone compound (same as used for light bulb sockets and spark plug wires), and apply a small amount where the terminals make contact.

If you have a scan tool, clear the diagnostic codes from memory and see if this code returns. If not, the connections were likely your problem.

If the code returns, we’ll need to test the sensor and its associated circuits. The next steps will be determined by the type of sensor you have: Hall effect or magnetic sensor. You can usually tell which you have based on the number of wires coming from the sensor. If there are 3 wires from the sensor, it’s a Hall effect sensor. If it has 2 wires, it will be a magnetic pickup type sensor.
Hall Effect Sensor

If it’s a Hall effect sensor, disconnect the harness going to the camshaft and crankshaft position sensors. With a digital voltmeter (DVOM), test the 5V power circuit going to each sensor to ensure it has power (red wire to 5V power circuit, black wire to good ground). If there’s no 5 volts at the sensor, repair the wiring from the PCM to the sensor, or possibly a faulty PCM.

If that’s okay, with a DVOM, check that you have 5V on each signal circuit going to each sensor to ensure it has a signal circuit (red wire to sensor signal circuit, black wire to good ground). If there’s no 5 volts at the sensor, repair the wiring from the PCM to the sensor, or possibly a faulty PCM.

If that’s okay, verify you have a good ground at each sensor. Connect a 12V test light and touch the other end of the test light to the ground circuit going to each sensor. If the test light doesn’t illuminate, that would indicate the circuit problem. If it does light up, wiggle the wire harness going to each sensor to see if the test light flickers, indicating an intermittent connection.

Magnetic Pickup Sensor

If it’s a magnetic pickup type sensor, we can check the sensor itself to see if it’s functioning properly. We’ll test it for:

    Resistance
    A/C voltage output
    Short to ground

With the sensor disconnected, connect both wires of your ohmmeter to the 2 terminals of the camshaft/crankshaft position sensor. Read the ohms resistance and compare it to your vehicle’s specifications: typically 750 – 2000 ohms. While still on ohms, disconnect 1 wire of your ohmmeter from the sensor and connect it to a good vehicle ground. If you get an ohms reading other than infinite or OL, the sensor has an internal short to ground. Remember not to touch the metal part of the wires with your fingers, as this could affect your readings.

Reconnect both wires of your DVOM to the 2 terminals of the camshaft/crankshaft position sensor. Set your meter to read A/C voltage. While cranking the engine, read the a/c voltage output on your DVOM. Compare to manufacturer specifications for your vehicle. A good rule of thumb is typically 0.5 V AC.

P011E, P011F ISO/SAE reserved

What does it mean?

This diagnostic trouble code (DTC) is a generic powertrain code, meaning it applies to OBD-II equipped vehicles (Hyundai, Toyota, Chevy, Ford, Dodge, Chrysler, etc.). Although generic, the specific repair steps may vary depending on the make/model.

If your OBD-II vehicle has stored a P0350 code, it means the Powertrain Control Module (PCM) has detected a problem with the primary and/or secondary circuit for one or more ignition coils or ignition coil packs.

Most OBD-II equipped vehicles use a distributorless, coil-on-plug ignition system. In this type of system, each cylinder is equipped with its own ignition coil that is attached to the spark plug using a short spark plug wire or a silicone boot. Battery voltage and a ground pulse from the PCM applied to a tightly wound induction coil create the high-intensity spark (thousands of volts) needed to fire the spark plug for each cylinder.

Systems that use coil packs operate similarly, except that multiple spark plugs are fired from a single coil pack that fires several cylinders in a sequential order. This type of system typically uses longer high-tension spark plug wires to transfer the high-intensity spark from the coil pack towers to the spark plugs.

Regardless of the type of ignition system the vehicle in question is equipped with, the timing and function of the sparks are controlled by the PCM. Provided with a constant supply of switched battery voltage (with the ignition switch in the ON position), the ignition coil releases a high-intensity spark when it receives a ground pulse from the PCM.

