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CHAPTER 19

CRANKSHAFT AND
CAMSHAFT POSITION
SENSORS

OBJECTIVES
After studying Chapter 19, the reader should be able to: 3. List the methods that can be used to test CKP sensors.
4. Describe the symptoms of a failed CMP sensor.
1. Prepare for ASE Engine Performance (A8) certification test content
5. List how the operation of the CKP sensor affects vehicle operation.
area “E” (Computerized Engine Controls Diagnosis and Repair).
2. Discuss how crankshaft position sensors work.

KEY TERMS
CKP (p. 304) Reluctor (p. 304)
CMP (p. 304) Variable Reluctance Sensor (p. 304)
MRE (p. 309)

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304 CHAPTER 19
The correct operation of computer-controlled engines depends
on accurate and crankshaft- and camshaft-position sensors.
Proper testing of these sensors is an important part of engine
problem diagnosis and troubleshooting.
CRANKSHAFT AND
CAMSHAFT POSITION
SENSORS
Purpose and Function
Crankshaft position sensors are used to signal the position of
the pistons in the cylinder. Most crankshafts use a series of
notches or openings that are detected by the crankshaft posi-
tion sensor, abbreviated CKP. See Figure 19-1. The position
of the number one cylinder at top dead center (TDC) is used
as a reference for the others in the firing order. The crankshaft
position sensor is primarily responsible for the following.
■ Engine speed (RPM). In older vehicles, before 1996,
this function was usually achieved by signals from the
pickup coil in the distributor.
■ Piston position for ignition timing control. The pri-
mary use of the crankshaft position sensor is for ignition
timing control because it accurately signals the position of
the number one cylinder and every cylinder after that in
the firing order.
■ Misfire detection. Part of the requirements for all 1996
and newer vehicles equipped with on-board diagnosis,
second generation (OBD II) is that the PCM be capable of
detecting cylinder misfire. This is usually achieved by the
PCM monitoring the crankshaft position sensor signal,
and if there is a misfire, the interval between the firings
FIGURE 19-1 A typical magnetic crankshaft position sensor used on
a General Motors V-6 engine.
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of the cylinders will show as a time lag. This time lag in-
dicates that the cylinder did not fire. The actual cylinder
number is determined by comparing the crankshaft posi-
tion sensor signal to the camshaft position sensor.
The camshaft position sensor, abbreviated CMP, is used with
the CKP to detect which cylinder is firing for spark timing and as
a reference to time the sequential fuel injection. See Figure 19-2.
The camshaft position sensor is sometimes called the cylinder
identification (CID) sensor. The PCM needs to see the signal from
the CMP when the engine starts and, if absent, goes into a backup
or limp-home mode. In this phase, the PCM “guesses” where the
number one cylinder is located and injects fuel based on the
guess. If the engine runs correctly, then the PCM continues to in-
ject fuel using only the crankshaft position sensor, and sets a CMP
DTC. If the engine is not running correctly, the PCM will often
guess again until the engine runs correctly.
Therefore, the symptom of a defective camshaft position
(CMP) sensor is that the engine will crank without starting for
an extended period up to 15 seconds until the PCM can iden-
tify the correct cylinder.
NOTE: Because the camshaft rotates at half engine speed, the number
one cylinder notch appears once every crankshaft revolution, but only fires
the spark plug once every other revolution.Two rotations of the crankshaft
result in one revolution of the camshaft. Therefore, the camshaft notch for
the number one cylinder is used to detect whether the number one cylinder
is on the compression or the exhaust stroke.
MAGNETIC POSITION
SENSOR
Parts and Operation
A magnetic sensor is constructed of a permanent magnet and
a coil of wire. The sensor is mounted near a toothed-gear and
an AC-voltage signal is generated in the coil as the gear teeth
move past the sensor. The faster the gear rotates, the higher
the signal frequency output of the sensor. When a tooth of a
gear gets near the sensor, the magnetic field becomes stronger
because metal is a better conductor of magnetic lines of force
than air. Then, when the gear tooth moves away from the sen-
sor, the magnetic field strength around the sensor decreases.
It is this change in the magnetic field strength that creates the
AC-voltage signal. A magnetic sensor is also called a variable
reluctance sensor because the strength of the magnetic field
(reluctance) is being changed as the gear tooth or notch passes
near the sensor. Therefore, the notched or toothed wheel that
rotates near a magnetic sensor is often called a reluctor. Some
characteristics of a magnetic sensor include:
■ Two-wire sensors. The two wires are often twisted to help
prevent electrical interference from affecting the signal.
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FIGURE 19-2 Some Hall-effect sensors look like magnetic sensors.This Hall-effect camshaft reference sensor and crankshaft position sensor have an elec-
tronic circuit built in that creates a 0- to 5-volt signal as shown at the bottom.These Hall-effect sensors have three wires: a power supply (8 volts) from the computer
(controller); a signal (0 to 5 volts); and a signal ground.
■ Sensors mounted near a gear or notched wheel. A
notch in a wheel or gear tooth will create the changing
magnetic field strength needed for the sensor to create an
AC-voltage signal. See Figure 19-3.
■ Sensors where the faster the toothed wheel moves
past the sensor, the higher the frequency of the out-
put signal. Magnetic sensors are used for vehicle speed
and input shaft speed, as well as for crankshaft and
camshaft position.
■ Magnetic position sensors generate a higher voltage signal
with increased engine speed.
Testing Magnetic
Position Sensors
A crankshaft position sensor will often set a diagnostic trou-
ble code if the signal received by the PCM does not match the
rationality parameters that would indicate that the engine
speed or piston position is not correct. To diagnose a magnetic
position sensor, a scope can be used to look for proper frequency
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Crankshaft and Camshaft Position Sensors 305
and signal amplitude. If the scope pattern indicates a problem
or a scope is not available, other tests include:
■ Check the sensor connection and wiring. A fault,
such as a loose or corroded connection, can cause exces-
sive resistance in the circuit.
■ Check that the sensor itself is magnetic. If the permanent
magnet cracks, it becomes two weak magnets and the output
of the sensor will be weaker than normal. See Figure 19-4.
■
Check the resistance of a magnetic sensor. Magnetic
sensors contain a coil of wire where the voltage is induced
from the changing magnetic field. This coil winding
should be checked for the specified resistance using an
ohmmeter. Normal resistance can vary, but is generally in
the range of 500 to 1,500 ohms.
■ Scope testing a magnetic sensor. A digital storage os-
cilloscope can be used to view the waveform of magnetic
sensors. The waveform will be determined by the location
and number of notches or teeth on the reluctor wheel. See
Figures 19-5 and 19-6 on page 307 and Figure 19-7 on
page 308.
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306 CHAPTER 19

