TOYOTA TECHNICAL

P
osition/speed sensors provide
critical information to the
Electronic Control Module
(ECM) about the mechanical posi-
tion of a component, the compo-
nent’s rate of speed and change in
speed. Both the crankshaft position
sensor (“NE” sensor) and the
camshaft position sensor (“G” sen-
sor) play a key role in helping the
ECM manage fuel delivery and igni-
tion spark.
Typically, both sensors are pick-

CAMSHAFT AND
up coil (variable reluctance) type
sensors. This type of sensor con-
sists of a permanent magnet, yoke

CRANKSHAFT and coil and is mounted in close

proximity to a toothed gear (also

POSITION SENSORS called a rotor). As the component,

such as the crankshaft or cam-
shaft, rotates, the component’s
rotor teeth move past the sensor,
inducing an AC voltage pulse in
the coil, with each tooth generat-
ing a pulse. As the gear rotates
faster, more pulses are produced.
The ECM determines the speed the
component is revolving based on
the number of pulses. The number
of pulses that occur within a one
second period is the signal fre-
quency. Recent models may use an
MRE sensor to detect camshaft
position.
The distance between the rotor
and pickup coil is critical. The fur-
ther apart they are, the weaker the
signal becomes. Not all rotors fea-
ture teeth, since some may feature
notches. Both designs produce the
same results.
These position sensors generate an
AC voltage and do not require an
external power source.

CAMSHAFT (VARIABLE
VALVE TIMING)
POSITION SENSOR
Check crankshaft sensor connectors for oil contamination. The camshaft position sensor con-
sists of a signal plate and pick-up
coil. The G signal plate features one