If the PCM detects that any of the ignition coil circuits are not completed when the ground pulse is applied, a P0350 code will be stored and a Malfunction Indicator Lamp (MIL) may be illuminated.
Code Severity and Symptoms

Misfire issues will likely accompany a P0350 code; therefore, it should be classified as severe.

Symptoms of this code may include:

Driveability issues, including one or more misfires
Poor engine performance
Reduced fuel economy
Cylinder misfire codes will likely accompany a P0350 code (e.g., P0301, P0302, P0303, P0304, etc.)

Causes

Possible causes for this code being set are:

Open or shorted primary/secondary circuits
Faulty ignition coils or coil packs
Bad ignition system relay
Blown fuses or fusible links
Faulty PCM or PCM programming error

Diagnostic and Repair Procedures

To diagnose a P0350 code, I would need a diagnostic scanner, a digital volt/ohmmeter (DVOM), and a reliable source of vehicle information, such as ALLDATA (DIY).

A visual inspection of all ignition coil/pack wiring and connectors is the best place to start your diagnosis of a P0350 code. Look for broken electrical connectors at the ignition coils or coil packs. Also check for burned, broken, or corroded wiring. I have personally found rodent-damaged wiring to be the cause of a P0350 code in several customer cars. The terminals of the ignition coil electrical connectors are also known to corrode over time.

I would continue by connecting the scanner to the vehicle’s diagnostic port and retrieving all stored codes and freeze frame data. I have found it useful to record this information for later. Then, I would clear the codes and take a test drive to see if the P0350 resets.

Use your vehicle information source to research any Technical Service Bulletins (TSBs) that may assist in your diagnosis. TSBs with matching symptoms and codes can prove very helpful if you use the diagnostic tips contained within them.

If there are cylinder-specific ignition coil primary/secondary circuit codes, they can help you pinpoint the faulty circuit or coil/pack. If there are no cylinder-specific codes, you will need to determine which coil, coil pack, or circuit is malfunctioning. This can be done by testing the coils or coil packs for the correct level of Hertz when a high-intensity spark is emitted, but I use a simpler method. With the engine running and the parking brake firmly set, I use an assistant to sit in the driver’s seat. They firmly press the brake pedal, put the transmission in gear, and press the accelerator pedal lightly but progressively. When the engine begins to misfire, my assistant holds the accelerator pedal in that position, while I systematically remove each spark plug wire/boot from the spark plug (you can also unplug each coil pack’s electrical connector if you prefer, to avoid the risk of being exposed to over 50,000 volts of high-intensity spark).

When you find a coil or coil tower that makes no difference in engine RPM when the spark plug wire/boot is removed from the spark plug; you have found the cylinder number of the faulty coil/pack. You will likely notice that the level of high-intensity spark emitted by the faulty coil/pack is significantly lower than those operating correctly. Be sure to clear the codes after performing this test. Once you have located the coil/pack in question, use the DVOM to test for battery voltage at the coil/pack connector with the ignition on. If there is no voltage, use the vehicle information source to find the voltage source to check for blown fuses, faulty relays, etc. If all fuses and relays are good, use the DVOM to probe individual circuits for continuity and resistance. Disconnect all associated controllers before doing this to avoid damaging sensitive onboard electronics. Repair or replace any circuits that do not meet the manufacturer’s specifications (found in the vehicle information source).

If the voltage signal is present at the ignition coil/pack, test the coil connector for a ground pulse from the PCM. If no ground pulse is present (while the engine is running or cranking), suspect a faulty driver inside the PCM if no other ignition-related codes (including crankshaft position sensor and camshaft position sensor codes) are present.

Additional Diagnostic Notes:

A maintenance tune-up is NOT a solution for a P0350 code
Use caution when testing a high-intensity spark near flammable fluids

What does it mean?

