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You are watching: 1994 dodge ram 1500 check engine light codes

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im stumped. I have actually a examine engine light on and i cant figure it out. The truck is one 85 ramcharger v a 1994 360 magnum. I checked the codes 5 or 6 times and also they all come up the same. 34, 53, 13, 73, 2, 55. On heat i review that all of the codes that have to come out should be 2 digit codes. The truck operation great, no lacking or sputtering and all the strength is there. I simply dont want to get stranded if there in reality is a problem... Any help is significantly appriciated
85 Ramcharger imperial SE Prospector2011 5.7 hemi on MS3 G56 6 SpeedNP241Dana 44 front9.25 rear 4.10 gear32x11.5 BFG A/T
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34 (1987-1991) speed regulate shorted or open53 reasonable module internal problem13* MAP sensor or vacuum line might not it is in working
1978 w150 360/727/203Chry. 8.25/ D44 through 32" 1987 Plymouth Horizon2.2L AutoBeen sitting because that 6+ years
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Its no hooked up right now. I"m not actual worried around that code, I"m an ext worried around the 53 code... The runs just fine, think the will provide me difficulties on a longer drive?
85 Ramcharger imperial SE Prospector2011 5.7 hemi on MS3 G56 6 SpeedNP241Dana 44 front9.25 rear 4.10 gear32x11.5 BFG A/T
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Its not hooked up ideal now. I"m not genuine worried around that code, I"m more worried around the 53 code... It runs simply fine, think that will provide me problems on a much longer drive?
I i do not know say for sure, it can be that your computer system is some just how tripping out and also giving friend a code choose code 13...The engine computer system is yes, really nothing more that a huge grounding block, through PNP and NPN transistors...
1978 w150 360/727/203Chry. 8.25/ D44 with 32" 1987 Plymouth Horizon2.2L AutoBeen sitting because that 6+ years
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The 1980s-1990s Chrysler vehicals .Start with the ignition off. Within 5 seconds, move the vital on, off, on, off, on. (On is *not* start!)The "check engine" light will certainly flash. Counting the flashes Each password is a 2 digit code, for this reason a (for example) 23 would be flash FLASH (pause) flash FLASH speed (loong pause)It will never flash much more than 9 times, watch because that pauses!55 is end of password - it"s normal. Before you speak to your dealer or mechanic, consider that the blink-spacing is not constantly perfectly uniform, so if you watch 23 23, it"s probably simply a solitary 55. (Codes space not repeated.)33 is common on previously models if you don"t have air conditioning.John McGuire wrote: "The larger Vipers will certainly blink the end diag codes with 4 off/on crucial turns. They gotten rid of the capability beginning in... I think 2000, at any type of rate I know my 2001 calls for a computer system to examine the codes."On some models (such as a 1995 Neon), once the inspect engine irradiate goes on, girlfriend may have the ability to get the codes just by putting in the vital and moving it to the operation position; the light will blink the end the password by itself.Please note that some codes are NOT consisted of below, this is no a complete listing, yet it IS an extremely close to complete. The stemps indigenous a perform posted ~ above the Mopar mail List, but many adjustments have to be made.* Activates strength Limited/Check Engine light on part models.IMPORTANT. Codes may be different for more recent vehicles starting in the late 1990s. Check out the previously section.11 No ignition referral signal detected during cranking (bad room effect) OR time belt skipped one or much more teeth; OR ns of either camshaft or crankshaft position sensor. Can cause the engine to avoid working entirely with no limp-home mode.12 Battery or computer system recently disconnected13* MAP sensor or vacuum line may not be working14* MAP sensor voltage below .16V or over 4.96V15 No speed/distance sensor signal16* ns of battery voltage detected through engine running17 Engine continues to be cool too long (bad thermostat or coolant sensor?)17 (1985 turbo only): punch sensor circuit--------------------------------------------------------------------------------21 Oxygen sensor signal doesn"t change (stays at 4.3-4.5V). Probably bad oxygen sensor22* Coolant sensor signal the end of variety - May have been disconnected to collection timing23* Incoming waiting temperature sensor may be bad24* Throttle place sensor over 4.96V (SEE keep in mind #3)25 automatically Idle speed (AIS) motor driver circuit shorted or target idle not reached, vacuum leak found26 height injector circuit voltage has not been got to (need to inspect computer signals, voltage reg, injectors) (SEE keep in mind #4 BELOW)27 Injector circuit isn"t switching when it"s told to (TBI)OR (MPI) injector circuit #1 no switching rightOR (turbo) injector circuit #2 not switching rightOR (all 1990-) injector calculation driver no responding- check computer, connections--------------------------------------------------------------------------------31 poor evaporator purge solenoid circuit or driver32 (1984 only) power loss/limited desk lamp or circuit32 EGR gases not working (198
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- examine vacuum, valve32 (1990-92, all but Turbo) computer system didn"t see adjust in air/"fuel ratio as soon as EGR triggered - check valve, vacuum lines, and EGR electrical33 Air conditioning clutch relay circuit open up or shorted (may be in the wide-open-throttle cutoff circuit)34 (1984-86) EGR solenoid circuit shorted or open34 (1987-1991) speed control shorted or open35 Cooling fan relay circuit open up or shorted35 (trucks) idle switch motor error - check connections36 (turbo) Wastegate regulate circuit open up or shorted36 (3.9/5.2 RWD) solenoid coil circuit (air switching)36 (Turbo IV) #3 Vent Solenoid open/short37 shift indicator irradiate failure, 5-speedORpart throttle lock/unlock solenoid driver circuit (87-89)ORsolenoid coil circuit (85-89 Turbo I-IV)ORTrans temperature sensor voltage low (1995 and on; see note 2)--------------------------------------------------------------------------------41* Alternator