4 STAR Service News Spring 2005


G signal timing
rotor protrusion
Camshaft
Cylinder head
A camshaft position sensor is shown on the left, while a crankshaft position sensor is shown on the
right. As the toothed wheel passes the sensor, position is obtained, which is used by the ECM to obtain
crankshaft position for cylinder firing, and camshaft position for valve timing. When cylinder No. 1 is on
its compression stroke, the ECM uses this information for fuel injection timing, for direct ignition sys-
tems and for variable valve timing systems.
tooth on its outer circumference
and is part of the intake camshaft.
When the camshafts rotate, the dis-
tance from the protrusion on the
signal plate and the air gap on the
pick-up coil changes, causing fluc-
tuations in the magnetic field, gen-
erating an electromotive force in
the pick-up coil.
This sensor is located adjacent to
one of the intake camshafts on a
common cylinder bank. On a V-type
engine, one camshaft position sen-
sor will be featured on each cylinder
bank. On distributor ignition sys-
tems, this is often called the “G”
sensor and may be located within
the distributor.
An AC signal is generated that is
directly proportional to camshaft
speed (as the camshaft rotates
faster, the frequency increases).
The terminal on the ECM is desig-
nated with a letter “G,” and on
Spring 2005
TOYOTA TECHNICAL
Timing belt
G pickup coil
Crankshaft
NE pickup
coil
Crankshaft timing pulley
NE signal timing rotor
some models a “G” followed by a Because the timing gear on a
number may be featured. crankshaft plays such a critical role,
it is important to handle these
CRANKSHAFT POSITION gears with great care. The timing
SENSOR gear must be replaced if the rotor
The ECM takes advantage of the timing teeth are broken or damaged
crankshaft position sen-
sor to determine engine
rpm, crankshaft position
and to monitor engine
misfire. This signal is
referred to as the “NE” Timing rotor
signal. The NE signal,
combined with the
camshaft position sen-
sor’s G signal, indicates
the cylinder that is on
its compression stroke, Camshaft position sensor
allowing the ECM to
Camshaft position sensor example. Note
determine the engine fir- the timing rotor tooth in the illustration.
ing order, based on its
programming. The ECM uses a gap during engine service or engine
(missing teeth) on a rotor as a ref- rebuild.
erence point for crankshaft position. Using the 2002 Camry Solara as an
STAR Service News 5
 TOYOTA TECHNICAL
Timing rotor
angle and the
engine speed by
the NE signal.
If a DTC P0335 is
Crankshaft detected, the con-
Engine front position sensor
dition may be no
crankshaft posi-
Oil pump body tion sensor signal
to the ECM during
cranking (two-trip
detection logic);
or no crankshaft
Here’s a typical crankshaft position sensor. The position sensor
sensor must be installed at the correct depth signal to the ECM
when seated, because the distance between the
coil and the timing teeth plays a critical role in the with the engine
resulting operating frequency signal. speed at 600 rpm
or more (also two-
example, the NE signal plate fea- trip logic). The trouble area for
tures 34 teeth and is mounted on either condition may be an open or
the crankshaft. The NE signal sensor short in the crankshaft position
generates 34 signals at every engine sensor circuit, a faulty (or discon-
revolution. The ECM detects the nected) crankshaft position sensor,
standard crankshaft angle based on a damaged crankshaft angle sensor
the G signal, the actual crankshaft plate, a faulty starter, or the trouble
may lie with the ECM.
G, NE signal waveforms 5V/ After checking the crankshaft
division
position sensor for resistance, if
G
resistance is within specification,
check for an open or short in the
NE sensor harness and connector. If no
problem is found at this point,
20 m sec./division (idling) inspect the sensor installation and
5V/
the condition of the rotor teeth. If
division no problems are discovered at this
G point, check the ECM and replace if
necessary.
Freeze-frame data can be obtained
NE
10 m sec./division (idling)
CHECKING SENSOR RESISTANCE
Each type of sensor (crankshaft position and camshaft position sensors) can easily be
Oscilliscope waveform patterns checked for resistance, which will verify its condition. Citing the 2001 Corolla as an example,
can be checked during cranking the resistance specification range of each sensor is as follows:
or idling. Correct G and NE sig-
Camshaft position sensor 835 - 1,400 ohms (cold);
nal waveforms are shown here Crankshaft position sensor 1,630 - 2,740 ohms (cold);
(this example refers to a 1998
4Runner with engine 3RZ-FE).
6 STAR Service News
using the Toyota hand-held tester.
Because freeze-frame records the
engine conditions when the mal-
function is detected, this is useful
during troubleshooting, in order to
determine whether the vehicle was
running or stopped, with engine
cold or warm, air-fuel ratio rich or
lean, etc., at the time of the mal-
function.
If DTC P1335 is encountered, this
indicates a crankshaft position
sensor circuit malfunction during
engine running, with engine speed
at 1,000 rpm or more.
Using an ohmmeter, measure the
resistance between the sensor’s two
terminals. If resistance is not as
specified, the sensor is faulty and
must be replaced.
SERVICING THE SENSORS
Crankshaft position sensors are
usually secured with a single bolt
(in addition to a sensor harness
bracket bolt). Camshaft position
sensors may be secured with one or
two mounting bolts, depending on
year and engine model. Remove the
bolt(s), and gently rotate the sensor
as you pull the sensor from its bore.
Note that the sensor features an O-
ring seal. Be certain that the O-ring
stays with the sensor and is not
accidentally left in the mounting
bore.
NOTE: Removal of the crankshaft
1,060 - 1,645 ohms (hot)
2,065 - 3,225 ohms (hot)
Spring 2005
 TOYOTA TECHNICAL

ECM

Camshaft position sensor

11
1 P G

E7

5
2 V G-

E7

12
1 R NE

E7

6
2 G
NE-

E7
E1
Camshaft position sensor

This wiring diagram illustrates the connections between the camshaft position sensor and crankshaft posi-
tion sensor to the ECM.