This diagnostic trouble code (DTC) is a generic powertrain code, meaning it applies to OBD-II equipped vehicles. Although generic, specific repair steps may vary by make/model.

The COP (coil-on-plug) ignition system is what’s used on most modern engines. There’s an individual coil for each cylinder that’s controlled by the PCM (powertrain control module).

It eliminates the need for spark plug wires by placing the coil right above the spark plug. Two wires are dedicated to each coil. One is a battery feed typically from the electrical distribution center. The other wire is the coil control circuit from the PCM. The PCM grounds/ungrounds this circuit to activate or deactivate the coil. The coil control circuit is monitored by the PCM for faults.

If an open or short circuit is detected in the control circuit for coil number 1, a P0351 may be set. Additionally, depending on the vehicle, the PCM may also shut down the fuel injector for that cylinder as well.

Symptoms

Symptoms of a P0351 DTC may include:

• MIL (malfunction indicator lamp) illumination
• Engine misfire may be present or intermittent

Causes

Potential causes of a P0351 code include:

• Short to voltage or ground on COP driver circuit
• Open in COP driver circuit
• Loose connection at coil or broken connector locks
• Bad coil (COP)
• Faulty powertrain control module

Possible Solutions

Is the engine currently misfiring? If not, the problem is likely intermittent. Try testing the wiring at coil #1 and along the wiring harness to the PCM. If manipulating the wiring causes a surface misfire, repair the wiring issue. Check for poor connection at the coil connector. Verify the harness isn’t misrouted or rubbing against anything. Repair as necessary.

If the engine is currently running rough, stop the engine and disconnect the wiring connector from coil #1. Then start the engine and look for a driver signal to coil #1. Using a scope will give you a visual pattern to observe, but since most people don’t have access to one, there’s a simpler way. Use a voltmeter on the AC Hertz scale and see if there’s a Hz reading between 5 and 20, indicating the driver is working. If there’s a Hertz signal, replace ignition coil #1. It’s likely bad. If you detect no frequency signal from the PCM on the ignition coil control circuit, indicating the PCM is grounding/ungrounding the circuit (or if there’s no visible pattern on the oscilloscope if you have one), leave the coil disconnected and check DC voltage on the trigger circuit at the ignition coil connector. If there’s significant voltage on that wire, there’s a short somewhere. Find the short and repair it.

If there’s no voltage on the trigger circuit, turn off the ignition. Disconnect the PCM connector and check continuity of the driver between the PCM and the coil. If there’s no continuity, repair the open circuit or short to ground in the circuit. If continuity is present, check resistance between ground and the ignition coil connector. There should be infinite resistance. If there isn’t, repair the short to ground in the coil control circuit.

NOTE: If the ignition coil driver signal wire isn’t open or shorted to voltage or ground and there’s no trigger signal to the coil, suspect a faulty PCM coil driver. Also keep in mind that if the PCM driver has failed, there may be a wiring problem that caused the PCM to fail. It’s a good idea to perform the above check after PCM replacement to verify there won’t be a repeat failure. If you find the engine isn’t misfiring, the coil is being triggered properly but P0351 keeps resetting, it’s possible the PCM coil monitoring system is faulty.

What does it mean?

This diagnostic code (DTC) is a generic powertrain code, meaning it applies to OBD-II equipped vehicles. Although generic, specific repair steps may vary by make/model.

The COP (coil-on-plug) ignition system is what is used on most modern engines. There is an individual coil for each cylinder that is controlled by the PCM (powertrain control module).

It eliminates the need for spark plug wires by placing the coil right above the spark plug. Two wires are dedicated to each coil. One is a battery feed usually from the power distribution center. The other wire is the PCM’s coil control circuit. The PCM grounds/ungrounds this circuit to activate or deactivate the coil. The coil control circuit is monitored by the PCM for faults.

If an open or short circuit is detected in the drive circuit for coil number 2, a P0352 may be set. Additionally, depending on the vehicle, the PCM may also shut off the fuel injector for that cylinder as well.