field regulate circuit open or shorted42 automatically shutdown relay circuit open up or shorted42 Fuel pump relay regulate circuit42 Fuel level unit - no readjust over milesOR42 Z1 voltage absent when autoshutdown circuit energized (SEE keep in mind #6)43 Peak primary coil present not completed with max dwell timeOR43 Cylinder misfireOR43 problem in strength module to reasonable module interface44 No FJ2 voltage present at reasonable boardOR44 logic module self-diagnostics show problemOR44 Battery temperature the end of range (see keep in mind #1!)45 Turbo rise limit surpassed (engine was shut under by reasonable module)46* Battery voltage too high during charging or charging mechanism voltage also low47 Battery voltage as well low and also alternator output also low--------------------------------------------------------------------------------51 Oxygen sensor stuck at lean place (Bob Lincoln wrote: may be tripped by a negative MAP sensor system leading to a well-off condition, and the O2 sensor trying come compensate. The O2 sensor might still be good. The MAP assembly is composed of 2 pieces, the valve and also the vacuum transducer (round plastic unit v cylinder on top and both electrical and also vacuum connections) - If you acquire hot stormy idle and also stalling, especially on deceleration, accompanied by submarine engine and challenge restarting, that can be a negative MAP sensor leading to the O2 sensor to shot to compensate. If you get negative cold driveability, stumbling and also bucking, and also acceptable warmth driving with bad gas purpose of use (a drop of 10 mpg or more), the is normally the O2 sensor. OR51 internal logic module error ("84 turbo only).52 Oxygen sensor grounding at rich place (SEE keep in mind #5!)OR52 interior logic module error ("84 turbo only)53 reasonable module inner problem54 No sync pickup signal during engine rotation (turbo only)OR54 internal logic module fault ("84 turbo only) - or camshaft sensor/distributor time (7)55 finish of codes--------------------------------------------------------------------------------61 "Baro" sensor open or shorted62 EMR mileage cannot be save on computer in EEPROM62 PCM failure SRI mile no stored63 Controller cannot compose to EEPROM64 Catalytic converter effectiveness failure65 strength steering switch failure--------------------------------------------------------------------------------88 start of check (not commonly given, don"t expect it)FootnotesNOTE #1.The strength module has an air-cooled resistor i beg your pardon senses incoming waiting temperature. The logic modules uses this details to control the field current in the alternator. This code applies ONLY come alternators whose voltage is computer regulated. If you lose the feeding to store RAM info stored as soon as the engine"s off, you additionally lose battery voltage sensing. -- Bohdan BodnarNOTE #2.From the 1995 truck manuals: the trailer towing package includes a infection coolant temp sensor if the traditional package doesn"t. This may reason the low (no) voltage indication. -- J.E. WinburnNOTE #3.Matt Rowe comments: The accelerator postion circuit tells the computer system how far the accelerator is depressed. The Throttle position Sensor (TPS) is on the accelerator body on the opposite side of the throttle cable. The connector should have a ring rubber cover over the connections. Clear the fault codes, start the vehicle and shot jiggling the wires/connectors to try to pilgrimage a fault code. Loss of this signal could cause other problems.NOTE #4.During cranking, the computer system will test the present through the injector to watch whether there"s too much resistance in the injector"s path. If over there is, password 26 is set.The trouble may be cured v tuner cleaner ~ above the connectors.For TBI engines, the injector"s cold resistance should be between 0.9 and also 1.2 ohms (specs vary v year). This is a peak-and-hold injector. With the engine idling the peak period should be about 1.2 milliseconds whereas the hold duration will vary. If it"s lower than this in ~ idle, then the injector"s shorted or there"s a defect in the injector driver circuit. (Bohdan Bodnar)NOTE #5.Wade Goldman wrote: In mine case, the breather pipe leading right into the catalytic converter had rusted and also become detached. This some just how would cause the sensor to check out an over rich condition and also run crummy. Ns did not trust the reliability of the weld over a corroded surface and also opted because that the much more expensive course of replacing the converter, breather tube and all.NOTE #6.The Z1 voltage is the voltage of the circuits fed by the autoshutdown relay. This typically includes fuel pump and also switched-battery feeding to the ignition coil(s). In mine Le Baron, the Z1 circuit leaves the strength module and also splits right into two paths: the fuel pump and also the confident side the the ignition coil. Internal to the strength module is the auto shutdown relay (in mine case, it"s a sealed box around 1" by 1"). The calculation voltage is monitored to recognize whether the relay responds correctly. I doubt that the ASD relay (and, therefore, the Z1 circuit) additionally feeds the fuel injector(s) driver(s) and also current sensing circuit, however can"t prove this.I"ve supplied the Z1 voltage to check for good power connections to the power module. I associated my OTC 500 multimeter native the battery"s positive short article to the ignition coil"s switched battery terminal and measured the voltage drop making use of the bar graph to monitor height voltages. Voltage spikes of roughly 200 mV come 300 mV space ok -- anything more means tv tuner cleaner time (or replacing the power module). An additional thing to examine is the best voltage drop during the priming pulse. With the old strength module, ns was losing about 2 volts across the circuit; the instead of is losing around 1/4 volt. (Thanks, )Note #7Steve Knickerbocker wrote: Inside your distributor you have actually two pickups, one is because that the ignition and one is come tell the computer where number one cylinder is in the rotation. If you look at the four slotted tangs within there girlfriend will check out one has actually a enlarge slot, that"s the one the tells the sync pickup what"s number one. In other words, the pickup within the distributor is bad.