FIGURE 19-3 A magnetic sensor uses a

permanent magnet surrounded by a coil of wire.The
notches of the crankshaft (or camshaft) create a vari-
able magnetic field strength around the coil.When a
metallic section is close to the sensor, the magnetic
field is stronger because metal is a better conductor of
magnetic lines of force than air.

MAGNETIC
CRANKSHAFT
BOLT
POSITION SENSOR

FIGURE 19-4 A magnetic sensor being tested for magnetism. This sensor
was able to hold a bolt and had about the same magnetic strength as a new sensor.

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Crankshaft and Camshaft Position Sensors 307

FIGURE 19-5 An AC voltage is produced by a magnetic sensor. Most sensors should produce at least 0.1 volt AC while the engine is cranking if the pickup
wheel has many teeth.If the pickup wheel has only a few teeth, you may need to switch the meter to read DC volts and watch the display for a jump in voltage as the
teeth pass the magnetic sensor.(Courtesy of Fluke Corporation)

MAGNETIC
SENSOR

ND 1 CH 2 CH 3 CH 4
DVOM

MTS 5100 Engine

Analyzer

ON/OFF HELP
MIN/MAX
ENTER

FIGURE 19-6 A magnetic sensor connected to a digital storage oscilloscope.

(Courtesy of Fluke Corporation)

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308 CHAPTER 19

MAXIMUM PEAK LEVELS SHOULD BE EQUAL

TO EACH OTHER. IF ONE IS SHORTER THAN
THE OTHER, LOOK FOR A CHIPPED OR BENT
TOOTH ON THE TRIGGER WHEEL.

THE WAVEFORM SIGNATURE IS MINIMUM PEAK LEVELS SHOULD BE EQUAL

CREATED FROM THE UNIQUE SHAPE TO EACH OTHER. IF ONE IS SHORTER THAN
OF THE TRIGGER WHEEL TOOTH, THE OTHER, LOOK FOR A CHIPPED OR BENT
PASSING THE PICKUP COIL. TOOTH ON THE TRIGGER WHEEL.