Symptoms

Symptoms of a P0352 DTC may include:

    MIL (Malfunction Indicator Lamp) illumination
    Engine misfire may be present or intermittent

Causes

Potential causes of a P0352 code include:

    Short to voltage or ground on the COP driver circuit
    Open in the COP driver circuit
    Loose connection at the coil or broken connector locks
    Faulty coil (COP)
    Faulty powertrain control module

Possible Solutions

Is the engine currently misfiring? If not, the problem is likely intermittent. Try testing the wiring at coil #2 and along the wiring harness to the PCM. If manipulating the wiring causes a surface misfire, repair the wiring issue. Check for a poor connection at the coil connector. Check that the harness is not misrouted or rubbing against anything. Repair if necessary.

If the engine is currently running poorly, stop the engine and disconnect the wiring connector from coil #2. Then start the engine and check for a driver signal at coil #2. Using an oscilloscope will give you a visual pattern to observe, but since most people don’t have access to one, there is a simpler way. Use a voltmeter set to the AC Hertz scale and see if there is a Hz reading between 5 and 20, which indicates the driver is operating. If there is a Hertz signal, replace ignition coil #2. It is likely faulty. If you detect no frequency signal from the PCM on the ignition coil control circuit, indicating the PCM is not grounding/ungrounding the circuit (or if there is no visible pattern on the oscilloscope if you have one), leave the coil disconnected and check for DC voltage on the drive circuit at the ignition coil connector. If there is significant voltage on this wire, there is a short somewhere. Find the short and repair it.

If there is no voltage on the drive circuit, turn the ignition off. Disconnect the PCM connector and check the continuity of the driver circuit between the PCM and the coil. If there is no continuity, repair the open circuit or short to ground in the circuit. If continuity is present, check the resistance between ground and the ignition coil connector. There should be infinite resistance. If there isn’t, repair the short to ground in the coil control circuit.

NOTE: If the ignition coil driver signal wire is not open or shorted to voltage or ground and there is no trigger signal to the coil, suspect a faulty PCM coil driver. Also keep in mind that if the PCM driver has failed, there may have been a wiring issue that caused the PCM failure. It is a good idea to perform the above check after PCM replacement to ensure there will be no repeat failure. If you find the engine is not misfiring, the coil is triggering correctly but the P0352 is continuously reset, there is a possibility the PCM coil monitoring system is faulty.

What does it mean?

This diagnostic trouble code (DTC) is a generic powertrain code, meaning it applies to OBD-II equipped vehicles. Although generic, specific repair steps may vary by make/model.

The COP (coil-on-plug) ignition system is what’s used on most modern engines. There’s an individual coil for each cylinder that’s controlled by the PCM (powertrain control module).

It eliminates the need for spark plug wires by placing the coil right above the spark plug. Two wires are dedicated to each coil. One is a battery feed typically from the electrical distribution center. The other wire is the coil control circuit from the PCM. The PCM grounds/ungrounds this circuit to activate or deactivate the coil. The coil control circuit is monitored by the PCM for faults.

If an open or short circuit is detected in the control circuit for coil number 3, a P0353 may set. Additionally, depending on the vehicle, the PCM may also shut down the fuel injector for that cylinder as well.

Symptoms

Symptoms of a P0353 DTC may include:

    MIL (malfunction indicator lamp) illumination
    Engine misfire may be present or intermittent

Causes

Potential causes of a P0353 code include:

    Short to voltage or ground on COP driver circuit
    Open in COP driver circuit
    Loose connection at coil or broken connector locks
    Faulty coil (COP)
    Defective powertrain control module

Possible Solutions

Is the engine currently misfiring? If not, the problem is likely intermittent. Try testing the wiring at coil #3 and along the wiring harness to the PCM. If manipulating the wiring causes a surface misfire, repair the wiring issue. Check for poor connection at the coil connector. Verify the harness isn’t misrouted or chafing against anything. Repair if necessary.