position sensor also requires discon- Ohmmeter ENGINE MISFIRING

necting the sensor harness bracket
located above the sensor location.
The intake manifold may also need
to be removed in order to access
disconnection or connection of the
crankshaft position sensor’s longer-
harness connector.
Before installing a new sensor (or
before reinstalling the original sen-
sor), closely inspect the mounting
bores and mounting face for cleanli-
ness. Also inspect the O-ring closely.
Ohmmeter
Measure camshaft position
sensor resistance.
The ECM uses the crankshaft posi-
tion sensor and the camshaft posi-
tion sensor to monitor changes in
crankshaft rotation for each cylinder.
The ECM counts the number of times
the engine speed change-rate indi-
Measure crankshaft position cates that misfire has occurred.
sensor resistance.
When the misfire rate equals or
If condition is suspect, replace the exceeds the count indicating that
O-ring, applying a thin film of the engine condition has deteriorat-
engine oil or lithium lube before ed, the Malfunction Indicator Light
installation. It is always recom-
mended to install a new O-ring
when servicing these sensors.
Exercise care during this installa-
tion to avoid damaging the plastic
sensor mount. Each sensor’s mount-
ing bolt must be tightened to the
Toyota-specified value (generally in
the 79 in-lbf (9.0 N-m) range).
Always refer to specific torque val-
Access to the crankshaft posi-
ues found in the vehicle-specific tion sensor’s connector may
service manual. require intake manifold removal.

Spring 2005 STAR Service News 7

 TOYOTA TECHNICAL

(MIL) illuminates. If the misfire rate 1,000 revolutions, misfiring is

is high enough, and if driving condi-
tions will cause catalyst overheating,
the MIL blinks when misfiring occurs.
ENGINE MISFIRE DTCs
Using a six-cylinder engine as an
example:
P0300 —
Misfiring of random cylinders is
detected during any particular 200
or 1,000 revolutions.
P0301 (cylinder No. 1), P0302
(cylinder No. 2), P0303 (cylinder
No. 3), P0304 (cylinder No. 4),
P0305 (cylinder No. 5) or P0306
(cylinder No. 6) —
For any particular 200 revolutions,
misfiring is detected which can
cause catalyst overheating (causing
the MIL to blink). For any particular
detected which causes a deteriora-
tion in emissions (two-trip logic). TOYOTA
Any of the aforementioned DTCs
Crankshaft
(P0300 through P0306) can indicate Position
a problem with any of the following Sensors:
areas: ignition system, injector(s),
fuel line pressure, compression pres- These “NE” sensors are
sure, incorrect valve clearance, valve pick-up coil (variable
timing, mass air flow meter, engine reluctance) type sensors,
coolant temperature sensor, open or super reliable.
short in an engine wire, a wire con-
nector, or the ECM.
This is another example of how
the ECM takes advantage of the
information that is supplied by
the camshaft and crankshaft
position sensors. In addition to
revealing a “random” misfire
condition (P0300), the DTCs can
pinpoint specific cylinder misfire
(P0301, P0302, etc.). ★

OBD II DTCs THAT RELATE TO CRANKSHAFT AND CAMSHAFT These Toyota Genuine
POSITION SENSORS Parts can be exclusively
sourced through your
Toyota STAR Dealer.
P0340 Camshaft position sensor circuit malfunction Looking for more tech-
P0341 Camshaft position sensor circuit range/performance
P0342 Camshaft position sensor circuit low input nical information?
P0343 Camshaft position sensor circuit high input Please visit
P0344 Camshaft position sensor circuit intermittent
P1346 Camshaft/variable valve timing position sensor Circuit
http://techinfo.toyota.com
range/performance problem (Bank 1) (jumping teeth of timing chain and see how easy it is
or stretched timing chain) to subscribe and gain
P0335 Crankshaft position sensor A circuit malfunction access to parts and
P0336 Crankshaft position sensor A circuit range/performance repair information for
P0337 Crankshaft position sensor A circuit low input
P0338 Crankshaft position sensor A circuit high input
Toyota vehicles.
P0339 Crankshaft position sensor A circuit intermittent

P0385 Crankshaft position sensor B circuit malfunction

P0386 Crankshaft position sensor B circuit range/performance
P0387 Crankshaft position sensor B circuit low input
P0388 Crankshaft position sensor B circuit high input
P0389 Crankshaft position sensor B circuit intermittent
P1335 Crankshaft position sensor circuit malfunction
(during engine running conditions)

8 STAR Service News Spring 2005