THESE TWO PULSES IDENTIFY

CYLINDER # 1 TDC.

FIGURE 19-7 (a) Magnetic sensor waveform as shown on a digital storage oscilloscope.(b) A sync notch provides a signal to the computer that cylinder num-
ber one is at top dead center (TDC).(Courtesy of Fluke Corporation)

HALL-EFFECT DIGITAL Testing Hall-Effect Sensors

SENSORS A crankshaft position sensor will often set a diagnostic trouble
code if the signal received by the PCM does not match the
Parts and Operation rationality parameters that would indicate that the engine
speed or piston position is not correct. To diagnose a Hall-effect
The Hall effect was discovered in 1879 by Edwin H. Hall. He position sensor, a scope can be used to look for proper fre-
discovered that a voltage is produced if a magnetic field is ex- quency and signal amplitude. See Figure 19-8. If the scope pat-
posed to a semiconductor. The voltage goes to zero if the mag- tern indicates a problem or a scope is not available, other tests
netic field is removed or blocked. The typical Hall-effect sensor include:
has three wires:
■ Power (can be 8 to 12 volts)
■ Check the sensor connection and wiring. A fault,
■ Ground
such as a loose or corroded connection, can cause exces-
■ Signal sive resistance in the circuit.
The signal output is a digital (on/off) square wave. The ■ Check the sensor damage. If the sensor is damaged,
signal is very accurate and will work at lower engine speeds the output of the sensor will be weaker than normal.
than a magnetic sensor. See Figure 19-9.

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Crankshaft and Camshaft Position Sensors 309

(b)

FIGURE 19-8 (a) The connection required to test a Hall-effect sensor.(b) A typical waveform from a Hall-effect sensor.(Courtesy of Fluke Corporation)

THE UPPER HORIZONTAL

LINES SHOULD REACH
REFERENCE VOLTAGE VOLTAGE TRANSITIONS
SHOULD BE STRAIGHT
AND VERTICAL

Tech PEAK-TO-PEAK
VOLTAGES SHOULD
Tip EQUAL REFERENCE
VOLTAGE

THE SOLDERING
THE LOWER HORIZONTAL
GUN TRICK LINES SHOULD ALMOST
REACH GROUND

A magnetic sensor contains a coil of wire and a magnet.

If the magnetic field changes in strength, a varying volt-
age will be induced in the coil windings of the sensor.
A popular trick to test a magnetic sensor is to use a 110-volt
electric soldering gun and hold it near the sensor. The
soldering gun produces a varying magnetic field because
the alternating current (AC) passes through a coil in the
soldering gun to create heat.
To test a magnetic sensor, connect a DMM set to
read AC volts or a scope. Turn on the soldering gun
and hold it near the sensor. The meter or scope should
display a signal that matches the 110-volt frequency of
60 Hz.
NOTE: A soldering gun can also be used to check a magnetic vehicle
speed sensor. If used on a General Motors vehicle, turn the ignition
switch to on (key on-engine off) and turn the soldering gun on and
place near the sensor.The speedometer should indicate 54 mph, which
corresponds to a frequency of 60 Hz.
FIGURE 19-9 The waveform from a Hall-effect sensor (switch)
should be checked for consistency and sharp transitions. (Courtesy of Fluke
Corporation)
MAGNETIC-RESISTIVE
SENSORS
Parts and Operation
A magnetic-resistive sensor (abbreviated MRE) is similar to a
magnetic sensor but, instead of producing an analog voltage sig-
nal, the electronics inside the sensor itself generate a digital on/off
signal or an output. A magnetic-resistive sensor is more accurate
than a magnetic sensor because it uses two magnets, both of
which generate a waveform. A typical MRE sensor has three
wires: a 12-volt supply, a ground, and a signal wire. The electron-
ics inside the sensor convert these two separate signals into a dig-
ital signal. Some MRE sensors can detect the direction of rotation,
as well as position and speed. Most MRE sensors use two wires.