If the engine is currently running poorly, stop the engine and disconnect the wiring connector from coil #3. Then start the engine and look for a driver signal to coil #3. Using an oscilloscope will give you a visual pattern to observe, but since most people don’t have access to one, there’s a simpler way. Use a voltmeter set to AC Hertz scale and see if there’s a Hz reading between 5-20, indicating the driver is working. If there’s a Hertz signal, replace ignition coil #3. It’s likely bad. If you detect no frequency signal from the PCM on the ignition coil control circuit indicating the PCM is grounding/ungrounding the circuit (or if there’s no visible pattern on the oscilloscope if you have one), leave the coil disconnected and check DC voltage on the trigger circuit at the ignition coil connector. If there’s significant voltage on this wire, there’s a short somewhere. Find the short and repair it.

If there’s no voltage on the trigger circuit, turn the ignition off. Disconnect the PCM connector and check continuity of the driver circuit between the PCM and the coil. If there’s no continuity, repair the open circuit or short to ground in the circuit. If continuity is present, check resistance between ground and the ignition coil connector. There should be infinite resistance. If there isn’t, repair the short to ground in the coil control circuit.

NOTE: If the ignition coil driver signal wire isn’t open or shorted to voltage or ground and there’s no trigger signal to the coil, suspect a faulty PCM coil driver. Also keep in mind that if the PCM driver has failed, there may have been a wiring issue that caused the PCM failure. It’s a good idea to perform the above check after PCM replacement to verify there won’t be a repeat failure. If you find the engine isn’t misfiring, the coil is triggering properly but P0353 keeps resetting, there’s possibility the PCM coil monitoring system is faulty.

This text explains the meaning, symptoms, possible causes, and potential solutions for error code P0354. This code is a generic powertrain diagnostic trouble code (DTC), meaning it applies to all vehicles equipped with an OBD-II system. However, specific repair steps may vary depending on the vehicle’s make and model.

Simply put, code P0354 indicates that a problem has been detected in the control circuit for the ignition coil of cylinder number 4.

Here is a breakdown of the key points:

• COP Ignition System (Coil On Plug): Most modern engines use this system, where each cylinder has its own ignition coil placed directly on top of the spark plug. This eliminates the need for spark plug wires.
• COP Coil Operation: Each coil has two main wires:
  • A DC power supply, typically from the power distribution box.
  • A control circuit from the PCM (Powertrain Control Module).
• Control by the PCM: The PCM activates and deactivates each coil by grounding (or interrupting the ground to) the control circuit.
• P0354 Error Detection: The PCM monitors the control circuit of each coil for faults. If an open (broken circuit) or a short circuit is detected in the control circuit for cylinder number 4’s coil, code P0354 may be stored.
• Potential PCM Action: Depending on the vehicle, the PCM may also disable the fuel injector for the affected cylinder (cylinder 4) in addition to storing the error code.

Common Symptoms of Code P0354:

• The MIL (Malfunction Indicator Lamp), also known as the check engine light, illuminates.
• The engine may misfire, which can be constant or intermittent.

Potential Causes of Code P0354:

• A short to voltage (the control circuit is supplied with incorrect voltage) or to ground (the control circuit is directly connected to ground) in the COP coil control circuit.
• An open (break) in the COP coil control circuit.
• A loose connection at the ignition coil or broken connector locking clips.
• A faulty ignition coil (COP) for cylinder number 4.
• A faulty Powertrain Control Module (PCM).

Possible Solutions (Suggested Diagnostic and Repair Steps):

1. Check if the engine is currently misfiring:
   • If not, the problem is likely intermittent. Try manipulating the wiring at coil number 4 and along the harness to the PCM. If this causes misfires, repair the wiring issue. Also check for poor connections at the coil connector and ensure the harness is not misrouted or chafing.
2. If the engine is currently misfiring:
   • Stop the engine and disconnect the wiring connector from coil number 4.
   • Start the engine and check for a control signal to coil number 4.
     • An oscilloscope is ideal for visualizing the signal, but if you don’t have one, use a multimeter in AC Hertz mode. A reading between 5 and 20 Hz indicates the PCM is sending a signal.
     • If there is a Hertz signal: Replace ignition coil number 4, as it is likely faulty.
     • If there is no Hertz signal: Leave the coil disconnected and check for DC voltage on the control circuit at the coil connector.
       • If there is significant voltage: There is a short to voltage somewhere in the circuit. Find and repair the short.
       • If there is no voltage: Turn the ignition off. Disconnect the PCM connector and check the continuity of the control circuit between the PCM and the coil.
         • If there is no continuity: Repair the open circuit or short to ground in the circuit.
         • If continuity is present: Check the resistance between the control circuit at the coil connector and ground. The resistance should be infinite. If not, repair the short to ground in the coil control circuit.
3. Important Note Regarding the PCM: If the coil control circuit is neither open nor shorted, and there is still no trigger signal to the coil, suspect a faulty coil driver inside the PCM. However, keep in mind that a PCM failure may have been caused by a wiring problem. Therefore, it is recommended to recheck the wiring after replacing the PCM to prevent the problem from recurring.
4. Final Check: If the engine is not misfiring, the coil is being triggered correctly, but the P0354 code continuously resets, it is possible that the coil monitoring system inside the PCM is faulty.

What does it mean?

This diagnostic trouble code (DTC) is a generic powertrain code, meaning it applies to OBD-II equipped vehicles. Although generic, specific repair steps may vary by make/model.

The COP (coil-on-plug) ignition system is what’s used on most modern engines. There’s an individual coil for each cylinder that’s controlled by the PCM (powertrain control module).

It eliminates the need for spark plug wires by placing the coil right above the spark plug. Two wires are dedicated to each coil. One is a battery feed typically from the electrical distribution center. The other wire is the coil control circuit from the PCM. The PCM grounds/ungrounds this circuit to activate or deactivate the coil. The coil control circuit is monitored by the PCM for faults.

If an open or short circuit is detected in the #5 coil control circuit, a P0355 may set. Additionally, depending on the vehicle, the PCM may also shut down the cylinder’s fuel injector as well.

Symptoms

Symptoms of a P0355 DTC may include:

• MIL (malfunction indicator lamp) illumination
• Engine misfire may be present or intermittent

Causes

Potential causes of a P0355 code include:

• Short to voltage or ground on COP control circuit
• Open in COP control circuit
• Loose connection at coil or broken connector locks
• Faulty coil (COP)
• Defective powertrain control module

Possible Solutions

Is the engine currently misfiring? If not, the problem is likely intermittent. Try testing the wiring at coil #5 and along the wiring harness to the PCM. If manipulating the wiring causes a surface misfire, repair the wiring issue. Check for poor connection at the coil connector. Verify the harness isn’t improperly routed or rubbing against anything. Repair as necessary.

If the engine is currently running rough, stop the engine and disconnect the wiring connector from coil #5. Then start the engine and check whether the driver is sending a signal to coil #5. Using an oscilloscope will give you a visual pattern to observe, but since most people don’t have access to one, there’s a simpler way. Use a voltmeter on the AC Hertz scale and see if there’s a Hz reading between 5 and 20, which indicates the driver is working. If there’s a Hertz signal, replace ignition coil #5. It’s probably bad. If you detect no frequency signal from the PCM on the ignition coil control circuit, indicating the PCM is not grounding/ungrounding the circuit (or if there’s no visible pattern on the oscilloscope if you have one), leave the coil disconnected and check DC voltage on the control circuit at the ignition coil connector. If there’s significant voltage on this wire, there’s a short somewhere. Find the short and repair it.