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310 CHAPTER 19

Testing a Magnetic-Resistive Testing Optical Sensors

Sensor
A MRE crankshaft position sensor will often set a diagnostic
trouble code if the signal received by the PCM does not match
the rationality parameters that would indicate that the engine
speed or piston position is not correct. To diagnose a magnetic-
resistive sensor, a scope can be used to look for proper frequency
and signal amplitude. See Figure 19-10. If the scope pattern in-
dicates a problem or a scope is not available, other tests include:
■ Check the sensor connection and wiring. A fault,
such as a loose or corroded connection, can cause exces-
sive resistance in the circuit.
■ Check that the sensor itself is magnetic. If the
permanent magnet cracks, it becomes two weak magnets
and the output of the sensor will be weaker than normal.
OPTICAL SENSORS
Parts and Operation
Optical sensors typically use a photo diode and/or a photo
transistor and a slotted disk to detect distributor position. The
output is a digital on/off (square wave) signal that is very ac-
curate. This type of sensor is so accurate that, in many applica-
tions, it can show each degree of crankshaft rotation (360 slits
or holes for 360 degrees of crankshaft movement). Most opti-
cal sensor also include slots that are different sizes and are used
by the computer to detect the various individual cylinders.
A crankshaft position sensor will often set a diagnostic trouble
code if the signal received by the PCM does not match the ra-
tionality parameters that would indicate that the engine speed
or piston position is not correct. To diagnose an optical position
sensor, a scope can be used to look for proper frequency and
signal amplitude. See Figure 19-11. If the scope pattern indi-
cates a problem or a scope is not available, other tests include:
■ Check the sensor connection and wiring. A fault,
such as a loose or corroded connection, can cause exces-
sive resistance in the circuit.
■ Check the sensor or wiring for damage. If the sensor
or wiring are damaged, the output of the sensor will be
weaker than normal or zero.
PCM USES OF THE
CRANKSHAFT AND
CAMSHAFT POSITION
SENSOR
The crankshaft and camshaft position sensors are used by the
powertrain control module for many functions including the
following.
■ The crankshaft position is normally used to determine en-
gine speed (RPM). Engine speed is very important for the
proper management of the fuel system, as well as the
emission control systems.

N
MR1 MR2
S Magnetic-Resistive
Position Sensor

MR1 MR2
MR2 MR1
MR1 & MR2
Waveforms Analog Signals
created
inside the
sensor itself

MR Differential
(Processed Signals)

Sensor
output FIGURE 19-10 The input signals to a magnetic-
waveform resistive sensor and the electronic circuits inside the sensor
convert them to a digital (on and off) signal.

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Crankshaft and Camshaft Position Sensors 311

A 2V AC 1:1 PROBE B 200mV OFF 1:1 PROBE

10 ms / DIV TRIG:A -3DIV

A
A

ZOOM
HOLD

SINGLE FREE CAPTURE MIN MAX TRIGGER

RECURRENT RUN 10 20 DIV ON A AT 50%

FIGURE 19-12 A General Motors camshaft sensor (CMP) pattern as

shown on a digital storage oscilloscope.The camshaft sensor is used by the computer
to help determine the engine crankshaft speed (OBD II) and camshaft position.Be-
sides ignition timing and misfire input information, the camshaft sensor signal is
also used for fuel-injection pulses.This signal uses different pulse widths to signal
the computer the exact position of the distributor.(Courtesy of Fluke Corporation)

ton in the cylinder is determined by the crankshaft posi-

tion sensor.
■ The crankshaft position sensor is used as an input for traction
control. The engine speed (RPM) is one of the major inputs to
the traction control system. If the engine speed is high, the
PCM may retard ignition timing or shut off injectors to reduce
engine torque to help restore traction of the drive wheels.

Re-Synchronizing the Crankshaft

FIGURE 19-11 (a) The low-resolution signal has the same number of
pulses as the engine has cylinders. (b) A dual trace pattern showing both the
low-resolution signal and the high-resolution signals that usually represent
1 degree of rotation.(Courtesy of Fluke Corporation)
■
Camshaft position sensor information is usually used to
determine the cylinder position for fuel control (when to
trigger the injectors). See Figure 19-12.
■ Engine speed input is used to calculate IAC counts to
maintain the target idle speed.
■ Crankshaft position sensors are used primarily as the spark
timing input sensor. In other words, the position of the pis-
Position Sensor
Whenever the PCM or the crankshaft position sensor are re-
placed, the new part must be “learned” or synchronized be-
fore the engine will operate correctly. Most scan tools are
capable of performing the re-learn process, which often calls
for accelerating the engine for the new parameters to be
learned. Always follow the vehicle manufacturer’s recom-
mended procedures.
Crankshaft sensor relearn procedure is usually needed
whenever any of the following operations or components have
been replaced:
Crankshaft
Reluctor wheel
Crankshaft position sensor
PCM replacement
Engine replacement
Crankshaft harmonic balancer replacement
The term used by General Motors is CASE (Crank Angle
Sensor Error) relearn.