If there’s no voltage on the control circuit, turn off the ignition. Disconnect the PCM connector and check continuity of the driver between the PCM and the coil. If there’s no continuity, repair the open circuit or short to ground in the circuit. If continuity is present, check resistance between ground and the ignition coil connector. There should be infinite resistance. If there isn’t, repair the short to ground in the coil control circuit.

NOTE: If the ignition coil driver signal wire isn’t open or shorted to voltage or ground and there’s no trigger signal to the coil, suspect a faulty PCM coil driver. Also keep in mind that if the PCM driver has failed, there may be a wiring problem that caused the PCM failure. It’s a good idea to perform the above check after PCM replacement to verify there won’t be a repeat failure. If you find the engine hasn’t misfired, the coil is triggering properly but P0355 is continually resetting, it’s possible the PCM coil monitoring system is faulty.

What does it mean?

This diagnostic code (DTC) is a generic powertrain code, meaning it applies to vehicles equipped with OBD-II. Although generic, specific repair steps may vary by make/model.

The COP (coil-on-plug) ignition system is what’s used on most modern engines. There’s an individual coil for each cylinder that’s controlled by the PCM (powertrain control module).

It eliminates the need for spark plug wires by placing the coil right above the spark plug. Two wires are dedicated to each coil. One is a battery supply typically from the power distribution center. The other wire is the coil control circuit from the PCM. The PCM grounds/ungrounds this circuit to activate or deactivate the coil. The coil control circuit is monitored by the PCM for faults.

If an open or short circuit is detected in coil #6 control circuit, a P0356 may set. Additionally, depending on the vehicle, the PCM may also shut off the cylinder’s fuel injector as well.

Symptoms

Symptoms of a P0356 DTC may include:

MIL (malfunction indicator lamp) illumination
Engine misfire may be present or intermittent

Causes

Potential causes of a P0356 code include:

Short to voltage or ground on COP driver circuit
Open in COP driver circuit
Loose connection at coil or broken connector locks
Bad coil (COP)
Faulty powertrain control module

Possible Solutions

Is the engine currently misfiring? If not, the problem is likely intermittent. Try testing the wiring at coil #6 and along the wiring harness to the PCM. If manipulating the wiring causes a surface misfire, repair the wiring issue. Check for poor connection at coil connector. Check that harness isn’t misrouted or chafing against anything. Repair if necessary.

If engine is currently running rough, stop engine and disconnect wiring connector from coil #6. Then start engine and check for driver signal at coil #6. Using a scope will give you a visual pattern to observe, but since most people don’t have access to one, there’s a simpler way. Use a voltmeter on AC Hertz scale and see if there’s a Hz reading between 5-20, indicating the driver is working. If there’s a Hertz signal, replace ignition coil #6. It’s probably bad. If you detect no frequency signal from PCM on ignition coil control circuit, indicating PCM isn’t grounding/ungrounding the circuit (or if there’s no visible pattern on oscilloscope if you have one), leave coil disconnected and check DC voltage on trigger circuit at ignition coil connector. If there’s significant voltage on this wire, there’s a short somewhere. Find the short and repair it.

If there’s no voltage on trigger circuit, turn ignition off. Disconnect PCM connector and check continuity of driver between PCM and coil. If there’s no continuity, repair open circuit or short to ground in circuit. If continuity is present, check resistance between ground and ignition coil connector. There should be infinite resistance. If there isn’t, repair short to ground in coil control circuit.

NOTE: If ignition coil driver signal wire isn’t open or shorted to voltage or ground and there’s no trigger signal to coil, suspect faulty PCM coil driver. Also keep in mind that if PCM driver has failed, there may have been a wiring problem that caused PCM failure. It’s a good idea to perform above check after PCM replacement to verify there won’t be repeat failure. If you find engine isn’t misfiring, coil is triggering properly but P0356 keeps resetting, it’s possible PCM coil monitoring system is faulty.

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