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312 CHAPTER 19

Position Sensor-Related Diagnostic Trouble Diagnostic

Codes (DTCs) Trouble Codes Description Possible Causes

Diagnostic P0338 CKP circuit ■ Defective CKP

Trouble Codes Description Possible Causes high input sensor
■ Electromagnetic
P0335 CKP sensor ■ CKP sensor circuit interference into
circuit problem open or shorted sensor wiring
■ Reluctor wheel
P0341 CMP sensor ■ Defective CMP
cracked, loose, or
circuit fault sensor
broken
■ Loose or corroded
■
Defective CKP
connections
sensor
■ Defective PCM
P0336 CKP circuit ■ Defective CKP
out-of-range P0342 CMP sensor ■ Defective CMP
■ High resistance in
or performance circuit low sensor
the sensor wiring
fault ■ Loose or corroded
■ Electromagnetic
connection
interference
affecting sensor
■ Defective PCM
signal P0343 CMP sensor ■ Defective CMP
circuit high sensor
P0337 CKP circuit ■ Defective CKP
low input
■ Wiring shorted-to-
■ High resistance in
voltage
the sensor wiring
or connector
■ Defective PCM
■ Broken or loose
sensor reluctor
wheel

Summary
1. The crankshaft position (CKP) sensor is used as an input 4. A Hall-effect position sensor generates a digital (on and
sensor to the PCM for engine speed (RPM) and piston po- off) voltage signal.
sition for spark timing control. 5. A magnetic-resistive position sensor creates a digital out-
2. A camshaft position sensor is also called a cylinder iden- put signal.
tification (CID) sensor and is primarily used to time the 6. An optical position sensor creates a digital output signal.
sequential fuel injection.
3. A magnetic position sensor generates an analog voltage
signal.

Review Questions
1. What is the primary purpose for a crankshaft position (CKP)
sensor?
2. What is the primary purpose for a camshaft position (CMP) sensor?
3. How does a magnetic sensor work, and how is it tested?
4. How does a Hall-effect sensor work, and how is it tested?
5. How does a magnetic-resistive sensor work, and how is it
tested?
6. How does an optical sensor work, and how is it tested?

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Crankshaft and Camshaft Position Sensors 313

Chapter Quiz
1. A magnetic position sensor is being tested with an ohmmeter. The 7. In Figure 19-13, the top waveform is produced by what type of
display reads 102 KΩ. Technician A says that the sensor resist- sensor?
ance is within the normal range. Technician B says that the coil a. Magnetic
winding inside the sensor is shorted. Which technician is correct?
b. Hall-effect
a. Technician A only
c. Either a or b
b. Technician B only
d. Neither a nor b
c. Both Technicians A and B
d. Neither Technician A nor B
2. Technician A says that the crankshaft position (CKP) sensor is
used by the PCM to determine engine speed (RPM). Technician B
says that the camshaft position (CMP) is used by the PCM to
determine the timing of the fuel injectors. Which technician is
correct?
a. Technician A only
b. Technician B only
c. Both Technicians A and B
d. Neither Technician A nor B
3. Which sensor produces an analog (varying voltage) output signal?
a. Magnetic
b. Hall-effect
c. Optical
d. Magnetic-resistive
FIGURE 19-13 A typical crankshaft position waveform.
4. Which type of sensor is most likely to be used to sense each
degree of rotation of the crankshaft?
a. Magnetic 8. In Figure 19-13, the bottom waveform is produced by what
type of sensor?
b. Hall-effect
a. Magnetic
c. Optical
b. Hall-effect
d. Magnetic-resistive
c. Either a or b
5. A magnetic sensor usually has how many wires?
d. Neither a nor b
a. 1
9. Extending engine cranking before starting is a symptom of a
b. 2
defective _____ sensor.
c. 3
a. Crankshaft position (CKP)
d. 4
b. Camshaft position (CMP)
6. A Hall-effect sensor usually has how many wires? c. Both CKP and CMP
a. 1 d. Neither CKP nor CMP
b. 2
10. A P0337 DTC is being discussed. Technician A says that a bro-
c. 3 ken CKP reluctor wheel could be the cause. Technician B says
d. 4 that a defective CKP could be the cause. Which technician is
correct?
a. Technician A only
b. Technician B only
c. Both Technicians A and B
d. Neither Technician A nor B

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